E2548 v1 4' UMWVRAT S ORTPROJECT(MUTP t' LIDA O OU ENVIR TAL AS ES A R A ,Ij B A \ j 2 ,, lai' ' ' -- ' Fta 44 ANU /7~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ S f b.'~slY''iia _ _ ,,., Project MumbaiUrbanTransport Assessment Environmental TABLEOF CONTENTS Sr.No. Details Page Number Executive Summary Chapter 1 - Introduction 1.1 Background 1-1 1.2 Transport Sector In Mumbai 1-1 1.3 Comprehensive transport strategy 1-4 1.4 Environmental Assessment 1-5 1.5 Structure Of The Report 1-10 Framework Chapter2 - Policy,LegalAnd Administrative 2.1 Legal framework 2-1 2.1.1 Central Government And State Government Environmental 2-1 Regulations 2.1.2 Central Government Regulations Related To Vehicular Pollution 2-1 2.2 Existing Policies And Trends 2-3 2.3 World Bank Policies 2-8 2.4 Existing Administrative Framework 2-8 2.4.1 Apex Organisations 2-9 2.4.2 Project Implementation Organisations 2-10 2.4.3 Transportation Service Organizations 2-13 2.4.4 Enforcement Organizations 2-13 BASELINE Chapter3 - ENVIRONMENTAL STATUS 3.1 Baseline data 3-1 3.2 Environmental Status Of MCGM 3-2 3.2.1 Landuse 3-2 3.2.2 Climate And Meteorology 3-2 3.2.3 Ambient Air Quality 3-4 3.2.3.1 National Ambient Air Quality Standards 3-4 3.2.3.2 Primary Baseline Ambient Air Quality Monitoring 3-6 3.2.3.3 Air Monitoring By Municipal Corporation Of Greater 3-6 Mumbai (MCGM) 3.2.3.4 Statistical Study by EMC, Mumbai on MCGM Data 3-11 3.2.3.5 Ambient Air Monitoring by NEERI 3-13 3.2.3.6 Salient Features Of URBAIR Study 3-13 3.2.3.7 Overall Conclusions 3-14 3.2.4 Noise Quality 3-20 3.2.5 Ecological Status 3-21 3.2.6 Socio-economic characteristics 3-24 Chapter 4- SECTORAL ENVIRONMENTALASSESSMENT 4.1 Background 4-1 4.2 Comprehensive Transport Strategy (CTS) 4-2 i MumbaiUrbanTransport Project Assessment Environmental 4.3 Sectoral Strategy Options 4-5 4.3.1 Do Minimum Or Minimum Intervention 4-5 4.3.2 Public Transport Or Rail Investment Option 4-6 4.3.3 Public Transport + Demand Management 4-7 4.3.4 Road Investment 4-9 4.4 Environmental Assessment 4-10 4.5 Sectoral Level Environmental Assessment 4-10 4.6 SLEA methodology 4-12 4.7 Environmental Evaluation of Sectoral Strategic Options 4-14 4.7.1 Air Quality Impacts 4-14 4. 7.2 Noise Impacts 4-18 4. 7.3 Ecological Impacts 4-21 4.7.4 Social Impact (Limited to Displacement Of People) 4-22 4.7.5 Impact on Transportation Service 4-23 4.8 Selection of the Best Option 4-25 4.8.1 Decision Matrix Method 4-25 4.8.2 Maximum number of favourable indicators 4-26 4.8.3 Estimated _ Concentration 4-26 4.9 Transport Developments Since 1998 4-33 4.10 Environmental Impacts of flyovers - sectoral perspective 4-34 4.11 MUTP: Investment Program 4-34 Chapter 5 - PROJECTDESCRIPTION 5.1 Description Of Investment Project: MUTP 5-1 5.1.1 Introduction 5-1 5.1.2 Rail Projects 5-5 5.1.3 Road Projects 5-9 5.1.4 Administrative Framework for Implementing MUTP 5-14 Chapter 6 - Environmental Assessment 6.1 PLEA/ MLEA Methodology and Screening Rationale 6-1 6.1.1 Environmental Assessment 6-1 6.1.2 Screening Methodology 6-2 6.1.3 Results of Screening 6-4 6.1.4 MLEA/ PLEA Methodology 6-4 6.2 Environmental impact 6-6 6.2.1 Environmertal impacts of major projects 6-6 6.3 Programmatic Level Environmental Assessment 6-16 Chapter 7- Environmental Management Plan 7.1 Introduction 7-1 7.2 Sectoral Level Environmental Mitigation And Management Plan 7-5 7.2.1 Sectoral Level Environmental Impacts 7-5 7.2.2 Sectoral EMP 7-6 7.2.3 Sectoral Level Monitoring 7-6 7.3 PROJECT Level Environmental Mitigation And Management Plan 7-14 7.3.1 Summary of Environmental Impacts/lssues 7-14 ii Project MumbaiUrbanTransport Assessment Environmental 7.3.2 Environmental Mitigation Measures and Management Plans 7-14 7.3.3 Environmental Monitoring Plan 7-15 7.4 Institutional Setup, Coordination & Strengthening 7-16 7.4.1 Institutional Set-Up And Coordination 7-16 7.4.2 Reporting Requirements 7-17 7.4.3 Institutional Arrangements And Its Strengthening 7-20 7.5 Cost Estimates for Mitigative Measures and Monitoring 7-20 7.5.1 Cost Estimates for institutional capacity building 7-20 7.5.2 Cost estimat4esfor project specific EMP implementation 7-21 7.6 Contractual Agreement 7-22 AND REHABILITATION Chapter8 - RESETTLEMENT 8.1 Resettlement Action Plan 8-1 8.2 The Objectives 8-1 8.3 Resettlement Policy 8-1 8.4 Legal Framework 8-2 8.5 Definition Of Project Affected Households (PAH) 8-3 8.6 Rehabilitation Entitlements 8-3 8.7 Organizational Responsibilities 8-4 8.8 Two stage Resettlement Process 8-4 8.9 Grievance Redressal Mechanism 8-4 8-10 Site Specific Resettlement Implementation Plans (RIP) 8-4 8-11 Scale of Resettlement Required 8-5 8-12 R & R Implementation Schedule and the Present Status 8-6 8-13 Lessons Learnt 8-8 8-14 Costs And Budget 8-8 AND CONSULTATION Chapter 9 - PUBLICINFORMATION 9.1 Consultation During CTS (1994) 9-1 9.2 Consultation During Environmental Assessment (1997) 9-1 9.3 Consultation During R&R 9-1 9.4 Consultation On Updated EA 9-2 9.5 PUBLIC INFORMATION Centres 9-3 9.6 Proposed Consultation 9-3 9.7 Public Opinions, Concems And Responses 9-5 iii Mumbai Urban Transport Project Environmental Assessment LIST OF TABLES Table Description Page Number Number 2.1 Schedule For Implementation Of Vehicles Rules 2-3 2.2 Deadlines for Phasing out Old Vehicles 2-7 3.1 Analysis of Wind Pattern in Mumbai 3-4 3.2 National Ambient Air Quality Standards 3-5 3.3 Sectorwise Air Emission Load Of Greater Mumbai 3-6 3.4 Ambient Air Quality at Specific locations for last three years (1998 - 3-9 2001) 3.5 API for six areas in Greater Mumbai 3-10 3.6 Air Pollution Index Descriptor 3-10 3.7 Air Quality At traffic Intersections (1998 -2001) 3-11 3.8 Yearwise Regional Mean Values of pollutants for Greater Mumbai 3-12 3.9 Ambient Noise Quality (1997 -99) 3-20 3.10 Details of Natural Reserves 3-24 4.1 MMR: Population and Employment ('000) 4-1 4.2 MMR Private Vehicle Ownership 4-2 4.3 Peak Period Travel Demand 4-3 4.4 Projects under Do Minimum Option 4-5 4.5 Projects under Public transport option 4-7 4.6 Projects under Road Investment Option 4-9 4.7 Environmental Impact Indicators / Indices used in SEA 4-13 4.8 Comparison of Options based on absolute values of air pollutants 4-15 4.9 Comparison of options based on absolute values of traffic noise 4-19 indicators i 4.10 Comparison of options based on ecological impacts 4-22 4.11 Comparison of options based on R & R impacts 4-23 4.12 Comparison of Options based on Transport Service 4-24 4.13 Selection of Best Option for Island City through Decision Matrix 4-27 Method 4.14 Selection of Best Option for Western Suburb through Decision Matrix 4-28 Method. 4.15 Selection of Best Option for Eastern Suburb through Decision Matrix 4-29 Method 4.16 Selection of Best Option for Rest of MMR through Decision Matrix 4-30 Method. 4.17 Selection of Best Option for Entire MMR through Decision Matrix 4-31 Method 4.18 Best Option for the various regions based on the three selection 4-33 methods 5.1 MUTP: Status Of Implementation of Projects 5-13 iv Mumbai Urban Transport Project Environmental Assessment 6.1 List of Projects Selected for PLEA/ MLEA 6-1 6.2 Summary of Screening Steps 6-2 7.1 List of Projects Selected for PLEA/ MLEA 7-1 7.2(a) Sectoral EMP 7-9 7.2(b) Sectoral EMP Implementation Framework 7-11 7.3 Environmental Quality Monitoring 7-13 7.4(a) Summary of Impacts for Jogeshwari-Vikhroli Link Road Project 7-24 (JVLR) 7.4(b) Summary of Impacts for Borivali - Virar Quadrupling of Rail Lines 7-26 (BVQR) Project 7.4(c) Summary of Impacts for ROB AT VIKHROLI 7-27 7.4(d) Summary of Impacts for PEDESTRIAN SUBWAY AT CST 7-28 7.4(e) Summary of Impacts for Station Area Improvement Scheme (SATIS) 7-29 at Thane West 7.5 Environmental Management Plan for Jogeshwari-Vikhroli Link Road 7-30 7.6 Environmental Management Plan for Borivali - Virar Quadrupling of 7-37 _Rail Lines (BVQR) Project 7.7 Environmental Management Plan for ROB at Vikhroli 7-44 7.8 Environmental Management Plan for CST PEDESTRIAN SUBWAY 7-51 PROJECT 7.9 Environmental Management Plan for Station Area Improvement 7-56 Scheme (SATIS) at Thane West 7.10 Project Level Environmental Monitoring Plan - JVLR PROJECT 7-61 7.11 Project Level Environmental Monitoring Plan - BVQR PROJECT 7-64 7.12 Project Level Environmental Monitoring Plan - VIKHROLI ROB 7-66 'PROJECT 7.13 Project Level Environmental Monitoring Plan - (CST PEDESTRIAN 7-68 SUBWAY PROJECT) 7.14 Project Level Environmental Monitoring Plan - (SATIS) 7-70 7.15 Monitoring And Reporting Process 7-71 7.16 Roles/Responsibilities And Strengthening Of Institutions 7-73 7.17 Cost Estimated for Imparting Training (2001) 7-21 7.18 Cost estimation for EMP implementation for JVLR and BVQR sub- 7-23 projects 7.19 Overall cost estimates for MUTP sub-projects 7-24 8.1 Project Affected Households 8-5 9.1 Proposed time table for organizing public information and consultation 9-4 workshop for a cross section of the society 9.2 Proposed time table for organizing public information and consultation 9-5 workshop for a project affected people v Mumbai Urban Transport Project Environmental Assessment LIST OF FIGURES Figure Description Page Number Number 1.1 Map of Mumbai Metropolitan Region 1-3 1.2 AssessmentProcess Environmental 1-9 2.1 Institutional arrangement for Transport Related Environmental 2-11 management 3.1 LanduseMap of MMR 3-3 3.2(A) Air-monitoring locations before year 1999 in MCGM area 3-7 3.2 (B) Air monitoringLocationssince Jan 2000in MCGMarea 3-8 3.3 AnnualTrendsof S02 in MCGMarea 3-15 3.4 AnnualTrendsof NOx in MCGMarea 3-15 3.5 AnnualTrendsof SPM in MCGMarea 3-16 3.6 Deviationof SO from regionalmean 2 3-16 3.7 Deviationof NOxfrom regionalmean 3-17 3.8 of Deviation SPMfrom regionalmean 3-17 3.9 Trendsof PollutantsOverthe years 3-18 3.10 AnnualTrendsof air pollutantsat Kalbadevi 3-18 3.11 AnnualTrendsof air pollutantsat Parel 3-19 3.12 AnnualTrendsof air pollutantsat Bandra 3-19 3.13 CoastalZone Management Planfor GreaterMumbai 3-22 3.14 Coastalwetlands, forestsand naturalreservesion MMR 3-23 4.1 Methodology Of FollowedFor Formulation CTS 4-4 4.2 Air QualityAssessment Methodology 4-16 4.3 NoiseQualityAssessment Methodology 4-21 5.1 Map Of MUTPRailAnd RoadSub -projects 5-2 5.2 in Map showingsub-projects the IslandCity 5-3 5.3 in Map showingsub-projects the suburbsof GreaterMumbai 5-4 5.4 structureof PMU Organizational 5-16 6.1 Locationof Borivali- Virar railwaytracks 6-10 6.2 - Locationof Jogeshwari VikhroliLink 6-12 6.3 Landuse Around ROB at Vikhroli 6-17 7.1 Environmental Assessment Process 7-4 7.2 Mechanism Implementation EMP Institutional For Of 7-19 vi Mumbai Urban Transport Project Environmental Assessment LIST OF APPENDICES Appendix Description Page Number Number 1.1 Documents Referred 1 2.1(A) EnvironmentalActs/RulesFor VariousParameters 3 2.1 (B) Processof ObtainingEnvironmental Clearance 8 2.1(C) RecentSupreme Court Directivesand other legalissuesrelated 9 too vehicular pollution. 3.1 Social,Economic Detailsof Demographic, and Environmental 10 Characteristicsbasedon the baselinesurveyof 11760PAHs 4.1 SectoralLevelEnvironmental Assessment (SLEA)methodology 12 4.2 Environmental of Assessment Flyovers 35 4.3 Impactsof Flyovers SectoralEnvironmental 41 9.1 of Photographs PublicConsultation 53 vii UrbanTransport Mumbai Project Assessment Environmental LIST OF ACRONYMS BARC Atomic Bhabha Centre Research BEST Brihan Undertaking Supply Transportation MumbaiElectrical and BMC Brihan Corporation MumbaiMunicipal BOT and BuildOperate Transfer CBD Central BusinessDistrict CCF of ChiefConservator Forests CEMP Environmental Community Plan Management CIDCO Corporation Development Cityand Industrial CNG Gas Natural Compressed CO CarbonMonoxide CPCB Central PollutionControl Board CR CentralRailway CRZ CoastalRegulationZone CST ChatrapatiShivaji Terminus CTS Transportation Comprehensive Strategy DC Control Development DCF of DeputyConservator Forest DFO DivisionalForestOfficer DM DemandManagement DoE of Department Environment DPR DevelopmentPlan Report EA Assessment Environmental EAC AppraisalCommittee Environmental ED Department Environment EEH EasternExpressHighway EIA EnvironmentImpactAssessment UrbanTransport Mumbai Project Assessment Environmental EIRR EconomicInternalRateof Return EMC ManagementCommittee Environmental EMP ManagementPlan Environmental EMS EnvironmentManagementStrategy EMU ElectricMotivativeUnit FHWA FederalHighwayAdministration GOI Governmentof India GoM of Government Maharashtra HTL High Tide Line IBRD and Development InternationalBankfor Reconstruction IDA Association Development International lIP Indian Instituteof Petroleum IMP IndependentMonitoringPanel IR Indian Railways JVLF Vikhroli Link Road Jogeshwari KMC Kalyan MunicipalCorporation LA LandAcquisition LBS Lal BahadurShastri Marg LPG LiquifiedPetroleumGas MCGM MunicipalCorporationof GreaterMumbai MEIP Metropolitan ImprovementProgramme Environmental MLEA Assessment Micro LevelEnvironmental MMB MaharashtraMaritimeBoard MMR MumbaiMetropolitanRegion MMRDA Mumbai MetropolitanRegionDevelopmentAuthority MoEF Ministryof Environmentand Forests MPCB MaharashtraPollutionControlBoard MRTDC MahashtraRoadTransportDevelopmentCorporation UrbanTransport Mumbai Project Assessment Environmental MRVC MumbaiRailwayVikas Corporation MSRDC MaharashtraState Road Development Corporation MSRTC MaharashtraState Road TransportCorporation MTP MetropolitanTransportProject MUTP MumbaiUrbanTransportProject NAAQ NationalAmbient Air Quality NCR NationalCapital Region NGOs Organisations Non Governmental NMMC Navi MumbaiMunicipalCorporation NMMT Navi MumbaiMunicipalTransport NMTC Navi MumbaiTransportCorporation NOC No ObjectionCertificate NTDA Authority NewTown Development PAH ProjectAffectedHouseholds PAPs ProjectAffectedPersons PCCF PrincipalChief Conservator Forests of PIA ProjectImplementingAgencies PLEA Level Environmental Programmatic Assessment PMU ProjectManagementUnit PRO PublicRelationOfficer PT PublicTransport PUC PollutionUnderControl PWD PublicWorks Department R &R and Rehabilitation Resettlement RAP Resettlement Action Plan RCI RailwayCrowdingIndex RI Road Investment RIP ResettlementImplementation Plan MIjmbai Urban Transport Project Environmental Assessment ROB Road Over Bridge ROW Rightof Way RPM RespirableParticulateMatter RTO RegionalTransportOffice S V Road SwamiVivekanandaRoad SATIS StationArea Traffic ImprovementScheme SCLR SantacruzChemburLink Road SEA Ass -sment Sectoral Environmental SPA Special PlanningAuthority SPCBs State PollutionControl Boards TCl Traffic CongestionIndex TCS Tata ConsultancyServices TDR Transferof DevelopmentRights TEI TransportEfficiencyIndex TMC Thane MunicipalCorporation TMT Thane MunicipalTransportUndertaking TMU Traffic ManagementUnit TNI Traffic Noise Index TOR Terms of Reference TPM Total ParticulateMatter UDD Department Urban Development UMC UlhasnagarMunicipalCorporation WEH WesternExpressHighway WR WesternRailway EXECUTIVESUMMARY UrbanTransport Mumbai Project Environmental Consolidated Assessment EXECUTIVESUMMARY 1.0 INTRODUCTION Mumbai,over the last few decadeshas emergedas the financialand commercial that was around4 million in 1961 has now capital of India. Mumbai'spopulation reached 11.9millionin 2001. Theurbangrowthhasspreadbeyondtheboundaries of Municipal of in and Corporation GreaterMumbai the northern,north-eastern eastern directionsto form MumbaiMetropolitan Region(MMR).Mumbaihas an area of 438 of sq. km and a population 11.9million. MMRhas an area of 4354sq. km and of to population about18 million. By 2011MMRis expected havea population 22 of million.MMRgenerates about5% of national to GDPandcontributes overonethird of of India's tax revenues. A map showingvarioussub-regions MMR is given in MapE-1. of 88 Mumbaihas a uniquedistinction satisfying % of its peak periodtravel demand throughpublictransportsuch as suburban trains and buses. Of the remaining 12% peaktraveldemand,5 % is metbytaxisand7 % byprivatevehicles. Although these are to proportions estimated remainmoreor lesssameuntil2011(withpublictransport sectorfalling from 88% to 85 %), the numberof public transporttrips in the peak periodwill rise substantially.In termsof publictransport, Mumbaiis servedby two zonalrailways the westernrailway(WR)and centralrailway(CR). The suburban railwayservices, whichare in fact metropolitan servicesin view of the frequency and shortdistances betweenstations, per carrycloseto 6 millionpassengers day. Bus servicesare providedby BombayelectricSuburbanTransport(BEST),with 3000 4.5 buses,and undertake millionjourneysper day,of whichapproximately % are 60 with connected railjourneys. Inthe roadtransport in sector,the roadnetwork Mumbai is predominantly radial along the peninsulaand comprises three main corridors- WesternExpress Highway,Eastern ExpressHighway,and the Central corridor. Although the termed'expressways', roadsare essentially arterialroadsand declinein standardas they approachand pass throughthe Island City. The numberof registered vehiclesin MMRgrewfrom 521,000in 1985to 821,000in 1991. Private to cars grewfrom 173,000 366,000in 1991and the numberis expected doublein to 2011. The travellingconditions,transportinfrastructure, road traffic congestion,air and quality,resettlement rehabilitation, and institutional are framework the some of the majorissueswhichrequireurgent in the attention orderto improve transport sector management Mumbai. in MMRDAthereforeprepareda "Comprehensive TransportStrategy(CTS)" in 1994, a for providing strategicframework the transportsectorof MMR.The four strategic transportoptionsidentifiedunderthe CTS study were subjectedto Environmental Assessment (EA). Theenvironmental are out to assessments carried according World 1 Mumbai Urban Transport Project Consolidated Environmental Assessment MAP E-1 SUB-REGIONSOF MMR MUMBAIURBANTRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT < {IIWt \j \ OUAOOA i~~~~~~~~~~~~~~~SA _;i. < \ WOI>SU U2 Urban Mumbai Project Transport Environmental Consolidated Assessment Bank OperationalDirectivesand guidelines of the Ministry of Environment& Forests of (MOEF),Government India. EA consists of Sectoral Level EnvironmentalAnalysis (SLEA), Programmatic Level Environmental Assessment (PLEA) and Micro-Level Environmental Assessment (MLEA). SLEA of the four transport options are carried out to determine the transportationstrategy for MMR, which would have minimum adverse environmental implications. Based on this strategysub-projectsare selectedfor MUTP. PLEAs and MLEAs are carried out for these sub-projectsincluded in the recommendedstrategy. PLEAs are prepared for small generic sub projects, such as, flyovers, ROBs, Pedestrian subways, Station Area Traffic ImprovementsSchemes. MLEAs provide detailed analysis of the individualprojects (identifiedunder the strategic options) that are expectedto have significantenvironmentalimpacts. 2.0 TRANSPORTSCENARIOOF MMR * Populationof about 15 million in MMR generatedtotal peak hour passengertrips of 21,54,860in 1993. Out of this 88 % were performedby publictransport and 7 % by privatevehiclesand 5 % by taxis. * In 2011 a populationof nearly 22.5 million is projectedto generate peak hour trips of 32,60,431.Out of these 85 % will be by publictransport, 9 % by privatevehicles and 6 % by Taxis. * The last two decades are characterisedby significant increase in private vehicle ownership. The populationgrowth in MMR in 1981-91was about 3% p.a. whereas the vehiculargrowthwas 8.81 %. p.a. Private vehicleregistrationincreasedby 3.45 times between 1976 and 1991 (from 1,08,146to 6,35,172vehicles). * Private vehicles registrationin MMR in 2011 is expected to be more than double the 1991 level (13,56,498vehicles). Numberof vehiclesper 1000 personsin MMR is expectedto increasefrom 44 in 1991 to 61.1 in 2011. Private vehicles are thus expected to grow at a rate of 4.95 percent per annum as against the population growth rate of 2.19 per cent per annum. * Road transport is consideredto be a major contributorof air pollutionand noise in an urban environment. As per the URBAIR' study of 1992, vehicular traffic contributesto about 54% of NOxemissionsand 24% of PM emissionsin Greater 10 Mumbai. Also ambient air quality, particularlyin respect to PM and NOxexceed 10 the National Ambient Air Quality Standards(NAAQS) in some areas. Noise levels along the roads have been found to be in the rangeof 65dB(A) and 85 dB(A). Both vehicularpollutionand noise in GreaterMumbaihave becomea cause of concern. Air Management ' Urban Quality Strategy Asia,Greater in Report, Mumbai PaperNo.381 WorldBankTechnical 3 UrbanTransport Mumbai Project Environmental Consolidated Assessment 3.0 TRANSPORTATION NEED FOR COMPREHENSIVE STRATEGY In orderto dealwiththe increasing and and traveldemand an effective financially in environmentallY sustainable manner,MMRDAprepareda long-termmulti-modal Comprehensive Transport (CTS)2 for theMMRin 1994. Strategy Theobjectives sucha strategy of are; * To ensure levels accessibility theexpanding adequate of in urbanareas * To assist development theregion economic of of * To improve safetyrecord transport the system of Thedevelopment thestrategy considered following the factors: * Existinglanduse, demographic, economic/employment of characteristics the region. * Existing / infrastructure its levelof adequacy inadequacy transportation and to meetthe currentand futuretransportationrequirements. * of development Prospects futureregional basedon the growthpotentialof sub as at time. regions envisaged thatparticular In order to meet the projectedtravel demandthe CTS identifiedthe three strategic options. To facilitate comparisonwith the base level a 'Do minimum"option was also identified.(Instead of a commonlyused 'Do Nothing" option". These four options as identifiedby the CTS are as follows: Do Minimum: This option containedall the committedrailwayand road projectsas envisagedin 1993. PublicTransport(PT): In addition to all the committedprojects of 'Do Minimum' option, this option contained many railway projects to increasethe capacityof rail transport. PublicTransportation: The optioncontainedall the projects of 'Public Transport' option with Demand and demand management measures such as, cordon Management pricingand parkingcontrolin the IslandCity. (PT+DM) Road Investment(RI): In this option, the emphasis was laid on road projects, which are expected to encourage private vehicle trips. The option also includedall the committedprojects in "Do Minimum'option. 2~~~~~~~~~~~~~~~ Transport for MMR. Comprehensive Plan by Prepared WSAtkins,July 1994. 4 Mumbai UrbanTransportProject ConsolidatedEnvironmentalAssessment Under each option. a number of investment sub projects were identified for in implementation MMR. Based on the techno-economicanalysis of the above options, and keeping in perspectivethe presentand future transportationneeds of the region, the CTS study a recommended transportation strategywhich emphasized: * Service enhancementand capacity optimizationof the present railway system to addresspresentacute overcrowding and future transportationneeds, and . Moderate investment in improving road network particularly in suburban east - west links and road based publictransportationsystem,and . Adoption of demand managementto promote public transportation and restrict privatevehicledemandon the road network,particularlyin Island City. Mumbai Urban Transport Project (MUTP) places emphasis on public transportation and relievingtraffic congestionthrough a number of traffic managementtechniques. Thus, MUTP is in line with the strategictransport optionrecommendedby CTS study. 4. ASSESSMENT ENVIRONMENTAL 4.1 Environmental Assessment Process CTS included environmentalassessment of strategic options in a limited way by consideringvehicular emission loads associatedwith each option. It did not include environmentalimpact assessmentof individualprojects and the associatedEMPs. It was therefore necessary to undertake environmentalassessmentat the sector as well as project level accordingto the OP 4.01 of the World Bank. MMRDA undertook and completedsuch an exercisethrough consultantsin 1998. As describedearlier,the EA consistsof: * Sectoral Level EnvironmentalAnalysis (SLEA) for the four strategic transport options for MMR identifiedas part of CTS. * ProgrammaticLevelEnvironmental Assessment(PLEA)of genericsub projects. * Micro-Level EnvironmentalAssessment(MLEA) for sub-projects likely to have significantadverseenvironmentalimpacts. A flowchart of the entire process startingfrom developingthe CTS to EA is given in Figure E-1. 5 Mumbai Urban Transport Project ConsolidatedEnvironmentalAssessment ASSESSMENTPROCESS FIGURE E-1 ENVIRONMENTAL Comprehensive TransportationStudy 4 strategicoptions 1. Do minimum 1994 2. Publictransportoption 3. Publictransport+ Demandmanagement 4. Road Investmentootion Assessment(SLEA) SectoralLevel Environmental Evaluation of strategic options with respect to the following environmental criteria 1996 - Traffic Analysis - Impact on Air, noise, social, ecological resources a transportation service quality Selectionof strategic option (PT + DM) Screeningof projectswith respect 1997 to potentialimpacts Programmatic Level Micro-level Environmental Environmental Assessment (MLEA) Assessment (PLEA) - Subprojects selected- road - Sub-projects selected: improvements, suburbanrailway 1998 ROBs, pedestrians subways subprojects - Analysis of traffic & transport - Impacton traffic, air, noise,water - Impact on air, noise,social and landuse,social and ecological ecologicalresources,landuse resources. Preparation of updated and consolidated 2001 FEA Pand project specific EMPs | Drafl Consolidated EA---, Cosutaio -6Z 001 6 Urban Mumbai Transport Project Environmental Consolidated Assessment 4.2 SectoralLevel Environmental Assessment(SLEA) At the sector level, environmentalimpacts are seen as arising due to sectoral policies, programs, operations and regulations. SLEA with reference to MUTP therefore involvesassessmentof environmentalimpactsof the transportationsector as a whole, i.e. the environmentalimpacts due to physical transportationactivities through road and rail, governmentpoliciesand other traffic managementmeasures. SLEA is carried out for the four strategic transportoptions for MMR describedin the previous section. For the purposeof environmentalanalysis, MMR was divided into four sub regions - Island City, Westem Suburbs, EasternSuburbs and the Rest of MMR. The four environmental componentsusedfor SLEAwere: * Air quality * Noise * Ecological * Social * TransportServiceindicators 4.2.1 ExistingEnvironmental Status The purposeof compilingthe baselineenvironmentalstatus is to providea basis for comparison of the changes in environmentalquality which may occur due to the implementation individualtransportation of improvementschemes/projects well as as the transportationstrategy as a whole. The data on baseline status of the above environmental components were collected and compiled from various existing sources, and was also supplemented by primary data collected at individual proposedsites. Ambient Air Qualityand Noise Baseline ambient air and noise quality were monitoredin detail in 1996 at several locations in the 4 sub-regions of MMR (Island city, Eastern suburbs, Westem suburbsand rest of MMR).Separate monitoring was carried out as a part of Sectoral Level EnvironmentalAssessment (SLEA) and Programmaticand Micro-level EAs (PLEA and MLEA). Secondary baseline data for the years 1997 to 2000 was collected from various sources such as MCGM, NEERI etc. for the purpose of updatingthe earlier 1996 baselinestudies. All above studies point out that S02, NOx are generally well below the National Ambient Air Quality Standards (NAAQS)at residentialand industrial locations. NOx levels however exceed the standardsat traffic intersections,as shown by monitoring done by MCGB. Also S02 and NOxlevels have not changedsignificantlysince 1996 when ambientair qualitywas monitoredfor SLEA, MLEA and PLEApurposes. All studies have shown that PM10 and SPM exceed the NAAQS at almost all residentialand industriallocationsand also at traffic int- -sections.For both SPM and PM , the highest values were observed in 1997 (except Parel). Since 1997 both 10 7 Urban Mumbai Project Transport Environmental Consolidated Assessment pollutantsshow a decreasingtrend, althoughthey continueto exceed the standards. It is clear, that a comprehensivestrategy is neededto bring levels of SPM and PM o 1 within NAAQS levels gradually over the years. Noise levels in Mumbai were observedto exceed the noise standards,particularlyat traffic intersectionsand other publicplaces. Socio-economicCharacteristics Socio-economicprofile of Mumbai is diverse. About 50 % of Mumbai's population have sought shelter in slums as squatters. A large number of these settlementsare located along railwaytracks, on public lands and lands that are designatedfor roads or road widening in the 'Master Plan". No transport project can therefore be implementedwithoutconfrontingthe problemof ProjectAffected Households(PAHs). 3 MMRDA has prepareda ResettlementAction Plan (RAP) for the PAHs to alleviate of the adverse social impactsassociatedwith the implementation MUTP. In the first phase of MUTP about 19000 families are likely to be affected and will require settlement. EcologY The ArabianSea surroundsthe Greater Mumbaiat the west and east boundaries. It is separatedfrom the mainland by the Thane Creek and Bombay Harbour,which is open to the ArabianSea on its southand is connectedat its northernextremityto the Ulhas River and Vasai Creek. The Vasai Creek forms the northem boundaryof the city. The coastal waters are polluted by the discharge of untreated effluent both of domestic and industrial origin. 90% of effluent comes from domestic sewage, whereas remaining 10% comes from industries. Several pollutants such as heavy metals and persistentchemicals,which are capable of being accumulatedin benthic fauna and flora, are dischargedinto coastalwaters. The present situation not only affects the local ecosystembut also rendersthe coastal areas unfit for recreational purposes. The coastal belts of MMR have abundantwetlands/mangrovesexhibiting significant ecological diversity. Most of these wetlands have been used to create land for construction purposes and to site industriesaround Ghodbunder,Thane and New Mumbai areas. The wetlands are also used as garbage dumping grounds. These factors have led to the degradationof wetlands and mangrovesover a period of time. Action Plan, MMRDA,,August2001 3 Resettlement 8 Mumbai Urban Project Transport Consolidated Assessment Environmental None of the MUTP projects except for a part of the alignmentof Bhayander-Virar railway lines passesthrough areas which have sensitiveecological resources. This area has mangrovevegetation. Land Use The first Regionalplan for MMR was preparedin 1973. The existing picture of land use is however, differentfrom what was envisagedin the plan, due to phenomenal growth of population and development in the region. The built up areas have considerablyincreasedwith massiveresidentialgrowth in Vasai - Virar belt along the western corridor and at various townsalong Mumbai-Pune corridor. The agriculture and forest lands havedeclinedat faster rate than anticipatedin 1973. Trafficand Transportation In Greater Mumbai,traffic movementis mainlyalong the north-southdirection. The major transportationmodes are railwaysand road transport. Railway service along the north-southrailway corridors is operated by Western and Central Railways.The Western Railway provides service from Churchgateto Virar and Central Railwayoperatestrains from ChatrapatiShivaji Terminus(CST) to Karjat in south-eastand Kasarain north-east. MMR has a suburban rail network catering to 6 million passengers per day. In addition to Railways, the public bus service is provided by BEST to 4.5 million passengerswith a fleet of about 3000 buses. Traffic situationin MMR, particularlyin Greater Mumbaiis expectedto becomeworse as the vehicle ownershipin the area increasesat a rapid pace. 9 Mumbai Project UrbanTransport Environmental Consolidated Assessment EVALUATION STRATEGICOPTIONS 4.2.2 SLEA FINDINGS- ENVIRONMENTAL OF Ambient Air Quality: Comparisonof options based on absolute values of Air Pollutantsare given below. The values for PT+DM and the RI options are given below in Table E-1, as they give a representativerange: Table E-1: Impactson AmbientAir Quality Region Parameters Base Options for year Year 2011 (1996) PT+ DM RI Island City CO (mg/Nm) 3 5.33 0.7 1.04 SO (,g/Nm 3) 49.72 35.01 45.23 2 NOx(pg/Nm 3) 22.56 5.65 8.55 PM1o (pig/Nm3) 1219.21 713.35 1011.15 Western Suburbs CO (mg/Nm 3) 17.1 6.61 10.63 S02 (pg/Nm 3) 25.61 37.54 56.79 NOx(jig/Nm )3 26.87 13.72 20.97 PM o(pg/Nm3) 803.44 1191.66 1 1834.24 Eastern Suburbs CO (mg/Nm'3 17.57 5.49 13.7 S02 (pg/Nm 3) 34.28 41.44 103.47 NOx(pg/Nm 3) 37.34 17.07 42.98 PM1 o(pg/Nm3) 965.36 1195.26 2993.28 Rest of MMR CO (mg/Nm) 3 0.2 0.07 0.08 3 SO (pg/Nm) 11.78 14.37 18.41 2 NOx(gg/Nm) 8.23 3.91 4.79 PMiO(gg/Nm3) 214.16 244.54 312.81 The key findings are as follows: * Baseline levels (1996 levels) of all pollutants except PM were well below the 10 National Ambient Air Quality Standards(NAAQS). Baseline PM levels varied 10 3 between 214.16 pug/min Rest of MMRto 1219.2 pg/M3 in the Island City. * Predicted PM levels (for year 2011) are found to decrease (as compared to 10 baselinelevels) in the Island City and increasein Easternand Western Suburbs. All predicted PM, levels exceed the NAAQS. Levels in eastern and western 0 suburbs will increase due to increase in vehicle kilometers, whereas it will decrease in the IslandCity due to reducedpopulationgrowth clubbed with traffic demandmanagementmeasures. . NOx, CO and Pb levels are predicted to decrease due to use of catalytic converters. In spite of substantial increase in vehicle kilometers, proportionate increase in pollution levels is not seen due to the fact that improved fuel (lead 10 UrbanTransport Mumbai Project Environmental Consolidated Assessment free, low sulphur) and improved engines (with catalytic converters and compliancewith Euro II or Bharat II emissionstandards)have.beenassumed. * SO levels were predictedto increasein the eastem and western suburbsdue to 2 growth in populationand traffic. The levels were predicted to decrease in the island city for the PT+DM option, as island city is already congestedwith little possibilityof populationand traffic growth. * It was concludedthat the PT+DM option performedbetter for the Island City and Rest of MMR and the PT option performed better in the eastern and western suburbs. Noiselevels: 4 Comparison of options based on absolute values of Traffic Noise Indicators are given below in Table E-2 Table E-2: Traffic Noise Impacts Region Parameters Base Options for year Year 2011 (1996) PT+ DM RI IslandCity TNI (Day) 61.4 63.7 70.3 TNI (Night) .5 98.7 95.7 WesternSuburbs TNI (Day) b i.7 71.1 70.4 TNI (Night) 86.4 96.3 93.8 EasternSuburbs TNI (Day) 79 90.8 88.6 TNI (Night) 94.4 68.8 100 Rest of MMR TNI (Day) 30.4 50.1 44.0 TNI (Night) 60.3 27.7 80.2 The key findings are as follows: * Day time noise impactswerefound to be lowerin islandcity under the PT+DM option. However,the same optiongave rise to highernoise levels at night time. * In western suburbs,all the four options resultedin almost the same level of noise impactsduringthe day time. * Night time noise levels were predicted to be higher for the Public Transport Option. In easternsuburbs,all four options resultedin the same impactsfor night time. * Thus in brief, none of the options perfor -a consistentlyfor the four sub-regions. Day time and nighttime TNI also showeaconflictin favouringany single option. 4 nighttime TrafficNoiseIndicator:TNI (Night)= % lengthof roadlinksin a sub regionexceeding TNI standards, (Day)=%length roadlinksin a subregion of day exceeding timestandards 11 Mumbai Project UrbanTransport Environmental Consolidated Assessment Ecology Quantitativeanalysisof the ecologicalimpactscapturedthe followingconcepts: * Damage to an ecologicalarea due to a road/railalignmentwill be proportional to the areacovered by road/railsegmentin the ecologicallysensitivezone. * Damagewill be severeif the ecologicalarea or system is of higher quality. Ecological indicators for natural and man-made systems were used to estimate quantitative ecologicalimpacts for making comparisonof various transport options with respect to their ecological impacts. The ecological impact on each of the systems is measured by adding weighted areas of road/rail alignments traversing through the system, where weights represent the quality of the system. Thus ecologicalimpact indicesfor the 2 systemscan be expressedas follows: El (Natural)= El-1 = £ WniAj El (Man-Made)= EI-2 = ZWmjAj Where: Wni = Weight associatednatural ecologicalsystemof class i Wmj = Weight associatedman-madeecologicalsystemof class i Ai = Total area of road/railalignmentinterceptedby natural systemof i. category Aj = Total area of road/railalignmentinterceptedby man-madesystemof i. category These predictedindicesvaluesare given in the Table E-3 given below: Table E-3 Ecological Impacts Region Ecological Impact Base Year Options for year 2011 Indicator (El) (1996) PT+ DM RI Do Minimum Public Transport Island System) City El-1 (Natural 0 0 0.06 0 0 El-2(Man-Made) 0 0 0 0 Western El-1 (Natural System) 0 0.076 0.047 0 0.076 Suburbs EI-2(Man-Made) 0.03 0 0 0.03 Eastern El-1 (Natural System) 0 0.035 0.017 0.005 0.035 Suburbs EI-2 (Man-Made) 0 0.003 0 0 Rest of El-1 (Natural System) 0 0.186 0.364 0.063 0.186 MMR EI-2(Man-Made) 0.26 0.490 0.2 0.26 In the Island City, ecologicalimpactsare not observed,as new transport projects are not proposed. Projectssuch as Borivali-Virarquadruplingof rail lines, under the PT and PT+DM options will have ecological impacts in the Eastern and Western 12 UrbanTransport Mumbai Project Consolidated Environmental Assessment Suburbsof Greater Mumbai. Option RI hasthe most severe impact on Rest of MMR as manynew road projectsare proposedin sensitiveareas. Socio-economic impacts (Limited to Displacement Of People): Development of new rail or road links or widening roads in Mumbai invariably involves Projected Affected Households(PAHs). Minimisingnumber of such PAHs should thereforebe one of the objectivesof selectingthe strategicoption. Comparisonof options based on Rehabilitationand Resettlement(R&R) Impacts are given in the Table E-4 below: of Table E-4: Displacement Households Region Parameters Base Year Options for year (1996) 2011 PT+ DM* Rl* Island City Number of Households0 0 0 displaced Western Number of Households0 5631 1752 Suburbs displaced Eastern Number of Households0 1010 7456 Suburbs displaced Rest of Number of Households0 6641 9483 MMR displaced I *The number of households displaced does not include the persons affected by the project on optimisationof harbourline. The key findingsare: * None of the options required displacementof people/householdsin the Island City. * In WesternSuburbs,the numberof householdsrequiredto be displaced(5631 households)was highestfor the PT and PT+DMoptions . In Eastern Suburbs, the RI option required the maximum displacement of households(7456 households) * In rest of MMR,the RI optionfollowed by PT options requiredthe maximum displacements. 9483 and 6641 households were estimatedto be displacedby the RI and PT options respectively. Service Transportation Three indices used to reflect impact of transportation options on transportation objectiveswere Road Traffic CongestionIndex(TCI), Railway Crowding Index (RCI) and RoadTransport EfficiencyIndex(TEI). Road Traffic Congestion Index (TCI): TCI was designed to measure the level of service(V/C). Lowervalue of TCI indicatedlower congestionlevel on roads. 13 UrbanTransport Mumbai Project Environmental Consolidated Assessment Railway CrowdingIndex (RCI): RCI reflectedthe extentto which the crowding inside the trains would reduce undervarious options. Lowervalue of the index meant more reductionin crowdingand hencea betteroption. TransportEfficiency Index (TEI): TEI captured the concept that vehicles operating closeto their optimumspeeds will be fuel efficientand less polluting.TEI value close to 1 reflectedvehiclesoperatingefficientlyat or near optimumspeeds. The CTS model outputs were used to determine the above indices. The various indices calculatedfor the sub-regionsare given belowin Table E-5. TABLE E-5 COMPARISONOF OPTIONSBASED ON TRANSPORTSERVICE Region Parameters Base Optionsfor year 2011 year PT+ DM* RI* Do PT (1996) Minimum ISLAND Traffic efficiency 0.47 0.54 0.50 0.48 0.48 CITY Index Traffic 13 6.9 7.7 12.5 12.8 Index Congestion Railway crowding 2.186 1.078 2.186 2.186 1.078 index Westem Traffic efficiency 0.482 0.542 0.559 0.566 0.575 Suburbs Index I Traffic 16.9 13.86 9.2 12.33 12.33 CongestionIndex _ Railway crowding 2.278 1.368 2.278 2.278 1.368 index _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Eastern Traffic efficiency 0.32 0.49 0.52 0.48 0.49 Suburbs Index Traffic 74.3 16.88 13.3 20.66 16.88 CongestionIndex Railway crowding 1.736 1.568 1.736 1.736 1.568 _________ index Rest of Traffic efficiency 0.308 0.41 0.44 0.391 0.413 MMR Index I Traffic 81.46 12.86 12.45 14.54 13.83 Index Congestion Railway crowding 1,.442 0.552 1.442 1.442 0.552 index | _ The key findingsare: · In Island City, PT+DM option performedbetter w.r.t TCI and RCItransport service indices. * In Western Suburbs, PT + DM performed better w.r.t TCI and RCI transport service indices. * In Eastern Suburbs, PT and PT + DM preformed better w.r.t. RCI transport serviceindex.. * In Rest of MMR PT + DM performedbetter w.r.t. TCI and RCI, transport service indices. 14 Mumbai Project UrbanTransport Environmental Consolidated Assessment Selectionof the Best Optfon As seen above, the various impacts associated with each option were evaluated using 13 indicators for 5 major impact areas - air, noise, ecology, social and transport.Since all indicatorvalueswere not favourablefor any single option,various methods such as Decision Matrix Method, Maximum FavourableParameters and Estimated PM concentrations 10 were used to find the most suitable transport option for MMR. A summaryof the results of SLEA using the above three selectionmethods is given in Table E-6 below. Overall 'Public Transport with Demand Management' emergedas the best option for Island City and MMR as a whole. For Westem and Eastern Suburbs, 'Public Transport' or 'Do Minimum'appeared to be the best options. 'Do Minimum'left much to be desired from the viewpointof developingthe transport sector. Hence, the choice was narrowed down to 'Public Transport' and 'Public Transportwith DemandManagement'. Both these options had a commonset of projects, which laid emphasis on encouraging public transportation. Demand managementmeasureswere importantto alleviate congestionand pollutionlevels in Island City. 'Public Transport with Demand Management'was recommended for in implementation MMR. Table E-6 Best Optionfor the various regionsbasedon the three selectionmethods Region Maximum Number of Method of DecisionBased on PM10 FavorableIndicators Matrix Concentration IslandCity Public Transport + Public Transport + Public Transport + Demand DemandManagement DemandManagement Management.- Western PublicTransport PublicTransport PublicTransport Suburbs Eastern Do PublicTransport Minimum/Public Do Minimum / Public Suburbs Transport Transport Rest of Public Transport + Public Transport + Public Transport + Demand MMR DemandManagement DemandManagement Management Total MMR PublicTransport Public Transport + Public Transport + Demand DemandManagement jManagement Impactsof Projectsnot includedin MUTP 4.2.3 Environmental After the EA study was conducted,MSRDC plannedto construct 50 flyovers, out of which 30 have been constructed,and the rest are at various stages of construction. The flyovers have been mainly constructed or planned on highways of MMR - Western Express Highway, Eastern Express Highway, and Panvel Sion Highway. The purpose of the flyovers on Highwaysseems to facilitate uninterruptedflow of traffic in and out of MMR. In addition, a number of flyovers are planned or are at 15 Urban Mumbai Project Transport Environmental Consolidated Assessment different stages of constructionin the Island City, to relieve traffic congestion at the critical intersections. 5 MMRDA carried out a comprehensive study on flyovers, which include environmental analysis as well. The study brought forth various environmental concerns associatedwith flyovers,which could have sectoralenvironmentalimpacts. Analysis shows that these flyovers would have short term benefits in terms of of reducing the travel time and improvement local ambient air quality. However, in the long run with increasing private vehicle usage and absence of commensurate road capacity, congestion and related pollution problems may still persist. PT+DM will hencecontinueto be the best option. 5.0 PROJECT DESCRIPTION The MumbaiUrbanTransportProject (MUTP)has been formulatedby selecting sub- projects that are subsetsof the PT+DM options. The strategyfollowed in designing MUTP is as follows: i. Placing high priorityon investmentschemesaimedat promotingpublic transport particularlysuburbanrailways. ii. Developingroads and road over bridgesin suburbanareas and outlyingareas of MMR to relieve road congestion. iii. Relieving automobile traffic congestion in the Island City through Demand Managementmeasures. MUTP has identified a number of sub-projects to strengthen the suburban rail transport and road transportin Mumbai.These projectsare depicted in Map E-2 and are brieflydescribedbelow: 5.1 Rail Projects MUTP places considerable emphasis on improving railway capacity in Mumbai. Various sub-projectsidentifiedunderthis componentare describedbelow: i) Provision of Additional Pair of lines between Borivali and Bhavander (9.13 kms) & Bhavandarand Virar (16.87 kms) The scope of the project includes laying of additionaltwo railway lines between Borivali-Bhayander and Bhayander- Virar with EMU car shed at Virar. This also includes construction an importantbridgeof 2.00 length on Vasai creek. The of 5 of Traffic, Economicand EnvironmentalImpactAssessment Flyoversin Mumbai,Tata ConsultancyServices,2000. 16 Mumbai UrbanTransport Project Consolidated Environmental Assessment Map E-2 MUTP RAIL & ROAD PROJECTSIN GREATER MUMBAI MUMBAIURBANTRANSPORTPROJECT ENVIRONMENTAL ASSESSMENT 't N.__ A -X,, >'17 - 17 Mumbai UrbanTransport Project Consolidated Assessment Environmental project includes introducing8 rakes of 9-car equivalent to increase the capacity on this line. ii) Provision of 5thAnd 6thLine between Kurla and Thane The scope of project includes laying of additionaltwo railway lines between Kurla and Thane over a length of 16 kms. The project includes introducing11 rakes of 9-car equivalent by addition of this line. This will enhance the capacity of existing suburbansystem of Central Railway. iii) Provisionof 5thLine betweenSantacruz and Borivali The scope of project includes construction of 5 th railway line between Santacruz to Borivali covering about 15 kms. Four addtional 9 car rakes or 12 car rakes service could be introduced on this line to enhance the capacity of suburban section of Western Railway. iv) DC To AC Traction ConversionProiect(1500 V DC To 25000 V AC) The project scope includes the conversion of DC to AC Traction so that the sub- urban trains in Mumbai would be converted to a traction of 25000 V AC from the present 1500 V DC. The project would involve the provision of 18 DC sub- stations (5 substations on Western Railway and 13 sub-stations on Central Railway)in place of existing 69 DC sub-stations. (v) Optimisationof Rail Operations These works relate to 12 coach rake operations (instead of 9), better power supply and signalling.This will not have adverseenvironmentalimpacts. 5.2 Road Expansionand Traffic Component. 5.2.1 Road Wideningand ExpansionProiects i) Jogeshwari - Vikhroli Link Road (JVLR): This is one of the East - West Link roads recommendedby several studiesin the past to relieve the congestion on north - south corridors by providing efficient east west connection.At present it is a 2-lane carriagewaywhich is proposedfor upgradationto 3-lane dual carriagewaywith a central median.The total length of this link is 10.60 km. ii) Santacruz- ChemburLink Road (SCLR) The SCLR has been proposed under phase I of MUTP to correct east - west deficiencies in the road network, reduce the congestion on the north - south 18 Mumbai UrbanTransport Project Consolidated Environmental Assessment corridors, and to alleviatethe problemof traffic congestionaround Kurla Station and surroundingareas. Its total length is 5.48 km connectingWEH to EEH. 5.2.2 Construction of ROB's Constructionof the ROBs is crucialfor increasingthe frequency of suburbantrains under the scheme of Optimisingof Westernand Central Railways. i) ROB at Jogeshwari(South) The proposed ROB, linking SV Road with the WEH will be new 2x3 lane bridge over the Westem Railway Lines near the JogeshwariRailway Station. This ROB will replacelevel crossingno. 24 & 25 on the Western Railway. ii) ROB at Jogeshwari(North) The proposedROB linkingSV road and WEH will be a new 2x2 lane bridge over the Western Railway line north of the Jogeshwari Railway Station. The ROB will replacelevel crossingsno. 26 & 27 on the WesternRailway. iii) ROB at Vikhroli The proposed ROB linking LBS Marg and EEH, is a new 2-lane bridge over the Central Railway Line- This ROB will replace the existing level crossing no. 14 nearthe Vikhroli RailwayStation. 5.2.3 Area Traffic Control In order to reduce the delays and congestion and improve the traffic flows, an adaptive area control system has been designed for the Island City of Mumbai.The systemwill include state-of-theart computercontrolledtraffic signal system, vehicle detectors, data communication network and central control room facility. The computercontrolledsystemwill be supportedby junction improvements. 5.2.4 Pedestrian sub-ways and bridges To reduce the conflicts between pedestriansand the vehicles, which often result in accidents, and to improve overall pedestriansafety, a number of pedestrian grade separationmeasures have been proposedon major corridorsin the Island City and suburbs. 5.2.5 StationArea Traffic Improvement Scheme(SATIS) To improve the pedestrian movements and general traffic circulation, SATIS are proposedat seven stationsviz. Ghatkopar,Andheri, Borivali, Kurla,Malad, Chembur and Dadar Stations. 19 Urban Mumbai Project Transport Environmental Consolidated Assessment 5.2.6 Other Proarams The other programs identified under road componentspertain to the institutional capacity building,improvingefficiencyetc. These projects are not likely to impact the environmentdirectly,and therefore,are not discussedhere. 6.0 Project Level Environmental Assessment 6.1 Background Apart from the sectoralenvironmentalimpactsindividualsub-projectswould have the localised environmental impacts at programmatic and micro levels. For this purpose, environmentalassessmentof generic sub projects [Programmatic Level Environmental Assessment(PLEA)]and detailedenvironmentalassessmentof major individualschemes[MicroLevel Environmental Assessment(MLEA)]is carried out. 6.2 Selectionof ProjectsRequiringMLEAIPLEA Environmental impacts of a project are determined by project activities and the surrounding environment. Thus, similarity in these features could allow the environmentalanalysisfor one projectto be replicatedfor other projects in the same group. Thus, environmentalassessment(EA) can be conductedfor only selected projects, which is called ProgrammaticLevel EnvironmentalAssessment (PLEA). However, in case of groups of sub-projects with varying environmental settings, impacts need to be assessed individuallyat micro level and hence can be titled as Micro Level Environmental Assessment(MLEAs). For selecting the projects under the above-mentionedtwo categories of PLEA and MLEA, a screeningmethodis used. For screeningpurpose,the followingparameters are used: * Sensitiveecologicalareas * Air and noise pollution * Specialphysicalfeatureswhich addsto aesthetics * The type of project activities The screening methodologyused six screens to identify a project from a group of projects for conductingEA. The first screening,removesthe projectswith negligible environmental impacts from the selection process and distinguishes the projects which are amenableto PLEAor MLEA. The projects amenableto MLEA and PLEA were passed on to the second screeningtest. The second screen removed projects for which EA was conductedearlier, and the remainingprojects were passed on for the third level screening.From the third level onwards, projects with lesser potential for adverse impacts on specified environmental domains were systematically removed. This process of screening led to the selection of projects with higher 20 Mumbai UrbanTransportProject ConsolidatedEnvironmentalAssessment potentialfor adverse environmental impactsfor conducting analysis. environmental The screeningmethodology the initiallysubjected projectsto stringentscreening was tests,and at the laststage,screening basedon subtlerissues,whichrequired closerlookatthe environmental of settings theproject. 6.3 for Projectsconsidered MLEA/PLEA Theabovementioned methodology to the selection sub-projects screening led of for PLEAand MLEA. Thesesub-projects alongwith the currentstatusof PLEA/MLEA are givenbelowin TableE-7. 21 UrbanTransport Mumbai Project Environmental Consolidated Assessment Table E-7 List of ProjectsSelectedfor PLEA/MLEA Sr.No.Name theProject of of 1Status 1Type of EAiEMP EMP|Schedule of I |EA |Preparation Completion Rail Component 1 5th line between Santacruz and EMP These works are in an advanced Borivali stage of completion. Environmental audit and EMP 31/1/02 .____________________________ _________ are to be completed. 5th and 6th lines between Kurla EMP Theseworks are in an advanced and Thane stage of completion. Environmental audit and EMP 31/1/02 are to be completed. 3 Borivali-Virar Quadrupling of MLEA EA & EMP done in 1998. EMP 31/1/02 Lines being updated. i) Borivali Bhayander Rail line ii) Bhayander - Virar Rail line 4 Optimization on westem EMP/ PAH have been resettled in 31/1/02 Railway (including 12-car rakes CEMP permanent / transit on through lines) accommodation. CEMPs are being prepared for these sites. resettlement 5 Optimisation on Central Railway EMP/ (including 12-Car rakes on CEMP through lines) 6 Optimisation on Harbour line EMP/ CEMP 7 DC/AC conversion EMP Being Prepared 31/1/02 8 EMU coach re-manufacturing No EA Req. 9 Track machines No EA Req. 10 Technical Assistance No EA -- Req. _ Roads and Traffic Component 1 Jogeshwari-Vikhroli Link Road MLEA EA & EMP done in 1998. EMP 15/12/01 beingupdated. 2 Santacruz-Chembur link road MLEA EA I EMP Being prepared as a 31/12/01 part of the engineeringfeasibility study. I_IndependentReviewof EMPs 31/1102 3 ROB at Jogeshwari (South) EMP Being done on the basis of 31/1/02 PLEAfor ROB at Vikhroli. 22 Mumbai Urban TransportProject Consolidated Assessment Environmental Table E-7 Cont. Sr.No. Nameof the Project Typeof Status of EAIEMP EMP Scheduleof EA Preparation Completion 4 ROBat Jogeshwari(North) EMP Being done on the basis of 31/1102 for PLEA ROBat Vikhroli. 5 ROB at Vikhroli PLEA EA & EMPdone in 1998. EMP 31/1/02 beingupdated. _ 6 Dadar - Mahim Oneway system No EA - Req. . 7 Pedestriansubwaysand bridges EMP EA& EMPfor CST(', donein 31/3/02 1998. EMPfor other subways beingdoneon basisof CST- EA ; EMP. Review EMPs 3014102 Independent of 8 Station area traffic improvement EMP EA/EMP for Thane done in 31/3/02 schemes(SATE,) 1998. EMP for other SATIS being done on the basis of ThaneEA/ EMP. Review EMPs 30/4/02 Independent of 9 Other traffic management No EA schemes Req. 10 Procurementof Buses No EA Req. 11 Environment-air quality No EA - monitoring Req. 12 Technical Assistance, studies No EA training Req. 6.4 MLEAIPLEAMethodology 6.4.1 MLEA The Micro Level EnvironmentalAnalysis (MLEA) is carried out for those projects under MUTP, which required detailed environmentalanalysis.The detailed analysis was required as these projects have potentialto significantlyaffect the environment and could influence large areas, since these alignmentstraversethrough a variety of environmentalsettings. These environmentalsettings include ecologically sensitive areas like mangroves, residential and commercial areas. Also, the projects are expected to change the traffic pattern in the areas near the alignments.Therefore, depending on the environmentalsetting, the projects could impact air, water, land and ecologicalresources.There could also be impactson the residentialareas near the alignments. The MLEA of the projects included the following analysis during construction and operationstages of the projects: * Impacton Traffic * Impacton Land Use 23 Mumbai Urban Transport Project Consolidated Environmental Assessment * Water Quality Impacts * Air Quality Impacts * Noise Impacts * Impactson EcologicalResources As seen in the Table above, MLEAs were done for ROB at Vikhroli, Pedestrian Subwayat CST and SATISat Thane. 6.4.2 PLEA The PLEAs for the projects mentioned above are carried out in three parts, viz. Determinationof baseline environmentalstatus, EnvironmentalImpact Assessment and Developingenvironmentalmitigationmeasures. Being highly localised projects, the environmentalstatus was determinedfor an area, which extended up to 150 m from the project site. Generic mitigation measures were developed for the representativesub projectsso that these could be appliedto others of the same type. The EA was carried out with respect to various components namely traffic and transport, landuse, ecology, peoples perceptions, air quality, noise levels and severance. Dependingon the project type, other relevant impact areas were also considered. 6.4.3 MLEA/PLEAFindings Separate PLEA and MLEA reports including mitigation measures for the identified adverse environmentalimpactsare preparedfor the five projects. The environmental impacts of these projects are describedin Chapter 6. The environmentalimpacts identifiedduring the constructionand operationphasesof the projects are as follows: ConstructionPhase of * Displacement population * Nuisance to nearby residential areas from noise and dust generation due to constructionactivity * Sanitationproblemsfrom labour camps at site * Cuttingof existing plantation * Land degradationat quarry sites * Workerand public safety OperationPhase * Mild to moderate increase in air pollution and noise levels from road traffic and increasednoise levelsdue to train movement. * Beneficialimpactson traffic and conveyance. A summary of significantadverse environmentalimpacts identifiedfor the individual sub-projectsare given in Annex E-1. 24 Urban Mumbai Transport Project Consolidated Assessment Environmental 7.0 ENVIRONMENT MANAGEMENT ' PLAN Plans are prepared for mitigating and managing potential adverse environmental impacts identified in SLEA and project specific PLEA/MLEAstudies. These EMPs are accompanied by institutional and reporting framework to ensure EMP implementation and monitoringprogramsfor individualprojects. 7.1 Plan for SectoralLevel Management Environmental At the sectoral level, a variety of policy, legal and administrativemeasures will be used", manageand mitigateadverseenvironmentalimpacts.These are describedin Ann- .2. The formulation and implementationof several of the measures indicated in the Table depend upon a variety of parameters such as promulgation of rules and standards particularly by GOI, techno-economic feasibility of the suggested measures, public pressure, directives of Supreme Court and High Court etc. A suggestive framework for implementation of the EMPs including institutional authoritiesand time frame is given in Annex E-3. responsibility, 7.1.1 EMP Monitoringat the Sectorallevel Sectoral level monitoring plan is prepared for monitoring of environmental quality such as for monitoring ambient air quality and noise level and conditions at resettlementsites. The monitoringplan includesthe responsibilityand frequency of monitoring. The monitoring plan has three components - monitoring the implementation of mitigation measures, monitoring the environmental quality and monitoring traffic parameters. Monitoringof Environmental Q!.1;ity Environmentalquality particula with respectto air pollution and noise levels, must be monitoredon continuousbasis, as these environmentalcomponentsare likely to be affectedmost by the transportationstrategy. Envir'-7iental quality monitoringshall be carried out with the objective of assessing the change in environmentalquality due to the transportationstrategy, so that the strategy can be updated in response to the monitored results. Since the environmental quality of Greater Mumbai is also affected by factors other than transportationactivities, environmentalmonitoring programmefor the transportation strategy shall be integratedwith the regional environmentalmonitoring programme. The recommendedminimum environmentalquality-monitoringprogramme with the focus on the transportationstrategyis given in Table E-8. The locationof monitoring sites shall be decided by MMRDA in consultationwith MCGM. 25 UrbanTransport Mumbai Project Environmental Consolidated Assessment Monitoringof Social(R&R) Components A number of MUTP projects will result in displacement of population. The resettlement and rehabilitationprocess of the displaced populationwill be closely monitored by MMRDA and IMP. The methodologyfor such monitoring is given in paragraphs64 to 68 of Resettlement Action Plan,September2001, MMRDA. Monitoringof Traffic Movement The MUTP project is expected to bring about a substantial improvement in traffic movement in MMR and Greater Mumbai. Various traffic parameters such as volume, speed etc. for roads and passengertrips for railway will be monitoredto track changes in traffic movement. As a part of MUTP, a Traffic ManagementUnit (TMU) is being established in MCGM. The TMU will undertake periodic studies to monitorthe traffic movementsand impactof proposedmeasuresin MUTP. TableE-8 SectoralLevel EMP Monitoring Parameters to Recommended Sites Sampling duration and Responsibility bemonitored Frequency Ambient Air Quality: CO, HC, Nox, As per recommendationAsperrecommendation MCGB SPM,PM , SO 10 2 given in the study " givenin thestudy l the the Strengthening Air Quality Strengthening Air Monitoring Network Quality MonitoringNetwork Operated by by MCGM" Operated MCGM" Noise in completed year2000. in completed year2000. lNoise:l To computeLequ, Samesitesas above Sameas Above Ll0, L50, andLgl Social (R&R) site Living Conditions At resettlement 1 yearafterresettlement. MMRDA of PAH's. Drinking water supply,sanitation and other facilities Traffic Movement Traffic volume, At individual sub-project At leastoncein a year RTO/ MCGB- speed routes sitesandmainarterial TMU 26 MumbaiUrban TransportProject ConsolidatedEnvironmentalAssessment 7.2 Project Level Environmental Mitigation and Management plan 7.2.1 Mitigation Measures during Design, Construction and Operation Stages As discussed earlier, MUTP consists of several sub-projects under road and rail development. The status of EA/EMP preparation for the MUTP sub-projects are described in Table E-7 earlier. This consolidated EA report discusses the EMPs prepared for the following 5 sub-projects: * Jogeshwari-Vikhroli Link Road (JVLR) * Borivali-Virar Quadrupling of Rail Lines (BVQR) * Road Over Bridge (ROB) at Vikhroli * Pedestrian Subway at CST * Station Area Improvement (SATIS) at Thane Station The EMPs for these sub-projects were prepared in 1988 by AIC Watson Consultants Ltd. These EMPs are currently being updated to encompass the changes in baseline data and site conditions that may have changed since the year 1998. Thus, the EMPs presented here may undergo some modifications identified during the updating process. The schedule for updating of EMPs for the above mentioned sub-projects are given in Table E-7 earlier. EMPs are developed for the above 5 projects for the design, construction and operation phases of the projects. EMPs for the Jogeshwari Vikhroli Link Road (JVLR) project is given in Annex E-4. EMPs for the remaining projects are prepared in the similar format. The EMPs include references to the contract documents and responsibilities for implementation. The EMPs are mainly prepared for the following significant environmental impacts/issues: · Ambient Air Quality Deterioration * Increase in Noise Levels * Adverse Impacts on Ecology (Flora/Fauna) * Population displacement * Land degradation * Surface and groundwater degradation * Occupational health and safety * Impacts on Traffic and road safety Site-specific environmental enhancement plans will be specified in the updated EA and EMP reports. 27 Mumbai Urban TransportProject ConsolidatedEnvironmentalAssessment 7.2.2 Environmental MonitoringPlan Environmentalmonitoring plans are developedfor the specific MUTP sub-projects, involvingmonitoring sites, monitoringparameters,time and frequency of monitoring and the reportingof monitoreddata. The objectivesof the monitoringplan are: . To record the impact of MUTP on.urban environmental quality during the constructionand operationphases; * To evaluatethe effectivenessof the mitigationmeasuresduring the construction and operationphases. * To satisfythe legal and communityobligations * To respondto the unanticipatedenvironmentalissues at an early stage and to verify the accuracyof environmentalimpact prediction. At the project level, the vital parameters or performance indicators that will be monitoredduring construction and/or operationstages of the project include: · Ambient air quality- S02, PM , CO, NOx 10 - Noise levelsnear sensitivelocations - Re-plantation success/survival rates * Traffic volumeand characteristics Methodologyused for samplingand analysiswill be as per prevalentrequirementsof Ministry of Environment and Forest and Indian Standard (IS) codes. These monitoring plans are for the EMPs preparedin 1998 and are being updated along with the respectiveEMPs. 7.3 Institutional Set-up, Co-ordination & Strengthening 7.3.1 Institutional Set-up and Coordination The monitoringand evaluationof the EMPs are critical activities in implementation of the various projects. Monitoring involves periodic checking to ascertain whether activitiesare going accordingto the plans. It provides necessaryfeedback for project managementteam to keepthe programon schedule. The monitoringand reportingprocessfor mitigationmeasuresduring constructionwill initiate from the contractor at the lowest rung who will report to the Project ImplementationAgency (PIA) through the Project ManagementConsultant (PMC). The monitoringprocess and the roles and responsibilitiesof the various agencies for is coordinatingand managingthe EMP implementation describedbelow: 28 Urban Mumbai Project Transport Environmental Consolidated Assessment Implementation Project (PIA)andProject Agencies Contractors The responsibility of implementingthe various environmentalmitigation measures lies with the PlAs, such as MunicipalCorporationof Greater Mumbai,Public Works Department, MaharashtraState Road Development Corporation. The PIA will get the EMP implementedthrough the Project ManagementConsultant (PMC) by incorporatingthe EMP requirementsin the contractualagreement along with the provisionof penaltiesto be levied if the contractorfails to comply with the conditions. The contractor shall submit a report on compliance with the environmental mitigation measures (Environmental Compliance Reports, ECRs) before start of constructionactivitiesand periodicallythereafterto the PIA. The PlAs will then submit the ECRsto the JPD (Env), which after reviewand monitoringwill be submitted to IMP through the Project Director, MUTP for confirmation of the of implementation the environmentalmitigationmeasures. The Project Director will accordinglysubmit the reportto the World Bank. MMRDA MMRDA as an apex organisation shall initiate co-ordination process among the for concernedorganisations EMP implementation.MMRDAshall take lead in: e reviewing the progress of the projects and plans for the subsequent year - Institutionwise * reviewing and discussing the salient features of the reports in the year on like environmentalaspects/statistics emissioncheck and violations. * organisingand co-ordinating trainingprogrammesfor all memberorganisations. An IndependentMonitoring Panel (IMP) has been constituted by MMRDA with the objective to ensure that the Bank's policies related to social and environmental issues are followed. The Chairmanof IMP is Ex-ChiefSecretaryto Governmentof Maharashtra. The other membersare an eminent Environmental Engineer,a senior Journalist and a leading Advocate. The IMP will meet periodicallyto review the periodical reports, environmentalcompliance report, etc. submitted by PlAs and PMCs/Contractors. MMRDA has proposed a co-ordination model (Refer Figure E-2) for promoting effective implementation of EMPs at sectoral level and at project level during constructionand operationphases. The responsibilitiesof key functionariesfor EMP implementation are: * The Project Director, MUTP has the overall responsibilityof implementationof EMPs and co-ordination of all the environmental related matters of the transportationprojects. * The Joint Project Director (Environment)is responsiblefor both environmental planning and management.He will also be responsible for co-ordinating the environmental related works and ensuring preparation and implementation of sectoral and project level EMPs for the transportationprojects. In respect of 29 UrbanTransport Mumbai Project Environmental Consolidated Assessment R&R, he is particularlyresponsiblefor ensuring preparation and implementation of Community Management Environmental (CEMP). Plans 7.3.2 Reporting Requirements It is importantto identifythe key parametersthat haveto be monitoredand establish a reporting system. The rationalefor a reporting system is to ensure accountability the for implementing EMPs. A generic reportingsystem proposedto be followed is given in Annex E-5. 30 Project UrbanTransport Mumbai Assessment Environmental Consolidated OF MECHANISMFOR IMPLEMENTATION EMP FIGUREE-2: INSTITUTIONAL IMP High Power SteeringCommittee ProjectCoordination ........... ...........-.. ... Committee World Bank MMRDA ProjectDirector,MUTP JPD (Environment),MUTP I MRVC D MSRDCPWI MCGM BEST PMC ~~~~PMC PMC PC Contractor l| |Contractor Contractr Contractor 31 UrbanTransport Mumbai Project Environmental Consolidated Assessment 7.3.3 Institutional Strengthening The implementation of an environmentally sound transport strategy involves a at numberof institutions/ organisations various levels, with each organisationhaving a distinct role to play. Introducing environmentaldimensions in formulating and implementinga transportation strategywould requirethat these institutionsshoulder additional responsibilities for ensuring that the strategy does not result in any significantadverseenvironmentalimpacts. In order to examine the existingcapacitiesand identifythe additionalresponsibilities that the concemedOrganisations/institutionsshall take up to address environmental issues, these Organisationsare categorisedinto four groups - Apex Organisations, Project ImplementationAgencies, Transport Service Organisationsand Regulatory Organisations. The envisaged roles and responsibilities of these organisations and additional strengtheningrequirementsto meet the environmentalobligations defined in this EA reportare given in Annex E-6. 7.4 CapacityBuilding Cost Estimatesfor Institutional The budget estimates provided in this section mainly focus on the capacity strengtheningmeasuresin terms of training.Trainingneeds for buildingthe capacity of the concerned organisationsfor environmentalplanning and managementhave been identified. The total cost for the training programmesis estimated to be Rs. 4,80,000/-.(Refer Table 7.17 Chapter7) 7.5 Cost Estimatesfor ProjectSpecificEMP Implementation Cost estimateshavebeen preparedfor EMPsrelatedto the followingtasks: * Relocationof Utilities * Compensatory and Road/Track Side Plantation * Pollutioncontrol (dust, water pollution)during construction * Noise level reduction * Labour Camp sanitation * Road safety * Environmental Monitoring A consolidated estimate for EMP implementationfor all related sub-projects are for presentedin Table E-9. The estimatedcost of EMP implementation MUTPsub- projectsis Rs. 19.38Million. The above estimatesare provisionaland the final estimateswill be availableafter the EMPs are updated(EMP updatingis in progress). The revisedcost estimatesfor the 32 MumbaiUrban TransportProject ConsolidatedEnvironmentalAssessment projectswill be presentedin detail alongwith the updatedEMP reports. The final list of EMPs and respective cost estimates will be made a part of the bidding and contract documents. 7.5 ContractualAgreement In order to facilitate smooth implementationof EMPs, the PIA shall include specific obligations in respectof EMP implementation all tender and contract documents. in The biddingand contractdocumentsshall includethe followinginformation: 1. EMP requirementsand obligations 2. EnvironmentalMonitoringRequirements 3. Reportingrequirements 4. IndicativeEMPcost estimates Table E-9 Overall Cost Estimatesfor MUTPSub-Projects Sr.No. Nameof the Project EMPCost Estimates Roads and traffic component 1 Joehwari-Vikhroli Link Road | 3973600 2 Santacruz-Chembur link road 3973600 3 ROB projects at Vikhroli, Jogeshwari 2477760 (South) and Jogeshwari (North) 8 30 Pedestriansubwaysand bridges 3000000 9 6 Station area traffic improveient 300000 schemes (SATIS)_ Rail Projects 1 BorivaliVirar Quadruplingof Rails 3235800 2 5th line between Santacruz and 500000 Borivali 3 5th ~and 6th lines b'etweenKurla and 500000 Thane 6 DC/AC conversion 20000 13 ITechnical Assistance,studiestraining 480000 Sub Total 1 8460760 5%MContingencies 923038 GrandTotal 19383798 33 Mumbai Urban TransportProject ConsolidatedEnvironmentalAssessment 8 RESETTLEMENT AND REHABILITATION 8.1 ResettlementAction Plan 6 MMRDA has preparedResettlementAction Plan (RAP) essentiallyto describe the policy and institutional framework for carrying out the Resettlement and Rehabilitation(R&R) of the Project Affected Households(PAHs). For every sub- project site specific Resettlement Implementation Plan (RIP) and Community EnvironmentManagementPlan (CEMP)will be separatelyprepared. 8.2 RehabilitationEntitlements 8.2.1 Shelter related entitlement Everyeligible householdlosinga dwelling place shall be allotted a dwelling unit of minimumof 225 sq.ft.at an alternatesite. Similarly every PAH losinga commercial structure shall be eligible for an alternateplace for commercialuse of equivalent area. for 8.2.2 Compensation EconomicLosses Availability of land being the major constraint in the city, it may not always be possible to provide in the close vicinity of the existing settlementto avoid loss of access to existing employment. In such cases the affected households will be for eligible for the compensation the permanentloss of employmentor extra travel cost. Similarly a special packagewill be worked out for the vulnerable PAHs such as households below the poverty line, the women headed households, the handicappedand the aged. and Credit 8.2.3 Accessto Training,Emplovment. There are a numberof trainingprogramsoffered by governmentfor skill upgrading for promoting self-employment. Similarly there are government programs of extending financial assistance to the poor for self-employment. During the will preparationof site specificRIP; the communities be informedof such programs. In addition, local savings and loan associationswill also be oromoted through NGOs. 8.3 ResettlementImplementationPlans (RIP) In addition to the RAP, for individual sub-projects site specific Resettlement Implementation Plans (RIPs) will be prepared. Community Environment Management Plan (CEMP) will be prepared along with the RIP. Consultants' 6 Urban Mumbai Project: Transport ActionPlan,September Resettlement 2001,MMRDA 34 MumbaiUrban TransportProject Assessment ConsolidatedEnvironmental reports on RIP and CEMP for four sub-projects are already available. MMRDA has undertaken preparation of final RIPs and CEMPs for these four sub-projects. Community Environment Manaaement Plan. The objective of preparing CEMP is to provide access to basic urban environmental infrastructure services; and through community initiative and participation alleviate the environmental health risks of the community. The affected communities are largely of squatters accustomed to a particular way of life. At the resettlement site, they will have to almost invariably adjust to the lifestyle of multi-storied buildings. The communities will be trained and motivated to follow a discipline that can avoid environmental problems. Separate Environmental Management Committees (EMCs) will be formed during RIP/-=MP preparation to take up this responsibility during post-resettlement stage. The CEMP provides in simple non-technical local language preventive maintenance schedule for water supply, sanitation, solid waste etc. The maintenance measures are translated into a simple non-technical format in the form of "Do's" and "Don'ts" in local languages for the use of the community at large. Majority (19000 out of 19228 PAH) are squatters. They do not have secured land tenure, have only shared community facilities like water stand post and common toilets. Some of the squatter settlements have inadequate water supply, inadequate number of well maintained toilets, poor solid waste collections. Some settlements located close to the storm water drains have poor drainage and flooded in monsoon. Settlements located close to railway lines apart from these problems suffer from noise and risk to life of children who may inadequately move over the tracks. Thus the present quality of life is extremely unsatisfactory in terms of availability of basic services and environmental hygiene. 8.4 Project Affected Households The households likely to be affected by each of the sub-projects are given in the Table E- 10 below: 35 UrbanTransport Mumbai Project Environmental Consolidated Assessment Table E-10 Details of Project Affected Households* Sr. Sub-project Total PAHs No Roads and Traffic Component 4649 1 ROB at Jogeshwari -South 901 2 - ROBat Jogeshwari North 514 3 ROBat Vikroli 173 4 Jogeshwari-VikroliLink Road 890 5 Santacruz-Chembur Link Road 2171 6 StationArea Traffic ImprovementSchemes 100* 7 PedestrianSubways& Bridges Nil Rail Component 14479 1 5th Line betweenSantacruzand Borivali 515 2 5th and 6th Lines betweenKurla and Thane 2131 3 Borivali-Bhayendar -Virar additionalpair of lines 501 4 Optimizationon WesternRailway 622 5 Optimizationon Central Railway 2879 6 Optimizationon HarbourLine 7831 TotalPAH 19228 Total ProjectAffectedPersons 77660 * Subjectto findingsof the surveysin progress 8.5 Schedule R&R Implementation The scale of resettlement involved is unprecedented.However due to concerted efforts of GOM, MMRDA and the concerned NGOs it has been possible to resettle 10118 PAHs out of a total of 19228 PAHs by June 2001 (6261 in transit accommodation and 3857 in permanentdwellingunits). In addition,about 80 affected shopkeepers were allotted alternative shops within the resettlement buildings to enable them to re-starttheir business activities. Resettlementof over 10000 PAH in one year is unprecedentedin Mumbai. The PAHs located in the safety zone of railways were seen as a risk to safe operations of suburban services. The entire will process of resettlement be completedby April 2004. 8.6 Costs And Budget The total cost of resettlementis estimatedto be around Rs. 4607 million (US $ 98 million). 36 Mumbai Urban TransportProject EnvironmentalAssessment Consolidated 9.0 AND CONSULTATION PUBLICINFORMATION 9.1 ConsultationsDuringCTS(1994) has Publicconsultation beenan importantinputinto the processof planningand of designing MUTPso far. Theconsultation processbeganby ca ying out a survey of Public Attitudeduring the formulationof Comprehensive TransportStrategy (CTS).' As a partof this survey,respondentswereaskedto selecta packageof schemes from amongsta longlist of roadand rail projectswithina budgetof Rs. 1000crores. of was Theoutcome thisconsultation an important ;ion inputto prepar- of draftCTS. of to Proposals CTS werealso presented variousPlAs,Government agenciesand NGOs. endorsed strategy PT+DM Theygenerally the of recommended the CTS. by These considerations have also reflected in the MUTP now proposed for implementation. 9.2 Consultation During Environmental Assessment (1997) The findings of the Environmental Assessment carried out by the consultants were presented in a Workshop held on 2nd June 1997.8 The participants included the representatives of the government departments, local authorities, project implementation agencies and the consultants in the transport and environment field. The clarifications and suggestions were then incorporated in the final reports. 9.3 Consultation During R&R During the formulation of RIP and CEMP more intensive consultation '.kes place to decide the location of resettlement, design of building, community facilities required and the procedure to be followed for maintaining the multi-storied settlement. The details of consultation process are given in the "Mumbai Urban Transport Project: Resettlement Action Plan, September 2001, MMRDA" 9.4 Consultation on Updated EA With the passage of time and substantial developmenis like construction of flyovers that had occurred, the EA was updated.9 A consultation workshop involving academia, environmental experts, consultants, NGOs and representatives of PlAs and the World Bank was organized on November 20, 2000 for presentation of updated EA. 7 CTS TechnicalMemorandumNo. 5 - Analysisof PublicAttitudeSurvey,WS Atkins Intemational 8 EnvironmentalAssessmentof MUTP-11, Proceedingsof Public ConsultationWorkshop held on June 2, 1997.AIC Watson ConsultantsLtd. MUTP Environmental AssessmentMontgomery Watson ConsultantsLtd. 37 Mumbai UrbanTransport Project Consolidated Assessment Environmental Public consultationwith people affectedby constructionof sub-proiectswas carried out on December13, 2000 A public consultation workshop was organised predominantly for the project affected personson the 13th December2000. The responsefrom the participants highlighted the importance of maintaining local environment - solid waste management, storm water drainage, sewerage and water supply. Respondents particularly women, based on their personal experiences emphasised the importance of community efforts in keeping the buildings and the surroundings clean by timely removalof garbage. Based on the above response, it is proposedto pay particular attention to solid waste disposal in preparing CEMPs as a part of preparing project specific ResettlementImplementationPlan (RIP). Publicconsultationworkshopwith general publicwas carried out on December 14, 2000 A public consultationworkshoporganisedfor a cross sectionof the Society on the 14th Dec' 2000 was not attendedby the general public/NGOsexcept a few Press representatives.This perhaps is a reflection of the fact that the concemed stakeholdersare aware of the project its environmentalcomponents.Some of the NGOs have expressed their concem about the delay in commencementof the projectand not about the environmentalimpacts. 9.5 PublicInformationCentres MMRDA has establishedtwo PublicInformationCentres, one at the MMRDA office and the other at Mankhurdat project site. Documentsand information related to MUTP Project summaries,EA reports, R&R Policy and ResettlementAction Plan RIP and CEMPs, etc. are made available at these PICs. Written comments or suggestionswill also be receivedat the PICs. 9.6 ProposedConsultation MMRDA has now consolidated and updated the EA work carried out and is presented in this report. MMRDA therefore now proposes to carry out a fresh round of public consultationprogram based on this report, which is scheduled in October, 2001. This will involve two public consultationworkshops; viz. one on a city wide basis aimed at a representativecross section of concerned citizens including NGOs, academicians,environmentalexperts, representativesof PlAs, Industries,Taxi/Truck owner's Associations,etc.; the other aimed at the project affectedpersons. 9.7 Public Opinions,Concernsand Responses The findings of the proposed round of public consultationswill be recorded and incorporatedin the final EA report. 38 Mumbai Project UrbanTransport Environmental Consolidated Assessment The PICswill also receivegrievancesfrom public,in respectof implementationof mitigatingmeasures from the concernedcitizens.These will be referredto the concerned and reportswill be obtained the corrective PIA on actionstaken.These willalsobe keptat thePICs. 39 Mumbai Urban TransportProject Consolidated Assessment Environmental IMPACTSOF MUTP SUB-PROJECTS ANNEXE-1: SUMMARYOF ADVERSEENVIRONMENTAL Link Road Project(JVLR) Summaryof Impactsfor Jogeshwari-Vikhroli Environmental Construction OperationStageImpacts Component Stage Impacts Air Quality Temporaryincreasein ambientSPM and NOxlevels * No significant change in CO levels over the baseline. due to earthwork, handling construction material Predictedlevels for 2011 well below the CO NAAQS. and use of fire woodfor cookingby on-site laborers. * NOx levels were predicted to be within NAAQS for 2011, exceptat some locations. * Both the baseline and predicted (for the year 2011) PM 10 levels exceedthe standardsat most locations. Noise Levels Nuisance to nearby residents due to noise from Day and night time predictednoise levels for the year 2011 range construction activities such as operation of between70.8 - 80.9 dB(A) and 58.6 - 73 dB(A) respectively. The compressors, constructionvehicles,concrete plants day and night time noisestandardwill exceedupto 200 m from the etc. road. Water Quality and Temporary contamination of Mithi river due to Mithiriver contaminationpossible only due to accidentalspillageof Hydrology surface runoff from widening of bridges over the hazardous material from road tankers. No significant operation river. Runoffcould consist of contaminantssuch as stage impact. soil, sanitarywastes and oil. EcologicalIssues * Cuttinglshiftingof trees within 20 m of the road No significantadverse impact. in the western sectionof JVLR. * None of the floral species are rare or endangered. Social In all 890 residential and commercialstructureswill Nil (Rehabilitationand be affected by the project. These will need to be Resettlement) or relocated compensated. Land Degradation High potential for soil erosion, change in Nil topography,especiallyat the quarry sites. 40 Mumbai Urban TransportProject Consolidated Assessment Environmental ANNEXE-1Cont. Project Summaryof Impactsfor Borivali - Virar Quadruplingof Rail Lines(BVQR) Environmental Construction OperationStageImpacts Component StageImpacts Air Quality Temporaryincreasein ambientSPM and NOxlevels No adverseimpactas electrictrains will be operated. due to earthwork, handling construction material and use of fire wood for cookingby on-site laborers. Noise Levels Nuisance to nearby residents due to noise from Baselinenoise levels alreadyexceed noise standards. For the year construction activities such as operation of 2011 the maximumincreasein noise levels due to railway over the compressors, constructionvehicles,concrete plantsbaseline noise at sensitive receptors is only 1.7 dB(A). The etc. sensitivereceptorsare 2 hospitalsand 2 educationalinstitutes.Thus the impactis insignificant. Water Quality and 15 major and minor bridges at various creek No adverseimpactexpected. Hydrology locations are planned. No obstruction of existing water courses is expected. Temporary contaminationof creek water due to runoff from construction site, consisting of contaminants such as soil, sanitarywastes and oily wastes EcologicalIssues * Trees within 20 m from the outermost track will No significantadverseimpact. be lost. * In additionmangrovevegetationwill be lost near Jaffery creek, and Bassein creek. About 8500 numbersof Avicenniamarina will be lost. Social In all 250 residentialand commercialstructureswill Nil (Rehabilitationand be affected by the project. These will need to be Resettlement) relocated compensated. or Land Degradation High potentialfor soil erosion,changein topography Nil especiallyat the quarry sites from where sand and stonewill be sourced. 41 MumbaiUrban TransportProject Consolidated Assessment Environmental E-1 ANNEX Cont. Summary Impactsfor ROBAT VIKHROLI of Environmental Construction OperationStageImpacts Component Stage Impacts Air Quality Temporaryincreasein ambientSPM and NOx/CO * Predicted CO and NOx levels within NAAQS except for levels due to earthwork, handling construction locations 10 m from the ROB. Baseline CO and NOxlevels material and use of fire wood for cooking by on- well within the standards. site labourers. 0 Both the baseline and predicted (for the year 2011) PM O 1 levels exceedthe standards. Noise Levels Nuisance to nearby residents and sensitive Day and night time predictednoiselevels for the year 2011 ranged receptors (2 schoolsand a church) due to noisebetween61.4 - 67.5 dB(A) and 57.3 - 63.4 dB(A) respectively. Overall noise levelsare expectedto increasefrom that of the base from constructionactivities such as operation of compressors, construction vehicles, concrete year. plants etc. EcologicalIssues * Clearance of minor road side vegetation - No significantadverseimpact. About 10 growntrees will be cut. * none of the floral species are of rare or endangered Social Dislocation of about 185 (G+1) structures with Nil and small business units in the ground floor and (Rehabilitation Resettlement) residentialareas in upper floor. These will need to be relocatedor compensated. Landdegradation Temporary contaminationof soil due to wastes Nil from construction activities such as debris/oily wastes and sanitarywastes from labourcamps, if any. .v. 42 Urban Mumbai Project Transport Assessment Environmental Consolidated ANNEX E-1 Cont. Summary of Impacts for PEDESTRIANSUBWAYAT CST. Environmental Construction OperationStageImpacts Component Stage Impacts Air Quality Temporary increasein ambientSPM levelsdue to * Ambient qualityin the area is expected improve, to Air to due handling earthwork, material. construction easing trafficcongestion. significant of * Boththebaseline predicted the year2011)PM levels and (for 10 exceed standards. the Nuisance nearbyresidents due to noise from Average to day and nighttime predicted noise levelsfor the year NoiseLevels construction activities such as operation of 2011are84.51dB(A)and78.49dB(A)respectively.Noiselevels compressors,drillingwork etc. are not expectedto change significantlyfrom baselinevalues. Landdegradation Temporary contamination soil dueto wastes of from Nil construction wastes suchas debris/oily activities and wastes sanitary fromlabourcamps. benefitsfrom improved reduction vehiclespeeds, in Traffic and Disruption of existing traffic and pedestrian Substantial Transport inconvenience CSTjunction. at movement. fasterpedestrian trafficcongestion, 43 MumbaiUrban TransportProject Consolidated Assessment Environmental ANNEXE-1 Cont. Summary of Impacts for Station Area Improvement Scheme (SATIS)at Thane West Environmental Construction Operation Stage Impacts Component Stage Impacts AirQuality - InsignificantMinimal activity. construction Baseline PM and HClevelsexceed CO, 10 NAAQstandards. impacton AAQ. Existing No major beneficial AAQ may in worsen to increase vehicular further due traffic. NoiseLevels Marginalincreasein noise levels due to noise from Average and nighttime predicted day noiselevelsfor the activities. construction year 2001 are 78.5 dB(A) and 72.5 dB(A)respectively. from Noiselevelsare not expected change significantly to baselinevalues. Traffic of and Disruption existing inconvenience Improvedvehiclespeeds,reductionin traffic congestion, trafficandpedestrian at Transport CSTjunction. fasterpedestrianmovement. 44 Mumbai UrbanTransportProject Consolidated Assessment Environmental ANNEX E-2: SECTORALLEVEL EMPs Environmental RegulatoryMeasures Policy Measures AdministrativeMeasures Impact Ambient Air Quality * Stringent emission Review and Implementation of recommendations * Strict enforcement of air Deterioration standardsfor vehicles at made by committeefor reducing vehicularpollution emission manufacturing and in Mumbai, constituted under the Mumbai High operationallevel, Court Order dated December15, 1999. Someof the * of Enhancing the current * Use of cleaner majorrecommendations are: monitoringnetworkof MCGM technologies, such as, * Reducing sulfur content of diesel initially to mir netorkaof gM catalytic converters for 0.05%and finally to 0.005%by 15' April 2005. as per recommendatongiven petrol driven vehicles, * Reductionin Benzenecontentof petrolfrom the in the study" Strengtheningthe four stroke engines for presentlevel of 3% to less than 1%. ar QualityMonitoringNetwork two and three wheelers, * Refineries are recommendedto implement the i eratedby MCGM"completed * Measuresto prevent fuel 'Marker' system for detecting adulteration in in year 2000. adulteration, fuels and lubricants. * Legal support for policy * All the retail outlets in MMR shouldsell only pre- * To develop PM abatement 10 and administratis,- level mixed petrol through dispensers to two and strategy. (Studycommencedby mitigation, three wheelers with effect from 1st October MMRDAin Sept. 2001) * Permitting use of 2000 alternate fuels such as * All petrol taxis above the age of 15 years and * VeI1 le Inspection anoa CNG and LPG as diesel taxis above the age of 8 years be MonitoringProgram: automobilefuel. (Already convertedto CNG or any other cleanfuel and all Promotevehicle inspection and done as per Liquefied diesel taxis abovethe age of 8 years should be maintenance centres. Petroleum Gas converted to clean fuel3 wheelers above the Commercialvehiclesto obtain a (Regulation of Use in age of 10 years to be scrappedor convertedon Certificate of Fitness from Motor Vehicles) Order, CNG or any other clean fuel. All transport appr ' Inspection and 2001. vehicles, except 3 wheelers and BEST buses Main ce Centres. over the age of 15 years to be scrappedunless converted to clean fuel. All BEST buses older than 20 years to be scrapped or convertedto CNG. * All petrol driven vehicles registered in Mumbai prior to 1st April 1995 are recommendedto be fitted with catalytic converters.. (Court is yet to decide) 45 MumbaiUrban TransportProject EnvironmentalAssessment Consolidated Annex E-2 CONT. Environmental Regulatory Measures Policy Measures Administrative Measures Impact Noise Explicit policy for noise reductionfrom vehicle Monitoring of noise levels at engines, tyre exhaust, and roadsurface. sensitive receptors. Identifying sources of Reducingtraffic noise impact by placing noise barriersto the extent feasible. Impact Social of Government MaharashtraProjectaffectedhouseholds be rehabilitated * to as is PMU - MMRDA responsible adopteda policyof R & R in per the Rehabilitation Action Plan (RAP) and for entire R& R. An to 1997. All reseKtlement be project specific in RIP,CEMP.Moredetails Chapter independent MonitoringPanel undertaken to according the 8. to has beenappointed monitor policy. the same. Impacts Ecological Strict enforcement of TheIndianForestActand Coastal Regulation Zone * - MMR Regional Planprovides Development regulationsto (CRZ) notificationof 19/2/91provide necessary land use zoning and contain to growthin ecologicallypolicyframework minimise impacts. ecological development controlregulations fragileareas. consistent with these GoMhas prepared regulations. Coastal Zone Management Plan (CZMP), which has been by approved MoEF. Traffic Management Implementing recommendations the committee of of * Enforcement road safety and RoadSafety by appointed Mumbai HighCourt(Seeabove).The rules. major trafficmanagementpolicyrecommendations of * Development emergency include: plansto dealwith road/rail accidents involving * Strengthening traffic and transportation hazardoussubstances. planning,traffic operation,traffic signals and signs,andareatrafficcontrol. * Modalintegration outsiderailway stationand at ferrylandings, of and control on-street off-street of parking,management trafficdemand, power to collect certain parking fees and chargeson road traffic. supplementary J6 Transport Mumbai UJrban Project ConsolidatedEnvironmentalAssessment ANNEX E-3: Sectoral EMP Implementation Framework Parameter MitigationMeasi,rps Responsibility Time Frame Supervision AIR POLLUTION Regulatory emission Stringent of standards, of CleanFuel Govt. India Use Already progress. in NotApplicable. Measures etc. Policy Severalpolicymeasures havebeensuggested GOI/ GOM for Policiesare in various stagesof Various agenciesas Measures: useof cleanfuel, scrapping obsolete of vehicles beingdrawnup. e i2 Mumbai High andwhenpoliciesare etc. SeverA!of such measures are pending Court decisionof October2001 implemented. clearance Mumbai from HighCourt. requiresvehiclesmore than 15 or yearsto be scrapped convert to CNG. Administrative Strict enforcementof vehicular air emission RTO in Already progress GOM Measures standards. Enhancing the current qualitymonitoring of air MCGM To commence along with MUTP MMRDA network MCGM perrecommendation of as given projectimplementation. in the study' Strengthening AirQuality the Monitoring NetworkOperated MCGM" by in completed year2000. Todevelop 10 abatement PM strategy. Various agencies Studycommenced MMRDAin MMRDA by identifiedin the Sept.2001. on-goingstudy. Vehicle and Program. Inspection Monitoring RTO Plans to be drawn up and MMRDA implementedduringMUTP. 47 Mumbai Urban TransportProject Consolidated Assessment Environmental Annex E-3 Cont. Parameter MitigationMeasures Responsibility | SuggestedTime Frame Supervision NOISE l l I Policy Measures Explicit policy for noise reduction from vehicle RTO Fixing of time frame is not MMRDA engines,exhaust,tyre and road surface. possibleat this point. Reducing traffic noise impact by placing noise RTO MMRDA barriersto the extentfeasible. Administrative Monitoring of noise levels at sensitive receptors. MCGB& RTO Within 1 year MMRDA Measures Identifyingsourcesof noise. SOCIAL IMPACT Policy Measures PIA - MMRDAis responsiblefor entire R& R. An GOM Alreadydone independentMonitoringPanel has been appointed to monitorthe same Administrative Projectaffected householdsto be rehabilitatedas PIA To be done before MMRDA Measures per the Rehabilitation Action Plan (RAP) and construction project specific RIP, CEMP. More details in Resettlement Action Plan,September2001. ECOLOGICAL IMPACTS Administrative Strict enforcementof Developmentregulationsto UD Already being done MMRDA Measures contain growthin ecologicallyfragileareas. TRAFFICMANAGEMENT AND ROADSAFETY Policy Strengthening traffic and transportation RTO, MCGM - In Progress - To be MMRDA planning,traffic operation,traffic signals TMU in strengthened MUTP. and signs,and area traffic control. Administrative Modal integration outside railway station, control RTO, MCGM- To be established during MMRDA of on-streetand off-streetparking,managementof TMU MUTP. traffic demand, power to collect certain parking fees and supplementary charges on road traffic. 48 MumbaiUrbanTransportProject Consolidated Assessment Environmental ANNEX E-4 ronment.. Link Road Project(JVLR) .agement Plan for Jogeshwari-Vikhroli / PRE-CONSTRUCTIONDESIGNSTAGE Environmental MitigationMeasures Reference to Time Respon bility Impact Contract Frame Implementation Supervision Documents Ecological Trees to be removedbefore commencement Legal Before Start Contractor/ PMC PIA impacts such as of construction, with prior permission from requirement. of tree cutting and MCGM. construction destruction of mangroves Roadalignment shall be selected such a in way that there is minimumdestructionof trees. Resettlement Theacquisition landand property of shallbe RAPRequirementBefore Start MMRDA MMRDA andrehabilitationcarriedout in accordance the RAP and to of framework theproject. It shall entitlement of construction be ensured that all R&R activities be of relevant reasonably completed per RAP,before as section. activitystartsin the relevant the construction section. Utilityrelocation All utilities,such as electricalinstallations, Project Before Start PIA MMRDA telephone lines etc. to be shiftedafterprior requirement of of approval agencies. construction Noisepollution Based on noise monitoringresults, noise Project Before Start PIA MMRDA controlplans be prepared. plansshall requirement to The of include the installationof noise barriers construction including additional road side plantation where practical. 49 MumbaiUrban TransportProject Consolidated Assessment Enviironmental ANNEXE-4 CONT. CONSTRUCTION STAGEEMP(JVLR PROJECT) Environmental MitigationMeasures Reference to Time Frame Responsibility Impactllssue Contract Implementation Supervision Documents Generation of All vehicles delivering material to the site shall be MOST:111.9 During Contractor/ PMC PIA, MMRDA Dust due to covered to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitive dust generation. Contractor shall take precaution to reduce dust MOST 111.5 emissionsfrom the hot mix plants. Emissionsshould meet emissioncontrol legislation. Construction site to be watered periodically to minimizefugitivedust generation. All existinghighways and roads used by the vehicles MOST:111.9 of contractor and his team shall be kept clean and clear of all dust, mud and other extraneousmaterial droppedby such vehicles. All Earthwork and construction material should be Contract protected in such a manner so as to minimize Documents of generation dust. Construction Exhaustemissionsfrom all constructionvehicles shall Contract During Contractor/ PMC PIA, MMRDA Vehicle/equipm- adhereto vehicleemissionnorms. requirement construction ent exhaust Noise from All vehicle and constructionequipment shall be fitted MOST111.1 During vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment promptlyreplacedby contractor. All constructionequipment (particularlyDG sets, shall MOST:111.13 adhere to noise standardsof Ministry of Environment and Forests. Contractor shall ensure that noise levels near MOST: 111.13 residentialareas are within the day time and night time noise standardsunder the Environmental (Protection) Rules,1986and its amendments. Operationof noise generatingequipmentsuch as pile Contract driving, concreteand drillingetc. shall be limitedto day requirement time hours. 50 _ _ _~~~~~~~E Mumbai Urban TransportProject Assessment ConsolidatedEnvironmental ANNEX E-4 CONT. CONSTRUCTION STAGE EMP(JVLR PROJECT) Environmental MitigationMeasures Reference to Time Frame Responsibility Impactl/ssue Contract Implementation Supervision Documents I Noise from Workers exposed to loud noise (As per Factory Act MOST: 111.6 During Contractor/ PMC PIA, MMRDA vehicles, plants requirements)shall wear earplugs/earmuffs construction and equipment Contaminationof Silt fencing shall be provided as the base of the MOST: 306 During Contractor/PMC PIA, MMRDA Mithi River and embankment the entireperimeterof any water body for construction other water (including wells) bodies. Construction material containingfine particles shall be MOST:306 storedin an enclosuresuch that sediment laden water does not drain into nearby water courses. Siltationof soil into water bodies shall be preventedas MOST:305.2.2.2 far as possible by adapting soil erosion control MOST:306.2 measuresas per MoST guidelines Constructionwork close to streams or water bodies MOST111.13 shall be avoidedduringmonsoon. In sections along water courses and close to cross drainage channels, earth, stone or any other constructionmaterial shall be properly disposedso as notto block the flow of water. Ecological All works shall be carried out in such a fashion that Contract During Contractor/PMC PIA, MMRDA impacts such as damageto flora is minimum requirement construction tree cutting and Trees and other flora shall be cut only after receiving destruction of clearances from appropriateagsIcy mangroves Road side plantation shall be done as- per pre- approved plan. Soil erosion On road embankments, slopesshall be stabilized. The MOST : 306.2 / During ContractorI PMC PIA, MMRDA work shall consist of measures as per design, or as Designdocument construction directed by the engineer to control soil erosion, sedimentation and water pollution, through use of berms,dikes, sedimentbasin, mulches,grasses,slope drains and other devices. ___ 51 MumbaiUrban TransportProject Consolidated Assessment Environmental ANNEX E-4 CONT. CONSTRUCTION STAGEEMP(JVLR PROJECT) Environmental MitigationMeasures Reference to Time Frame Responsibility Impact/issue Contract Implementation Supervision Documents _ Debris disposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/ PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST :112.2 construction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the material does not block natural drainage or contaminate water bodies. Bentonite slurry or similar debris generated from pile driving or other construction activities shall be disposed such that it does not flow into surface water bodies or form mud puddles the area. in Loss of top soil The top soil from all areas of cutting and all areas to be MOST: 300 During Contractor/ PMC PIA, MMRDA permanently covered shall be stripped to a specified construction depth of 150 mm and stored in stock piles. The top soil from the stock pile shall be used to cover disturbed areas and cut slopes and also for re- development of borrow areas, landscaping and road side plantation. Soil Oil and fuel spills from construction equipment shall be Contract Document During Contractor / PMC PIA, MMRDA contamination by minimized by good O&M practices. Soils contaminated construction construction by such spills shall be disposed as per MOEF wastes, fuel etc. requirements. Land Sand and stones shall be sourced from only pre- MOST 111.3 During Contractor/ PMC PIA, MMRDA degradation in approved and licensed quarries. It should be assured construction quarry that these quarries have a quarry rehabilitation plan. .52 Mumbai Urban TransportProject Consolidated Assessment Environmental ANNEX E-4 CONT. CONSTRUCTION STAGE EMP(JVLRPROJECT) Environmental MitigationMeasures Reference to Time Frame Resonsibility Impactl/ssue Contract Implementation Supervision Documents I Health and Constructionlabour camps shall be located at least ContractDocument During ContractorI PMC PIA, MMRDA hygiene at 200 m away from the nearest habitation to avoid construction construction conflictsand stress over infrastructure facilities. labour camps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supplyetc. for labour as per the standardsset by the Buildingand other construction Workers (Regulation of Employmentand Conditionsof Service) Act, 1996 and shall be approvedby the engineer. On completion of the works, all such temporary structuresshall be clearedaway along with all wastes. All excreta and other disposal pits should be filled in and effectively sealed. The site should be left clean and tidy to the satisfaction of the engineer. Traffic delays Detailed traffic control plan shall be prepared 5 days MOST: 112.1 Before PIA MMRDA and congestion prior to commencement works on any section of the of Construction road. The control plans shall contain details of temporary diversions, details of arrangement of constructionunder traffic. Specialconsiderationshall be given in preparationof MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestrians and workers at night. Temporarytraffic detoursshall be kept free of dust by MOST: 112.5 Contractor PMC PIA frequent application of water, if necessary. _ Traffic Control The contractor shall take all necessary measures for MOST: 112.4 Before Contractor/ PMC PIA and Safety the safety of traffic during constructionand provide, MOST: 112.1 Construction erect and maintain such barricades, including signs, markings,flags, lights and flagmen as may be required by the engineer for the informationand protection of traffic. All such measures should be as per requirement of MOST. 53 MumbaiUrban TranspottProject Consolidated Assessment Environmental ANNEX E-4 CONT. CONSTRUCTION STAGEEMP(JVLR PROJECT) Environmental MitigationMeasures Reference to TimeFrame Responsibility Impactlssue Contract Implementation Supervision Documents Occupational The contractor is required to comply with all the Contract During Contractor/ PMC PIA, MMRDA Health and precautionsas required for the safety of workmen as Requirement Construction Safety per the International Labour Organisation (ILO) ConventionNo. 62, as far as those are applicableto the contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, safety belts, ear plugs, masksetc. to the worker and staff. All laws related to safe scaffolding, ladders, working platform,gangway,stairwells,excavations,safety entry and exit etc. shall be compliedwith. Adequateprecautionsshall be taken to prevent danger MOST: 106 During Contractor PMC PIA, MMRDA from electrical equipment. All machines/equipment Construction used shall confirmto the relevantIndian Standards(IS) codes and shall be regularlyinspectedby the engineer. A readily availablefirst aid unit including an adequate Contract During ContractorI PMC PIA,MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct. All anti-malarial measures as prescribed by the Contract During Contractor/PMC PIA, MMRDA engineershall be complied with, includingfilling up of Requirement Construction burrow pits. 54 Mumbai Urban TransportProject Consolidated Assessment Environmental ANNEX E-4 CONT. OPERATIONSTAGEEMP(JVLRPROJECT) Environmental MitigationMeasures Reference to TimeFrame Responsibili Impacllssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrations various pollutantsshall be Project of Starting immediately Pollutionmonitoring MMRDA, World pollution monitoredas per the pollutionmonitoringplan. requirement after completion of agency (MCGM) Bank Vehicleexhauststandardsshall be enforcedstrictly. construction Road side plantation to be maintained Noise pollution Monitoringof noise levels at sensitive receptors as per Project Starting immediately Pollutionmonitoring MMRDA, World monitoringplan. requirement after completion of agency.(MCGM) Bank Public awareness campaigns for noise reduction construction including placing adequate 'No Honking"sign boards at RTO, PIA sensitivelocations. Land and water Contingencyplansto be in placefor spill clean-up Project Starting immediately RTO, PIA MMRDA contamination Spillpreventionand waste fuel/oil treatmentand disposal requirement after completion of from accidental to be made mandatoryfor utilities such as auto-service construction spills station, petrol pumps along the entire stretch of the construction. Storm water and All drainsto be maintainedand cleanedperiodically. Project Starting immediately Municipal authority, MMRDA drain requirement after completion of PIA maintenance construction Traffic and Trafficmanagement plansshall be prepared. Project Through operation PIA, Development MMRDA safety Road control width to be enforced. Unauthorised requirement stage Authorities building development to be checked. Slum encroachments be discouraged. to Traffic control measures including speed limits to be enforcedstrictly. Traffic volume and speed to be monitored to record benefits achieved from the project. 55 Mumbai Project UrbanTransport Consolidated Assessment Environmental ANNEXE-5 MONITORINGAND REPORTING PROCESS Construction Reporting Reporting Contractor PMC PIA reporting MMRDA World Bank Stage Parameter Format Reporting Reporting Frequency to reporting desired Number Frequency Frequency to MMRDA Frequency to supervision to PMC PIA World Bank Trees to be Monthly Monthly Quarterly Quarterly removed PAH R&R Monthly Monthly Half-yearly £L 2 Relocation of utility Monthly Monthly Quarterly Quarterly c and community o resources Fugitive dust Daily Monthly Monthly Quarterly Half-yearly mitigation Condition of Daily Monthly Monthly Quarterly Half-yearly construction equipment w.r.t noise and emissions Identification of soil One time One time One time .° erosion locations and measures taken c Road -side and Monthly Monthly Quarterly Quarterly Half-yearly 0 C.) compensatory plantation schedule Plantation survival Monthly Monthly Quarterly Quarterly Half-yearly rate reporting Pollution Monthly Monthly Monthly Quarterly Half-yearly monitoring Debris disposal Weekly Monthly Quarterly Quarterly Half-yearly plan/locations. 56 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-5 Cont. Construction Reporting Reporting Contractor PMC PIA MMRDA World Bank desired Stage Parameter Format Reporting Reporting reporting reporting supervision Number Frequency Frequency to Frequency Frequency to to PIA PIA to MMRDA World Bank Top soil Monthly Quarterly Quarterly Quarterly _ Management Quarry Monthly Monthly Quarterly Quarterly Half yearly Identification and management Occupational safety Weekly Monthly Monthly Monthly Half yearly 0 and health Labour camp set-up Weekly Monthly Monthly Monthly Half yearly and hygiene. 0 Road safety Weekly Monthly Monthly Monthly Half yearly tU measures Site enhancement Monthly Quarterly Quarterly Quarterly Half yearly implementation plan at water bodies, road junctions etc. Pollution . Quarterly Quarterly Half-yearly monitoring 0 schedule and ei reports EL 0. 57 MumbaiUrban TransportProject ConsolidatedEnvironmentalAssessment ANNEXE-6 OF ROLESIRESPONSIBILITIES STRENGTHENING INSTITUTIONS AND ORGANISATION ROLES& RESPONSIBILITIES STRENGTHINGREQUIRED (MUMBAI METROPOLITAN Review of implementation of Environmental Mitigation Enhance the capabilities of the existing REGION DEVELOPMENT Measures(EMPs)for MUTP projects. 'Environmental Cell' of MMRDA by out sourcing AUTHORITY (MMRDA) of EnsureadequateResettlementand Rehabilitation PAH wheneverrequired. Facilitateimplementationof policy directives/emissionlaws Trainingneeded on: etc. for pollution prevention/mitigationby interacting with * Environmental assessment, social various the government departments like Environment impacts. Department, Urban DevelopmentDepartment, RTO etc. F Appreciation of Environmental impacts Review the environmental management capabilities of and EMPs identified for related MUTP implementing agencies, particularly municipal authorities for projects. Procedureand responsibilities and to assist them in developingtheir capabilities. EMP implementation, monitoring and Obtain and analyse environmental informationgenerated reportingetc. by organizationslike MCGM, MPCB, RTO etc. and factor them into short term and long term planning process for overall sustainabledevelopmentof MMR. Municipal Corporation of Greater Monitoring of ambient air quality and noise at existing MCGMis operating air quality monitoringnetwork Mumbal (MCGB) locations. Extendingmonitoring network to MUTP project for last several years and already have trained locationsfor post-project monitoring. personnel. Training in relation to Quality Assurance,data analysis and disseminationand Regular report to MMRDA to enable environmental other issues as suggestedin the report "Studyfor planningat a regionallevel. StrengtheningAir Quality Monitoring network of MCGM,Nov. 2000) However the existing staff and monitoring equipment need to be upgraded for the load additionalmonitoring due to MUTPproject. 58 Mumbai UrbanTransportProject Assessment ConsolidatedEnvironmental Annex E-6 Cont.. ORGANISATION ROLES& RESPONSIBILITIES STRENGTHINGREQUIRED Public Works Department (PWD), Ensuring implementation of EMPs for related MUTP Environmental appraisal capabilities of existing Maharashtra State Road projects through PMC/contractors staff to be enhanced through training programs. Short term module type training programs Development Corporation Carrying out Environmental Assessments of all needed for: (MSRDC) relatedon-going and future Transport Projects. * Environmental assessment, social impacts. * Appreciation of Environmental impacts and EMPs identified for related MUTP projects. Procedure and responsibilities for EMP implementation, monitoring and reporting etc. RAILWAYS/MUMBAI RAIL VIKAS Ensuring implementation of EMPs for related MUTP Environmental appraisal capabilities of existing CORPORATION (MRVC) projects through PMClcontractors staff to be enhanced through training programs. Short term module type training programs Carrying out Environmental Assessments of all related on- needed for: going and future Transport Projects. P Environmental assessment, social impacts. * Appreciation of Environmental impacts and EMPs identified for related MUTP projects. Procedure and responsibilities for EMP implementation, monitoring and reporting ________________________________ ~~~~~~~~~~~~~~~~etc. Transportation Service Ensuring regular emission and maintenance checks on the Emission monitoring capabilities of the bus fleet Organisations (BEST) bus fleet to ensure compliance with regulations. to be strengthened. Good housekeeping in existing Bus-Depots to minimize Environmental awareness training of key water and land pollution from oil spills and waste oil personnel disposal. Enforcement/ Regulatory Enforcement of vehicular emission standards, with more Environmental awareness training for its Organizations: emphasis on heavy vehicles, taxies and 3 wheelers vigilance staff so that they can appreciate the importance of their role and carry out the same Regional Transport Office (RTO) diligently. Training also needs to include criteria and techniques for vehicle inspection and certification. 59 MMR BACKGROUNbANb SECTORALPERSPECTIVE UrbanTransport Mumbai Project Environmental Consolidated Assessment CHAPTER1 INTRODUCTION 1.1 BACKGROUND Mumbaiin the 17' centurywas a clusterof sevenfishingislands,whichhas now becomea singlelandmassin the formof a narrowpeninsula.The colonialpowers recognizedthe importanceof protectedharbor offered by this peninsulaand it developed as a majorport.Municipal was in Corporation established 1888initially the for an areaof 72 sq. Kms,comprising sevenislands.The Municipal limitswere extendedin 1951and 1957.Theseincorporated and areaswere calledsuburbs the entire area as GreaterMumbai(this usageof phrase"Greater"is differentfrom conventionally Overthe lastfew decades,GreaterMumbai grown understood.). has as the majorfinancialand commercialcapitalof India.GreaterMumbai's population thatwas around4 millionin 1961has nowreached 11.9millionin 2001. The urban of growth has spread beyond the boundariesof MunicipalCorporation Greater Mumbaiin the northern,north-eastern and eastern directionsto form Mumbai Metropolitan Region(MMR). GreaterMumbai has an area of 438 sq. km and a of population 11.9million. MMRhasan areaof 4354sq. km andpopulation aboutof to of 18 million. By 2011 MMRis expected have a population 22 million.' MMR generatesabout 5% of nationalGDP and contributeover one third of India'stax revenues. 1.1, Figure showsvarious of sub-regions MMR. 1.2 TRANSPORTSECTOR IN MUMBAI has of 88 Mumbai a uniquedistinction satisfying % of its peakperiodtraveldemand throughthe publictransport such as suburban trainsand Buses.Fivepercentof the remaining twelve percentis met by taxis and seven percentby privatevehicles. Although are to theseproportions estimated remainmoreor lesssameby2011 with ( of publicsectorfallingfrom88 to 85 %),the number publictransporttripsin the peak periodwill rise substantially.In the publictransportsector,MMR is servedby two the zonalrailways; WesternRailway (WR)and CentralRailway (CR). the suburban railwayservices, servicesin viewof the frequency whichare in fact metropolitan and shortdistances betweenstations, per carrycloseto 6 millionpassengers day. Bus are by servicesin GreaterMumbai provided BEST,with 3000buses,and carry4.5 60 million journeys per day of which approximately % are connectedwith rail journeys. In the road transportsector, the road networkin GreaterMumbaiis 1 Plan Metropolitan Regional for Mumbai MMRDA Region1996-2011, 1-1 UrbanTransport Mumbai Project Environmental Consolidated Assessment predominantlyradial along the peninsulaand comprisesthree main corridors; Western Express Highway, Eastern Express Highway, and the 1-2 MumbaiUrbanTransportProject Environmental Consolidated Assessment FIGURE1.1 MAP OF Mumbai Metropolitan Region MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT w ~ ~~~~~~~~~~~~~LE.ENDO BAJORROAD - OTHE. R... VIBAR \ 62' / } \_/\ < R WATFRSO- -.- _SIR BOU..A., A LART.R... .U . \ A 2 \ J / + ~~~~~~~~~~~~~~~~~WESTERN CORSUURS 3= \ g t -{ \ if / j RET OF ... . .... .. N-- ; 7~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~U m~~~~~~~~~~~~~~~~~ W_ \W \\ <4~~~~~~ UrbanTransport Mumbai Project Consolidated Assessment Environmental corridor. Central Although arterial termed'Expressways' roadsareessentially the roadsanddeclinein standard theyapproach passthrough IslandCity. as and the Thenumber registered of in vehicles MMRgrew from521,000 1985to 821,000in in 1991. Privatecarsgrewfrom173,000 366,000 1991andthe number to in is expected doublein 2011. to SectorIssues Transport i) Conditions Travelling The transportconditions suburban passengers roadtransportusersare for rail and intolerable.Average peakhourloading trainsis in excessof 4000passengers of per train as compared designcapacity about1800per train andcrushloadcapacity to of of 2600 per train.The BEST Busesalso tend to be overcrowded during the peak hours. It is thereforean urgent need to improvetravellingconditionsfor public transport usersto avoidencouraging shiftto privatetransport. a MumbaiUrbanTransport Project Consolidated Environmental Assessment ii) Transport Infrastructure Transportationinfrastructure in the region is overburdenedand under considerable strain. The existence of a number of level crossings on the rail lines constrainsthe introductionof more trains during peak hours. The road network is mainlydeveloped in the south-north direction along the western and central corridorsrespectivelyfrom Bandra to Borivali and from Sion to Mulund. However, there are inadequateeast west link roads. Also the road networkcapacity is severely reduceddue to roadside parking,slum encroachmentand encroachmentby street hawkers. Thereforethere is an urgent need to improvethe transport infrastructure. iii) Road Traffic Congestion Greater Mumbai is suffering from increasing traffic congestion, road traffic delays and vehicle related emissions and pollution. While there is a need to correct structural deficiencies in the road infrastructure to cope with increasing private vehicle ownership, there is a clear need for improved demand managementand traffic management to ensure optimum use of scarce and expensive road space particularlyin the Island City. iv) Airguality Vehicularemissions a seriousissue. Thereis an extensive of dieselpowered is use vehicles(BESTbusesand trucksand increasing proportion taxis)and vehicles of with twostrokeengines(threewheeled motorrickshaws outsidethe IslandCityand two wheeledmotorcycles).Thereis a needto developa comprehensive policyfor reducingvehicularemissions improved by enginedesign,betterqualityor alternate fuelsand vehicleinspection maintenance. and 1-5 UrbanTransport Mumbai Project Environmental Consolidated Assessment v) Resettlement and Rehabilitation The construction or improvement of transport infrastructure in Greater Mumbai has been greatly hampered by the difficulties in securing land and the consequent need to resettle and rehabilitate large number or people. Almost every infrastructure development "rail or road' involves the rehabilitation of people and businesses. An equitable and efficient resettlement and rehabilitation policy has already approved by GOM in 1997 and is being implemented to enable the transport system to be developed. In fact over 50% of the 19228 PAHs have been resettled by June 2001. vi) Institutional Framework Transport in Mumbai involves a large number of agencies - Regional Planners, Train Operators, Bus Operators, Municipal Corporations, GoM Public Works Department, GOM corporations, traffic police and others. In order to coordinate the activities of these agencies MMRDA has established a Project Management Unit under a Project Director, Mumbai Urban Transport Project. 1.3 COMPREHENSIVE TRANSPORTATION PLAN With a view to improving the transportation sector in MMR, Mumbai Metropolitan Region Development Authority (MMRDA) prepared a Comprehensive Transport Plan (CTS)2 for MMR (Ref 3, Appendix 1.1) in 1994. The main objective was to develop a coherent transport sector strategy for MMR linked with a rational land use plan. The 2_ Transport Comprehensive Strategy Mumbai for Metropolitan by 1994. Region W.S.AtkinsInternational, 1-6 Project MumbaiUrbanTransport EnvironmentalAssessment Consolidated of are objectives theCTSstrategy to: (i) ensure adequate in levelsof accessibility the of expandingareas of MMR:(ii) assist in the economicdevelopment MMR: (iii) prioritizepublictransport over private (iv) the vehicles: mange systemto ensure best (v) the of useof facilities, improve safetyrecord the transport system:(vi)achieve the objectiveswith due regardto environmental socialaspectsand availability and of of resources.The realization thestrategy was to be achieved throughconcentration and of on the provision expansion publictransport with the suburbanrailsystemas thecoreof thesystem. 1.4 ASSESSMENT ENVIRONMENTAL (EA) Transportation to sector contributes about60 % of air emissionload in Greater Mumbai. 3 Vehicular noise is also of concern. The networkextension subprojects couldgive riseto significant by socialimpacts way of relocation rehabilitation and of The of the projectaffectedhouseholds. extension transportation may have network someimpacton ecological resources suchas hills,wetlands, and mangroves forests. These environmental issuesneed to be identifiedand addressedat the sectoral level. Since,a transportation is strategy implemented sub the through projects, latter couldgiveriseto environmental impacts whichare largelylocalized nature. in SectoralLevelEnvironmental Assessment is (SLEA) usedto evaluate environmental impactsof strategicoptionsand arriveat the mostpreferredoption.SLEAis also a for usedto provide framework adopting appropriate legal,policy,and administrative for measures mitigatingsectoralenvironmental impacts. Initial assessment was carried out during 1996 to 1998. SLEA 4 (Ref. 1 Appendix 1.1) presentthe environmental of analysis the fouroptions for identified the transportation strategyof MMR, which would have minimum adverse environmentalimplications.The recommended transportationstrategyplacedthrust on enhancingpublictransport servicein MMR and improvingroad networkto provide better accessibility and on relievetraffic congestion the roads in suburbsand rest of MMR.The SLEAis presented Chapter of thisreport. in 4 The recommended a strategicoptioncomprised series of sub-projects. The sub- projects having potentiallysignificantEnvironmental Impactswere subjectedto Micro-LevelEnvironmental Assessment(MLEA)whereasgroups of smallerand similar subprojects were subjected to Programmatic Level Environmental Assessment (PLEA).MLEAs provided of subprojects detailedanalysis the individual viz. JogeshwariVikhroli Link Road, Borivali-VirarQuadruplingRailwayCorridor. PLEAswere preparedfor small generic sub-projects, such as, Flyovers,Robs, PedestrianSubways, Station AreaTrafficImprovements Schemes (SATIS). 3- for ESRof MCGM theyear1999-2000. 4- LevelEnvironmental Sectoral of Consultants March Assessment MUTP- II byAICWatson Ltd., 1998 1-7 UrbanTransport Mumbai Project Environmental Consolidated Assessment Mitigationmeasuresin the form of appropriate legal, policy and administrative mechanisms alleviating environmental sectoral are as impacts proposed a partof the EMPat the sectorlevel.Environmental Management Plan (EMP) for implementing mitigation measures, monitoring various traffic parameters and monitoring environmental quality parameterswas also developed.The plan also presents institutionalcoordination for a modelrequired implementing long-term transportation investmentprogram. In addition to SLEA, Environmental Assessment(EA) of individualsub projectsof MUTPwas carriedout to identifymitigationmeasures at required sub projectlevel. Since1998 Development to Subsequent the abovestudies,the subproject of configuration MUTPhas been have also taken place. Important revised,and some new developments amongst are program commencement Worli- thesedevelopments fly overconstruction and of Bandra link. and EAs Needto Update Consolidate to SincetheinitialEAwascarriedoutin 1998,it is necessary updateandconsolidtae the these EAreportstakingintoconsideration changesin the environmental baseline data and changesin environmental This exerciseis separately regulations. being The in undertaken. earlierEA reportswerepresented the formof seriesof individual to reports.It is thereforenow necessary presentan updatedand consolidated EA reportcomprising SLEA,PLEA,MLEAandrelated EMPs. Assessmentprocess is depicted in Fig 1.2 The chronologyof Environmental 1-8 Mumbai Project UrbanTransport Environmental Consolidated Assessment FIGURE 1.2 ENVIRONMENTAL ASSESSMENTPROCESS ComprehensiveTransportation Study options 4 strategic 1. Dominimum 1994 2. Public option transport 3. Publictransport Demand + management 4. RoadInvestment ootion LevelEnvironmental Sectoral (SLEA) Assessment Evaluation of strategic options with respect to the following environmental criteria 1996 - Traffic Analysis - Impacton Air, noise, social,ecological resourcesand transportationservice quality Selection strategic of optionPT+ DM Screeningof projectswith respect 1997 to potential impacts Programmatic Level Micro-level Environmental Environmental Assessment Assessment (MLEA) (PLEA) - Subprojectsselectedroad - Sub-projects selected ROBs, Improvements, Suburbanrailway 1998 pedestrians subways sub-projects of - Analysis traffic& transport on - Impact traffic,air,noise,water - Impact air,noise,socialand on landuse, socialandecological ecological resources,landuse resources,quality pI Pulic onsultation Preparationof updatedand consolidated 2001 FA ;nri nrnibr.t-,npr.ifir.PMP^, I DraftConsolidated EA Puli + ' | ~~~~Consultation 1201 Note:thecurrentprojectstageis highlighted theabovefigure current in the projectstageis in highlighted the abovefigure 1-9 Project MumbaiUrbanTransport Environmental Consolidated Assessment 1.5 STRUCTUREOF THE REPORT The structureof the rest of the report is as follows. Chapter 2 discusses existing environmentallaws relevant to transportation sector, existing environmental policies and trends having implications for transportation sector, and administrativeframework dealingwith the sectoral development. Chapter 3 describes baseline environmentaldata of MMR. The data is summarized with respect to climate, air quality, noise, ecology, resettlement and rehabilitation, etc. Chapter 4 briefly describes the Comprehensive Transport Plan for MMR and evaluation criteria for selecting the preferred option. It also provides SLEA methodologyand selection of the best option. Chapter 5 describes MumbaiUrban Transport Project. Chapter 6 presents screening methodology for selection of sub-projects for programmatic and micro level environmental assessment. It further describes environmentalimpactsof the sub-projectsselectedfor MLEA and PLEA. Chapter 7 describesthe EnvironmentalManagementPlan (EMP) to mitigate adverse environmental impacts at sectoral, programmaticand micro level. This chapter also describes the environmental monitoring plan and institutional arrangements for effective implementationof the EMP. Chapter 8 presents the ResettlementAction Plan prepared for the Project Affected Households (PAHs), including Community Environment Management Plan for the resettlementareas. Chapter 9 presents details of public consultation process carried out during the project preparation stage of MUTP and outlines an approach to public information and consultationthat will be adopted. 1-11 POLICY, LEGALANb A bMINISTRATIVE FRAMEWORK MumbaiUrbanTransport Project EnvironmentalAssessment Consolidated CHAPTER2 POLICY,LEGAL AND ADMINISTRATIVEFRAMEWORK 2.1 LEGAL FRAMEWORK This chapter provides an overview of the existing environmental legislation, policies and administrative framework. 2.1.1 Central Government And State Government Environmental Regulations After the Stockholm Conference on Human Environment in June 1972, it was considered appropriate to have uniform laws across the country for dealing with broad environmental problems endangering the health and safety of people as well as the flora and fauna. The concern for environmental protection is amply demonstrated by the 4 2nd amendment to the Indian Constitution (Article 51g), which states"It shouldbe thedutyof everycitizenof Indiato protectandimprove the naturalenvironment includingforest,lakes,rivers and wildlife,and to have compassion livingcreatures". for Government of India has enacted a number of environmental laws with an intention to protect environment, prevent and control air and water pollution and ensure safe handling of hazardous substances. At the Central Government, Ministry of Environment and Forests (MOEF) is the apex authority which formulates policies for environmental and forest management in the country. Various Departments and the Central Pollution Control Board (CPCB) help MOEF, in this regard. At the state level, Maharashtra Pollution Control Board (MPCB) and Environment Department (ED) are responsible for environmental management. There are various Acts, Rules and Notifications applicable for different environmental components such as Air Pollution, Water Pollution, Noise Pollution, Coastal Areas, Hazardous Materials Handling And Transport, Forest and Wildlife, etc. In addition regulatory provisions by way of environmental clearance also exist. The applicable regulations are given in Appendix 2.1 (a) and 2.1(b). 2.1.2 Central Government Regulations Related To Vehicular Pollution (A) Rule 115 of Central Motor Vehicle Rules, 1989 provides the emission norms. Government of India has taken following steps in order to curb vehicular pollution: - (i) Emission standards for different categories of vehicles including transport vehicles were introduced in the year 1990 and subsequently modified with stringent standards effective from 1992, 1996 and 2000. Euro-I norms have 2-1 Project MumbaiUrbanTransport Environmental Consolidated Assessment been brought into force with effect from 01.04.2000throughoutthe country for all category of vehicles. However,Bharat Stage-Il norms (equivalentto Euro- II) have been brought into force only in NCT (NationalCapital Territory), Delhi with effect from 1.4.2000 and further extended to the city of Mumbai from 1.1.2001 and are extended to Chennai and Kolkata from 1.7.2001. It may also be mentioned that Bharat Stage-Il norms are not applicable to all categoriesof vehicles at presentand are applicablefor vehicles upto 3500 kg GVW. The relevant Notification Nos. are G.S.R. 493 (E) dated 28 th August, 1997, G.S.R. No. 77 (E) dated 315t January, 2000 (F) and S.O. No. 779 (E) dated 2 9 th August, 2000. Bharat Stage-Il norms for commercialvehicles have also been notified in the Gazette of India on 23.02.2001 inviting objections/suggestions from the public. (ii) Fitmentof Catalytic Convertor is mandatoryfor all four-wheeled petrol driven vehicles for registration in four Metro cities including Mumbai and other 45 cities of the country. (iii) Separate set of emission standards for vehicles using Compressed Natural Gas (CNG) have been notified vide G.S.R. No. 99 (E) dated 09.02.2000. (iv) Government has already amended in August 2001 the Motor Vehicles Act, 1988 permitting the use of LPG as an automotivefuel. Rules setting out the emission norms for LPG using vehicles have been notified dated April 24, 2001. (v) The Ministry of Petroleum, Government of India has prescribed sulphur content of 0.05 % for diesel and benzenecontent of 1% for petrol. (B) Mass Emission Standards (for vehicles manufacturedon and after 1st April 2000): The Ministry of Surface Transport, Governmentof India, vide notification, G. S. R. No. 493 (E) dated 28-8-97 has published the mass emission standards for petrol driven vehicles and diesel driven vehicles (includingtwo and three wheelers) which havecome into force from the 1st day of April 2000. The BharatStage II norms to be compliedwith are: PetrolVehicles (g/km): CO (2.2), HC+NOx(0.57), Diesel Vehicles (g/km): CO (1.00), HC+NOx(0.70) Following Table 2.1 gives the implementationschedule of the Governmentof India orders. 2-2 Project MumbaiUrbanTransport Environmental Consolidated Assessment of TABLE 2.1 Schedulefor Implementation Vehicles Rules Type of vehicles As per G.S.R.No.493 (E) dt. 28-8-97 i.e. India- (Accordingto fuel 2000 norms used) A) Petrol i) Noncommercialvehicles if to norms Notto register doesnot conform 1-2000 (e.g.motorcarsetc.) in with effectfrom1/4/2000 Maharashtra (includingMumbai.) vehicles ii) Noncommercial if Notto register doesnot conform to / (e.g.Twowheelers three 1-2000norms in with effectfrom1/4/2000 Maharashtra wheelers) Mumbai.) (including vehicles iii) Commercial (e.g. Notto register doesnot conform if to taxi,tourist air, metered taxi 1-2000norms in with effectfrom1/4/2000 Maharashtra etc.) Mumbai.) (including B) Diesel i) Noncommercial vehicles Notto register doesnot conform 1-2000 if to normswith (e.g.Motorscarsetc.) in effectfrom1/4/2000 Maharashtra (includingMumbai.) ii) Noncommercial Notto register doesnot conform 1-2000 if to normswith vehicles(e.g.Two in effectfrom1/4/2000 Maharashtra / wheelers three (includingMumbai.) wheelers) vehicles iii) Commercial (e.g. Notto register doesnot conform 1-2000 if to normswith taxi, autorikshaw, truck,bus in effectfrom1/4/2000 Maharashtra etc.) (includingMumbai.) RecentSupremeCourt Directivesand other legal issues related to vehicularpollution are provided in Appendix2.1(C). 2.2 EXISTINGPOLICIESAND TRENDS 2.2.1 The transportationsector contributessignificantlyto air pollution. This has attracted attention of policy makers at both state and central level to explore various ways of reducing vehicular pollution. A number of vehicular pollution control measures have been introducedor are being reviewedfor introductionat the central level. They are briefly reviewedin the followingparagraphs: * Use of LPG as Auto Fuel Ministry of Petroleumand Natural Gas has passed an Order dated 01/08/2001 called Liquefied Petroleum Gas (Regulation of Use in Motor Vehicles) Order 2001, allowinguse of LPG in Motor Vehicles, permanentlyfitted with Auto LPG tank and a conversion Kit as approvedby the Authorities/ testing Agencies as notified in the Central Motor Vehicle Rules 2001. The Order providesthat, 2-3 UrbanTransport Mumbai Project Environmental Consolidated Assessment a. The LPG shall be dispensedonly by Dealerslicensed by Chief Controllerof Explosives under the Static and Mobile Pressure Vessels (Unfired) Rules 1981, as amendedfrom time to time. b. Auto LPG shall not be filled in excess of 80% of its total volumetriccapacity. c. Auto LPG shall not be dispensed unless received from Govt. Oil Companies/ parallel marketers and conforming to Auto LPG specification No. IS 14861 as amendedfrom time to time. * The Government has made it rnandatory for vehicle owners to get the permissionfrom the RegistrationAuthority for convertinga vehicle from petrol to diesel to avoid "unsafechanges and pollution". * Owners of more than ten vehicleswould not henceforthbe allowed to alter their engines without prior permissionfrom the RegistrationAuthority . * To make school buses safer, it was decided to withdraw exemption to educational institutions to run vehicles without any permit, which is mandatory for other publicvehicles. * The Supreme Court of India has disallowed the registration of all private non- commercial vehicles in the National Capital Region (NCR) failing to conform to Bharat II fuel emissions norms from 1st April 2000. This has already lead to debate as to why such norms shall not be usedfor other cities. * The Mumbai High Court on 17 th October2001 has set deadlinesfor phasing out old vehicles unless converted to (CNGor LPG engines. Table 2.2 shows the deadlinesset by Mumbai High Court for respectivevehicles. 2.2.2 At the local level, a Division Bench of the Hon'ble Bombay High Court had constituteda Committee(under the chairmanshipof Shri. V. M. Lal,' then Transport Commissioner)vide an order dated 15t" December1999 for examining,considering and recommendingmeasures to reduce vehicular pollution in Greater Mumbai. The of recommendations the committeemay be categorizedas under: * Supply of cleanerfuel * Encouragingthe use of cleaner fuel * Phasingout of old vehicles * Stringentemission standards *n Use of catalyticconverters Suoply of Cleaner Fuel: for The Committee has made recommendations reducing Sulphur content of diesel initially to 0.05% and finally to 0.005% by l5t April 2005. It is also recommendedthat 2-4 UrbanTransport Mumbai Project Environmental Consolidated Assessment Benzenecontent of petrol suppliedin MumbaiCity be reducedfrom the presentlevel of 3% to less than 1%. to All the refineriesin the public and privatesector are recommended implementthe 'Marker' system for detectingadulterationin fuels and lubricants. All the retail outlets in MumbaiMetropolitanRegion should sell only pre-mixedpetrol throughdispensersto two and three wheelerswith effect from 1st October2000 The oil industry is recommendedto set up one more full-fledged lab in Mumbai for periodic testing of fuel. Encouraginathe Use of Cleaner Fuel: To encourage the use of CNG fuelled vehicles; the committee has recommended setting up of CNG outlets at some of the existing petrol pumps. The Committee has also recommendedthat the BEST Undertaking sets up CNG filling stations for buses and all new BEST buses are operated on CNG or be in compliancewith Bharat stage 11 standards.Similar recommendationhas been made with respect to private contract buses registered and operating in the Mumbai MetropolitanRegion. Phasingout of old vehicles The Committeehas recommended that all petrol taxis above the age of 15 years and diesel taxis above the age of 8 years be converted to CNG or any other clean fuel and all diesel taxis above the age of 8 years should be converted to clean fuel. The 3 wheelers above the age of 10 years are recommendedto be scrapped or converted on CNG or any other clean fuel. All transport vehicles, except 3 wheelersand BEST buses over the age of 15 years are recommendedto be scrapped unlessconverted to to clean fuel. All BEST buses older than 20 years are recommended be scrapped or convertedto CNG. The Committee has recommendedthat two and three wheeled vehicles with four- stroke engine alone be registered in Mumbai Metropolitan Region. Two and three wheeled vehicles having two stroke engines should be permitted to register as a transitional measure provided such vehicles are fitted with catalytic converters guaranteedfor 30,000 km by the manufacturers. of - Report thecommittee by Of to constituted The Orders The HighCourt,Bombay examine and recommend to measures reduce pollution greater vehicular in April2000 Mumbai, 2-5 Transport Urban Mumbai Project Consolidated Assessment Environmental Stringent Standards Emission Vehicular The Committee has made the following recommendations for making emission standardsstringent. * The present permissible limit of 4.5% Carbon Monoxideemissions in respect of 2 and 3 wheelersto be reducedto 3%. * The present permissible limit of 65 HartridgeSmoke Units for diesel vehiclesto be reducedto 45 HSU in Mumbai. *- The Ministry of Surface Transport, Govt. of India to lay down Bharat Stage II mass emission norms (equivalent to EURO II norms) for all categories of vehicles. * All heavy commercialvehiclesas well as light goods vehiclesto be registeredin the Mumbai Metropolitan Region from 1st April 2001 to be Bharat Stage II compliant. Converters Retrofitting Vehicles Catalytic of with All two stroke two wheelers and three wheelers in use in Mumbaiare recommended to be fitted with catalyticconverters. All petrol driven vehicles registered in Mumbai prior to 1st April 1995 are recommended be fitted with catalyticconverters. to Incentives Financial The Governmentof Maharashtraand Municipal Corporationof Greater Mumbai are recommendedto grant the concessions in sales tax, octroi; and to advise banks / financial institutionsto offer lower interest rates on loans to the owners of taxis and auto-rickshawsfor replacing their old vehicles with new vehicles running on a clean fuel. The customs duties, sales tax, excise duty and octroi are recommendedto be totally waived on both the CNG conversion kits including cylinders as well as on the catalyticconverters up to some time period. and TrafficPlanning Management The Committee has recommended strengthening of traffic and transportation planning, traffic operation, traffic signals and signs, and area traffic control. The recommendations also made for modalintegrationoutside railwaystation, control are of on-street and off-street parking, managementof traffic demand, power to collect certain parkingfees and supplementarychargeson road traffic. 2-6 UrbanTransport Mumbai Project Environmental Consolidated Assessment The Mumbai High Court on 1 7 th October 2001 has set the deadlines for phasing out old vehicles unless converted to CNG or LPG engines. Table 2.2 shows the deadlines set by Mumbai High Court for respective vehicles. Table 2.2 Deadlines for Phasing out of Old Vehicles No. Type of Vehicles Deadline 1 All Taxis above 15 years of age 1-3-2002 2 All Taxis above 8 years of age 1-1-2003 3 Three Wheelers 10 years of age 1-3-2002 4 Three Wheelers 8 years of age 1-1-2003 5 Public Transport vehicles except BEST Buses 31-12-2002 2.2.3 Institutional strengthening in MCGM and Amendments to BMC Act, 1888. MCGM's Traffic Management Unit (TMU) is to be strengthened for traffic and transportation planning, traffic operation, traffic signals and signs, and area traffic control. BMC Act, 1888 is also to be amended to enable MCGM to discharge the responsibility for provision of facilities for traffic management, modal integration outside railway station and at ferry landings, control of on-street and off-street parking, management of traffic demand, power to collect certain parking fees and supplementary charges on road traffic. A proposal in this regard has been approved by the GOM Cabinet and the necessary Bill is expected to be passed by the State Legislature. 2.2.4 Development Control Regulations of MMR. The MUTP project area is largely governed by the Development Control Regulations for Greater Mumbai, 1991(DCR). Government of Maharashtra has also prepared Coastal Zone Management Plan (CZMP)2 for Greater Mumbai, which has been approved by MOEF in January 2001. The provisions of CZMP have precedence over the DCR, 1991. 2.2.5 Resettlement & Rehabilitation Policy The Government of Maharashtra has adopted the R & R policy in March 1997 to minimize adverse social impact arising from the need to relocate about 19000 families, which will be displaced due to implementation of MUTP. The objectives of R&R as enunciated in the policy are: To minimize the resettlement by exploring all viable project designs 2 Plan by Department CoastalZone Management for Maharashtra UrbanDevelopment of July Govt.of Maharashtra, 1997. 2-7 UrbanTransport Mumbai Project Consolidated Assessment Environmental * Where displacement is unavoidable, to develop and execute resettlement plans in such a manner that displaced persons are compensated for their losses at replacement cost prior to actual move. * To accord formal housing rights to the PAH's at the resettlement site by establishing cooperative housing societies of the PAH's. * To make efforts to retain existing community network in the resettlement area and to minimize the adverse impaci, if any, on the host community. * To improve environmental health and hygiene of the PAH's at the site of resettlement and to educate, motivate and organize the community to manage its environment at the resettlement location. Resettlement Action Plan (RAP) has been prepared and site specific Resettlement Implementation Plans (RIPs) are being finalised. 2.3 WORLD BANK POLICIES The World Bank has prepared an umbrella policy called OP 4.01, Environmental Assessment, January 1999. According to this policy the Bank requires EA for projects proposed for Bank financing to help ensure that they are environmentally sound and sustainable. The policy provides guidelines for EA contents and scope, EA instruments, requirements of public consultations, environmental management plans, etc. The Bank classifies proposed projects into one of four categories (A, B, C and Fl), depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts. A project is classified as Category A if it is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. For a Category A project, the borrower is responsible for preparing a report, normally an EIA (or a suitably comprehensive regional or sectoral EA) etc. The MUTP project is categorised as a Category A project. 2.4 EXISTING ADMINISTRATIVE FRAMEWORK The implementation of an environmentally sound transport strategy involves a number of institutions / organisations at various levels with each organisation having a distinct role to play. These organisations may be categorised into four groups. The grouping of these organisations has been done according to their existing roles and these are mentioned in the following paragraphs. 2-8 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment ! Apex Organizations - Environment Department (ED) - Urban Development Department (UDD) - Home Department (Transport) - Mumbai Metropolitan Region Development Authority (MMRDA) * Project Implementation Organizations - Municipal Corporation of Greater Mumbai (MCGM) - Public Works Department (PWD) - Mumbai Railway Vikas Corporation (MRVC) - Maharashtra State Road Development Corporation (MSRDC) * Transportation Service Organisations - Brihan Mumbai Electrical Supply and Transportation Undertaking (BEST) - Maharashtra State Road Transport Corporation (MSRTC). - Western and Central Railways (WR and CR) - Private Bus Operators (PBO) Enforcement Organizations E - Maharashtra Pollution Control Board (MPCB) Regional Transport office (RTO) An overall institutional arrangement showing the functional relationship of the above- mentioned organizations is shown in Fig. 2.1. 2.4.1 Apex Organisations, Apex organisations which deal with legal and policy framework relevant to transport sector, are Environment Department (ED), Urban Development Department (UDD), Home Department (Transport) and MMRDA. Environment Department (ED) Being an apex environmental organization of the state, ED is expected to carry out the following activities. * Formulating environmental policies and developing environmental protection programs for the state. Providing direction to and co-ordinating activities of agencies involved in the management of the environment at different levels. Delegating responsibilities to other agencies for carrying out various environmental programs and assessing the outcome of these programs. * Initiating action for introducing appropriate environmental legislation/ rules to address environmental problems, if necessary. 2-9 UrbanTransport Mumbai Project Environmental Consolidated Assessment * Enforcement of environmentalstandards and guidelines through Maharashtra PollutionControl Board (MPCB). Urban DevelopmentDepartment(UDD) UDD is responsible for developing policies, plans, and programs for Urban developmentincluding urban transportand municipaladministration. Home Deoartment(Transport) The involvementof Home Department(Transport)is in respect of traffic control and enforcementof emissionstandards. Mumbai MetropolitanRegionDevelopmentAuthority (MMRDA) MMRDA is a planning authorityat apex level for entire MMR. MMRDA is responsible for providing a single, unified planning and co-ordinating agency for the region to ensure that the development takes place in a planned and orderly manner. The existing role of MMRDA: * To review any physical,financial and economicalplan; * To formulate and co-ordinatemulti agency developmentprojects; * To execute projects or schemes; * To finance infrastructuredevelopment * To control developmentthat may adverselyaffect regionalgrowth. Presently, MMRDA has a full-fledged set up to deal with urban and regional planning, transport planning and statislical and information systems. MMRDA has gained significant expertise in these areas by undertaking to the above mentioned responsibilitiesfor over two decades. In the recent past MMRDA has also started building up capacity in environmentalplanning. 2.4.2 Project ImplementationOrganizations MMRDA is the apex organisation responsible for transport policy, however, the implementation of transport projects is carried out by various organisations as follows: * Municipal Corporationof Greater Mumbai. * Mumbai Rail Vikas Corporation(IVIRVC) * Public Works Department (PWD) / Maharashtra State Road Development Corporation(MSRDC) 2-10 Mumbai L @ansport Project Figure 2.1@Consolidated Environmental Ass@ Institutional Arrangement for MUTP EnvironmentDepartment(ED) UrbanDevelopment (Environmental Policies) D APEX ORGANISATIONS I _________________________________________________ MMRDA Transport Commissionarate (Urbanplanning and Dept. Home(Transport) co-ordination) Enforcement transportregulations of l .............................................................................................................................................................................. Project I MCGM MSRDC/ /PWD Implementing i (Airand noisequalitymonitoring, MRVC (Road/bridge Organisations I Localraodconstitutionand (Raildevelopment) construction) maintenance) IMPLEMENTING ORGANISATIONS Transport Service OrganisationI [| SBTr Tport | Bus BBE MSC MRSTC nsport & RlwPrivate W & C Railway Railoeration BusTransport Operators and fleet maintainance I | .................................................................................................................................................................................... - MPCB ~~~~~~RTO ENFORCEMENT ~~~~~~~~~(EnforceCen o(Efrcement of transport regulation ORGANISATIONS Environmental reaulations) and inspection and certification of vehicles) Note: The coloured boxes indicate the institiion playing role in environmental management. Roles played by respective institutions are given in brackets in the same box. 2-11 Mumbai Urban Transport Project Consolidated Assessment Environmental Corporation Greater Municipal of (MCGM) Mumbai is for MCGM responsible providing viz. civicservices roads,watersupply,sanitation, solidwaste management, publichealthservicesand primaryeducation. Thus,the activitiescarriedoutby the MCGM havea directbearingon the environment the and qualityof life. MCGMmonitors ambientair and noisequalityat variouslocationsin Greater Mumbai. StateRoadDevelopment Maharashtra (MSRDC) Corporation by of IN MSRDCwas established the Government Maharashtra 1996and is fully ownedby the Government Maharashtra. has beenconstituted accelerate of It to the of facilitiesin the State. The mainobjectiveof development transportinfrastructure of of the MSRDCis improvement existingroads and construction new roads, highways, expressway,etc. MSRDC has been vested with rights to collect charges alsoto commercially toll/service and exploittheavailable land. has 33 has MSRDC completed flvoversin threeyearsin MMR.MSRDC no separate Cell. Environmental (PWDJ PublicWorksDenartment in The role of PublicWorksDepartment the transportation sector is limitedto the construction of and maintenance the state and nationalhighways. The relevant is divisionof the Department well conversant with the road constructionstandards to andlocalrulesapplicable suchprojects.As partof the roadconstruction work,the Department has significantexperiencein handlingsome of the environmental management like etc. measures CD works,erosioncontrol,arboriculture However, the PWD has no separateEnvironmental Cell. Hencethe departmenthas no specificexpertise handling noiseandwaterpollution in air, problems. RailwayVikasCorporation Mumbai (MRVC) MumbaiRailwayVikas Corporation(MRVC),a joint venture of Government of Maharashtra(GoM)and IndianRailways(IR), has been set up in April 2000,to the implement rail projectsin MUTPas well as other suburbanprojectsof IR. The of functions MRVCinclude: of 1. Development co-ordinated plans for the rail component MUTPand other of in plannedinvestments Mumbai rail of suburban services,as alsoexecution the infrastructure resulting projects, of plansfor the MMRwith rail capacityplansand 2. Integration urbandevelopment proposed investments, 2-12 UrbanTransport Mumbai Project Environmental Consolidated Assessment 3. Co-ordination and ensuring improvement of track drainage and the removal of encroachments as well as trespassers from the Railways right of way and station approaches, and 4. Execution of specific projects for the commercial development of railway land and apportionment of the income in the ratio of 1:1:1 for railway projects in Mumbai area, Maharashtra and elsewhere in the country, respectively. 2.4.3 Transportation Service Organizations The transport service organizations in MMR include: * Western and Central Railways (WR and CR) * BES&T Undertaking (BEST) > Maharashtra State Road Transport Corporation (MSRTC) * Private Bus Operators (PBO) Railway services in MMR are provided by two zonal railways- Western Railway and Central Railway. The railway services are operated on electric power. Hence, the operation of trains does not give rise to air pollution problem. The major organisations involved in providing bus services in MMR are BEST, MSRTC, TMT, NMMT and Private Bus Operators. BEST provides service in Greater Mumbai and has the largest fleet of over 3000 buses. 2.4.4 Enforcement Organizations The organizations responsible for enforcing environmental regulations relevant to the transportation sector in MMR are: · Maharashtra Pollution Control Board (MPCB) * Regional Transport Office (RTO) MPCB is a statutory body set up under the provisions of Water (Prevention & Control of Pollution) Act, 1974 and is responsible for implementation of Environmental Acts in the region including Air (Prevention & Control of Pollution) Act, 1981. Its major focus is on the control of industrial pollution. ) RTO is responsible for the enforcement of the Central Motor Vehicle (Amendment) Rules, 1993, and hence, the onus of determining violation of vehicular emission standards lies with RTO. Automobile owners are supposed to get their vehicles 2-13 Project MumbaiUrbanTransport Environmental Consolidated Assessment monitoredfor emissionsat the designatedpetrol pumps,which are equippedfor with carrying thistask,andobtaina certificate compliance thestandards.The out of to emissionchecksare required be carriedout twice a year,and the certificateis to on required be displayed the vehicle.RTO'svigilance to staffhas powers impose of fine on theoffenders thelaw. 2-14 3 ENVIRONMENTAL BASELINE STATUS Project Mumbai Urban Transport Consolidated Assessmet Environmental CHAPTER3 BASELINESTATUS ENVIRONMENTAL 3.1 BASELINEDATA The data on baseline status of six environmentalcomponentswas collected and compiledfrom various existing sources and was also supplementedby primary data collected at individualproject sites. A comprehensivedatabase of all data collected is presentedin the report 'Environmental Status of MMR, Final Report, May 1997".1 The six environmental componentsare: * Air Quality * Noise Levels * EcologicallySensitiveAreas * Socio-economic of characteristics the affectedcommunities * Health * Land Use Both the primary and secondarybaselinedata were compiled and analyzed during the years 1996 to 1998. The earlier secondarybaselinedata has now been updated for the years 1998to 2001 and a comprehensive analysisis presentedin this section. The updated data is mainly for Air Quality and Noise as these are the principal environmentalcomponents that would be affected by transport related projects. Among other sourcesof secondarydata, the importantones used are as follows: 1. Annual Environmental Status Reports by Municipal Corporation of Greater Mumbai.2 2. Ambient air quality data monitored by National Environmental Engineering Institute(NEERI). 3. Urban Air Quality Management Strategy in Asia, Greater Mumbai Report, (URBAIR),World BankTechnicalPaperNo. 381.3 4. Study for Strengtheningthe Air Quality NetworkOperated by MCGB, prepared by Environmental ManagementCentreMumbai,2000.4 This chapter describes the prevalent environmental conditions and their trends, mainlyfor Greater Mumbai,as most of the sub-projectsof MUTP are located in this sub-region. Details of the primary data on air quality, noise and traffic collected as a 1EnvironmentalStatus of MMR by AIC WatsonConsultants, Mumbai, May 1997 2 Status Reportof MCGMfor the years 1997-98,98 -99 and 99-2000. Environmental 3URBAIR UrbanAir QualityManagement - Strategyin Asia, World BankTechnical PaperNo. 381, 1997. the 4 Final Reporton Tasks 1 and 2: study for strengthening Air QualityMonitoringNetworkOperatedby ManagementCentre,Mumbai,November2000. BMC preparedby Environmental 3-1 UrbanTransport Mumbai Project Environmental Consolidated Assessment part of the sectoral Level and Micro- Level Environmental Assessment (SLEA and MLEA) are described in the relevant sections. 3.2 ENVIRONMENTAL STATUS OF MCGM 3.2.1 Land Use Geographically, MMR lies in the North Konkan region, which lies between 18°33' and 19031' north latitude and between 72°45' and 73028' east longitude. The region consists of mainland of North Konkan and two large insular masses of Salsettle - Trombay and Mumbai separated by shallow creeks and tidal marshes. Map showing the current land use pattern of MMR is given in Figure 3.1. As seen in the figure, Greater Mumbai consists of the maximum built up area. Built-up and industrial areas have increased considerably in Vasai - Virar belt along the western corridor and at various towns along the Mumbai - Pune corridor. Environmentally sensitive locations in Greater Mumbai are mainly the coastal stretches, some of which have mangroves and the Sanjay Gandhi National Park of 103 sq. km. having dense forests. 3.2.2 Climate And Meteoroloav Mumbai has a mean elevation of 11 meters above sea level. The city experiences a tropical savanna climate with monthly humidity ranging between 57-87%. The annual average temperature is 25.3 0C rising to a maximum of 34.50C in June and a minimum of14.30C in January. Average annual precipitation is 2,078 millimeters with 34% falling in the month of July. The di *rsion of air pollution emissions in the region is influenced by wind conditions (direction and speed), mixing heights, stability of atmosphere, collectively termed as the Meteorology of Mumbai's airshed. Meteorological data is therefore essential to understand spatial-temporal distribution of pollutants. Meteorological stations of Indian Meteorological Department (IMD) are located at Santacruz and Colaba. The measurements include measurements of wind speed and direction, humidity and temperature and vertical temperature profile recorded by sending a balloon, two times a day. Table 3.1 provides an Analysis of Wind Pattern in Mumbai. 3-2 2 g dl, t-S g ahlvk2;:i a~ cc _t~~V - . X*>< r- ~~~~~~*frt~f~IX ,~ '-.... . . . I.. Project MumbaiUrbanTransport Environmental Consolidated Assessment Table 3.1 Analysis of Wind patterns in Mumbai Summer Monsoon Winter Pre-Noon Post-Noon Pre-Noon Post-Noon Pre-Noon Post-Noon North-South North-Westto South-West Again South- Direction is Startingwith changingto North-South andWest West and between North-West North-east are the West are the North and and staying Constant dominant dominant North-East on with higher Constant directionof directions directions. that moves speedsof 10 directionof North-Westin during graduallyto to 14 kmph North-Westin May. monsoon. North-East May. by noon. Lowestspeed is Wind speeds Wind Wind speeds Speeds low of 6 kmph and vary typically speeds are are between between6 range is between between6 to 10to 12 14 to 16 to 8 kmph 6 to 8 kmph 16 kmph kmph. kmph. increasing (fairly narrow from range) Peaks at 16 September In June, midnightto kmph and shows a turn between 12 to noon then in the 16 hrs, North- decreases directionto West is also North-West. dominant. September shows a turn in directionto North-West. I (Source: Final Report on Tasks I and 2: study for strengthening the Air Quality Monitoring Network Operatedby BMC prepared by EnvironmentalManagementCentre, Mumbai,November 2000.) Note: The directions mentioned indicate the direction from where the wind is blowing. 3.2.3 Ambient Air Quality 3.2.3.1 National Ambient Air Quality Standards Table 3.2 given below shows National Ambient Air Quality Standards (NAAQS) as notified by the Central Pollution Control Board. Pollutants concerned are sulphur dioxide, nitrogen oxides, carbon monoxide, suspended particulate matter, respirable particulate matter, for residential, industrial and sensitive area. 3-4 MumbaiUrban TransportProject ConsolidatedEnvironmentalAssessment Table 3.2 NationalAmbientAir QualityStandards Pollutants Time Concentration ambient in air Methodof Weighted Industrial Residential Sensitive measurement Average Area Rural & other Area areas 3 3 Sulphur Annual 80 pg/rn 60 jlm 15 - Improved West and Dioxide(SO) 2 Average* Geake Method 24 hours** 120 jg/mr 80 pg/mr 30 g/r - UltravioletFluorescence Oxides of Annual* 80 pg/m3 60 pg/mr 15 pg/mr - Jacob & Hochheiser Nitrogenas NO2 24 hours" 120gg/m 80 Lg/M 30 .gfm Modified (Na-Arsenite) Method - Gas Phase Chemilurninescence Suspended Annual* 350,Lg/mi 140gg/m3 70 Ag/M3 High Volume Sampling, Particulate 24 hours* 500Itg/ 3 200pg/mr 1 /m (Average flow rate not Matter (SPM) less than 1.1 m3/minute) 3 Respirable Annual* 120 pg/mr 60 pg/mr 50 gg/m Respirable particulate Particulate 24 hours** 150 Lg/m3 100 ug/rn 75 g/r mattersampler Matter (PM10) size lessthan 10 Pm) I 3 3 Lead (Pb) Annual* 1.0gg/m 0.75 pg/rn 0.50pg/M ASS Method after 3 24 hours** 1.5gg/m 1.00 pg/m 0.75 g/r sampling using EPM 2000 or equivalent Filter paper Carbon Annual* 5.0 mg/m 2.0 mg/ma 1.0 mg/m" Non dispersive infra red Monoxide(CO) 24 hours"* 10.0 mg/m 4.0 mg/m 2 mg/rn Spectroscopy Ammonia Annual* 100 pg/M3 100 pg/Mr 100 pg/r 3 24 hours** 400 pg/rn "g/r 400 400 pg/mr * Annual Arithmetic mean of minimum 104 measurements a year taken twice a week 24 hourly at in uniform interval. ** 24 hourly/ 8 hourly values should be met 98% of the time in a year. However, 2% of the time, it may exceed but on two consecutivedays. NOTE: 1. National Ambient Air Standards:The levels of air quality with an adequate margin of safety, to protectthe publichealth, vegetationand property. 2. Whenever and wherever two consecutive values exceed the limit specified above for the respective category, it would be considered adequate reason to institute regular/continuous monitoringand further investigations. 3-5 UrbanTransport Mumbai Project Environmental Consolidated Assessment 3.2.3.2 Primary Baseline Ambient Air Quality Monitoring AIC Watson consultants monitored baseline ambient air quality in 1996 at several locations in the 4 sub-regions of MMR (Island city, Eastern suburbs, Western suburbs and Rest of MMR), as a part of Sectoral Level (SLEA), Programmatic (PLEA) and Micro-level (MLEA) Environmental Assessments. The monitoring details are presented further given in Chapters 4 and 6. 3.2.3.3 Air Monitorinq By Municipal Corporation Of Greater Mumbai (MCGM) (A) Ambient Air Quality in Residential and Industrial Areas Major air pollution sources in Greater Mumbai are shown in Table 3.3: Table 3.3 Sectorwise Emission Load of Greater Mumbai Sources Percentage Contribution 1998-99 1999-2000 Domestic Sector 1.52 1.5 Industrial and commercial 37.15 36.77 sector Transport 61.33 61.73 Source: ESR of MCGM for respective years. With changing economic structure (declining manufacturing activities) and increasing number of motorized vehicles, transport sector has emerged as the major contributor of air pollution. This trend is likely to continue. MCGM monitors ambient air qL-'ity at various residential and industrial areas for S02, NOx, SPM and NH3 . MC' used to conduct ambient air monitoring at 18 monitoring sites spread all over B.LeaterMumbai till 1999. Figure 3.2(A) shows air- monitoring locations before year 1999. Each location was monitored at least once a week throughout the year for the above four pollutants. MCGM also publishes Environmental Status Reports for each financial year with statistics on various environmental parameters. In January 2000 the ambient air monitoring stations were reduced to 6 locations with sampling frequency of twice a week to meet regulatory requirements of national Ambient Air Quality Standards. Air Quality Trendsat SpecificLocations Monitoring results for the years 1998-99, 1999-2000 and 2000-01 were compared to 5 determine air quality trends in these years. As monitoring was done only at 6 locations in the year 2000-2001, only these locations are selected for this analysis. These air-monitoring locations are presented in Figure 3.2(B). 5 EnvironmentalStatus Reportof MCGMfor the years1997-98,98 -99 and 99-2000. 3-6 AA ~~~~~~~~~~~~~L 0 . 9 S// >i /, rV0. ~~~M3 S ~~~~~~~AVRIENT AIR OUALtITY _ _ _ _ ______.____ \ ) / Ml/ ____ ONITORING SlA110NS X$ g9¢2 & 10 0 01998 U 1999 02000 0 Annual Standard 3-15 Mumbai Urban TransportProject ConsolidatedEnvironmentalAssessment Fig. 3.5 Annual Trends of SPM in MCGM area 500 - 400- i 300 - .2 200 C) 100 0 C.) 0 >o9 0:0t% ,01998 *1999 02000 OAnnual Standard Fig. 3.6 Deviation of SO2 from Regional Mean 90 = Valuesof RegionalMean Khar c3 80 *Andheri E 70 O Borivali _OMaravali 50 40 so30 20 0 1997 1998 1999 2000 Year 3-16 Mumbai Project UrbanTransport Environmental Consolidated Assessment Fig. 3.7 Deviation of NOx from Regional Mean 70 - E 60- Mean Values Regional of 0 *S 50 .240 30 20 010 0 1997 1998 1999 2000 Year O Khar *Andheri OBorivali OMaravali Fig. 3.8 Deviation of SPM From Regional Mean Regional Mean |500 E g 400- C 300 0 200 ~1 00 C. 0 0,c I :f 1997 1998 1999 2000 Year OKhar *Andheri o Borivali OMaravali 3-17 Project MumbaiUrbanTransport Environmental Consolidated Assessment Fig. 3.9 Trend Of Pollutants Over The Years 400 - 350 t_ _ 300 *, 250 .° 200 c 150 o 100 50 _ _ so 0 1978 1980 1982 1984 1986 1988 1990 1998 2000 -- SPM +-N02 + S02 Years Fig.3.10 AnnualTrends of Air Pollutants at Kalbadevi E 350 250 0 300 200 ,19 f_ _ / 150 _ (D 100 0 5Q 0 1992 1993 1994 1995 1996 1997 1998 1999 2000 --S02 ----NOx & -iSPM -- PMI0 3-18 Mumbai Project UrbanTransport Environmental Consolidated Assessment Fig. 3.11 Annual Trends of Air Pollutants at Parel , 300 - E t- 250- 200- 150 c 100 50 = 0 Ooso - 41 1992 1993 1994 1995 1996 1997 1998 1999 2000 A S02 A NOx A SPM + PM10 Fig. 3.12Annual Trends of Air Pollutants at Bandra 450 400 350 E 300 250 200 .0 150 I 100 O0 0 . __ L _ 0 1992 1994 1995 1996 1997 1998 1999 2000 +s--S02 A NOx A SPM +A PM10 3-19 Mumbai Urban TransportProject ConsolidatedEnvironmentalAssessment 3.2.4 NoiseQuality Increasingpopulation traffic densitieshave led to increased and levelsof noise. Noiseis the resultof a number activities of suchas roadtraffic,aircraft,railways and and industrial commercial Noisedue to traffic (including activities. hawkers)is the predominant source of irritation. Noiseon account publicprocessions, of marriage festivals, parties,political meetings andsuchotheractivities alsosubstantial. is Public places like railway platforms, bus terminals and even airport terminals are also excessively noisy. Auto rickshaws, two wheelers and many diesel vehicles generate high noise levels. The range of noise levels observed in Mumbai in the years 1997 -99 are represented in Table 3.9. Table 3.9 Ambient Noise Quality AREA Noise levels(dB) In Mumbai C.P.C.B. Standards 1997 1998 1999 Day dB/A Night dB/A Residential 55 - 85 57 - 82 46 - 113 55 45 Commercial 62 - 86 72- 80 58 - 113 65 55 Traffic near Industrial Area 70 - 88 72 - 88 70 - 103 75 70 Airport area 92 - 94 78 - 90 86 - 103 65 55 Silence zone - 54 - 60 48 - 85 50 40 Source: ESR of MCGM, 1997-98to 1999-2000 Noise levels in Mumbai were observed to exceed the CPCB ambient noise standards. 3-20 Mumbai Project UrbanTransport Assessment Environmental 3.2.5 EcologicalStatus CoastalAreas The environmentallysensitive locations in Greater Mumbai are mainly the coastal stretches,some of which have mangroves and the SanjayGandhiNationalPark havingdenseforests. Wetlands Mangroves and Mumbai's exhibits coastline natural beautiful mangrove The vegetation. floraconsists of Bruguiera,Excoecaria candiria,Sonociasps.and Sonneratia Rhizophora apetala, mucronataand Avicinia apatala.Avicinia apatalais commonly availablearound Thane,Diwa,MahimCreekandThaneCreek. CRZ Regulations, 1991providefor of protection mangroves.As requiredby the CRZRegulation, 1991,CoastalZone Management Plan (CZMP)for GreaterMumbaihas been preparedby GoM and approved MoEF. TheCoastal by Regulation Zones(I, II and l1l) shownin Figure are 3.13.7 Forestsand Wildlife As per the sanctionedRegionalPlanfor Mumbai RegionArea (1996- Metropolitan 2011)the totalforestarea is 1090.62 sq.km,whichis 25.75% the totallandarea. of as Theareacan be classified givenbelow: Theseforestresources underpressure to illicitfellingof trees,encroachment are due for agriculture fuel purposes. National and The Parksand Sanctuaries locatedin the MMR are listedin Table 3.10. The coastalwet lands,forestsand naturalreservesin MMRare shownin Figure 3.14. 7 CRZ I - a) Areas that are ecologicallysensitiveand important;b)Areabetweenthe LowTide Line and High Tide Line. CRZ II - The areas where buildingsand infrastructurehave already been developed. CRZ IlIlAreas that are relativelyundisturbedand thosewhich do not belongto either category I and 11. 3-21 MumbaiUrbanTransportProject Assessment Environmental Consolidated FIGURE3.13 COASTALREGULATIONMAP PLAN FOR COASTALZONEMANAGEMENT GREATERMUMBAI 1r_ ~~~~~~~~~~~~~~~~IETAIDD DAODOP,IOEEOA'AOAEDREOOD. D,D?IRAP >,.,~~~~~~~~~~~EDAOEIODO.WAEtM.MRROD- RDDIDMMM 2500 SCALE:I1: F D D _ D S RA.S UrbanTransport Mumbai Project Consolidated Assessment Environmental FIGURE3.14 COASTALWETLANDS,FORESTS& NATURAL MUMBAI URBAN TRANSPORTPROJECT ENVIRONMENTALASSESSMENT RESERVES 23 Project MumbaiUrbanTransport Assessment Environmental Table 3.10 Detailsof the Natural Reserves Nameof the National Areain District Wildlife Principal Park/Wildlife/Sanctuary/ sq.km GameReserve SanjayGandhiNational 103.09 Greater Nearly mammals 43 to belonging 8 natural Park,Borivali Mumbai are ordersand 17families reported and Thane in the Animalspecies thispark include following eightendangered viz, species, Panther, Rusty cat, spotted Junglecat,Jackal,SmallIndian civet,common Palmcivet,fourhorned Antelope andMouse deer. Parkhasvegetation typesranging from mangroveforeststo semi-evergreen forests various whichcontains economical, medicinal aromatic ornamental and plantspecies The Kanhericaves,locatedwithinthe parkare of value. higharchaeological Karnala Sanctuary Bird 4.48 Raigad has TheSanctuary southern tropicaldeciduous vegetation for Known 150different of species birdslike spotteddove,blackwingedkite,tailorbirds, whitebacked etc. Vulture, MahimNaturePark 0.15 Greater of birdsvisitevery About40 varieties migratory Mumbai season. 3.2.6 Socio-EconomicCharacteristics The report on Regional Plan for Mumbai MetropolitanRegion, 1996- 2011, based on a multi purpose householdsurvey carried out in 1990, presents the following socio economic characteristicsof the populationof MMR: Demographicand Socio-EconomicProfileof MMR The average household size in Urban MMR is 5.1 with a sex ratio of about 880 females per 1,000 males. About 60% of householdshave between4 and 5 members while about 20% are single member households. Navi Mumbai has the lowest average householdsize of 4.3. Mother tongue of nearly 50% of the households is Marathi followed by Gujarati (15%), Hindi (9%) and Urdu (6%). Western suburbs of Mumbai display a highly cosmopolitannature. About 46% of the households are migrants. Of these, about 20% have settled in Mumbai during the past 10 years. Migrantswith their origins in rural areas constitute about 65%. About 57% of the migrants are from outside Maharashtra. 3-24 UrbanTransport Mumbai Project Assessment Environmental Unemploymentis not a serious problem. Only about 5% of the total work force are on the lookout for employment. The average number of earners per household is the 1.7. Amongall households averageincomeis Rs.2, 600 per month. Assuminga monthly income of Rs.1, 000 as the povertylevel, about 23% of the householdsare in this categoryagainst 7% who havean incomeof over Rs.5,000 per month. Health The environmentalhealthstatus of GreaterMumbaiis largely affectedby the fact that half of its populationlives in slum colonies or pavements.Slum dwellers suffer from the exposure to air pollutionin form of smoke, foul smells from municipal garbage & dumping grounds,traffic pollutionand noise pollution.It is observedthat majority of the slum and pavement dwellers are susceptibleto diarrhoea, dysentery,typhoid, jaundice,colds and coughs,flu, bronchitisand asthma. The health status of the general public has also been reported to be affected in industrialand congestedtraffic areas of Mumbai.Notableamong these is Chembur area with heavy industries.Malaria is perceivedas a major health-relatedproblem. As regards other ailments, Gastro-intestinal disorder, pregnancy related and as respiratoryproblemsare acknowledged the more commonones. The causes for the health problems are attributed to open drains mosquito menace and to air pollution. Accumulatedgarbage is also perceivedas an importantfactor leading to poor health. Studies in Mumbai have shown that effect of gases and particulate matter from vehicles and industriesis manifestedin the respiratorydiseases in the people either working in or stayingnearthe sourceof pollution. of Socio-EconomicCharacteristics PAHs MMRDA has prepareda ResettlementAction Plan (RAP) for the PAHs to alleviate the adverse social impacts associatedwith the implementation MUTP. In MUTP of about 19000familiesare likelyto be affectedand will requiresettlement. Out of the total number of 19228 PAHs, baselinesurvey in case of eight subprojects involving 15267 PAHs has been completed. For the remaining sub projects the survey work is in progress. From the availabledata the principal characteristicsof the PAHs can be deducedas follows: * More than 99% of the PAHs are squattersand do not have any tenurial rights of the land they occupy. Less than 1% of PAHs are legal owners or tenants of the land or buildingsthey occupy. * The monthly mean householdincome is Rs.2943,which is 1.8 times the official poverty line for the urban household, 35% of the households are below the povertyline. 3-25 Mumbai Project UrbanTransport Environmental Assessment * The average householdsize is 4.06. Nearly 13% of the householdsare women- headed. The percentageof workers to total populationis 36%. Out of the total workers, a third are self-employed and a sixth are engagedas casual labour. * Most of the squatter settlements have drinking water through stand posts, sanitation facilities are by way of communitytoilets but inadequate in numbers. The maintenanceof these facilitiesis poor. Lack of storm water drainagesubjects some of these settlementsto flooding during monsoon. Collectionof solid waste is not satisfactory. Settlementsnear railway suffer noise pollution and pose a threat to the lives of the residentsand to the safe passageof trains. Generallythe standardsof healthand hygieneleave muchto be desired. * Less than 2% of the PAH belongto the Sc8heduleTribes. However,that itself is not an indication of their being 'indigenous people". Though they might have originally belongedto tribal communitiesin the distant past, as of now they are integrated with the city life and do not have their traditional habitat or follow traditionalways of life. The social impact of the project on such people would therefore be similar to other PAH's. In any case there is general reluctanceto reveal the caste or tribe during surveysand data on tribal origins of PAH's has not been includedthe baselinesocio-economic surveys. Additional details of demographic, social, economic and environmental characteristicsbased on the baselinesurvey of 11760 PAHs (out of which 10493 are residenthouseholds) carried out so far are given in Appendix 3.1. 3-26 SECTORAL ENVIRONMENTAL ASSESSMENT Mumbai Project UrbanTransport Consolidated Assessment Environmental CHAPTER4. ASSESSMENT SECTORALENVIRONMENTAL 4.1 BACKGROUND MMRDA during 1993 to 1996 undertook preparationof the Regional Plan for MMR 1996-2011.On completionof public consultationGoM has approved this Regional Plan in 1999.' The Regional Plan after carrying out the necessary analysis of the economic and demographictrends has arrived at the forecast of population and employmentfor the MMR.These are given in Table4.1 below. ('000) Table4.1 MMR:Populationand Employment Sub Region 1991 2001 2011 Growth Rate % Population 91-01 01-11 Island City 3175 3000 2825 -0.57 -0.60 Western Suburbs 3948 4930 5910 2.25 1.83 EasternSuburbs 2803 3500 4196 2.25 1.83 Greater Mumbai 9926 11430 12931 1.42 1.24 Rest of MMR 4608 7056 9510 4.35 3.03 MMR - Total 14534 18486 22441 2.43 1.96 Employment Island City 1349 1320 1271 -0.21 -0.38 WesternSuburbs 638 863 1241 3.06 3.71 EasternSuburbs 438 612 881 3.40 3.71 GreaterMumbai 2425 2795 3393 1.43 1.95 Rest of MMR 798 1344 2040 5.35 4.26 MMR - Total 3223 4139 5433 2.53 2.76 The populationof Greater Mumbaiaccordingto Census2001 is 11,914,398.This is indicativeof the fact that estimatesof the Regional Plan are likely to be reasonably accurate. The Regional Plan also providesthe estimatesof private vehicle ownership,which would in turn define the modal compositionof the travel demand.These estimates are given in Table 4.2. Planfor Mumbai Regional Region Metropolitan MMRDA, 1996-2011, 1996 4-1 MumbaiUrban TransportProject Consolidated Assessment Environmental Table 4.2 MMR PrivateVehicle Ownership SubRegion 1991 2011 (Low .2011 (High ____________________(Actual) Estimates) Estimates) No of PrivateVehicles GreaterMumbai 506959 943676 1214220 Rest of MMR 128213 412822 451115 MMR 635172 1356498 1665335 Vehicles/1000population Greater Mumbai 51.1 67.4 86.7 Rest of MMR 28.5 50.3 55.0 MMR 44.0 61.1 75.0 Private vehicles are thus expected to grow at a rate of 4.95 percent per annum as against the populationgrowthrate of 2.19 per cent per annum. The Regional Plan provides a growth managementframework covering following sectors. * IndustrialGrowth * Office Location * Shelter * Urban Land * Water ResourceDevelopment . Transport 2 * Environment * Control. Land use and Development TRANSPORTSTRATEGY(CTS) 4.2 COMPREHENSIVE Concurrentlywith the preparationof Regional Plan, MMRDA undertook preparation of Comprehensive 3 TransportStrategy(CTS) that formed an importantcomponent of the Regional Plan. The methodologyfollowed for formulation of CTS is depicted in flow chart given Figure4.1. Some of the salientfindingsof the CTS are describedbelow. Travel Demand The peak period travel demand as observed during the surveys carried out for the CTS in 1993 and its forecastfor 2011 is given in Table 4.3 2 Based on the outcomeof the studies carried out underthe World Bank assistedMetropolitanEnvironment ImprovementProgram. 3Comprehensive Transport Strategyfor BombayMetropolitanRegion,Final Report,WS Atkins Internationalin associationwith KirloskarConsultantsLimitedand OperationsResearchGroup,July 1994. 4-2 Mumbai Urban TransportProject EnvironmentalAssessment Consolidated Table4.3 PeakPeriodTravel Demand 1993 Percent 2011 Percent Total Trips 2154860 3260431 PublicTransport 1893751 88% 2770691 85% Private Vehicles 148167 7% 289516 9% Taxi and Auto Rickshaw 112942 5% 200224 6% AverageTrip Length(km) . PublicTransport(Average) 15.06 - 12.36 - * Bus 4.67 - 4.67 . Rail 22.15 - 17.72 * PrivateVehicles 14.17 - 12.10 * Taxi 5.77 - 3.99 The total peak period travel demand is estimated to grow by 51% over 18 years period from 1993 to 2011.Theshare of trips by publictransportwould decreasefrom 88% to 85 %. Althoughthe share of privatetrips would marginallyincreaseby 3 %, in absolute numbers private trips would increase by 87% ( from 2,61,109 in 1993 to 4,89,740 in 2011). The average trip lengths are likely to decrease on account of emerging pattern of dispersed employmentdistribution. Substantially longer trips along with significant share in total trips are a clear indicator of significant role of suburbanrail transport in meetingthe travel demand. 4-3 Mumbai UrbanTransport Project Consolidated Assessment Environmental FIGURE 4.1 METHODOLOGY FOLLOWED FOR FORMULATION OF CTS P Surveys of Travel o Demand and Travel Behavior f Validation of a Mathematical Model Population and Prediction of Forecast of Employment t Travel Demand for .Income and Distribution for _P 2011 Vehicle Ownership 201 1 from Regional Plan Identifying altemative strategies to meet the Travel Demand e.g. Public Transport vs. Private Transport Evaluating the an. natives with reference to . Economic Analysis * Financial Sustainability * Environmental Impact * Social (Resettlement Impact) Translating the preferred alternative into a medium and long-term investment program. 4-4 UrbanTransport Mumbai Project Environmental Consolidated Assessment 4.3 SECTORALSTRATEGYOPTIONS In order to meet the projected travel demand the CTS identified the three strategic options. To facilitate comparison with the base level a "Do minimum" option was also identified. (Instead of a commonly used "Do Nothing " option". These four options as identified by the CTS are as follows: * Do Minimum: This option contained all the committed railway and road projects as envisaged in 1993. . Public Transport: In addition to all the committed projects of 'Do Minimum' option, this option contained many railway projects to increase the capacity of rail transport. * Public Transportation with Demand Management: The option contained all the projects of 'Public Transport ' option and demand management measures such as, cordon pricing and parking control in the Island City. * Road Investment: In this option, the emphasis was laid on road projects, which are expected to encourage private vehicle trips. The option also included all the committed projects in "Do Minimum' option. Mumbai has had a series of transport planning exercises from 1962. Each one of these had proposed a number of projects, providing a long list of discrete projects. Many of these have not been implemented mainly on account of paucity of resources. The CTS has therefore divided and regrouped these projects to represent the above strategies. These are described below in further details. 4.3.1 Do Minimum or Minimum Intervention This option includes rail and road projects, which were underway, or the committed projects. (Refer Table 4.4.) The road projects were expected to relieve immediate pressure on highly congested road sections. Amongst rail projects it includes establishment of the MTP rail line to Belapur and its extension to Panvel in Navi Mumbai and new rail lines viz. Belapur to Uran and Vashi to Kalva. Table 4.4 Projects under Do Minimum Option Sr. No. Projects Location Geographic _ _ _ j __ _ _ _ _ ___ _ Zone ROAD PROJECTS 1 to ROB at Mahimlconnection SB Marg Mahim Island City 2 Flyoverat Dadaron SB Marg Dadar Island City 3 Jogeshwari- Vikhrolilink Jogeshwari & Western/Eastern Vikhroli Suburbs 4 Juhu Tara Roadwidening Juhu WesternSuburbs 5 Improvements to all roads currently of poor quality 4-5 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment Sr. No. Projects Location Geographic Zone 6 New Mumbairoad improvements New Mumbai Rest of MMR 7 Dadar W Gyratory* Dadar Island City 8 ROB at Jogeshwari in lieu of L.C.No. 25* Jogeshwari Western Suburbs RAILWAY PROJECTS 9 Belapur - Panvel line New Mumbai Rest of MMR 10 Vashi - Turbhe - KaNwafor passenger services New Mumbai/ Rest of MMR Kalwa 11 Belapur- Uran New Mumbai I Rest of MMR Note: Projects at Sr.No. 3, 7 and 8 though includedin the 'Do Minimum"option in CTS these have not yet been completedand are includedin the MUTP'sinvestmentprogram. 4.3.2 Public Transport or Rail Investment Option This option includes the projects of 'Do Minimum' and investment to increase capacities of both the Western and Central Railways through various service enhancement measures and by constructing new rail corridors. These measures are as follows: * Remodelling of trains from 9 to 12 car rakes to increase passenger carrying capacity, * Construction of Road Over Bridges (ROBs) on both Western and Central Railways to avoid interruptions due to level crossings, and thus to reduce headway time. * Enhancement of signaling and power supply, * Capacity enhancement by adding 5th rail link between Santacruz - Borivali and 2 lines between Borivali - Virar, * New semi terminus facilities at Bandra to allow reversing of trains to cater to Bandra Kurla Complex, and construction of high-level terminus at Bandra. * Bandra-Kurla Railway * Construction of new rail corridor between Wadala and Fort * Addition of rail corridors to existing lines between Kurla Bhandup and Andheri - Goregaon. * Improvement of stations for the accommodation of longer trains and better passenger circulation, and * Re-engineering of cars (for more standing capacity) and increase in rolling stock. 4-6 UrbanTransport Mumbai Project Environmental Consolidated Assessment 4.3.3 Public Transport + Demand Management It would not be possible to commensurately increase the road and parking capacity particularly in the Island City, with the increasing ownership of private. In addition to investment in Public Transport, it would therefore be imperative to manage (restrain) the travel demand by private vehicles in the Island City. The demand management measures for Island City identified in CTS study are briefly presented here. Parking Control: Parking fee is proposed to be levied for kerbside parking as well as for parking throughout CBD from Colaba in South to Marine Lines and Phule Market in North. Regulatory measures are recommended to eliminate double and triple row parking. CordonPricina: Daily cordon charges at South Island cordons are expected to reduce traffic to Island City. Enhancement of Bus Service: Cordon pricing and parking control measures would be successful in reducing private vehicle trips to Island City, only if acceptable alternative public transportation modes are available. Enhancement of bus service in both quantity and quality was seen as critical to attract private vehicle owners to use the public transport system. A fleet of air-conditioned buses at prices competitive to the Cordon is suggested. The road and rail projects under this option are shown under Table 4.5 TABLE 4.5 PROJECTS UNDER PUBLIC TRANSPORT OPTION No. I Projects Location Geographic Zone ROAD PROJECTS 1 to ROB at Mahim/connection SB Marg Mahim Island City 2 Flyoverat Dadar on SB Marg Dadar Island City 3 Jogeshwari - Vikhroli link road Jogeshwari & Western/Eastern Vikhroli Suburbsl 4 Juhu Tara Roadwidening Juhu Westem Suburbs 5 to Improvements all roads currentlyof poorquality 6 New Mumbairoad improvements New Mumbai Rest of MMR 7 Dadar W Gyratory Dadar Island City 8 ROB at Jogeshwari in lieu of L.C.No.25 Jogeshwari Westem Suburbs 4-7 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment No. I Projects Location Geographic Zone RAILWAY PROJECTS 9 Quadrupling Borivali - Virar Borivali- Virar Western Suburbs/ Rest of MMR 10- 5 line Santacruz- Borivali Santacruz to Westem Suburbs Borivali 11 supply strengthening ResignallinglPower Andheri - Andheri to Westem Suburbs Borvali Borvali 12 ROB at Vile Parle in lieu of L.C. No. 21 Vile Parle Westem Suburbs 13 ROB at Jogeshwariin lieu of L.C. No. 26 &27 Jogeshwari Westem Suburbs 14 ROB at Kandivaliin lieu of L.C. No. 31 Kandivali Westem Suburbs 15 j ROB at Borivaliin lieu of L.C. No. 33 Borvali Westem Suburbs 16 ROB at Dahisarin lieu of L.C. No. 34 Dahisar Westem Suburbs 17 ROB at Mira road - Bhayanderin lieu of L.C. No. road to Rest of MMR 35 . yander 18 ROB at Naigaonin lieu of L.C. No. 36 Naigaon Rest of MMR 19 in ROB at Nalasopara lieu of L.C. No. 38 Nalasopara Rest of MMR 20 ROB at Virar in lieu of L.C. No. 40 Virar Rest of MMR 21 ROB at Chunabhattiin lieu of L.C. No. 1 Chunabhatti EastemSuburbs 22 ROB at Kurla Kurla Eastem Suburbs 23 ROB at Vikhroli in lieu of L.C. No. 14 Vikhroli Eastern Suburbs 24 ROB at Netivali Netivali Rest of MMR 25 ROB at Katai Katai Rest of MMR 26 Bandra- Kurla (H.L. Terminusat Bandra)link Bandrato Kurla Westem/Eastem Suburbs 27 QuadruplingMankhurd-Kurla Kurla to Eastern Suburbs/ Mankhurd Rest of MMR 28 area New semi terminusat Mankhurd/Thane Mankhurd/Thane Rest of MMR 29 Resignalling / Power supply - strengthening Harbour - I 30 6th CorridorWadala- Fort Market Fort- Wadala Island City 31 6th Corridor Kurla - Bhandup Kuria - Bhandup EasternSuburbs 32 6th CorridorAndheri - Goregaon Andher - Western Suburbs Gorec; 33 Grade Separation6th Corridor/5thlaneat Bandra- Bandr. ahim Island City/ Mahim Western Suburbs 34 Belapur - Panvel line New Mumbai Rest of MMR 4-8 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment No. Projects Location GeographicZone 35 Vashi - Turbhe - Katwa for passenger services New Mumbail Rest of MMR Kalwa 36 Belapur- Uran New Mumbai Rest of MMR 37 DivaJct.- Vasai road Diva- Vasai Rest of MMR at Note:Projects Sr.No2,14,34 havebeencompleted 4.3.4 Road Investment The focus in this option is on improvingthe road carryingcapacity of the region by taking up moderateroad investmentprojects,in additionto the road and rail projects included in the 'Do Minimum'option. The major road projects proposed under this option include Bhiwandi - Kalyan, Kalyan - Shil, Thane - Ghodbunder, Anik- Panjarpole, Panvel By-pass, Mahape - Shil, Kalwa - Dighe and Santacruz - Chembur link, Nalasopara - Bhiwandi link, Panvel - Kalyan link, Vasai - Virar NH8 connector, Eastern Freeway and Western Relief Road Completion. The list of projects to be undertakenunderthis investmentoption is given in Table 4.6. TABLE 4.6 PROJECTSUNDERROAD INVESTMENTOPTION No. Projects Location GeographicZone ROADPROJECTS 1 to SB ROBat Mahim/connection Marg Mahim IslandCity 2 at on Flyover Dadar SBMarg Dadar IslandCity 3 Jogeshwari- Vikhrolilink road Jogeshwari & Westem/Eastem Vikhroli Suburbs 4 JuhuTaraRoadwidening Juhu WestemSuburbs 5 to Improvements all roadscurrentlyof poor quality 6 New Mumbairoad improvements New Mumbai Rest of MMR 7 Dadar W Gyratory Dadar Island City 8 ROB at Jogeshwariin lieu of L.C.No.25 Jogeshwari Westem Suburbs 9 Bhiwandi- Kalyan Bhiwandito Kalyan Rest of MMR 10 Kalyan- Shil Kalyanto Shil Rest of MMR 11 KalwaBridge doubling Kalwa Rest of MMR 12 Thane -Ghodbunder Thane to Rest of MMR Ghodbunder 13 Anik - Panjarpole+ Link road Anik to Panjarpole Island City/ & Sion to Chembur EasternSuburbs 14 Panvel By-pass Panvel Rest of MMR 15 Mahape- Shil Mahapeto Shil Rest of MMR 4-9 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment No. Projects Location GeographicZone 16 Kalwa Dighe - to Kalwa Dighe Restof MMR 17 West Relief road completion Bandrato Dahisar Westem Suburbs 18 - Santacruz Chemburlink Santacruz to Westem/Eastem Chembur Suburbs 19 Nalasopara Bhiwandi - Nalasopara to Rest of MMR Bhiwandi 20 EasternFreewayExt. Island City, Eastem Suburbs & Rest of MMR 21 Panvel to Kalyan Panvelto Kalyan Rest of MMR 22 W to NH8 Connector Vasai to Virar Rest of MMR 23 Airoli Bridge Airoli Rest of MMR 24 Bandra-Worlibridge Bandrato Worli lslandMhestem Suburbs Note: Projects at Sr. No. 11,12 and 23 have been completedand projects at Sr.No. 14 and 24 are under construction. Preferred Option The CTS evaluated these options on the basis economic analysis. ancial sustainability, environmentaland social (resettlement)impacts and reco:mMended Pubic Transport + Demand ManagementIN THE Island City as the most preferred strategic option. 4.4 ENVIRONMENTALASSESSMENT CTS included environmentalassessmentof strategic options in a limited way by consideringvehicular emission loads associaredwith each option. It did not include environmentalimpact assessmentof individualprojects and the associated EMPs. It was therefore necessaryto undertakeenvironmentalassessment at the sector as well as project level accordingto the OP 4.01 of the World Bank. MMRDA undertook and completedsuch an exercisethrough consultantsin 1998. 4.5 ASSESSMENT SECTORALLEVEL ENVIRONMENTAL At sectoral level, environmentalimpactsare seen as arising due to sectoral policies, programs,operations and regulations.Sectoral Environmental Assessment(SLEA) 4 refers to the assessmentof environmentalimpactsdue to transportationsector as a whole. Thus, it includes the environmentalimpacts due to physical transportation activities (transportationthrough road and rail), governmentpoliciesand other traffic 4SectoralLevel EnvironmentalAssessmentof MUTP - II by AIC Watson ConsultantsLtd., March 1998 4-10 UrbanTransport Mumbai Project Environmental Consolidated Assessment management measures. The impacts are synergetic in the sense, that impacts due to each of the above factors cannot be seen or estimated in isolation. SLEA is carried out for the four strategic transport options for MMR described in the previous section. For the purpose of environmental analysis, MMR was divided into four sub regions - Island City, Western Suburbs, Eastern Suburbs and the Rest of MMR -- to assess environmental impacts of transport options with respect to each sub region. The Island City There is practically no land available for future development in the city except for the Mumbai Port Trust land holdings and areas of wholesale markets and textile mills. The development of these patches of land for commercial and residential uses would require further improvement of service infrastructure, including that of transportation, which is already under strain. This development is envisaged mainly in the eastern part of Island City and is likely to be biased toward commercial sector due to high land prices. The eastern road corridors being already congested because of commercial goods traffic to and from the port, the Central Railways would experience the burden of transportation due to further development of the area. The economic characteristics of the city are also changing from the manufacturing to service sector, which will manifest into change in the nature of employment from blue collar to white collar jobs. In 1980 -90 decade has shown decline in the population of Island City. The developments of the port land holding may arrest this decline by making land available for the redistribution of residential population in the city or by arresting out - migration as a result of increased employment opportunities due to the economic regeneration of the city. Suburbs There is potential for infill in the northem suburbs due to which this sub - area may see increase in population density. Moreover, MMRDA's plan to develop Bandra Kurla / Mahim Creek area into a commercial complex is likely to create about 150,000 jobs. Apart from other land development benefits, the development of this commercial complex is expected to reduce vehicle trips between the Island City and suburbs. Rest of MMR The towns along the northern extension of Western railway viz. Mira, Bhayander, Vasai, Nallasopara, Navghar, Manikpur and Virar have essentially grown due to easy access to Mumbai by suburban rail corridor. Industrial development has taken place in North - Eastern extension of Central Railway in the towns of Thane, Kalyan and 4-11 UrbanTransport Mumbai Project Environmental Consolidated Assessment Ulhasnagar. There is possibility of improving rail capacity to these areas. As a result, steady growth is expected in this region. The constraints restricting the growth of New Mumbai are expected to be overcome with the completion of the MTP rail line to Belapur and its planned extension to Panvel. Water supply in the area is adequate. The relocation of wholesale market to the area, which is underway, is likely to generate more economic activity in this are. The area has shown increase in the pace of growth during the past few years. The land use in the remaining parts of MMR is primarily agriculture. In this sub region, Alibag I Pen and areas along the railway corridor from Neral to Khopoli are likely to grow. There is already a fertilizer plant in Alibag, which is likely to expand. Some more industries may come to the area, as a result of which employment in the region may increase. Apart from the sectoral environmental impacts, the individual sub-projects would have localized environmental impacts. For this purpose detailed Micro-level Environmental Assessment (MLEA) of major individual schemes and for groups of similar projects programmatic level environmental assessment of generic sub- projects (PLEA) was carried out. The remainder of this chapter describes the following: * SLEA Methodology * Environmental Evaluation of Sectoral Strategic Options * Environmental Impacts of Flyovers - Sectoral perspective 4.6 SLEA METHODOLOGY Brief SLEA methodology of various parameters is given below in the concerned sections. Detailed methodology used for SEA is given in Section 3 of Sectoral Level Environmental Assessment Report of MUTP, March 1998 prepared by Montgomery Watson Consultants Ltd. and is attached as Appendix 4.1. The four environmental components used for SLEA were: * Air quality * Noise * Ecological . Social * In addition Transport Service Indicators are also used. Air quality and noise are the main environmental components that will be impacted by transportation. Since the implementation of individual investment schemes under each transport option could give rise to ecological and social impacts (particularly 4-12 UrbanTransport Mumbai Project Environmental Consolidated Assessment those related to relocation and rehabilitation of displaced people), these impacts are also considered in the assessment to identify mitigation measures to be taken up at sectoral / policy level. A number of indicators / indices are identified to estimate the impacts on the above four environmental components. In addition, congestion and overcrowding are also transport-related factors that directly affect the passengers' health. These are also captured through appropriate indicators. Table 4.7 lists the indicators that were used for SLEA. Table 4.7 Environmental Impact lndicatorsmlndicesUsed in SEA Environmental Index Description Air Quality CO concentrationin mg/NM" AmbientCO conc.due to transportoption 3 S02 concentrationin gg/NM AmbientS02 conc. due to transportoption 3 NOx concentrationin l.igINM AmbientNOx conc. due to transportoption in Pb concentration .Lg/NMW Ambient Pb conc. due to transport option. Since unleaded petrolhas been introducedthis index is no longervalid. PM Oconcentration gg/NM3 1 in AmbientPM conc. due to transportoption 10 Noise Traffic Noise Index (Day) - TNI % of length of road links exceeding daytime standard (day) weightedby populationwith 150 m of the curb Traffic Noise Index (Night) - TNI % of lengthof road linksexceedingnighttimestandard (night) Ecology Ecological Impactindicator(NaturalWeighted total area of road/rail alignment intercepted by system)El-1 natural ecological system classified into different categories accordingto their importance Ecological Impact indicator (Man- Weightedtotal area of road/railalignmentinterceptedby man- made system)EI-2 made natural systems classified into different categories accordingto their importance Social- R&R impacts Numberof displacedhouseholds Service Indices Traffic efficiency Index Index reflecting efficiency in terms of speed and fuel consumption TrafficcongestionIndex % of link lengths in the sub-regions exceeding the Volume /Capacity ratio RailwaycrowdingIndex Link lengthweightedVolume/ CapacityRatio 4-13 UrbanTransport Mumbai Project Environmental Consolidated Assessment 4.7 ENVIRONMENTAL EVALUATION OF SECTORAL STRATEGIC OPTIONS 4.7.1 Air Quality Impacts The following methodology was used for Air quality impact analysis: * Determining baseline air quality (reflecting air pollution resulting from the base year traffic level) of the sub regions * Estimating vehicular emissions in each sub-regior for each option/alternative for 2011 * Simulating dispersion of the vehicular pollutants to estimate resulting ambient concentration increments for each sub-region and option for the year 2011 * Assessing impacts of the estimated concentration increments on various stakeholders or target groups by using value function curves for the above pollutants. (These curves provide a relationship between ambient pollutant concentrations and the resulting impacts on human health and the environment). The methodology is summarized in Figure 4.2 Baseline Air Quality The baseline or base year air quality of the four sub-regions and MMR as a whole is used to assess change in the air quality due to transportation alternatives for the horizon year 2011. For determining baseline air quality of the 4 sub regions, the sub regions were divided into square grids. Air pollution monitoring was carried out in 1995 at various locations in each sub region for 3 or more days. The monitored pollutant concentration values are used to estimate baseline concentrations at the centre of each grid by using the inverse square weighted interpolation technique. The estimated pollutant concentration values in a grid were then used to determine quality index for each pollutant (CO, NOx,SO 2 , PM and Pb) using value function 10 curves to represent its potential air quality impacts. Quality index values vary from 0 to 1. The baseline values are given in Table 4.8 below. 4-14 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment Table4.8 Comparisonof Optionsbasedon AbsoluteValues of Air Pollutants Region Parameters Base Do Public Public Road year Minimum Transport Transport Investment (1996) + Demand Manage- ment Island City CO(mg/Nm) 4.33 1.16 1.16 0.7 1.04 S02(pg/NM3) 49.72 53.02 53.38 34.01 44.23 (~ig/Nrn) 22.56 X XNOx 8.55 8.65 4.65 8.55 Lead(.ig/Nm3) 0.53 0.00 0.00 0.00 0.00 PM1o(pg/Nm3) 1219.21 1157.86 1123.01 713.35 1011.2 Western CO(mg/Nma) 17.1 6.30 4.73 6.61 10.63 Suburbs I 3 S02gMSO )Nm 24.61 36.12 34.56 37.54 56.79 NOx (gNm) 26.87 13.18 12.48 13.72 20.97 Lead( g/Nm3) 0.35 0.00 0.00 0.00 0.00 PM10(4ig/Nm3) 803.44 1146.23 1072.62 1191.66 1834.2 Eastern CO(mg/Nma) 17.57 4.45 4.99 4.49 13.70 Suburbs 3 SO ( /Nm ) 34.28 40.83 44.46 41.44 103.47 _NO)(pg/Nm') 37.34 16.72 17.53 17.07 42.98 Lead(ig/Nm3) 0.32 0.00 0.00 0.00 0.00 PM10 (4ig/NNm) 964.36 1134.88 1133.92 1194.26 2993.3 Rest of CO(mg/Nmj) 0.2 0.08 0.07 0.07 0.08 MMR SO (ig/Nm 3) 2 11.78 17.08 17.17 14.37 18.41 __NOx (_g_Nm_3) 8.23 4.75 4.58 3.91 4.79 Lead(g/Nm3) 0.36 0.00 0.00 0.00 0.00 PM10(Itg/Nm3) 214.16 509.52 292.95 244.54 312.81 4-15 Mumbai Urban TransportProject Consolidated Environmental Assessment FIGURE4.2 AIR QUALITY ASSESSMENTMETHODOLOGY Baseline Air Quality/ Vehicular Vehicular Emission for Year 2011 Emission for Base Year Estimating vehicular emissions in Each sub-regiondivided into grids. each sub- region for each option for Baselineconcentrations monitored 2011 taking into account improved a various locations in the year 1995/96. Baseline concentrationat the centre of each grid was calculated. Quality index (varying from 0 to 1) determinedfor all pollutants using vqhj,*Pf,iinr-inn c,irvpq Air dispersionmodellingby Roll Back Modelto derive impacton the air quality in for sub regions Evaluationof options for each sub region and the MMR Preferredoptionfor sub regions and MMR 4-16 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment 4-17 UrbanTransport Mumbai Project Environmental Consolidated Assessment Air Dispersion Modelling Analysis Roll Back Model was used to estimate pollutant concentrations resulting from vehicular emissions estimated for each transportation option for base and horizon years. The choice of the Roll Back model instead of the earlier proposed PAL model is made because of the simplicity of the former. PAL requires detailed input data, which are not justified for a macro level assessment. Also there are several limitations in using PAL for this study, which are elaborated in Section 3.4.2 of the earlier SLEA Report for MUTP-11,1998. The Roll Back model can be mathematically represented by the following equation: C1/C2 = Q1 /Q 2 Where, C, = concentration at a given point due to emissions Q1 C2 = concentration to be estimated at the same point due to emissions Q2 C2 = (C1 /Ql).Q2 Thus, if C, and Q, are known, C2 can be estimated for different values of Q2. For the application of the above model, MMR region was divided into various grids. Vehicular emissions for each grid were estimated using the emission factors recommended by Indian Institute of Petroleum (IIP) and Ministr f Environment and Forests (MoEF), and link wise traffic volume and compositic for each transport option. Traffic volume and composition (base year and horizon years) for each t --nsportation option were obtained from the CTS model (WS Atkins study). The link wise traffic volumes (vehicle kms.) were assigned to each grid based on the link length being intercepted by the grid. The model was calibrated using air quality data monitored at various locations. The model estimated pollutant concentrations for the four sub regions and for each of four transportation options The results are presented in Table 4.8. This was used to then predict overall quality indices of the pollutants. Conclusion The key findings are as follows * Baseline levels (1996 levels) of all pollutants except PM10 were well below the National Ambient Air Quality Standards (NAAQS). Baseline PM10 levels varied 3 between 214.16 1Lg/m in Rest of MMR to 1219.2 pig/M3 in the Island City. * Predicted PM10 levels (for year 2011) were found to decrease (as compared to baseline levels) in the Island City and increase in Eastern and Western Suburbs. All predicted PM10 levels exceed the NAAQS. This is because improved fuel and other measures will not affect PM,o emissions substantially. Levels in eastern and western suburbs will increase due to increase in vehicle kilometers, 4-18 UrbanTransport Mumbai Project Environmental Consolidated Assessment whereas it will decrease in the Island City due to reduced population growth clubbed with traffic demand management measures. i* NOx, CO and Pb. levels were predicted to decrease due to use of catalytic converters. In spite of substantial increase in vehicle kilometers, proportionate increase in pollution levels is not seen due to the fact that improved fuel (lead free, low sulphur) and improved engines (with catalytic converters and or compliance with Euro 11 Bharat II emission standards) have been assumed. * SO levels were predicted to increase in the eastern and western suburbs due 2 to growth in population and traffic. The levels were predicted to decrease in the Island City for the PT+DM option, as Island City is already congested with little possibility of population and traffic growth. *n It was concluded that the PT+DM option performed better for the Island City and Rest of MMR and the PT option performed better in the eastem and western suburbs. 4. 7.2 Noise Impacts The following steps were used to determine noise impacts of the transport alternatives in the four sub regions and MMR as a whole. Detailed methodology is given in Section 3.6 of the earlier SLEA Report for MUTP, 1998 (Attached in Appendix 4.1). * Identifying noise indicators and indices * Estimating traffic composition and volume for road links of each sub region under each alternative using the Regional Transport Model * Using an appropriate noise prediction model to estimate traffic related noise levels for the base year and the planning horizon years under the transport alternatives * Assessing traffic-related noise impacts on different stakeholders. Methodology followed for assessment of noise impacts is summarized in Figure 4.3.The US Federal Highway Administration (FHWA) model was used for predicting noise levels at 30 m from the road central line due to each vehicle type (heavy and light) operating on a road link. The model considered the effect of vehicular volume, speed and noise absorption characteristics of the site on traffic generated noise levels. Leq for heavy and light vehicles was calculated for each road link by using the following mathematical expression. Leqj(h) = Lei+ 10 Log(Ni/S . T) + 10 log (15/d) 1 +8 - 13 where, Leqi(h) = Leq for hours 'h' for the ith vehicle type (heavy or light) L.j; = reference mean sound level for the ith vehicle type 4-19 MumbaiUrban Project Transport Environmental Consolidated Assessment Ni = number of vehiclesof class T passingduring time 'T' through a particular road section S, = averagespeedof the ith vehicleclass in km/h in the particularroad section T = durationfor which Leq is desired and must correspondto time for which N is measured. d = perpendiculardistance in m from the centerline of the traffic lanes to the locationof the observer. a = factor representing the adsorption characteristics of the ground cover betweenthe roadwayand the observer. 5s = Shieldingfactor providedby noise barriers. The modelling exercisewas repeatedfor each link of the four sub regions for all the four transportationalternatives.Traffic NoiseIndex (TNI) -or day and night as defined in Table 4.9 were usedto comparethe noise impactsof alternatives. Table 4.9 Comparisonof options based on absolute values of Traffic Noise Indicators5 Region for Parameters Base Year|Options year 2011 (1996) _ _ _ _ _ __ _ _ PT+ DM RI Do PT ________ Minimum Island City TNI (Day) 61.4 63.7 70.3 64.4 64.4 TNI (Night) 91.5 98.7 94.7 92.1 95 Western TNI (Day) 51.7 71.1 70.4 69.5 69.5 Suburbs I TNI (Night) 86.4 96.3 93.8 94.2 98.8 Eastern TNI (Day) 79 90.8 88.6 74.8 90.1 Suburbs TNI (Night) 94.4 68.8 100 100 63.2 Rest of MMR TNI (Day) 30.4 50.1 44 49 49 TNI (Night) 60.3 77.7 80.2 83.4 83 Conclusions The key findingsare as follows: *. Day time noise impactswere found to be lower in islandcity underthe PT+DM option. However,the same optiongave rise to higher noise levels at night time. * In western suburbs, all the four options resulted in almost the same level of noise impactsduring the day tirne. *. Thus in brief, none of the options performed consistently for the four sub- regions. Day time and night time TNI also showed conflict in vavouring any singleoption. 4-20 Mumbai Urban TransportProject ConsolidatedEnvironmentalAssessment Figure 4.3 Methodology for Assessment of Noise Impacts Identifying noise indicators and indices Estimating traffic composition and volume for road links of each sub region under each alternative using the Regional Transport Model To estimate traffic related noise levels for the base year using USFHWA model and the planning horizon years under the transport alternatives Assessing traffic-related noise impacts on different stakeholders for each strategic option and for sub regions and MMR. Evaluation of strategic options Preferred option Traffic Noise Indicator:TNI (Night)= % length of road links in a sub regionexceedingnight time standards,TNI (Day) =% length of road links in a sub regionexceeding day time standards 4-21 UrbanTransport Mumbai Project Environmental Consolidated Assessment 4. 7.3 Ecological Impacts Two types of ecological impacts, direct and developmentinduced were considered for the implementationof rail and road projects under each transportation option. Direct impactsresultedfrom the destructionof flora and fauna due to the construction of roads or railway lines. Since the introductionof roads and railway lines in a region could induce developmentin hithertovirgin forests and wetlands, such impacts were assessedqualitatively. The damageto ecologicalresourcesdependedon the extent and richness of these resources at the sites of road or and rail projects. The ecological impacts of the alternativeswere assessedat a qualitativelevel using the followingframework. * Descriptionof location and existing ecologicalstatus of the ecologicallysensitive areas throughwhich the relevantroad / rail link passes * Qualitativedescriptionof direct and developmentinducedimpacts * Mitigation measures to indicate the axtent to which adverse ecological impacts could be alleviated. Very few projects identified under the four-transportationoptions pass through ecologicallysensitiveareas. Moreover,ecologicallysensitive areas like mangroves, wetlands and forests impacted by projects were not unique in features and the transport projects were not likely to cause any irreversible damage to the ecosystems. Quantitativeanalysisof the ecologicalimpactscapturedthe followingconcepts: * Damageto an ecologicalarea due to a road or rail alignmentwill be proportional to the area coveredby road or rail segmentin the ecologicallysensitivezone. * Damagewill be severe if the ecologicalarea or systemis of higher quality. Ecological indicators for natural and man-made systems were used to estimate quantitativeecological impacts for making comparisonof various transport options with respect to their ecological impacts. The ecological impact on each of the systems is measured by adding weighted areas of road/rail alignments traversing through the system, where weights represent the quality of the system. Thus ecologicalimpact indicesfor the 2 systemscan be expressedas follows: 4-22 UrbanTransport Mumbai Project Environmental Consolidated Assessment El (Natural) = El, = , WniAj El (Man-Made)= El2 = YWmjAj Where: Wni = Weight associated natural ecological system of class 1' Wmj = Weight associated man-made ecological system of class 'j' Ai = Total area of road/rail alignment intercepted by natural system of category 'I' Aj = Total area of road/rail alignment intercepted by man-made system of category 'j'. Detailed methodology including classification of ecosystems with associated weights is given in Appendix 4.1. Results are given below in Table 4.10. Table 4.10 Comparison of options based on Ecological Impacts Region EcologicalImpactIndicator BaseYear Optionsfor year 2011 (El) (1996) PT+ DM RI Do Public Minimum Transport Island El-1 (Natural System) 0 0 0.06 0 0 City El-2 (Man-Made) 0 0 0 0 Western El-i (Natural System) 0 0.076 0.047 0 0.076 Suburbs El-2 (Man-Made) 0.03 0 0 0.03 Eastern El-1 (NaturalSystem) 0 0.035 0.017 0.005 0.035 Suburbs EI-2 (Man-Made) 0 0.003 0 0 Rest of El-1 (Natural System) 0 0.186 0.364 0.063 0.186 MMR El-2 (Man-Made) 0.26 0.490 0.2 0.26 Conclusion In the Island City there are no ecological impacts seen as no new transport projects are proposed. Projects such as Borivali-Virar quadrupling of rail lines, under the PT and PT+DM options will have ecological impacts in the Eastern and Western Suburbs of Greater Mumbai. Option RI has the most severe impact on Rest of MMR as many new road projects are proposed in sensitive areas. 4.7.4 Social Impact (Limited to Displacement Of People) The projects identified under various transport options could give rise to a wide range of social impacts as the implementation of some of these projects would require displacement of households and commercial establishments. The number of displaced households and establishments provide a measure of adverse social impacts. Hence these are estimated for each proposed project in each sub region. Social impacts for each sub region are organized under three headings i.e. beneficial impacts, adverse impacts and mitigation measures. These are given in more detail in Appendix 4.1. The number of displacements in each sub region is given in Table 4.11. 4-23 Mumbai Project UrbanTransport Consolidated Assessment Environmental Table4.11 Compariso f options on based R&RImpacts Region Parameter Base Year Optionsfor year 2011 (1996) PT+DM* RI* Do MinimumPT Island City Number of Households c 0 0 0 0 displaced Western Number of Households 0 5631 1752 1164 5631 Suburbs displaced I Eastern Number of Households 0 1010 7456 0 1010 Suburbs displaced _ _ Rest of MMR Number of Households 0 6641 9483 1164 6641 displaced Thenumberof households displaced by doesnot includethe personsaffected the of projecton optimization HarbourLine. Conclusion Thekeyfindingsare: * Noneof the optionsrequired in displacement people/households the Island of City. * InWestern the of required be displaced Suburbs, number households to (5631 was for households) highest the PTandPT+DM options. of * In EastemSuburbs,the RI option requiredthe maximumdisplacement (7456households). households the * In restof MMR, RI option by required maximum followed PT options the displacements.9483and6641households to by wereestimated be displaced the RIandPT optionsrespectively. Service 4.7.5 Impact on Transportation optionson transportation Three indicesused to reflect impactof transportation wereRoadTrafficCongestion objectives Index(TCI),Railway Crowding Index(RCI) and RoadTransportEfficiencyIndex(TEI). Road TrafficCongestion to the Index (TCI):TCI was designed measure level of service.Lowervalueof TCI indicated levelon roadsin terms of lowercongestion to Volume Capacity Ratio. RailwayCrowding the Index(RCI):RCIreflected extentto whichthe crowdinginside the trainswouldreduceundervariousoptions.Lower valueof the indexmeantmore in and reduction crowding hencea betteroption. 4-24 UrbanTransport Mumbai Project Consolidated Assessment Environmental Transport Efficiency Index (TE1): TEI captured the concept that vehicles operating close to their optimum speeds will be fuel efficient and less polluting. TEI value close to 1 reflected vehicles operating efficiently at or near optimum speeds. The CTS model outputs were used to determine the above indices. The indices calculated for the four options are given in detail Appendix 4.1. The various indices calculated for the sub-regions are given below in Table 4.12 Table 4.12 Comparison of Options based on Transport Service Region Parameters Base Options for year 2011 year PT+ DM* RI* Do PT (1996) Minimum Island Traffic efficiency 0.47 0.54 0.50 0.48 0.48 City Index Traffic 13 6.9 7.7 12.5 12.8 Congestion Index Railway crowding 2.186 1.078 2.186 2.186 1.078 index Western Traffic efficiency 0.482 0.542 0.559 0.566 0.575 Suburbs Index _ Traffic 16.9 13.86 9.2 12.33 12.33 Congestion Index Railway crowding 2.278 1.368 2.278 2.278 1.368 index Eastern Traffic efficiency 0.32 0.49 0.52 0.48 0.49 Suburbs Index Traffic 74.3 16.88 13.3 20.66 16.88 CongestionIndex Railway crowding 1.736 1.568 1.736 1.736 1.568 index Rest of Traffic efficiency 0.308 0.41 0.44 0.391 0.413 MMR Index Traffic 81.46 12.86 12.45 14.54 13.83 Congestion Index _ Railway crowding 1,.442 0.552 1.442 1.442 0.552 index Conclusions * In Island City, PT+DM option performed better w.r.t TCI and RCI transport service indices. * In Western Suburbs, PT + DM performed better w.r.t TCI and RCI transport service indices. * In Eastern Suburbs, PT and PT + DM preformed better w.r.t. RCI transport service index. . * In Rest of MMR PT + DM performed better w.r.t. TCI and RCI, transport service indices. 4-25 UrbanTransport Mumbai Project Environmental Consolidated Assessment 4.8 SELECTION OF THE BEST OPTION The various impacts associated with each option were evaluated using 13 indicators for 5 major impact areas - air, noise, ecology, social and transport. Since all indicator values were not favourable for any single option, the following three methods were used to find the most suitable transport option for MMR. * Decision Matrix Method * Maximum no. of favorable indicators * Estimated PM10 concentrations Individually, each of the above method has limitations for selecting the best option. Therefore, all the three methods were used to narrow down the choice of the best option. 4.8.1 Decision Matrix Method This process involves progressive elimination of options, one by one, in preference to others, using a set of indicators, one at a time. The set of indicators chosen will be used in the order of their importance. The group related to Transport Service Level was given the top priority, as the basic objective was to improve the transport in MMR. This was followed by air quality and noise related indicators. Ecology and R & R were combined together and placed below in the sequence since these impacts could be mitigated through proper mitigation measures. For each group of indicators (decision level) the worst performing option was dropped. The same procedure was repeated at all the decision levels leading to the ultimate selection of one option. While proceeding with the decision matrix exercise the following procedure is followed: - Any option eliminated at any decision level in the Decision Matrix will not .be considered for further scrutiny. - Groups of indicators once used for eliminating an option will not be considered again unless the decision Matrix process fails to bring out a single best option at th nd of the exercise. - If itrere is a tie between options at any decision level, all these options are passed on to the next decision level. - If at the end of the first exercise, it is not possible to identify a single best option, the entire exercise will be repeated for the un-eliminated options. Detailed results of the Decision Matrix exercise is given in Section 4.3 of the earlier SLEA Report for MUTP, 1998. Public Transport + Demand Management was the preferred option in the Island City and Rest of MMR whereas Public Transport was the best option in Western and Eastern suburbs. 4-26 MumbaiUrban TransportProject Consolidated EnvironmentalAssessment Tables 4.13 to 4.17 gives the results for selection of the best options using Decision Matrix Method for the 4 sub regions. OverallPublic Transport + DemandManagement thepreferred is underMUTP optionfor implementation Project. 4.8.2 Maximumnumberof favourableindicators The Decision Matrix process involveseliminationof the options, one by one, on the basis of their worst performancein respect of indicators,which are arranged in a sequenceaccordingto their importance. Thus is subjectiveto some extent. In the MaximumFavorableIndicatormethodall the indicatorswere treated equally in spite of having different importance from environmentperspective. An indicator was said to be favorable for an option if the value of indicator favored that option most. The option having the maximum numberof favorable indicatorswas treated as the best option. The analysiswas done for all the four sub-regions.Details are given in Appendix4.1. In the Island City, Public Transport + Demand Managementwas the best option, since besides promising improvement in all the 3 service level indicators; it fares well in as many as 9 out of 10 environmentalparameters. This option was also the best for rest of MMRand entire MMR. 4.8.3 EstimatedPM Concentration 10 The ambient PM,( concentrations the region, especiallyGreater Mumbaiarea, are in very high comparedto its ambient air quality standard.Hence PM, was considered 0 as the single most importantindicatorfor evaluatingthe transport options in the four sub regions. Conclusions Table 4.18 summarizesthe results of SLEA using the above three selection methods. 'Public Transport with Demand Management'emerged as the best option for Island City and MMR as a whole. For Western and Eastern Suburbs, 'Public Transport' or 'Do Minimum' appearedto be the best options. 'Do Minimum' left muchto be desiredfrom the viewpointof developingthe transport sector. Hence, the choice was narrowed down to 'Public Transport' and 'Public Transport with Demand Management'. Both these options had a commonset of projects, which laid emphasis on encouraging public transportation.Demand management measures were important to alleviate congestion and pollution levels in Island City. 'Public Transport with Demand Management' was recommendedfor implementation in MMR. 4-27 Munbai Urban TransportProject Consolidated EnvironmentalAssessment Table 4.13: Selectionof BestOptionfor IslandCity throughDecisionMatrix Method. DECISION SR. IMPACTINDICATOR/INDEX ENVIRONMENTAL BASEYR. DO MIN. PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. l l D.MGT. 1 1 TrafficEfficiencyndex __0.7 0.48 054 0.50 2 TrafficCongestionIndex _ ___30 128 69 7.7 3 RailwayCrowdingIndex ___ 1.078 1.078 2.186 2 4 COQuality Index _0_46 0.980 0.975 5 SO QualityIndex 2 0937 _ 0.965 0.939 6 NO,Quality Index 076 0.935 0.899 7 Pb Quality Index 044_ _ 1.0 I 1.0 8 PM-10QualityIndex 0_3 0.090 0.055 3 9 TrafficNoise Index(Night)- TNT (night) 914p8_ 983 95.73 10 TrafficNoise Index (Day)- TNT (day) 61.40 70.31 4 11 EcologicalImpactIndicator(NaturalSystem)-El1 O ___ 0.06 12 EcologicalImpactIndicator(Man-made System)-EI2 O _ 13 R & R Impacts(Numberof house holdsdisplaced) O _ of Level1 Result Decision is : Dominimum eliminated - of Level2 Result Decision Transport eliminated Public is |;J 00 0;- 7700 00 of Result Decision Level3 A tie is observed between Management Road Demand and Investment Options E| lResult of Decision Level 4 is Road eliminated Option Selected Transport Demand Public + Management Note at- ForIndicators/Indices Sr.No. 1,4,5,6,7,8 higher values better indicate option 13 For Sr. No. 2,3,9,10,11,12, lowervalues indicatebetter option Transport Demand Public + is is Management the bestoption IslandCity. 4-28 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.14: Selection of BestOption for WesternSuburbthrough DecisionMatrix Method. DECISION SR. ENVIRONMENTAL IMPACTINDICATOR/INDEX _BASE YR. DO MIN. | PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. ___ . D.MGT. 1 1 TrafficEfficiencyIndex __ 0.482 0.575 0.542 0.559 2 - Traffic CongestionIndex 16.9 12.33 13.86 9.2 . ___ 3 RailwayCrowdingIndex 2.278 1.368 1.368 2.278 2 4 CO QualityIndex 0.514 0.954 5 SO QualityIndex 2 0.979 0.966 6 NOxQualityIndex 0.703 0.846 7 Pb Quality Index 0.614 1.0 ___ 8 PM-10QualityIndex _ 0.066 _ _ 0.012 3 9 TrafficNoise Index (Night)- TNT (night) 86.42 _ 96.3 10 TrafficNoise Index (Day) - TNT (day) 51.75 71.13 4 11 EcoloqicalImpactIndicator(Natural System)-EI1 0 0.0765 12 EcologicalImpactIndicator(Man-madeSystem)-EI 2 0 _ 0.03 _______ 13 R & R Impacts (Numberof house holdsdisplaced) 0 5631 Repeat 1 TrafficEfficiencyIndex 0.482 Eliminated 0.575 > Ii Eliminated (2nd round 2 TrafficCongestionIndex 16.9 In 15 round 12.33 j .8jj In 1s' round _D.Making) _ 3 RailwayCrowdingIndex 2.278 D. Making 1.368 . t368 D. Making - Level1 Resultof Decision is Dominimum eliminated - of Level2 Result Decision Road optionis eliminated Investment ZZ Z Resultof DecisionLevel3 Tie is observedbetweenPub.Tpt& Pub.Tpt+ D.Mgt. I Resultof DecisionLevel4 Tie is observedbetweenPub.Tpt& Pub.Tpt+ DMgt. HenceDecisionMatrixis repeatedfrom Decision Level 1 I Resultof DecisionLevelI (repeat):PublicTransport DemandManagement is eliminated. + option - Option Selected Transport : Public at Note :1 For Indicators/lndices - Sr. No. 1,4,5,6,7,8highervaluesindicatebetteroption For Sr. No. 2,3,9,10,11,12,13 lowervaluesindicatebetter option. PublicTransportis selectedas the bestoption at DecisionLevell (repeat) in the 2nd round of decisionmaking process. 4-29 MumbaiUrban Transport Project ConsolidatedEnvironmentalAssessment Table 4.15: Selection of Best Option for Eastern Suburb through Decision Matrix Method. DECISION SR. ENVIRONMENTAL IMPACTINDICATOR/INDEX BASEYR. DO MIN. PUB.TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. _ l D.MGT. 1 TrafficEfficiency Index 03 R__9 0.49 0.52 2 TrafficCongestionIndex 7? 1688 16.88 13.3 3 RailwayCrowdingIndex 1.., 1568 1.568 1.736 2 4 CO Qualit Index 0.590 0.956 00946 5 502 QualityIndex _0_397_ 6 NO, Quality Index 0.703 __0.856 0844_ 7 PbQuality Index __b7_ __032 _ IO_ 8 1PM-10 QualityIndex 0.076 0.049 0.053 3 9 TrafficNoise Index (Night)- TNT (night) 94.41 100 10 TrafficNoiseIndex (Day) - TNT (day) 79 90 2 4 11 EcologicalImpactIndicator(NaturalSystem)-EI1 O 12 EcologicalImpactIndicator(Man-made System)-EI2_ 13 R & R Impacts(Numberof householdsdisplaced) 0____i - Result Decision of Level I : Dominimumis eliminated - Result Decision of Level2 RoadInvestment Option eliminated is I~j | WSdl;gql Result Decision of Level3 PublicTransport Demand + Management Option eliminated is - Selected Option PublicTransport Note: For Indicators/lndices - Sr. No. 1,4,5,6,7,8 at higher valuesindicatebetteroption For Sr. No. 2,3,9,10,11,12, lowervaluesindicate better option. 13 PublicTransportis the best option is EasternSuburbs. _L30 Project Mumbai Urban Transport ConsolidatedEnvironmentalAssessment Table 4.16: Selectionof Best Optionfor Rest of MMRthroughDecisionMatrix Method. DEClSION SR. IMPACT INDICATOR/INDEX ENVIRONMENTAL BASEYR. DO MIN. PUB. TPT. PUB.TPT. ROAD INVSTM. LEVEL NO. I_I_D.MGT. 11Traffic Index Efficiency 0.308 0.413 0.41 0.44 2 Traffic Congestion Index 81.46 13.83 12.86 12.45 3 RailwayCrowdingIndex 1.442 0.552 0.552 1.442 2 4 COQualityIndex 0.989_ _ 5 SO Quality Index 2 0.989____ 6 NO4QualityIndex 0.859 7 Index Pb Quaiity _ 0.6 8 PM-10QualityIndex 0.4.13 3 9 TrafficNoise index (Night)- TNT (night) 60.29 10 TrafficNoise Index (Day) - TNT (day) 30.41 4 111 EcologicalImpactIndicator(Natural System)-E I1 0 0186 12 EcologicalImpactIndicator(Man-made System)-EI2 0 0.26 _ _ 13 _ R & R Impacts(Numberof house holdsdisplaced) 0 0 - Result Decision of Level1 is Dominimum eliminated Resultof DecisionLevel2 Road Investmentoptionis eliminated L v Xj v ~1 v Result Decision of 3 Level Public Option eliminated Transport is - Option Selected + Management Transport Demand Public Note: For Indicators/Indices - Sr.No. 1,4,5,6,7,8highervalues indicatebetteroption at For Sr. No. 2,3,9,10,11,12,13 lowervaluesindicate better option. PublicTransport+ DemandManagement the best option is the Rest of MMR. is 4-31 MumbaiUrban TransportProject Consolidated EnvironmentalAssessment Table 4.17: Selection of Best Option for Entire MMR through Decision Matrix Method. DECISION SR. ENVIRONMENTAL IMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. . D.MGT. 1 1 Traffic EfficiencyIndex _40.395 895 0.4955 0.5147 2 Traffic ConqestionIndex 18.54 13.-_ 12.57 11.5 3 Railwayrowding Index 1 9105 1.1,1 5 1.1415 1.9105 2 4 CO QualityIndex______ 0.784 _ 0.976 0.976 5 SO QualityIndex 2 0.957 0.967 0.977 6 NO, Quality Index 0_723_0_921 0.931 7 Pb Quality Index __0.528 1.0____ 8 PM-10QualityIndex 0.085 0.039 0.045 9 Traffic NoiseIndex (Night) - TNT (night) _7 _ 3_ _10 Traffic Noise lndexDay - TNT (day) 425 - 58 4 11 EcologicalIrnpactIndicator(NaturalSystem)-EI1 12 EcologicalImpactIndicator(Man-made System)-El2 0 . 13 R & R Impacts (Number of households displaced) _ O Result of Decision Level 1 Do minimum is eliminated Resultof DecisionLevel2 Road Investmentoption is eliminated E Zpg0;0A DecisionLevel3 Resultof 0S7- Public Transportoption is eliminated SelectedOption PublicTransport+ DemandManagement Note: ForIndicators/lndices - Sr. No. 1,4,5,6,7,8 at higher valuesindicatebetteroption 13 ForSr. No. 2,3,9,10,11,12, lowervalues indicatebetter option. PublicTransport + Demand Management is selected as the best option for entire MMR. ..A-32 UrbanTransport Mumbai Project Environmental Consolidated Assessment Table 4.18 Best Option for the various regions based on the three selection methods Region Maximum Number of Method of Decision Based on PM10 Favorable Indicators Matrix Concentration Island City Public Transport + Public Transport + Public Transport + Demand Demand Management Demand Management Management Western Public Transport Public Transport Public Transport Suburbs Eastem Do Minimum/Public Public Transport Do Minimum / Public Suburbs Transport Transport Rest of Public Transport + Public Transport + Public Transport + Demand MMR Demand Management Demand Management Management Total MMR Public Transport Public Transport + Public Transport + Demand Demand Management Management 4.9 TRANSPORT DEVELOPMENTS SINCE 1998 After the SLEA study was completed in 1998, some new transport projects have been conceived and are in various stages of implementation. Some of these are mentioned below: CONSTRUCTION OF FLYOVERS IN MUMBAI MSRDC planned to construct about 50 flyovers, out of which 33 have been constructed, and the rest are at various stages of planning. The flyovers have been mainly constructed or planned on highways of MMR - Western Express Highway, Eastern Express Highway, and Panvel Sion Highway. The purpose of the flyovers on Highways is to facilitate uninterrupted flow of traffic in and out of Greater Mumbai. In addition, a number of flyovers are planned or are at different stages of construction in the Island City, to relieve extreme traffic congestion at the intersections. Except for a few, the flyovers were not part of any of the strategic transport options identified by the CTS study. Yet, MMRDA carried out a comprehensive study on flyovers, which included environmental analysis as well. The study brought forth various environmental concerns associated with flyovers, which could have sectoral environmental impacts. 4-33 UrbanTransport Mumbai Project Environmental Consolidated Assessment 4.10 IMPACTSOF FLYOVERS SECTORAL ENVIRONMENTAL - PERSPECTIVE The above flyover study provides environmentalanalysis of the selected flyovers in Island city. The study does not presentthe analysisfrom the sectoral perspective.A sectoral qualitative environmentalanalysisof flyovers is presentedin Appendix 4.2. The sectoralanalysiswas carried out with a view to identifymitigativemeasures. The analysisindicatesthat the flyoverswill marginallychangethe local air qualityand noise levels due to the redistribution of traffic between flyover corridors and -impeting road links. The shift of passenger trips from public transport to private . hicles due to fl overs will slightly increase air pollution and noise levels, but the magnitude of shift would reduce with the growth of passengertrips by 2011. The flyover corridors would lead to more private vehicles and traffic into +ne Island city, thus making demand managementfor restrainingtraffic in the Island city imperative. The flyover would be too close to some residentialflats in densely populated areas. The people living in these areas would experiencevisual intrusions, disturbanceof privacy and exposure to higher pollution and noise levels. The Sectoral Environmentalimpacts of the flyovers with respect to air quality, noise and social impacts and the mitigation measures identified for flyover impacts are included in Appendix4.3. Moreover, although flyovers are likely to encourage use of private vehicles by improvingthe intersectioncapacities,they would not add to the network capacity of the roads and parkingin congestedareas like Opera House, Kalbadevi,Fort, Tardeo etc. "Public transport with demand management"option ther -:)re becomes even more critical for encouraging public transportationand restrainiin travel demand in Island City. In view of theseconsiderations the flyovers wouldnot change the choice of "public transport with demand management"-asthe best strategic transportoption for MMR. 4.11 MUTP:INVESTMENTPROGRAM Since the completionof CTS in 1994 and environmentalassessmentcarried out in 1998, as noted below the Tables 4.4 to 4.6 describingthe four strategic options, some projects considered to be committed have not yet been taken up for implementation whereas some projects that were proposedas options have already been implemented.Neverthelessthe investmentprogram proposed under MUTP is essentially a sub-set of the PT+DM Option with some of the projects under "Do Minimum" option also being included.Sub projects of MUTP are described in more details in Chapter 5. 4-34 PROJECTbESCRIPTION Mumbai Urban TransportProject Environmental Consolidated Assessment CHAPTER5 PROJECTDESCRIPTION 5.1 OF DESCRIPTION INVESTMENTPROJECT: MUTP 5.1.1 Introduction The CTS and SLEA describedin Chapter4 have recommended Public Transport+ (PT Demand Management + DM in island City) as the most preferredstrategicoption for the MMR. The strategy followed in designing MUTP is as follows: (Borrower's Project ImplementationPlan - BPIP,2001): 1. Placing high priority on investmentschemesaimed at promotingpublic transport particularlysuburbanrailways. 2. Developingroads and road over bridgesin suburbanareas and outlying areas of MMRto relieveroad congestion. 3. Relievingcongestionin the IslandCity throughDemandManagement measures. Howeverthe total investmentneeds projected by the CTS were Rs. 11298 in 1992 prices. This cannot obviously be achieved in a span of 5 years, as the financial capacity of implementingagenciesis limited. The investmentprogram of MUTP is therefore arrived at by considering the economic rate of return on investmentof individualsub-projects,the level of project preparationand capacityof implementing agencies. The focus of this section is to presentthe brief descriptionof the sub-projectsto be carried out under MUTP. Since MUTP consists of two main components- rail and Road, the descriptionof sub-projectis also organizedin the same manner (sections 5.1.2 and 5.1.3). The administrativeframework for implementing MUTP is also provided. A map of MUTP sub-projects(rail and road and traffic components)is presented in Figure5.1. Also the sub-projectsin the IslandCity and Suburbsof GreaterMumbai are separatelyshownin Figures5.2 and 5.3. 5-1 Mumbai UrbanTransport Project Consolidated Environmental Assessment FIGURE5.1 MUTPRAIL & ROAD PROJECTSIN GREATERMUMBAI MUMBAI URBANTRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT LUaEND o TMC ~~IHAN UB I- _ @ ROAD& RAIL PROJECTS 2 Project Mumbai.UrbanTransport Assessment Environmental Consolidated FIGURE5.2 MUTPSUB-PROJECTS ISLAND CITY IN URBAN MUMBAI PROJECT TRANSPORT ASSESSMENT ENVIRONMENTAL LEGEND _ s, ' }. -P , I PAO DWA' \; -iJ - rX g-,>gg/ fltADe MUTP- - IS CITY ( ij~~~~~~~~~RA &RALPRJET . , m; / 'S- I 1ooozerar3 Urban Mumbai Transport Project Environmental Consolidated Assessment FIGURE5.3 MAP SHOWINGSUB-PROJECTS THE SUBURBSOF GREATER IN MUMBAI URBAN TRANSPORTPROJECT ENVIRONMENTALASSESSMENT LEGEND TMC 4l ;/M 4 Urban Mumbai Project Transport Environmental Consolidated Assessment MUTP identifiesa numberof measuresand investmentschemesto strengthenthe in road transportation Mumbai.Theseschemesand measuresare at variousstages and of implementation can be groupedunderthe followingcategories: > Expandingexistingor buildingnew roads * Construction of ROB's * Area Traffic Control * Pedestrian Subways * Schemes StationArea TrafficImprovement * of Procurement Buses 5.1.2 Rail Projects MUTP places considerableemphasis on improving railway capacity in Mumbai. identifiedunderthiscomponentof the projectcan be groupedas Varioussub-projects follows: carryingcapacityby variousrailwayoptimization :: Increasingpassenger programs additionallines :- Capacityexpansionby constructing i) on Optimization WesternRailway Running of 12-car rakes on through lines, lengthening of platforms, re- signaling,increased powersupplyand runningof additionalserviceswhichwill requireinductionof 23 rakesof 9-car equivalent. will The proposedoptimization permit 18 trains (9-car)per hour (TPH)on local lines,with all trains runningbetweenChurchgateand Borivaliand 15 TPH on through lines, operatedentirely by 12-car rakes, between Churchgateand Goregaon (long distance traffic constrainsthe service from reaching the maximumfeasible of 18 TPH), with 12 TPH continuingto Dahisar and a reduced number(probably9 TPH) continuingto Vasai Road. 6 TPH would then continueto Virar. Train kilometerswould increaseby 35%, since the lead of trains is stretched to caterto demand.Newterminalswith rationalized layoutsare builtto relieve pressureon existingones. Thissub-projectis in progress. ii) on Optimization CentralRailway 5-5 Urban Mumbai Project Transport Environmental Consolidated Assessment The scope of the project includes reconditioning of track, re-modeling CST Yard and Kalyan yard re-signaling of local corridor, removal of Vikhroli level crossing, removal of speed restrictions on turnouts at Dadar, Kurla and Thane, and augmentation of power supply. The re-modeling of CST and Kalyan yards involves the restructuring of the existing tracks to accommodate additional train capacity. Therefore, the sub-project will have no significant impact on the environment. will have no The proposed package will permit 16 and 12 trains per hour on local and through line, respectively, in CST-Kalyan section with the introduction of 19 new rakes, resulting in increase in trains kilometers by 50%. The proposed package of optimization will permit 16 trains per hour with 9-car rakes on local line and 12 trains per hour with 12-car rakes on through line in CST-Kalyan section. The suburban service pattern includes the rationalization of Time Table including removal of trains terminating on running line (e.g. at Ghatkopar) and withdrawal of slow to fast moves at Thane/Dombivii. The rake loading for 9-car equivalent during peak hour would be between 3000-3600 over the section between Vikhroli-Dadar, with the absolute maximum just north of Kurla. This sub-project is in progress. iii) Optimization on Harbour Line The scope of the sub-project mainly includes removal of large number of hutment, improvement in track and drainage and construction of two ROBs in lieu of level crossings at Seweri and Chunabhatti. This will include induction of 4 additional rakes and provision of increased power supply. This package ensures better reliability of operations in the harbor line by removing the constraints imposed by hutment and level crossing. This sub- project is in progress. iv) DC/AC Conversion The scope of the project is to convert existing 1500 v DC traction to 25000 v AC traction for Mumbai suburban railway network. The present DC traction system is unable to cope with the existing services as well as to take up the new services because of its saturation. Further, there is no space for providing additional substations although there is additional demand for power due to increase in number of 12-car rakes, additional services on existing lines and on new lines and other technical necessities. Hence conversion has become inescapable. This sub-project is in progress. 5-6 Urban Mumbai Transport Project Assessment Environmental Consolidated v) of Re-manufacturinc DualVoltageEMUs The scope of the project is to remanufacture the existing 50 EMU rakes suitableto run on DC as well as AC traction. This is neededas DC and AC traction will exist simultaneously entire suburbansection is convertedto till AC. This sub-project is in progressin the existingrailwayworkshopand has no significantenvironmental impact. Additional CapacitvExpansionby Constructing Lines i) Pair of linesbetweenBorivaliand Bhavander(9.13 kms) Provisionof Additional and & Bhavandar Virar(16.87kms) There are two corridors (one corridor comprisestwo rail lines) between Churchgate and Borivali: One corridor is exclusively used for suburban services whereas the other is used for both suburban and long distance services. From Borivali to Virar only one corridor exists servicing both suburban and long distance trains. Consideringthe volume of traffic on Borivali- Virar section, it is proposedto lay on additionalcorridor between Borivali-Bhayanderand Bhayander- Virar with EMU car shed at Virar. This includesconstruction a bridgeof 2.00 Kms lengthacrossVasai creek.The of sub-projectincludesintroducing8 rakes of 9-car equivalentto increasethe capacityon this line. The alignmentof the sub-projectis shown in Figure5.1 and 5.3. The benefitsof the projectsare: a. Exclusivecorridorfor sub urbantrains betweenBorivaliand Virar as an extensionof Churchgate- Borivalicorridor. Providingextra suburban capacity between Borivali-Virar cater to increaseddemand on this to section and allowing existing double line to be used exclusively for suburbantraffic. b. Improved facilities for long distance passenger and goods trains in with 5th line betweenSantacruz conjunction and Borivali. The cost of the sub-projectof additionalpairs of lines between Borivali - Bhayandarand Bhayandar-Virar Rs. 1803 million and Rs. 4064 million, are are respectively.The sub-projects in progress. ii) Provisionof 5 th And 6th LinebetweenKuriaand Thane 5-7 Urban Mumbai Project Transport Environmental Consolidated Assessment The scope of project includes laying of additional two railway lines between Kurla and Thane over a length of 16 kms. The pr...ct includes introducing 11 rakes of 9-car equivalent by addition of this line. This will enhance the capacity of existing suburban system of Central Railway. The alignment of the sub- project is shown in Figure 5.1 and 5.3. The benefits of this project are: a. Segregation of suburban and non-suburban traffic between Kurla and Thane, thus providing capacity on long distance lines to allow more trains to a new passenger terminal at Kurla. b. To bridge the shortfall in capacity of 15000 passengers per hour on this section in association with optimization on Central Railway and conversion of 9-car rakes to 12-car on local lines. The cost of the sLu Droject is Rs. 3687 million. Some part of the line is completed and R&R have also been carried out. This project is in progress. iii) Provision of 5 th Line between Santacruz and Borivali The scope of project includes construction of 5 th railway line between Santacruz to Borivali covering about 15 kms. Four additional 9 car rakes or 12 car rakes service could be introduced on this line to enhance the capacity of suburban section of Western Railway. The alignment of the sub-project is shown in Figure 5.1 and 5.3. The 5 ih line between Santacruz - Borivali is designed to achieve the following objectives: a. Segregation of suburban and non-suburban traffic between Santacruz and Borivali, thus releasing capacity on through lines to allow more suburban trains and create new route for passenger trains to new passenger terminus at Bandra. b. Provision of 5 th line will provide additional three suburban 12-car rake paths from Borivali to Churchgate. The cost of the project is Rs. 1620 million. This sub-project is in progress. 5.1.3 Road Proiects 5-8 Project MumbaiUrbanTransport Environmental Consolidated Assessment Road Expansion and New Road Links i) Joaeshwari - Vikhroli Link Road (JVLR) This is one of the East - West Link roads recommended by several studies ir the past to relieve the congestion on north - south corridors by providint efficient east west connection. At present it is a 2 lane carriageway which is proposed for upgradation to 3 lane dual carriage way with a central median The total length of this link is 10.60 km. The work consists of the three sections described below. The work also includes widening of the severa bridges falling in the alignment. The alignment of the sub-project is shown ir Figure 5.1 and 5.3. Section 1: This section between Western Express Highway (WEH) to Sak Vihar Road (near L&T premises) is of 4.9 kms in length, where the existinc 2x1 lane asphalt surfaced road is to be widened to 2x3 lanes. Section 2: This section between Saki Vihar road to LBS Marg is Of 4.2 Km ir length. This section has already been completed including concretisation of X x 2 lane width. In this section therefore no further work is proposed. Section 3: This section between LBS Marg to Eastern Express Highway (EEH which is of 1.1 kms in length, is proposed to be widened from the existing 2x1 lane concrete surfaced road to 2x3 lanes. There are also 2 flyovers along the road being implemented by MSRDC. ThE designs of the JVLR are prepared incorporating these flyovers to maintain the overall integrated approach. The cost of this link road is Rs. 840 million. The detailed designs and tende documents have already been prepared for this project. ii) Santacruz - Chembur Link Road (SCLR) The SCLR has been proposed as an important east-west road link to reduce the congestion on the north - south corridors, and to alleviate the problem c traffic congestion around Kurla Station and surrounding areas. Its total lengtl is 5.48 km connecting WEH to EEH. Of the total length, 3.17 km length fron WEH to LBS Marg has been completed. The remaining length of 2.31 kms c SCLR is now proposed to be undertaken of which 570-m long stretch involve! ROB crossing the Central railway tracks north of Kurla. The alignment of th( sub-project is shown in Figure 5.1 and 5.3. The feasibility and detailec 5-9 Project MumbaiUrbanTransport Environmental Consolidated Assessment engineering study has been taken up and the results are expected by November 2001. The project is included in MUTP subject to satisfactory EIRR. The cost of this project is estimated as Rs. 830 million. The feasibility study will include Environmental Assessment. Construction of ROB's Construction of the ROBs is crucial for increasing the frequency of suburban trains under the scheme of Optimizing of Westem and Central Railways. i) ROB at Joqeshwari (South) The proposed ROB, linking SV Road with the WEH will be new 2x3 lane bridge over the Western Railway Lines near the Jogeshwari Railway Station. This ROB will replace level crossing no. 24 & 25 on the Western Railway. The proposed viaduct structure is 477 m long and the overall length including the approach ramps and roads is 1,233 m. This ROB will provide a connection to the Jogeshwari-Vikhroli Link Road on the WEH and will also improve connectivity between eastern and western suburbs. The cost of the ROB is Rs. 405.5 million and EIRR is 12%. The alignment of the sub-project is shown in Figure 5.1 and 5.3. ii) ROB at Joaeshwari (North) The proposed ROB linking SV road and WEH will be a new 2x2 lane bridge over the Westem Railway line north of the Jogeshwari Railway Station. The ROB will replace level crossings no. 26 & 27 on the Western Railway. The proposed viaduct structure is 482 m long and the overall length including the approach roads is approx. 1060 m. The cost of the ROB is Rs. 257.8 million. The alignment of the sub-project is shown in Figure 5.1 and 5.3. iii) ROB at Vikhroli The proposed ROB linking LBS Marg and EEH, is a new 2 lane bridge over the Central Railway Lines. This ROB will replace the existing level crossing no. 14 near the Vikhroli Railway Station. The proposed viaduct structure is 367 m long and the overall length including the approach ramps and roads is 830 m. The cost of the ROB is 260 million. The alignment of the sub-project is shown in Figure 5.1 and 5.3. Area Traffic Control 5-10 Project MumbaiUrbanTransport Environmental Consolidated Assessment In order to reduce the delays and congestion and improve the traffic flows; an adaptive area control system has been designed for the Island City of Mumbai. The system will include state-of-the art computer controlled traffic signal system, vehicle detectors, data communication network and central control room facility. The computer controlled system will be supported by junction improvements. Initially designs will be prepared for 38 junctions covering the CBD and after reviewing the performance of the first 38 junctions, the system will be extended to other parts of the city. The alignment of the sub-project is shown in Figure 5.1 and 5.2. This sub-project will have no environmental impact. Pedestrian sub-ways To reduce the conflicts between pedestrians and the vehicles, which often result in accidents, and to improve overall pedestrian safety, a number of pedestrian grade separation measures have been proposed on major corridors in the Island City and suburbs. The techno-economic feasibility studies for these schemes are in progress. The cost of the pedestrian grade separation measures is tentatively estimated as Rs. 300 Million. The alignment of the sub-project is shown in Figure 5.1, 5.2 and 5.3. The feasibility study also includes EMP. Station Area Traffic lmprovement Scheme (SATIS) The growth of Mumbai has been influenced by the railway system, with large residential and commercial areas springing up near the major suburban railway stations. Also, the public transport bus and Intermediate Public Transport (IPT) use the major railway stations as the nodal points in their routes. Thus the area near the railway stations are heavily congested with passengers, pedestrians, shops, parking and a mixed mode of traffic, leading to major traffic problems. At almost all sub urban Railway Stations there is intensive concentration of inter - modal interchanges between IPT / BEST services and suburban rail. Therefore for the safe dispersal of commuters SATIS are important. To improve the pedestrian movements and general traffic circulation, SATIS are proposed at 6 stations viz. Ghatkopar, Andheri, Borivali, Dadar, Malad and Chembur Stations in MCGM area. The detailed feasibility cum design reports are being prepared. The cost of the scheme for improvements of the above 6 5-11 MumbaiUrbanTransportProject Environmental Consolidated Assessment stations is estimated as Rs. 300 Million. The alignment of the sub-project is shown in Figure 5.1, 5.2 and 5.3. The feasibility study includes EMP. Bus Procurement In order to improve the technological standard of buses and to reduce the emissions, it is proposed to procure 500 buses under the MUTP. The cost of the procurement of buses is estimated as Rs.1200 millions. The BEST has carried out a study with a view to prepare a Business and Development Plan for next 5 years and to define the proposed bus procurement program within the context of this Plan. The Business and Development Plan includes - bus replacement strategy, bus procurement program, bus technology, bus specifications, route analysis, operational improvement program, comprehensive financial projections including consideration of fare policies etc. The Interim Report of the study has been submifted to the Bank for comments. Based on the final report of the study and a decision of the Bank, the bus procurement component under MUTP may be revised. This sub-project will not have any direct environmental impact. Other Programs The other programs identified under road components pertain to the institutional capacity building by way of establishing Traffic Management Unit (TMU) in BMC, improving efficiency etc. These projects are not likely to impact the environment directly, and therefore, are not discussed here. The program schedule of various projects is provided in Table 5.1. Environmental impact assessment of the above investment schemes is discussed in Chapter 6. TABLE 5.1 MUTP: STATUS OF IMPLEMENTATION OF PROJECTS 5-12 Mumbai Urban Transport Project Consolidated Environmental Assessment Sr.No.| Name of the Project [ Owner Status as on October 2001 Rail Component 1 5 th line between Santacruz and Borivali MRVC Under Construction 2 5 't and 6th lines between Kurla and Thane MRVC Under Construction 3 Borivaii-Virar Quadrupling of Lines MRVC Under Construction i) Borivali Bhayander Rail line ii) Bhayander - Virar Rail line 4 Optimization on Westem Railway (including 12- MRVC car rakes on through lines) 5 Optimization on Central Railway (including 12-Car MRVC rakes on through lines) 6 Optimization on Harbour line MRVC 7 DC/AC conversion MRVC 8 EMU coach remanufacturing MRVC 9 Boundary walls/track machines MRVC 10 Technical Assistance MRVC Roads and traffic Component 1 Jogeshwari-Vikhroli Link Road PWD DPR Prepared 2 Santacruz-Chembur link road PWD Under Preparation 3 ROB at Jogeshwari (South) MCGM DPR Prepared 4 ROB at Jogeshwari (North) MCGM DPR Prepared 5 ROB at Vikhroli MCGM DPR Prepared 7 Dadar - Mahim One way system MCGM DPR prepared 8 Pedestrian subways and bridges MCGM Under Preparation 9 Station area traffic improvement schemes MCGM Under Preparation (SATIS) 10 Other traffic management schemes MCGM To be finalized 11 Procurement of Buses BEST DPR Prepared 12 Environment-air quality monitoring GOM/MCGM Under Preparation 13 Particulate Matter Reduction Action Plan GOM/MCGM Under preparation 5.1.4 Administrative Frameworkfor Implementing MUTP 5-13 UrbanTransport Mumbai Project Environmental Consolidated Assessment MUTP is to be implemented by the Government of Maharashtra (GOM) in association with the Indian Railways (IR). The estimated cost of the project is US $ 885.3 million excluding price contingencies. About 61 % of the estimated cost is expected to be covered by the World Bank loan to Govt. of India and the remaining is to be financed by GOM, IR and the respective implementing agencies. Mumbai Metropolitan Region Development Authority (MMRDA) is the planning and coordinating agency for implementing MUTP. The administrative set up used for the smooth implementation of MUTP is described in the following paragraphs. Refer Table 5.2 for the organizational set up for implementing MUTP. Table 5.2 Organizational Setup for Implementing MUTP No. Organization Functions 1. MMRDA Implementation of R & R activities for rail and non-rail components. Co-ordination and monitoring of the overall _ project. 2. Mumbai Railway Vikas Implementation of all rail projects Corporation (MRVC) 3. MCGM Construction of ROBs, traffic management, environment-air quality monitoring. 4. PWD / MSRDC Construction of roads 5. BEST Procurement of environment and passenger friendly buses. 6. Traffic Police Department Area Traffic Control System High Powered Steering Committee A High Powered Steering CommiKteehas been set up, in October 1999, under the chairmanship of the Chief Secretary, GOM, to provide guidance on various issues pertaining to MUTP. The Committee consists of representatives of the concerned departments of GOM, MRVC, IR, MMRDA, BMC, BEST, TMC, Planning Commission of GOI and Department of Economic Affairs (Ministry of Finance, GOI). Proiec o-ordination Committee A Project Co-ordination Committee has been set up, in October 1999, under the chairmanship of the Principal Secretary (1), Urban Development Department, GOM, to review the progress of project preparation and implementation and take management decisions to overcome operational difficulties. The Committee consists of representatives from MMRDA, MRVC, IR, BMC, PWD, BEST, Traffic Police, TMC, Slum Rehabilitation Authority and NGOs. 5-14 Project MumbaiUrbanTransport Environmental Consolidated Assessment Proiect Management / Monitoring Unit (PMU) GoM has setup a PMU in MMRDA for overall monitoring, evaluation and co-ordination of the project. The PMU is the principal implementing and monitoring unit for all the R&R activities, and is responsible for co-ordination and monitoring of the whole project. The organizational structure of the PMU, showing the key positions therein, is given in Figure 5.4. PMU works in close association with the project implementing agencies. The PMU proposes to appoint Project Management Consultant to assist the PMU in the preparation of detailed plans, estimates and supervision of construction of houses for PAHs. PMU will be responsible for keeping overall project accounts for the road and traffic components as well as R&R components, processing disbursement requests, reporting progress and liaisoning with the World Bank. The concerned agencies for the road and traffic components (i.e. PWD, Traffic Police Department, BMC, BEST) will submit monthly expenditure statements to the PMU to prepare a consolidated reimbursement claim. Based on these claims, the PMU will advise the GOM to release the Additional Central Assistance to the concerned agencies, and claim counterpart funds from MRVC for R&R. Independent Monitoring Panel (IMP) The IMP has been established by the GOM and will consist of eminent citizens from the Mumbai area in the fields of law, administration, social activity/civil society. The main responsibility of the IMP would be to ensure that the Bank's policies related to social and environmental process are safeguarded. The IMP would operate and interact at the level of the High Powered Steering Committee. 5-15 Mumbai Urban TransportProject EnvironmentalAssessment Figure: 5.4 MUTP: Prolect Management/ Monitoring Unit MonitoringPoneHighPowereTanst |Independent M n J. Proc Dcto i I ~~~~~~~~~ChairedSecretary by the Chief l I CommitteeChaired PS,UDD | Coordination by F | PMU, MMRDAl - ~~~~~~~~~~I t Dlrectoric ProJect Jt. ProJectDirector Housingand Jt. ProlectDirector Jt. ProjectDirector ExternalRelations SocialDevelopment & LandAcquisition 6 ENVIRONMENTAL ASSESSMENT Urban Mumbai Project Transport Environmental Consolidated Assessment CHAPTER6 ASSESSMENT ENVIRONMENTAL 6.1 MLEAI PLEAMETHODOLOGY ANDSCREENINGRATIONALE Assessment 6.1.1 Environmental Apart from the sectoralenvironmentalimpacts,individual sub-projectswould have localizedenvironmental impacts.In orderto assess such impactsof major individual sub-projectsMicro Level EnvironmentAssessment (MLEA) have been carriedout. For relativelysmallersub-projectsbelongingto group of similarsub-projectsgeneric environmental assessmenthas been carried out in the form of Programmatic Level Environmental Assessment(PLEA).Table 6.1 showsthe sub-projectsand whether they are coveredby MLEAor PLEA. Selected PLEAIMLEA Table6.1 List of Sub-projects for Sr.No.|Nameof the Project Typeof EA Rail Component 1 5th'line betweenSantacruzand Borivali EMP 2 5t and 6th linesbetweenKurlaandThane EMP 3 Borivali-VirarQuadruplingof Lines MLEA i) BorivaliBhayander Rail line ii) Bhayander Virar Railline - 4 Optimizationon western Railway(including12-car rakes on throughEMPICEMP lines) 5 Optimisation Central Railway(including12-Car rakes on throughEMP/CEMP on lines) 6 on Optimisation Harbourline EMP/CEMP 7 DC/ACconversion EMP 8 EMUcoachre-manufacturing No EA Req. 9 Trackmachines No EA Reg. 10 TechnicalAssistance No EA Req. Roadsand TrafficComronent 1 Link Jogeshwari-Vikhroli Road MLEA 2 Santacruz-Chembur roadlink MLEA 3 ROBat Jogeshwari (South) EMP 4 ROBat Jogeshwari (North) EMP 5 ROBat Vikhroli PLEA 6 Dadar- MahimOne way system No EA Req. 7 Pedestriansubways and bridges EMP 8 Stationareatraffic improvement schemes(SATIS) EMP 9 Othertraffic management schemes No EA Req. 10 Procurement Buses of No EA Req. 6-1 MumbaiUrbanTransport Project Assessment ConsolidatedEnvironmental Sr.No.Nameof the Project ITYPe EA of 11 Environment-air quality monitoring INo EA Req. | 12 Technical Assistance, studies training |No EA Req. | 6.1.2 Screening Methodology For selecting the above sub-projects for MLEA or PLEA, a screening method has been used. For screening, the following parameters were used: * Sensitive ecological areas * Air and noise pollution * Special physical features which adds to aesthetics * The type of sub-project activities The screening methodology used six screens based on the above parameters to identify a sub-project from a group of sub-projects for conducting EA. The summary of six screening steps is presented in Table 6.1. Table 6.1 Summary of Screening Steps Screen Level Screen Function SCREEN1 . Removesthe sub-projectswith negligibleenvironmentalimpactsfrom the selection process and distinguishes the sub-projects which are amenable to PLEA or MLEA SCREEN 2 . for analysis has Retainsbehindthe sub-projects which environmental already been carried out. 3 SCREEN . Passeson the sub-projectslocatedin ecologicallysensitiveareas for further screening and retains others of the same type. However, if none of the sub-projects is located in ecologically sensitive areas, then all the sub-projects at this level are considered for further screening. SCREEN4 . which are not locatedat sites with major air Retainsthe sub-projects pollution, noise pollution and health related issues. If none of the sub- projects are associated with these issues, all the sub-projects at this level are passed on for next screening. 5 SCREEN . Examinessub-projectswith special features such as visual intrusion, intersection geometry, etc. and allows the sub-projects with special features to move on for the last screening. Again, if none of the sub- projects at this level has such features, then all the sub-projects are subjected to SCREEN 6. SCREEN 6 * Selects the sub-projects for EA after closer examination with respect to construction and operational activities 6-2 Urban Mumbai Project Transport Environmental Consolidated Assessment were dividedinto three groups. For the first levelscreening,the sub-projects The first group comprisedthose sub-projects, which because of their spread and hencepotentialfor encounteringdifferentenvironmental settingswere considered for detailedor MicroLevelEnvironmental Analysis(MLEA). The sub-projects considered underthis categorywere dividedinto the following- * RoadWidening/Improvements Upgradations and * NewRoads * SuburbanRailwayTransport The secondgroup had sub projectswith similarconstructionactivitiesand function and is located in developedurbanenvironmental setting. Therefore, Programmatic Level EnvironmentalAssessment (PLEA) was conducted for one of these sub- projects is adequatelyindicative of the environmentalimplicationsof other sub- the projectsof the same group.The secondgroupcontained followingsub-projects: * ROBs * Pedestriansubways * StationArea TrafficImprovement Schemes The third group consists of sub-projectslike Area Traffic Control, procurementof of Buses,Optimization Western,Centraland HarborRailways,12 Car Rakeswhich are not likelyto causeany 'direct'adverseenvironmental impacts. Hence,these sub- for projectswere not considered environmental analysis. into Thus, after dividingthe sub-projects three groups,the third groupof sub-projects was straight away eliminatedfrom the selectionprocessat the first screeninglevel. The sub-projectsamenableto MLEA and PLEA were passed on to the second screening test. The second screen removed sub-projects for which EA was conductedearlier,and the remainingsub-projects were passedon for the third level screening.Fromthe third levelonwards,sub-projects with lesserpotentialfor adverse impacts on specified environmentaldomains were systematicallyremoved. This process of screeningled to the selection of sub-projectswith higher potentialfor adverseenvironmental impactsfor conductingenvironmental analysis.The screening methodology initially subjectedthe sub-projectsto stringentscreeningtests, and at the last stage, screeningwas basedon subtlerissues, which requiredcloser look at the environmental settingsof thesub-project. 6-3 Urban Mumbai Project Transport Environmental Consolidated Assessment 6.1.3 Results of Screening The above mentioned screening methodology led to the selection of the following sub-projects for MLEA and PLEA. Table 6.2 List of Sub-projects Selected for PLEA/ MLEA Sr. No. Selected Sub-project location Type of EA 1 Jogeshwari Vikhroli Link Road MLEA 2 Borivali - Virar Quadrupling of Lines MLEA 3 ROB at Vikhroli PLEA 4 Pedestrian Subway at CST PLEA 5 Thane (W) Station Improvement PLEA 6.1.4 MLEA PLEA Methodology MLEA The Micro Level Environmental Analysis (MLEA) was carried out for those sub- projects under MUTP, which required detailed environmental analysis. The detailed analysis was required as these sub-projects have potential to significantly impact on the environment and could influence large areas since these alignments traverse through a variety of environmental settings. These environmental settings include ecologically sensitive areas like forests, mangroves, etc., Also, the sub-projects are expected to change the traffic pattern in the areas near the alignments. Therefore, depending on the environmental setting, the sub-projects could impact air, water, land and ecological resources. There could also be impacts on the residents living near the alignments. The MLEA of the sub-projects included the following arnlysis. * Impact on Traffic * Impact on Land-use * Water Quality Impacts * Air Quality Impacts * Noise Impacts * Impacts on Ecological Resources * Impacts on the Quality of Life. Separate MLEA studies were carried out for the Jogeshwari-Vikhroli Link Road and Borivali-Virar Quadrupling of Rail Lines. Additional MLEA for Santacruz-Chembur 6-4 Urban Mumbai Project Transport Environmental Consolidated Assessment Link Road is being separately prepared. The analysis on each of these sub-projects is briefly described in this section. PLEA The Programmatic Level Environmental Assessment (PLEA) for the above-mentioned sub-projects was carried out in three parts, viz. environmental status, environmental impact assessment and mitigation measures. Being highly localized sub-projects, the environmental status was determined for an area, which extended up to 150 m from the sub-project site. Generic mitigation measures were identified for the representative sub-projects so that these could be applied to others of the same type. The PLEA was carried out with respect to various components namely: traffic and transport, landuse, ecology, peoples perceptions, air quality, noise levels and severance. Depending on the sub-project type, other relevant impact areas were also considered. Environmental assessment was also carried out for no-build scenarios in respect of all the sub-projects. For predicting air and noise quality, mathematical modeling has been used. In case of air quality predictions, three models have been used depending on the site conditions. The models used being: * CALINE-3, calibrated and suitably adjusted for Mumbai's urban conditions * Box Model * Roll Back Model The detailed description of these models and calibration details of CALINE-3 is given in "Report on Air Quality Modeling for PLEA /MLEA, 1996". The ambient day (6 to 21 Hrs) and night (21 to 6 Hrs) time L.q at different receptor distances from the sub-project site were predicted using the Federal Highway Administration (FHWA) model. The model description is presented in "Report on Air Quality Modeling for PLEA /MLEA, 1996". The noise levels during construction phase were estimated considering the cumulative effect of the individual construction equipment/activity. 6-5 Mumbai Urban Project Transport Environmental Consolidated Assessment 6.2 MICRO LEVEL ENVIRONMENTAL IMPACT A) Rail Component Borivali- Virar Railway Quadrupling of Lines (MLEA) Introduction The existing capacity of Borivali - Virar track is highly inadequate to carry the present passenger load. Since the potential for growth between Borivali and Virar is high (as no land is available south of Borivali), increasing the line capacity between Borivali and Virar is expected to at least meet part of the demand. Please refer Fig. 6.3 for landuse along the tracks. The environmental assessment is presented below. This sub-project will require environmental clearance under the Coastal Regulation Zone (CRZ) rules. Existing Environment and Potential Impacts Land Environment The proposed alignment passes through level terrain except for a small portion of low lying and marshy area near Bassein creek. The terrain is underlain by basalt rocks. The area falls under seismic zone no. 1 and is susceptible to minor seismic disturbances. Soil falls under 'impervious and semi pervious' category and has moderate erodibility. The soil is suitable for homogenous embankment. PotentialImDacts Earth work involving cut and fill will have major impact on the land environment. The amount of material would be brought from quarries near Dahisar and is estimated to be equal to 9,08,370 m3 . Abandoned borrow pits will create stagnant pools of water. Quarrying will result in loss of top soil and sub soil, and may result in subsidence or collapse of quarry walls. Earthwork may further disrupt natural drainage and degrade landscape. The ground clearance for laying the track will result in loss of trees and shrubs. Water Environment The proposed track will cross one major water body - Bassein creek-between Bhayander and Naigaon Stations and two streams - Dahisar River and Jaffery Creek. There are also two small lakes near the proposed alignment near Bhayander and Virar stations. 6-6 Urban Mumbai Project Transport Assessment Environmental Consolidated The creek near Naigaon railway station has low DO (4.9 mg/I). None of the above water sources are used for the purpose of drinking water. PotentialImDacts * The proposed construction will not alter the existing water courses. * Construction activities may lead to the siltation of the water bodies. However, there will be no pollution due to wastewater from the construction labour camps, if local labour is made available. * During the operation phase, wastewater will be generated at platforms which needs to be treated suitably before disposal. Air Quality The air quality was monitored along the existing Borivali - Virar track at three sites between March 1996 to May 1996. The three monitoring sites were Borivali, Bhayander and Virar. The SO2 and NOx concentrations monitored along the track 3 were found to be in the range of 13 - 38 ,ug/m and 15 - 52 pg/M3 respectively. Thus SO2 and NOx standards were not violated. The SPM concentrations were also found to be in compliance with the standard except near Borivali, where the average SPM concentration was found to be 228 pg/M3 . Thus the area along the track is almost air pollution free. Potential Impact Construction activities such as earthwork, rock cutting, transportation of construction material will increase dust levels in the atmosphere. However, these impacts will be of temporary nature. During the operation stage, there will be no impact on air quality as electric trains will be operated on the proposed track. Noise Levels The noise levels along the track were monitored at the same three sites where the air quality was monitored. Lq values for day time and night time were found to be in the range of 70 -77 dB(A) and 64 - 72 dB(A) respectively. These levels are quite high compared to the standards for residential areas. 6-7 MumbaiUrbanTransportProect Assessment ConsolidatedEnvironmental PotentiallmDacts The operation of construction equipment, such as, compressors, bulldozers, compactors, cranes, will increase the ambient noise level. These could be the cause of concern for the nearby residents. The increased number of trains will generate more noise along the track once the new track is opened for traffic. The U.S. FHWA model was used to predict noise due to train traffic. The maximum increase in noise level over the background levels due to train traffic near sensitive receptors was estimated to be 1.7 dB(A). Thus, overall increase in noise due to railway traffic is insignificant. Ecological Resources In a detailed ecological survey along the existing track, three types of vegetation found were: trees planted at or near railway stations; self regenerating weedy vegetation along track between stations; and strips of mangrove plants along the banks of the creek. The number of plants within the 20 m of the eastem side of the existing tract was found to be 428. No endangered species were encountered in the area. However, Avecennia - a mangrove specie in the area - falls under protected category. Some trees along the track are old and are as tall as 15 to 20 m. Potential Impact The trees within 20 m from the track on the eastern side will be lost due to the proposed sub-project. In addition, Zizyphus and mangrove vegetation (degraded as well as well-grown) will also be lost due to the proposed sub-project. The mangrove vegetation will be lost near Jaffery creek, Bassein creek and the banks of island. The total number of Avicennia marina lost will be 8500. Land Use The proposed track passes through a series of settlements, which comprise both slums and multi-storied apartments. Beyond Dahisar and towards Mira Road, land adjacent to the track is mostly vacant. However, station areas and land away from the track are developed. Near creeks, the land is marshy with mangrove growth. Salt pans are also seen along the track between Bhayander and Naigaon. Open lands belonging to railways is leased for cultivation on a 11 month lease. Potential Impacts The land to be used for the proposed sub-project is already under the possession of Western Railways. However, some parts are encroached by slums which will have to be relocated. Some mangrove patches will have to be cleared. No forest land is involved in the sub-project. 6-8 Urban Mumbai Project Transport EnvironmentalAssessment Consolidated The proposed track is expected to induce residential and commercial development in open areas adjacent to the track. The planned development can change the land use pattern for the better as mangrove vegetation can be restored. Quality of Life Values The population from Borivali to Virar is 6.27 lakhs. Average slum family size is 3 members and average income per household is Rs.3400 per month. As per W. S. Atkins study, 1.42 lakhs of people commute per week day between Virar and Borivali. The average time spent on commuting is 2.5 hours. The survey conducted in the area revealed that the people favor the proposed sub-project, and are ready to undergo temporary inconvenience during the construction phase in return of the long term benefits of the sub-project. Borivali end of the track serves tourist traffic to Sanjay Gandhi National park, Kanheri Caves and Essel World. Vasai Road attracts tourist traffic for hot springs at Vajreshwari (30.4 km from Vasai Road). Potential Impacts Temporary employment will be created during the construction phase. The operation of the track will boost local economy and create employment opportunities. Also, the sub-project would allow faster train service to be introduced between Borivali and Virar. This will save travel time and relieve passengers from mental and physical fatigue due to overcrowding. As per the detailed severance study conducted along the existing track, human settlements, H.T. lines, electric lines, shops, temples, crematorium, will have to be shifted. A total of 798 dwelling units and 50 shops need to be relocated. Three tanks of Indian Oil Corporation will also have to be shifted. Noise levels will be of concern to sensitive receptors near the tracks. Increased frequency of trains may also become a safety concern for the nearby slum dwellers. This will require clearance under CRZ regulation. Updating EA and EMP and obtaining CRZ clearance is in progress. The EMP for Borivali- Virar Quadrupling of Rail Lines is being updated considering the developments that have taken place since 1998. 6-9 !|M - DENSE FOFtST- FOItEST SPARSE scwisNm WITLAND CMASTAL VASAI CREEK_ HLLOONTOLIR RAL STATION RALWAY LOCA AUTHORWIY BOUNDARY : EJ4DUEALONGBORIJL-VIRARRAILWAY TRACKS MM: l UrbanTransport Mumbai Project Environmental Consolidated Assessment B) Road Component i) Jogeshwari Vikhroli Link Road (MLEA) Introduction The Jogeshwari Vikhroli Link Road (JVLR) is an important link between Eastern and Western suburbs. It connects Western Express Highway (WEH) and Eastern Express Highway (EEH). The road has three sections: (i) WEH to Saki Vihar Road; (ii) Saki Vihar Road to Lal Bahadur Shastri (LBS) Marg; and (iii) LBS Marg to EEH. Please refer Fig. 6.1 for landuse around this road. The JVLR is proposed to be widened to 3 + 3 lanes having 2 x 11 m carriage way with 2 m central median and 2 x 2 m wide footpaths. The total ROW will be 30 m except for high embankment sections where ROW will be 60 m. Existing Environment and Potential Impacts The environmental analysis of the proposed sub-project focused on determining existing status and potential impacts of the sub-project on the following environmental components. * Land * Water , Air * Noise * Ecological Resources * Land Use or Human Use Values * Quality of Life The main findings of the environmental analysis are presented in the following paragraphs. The environmental analysis is in the process of being updated to reflect the changes since the last baseline studies in 1996. Land Environment The Western and middle sections of the road pass through slightly rolling terrain except the portion beyond lIT, which runs down over a steep slope. The eastern section traverses through almost flat terrain. 6-11 kM.1UP ~~~PLNATIAON OOASU~Lw!T4 d ;y : iY ,, ?aUITRY ~~~~~~~~~WATI W'~O ArTTO 3J UAo I Gtkoli 'o, ,At¶S R m Op A*|: LANDUSE AROUNDJVL Urban Mumbai Project Transport Environmental Consolidated Assessment PotentialImpacts The proposedroad wideningwould involve cutting and filling. The total quantityof material to be brought from borrow pits (from Dahisar and Turbhe quarries) is 3,14,000m and the quantityof cut materialto be disposedof is 43,704 m3 Borrow 3 of pitsat the quarrysiteswill adverselyaffectthe sceniclandscape the area. Water Environment Jogeshwari VikhroliLink Roadcrossesone small river (MahimRiver)and 2 Nallahs. - A stretch of the middle section of the road is along Powai Lake. The Powai Lake showedsewagecontamination and highTDS (520 - 640 mg/I).DO levelsof the lake rangedfrom 6.8to 7.2. PotentialImpacts * Sincethe bridges on Mithi River and Nallahsare already widenedand culverts providedwherevernecessary,the proposedsub-projectis not likely to result in water loggingand increasein flood levels. However,there may be siltationsof the nallahand other smallchannelsdueto erosion. * takes place in rainy season,the adjoiningwater bodieswould If the construction with be affecteddueto surfacerunoffcontaminated loosesoil. * Occasionalaccidentsor spillsof materialbeingtransportedcould causepollution of surfacewaters. * nature. Overall,the impacton the waterqualitywill be of insignificant Air Quality Baselineair quality along the alignmentalready exceedsthe standardsfor PM10, SPMand HC. SPMand PM levelswith their valuesin the rangeof 650 - 1200pg/M 3 10 3 and 130 - 275 pg/M , respectively, were found to exceed their standards.The SO2 and NOx concentrations 3 were observedto lie between 18 - 47 Jg/rM and 16 - 66 3 pg/rm, respectively. These concentration levels were within the NAAQ standards. (1 CO concentrations - 2.4 ppm) were found within NAAQ standardsof 3.8 ppm (1 3 hour average). Leadwas in the range of 0.09 - 0.89 g/iM against the prescribed standardof 1pg/M 3, PotentialImpacts During the construction phase, earthwork, rock cutting and handling and of transportation construction will material increasethe ambientdust levels. 6-13 Urban Mumbai Project Transport Environmental Consolidated Assessment The operationof diesel based constructionequipmentand fuel wood used by the construction labor for cooking will degrade the air quality in the immediate neighborhood. Theconstructionrelatedair qualityimpactswill, however,be of temporarynature. Air qualityimpactsduringthe operationstagewere assessedusingCALINE- 3 model to predictCO and NOxconcentrations.For PMOand lead,the roll back methodwas 1 usedto estimatethe futureconcentrations.Peakhour emissionsfor CO and average dailyemissionsfor other pollutantsto be usedas input to the modelswere calculated from predicted traffic volumes/composition and Indian Institute of Petroleum(IIP) recommendedemission standards. Emissionfactors for SPM, and hence PM o 1 accounted for the re-suspension of particulate matter from the road surface. The modelinganalysisshowed: - CO concentrationswould meet the National Ambient Air Quality (NAAQ) Standard. NOx concentrationswould exceed the standard, and population exposed to NOx concentrationexceedingthe standard was estimatedto be 3700. * PM and Lead valueswere 'timated for 2001 to be in the range of 222 - 357 10 pg/M3 and 0.16 - 1.06pg/rn' pectively. 4 * PM ovalueswere estimateo;or 2011to be 736,ug/m. 3 1 * The sectionof the roadlikelyto receivethe maximumair qualityimpactswas the easternsectionnearGandhiNagarSquare. Noise The noise levels measuredalong the proposedalignmentas Lq were found to lie between77 - 86 dB(A) and 70 - 77 dE'A) for day time and night time respectively. These levelsare quite high comparedtc the day time and night time ambient noise standards. PotentialImpacts * The operation of construction equipment, such as, compressors, bulldozers, compactors,concreteplant, etc. will generatenoise, which will be the cause of nuisanceto the nearbyresidents. by · The impactof traffic relatednoiseduringoperationphasewas determined using the U.S. FederalHighwayAdministration (FHWA)model,and after accountingfor background levels,werefoundto exceedthe day timeand nighttime standards. 6-14 Urban Mumbai Project Transport Environmental Consolidated Assessment * The daytimenoiselevelspredictedfor the year2011 rangedbetween70.8 - 80.9 dB(A),whereasthe nighttime levelswere foundto lie between58.6 - 73.8 dB(A). The noisestandardwas found to be exceededupto 200 m from the road during day time as well as night time. The high noiselevels would affect two sensitive receptors- HolyTrinityChurchand CentralSchool(Navy). Resources Ecological From ecologicalviewpoint,JVL can be divided into two sections - western section betweenWEH and LBS with non-marshyand non-salineland; and eastern section between LBS Marg and EEH with marshy and saline land. The two ecologically sensitiveareas along the westernsectionof the road alignmentare Aarey Farmand PowaiLake. Aarey farm is mainlya grassland.Dryingperipheryof PowaiLake has extensivepatchesof LpomeacarpeaFarmand Convolvulaceae (Beshrani). Ruderal plants,which are seasonalin nature,can also be seen along some stretchesof the road. The easternsectionof the road at few locationspassesthroughmarshyland, which are usedfor dumpingliquidwastes,municipaland constructionwastes. PotentialImpacts There are 363 trees,whichare within20 m belt on both sidesof the road.Wideningof the westernsectionwill leadto the loss of a part of these trees. The extensionof the eastern section to four lanes may need clearanceof some mangrovevegetation. the However, latteris alreadyin degraded state. Noneof the floral speciesis rare or endangered. Major loss of trees will be from private or enclosedareas, presently coveredby good numberof trees. LandUse Certainsectionsof the road alignmentpass throughbuilt area with both residential and commercialestablishments need to along the alignment.These establishments be shiftedfor wideningthe road. Resettlement: (PAH)will have to be resettled.Rehabilitation About 890 ProjectsAffectedHousehold the ActionPlan (RAP)describing R & R Policyand Institutional frameworkalong with 6-15 Urban Mumbai Project Transport Environmental Consolidated Assessment survey has beencompleted.Site specificRIP (and CEMP) baselinesocio-economic has alreadybeenprepared. that havetaken The EMPsfor JVLR is being updatedconsideringthe developments placesince 1998. ii) SantacruzChemburLinkRoad(MLEA) Detailedfeasibility,engineeringand EA of these sub-projectsare in progress.About 2171 PAH would need resettlement.Baseline socio- economic survey has been carried out. RIP and CEMPwill be undertakenafter the completionof engineering design. 6.3 LEVELENVIRONMENTAL PROGRAMMATIC IMPACT i) ROBat Vikhroli (PLEA) on The ROB is proposedto be constructed LC No. 14 locatedto the south of Vikhroli station.It is on PirojshaGodrejroad,whichconnectsLal BahadurShastrl(LBS)Marg on the west of Vikhroli station and Eastern Express Highway (EEH) on the east. Pleaserefer Fig. 6.2 for the landusepattern.LBS roadis about 280 m awayfrom the LevelCrossing(LC) and it is 12.5 m higher in elevationcomparedto LC.The EEHis about500 m to the eastof the LC and its elevationis 4.3 m lowercomparedto that of the LC. Sincethere is significantelevationdifferencebetweenthe startingand ending the are pointsof the sub-project, approaches proposedon viaducts. Landuse of Construction ROBwould dislocateabout 185 (G + 1) structures with smallbusiness units in the ground floor and residencesabove. The sensitive landuses will be impacted by higher air and noise pollution during construction and operational phases. The ROB may give rise to induceddevelopment,and may lead to illegal occupancyunderthe proposedROB. Therecouldbe visualintrusiondue to ROB. Ecoloav The site has no sensitiveecologicalfeatures, except sparsely distributed ruderal About 10 growntreeswill be cut. vegetation. 6-16 Jo9 MUMBAIURBAN TRANSPORTPROJECT - II (M U T P- II) DBC.LE 1:6000 CLIEN MUMBAIMETOPOUTAN DEVLOPMENT AUTHORITY. CfD.3 8/8/96S CHD.BY A.S.R. Urban Mumbai Project Transport Environmental Consolidated Assessment Peoples perceptions Respondents feel that the LC is located in a most convenient place to access railway station. Majority of the respondents feels that the congestion is mainly due to informal commercial activities and frequent closure of LC. 55% of the respondents feel that the ROB should be constructed as it would relieve congestion. Over 80% of the people in the area felt that the air and noise pollution will be immense during construction phase. Pedestrian inconvenience is perceived as major impact during construction. Traffic and Transiort The pedestrian and traffic movement will be adversely affected during construction phase of ROB. The traffic movement with respect to speed and delays will be substantially improved due to ROB. Air S02, NOx, lead in SPM and CO values are well within the NAAQ Standards for residential areas. The PM10 and SPM values substantially exceed NAAQ standards. This may be due to re-suspension of dust. There would be fugitive air emissions during construction phase. Air quality would be impacted due to emissions from firewood burning in labour camps, pollution from construction equipment, and pollution from vehicles during operational phase of the ROB. Noise The day and night Leq exceeds commercial and residential area standards. High noise levels are expected due to construction activities. There would be noise pollution from increased vehicular traffic with higher speeds during operational phase. Significant Beneficial ImDacts The Traffic movement with respect to speed and delays will be substantially reduced after construction of ROB. Moreover, this would facilitate reduction of headway on central railway line. Resettlement: The initial assessment indicated that 173 PAH have to be resettled. However recent changes in design indicate that this could be substantially reduced. Baseline Socio - economic Survey (BSES) has been completed and preparation of RIP - CEMP will be undertaken soon. 6-18 Urban Mumbai Project Transport EnvironmentalAssessment Consolidated the that The EMPsfor Vikhroli ROBis beingupdatedconsidering developments have taken placesince 1998. The site specificEMPsfor ROBsat JogeshwariSouth)and (North)are separatelybeingprepared. ii) PedestrianSub-wayat CST ChhatrapatiShivajiTerminus(CST) is a CentralRailwayTerminusfor suburbanand outstationtrains. The proposedsub-wayincludesthree sets of stairs and about 80 to metresof passageway serve the pedestrianmovements. The passageway varies in width from 7.5 to 12 meterswith 5-meteradditionaldepth for flankingshop space on each side. The fiveflights of existingstairsdownfrom CSTto D.N. Roadwouldbe relocatedto insidethe terminus. Land Use The CST area has public,semi-public, commercialand private land uses.There are no sensitiveland use areas. Speciallanduse featuresinfluencing pedestrianand the vehicular traffic include informal sector commercialactivities location of the major intra and inter city railwayterminus,access to CST, BMC head quartersand other public land uses. These land uses will be temporarilyaffectedduring construction phase. The informalcommercialsectorland use will be totally removedduring construction phase. Trafficand Transport The maximumpedestrian volumeoccursduring 10.00to 11.00hourswith pedestrian volumeof 15,275and at this time, the traffic volume is about 5000 pcus. The area experienceslonger vehiculardelaysand higheraccidentpotentialdue to pedestrian vehicularconflicts.There would be major disruptionin traffic and inconvenienceto at pedestrians CST junctionduringconstruction period. substantialimprovementin vehicularspeedsand On completionof the sub-projects, reduction in delays would be realized. Pedestrian vehicular conflicts will be eliminated. Air PM The CO, HC (non-methane), 10 and SPM levelsexceedthe NAAQstandards. The NOx, SO and the lead in SPM are well within NAAQ standards.The air quality 2 impacts during constructionphase would be due to fugitive air emissions and 6-19 Urban Mumbal Pmject Transport Environmental Consolidated Assessment emissions from construction equipment. At operation stage, emissions from operating vehicles would contribute to air quality impacts. Noise The day and night L.q values exceed the commercial area standards by about 18 and 21 dB (A) respectively. There would be high noise levels due to construction activities. Noise pollution would also be from increased vehicular traffic with higher speeds during operational phase. Significant Beneficial Impacts * Substantial improvement in vehicular speeds and reduction in delays on construction of the subway. * Pedestrian vehicular conflicts will be eliminated on operation of the subway thereby reducing the accidents. This was initially identified for inclusion in MUTP. However it has now been implemented. Instead a study is in progress to establish feasibility of pedestrian subways at 30 locations in Mumbai and carrying out detailed engineering along with EMP, based on the one prepared for CST. ! The EMPs for various Pedestrian Sub-way schemes are being separately prepared. Iii) Thane (W) Station Area Improvement The sub-project involves Thane railway station approach area on the western side. Station Area Improvement scheme includes: optimisation of the phasing system of the traffic signals for the intersection at the exist point of the station area; rearrangement of bus and auto parking in front of railway station; and channeling of the bus stands for smooth vehicular movement. Land Use The land uses at Thane station area include residential, commercial, public (bus depot); semi-public (Cinema theatre) and informal commercial activities lined up along the station road The special land use features which have direct impact include: * Movement of state transport buses, * Intermediate transport generated by intra and inter city transport services, 6-20 Urban Mumbai Prqoect Transport Environmental Consolidated Assessment * Informal commercial activities occupy foot path and part of the road thereby causing congestion, and * Nearby cinema theatre generating heavy pedestrian volume during peak hour traffic period thereby increasing congestion. As the existing land uses are already saturated, there would not be any major negative or positive impacts on land uses due to the implementation of the proposed improvement schemes Traffic and TransDort The entry and exit roads are operating at capacity and hence experience severe delays and congestion. Seventy percent of the traffic entering into Thane station (W) area is composed of autos. Heavy pedestrian volume of the order of 1.2 lakhs per day is leading to increasing vehicular pedestrian conflicts. Without the station area improvement, the present situation would further deteriorate. The implementation of the proposed scheme would temporarily disrupt the traffic circulation and pedestrian movements. Air The NOx, SO and lead in SPM are well within NAAQ standards. CO, PM10 , SPM 2 and HC (non methane) exceed the NAAQ standards. The construction phase of the sub-project will generate fugitive emissions. However, these emissions will be marginal in nature as the construction activities are very minimal. The day and night Lq values exceed the commercial area standards by 13 and 17 dB(A) respectively. Marginal increase in noise levels is expected during construction phase. The noise levels would increase on implementation of the sub-project. Siqnificant Beneficial ImDacts * Without the station area improvement, the present situation would further deteriorate * The traffic conditions would marginally improve by implementation of the sub- project. 6-21 Urban Mumbai Prmect Transport Environmental Consolidated Assessment for This sub-projectis no more considered MUTP.Insteada study of SATISis in progressfor 6 suburbanrailway stations.This will also include EA and EMP on the basisof Thane. The EMPsfor variousSATISschemesare being separatelyprepared. 6-22 ENVIRONMENTAL MANAGEMENTPLAN Mumbai Urban TransportProject Consolidated Assessment Environmental CHAPTER7 MANAGEMENT ENVIRONMENTAL PLAN 7.1 INTRODUCTION EA Process to In response the deteriorating transport in scenario MMR,the MMRDA prepared a Comprehensive a TransportPlan in 1994,whichprovided strategicframework for the improving transport sectorof MMR.Thefourstrategic transport optionsidentified to underthis studywere subjected Environmental Assessment (EA)in the form of Sectoral LevelEnvironmental Assessment to the (SLEA), identify one,whichwould haveminimum adverseenvironmental in impacts.This resulted a preferred strategy a the comprising largerset of projects.Considering financialsustainability the and economic of an evaluation subprojects investment program a comprising subsetof projects in recommended the preferred strategy arrived Thissubsetof sectoral is at. is to projects thensubjected Programmatic LevelEnvironmental Assessment (PLEA) and Micro-Level EnvironmentalAssessment of (MLEA).A flowsheet the entireEA process givenin Figure7.1. is Apart from the sectoralenvironmental impacts,the individualprojectswill have localizedenvironmentalimpacts.The sub-projects includedpertainto rail and road improvementschemes.The projects were screened with respect to various environmental parameters sensitive suchas air andnoisepollution, etc., locations to the for determine type of EA required. PLEAswere prepared small genericsub projects, such as, flyovers, ROBs, Pedestriansubways,Station Area Traffic Improvements Schemes (SATIS).MLEAs weredonefor individual that projects were to expected havesignificant environmentalimpacts.The typeof EAfor eachof the projectin MUTPis givenbelowin Table7.1. for Table7.1 List of ProjectsSelected PLEA/MLEA Sr.No.Nameof the Project Typeof Status of EAIEMP EMP Scheduleof I IEA Preparation Completion Rail Component 1 and EMP 5thline betweenSantacruz These works are in an Borivali advanced stage of completion. Environmental31/1/02 audit and EMP are to be completed. 2 5 h and 6th lines betweenKurla EMP These works are in an andThane advanced stage of completion. Environmental31/1/02 audit and EMP are to be completed. 3 Quadrupling of MLEA EA & EMP done in 1998. 31/1/02 Borivali-Virar Lines EMP being updated. i) Borivali Bhayander Rail 7-1 UrbanTransport Mumbai Project Environmental Consolidated Assessment line ii) Bhayander - Virar Rail line 4 Optimization on western EMP/ PAH have been resettled in 31/1/02 Railway(including12-carrakes CEMP permanent / transit on through lines) accommodation. CEMPs are being prepared for ______ these resettlementsites. 5 on Optimisation Central Railway EMP/ (including 12-Car rakes on CEMP through lines) _ 6 on line Optimisation Harbour EMP/ CEMP 7 DC/ACconversion EMP Being Prepared 31/1/02 8 EMUcoach re-manufacturing No EA . Req. 9 Track machines No EA Req. 10 TechnicalAssistance No EA _ __ __=_ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ Req. RoadsandTrafficComponent 1 Jogeshwari-Vikhroli Road Link MLEA EA & EMP done in 1998. 15/12/01 I___ ==___________________ _ I EMP being updated. 2 link Santacruz-Chembur road MLEA EA / EMP Being prepared 31/12/01 as a part of the engineering feasibilitystudy. Independent Review of 31/1/02 EMPS 3 (South) ROBat Jogeshwari EMP Beingdone on the basis of 31/1/02 I __ I _l____________________ PLEA for ROB at Vikhroli. 4 (North) ROBat Jogeshwari P Being done on the basis of 31/1/01. .___ ___________________ PLEAfor ROB at Vikhroli. 5 RC Vikhroli PLEA EA & EMP done in 1998. 31/1/02 EMP being updated. 6 Da,. MahimOne way system No EA Req. 7 subways bridges EMP Pedestrian and EA & EMP for CST (VT) 31/3/02 done in 1998. EMP for other subways being done on basis of CST- EA / EMP. 30/4/02 Independent Review of _____E_ MPs 8 Stationareatraffic improvement EMP EA/EMPfor Thane done in 31/3/02 schemes (SATIS) 1998. EMP for other SATIS being done on the basis of Thane EA / EMP. Independent Review of 30/4/02 _ _ _ ___ EMPs 7-2 Mumbai Project UrbanTransport Environmental Consolidated Assessment 9 Other traffic management No EA schemes Req. 10 Procurementof Buses No EA Req. 11 Environment-air quality No EA monitoring Req. 12 Technical Assistance, studies No EA training Req. Projectsat 8 to 10of Rail do not involve any civil work. EA is thus not required. Progress at 9 to 12 of Road Component are related to traffic and air quality management and does not involveany Civil work. EA is thus not required. 7-3 MumbaiUrbanTransport Project Environmental Consolidated Assessment FIGURE 7.1 ENVIRONMENTALASSESSMENTPROCESS Comprehensive Study Transportation 4 strategicoptions 1. Dominimum 2. Public option transport 1994 3. Public + transport Demand management 4. RoadInvestment option Sectoral Level Environmental Assessment(SLEA) Evaluationof strategicoptionswith respect to the environmental following criteria 1996 - Traffic Analysis - Impacton Air, noise, social, ecological resourcesand transportationservice quality Selectionof strategicoption (PT + DM) 1 Screening of projects with respect 1997 to potential impacts Programmatic Level Environmental Micro-level Environmental Assessment Assessment (MLEA) (PLEA) selectedroad - Subprojects - - Sub-projects selected: suburban improvements, railway 1998 subways ROBs,pedestrians subprojects - of Analysis traffic& transport on water - Impact traffic,air, noise, - Impacton air, noise, social and landuse, socialand ecological resources, ecological landuse resources. Preparation of updated and consolidated 2001 EA and proiect specific, EMPs IDraftConsolidate EiA Puli l | ~~~~~Consultation 2101 Note: The CurrentProject StageIs HighlightedIn TheAbove Figure 7-4 Urban Mumbai Project Transport Environmental Consolidated Assessment impacts eachof the above Environmental of are in 6 projects described Chapter and of is Sections. a summary impacts givenin thefollowing ManaaementPlans Environmental Plansare preparedfor mitigatingand managingpotentialadverseenvironmental impactsidentified SLEAand projectspecificPLEA/MLEA in studies. TheseEMPs are accompaniedby institutionaland reporting framework to ensure EMP and implementation monitoring for programs individualprojects. 7.2 LEVELENVIRONMENTAL SECTORAL AND PLAN MITIGATION MANAGEMENT a In spiteof having transport with strategy theleastenvironmental for implications the region,MMR is bound to experience environmental impactsfrom transportation sectoron accountof increasein both humanand vehiclepopulation. Thereare severalenvironmental issuesthat needto be addressed the sectorallevele.g. at increase air and noisepollution, in ecological of impactsfrom extension railways in of ecologicallysensitive areas, rehabilitation displacedpeople etc. Mitigation for the measures addressing aboveissuesare takenup at sectorallevelusingthe SLEA framework. Reducingtraffic congestion,vehicularemissionsand noise could alleviatethe of impactsdue to the development the transportation sector as a whole.The mitigationmeasures levelsfor are developed legal, policy and administrative at reducing impacts. levelenvironmental sectoral Impacts 7.2.1 SectoralLevelEnvironmental out TheSLEAwascarried for thefoursuggested options transport to with respect six viz. majorparameters TransportandTraffic Efficiency,AmbientAir Quality,Noise, and (R on Ecology Social & R). Impacts theseparameters in werestudied fourmajor of sub-regions MMRviz. the IslandCity, EastemSuburbs and Western Suburbsof Mumbai andthe Restof MMR(SeeMapin Figure1.1In Chapter1). Greater City a were In order to assessthe impacts, numberof indicators/indices identified for eachof the above parameters. environmental monitoring theparameters Baseline of werecarried in theyear 1996andtheimpacts out for werepredicted all thetransport for in options the year2011. Theseare presented detailin Chapter4. The critical environmental issues that need mitigationmeasuresat the sectorallevel are summarised below: for 10 and * Ambientair quality(mainly PM ) woulddeteriorate noiselevelswould due increase to projectimplementation. of * Displacement project households. affected impacts. * Ecological and * TrafficManagement Safety. 7-5 UrbanTransport Mumbai Project Environmental Consolidated Assessment '.2.2 SectoralEMP level,a varietyof policy,legalandadministrative At the sectoral couldbe measures usedto manage environmentalimpacts. in Thesearedescribed Table7.2(a). and of The formulation implementation severalof the measures indicateddepend upon a variety of parameterssuch as promulgationof rules and standards by particularly GOI, techno-economicfeasibilityof the suggestedmeasures, public pressure, of directives Supreme Courtand HighCourtetc. Thusthe timeframefor of implementation these measures cannotbe decidedas a part of MUTPby the project authorities or GOM alone. However, a suggestive framework for of implementation the EMPsincluding responsibility, institutional and authorities time frameis givenin Table7.2(b). 7.2.3 SectoralLevelMonitoring levelmonitoring needed assess success the mitigative Sectoral is to the of measures quality and arrestingthe deterioration the in improvingthe environmental of quality alsoto update environmental and on EMPbased the feedbackobtained from monitoring. plan The monitoring presented heremainlyincludes of monitoring theenvironmental R&R andmonitoring quality, The trafficparameters. planis givenin Table7.3 of Monitorina Environmental Quality Environmental with to and qualityparticularly respect air pollution noiselevels,must on be monitored continuous basis,astheseenvironmental are components likelyto mostbythetransportation be affected strategy. Environmental qualitymonitoring out of shallbe carried withthe objective assessing the changein environmental qualitydue to the transportationstrategy,so that the strategy can be updated in response to the monitored results. Since the environmental qualityof GreaterMumbaiis also affectedby factors other than transportation environmental activities, monitoring for programme the transportation with strategyshallbe integrated the regional environmental monitoring programme. The recommended minimum environmental programme the quality-monitoring with focuson thetransportation of strategyis givenin Table7.3.The location monitoring sitesshallbe decided MMRDA consultation MCGM. by in with of (R&R)ComDonents Monitorina Social of A number of MUTP projects will result in displacement population. The and processof the displaced resettlement rehabilitation populationwill be closely 7-6 Project UrbanTransport Mumbai Environmental Consolidated Assessment by monitored MMRDA for is and IMP.The methodology such monitoring givenin 2001,MMRDA. ActionPlan,September paragraphs to 68 of Resettlement 64 of Monitorina TrafficMovement The MUTPprojectis expected bringabouta substantial to in improvement traffic movementin MMR and GreaterMumbai. Varioustraffic parameters such as volume,speedetc. for roadsand passenger trips for railwaywill be monitoredto trackchangesin trafficmovement.As a part of MUTP,a Traffic Management Unit in (TMU)is beingestablished MCGM. The TMUwill undertake to periodicstudies the and monitor trafficmovements impactof proposed in measures MUTP. 7-7 Mumbai Urban TransportProject Consolidated Assessment Environmental Table 7.2 (a) Sectoral EMP Environmental Regulatory Measures Policy Measures Administrative Measures Impact Ambient Air Quality * Stringent emission Review and Implementation of recommendations * Strictenforcementof air Deterioration standards for vehicles at madeby committeefor reducingvehicular pollution emission manufacturing and in Mumbai, constituted under the Mumbal High operationallevel, Court Orderdated December15, 1999.Some of the * Enhancing of the current * Use of cleaner majorrecommendations are: monitoring network of MCGM as technologies,such as,pereomnaingvnnth catalytic converters for * Reducing sulfur content of diesel initially to per recommendationgiven in the petrol driven vehicles, 0.05% and finally to 0.005%by 1j April 2005. study M Strengthening the Air four stroke engines for * Reductionin Benzene contentof petrol from the Quality Monitoring Network two and threewheelers, present level of 3% to lessthan 1%. Operated by MCGM" completed * Measuresto prevent fuel * Refineriesare recommendedto implement the In year 2000. adulteration, 'Marker' system for detecting adulteration in * Legal support for policy fuels and lubricants. * To developPMIoabatement and administrative level * All the retail outlets in MMRshould sell only pre- strategy. (Studycommencedby mitigation, mixed petrol through dispensers to two and MMRDAin Sept. 2001) * Permitting use of three wheelers with effect from 1st October alternate fuels such as 2000 * Vehicle Inspection and CNG and LPG as * All petrol taxis above the age of 15 years and MonitoringProgram: automobilefuel. (Already diesel taxis above the age of 8 years be Promote vehicle inspection and done as per Liquefied convertedto CNG or any other clean fuel and all maintenance centres. Petroleum Gas diesel taxis above the age of 8 years should be Commercialvehicles to obtain a (Regulation of Use in converted to clean fuel3 wheelers above the Certificate of Fitness from Motor Vehicles) Order, age of 10 years to be scrappedor convertedon approved Inspection and 2001. CNG or any other clean fuel. All transport Maintenance Centres. vehicles, except 3 wheelers and BEST buses over the age of 15 years to be scrapped unless convertedto clean fuel. All BEST buses older than 20 years to be scrapped or converted to CNG. * All petrol driven vehicles registered in Mumbai prior to 1st April 1995 are recommendedto be fitted with catalytic converters. . (Court is yet to decide) 7-9 Mumbai Urban TransportProject Consolidated Assessment Environmental Table 7.2 (a) Cont.. Environmental Regulatory Measures Policy Measures Administrative Measures Impact A Noise ExplicHpolicy for noise reductionfrom vehicle Montoring of noiselevels at engines,exhaust,tyr qnd road surface. sensitivereceptors. Identifying --. c, II'es of noise. Reducingtraffic noiseimpact by placingnoise barriers to the extent feasible. SocialImpact Govemmentof Maharashtra Projectaffected households be rehabilitatedas to PMU - MMRDAIs responsible for adopteda policy of R & R in Action Plan (RAP) and per the Rehabilitation entire R& R. An Independent to 1997.All resettlement be projectspecfficRIP, CEMP. More detailsin Chapter MonitoringPanel has been undertakenaccordingto the 8. appointedto monitorthe same. policy. EcologicalImpacts MMR- RegionalPlan The IndianForestAct and Coastal RegulationZone Strict enforcementof Development providesland use zoningand necessary (CRZ)notificationof 19/2/91>,rovide regulations to contain growth in development control policyframeworkto minimiseecologicalimpacts. ecologicallyfragile areas. regulationsconsistentwith these regulations.GoM has preparedCoastalZone ManagementPlan(CZMP), which has been approvedby .__,_ MoEF. Traffic ManagementW Implementingrecommendationsof the committee * Enforcement of road safety and RoadSafety appointedby Mumbal High Court (See above). The rules. major traffic managementpolicy recommendations * Development of emergency include: plans to deal with road/ rail * Strengthening traffic and transportation accidents Involving hazardous planning, traffic operation, traffic signals and substances. signs,and area traffic control. * Modal Integrationoutside railway station and at ferry landings,control of on-streetand off-street parking, managementof traffic demand, power to collect certain parking fees and I supplementary charges on road traffic. 7-10 Mumbai UrbanTransport Project Assessment Consolidated Environmental Table 7.2 (b) Sectoral EMP Implementation Framework Parameter j Mitigation Measures Responsibility Time Frame Supervision AIR POLLUTION Regulatory Stringentemissionstandards,Use of Clean Fuel Govt. of India Alreadyin progress. Not Applicable. Measures etc. Policy Severalpolicy measureshave been suggestedfor GOI / GOM Policies are In various stages of Variousagenciesas Measures: use of clean fuel, scrappingof obsolete vehicles being drawn up. e.g Mumbai High and when policies are etc. Several of such measures are pending Court decision of October 2001 implemented. clearancefrom Mumbai High Court. requiresvehicles morethan 15 years to be scrappedor convertto CNG. Administrative of Strict enforcement vehicularair emission RTO Alreadyin progress GOM Measures standards. Enhancing of the current air quality monitoring MCGM To commencealong with MUTP MMRDA network of MCGM as per recommendation given project implementation. in the study " Strengthening the Air Quality Monitoring Network Operated by MCGM" completedin year 2000. To developPM abatementstrategy. 10 Various Study commencedby MMRDAin MMRDA agencies Sept. 2001. identifiedIn the on-goingstudy. VehicleInspectionand MonitoringProgram. RTO Plans to be drawn up and MMRDA implementedduring MUTP. 7-11 Mumbai Urban TransportProject Consolidated Assessment Environmental Table 7.2 (b) Continued Parameter Mitigation Measures Responsibility Suggested Time Frame Supervision NOISE Policy Measures Explicit policyfor noise reductio' m vehicle RTO IFkisg of time frame is not MMRDA engines,exhaust,tyre and roaaL, iace. possible at this point. Reducingtraffic noiseimpact by placing noise RTO MMRDA barriersto the extent feasible. Administrative Monitoringof noise levels at sensitivereceptors. MCGB& RTO Within 1 year MMRDA Measures Identifyingsourcesof noise. SOCIAL IMPACT Policy Measures PIA - MMRDAis responsible entire R& R. An GOM for Alreadydone independentMonitoringPanel has been appointed to monitorthe same Administrative Measures Projectaffectedhouseholds be rehabilitatedas PIA per the Rehabilitation to ActionPlan (RAP) and projectspecificRIP, CEMP. Moredetailsin I l To be done before construction MMRDA Resettlement Action Plan,September2001. l ECOLOGICAL IMPACTS Administrative Strictenforcement Developmentregulationsto of UD Alreadybeing done MMRDA Measures containgrowthin ecologically fragile areas. TRAFFIC MANAGEMENT AND ROAD SAFETY Policy Strengtheningtraffic and transportationplanning, RTO, MCGM - In Progress- To be MMRDA traffic operation,traffic signalsand signs, and area TMU strengthenedin MUTP. traffic control. Administrative Modal Integration outsiderailwaystation,control RTO, MCGM- To be establishedduring MMRDA of on-streetand off-streetparking, management of TMU MUTP. traffic demand,power to collectcertain parking fees and supplementary charges on road traffic. 7-12 Mumbai Urban TransportProject Consolidated Assessment Environmental Monitoring Quality Table7.3 Environmental Sites Sampling duration and Responsibility Parametersto Recommended be monitored Frequency Ambient Air Quality: CO, HC, Nox, As per recommendation As per recommendation given MCGB SPM, PM1 0, given in the study i in the study i Strengthening So2 Strengthening the Air the Air Quality Monitoring Quality Monitoring Network Operatedby MCGM" Network Operated by completedin year 2000. MCGM" completed in year 2000. Noise: To compute Same sites as above Same as Above L-qu,L10t L , 50 and Lg_ Social (R&R) _ Living site At resettlement 1 year after resettlement. MMRDA Conditions of PAH's. Drinking water supply, sanitation and other facilities Traffic Movement Traffic volume, At individualsub-project At least once in a year RTO/MCGB-TMU speed sites and main arterial routes 7-13 UrbanTransport Mumbai Project Environmental Consolidated Assessment 7.3 PROJECTLEVEL ENVIRONMENTALMITIGATIONAND MANAGEMENTPLAN As discussed earlier, individualprojects would give rise to localised environmental and social impacts. The environmental impacts were assessed at two levels - (a) Micro Level (MLEA) for individualprojects that were expected to have significant environmental impacts and (b) Programmatic level (PLEA) for small generic sub projects, such as, flyovers, ROBs, Pedestrian subways, Station Area Traffic ImprovementsSchemes (SATIS). The projects, which have been finally selected for implementationand for which EMPs have been prepared, are given earlier in Table 7.1. 7.3.1 Summary of Environmental Impacts/Issues As seen in Table 7.1 given earlier, EA and EMP for the followingprojects have been prepared in the year 1998. The environmentalimpacts of these projects and related aspects considered for mitigation plans are described in Table 7.4 (a) to (e) respectivelyattachedat the end of this Chapter: ML, A * Link Road (JVLR) Jogeshwari-Vikhroli * Borivali-VirarQuadruplingof Rail Lines(BVQR) PLEA i Road Over Bridgeat Vikhroli - PedestrianSubwayat CST * StationArea Improvementat Thane Station 7.3.2 Environmental Mitigation Measures and Management Plans The status of EAIEMP preparation is describedin Table 7.1 earlier. This section details the environmental management plans or mitigation measures (EMPs) developedfor the following5 sub-projects: * Link Road (JVLR) Jogeshwari-Vikhroli * Borivali-VirarQuadruplingof Rail Lines (BVQR) a Road Over Bridge (ROB)at Vikhroli * PedestrianSubwayat CST · at StationArea Improvement(SAT-IS) Thane Station The EMPs for these sub-projectswere preparedin 1988 by AIC Watson Consultants the Ltd. These EMPs are currentlybeing updatedto encompass changes in baseline data and site conditions that may have changed since the year 1998. Thus, the EMPs presentedhere may undergosome modificationsidentifiedduring the updating 7-14 Urban Mumbai Transport Project Consolidated Assessment Environmental process. The schedulefor updatingof EMPs for the above mentionedsub-projects are given in Table 7.1. As mentioned in Table 7.1, EMPs for the remaining sub-projectswill be prepared based on the related earlier EMPs. The table also gives the schedulefor completion. For instance,there are 30 pedestriansubway projects and 6 SATIS projects. The EMPs presented for the CST pedestriansubway and Thane Station SATIS will be used to prepare EMPsfor remainingprojectsin thesecategories. EMP's are developed for the above projects for the design, construction and operation phases of the projects and are given in Table 7.5 to 7.9 respectively attached behind this Chapter. The EMPs give the mitigation measures for the environmentalimpacts of the above projects summarisedin Tables 7A (a) to (e). The EMPs include references to the contract documents and responsibilitiesfor implementation. The EMPs are mainly prepared for the following significant environmentalimpacts/issues: - AmbientAir Quality Deterioration * Increasein Noise Levels * Adverse Impactson Ecology(Flora/Fauna) * Populationdisplacement * Land degradation * Surfaceand groundwaterdegradation * Occupationalhealthand safety * Impactson Traffic and roadsafety In order to allow the local communitiesand road/rail users the benefit of a better corridor of movement and enhanced environmental setting, various site-specific environmentalenhancementplans are preparedand are a part of the overall project design. These enhancement measures typically include landscaping, roadside plantation, public seating at various locations, environmentally compatible architecture etc. These measureswill be specified in the updated EA and EMP reports. 7.3.3 Environmental Monitoring Plan Environmentalmonitoring plans have been specifically developed for MUTP sub- projects, involving monitoring sites, monitoring parameters, time and frequency, collection, analysis and the report of monitoring data. The objectives of the monitoringplan are: * To record the impact of MUTP on urban environmental quality during the constructionand operationphases; * To evaluatethe effectivenessof the mitigationmeasuresduring the construction and operationphases. 7-15 UrbanTransport Mumbai Project Environmental Consolidated Assessment * To satisfy the legal and communityobligations * To respondto the unanticipatedenvironmentalissues at an early stage and to verify the accuracyof environmentalimpact prediction. At the project level, the vital parameters or performance indicators that will be monitoredduring construction and/or operationstages of the project include: * Ambient air quality- SO , PM ,, CO, NOx 2 1 * Noise levels near sensitivelocations * Re-plantation success/survivalrates * Traffic volumeand characteristics The recommendedenvironmentalquality-monitoringprogrammefor the projects are given in Tables 7.10 to 7.14 attached behind this Chapter. Methodologyused for sampling and analysis will be as per prevalent requirements of Ministry of Environmentand Forestand IndianStandard(IS) codes. These monitoringplans are for the EMPs prepared in 1998 and are being updated along with the respective EMPs. 7.4 INSTITUTIONAL SETUP, COORDINATION & STRENGTHENING 7.4.1 Institutional Set-up and Coordination The monitoringand evaluationof the EMPs are critical activities in implementationof the various projects. Monitoring involves periodic checking to ascertain whether activitiesare going accordingto the plans. It providesnecessaryfeedback for project managementteam to keep the programon schedule. The monitoringand reportingprocessfor mitigationmeasuresduring constructionwill initiate from the contractor at the lowest rung who will report to the Project ImplementationAgency (PIA) through the Project Manageme-' consultant. The monitoring process and the roles and responsibilitiesof the various agencies for is coordinatingand managingthe EMPimplementation describedbelow: Project Implementation Agencies (PIA) and Project Contractors The responsibilityof implementingthe various environmentalmitigation measures lies with the PlAs, such as MunicipalCorporationof Greater Mumbai, PublicWorks Department,MaharashtraState Road DevelopmentCorporation. The responsibility also includes various tasks such as notifying various affected parties such as the residents and commercial establishments,facilitate the relocation of people, notify other utility departmentssuch as telephone,water supply, sewerageetc. which use the road for providingpublic utilityservices. The PIA will get the EMP implementedthrough the Project ManagementConsultant (PMC) by incorporatingthe EMP requirements in the contractual agreement along 7-16 Mumbai Project UrbanTransport Environmental Consolidated Assessment with the provisionof penaltiesto be levied if the contractor fails to comply with the conditions. The contractor shall submit a report on compliance with the environmental mitigation measures (Environmental Compliance Reports, ECRs) before start of constructionactivitiesand periodicallythereafterto the PIA. The PlAs will then submit the ECRsto the JPD (Env),which after reviewand monitoringwill be submitted to IMP through the Project Director, MUTP for confirmation of the of implementation the environmentalmitigationmeasures. The Project Director will accordingly submit the report to the World Bank. (Refer Figure 7.2 for the co- ordinationmodel). MMRDA MMRDA as an apex organisation shall initiate co-ordination process among the concemedorganisations EMP implementation.MMRDAshall take lead in: for * reviewing the progress of the projects and plans for the subsequent year - Institutionwise * reviewing and discussing the salient features of the reports in the year on environmental aspects/statistics emissioncheckand violations. like * organisingand co-ordinating trainingprogrammesfor all memberorganisations. An IndependentMonitoringPanel (IMP) has been constituted by MMRDA with the objective to ensure that the Bank's policies related to social and environmental issues are followed. The Chairmanof IMP is Ex-ChiefSecretaryto Govemmentof Maharashtra. The other membersare an eminent Environmental Engineer,a senior Journalist and a leading Advocate. The IMP will meet periodically to review the periodical reports, environmental compliance report, etc. submitted by PlAs and PMCs/Contractors. MMRDA has proposeda co-ordinationmodel (Refer Fig. 7.2) for promotingeffective implementation EMPs at sectoral level and at project level during constructionand of operationphases. The responsibilities key functionariesfor EMP implementation of are: * The Project Director, MUTP has the overall responsibilityof implementationof EMPs and co-ordination of all the environmental related matters of the transportationprojects. * The Joint Project Director (Environment)is responsiblefor both environmental planning and management. He will also be responsible for co-ordinating the environmental related works and ensuring preparation and implementationof sectoral and project level EMPs for the transportationprojects. In respect of R&R, he is particularlyresponsiblefor ensuring preparationand implementation of CommunityEnvironmental ManagementPlans (CEMP). 7.4.2 Reporting Requirements Section 7.4.1 above descrbes institutionalframeworkfor EMP monitoring. It is also importantto identify the key parametersthat have to be monitoredand establish a 7-17 UrbanTransport Mumbai Project Assessment Environmental Consolidated system.The rationale a reporting reporting for for systemis to ensureaccountability the implementing EMPs. systemproposed befollowed givenin Table7.15. However, A genericreporting to is the monitoringparameters and frequencyof reportingare project specificand dependuponseveral factorssuchas: * Environmental affected components * schedule theproject Construction of * EnvironmentalManagementPlanssugges!-d Projectspecifi-monitoring Schedules per formatare givenin Table7.15 will be as preparedar iade availablein the updatedPLEA and MLEA reports for the sheetsand formatswill alsobe included.Thereporting projects. Sp, .- c reporting n formats will be made available in the project tender documents. 7-18 Project UrbanTransport Mumbai Assessment Environmental Consolidated MECHANISM Figure 7.2 INSTITUTIONAL OF FOR IMPLEMENTATION EMP |IMP ........ -t High PowerSteeringCommittee Coordination Project .. ....... . . ......... Committee World Bank MMRDA ProjectDirectorMUTP JPD (Environment) MRVC MSRDC/PWD MCGM BEST PMC | | | PMC PMC P C Contractor IF [-otactor Conrator] Contractor UrbanTransport Mumbal Project Environmental Consolidated Assessment 7.4.3 Institutional Arrangements and Its Strengthening of The implementation an environmentally soundtransport strategyinvolvesa at numberof institutions/ organisations various levels,with each organisation having a distinct role to play. Introducing environmental dimensions in formulating and implementing a transportationstrategy would require that these institutions shoulder additional responsibilitiesfor ensuring that the strategydoes not resultin any significantadverseenvironmentalimpacts. In order to examine the existing capacities and identify the additional responsibilitiesthat the concernedOrganisations/institutionsshall take up to addressenvironmentalissues, these Organisationsare categorisedinto four groups - Apex Organisations,Project ImplementationAgencies, Transport ServiceOrganisations and RegulatoryOrganisations. MMRDA is the apex organisationand being the regional planning authority has regular interactions with various Project Implementing Agencies. The existing capacities of these organisations for environmental management have been carefully assessed by MMRDA. The envisaged roles and responsibilities of these organisations and additional strengthening requirementsto meet the environmentalobligationsdefined in this EA report are given in Table 7.16 attachedat the end of this Chapter. 7.5 COST ESTIMATESFOR MITiGATiVEMEASURESAND MONITORING The EMP implementationwill require two types of financial commitments. Budgetrequiredfor strengtheningthe capacityof the concernedorganisations the responsiblefor implementing plan; and moneysthat will have to be spent for implementing mitigation measures identified for the individual road/rail projects under the transportation strategy. These cost estimates are describedseparatelybelow: 7.5.1 Cost Estimates for Institutional Capacity Building The budget estimates provided in this section mainly focus on the capacity strengthening measuresin terms of training. Training needs for building the capacity of the concemed organisations for environmental planning and management have been identified. Table 7.17 lists these training programmesand also provides cost estimatesfor these programmes. The total cost for the trainingprogrammesis estimatedto be Rs. 4,80,000/-. 7-20 Project UrbanTransport Mumbai Environmental Consolidated Assessment Table 7.17 Cost Estimated for Imparting Training (2001) Training Modules Target No of Costl Total Organisation Batches Batch cost Rs. to Introduction EIA MMRDA.,MSRDC, 2 50,000 1,00,000 (Duration- 3days) Law Environmental MMRDA.,MSRDC, 4 30,000 1,20,000 Environmental Law MRVC MCGM, - (Duration 3 days) Air pollutionand Noise Monitoring MMRDA.,MSRDC, 2 30,000 60,000 - (Duration 3daysfor introductory MCGM,MRVC Course) Duration20 days for intensive MMRDA.,MSRDC, 1 1,50,000 1, 50,000 course MCGM,MRVC Planningand Environmental MMRDA,MCGM 2 25,000 50,000 DecisionMaking- I (Duration- 3 days) Total Rs. 4,80,000/- Note: OneBatch may cover 15 to 20 participants.Cost per day of trainingis assumedat Rs.6000/- 7.5.2 Cost Estimates for Project Specific EMP Implementation Provisionsfor these are expectedto be made by the project proponentunder for for the individualproject budget. Estimates EMPimplementation the JVLR road project and BVQR rail project had been prepared in 1998 in the individual MLEA studies. These estimates (including price escalations till the year 2001) are given in Table 7.18. The estimates have been prepared for EMPs relatedto the followingtasks: * Relocationof Utilities * Compensatory and Road/Track Side Plantation * Pollutioncontrol(dust, water pollution)during construction * Noise level reduction * Labour Campsanitation * Roadsafety * Environmental Monitoring The estimates for EMP implementationfor the remaining projects such as ROBs, SATIS and Pedestriansubways have been prepared based on the estimatesof the above2 projects and engineeringjudgements. A 7-21 UrbanTransport Mumbai Project Environmental Consolidated Assessment for consolidatedestimate for EMP implementation all related sub-projectsare presented in Table 7.19. The estimated cost of EMP implementationfor MUTP sub-projectsis Rs. 19.38Million. The above estimates are provisionaland the final estimateswill be available after the EMPs are updated(EMP updating is in progress). The revised cost estimatesfor the projects will be presentedin detail along with the updated EMP reports. The final list of EMPs and respective cost estimates will be made a part of the bidding and contractdocuments. 7.6 CONTRACTUALAGREEMENT In order to facilitate smooth implementationof EMPs, the PIA shall include specific obligations in respect of EMP implementation in all tender and contractdocuments.The biddingand contractdocumentsshall includetables (as updatedfor specificprojects)given belowat 1,2 and 3 1. EMP requirementsand obligationsfor the projects give Tables 7.5 to 7.9. 2. EnvironmentalMonitoringR% jirements given in Tables 7.10 to 7.14 3. Reportingrequirements give- In Table 7.15 4. IndicativeEMPcost estimatesas given in Table 7.18 and 7.19. 7-22 Mumbai Urban TransportProject Consolidated Assessment Environmental Table 7.18 Cost Estimates for EMP Implementation for JVLR and BVQR Sub- Projects COMPONENT EMP COST ESTIMATES JVLR BVQR Utility Relocation 119600 437000 + (92000* 30%Escalation) + (437000* 30%Escalation) and Compensatory -- 663000 Plantation 510000* 30 % Escalation + Road/Track Side 2028000 280800 Plantation 1560000* 20%Escalation + 216000* 30 % Escalation + Dust Suppression 300000 390000 During Construction 30000/kmx 10 km. 15000/kmx 26 km. Water Pollution- Silt 10000 150000 FencingWorks 10000 loc.x 1 Loc. per per 10000 loc.x 15Loc. Noisebarriers/raising boundarywalls for 1000000 1000000 Noisecontrol 5000/m 200m x x 5000/m 200m LabourCamp 100000 100000 Sanitation x (10000/toilet 10toiletsfor200 x (10000/toilet 10toiletsfor 200 labourers) labourers) RoadSafety 50000 50000 (fencingetc.) x 2500/meter 20 m x 2500/meter 20 m Safety and Noise 20000 20000 awarenesssignage (Lumpsum) (Lumpsum) Environmental 346000 145000 Monitoring (Constructionand OperatingStages) Total 3973600 3235800 * Cost estimates of 1998 ** Costs of R&R are separately covered in the RAP. 7-23 UrbanTrarnsport Mumbai Prolec Consolidated Environmental Assessment Table 7.19 Overall Cost Estimates for MUTPSub-Projects Sr.No.|Name of the Project EMP Cost Estimates Roads and traffic component | _ _ 1 Link Road Jogeshwari-Vikhroli 3973600 2 link Santacruz-Chembur road 3973600 3 ROB projects at Vikhroli, Jogeshwari 2477760 (South) and Jogeshwari (North) 8 30 Pedestriansubwaysand bridges 3000000 9 6 Station area traffic improvement 300000 schemes(SATIS) Rail Projects 1 BorivaliVirar Quadruplingof Rails 3235800 2 5h line between Santacruz and 500000 Borivali 3 5m and 6th lines between Kurla and 500000 Thane 6 DC/ACconversion 20000 13 studiestraining TechnicalAssistance, -3000 r I.(m Table 7.18) Sub Total 18460760 5% Contingencies 1923038 Grand Total 19383798 7-24 Mumbai Urban TransportProject Environmental Consolidated Assessment Table 7.4 (a) Summary of Impacts for Jogeshwari-Vikhroli Llnk Road Project (JVLR) Environmental Constructlon OperationStageImpacts Component StageImpacts Air Quality Temporaryincreasein ambientSPM and NOxlevels 0 No significantchangeIn CO levels over the baseline. Predicted due to earthwork,handlingconstructionmateral levelsfor 2011 well below the CO NMQS. and use of fire woodfor cooking by on-sitelaborers. Nlevels well belowthe CO NAAQS. , levelswerepredicted bewithinNMQOS 2011,except * NOx to for at some locations. * Both the baseline and predicted(for the year 2011) PM o levels 1 exceedthe standardsat most locations. Noise Levels Nuisanceto nearby residentsdue to noisefrom Day and night time predictednoise levels for the year 2011 range constructionactivitiessuch as operationof between70.8 - 80.9 dB(A) and 58.6 - 73 dB(A) respectively. The compressors, constructionvehicles,concreteplants day and night time noise standardwill exceed upto 200 m fromthe etc. road. Water Qualityand Temporarycontamination Mithi river due to of Mithi river contaminationpossibleonly due to accidentalspillageof Hydrology surfacerunoff fromwideningof bridgesover the hazardousmaterialfrom roadtankers. No significantoperation river. Runoffcouldconsistof contaminants such as stage impact. soil, sanitarywastesand oil. EcologicalIssues * Cutting/shifting trees within 20 m of the road No significantadverse impact. of in the westemsection of JVLR. * None of the floral species are rare or endangered. Social In all 890 residentialand commercialstructureswill Nil and be affected by the project. These will need to be (Rehabilitation Resettlement) or relocated compensated. Land Degradation High potential for soil erosion, change in Nil topography,especiallyat the quarrysites. 7-25 Mumbai Urban TransportProject Consolidated Assessment Environmental Table 7.4 (b) Summary of Impacts for Borivali - Virar Quadrupling of Rail Lines (BVQR) Project Environmental Construction OperationStageImpacts Component Impacts taage Air Quality Temporaryincreasein ambientSPM ancr * levels dOx No adverseimpact as electric trains will be operated. due to earthwork,handlingconstructionmaterial and use of fire woodfor cooking by on-sitelaborers. NoiseLevels Nuisanceto nearby residentsdue to noise from Baselinenoiselevels alreadyexceed noise standards. For the year consiructionactivitiessuch as operationof 2011 the maximumincreasein noise levels due to railway over the compressors, constructionvehicles,concreteplants baseline noise at sensitive receptors Is only 1.7 dB(A). The etc. sensitivereceptorsare 2 hospitalsand 2 educationalinstitutes.Thus the impact is insignificant. WaterQuality and 15 majorand minorbridgesat variouscreek No adverseimpact expected. Hydrology locationsare planned. No obstructionof existing water coursesis expected. Temporary contamination creek water due to runoff from of constructionsite, consistingof contaminants such as soil, sanitarywastesand oily wastes Issues Ecological * Trees within 20 m from the outermost track will No significantadverse impact. be lost. * In additionmangrovevegetationwill be lost near Jaffery creek, and Bassein creek. About 8500 numbersof Avicenniamarinawill be lost. Social In all 250 residentialand commercialstructureswill Nil (Rehabilitation and be affected by the project. These will need to be Resettlement) relocatedor compensated. LandDegradation High potentialfor soil erosion, changein topography Nil especiallyat the quarry sites from where sand and stone will be sourced. 7-26 Mumbai Urban TransportProject Environmental Consolidated Assessment Table 7.4 (c) Summary of Impacts for ROB AT VIKHROLI Environmental Construction OperationStageImpacts Component StageImpacts Air Quality Temporary increase ambient in SPMandNOx /CO 0 PredictedCO and Nox levels within NAAQS except for levelsdueto earthwork, construction handling CO locations m fromthe ROB. Baseline and NOx 10 levelswell material useof firewoodforcooking on- and by withinthestandards. sitelabourers. 0 Both the baseline and predicted(for the year 2011) PM o levels 1 the exceed standards. NoiseLevels Nuisance nearby to and residents sensitive Dayandnighttimepredicted noiselevelsforthe year2011ranged (2 and due receptors schools a church) to noise between 61.4 - 67.5 dB(A)and 57.3 - 63.4 dB(A) respectively. activities fromconstruction of suchas operation Overall noise to from levelsareexpected increase that of thebase construction compressors, concrete vehicles, year. _________________ plants etc. Ecological Issues * - adverse Clearanceof minor road side vegetation Nosignificant impact. About10grown will trees be cut. * none of the floral species are of rare or endangered Social of Dislocation about 185 (G+1) structures with Nil and small businessunits in the ground floor and (Rehabilitation Resettlement) areas upperfloor.Thesewillneedto residential in be relocatedor compensated. Landdegradation Temporary of contamination soil due to wastes Nil activitiessuch as debris/oily from construction and wastes sanitary wastes fromlabourcamps, if any. 7-27 Mumbai Urban TransportProject Environmental Consolidated Assessment Table 7.4 (d) Summary of Impacts - EDESTRIAN SUBWAY AT CST. Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality TemporaryIncreasein ambientSPM levels due to * Ambient Air quality In the area is expectedto improve, due to earthwork,handlingconstructionmaterial. significanteasingof traffic congestion. * Both the baselineand predicted(for the year2011) PM olevels 1 exceed the standards. NoiseLevels Nuisanceto nearby residents due to noisefrom Average day and night time predicted noise levels for the year constructionactivitiessuch as operationof 2011 are 84.51 dB(A) and 78.49dB(A) respectively. Noise levels _ compressors,drillingwork etc. are not expectedto change significantlyfrom baselinevalues. Landdegradation Temporarycontaminationof soil due to wastesfrom Nil constructionactivitiessuch as debris/oilywastes and sanitarywastesfrom labourcamps. Trafficand Disruption of existing traffic and pedestrian Substantialbenefitsfrom improvedvehiclespeeds,reductionIn Transport at inconvenience CST junction. traffic congestion,faster pedestrianmovement. 7-28 UrbanTransport Mumbai Project Environmental Consolidated Assessment Table 7.4 (e) Summary of Impacts for Station Area Improvement Scheme (SATIS)at Thane West Environmental Construction OperationStageImpacts Component StageImpacts Air Quality Insignificant- Minimalconstructionactivity. BaselineCO, PM10 and HC levels exceed NAAQstandards. No major beneficial impact on AAQ. Existing AAQ may furtherworsen due to increasein vehiculartraffic. Noise Levels Marginalincreasein noiselevels due to noisefrom Average day and night time predicted noise levels for the constructionactivities. year 2001 are 78.5 dB(A) and 72.5 dB(A) respectively. Noise levels are not expected to change significantlyfrom baselinevalues. Trafficand Disruptionof existingtraffic and pedestrianinconvenienceat Improvedvehiclespeeds, reductionin traffic congestion, Transport CSTjunction. fasterpedestrian movement. 7-29 Mumbai Urban TransportProject Consolidated Assessment Environmental LinkRoad Project(JVLR) Plan for Jogeshwari-Vikhroli TABLE7.5 Enviroi,_ ,ntal Management / PRE-CONSTRUCTIONDESIGNSTAGE Environmental Mitigation Measures Referenceto Time Responsibility Impact Contract Frame ImplementatlonSupervislon Documents Ecological beforecommencement Legal Treesto be removed BeforeStart / Contractor PMC PIA impactssuchas of construction,withprior permissionfrom requirement. of treecufting and MCGM. construction of destruction mangroves Road shall in alignment beselected sucha destruction waythatthereis minimum of trees. Resettlement The acquisition landandproperty of shallbe RAPRequirement Before Start MMRDA MMRDA andrehabilitationcarried out in accordance the RAP and to of entitlementframework the project.It shall of construction be ensured that all R&R activities be of relevant reasonably completed per RAP, before as section. the constructionactivitystartsin the relevant section. such electrical Utilityrelocation All utilities, as installations, Project BeforeStart PIA MMRDA telephone linesetc.to be shiftedafterprior requirement of approval agencies. of construction Noisepoilution Based on noise monitoringresults, noise Project Before Start PIA MMRDA control plansto be prepared.Theplansshall requirement of include the installationof noise barriers construction including additionalroad side plantation where practical. 7-30 Mumbai Urban TransportProject Consolidated Assessment Environmental TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP(JVLR PROJECT) Environmental Mitigation Measures Referenceto Time Frame Responsibility Impact/lssue Contract Implementation Supervision Documents of Generation All vehiclesdeliveringmaterialto the site shall be MOST:111.9 During I ContractorPMC PIA,MMRDA Dustdueto coveredto avoid materialspillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitive dust generation. Contractorshall take precautionto reduce dust MOST111.5 emissions the hot mixplants. Emissions from should meetemissioncontrollegislation. Constructionsite to be watered periodicallyto minimizefugitivedust generation. All existing and highways roadsusedby the vehicles MOST: 111.9 of contractor and his team shall be kept clean and clearof all dust,mud and other extraneous material dropped such by vehicles. All Earthwork and constructionmaterialshould be Contract protectedin such a manner so as to minimize Documents generationdust. of Construction Exhaust from shall vehicles emissions all construction Contract During ContractorPMC / PIA,MMRDA Vehicle/equipm- adhere vehicle to emission norms. requirement construction ent exhaust Noisefrom Allvehicle construction and equipment be fitted MOST shall 111.1 During plants withexhaust vehicles, Damaged silencers. to silencers be construction andequipment promptly by replaced contractor. equipment All construction DG 1.13 (particularly sets,shall MOST:11 of of adhere noisestandards Ministry Environment to andForests. shall that Contractor ensure noiselevelsnear 11.13 MOST:1 areasarewithinthe daytimeandnighttime residential noisestandardsunderthe Environmental (Protection) Rules,1986andits amendments. of Operation noise equipment as pile Contract generating such concrete drillingetc.shallbe limited day requirement driving, and to time hours. 7-31 Mumbal UrtbanTransportProject Consolidated Assessment Environmental TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP(JVLR PROJECT) Environmental Mitigation Measures Referenceto TlimeFrame Responsibility Impact/Issue Contract Implementation Supervision __ _ ___ _ ___ _ ___ _ _ _ _ ___ _ _ _ _ Documents Noisefrom Workersexposedto loudnoise (As per FactoryAct MOST: 111.6 During Contractor/ PMC PIA, MMRDA vehicles,plants requirements)shall wear earplugs/earmuffs construction and equipment _. Contamination of Sill .. iicing shall be providedas the base of the MOST: 306 During Contractor/PMC PIA, MMRDA Mithi Riverand embankmentfor the entire perimeterof any water body construction otherwater (includingwells) bodies. Construction materialcontainingfine particlesshall be MOST:306 storedin an enclosuresuch that sedimentladenwater does not drain into nearby water courses. Siltationof soil into water bodies shall be preventedas MOST:305.2.2.2 far as possible by adaptingsoil erosioncontrol MOST:306.2 measuresas per MoST guidelines Construction work close to streamsor water bodies MOST 111.13 shall be avoidedduringmonsoon. In sectionsalong water coursesand close to cross drainagechannels,earth, stone or any other constructionmaterialshall be properdy disposedso as not to block the flow of water. Ecological All worksshall be carriedout in such a fashionthat Contract During Contractor/PMC PIA, MMRDA impactssuch as damageto flora is minimum requirement construction tree cunting and Trees and otherflora shall be cut only after receing destructionof clearances from appropriate agency mangroves Roadside plantationshall be done as per pre- approvedplan. Soil erosion On roadembankments, slopesshall be stabilized. The MOST: 306.2/ During Contractor/ PMC PIA, MMRDA work shall consistof measuresas per design,or as Designdocument construction directedby the engineerto controlsoil erosion, sedimentation water pollution,throughuse of and berms,dikes, sedimentbasin, mulches,grasses,slope drainsand otherdevices. _ 7-32 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP(JVLR PROJECT) Environmental Mitigation Measures Referenceto Time Frame Respo sibility ImpactAIssue Contract Implementation Supervislon Documents Debrisdisposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/ PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST :112.2 construction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the material does not block naturaldrainageor contaminate water bodies. Bentonite slurry or similar debris generated from pile drivingor otherconstructionactivitiesshall be disposed such that it does not flow into surfacewater bodies or form mud puddlesin the area. Loss of top soil The top soil from all areas of cutting and all areasto be MOST: 300 During Contractor/PMC PIA, MMRDA permanentlycovered shall be stripped to a specified construction depthof 150 mm and storedin stock piles. The top soil from the stock pile shall be used to cover disturbed areas and cut slopes and also for re- developmentof borrow areas, landscapingand road side plantation. Soil Oil and fuel spills from constructionequipmentshall be Contract Document During Contractor/ PMC PIA, MMRDA contamination by minimizedby good O&Mpractices. Soilscontaminated construction construction by such spills shall be disposed as per MOEF wastes,fuel etc. requirements. _ Land Sand and stones shall be sourced from only pre- MOST 111.3 During Contractor/PMC PIA, MMRDA degradationin approved and licensed quarries. It should be assured construction quarry that these quarrieshave a quarry rehabilitationplan. _ 7-33 Transport Urtban Mumbai Project Assessment Environmental Consolidated TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/Issue Contract Implementation Supervision Documents Healthand Construction labour camps shall be located at least ContractDocument Durng Contractor PMC PIA,MMRDA hygieneat 200 m away from the nearest habitation to avoid construction construction conflictsand stress over infrastructure facilities. labourcamps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supply etc. for labour as per the standardsset by the Building and other constructionWorkers(Regulationof Employment and Conditionsof Service) Act, 1996 and Ahall approved by the engineer. be On completion of the works, all such temporary structuresshall be clearedaway along with all wastes. All excreta and other disposal pits should be filled in and effectively sealed. The site should be left clean _____________ and tidy to the satisfactionof the engineer. Traffic delays Detailedtraffic control plan shall be prepared5 days MOST: 112.1 Before PIA MMRDA and congestion priorto commencement works on any sectionof the of Construction road. The controlplansshall containdetailsof temporarydiversions,detailsof arrangement of constructionundertraffic. Specialconsideration shall be given in preparationof MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestriansand workersat night. Temporarytraffic detoursshall be keptfree of dust by MOST: 112.5 Contractor/ PMC PIA frequentapplicationof water, if necessary. Traffic Control The contractorshall take all necessarymeasuresfor MOST: 112.4 Before Contractor/ PMC PIA and Safety oistruction and provide, the safety of traffic during ctr MOST: 112.1 Construction erectand maintainsuchbarricades,includingsigns, markings,flags, lightsand flagmenas maybe required by the engineerfor the informationand protectionof traffic. All suchmeasuresshould be as per requirement MOST. of 7-34 Mumbai Urban TransportProject Consolidated Assessment Environmental TABLE 7.5 CONT.. CONSTRUCTION STAGEEMP(JVLR PROJECT) Environmental MitigationMeasures Referenceto Time Frame Respo sibility Impact/lssue Contract Implementation Supervision .__ _ _ _ _ __ Documents Occupational The contractor is required to comply with all the Contract During Contractor/ PMC PIA, MMRDA Healthand precautionsas required for the safety of workmen as Requirement Construction Safety per the International Labour Organisation (ILO) Convention No. 62, as far as those are applicableto the contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, safety belts,ear plugs, masksetc. to the workerand staff. All laws related to safe scaffolding, ladders, working platform,gangway,stairwells,excavations, safety entry and exit etc. shall be compliedwith. Adequateprecautions shall be taken to preventdanger MOST: 106 During Contractor/ PMC PIA, MMRDA fromelectricalequipment. All machines/equipment Construction used shall confirmto the relevantIndianStandards(IS) codesand shall be regularlyInspected the engineer. by A readily available first aid unit includingan adequate Contract During Contractor/ PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct. All anti-malarial measures as prescribed by the Contract During Contractor/PMC PIA, MMRDA engineershall be complied with, including filling up of Requirement Construction burrowpits. 7-35 MumbaiUrban Project Transport Assessment Environmental Consolidated TABLE 7.5 CONT.. OPERATIONSTAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Referenceto Time Frame Responsiblilty Impact/Issue Contract Implementation Supervision Documents Atmospheric Ambient air concentrations various pollutantsshall be of Project Starting immediately Pollutionmonitoring MMRDA, World pollution monitoredas per the pollutionmonitoringplan. requirement after completion of agency(MCGM) Bank Vehicleexhauststandardsshall be enforcedstrictly. construction Road side plantationto be maintained Noise pollution Monitoring of noise levels at sensitive receptors as per Project Starting immediately Pollutionmonitoring MMRDA, World monitoringplan. requirement after completion of agency. (MCGM) Bank Public awareness campaigns for noise reduction construction including placing adequate 'No Honking"sign boards at RTO, PIA sensitivelocations. Land and water Contingencyplansto be in placefor spill clean-up Project Starting immediately RTO, PIA MMRDA contaminationreurmn afecoptinf from accidental Spillpreventionand waste fuel/oiltreatmentand disposal requirement after completion of from accidental to be made mandatoryfor utilities such as auto-service construction spills station, petrol pumps along the entire stretch of the construction. Storm water and All drainsto be maintainedand cleanedperiodically. Project Starting immediately Municipal authority, MMRDA drain requirement after completion of PIA maintenance construction Traffic and Traffic management plans shall be prepared. Project Through operation PIA, Development MMRDA safety Road control width to be enforced. Unauthorised requirement stage Authorities building development to be checked. Slum encroachments be discouraged. to Traffic control measures including speed limits to be enforcedstrictly. Traffic volume and speed to be monitored to record benefitsachievedfrom the project. 7-36 UrbanTransport Mumbai Project Assessment Environmental Consolidated TABLE7.6 Environmental Plan for Borivall- Virar Quadruplingof Rail Lines (BVQR)Project Management I PRE-CONSTRUCTIONDESIGNSTAGE_____ Environmental MitigationMeasures Referenceto Time Respon__b__t_ Impact Contract Frame ImplementationSupervision _ ___ ___ ___ _ ___ ___ ___ ___ ___ ___ ___ ___ D ocum ents _ _ _ _ _ _ _ _ _ _ Ecological Treesto be removedbefore commencement Legal BeforeStart Contractor/PIVC PIA impactssuch as of construction, from requirement. with prior permission of tree cutting and MCGM ForestDepartment.. / construction destruction Of mangroves. __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Resettlement The acquisition landand property of shall be RAPRequirementBeforeStart MMRDAIPIA MMRDA andrehabilitationcarriedout in accordance the RAPand to of framework the project. It shall entitlement of construction be ensured that all R&R activities be reasonably as completed per RAP,before the constructionactivitystarts ______ Utilityrelocation All utilities,such as electricalinstallations, Project Start Before PIA MMRDA telephone lines etc. to be shiftedafterprior requirement of ______________ approval of agencies. _________ construction Noisepollution Noisecontrolplansto be prepared. shall Project This Bef Start ore PIA MMRDA include installationof noise barriers at requirement Of _______ _____ I sensitive receptors. construction _ _ _ _ _ _ _ _ _ _ _ _ _ _ 7-37 Mumbai Project UrbanTransport Consolidated Assessment Environmental TABLE 7.6 CONT.. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility ImpactAlssue Contract Implementation Supervision Documents Generationof All vehicles delivering material to the site shall be MOST:1 11.9 During Contractor/PMC PIA, MMRDA Dust due to to covewe1 avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize During activity fugitive dustgeneration. construction Construction site to be watered periodically to minimizefugitivedust generation. All existing highways and roads used by the vehicles MOST:1 11.9 of contractor and his team shall be kept clean and clear of all dust, mud and other extraneous material droppedby such vehicles. All Earthwork and construction material should Contract protected in such a manner so as to minimize Documents generationof dust. Construction Exhaustemissionsfrom all constructionvehiclesshall Contract During Contractor/PMC PIA, MMRDA Vehicle/equipm- adhereto vehicleemissionnorms. requirement construction ent exhaust Noise from All vehicleand constructionequipmentshall be fitted MOST 111.1 During Contractor/PMC PIA, MMRDA vehicles,plants with exhaustsilencers. Damaged silencersto be construction and equipment prompty replacedby contractor. All constructionequipment(particularly sets,shall MOST:1 DG 11.13 adhereto noisestandardsof Ministryof Environment and Forests. Contractorshall ensurethat noiselevels near MOST:111.13 residentialareasare within the day time and night time noise standardsunderthe Environmental (Protection) Rules, 1986and its amendments. Operationof noisegenerating equipmentsuch as Contract compacting,drilling,blastingetc. shall be limitedto requirement day time hours. 7-38 MumbaiUrban Transport Project Environmental Consolidated Assessment TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental MitigationMeasures Referenceto Time Frame Respon siblilty Impact/lssue Contract Implementation Supervislon Documents Noisefrom Workersexposedto loudnoise (As per FactoryAct MOST: 111.6 During Contractor/PMC PIA, MMRDA vehicles,plants requirements)shall wear earplugs/earmuffs construction and equipment Contamination of Silt fencingshall be providedat the base of the MOST: 306 During Contractor/PMC PIA, MMRDA creek waterat embankment the entire perimeterof any water body for construction variousbridge (includingwells) locationsand Construction materialcontainingfine particlesshall be MOST: 306 otherwater storedin an enclosuresuch that sedimentladen water bodiessuch as does not drain into nearby water courses. wells and Siltationof soil into water bodies shall be preventedas MOST:305.2.2.2 lakes/ponds. far as possibleby adaptingsoil erosioncontrol MOST:306.2 measuresas per MoSTguidelines Construction work close to water bodies shall be MOST 111.13 avoidedduringmonsoon. In sectionsalong watercourses and close to cross drainagechannels,earth, stone or any other constructionmaterialshall be properlydisposedso as _not to block the flow water. of Ecological All works shall be carriedout in such a fashionthat Contract Dunng Contractor/PMC PIA, MMRDA Impactssuch as damageto flora is minimum requirement construction tree cutting and Trees and other flora shall be cut only after receiving destructionof clearancesfromappropriateagency mangroves Track- side plantationshall be done as per pre- plan. approved Soil erosion On road/track embankments, slopesshall be MOST: 306.2/ During Contractor/PMC PIA, MMRDA stabilized. The work shall consistof measuresas per Designdocument construction design,or as directedby the engineerto controlsoil erosion,sedimentation water pollution,through and use of berms, dikes,sedimentbasin, mulches, grasses,slope drainsand otherdevices. 7-39 Mumbai Urban TransportProject Consolidated Assessment Environmental TABLE 7.6 CONT. CONSTRUCTIONSTAGE EMP (BVQR PROJECT) Measures EnvironmentalMitigation to Reference TimeFrame Responsibility Impact/issue Contract Implementation Supervision Documents Debrisdisposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST:112.2 coi ''ruction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the material does not block naturaldrainageor contaminatewater bodies. Bentoniteslurry or similar debris generated from pile drivingor otherconstructionactivitiesshall be disposed such that it does not flow into surfacewater bodies or form mud puddlesin the area. Loss of top soi! The top soil from all areas of cufting and all areasto be MOST: 300 During Contractor/PMC PIA, MMRDA permanentlycovered shall be stripped to a specified construction depthof 150 mm and storedin stock piles. The top soil from the stock pile shall be used to cover disturbed areas and cut slopes and also for re- developmentof borrow areas, landscapingand road side plantation. Soil Oil and fuel spills from constructionequipmentshall be ContractDocument During Contractor/PMC PIA, MMRDA contaminationby minimizedby good O&M practices. Soils contaminated construction construction by such spills shall be disposed as per MOEF wastes, fuel etc. requirements. Land Sand and stones shall be sourced from only pre- MOST 111.3 During Contractor/PMC PIA, MMRDA degradationin approvedand licensed quarries. It should be assured construction quarry that these quarries have a quarry rehabilitation plan. 7-40 Mumbai Urban TransportProject ConsolidatedEnvironmentalAssessment TABLE 7.6 CONT. CONSTRUCTIONSTAGE EMP (BVQR PROJECT) Environmental MitigationMeasures Reference to Time Frame Responsibility Impact/lssue Contract Implementation Supervision Documents Healthand Construction labour camps shall be located at least ContractDocument During Contractor/PMC PIA, MMRDA hygieneat 200 m away from the nearest habitation to avoid construction construction conflictsand stressover infrastructure facilities. labourcamps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supply etc. for labour as per the standards set by the Buildingand other constructionWorkers(Regulationof Employment and Conditionsof Service) Act, 1996 and shall be approvedby the engineer. On completion of the works, all such temporary structuresshall be cleared away along with all wastes. All excreta and other disposal pits should be filled in and effectivelysealed. The site should be left clean and tidy to the satisfactionof the engineer. Delays and The constructionplanshall be discussedin advance MOST: 112.1 Before Contractor/PMC PIA congestionon withWesternRailway Authorities avoiddelays in to Construction tracks existingtrain schedules. Specialconsideration shall be given In preparationof MOST: 112.2 trafficcontrolplan to the safety of pedestrians(at railwaycrossings)and workersat night. TrafficControl Thecontractorshall take all necessarymeasuresfor Contract Document During Contractor/PMC PIA and Safety the safetyof existingtrain trafficduringconstruction construction and provide,erect and maintainsuch barricades, includingsigns, markings, flags, lights and flagmenas maybe requiredby the engineerfor the information and protectionof traffic. All such measuresshouldas per requirement of Westem Railway. 7-41 Mumbai Urban TransportProject Assessment ConsolidatedEnvironmental 7.6 TABLE CONT. CONSTRUCTIONSTAGE EMP (BVQRPROJECT) Environmental Mitigation Measures Referenceto Time Frame Responsibility lmpactlssue Contract Implementation Supervision .___________ Documents Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Healthand precautionsas required for the safety of workmen as Requirement Constnuction Safety per the International Labour Organisation (ILO) Convention No. 62, as far as those are applicable to the contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, safety belts, ear plugs, masksetc. to the worker and staff. All laws related to safe scaffolding, ladders, working platformn,gangway,stairwells,excavations,safety entry and exit etc. shall be compliedwith. Adequateprecautionsshall be taken to prevent danger MOST: 106 During Contractor/PMC PIA, MMRDA from electricalequipment. All machines/equipment Construction used shall confirmto the relevantIndian Standards(IS) codes and shall be regularlyinspectedby the engineer. A readily availablefirst aid unit including an adequate Contract During Contractor/PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct. All anti-malarial measures as prescribed by the Contract During Contractor/PMC PIA, MMRDA engineershall be compliedwith, includingfilling up of Requirement Construction burrowpits. 7-42 UrbanTransport Mumbai Project Assessment Environmental Consolidated TABLE 7.6 CONT. OPERATION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures Time Frame Respons lbility Impact/issue Implementation Supervision Noise pollution Monitoringof noise levels at sensitivereceptorsas per Starting Pollutionmonitoring MMRDA, World monitoringplan. Immediately after agency- MCGB Bank completion of of Maintenance track-sideplantation construction Westem Railway MMRDA Land and water Contingency plansto be in placefor spill clean-up Starting Westem Railway MMRDA contamination immediately after from accidental completion of spills from goods construction trains. Rail traffic and Unauthorised building developmentto be checked. Through operation PIA, Development MMRDA safety to Slumencroachments be discouraged. stage Authorities, Western Railway Loss of Regular maintenance of compensatory plantation Through operation Westem Railway MMRDA mangrove and done. stage track-side plantations 7-43 MumbaiUrban TransportProject Consolidated Assessment Environmental TABLE 7.7 Environmental Management Plan for ROB at Vikhroll I PRE-CONSTRUCTIONDESIGNSTAGE Environmental MitigationMeasures Referenceto Tlme Respons bility Impact Contract Frame Implementation Supervision Documents Ecological Treesto be removed commencement Legal before BeforeStart Contractor/PMC PIA Impactssuchas from of construction, priorpermission with requirement. of treecutting / MCGB ForestDepartment.. construction Road in alignment beselected such shall a waythatthereis minimum of destruction trees. Resettlement Theacquisition landandproperty of shallbe RAPRequirementBeforeStart MMRDA MMRDA andrehabilitationcarriedout in accordance the RAP and to of framework the project.It shall entitlement of construction be ensured that all R&R activities be reasonably completed per RAP,before as the constructionactivitystarts relocation All utilities, Utility as installations, such electrical Project Start Before PIA MAMRDA telephone etc.to beshifted lines afterprior requirement of approvalagencies. of construction pollution Noise Noisecontrolplans beprepared.This to Legal BeforeStarl PIA MMRDA shallinclude installation noisebarriers requirement. the of of including road additional sideplantation construction wherepractical of (referPLEAreport March 1998for barrierdesign details) 7-44 Mumbai Urban TransportProject Consolidated Environmental Assessment TABLE 7.7 CONT.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental MitigationMeasures Referenceto Time Frame Respon Ibility Impact/Issue Contract Implementation Supervision Documents Generationof All vehicles delivering material to the site shall be 11.9 MOST:1 During Contractor/PMC PIA,MMRDA Dust due to covered to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitivedust generation. Contractor shall take precaution to reduce dust MOST111.5 emissionsfrom the hot mix plants. Emissions should meetemissioncontrollegislation. Construction site to be watered periodically to minimizefugitive dust generation. All existing highwaysand roads used by the vehicles 111.9 MOST: of contractor and his team shall be kept clean and clear of all dust, mud and other extraneous material droppedby such vehicles. All Earthwork and construction material should Contract protected in such a manner so as to minimize Documents of generation dust. Construction Exhaustemissionsfrom all constructionvehiclesshall Contract Dunng Contractor/PMC PIA, MMRDA Vehicle/equipm- adhereto vehicleemissionnorms. requirement construction ent exhaust Noise from All vehicleand constructionequipmentshall be fitted MOST 111.1 During vehicles,plants withexhaustsilencers. Damagedsilencersto be construction and equipment promptlyreplacedby contractor. All constructionequipment(particularlyDG sets, shall 11.13 MOST:1 adhereto noisestandardsof Ministryof Environment and Forests. Contractorshall ensurethat noiselevels near MOST:1 11.13 areas are within the day time and night time residential noisestandardsunderthe Environmental (Protection) Rules,1986 and its amendments. Operationof noise generating equipmentsuch as pile Contract driving,concreteand drillingetc. shall be limitedto day requirement time hours. 7-45 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment TABLE 7.7 CONT.. CONSTRUCTION STAGE EMP(VIKHROLI ROB PROJECT) Environmental Mitigation Measures Referenceto Time Frame Responsibility impact/issue Contract Implementatlion Supervision Documents from Noise Workers to exposed loudnoise(AsperFactory Act MOST: 111.6 During Contractor/PMC PIA,MMRDA vehicles,plants requirements)shall wear earplugsJearmuffs construction andequipment Noisebarriers othernoise and attenuation measures, During Contractor/PMC PIA,MMRDA in Plan(design as prescribed the NoiseControl stage) construction to be constructedAinstalled. of Contamination Siltfencing as shallbe provided the baseof the MOST:306 During Contractor/PMC PIA,MMRDA Riverand Mithi for of embankment theentireperimeter anywaterbody construction otherwater (includingwells) _ bodies. material Construction fine shallbe containing particles 306 MOST: in such stored an enclosure thatsediment ladenwater does not drain into nearby water courses. of Siltation soilintowaterbodies as shallbe prevented 305.2.2.2 MOST: by soil faras possible adapting erosion control 306.2 MOST: measuresas per MoST guidelines Construction closeto streams waterbodies work or MOST111.13 shall be avoidedduringmonsoon. along In sections and watercourses closeto cross drainage earth,stoneoranyother channels, construction shallbeproperly material so disposed as not to block the flowof water. Ecological out a Allworksshallbe carried in such fashion that Contract During Contractor/PMC PIA,MMRDA impactssuchas to damage florais minimum requirement construction treecutting Treesandotherflorashallbe cutonlyafterreceiving from clearances appropriate agency Road sideplantation bedoneas perpre- shall I approvedplan. I 7-46 Mumbai Urban TransportProject Consolidated Assessment Environmental TABLE 7.7 Cont.. CONSTRUCTION STAGE EMP(VIKHROLI ROB PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impactlssue Contract Implementation Supervision Documents Debrisdisposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST:112.2 construction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the mateinal does not block natura drainage. Bentonite slurry or similar debris generatedfrom pile drving or otherconstructionactivitiesshall be disposed such that it does not flow into surface water bodies (wells)ov form mud in the quddles area. Soil Oil and fuel spillsfrom constructionequipmentshall be ContractDocument During Contractor PIA, MMRDA contamination by minimizedby goodO&M practices. Sohis contaminated construction construction by such spills shall be disposed as per MOEF wastes,fuel etc. requirements._ Land Sand and stones shall be sourced from only pre- MOST111.3 During Contractor PIA,MMRDA degradationin approved and licensedquaries. It should be assured construction quarra that thesefuarcies have a tuarrerehabilitation wlan. Healthand Construction labour camps shall be located at least ContractDocument Duhng Contractor PIA, MMRDA hygieneat 200 m away from the nearest habitation to avoid construction construction conflictsand stress over infrastructure facilities. labourcamps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supply etc. for labour as per the standardsset by the Buildingand other constructionWorkers(Regulationof Employmentand Conditionsof Service)Act, 1996 and shall be approvedby the engineer. 7-47 UrbanTransport Mumbai Project Environmental Consolidated Assessment TABLE 7.7 CONT.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental Mitigation Measures Referenceto Time Frame Responsibility impactAissue Contract Implementation Supervision Documents On completionof the works,all suchtemporary structuresshall be clearedaway alongwith all wastes. All excretaand other disposalpits shouldbe filled in and effectivelysealed. The site shouldbe left clean and tidy to the satisfactionof the engineer. Trafficdelays Detailedtraffic control planshall be prepared5 days MOST: 112.1 Before PIA MMRDA and congestion of prior to commencement works on any sectionof the Construction road. The controlplansshall containdetails of temporary diversions,detailsof arrangementof constructionundertraffic. Specialconsideration shall be given in preparationof MOST: 112.2 PIA MMRDA traffic controlplanto the safetyof pedestriansand workersat night. Temporary traffic detoursshall be kept free of dust by MOST: 112.5 Contractor/PMC PIA frequentapplicationof water, if necessary. TrafficControl The contractorshall take all necessarymeasuresfor MOST: 112.4 During Contractor/PMC PIA and Safety the safety of traffic duringconstruction and provide, MOST: 112.1 construction erect and maintainsuch barricades,includingsigns, markings,flags, lightsand flagmenas may be required by the engineerfor the information and protectionof traffic. All such measuresshouldbe as per requirement MOST. of 7-48 Urban Mumbai Project Transport Environmental Consolidated Assessment TABLE 7.7 Cont.. CONSTRUCTION STAGEEMP(VIKHROLI ROB PROJECT) Environmental MitigationMeasures Referenceto TilmeFrame Respo sibility Impactlssue Contract Implementation Supervision Documents Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Healthand precautionsas required for the safety of workmen as Requirement Construction Safety per the International Labour Organisation (ILO) ConventionNo. 62, as tar as those are applicableto the contract. The contractor shall opf,ljy all necessary safety appliances such as safety goggles, helmets, safety belts,ear plugs, masksetc. to the workerand staff. All laws related to safe scaffolding, ladders, working platform,gangway,stairwells,excavations, safety entry and exit etc. shall be complied with. Adequateprecautionsshall be taken to preventdanger MOST: 106 During Contractor/PMC PIA, MMRDA from electricalequipment. All machines/equipment Construction used shall confirmto the relevant IndianStandards(IS) codes and shall be regularly inspected by the engineer. A readily availablefirst aid unit including an adequate Contract During Contractor/PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per thA requirementsunder the Factory Act. All anti-mal-'ial measures as prescribhrf by the Contract Duri'ig Contractor/PMC PIA, MMRDA engineershall be compliedwith, includir,g,lling up of Requirement Construction burrow pits. I_I _ 749 Mumbai Urban Transport Project Consolidated Assessment Environmental TABLE 7.7 CONT.. OPERATIONSTAGE EMP(VIKHROLI ROB PROJECT) Environmental Mitigation Measures Referenceto Time Frame Responsibility Impactlssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrations various pollutantsshall be Projectrequirement of Starting Pollutionmonitoring MMRDA pollution monitoredas per the pollutionmonitoringplan. immediately after agency- MCGB Vehicleexhauststandardsshall be enforcedstrictly. completion of Roadside plantation be maintained to construction Noise pollution Monitoringof noise levels at sensitive receptors as per Projectrequirement Starting Pollutionmonitoring MMRDA monitoringplan. immediately after agency. Public awareness campaigns for noise reduction completion of including placing adequate "No Honking"sign boards at construction RTO,PIA sensitivelocations. of Restriction heavyvehiclesduringday time only. Spill preventionand waste fuedoiltreatmentand disposal RTO, PIA to be made mandatoryfor utilities such as auto-service station, petrol pumps along the entire stretch of the construction. _ Storm water and All drains to be maintainedand cleanedperiodically. Projectrequirement Starting Municipal authority, MMRDA drain immediately after PIA maintenance completion of construction Traffic and Trafficmanagement plans shall be prepared. Projectrequirement Through operation PIA, Development MMRDA safety Traffic control measures including speed limits to be stage Authorities enforcedstrictly. Traffic density to be monitored to record benefits achievedfromthe project. 7-50 Project MumbaiUrbanTransport Consolidated Assessment Environmental TABLE 7.8 Environmental ManagementPlan for CST PEDESTRIANSUBWAY PROJECT / PRE-CONSTRUCTIONDESIGNSTAGE Environmental MitigationMeasures Referenceto Time ResponsIbillty| Impact Contract Frame Implementation Supervision Documents Traffic delays Detailedtraffic control plan shall be prepared MOST: 112.1 Before PIA MMRDA and congestion prior to commencement works on any of Construction sectionof the road. The controlplans shall containdetailsof temporarydiversions, detailsof arrangementof constructionunder traffic. Specialconsideration shall be given in MOST: 112.2 Before PIA MMRDA preparationof trafficcontrol planto the safety Construction of pedestrians. Selectionof constructiontechnologythat MOST: 112.1 Before PIA MMRDA minimisesin situ work that cause disruption Construction to the traffic. Utility protection Plans of all underground utilities, such as Project Before Start PIA MMRDA and relocation. sewerage, water pipelines etc. shall be requirement of obtainedand analysedprior to start of work. construction Related agencies shall be informedprior to start of excavation/construction. . 7-51 UrbanTransport Mumbai Project Environmental Consolidated Assessment TABLE 7.8 CONT.. CONSTRUCTION STAGEEMP (CST PEDESTRIANSUBWAYPROJECT) Environmental MitigationMeasures Referenceto Time Frame Respon lbility Impact/lssue Contract Implementation Supervision Documents Generationof 11.9 All vehiclescarrying excavatedmaterial shall be MOST:1 During Contractor/PMC PIA,MMRDA Dustdueto coveredto avoidmaterialspillage. While unloading construction construction material,fall height shall be kept low to minimize activity fugitive dustgeneration. to Water sprinkling minimizedust from excavated Contract material. Documents site Construction to be suitablyenclosedto contain fugitive dustemissions. All Earthwork and constructionmaterial should protectedin such a manner so as to minimize of generation dust. Construction Exhaust from emissions allconstruction equipment Contract During Contractor/PMC PIA,MMRDA etc.) to Vehicle/equipm- (DGsets,compressors shalladhere emission requirement construction ent exhaust norms. _ Noisefrom and Allvehicle construction equipment befitted shall MOST111.1 During plants vehicles, withexhaust Damaged silencers. to silencers be construction andequipment promptly by replaced contractor. Noisefrom Allconstruction (particularly sets,shall MOST:111.13 equipment DG plants vehicles, to adhere noise of of standards Ministry Environment and equipment and Forests. of Operation noise equipment generating suchas pile Contract concrete drilling shallbedoneduring driving, and etc. requirement pubic nighttimeas thisareais predominantly and commercial day is where timeactivity morethannight time. Workers to (As exposed loudnoise perFactory Act 111.6 MOST: During Contractor/PMC PIA,MMRDA shall requirements) wearearplugs/earmuffs construction 7-52 Mumbai Project UrbanTransport Environmental Consolidated Assessment TABLE7.8 CONT.. CONSTRUCTION STAGEEMP (CST PEDESTRIAN. Y PROJECT) Environmental MitigationMeasures Referenceto Time Frame Responsibility ImpactlIssue Contract Implementation Supervision Documents Debrisdisposal Debrisgeneratedfrom excavated material and due to MOST: 112.6 n sting Contractor/PMC PIA, MMRDA -iismantling of existing pavementstructures shall be MOST:112.2 cunstruction suitablyreused in proposedconstruction. Unutilisable debris shall be suitably disposedas fill material at an approvedlocationelsewhere. Trafficdelays Detailedtraffic controlplan shall be preparedprior to MOST: 112.1 Before PIA MMRDA and congestion of commencement workson any section of the road. Construction The controlplansshall containdetailsof temporary of diversions,detailsof arrangement construction undertraffic. Specialconsideration shall be givenin preparationof MOST 112.2 PIA MMRDA traffic controlplanto thesafety of pedestrians. . Traffic Control The contractorshall take all necessarymeasuresfor MOST: 112.4 During Contractor/PMC PIA and Safety the safety of traffic duringconstructionand provide, MOST: 112.1 construction erect and maintainsuch barricades,includingsigns, markings, flags, lightsand flagmen as may be required by the engineerfor the informationand protectionof traffic. All such measuresshould be as per of requirement MOST. Occupational The contractoris requiredto comply with all the Contract During Contractor/PMC PIA, MMRDA Health and as precautions requiredfor the safety of workmen as Requirement Construction Safety per the IntemationalLabourOrganisation(ILO) ConventionNo. 62, as far as those are applicableto the contract. 7-53 Mumbai Urban TransportProject Consolidated Assessment Environmental TABLE 7.8 CONT.. CONSTRUCTION STAGE EMP (CST PEDESTRIAN SUBWAY PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/Assue Contract Implementation Supervision Documents The contractor shall supply all necessary safety Contract During Contractor/PMC PIA, MMRDA appliances such as safety goggles, helmets, safety Requirement Construction belts, ear plugs, masks etc. to the worker and staff. All laws related to safe scaffolding, ladders, working platform, gangway, stairwells, excavations, safety entry and exit etc. shall be complied with. Adequate precautions shall be taken to prevent danger MOST: 106 During Contractor/PMC PIA, MMRDA from electrical equipment. All machines/equipment Construction used shall confirm to the relevant Indian Standards (IS) codes and shall be regularly inspected by the enaineer. A readily available first aid unit including an adequate Contract During Contractor/PMC PIA, MMRDA supply of sterilized dressing material and appliances Requiremen! Construction shall be provided as per the requirementsunder the Factory Act. l 7-54 Mumbai Project UrbanTransport Environmental Consolidated Assessment TABLE 7.8 CONT.. OPERATIONSTAGEEMP (CST PEDESTRIANSUBWAYPROJECT) Environmental MitigationMeasures Referenceto TimeFrame Respon lbility ImpactAlssue Contract Implementation Supervislon Documents Atmospheric air of Ambient concentrations variouspollutants requirement Starting shall be Project Pollutionmonitoring MMRDA pollution as monitored perthe pollution plan. monitoring - immediatelyafter agency MCGB Vehicle standards beenforced emission shall strictly. completion of construction Noisepollution of as requirement Starting Monitoring noiselevels at variousreceptors per Project Pollutionmonitoring MMRDA monitoringplan. - immediately after agency MCGB Public awareness campaigns for noise reduction completion of including placingadequate Honking" boardsat 'No sign construction RTO sensitivelocations. Traffic and Trafficmanagement - plansshallbe prepared Plansto Project requirement Throughoperation Development MMRDA safety restrict commercial vehicles station in area. stage Authorities, RTO to Traffic volumeand speedto be monitored record benefitsachievedfrom the project. 7-55 MumbaiUrban TransportProject Consolidated Assessment Environmental TABLE 7.9 Environmental Management Plan for Station Area Improvement Scheme (SATIS)at Thane West PRE-CONSTRUCTIONDESIGNSTAGE / Environmental Mitigation Measures Reference to Time Respons billty Impact Contract Frame Implementation Supervision Documents Trafficdelays Detailedtraffic controlplan shall be prepared MOST: 112.1 Before PIA MMRDA and congestion priorto commencement workson any of Construction section of the road. The controlplans shall containdetailsof temporarydiversions, details of arrangement constructionunder of traffic. Specialconsideration shall be given in MOST: 112.2 PIA MMRDA preparation traffic controlplan to the safety of of pedestrians. Relocationof Hawker relocation shall be carried out in RAP Requirement BeforeStart MMRDA MMRDA Hawkers accordance to the RAP and entitlement of frameworkof the project. It shall be ensured construction that all R&R activities be reasonably completed as per RAP, before the constructionactivitystarts 7-56 Mumbai Urban TransportProject Assessment ConsolidatedEnvironmental TABLE 7.9 CONT.. CONSTRUCTION STAGE EMP (SATIS - THANE) Environmental Mitigation Measures Reference to Time Frame Respon Ibility Impact/lssue Contract Implementation Supervision Documents Generationof All vehicles carrying construction material shall be MOST:1 11.9 During Contractor/PMC PIA, MMRDA Dust due to covered to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitive generation. dust Water sprinkling to minimize dust from excavated Contract material. Documents Constructionsite to be suitably enclosed to contain fugitivedust emissions. All Earthwork and construction material should protected in such a manner so as to minimize of generation dust. Construction Ex' ymissionsfrom all constructionequipment Contract During Contractor/PMC PIA, MMRDA Vehicle/equipm- (L ;-, compressors etc.) shall adhereto emission requirement construction ent exhaust norms. Noise from All vehicleand constructionequipmentshall be fitted MOST111.1 During vehicles,plants withexhaustsilencers. Damagedsilencersto be construction and equipment promptlyreplacedby contractor. Noise from All constructionequipment(particularlyDG sets, shall MOST: 111.13 vehicles,plants adhereto noisestandardsof Ministryof Environment and equipment and Forests. Operationof noisegenerating equipmentsuch as pile Contract driving,concreteand drillingetc. shall be done during requirement night time as this areais predominantly pubic and commercial where daytime activity is more than night time. Workersexposedto loudnoise (As per FactoryAct MOST: 111.6 During Contractor/PMC PIA, MMRDA requirements)shall wear earplugs/earmuffs construction 7-57 Project UrbanTransport Mumbai Assessment Environmental Consolidated TABLE 7.9 CONT.. CONSTRUCTION STAGEEMP(SATIS- THANE) Environmental MitigationMeasures Referenceto Time Frame Respon sibility Impact/issue Contract Implementation Supervision Documents disposal Debris Debris generated 112.6 from due to any dismantlingof MOST: During Contractor/PMC PIA,MMRDA existingpavement/structures be suitablyreused MOST shall :112.2 construction in proposed debrisshall be Unutilisable construction. suitably disposedas fill materialat an approved locationelsewhere. Trafficdelays Detailedtrafficcontrol shallbe prepared to plan prior 112.1 MOST: Before PIA MMRDA andcongestion commencementworkson anysection theroad. of of Construction Thecontrol plans shallcontain of details temporary diversions, of of details arrangement construction undertraffic. Special consideration begivenin preparation shall of 112.2 MOST: PIA MMRDA trafficcontrol to thesafety pedestrians. plan of TrafficControl Thecontractor takeallnecessary shall measures for 112.4 MOST: During Contractor/PMC PIA andSafety thesafety trafficduring of and construction provide, 112.1 MOST: construction erect maintain and signs, including suchbarricades, markings, flags, and as lights flagmen maybe required by theengineer theinformation protection for and of traffic.All suchmeasures be should as per of requirement MOST. Occupational Thecontractor required comply all the is to with Contract During Contractor/PMC PIA,MMRDA Healthand precautions required the safety workmen as for of as Requirement Construction Safety Labour pertheIntemational (ILO) Organisation to Convention 62,as far as thoseareapplicable No. the contract. 7-58 Project UrbanTransport Mumbai Assessment Environmental Consolidated TABLE 7.9 CONT.. CONSTRUCTION STAGEEMP(SATIS- THANE) Environmental MitigationMeasures Referenceto Time Frame Respolsibility Impact/issue Contract Implementation Supervision Documents The contractor shall supply all necessary safety Contract During Contractor/PMC PIA, MMRDA appliances such as safety goggles, helmets, safety Requirement Construction belts,ear plugs, masksetc. to the workerand staff. All laws related to safe scaffolding, ladders, working platform,gangway,stairwells,excavations, safety entry and exit etc. shall be compliedwith. Adequateprecautions shall be taken to prevent danger MOST: 106 During Contractor/PMC PIA,MMRDA from electricalequipment. All machines/equipment Construction used shall confirmto the relevantIndian Standards(IS) codes and shall be regularlyinspectedby the engineer. A readily availablefirst aid unit including an adequate Contract During Contractor/PMC PIA,MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct. 7-59 Mumbai UrbanTransportProject Assessment ConsolidatedEnvironmental TABLE 7.9 CONT.. OPERATION STAGEEMP (SATIS- THANE) Environmental MitigationMeasures Referenceto Time Frame Respon Ibility Impact/ssue Contract Implementation Supervision Documents Atmospheric of Ambient air concentrations various pollutantsshall be Projectrequirement Starting Pollutionmonitoring MMRDA pollution monitoredas per the pollutionmonitoringplan. immediately after agency- MCGB Vehicleemissionstandardsshall be enforcedstrictly. completion of construction Noise pollution Monitoring of noise levels at various receptors as per Projectrequirement Starting Pollutionmonitoring MMRDA monitoringplan. Immediately after agency - Thane Public awareness campaigns for noise reduction completion of Municipal including placing adequate 'No Honking' sign boards at construction Corporation. sensitivelocations. RTO, PIA Traffic and Traffic managementplans shall be prepared- Plans to Projectrequirement Through operation Development MMRDA safety restrictcommercialvehiclesin station area. stage Authorities,RTO Traffic density to be monitored to record benefits achievedfromthe project. Providepathways and crossingsfor pedestrians. 7-60 Project MumbaiUrban Transpo,1 Consolidated Assessment Environmental Table 7.10 Project Level Environmental Monitoring Plan - JVLR PROJECT Environmental Project Parameters Standard Location Frequency Duration Institutional Component Stage Respon sibility Implementation Supervision Air Quality Construction SPM, PM,(, NAAQS -FantasyLand Once every 24 hr/dayfor 2 Contractor PIA, MMRDA SO , NOx 2 See -L&T season - consecutive through pre- Appendix -lIT Main gate Summer, working days approved 7.1 -Gandhi Nagar Winter, post- per week for 2 monitoringagency Square monsoon weeks. CO, HC NAAQS -FantasyLand Once every 8 hr/day for 2 Contractor PIA, MMRDA See -L&T season - consecutive through pre- Appendix -1ITMain gate Summer, working days approved 7.1 -Gandhi Nagar Winter, post- per week for 2 monitoringagency Square monsoon weeks. Operation SPM, PM, , 0 NAAQS -FantasyLand Once every 24 hr/dayfor 2 MCGM MMRDA SO , NOx 2 See -L&T season - consecutive Appendix -lIT Main gate Summer, working days 7.1 -Gandhi Nagar Winter, post- per week for 2 Square monsoon for weeks. 1 year after operation starts. CO, HC NAAQS -Fantasy Land Once every 8 hr/day MCGM MMRDA See -L&T season - for 2 Appendix -lIT Main gate Summer, consecutive 7.1 -Gandhi Nagar Winter, post- working days Square monsoon for per week for 2 1 year after weeks. operation starts. 7-61 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment Table 7.10 Cont. Environmental Monitoring Plan - JVLR PROJECT Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Respons ibility Implementation Supervision Noise level Construction Leq, L10, L50, CPCB noise -FantasyLand At start of Continuous Contractor PIA, MMRDA L90 dB(A) standards -L&T construction 24 hour through pre- -I1TMain gate activity, followed reading with approved -Gandhi Nagar every season a frequency monitoring Square during of 10 agency construction minutes And at sensitive period and residential locations located near construction _____________ .__________ _ _equipment.. Operation Leq, L10, L50, CPCB noise -FantasyLand Once every Continuous MCGM MMRDA L90 dB(A) standards -L&T season 24 hour -I1TMain gate (excluding reading with -Gandhi Nagar monsoon) for 1 a frequency Square year after of 10 operationstarts. minutes Soil Quality Construction Heavy metals Contaminant -FantasyLand At start of One time Contractor PIA, MMRDA and Oil and threshold -L&T construction sample through pre- grease level given by -Gandhi Nagar activity, followed approved USEPA Square every season monitoring during agency construction period Operation Heavy metals Only at accidental - MCGM MMRDA and Oil and spill sites _______________ ______grease 7-62 Mumbai Urban Transport Project Consolidated Assessment Environmental Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Plantation Pre- Monitoring of As laid out in At ecologically During tree . Contractor PIA, MMRDA including Construction tree felling. project detail sensitive locations felling through pre- endangered design. such as mangrove approved species Trees to be areas. monitoring adequately agency marked for felling. Operation Survival rate Survival rate At locations of Annual For 3 years PIA/ Contractor MMRDA of road side to be al-least compensatory after plantation and 70%. Below plantation operation other which re- :tarts compensatory plantation plantation. should be done. Traffic Volume Operation Traffic volume - -L&T western 3 day hourly Annual MMRDA MMRDA ,characteristic section counts and speed. -Near IIT on middle section -Near Gandhi Nagar Square on EEH. 7-63 Mumbai Urban Transpotl Project ConsolidatedEnvironmental Assessment Table 7.11 ProjectLevelEnvironmental MonitoringPlan - BVQRPROJECT Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Implementation Supervision Water Quality Construction PH, BOD, CPCB water Only for affected Once every 6 One time Contractor PIA, MMRDA COD, TDS, quality creek water months during sample through pre- DO, Oil and standards locations near 15 construction approved grease. bddges. Locations period monitoring to be finalized in agency updatedproject EA. Noise level Construction Leq, L10, L50, CPCB noise Between Borivali At start of Continuous Contractor PIA, MMRDA L90 dB(A). standards and Dahisar construction 24 hour through pre- (Day and station activity, followed reading (1- approved Night) * Between Mira every season day only) monitoring road and during with a agency Bhayandar construction frequency of station. period. 30 minutes * At sensitive location - near Ayurvedic college near Nalla Sopara. Operation Leq, LI 0, L50, CPCB noise Same as above Once every year Continuous PIA / Western MMRDA L90 dB(A) standards after operation 24 hour railway (Day and starts. reading (1- Night) day only) with a frequency of _ 30 minutes A- 7-64 Project Mumbai Urban Transport Consolidated Assessment Environmental Table 7.11 Cont. Environmental Monitorin Plan - BVQR PROJECT Environmental ProJect Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Implementation Supervision Soil Quality Construction Heavy metals Contaminant At equipmentyards. At start of One time Contractor/PMC MMRDA and Oil and threshold construction sample grease level given by activity, followed USEPA every season during construction period Operation Heavy metals Only at accidental WesternRailway MMRDA and Oil and spill sites grease Plantation Pre- Monitoring of As laid out in At ecologically During tree Contractor/PMC MMRDA including Construction tree felling. project detail sensitive locations felling endangered design. such as mangrove species Trees to be areas. adequately marked for felling. Operation Survival rate Survival rate At all track side and Annual For 3 years WesternRailway MMRDA of track side to be al-least compensatory after plantation and 70%. Below plantationlocations. operation other which re- starts compensatory plantation plantation. should be done. . 7-65 Mumbai UrbanTransportProject Consolidated Assessment Environmental MonitoringPlan - VIKHROLIROBPROJECT Table 7.12 ProjectLevelEnvironmental Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Respon sibility Implementation Supervision Air Quality Construction SPM, PM o, NAAQS 1 Along ROB Once every 24 hr/day for 2 Contractor PIA,MMRDA NOx See on Godrej season - consecutive through pre- Appendix Road at 2 Summer, working days per approved 7.1 m height Winter, post- week for 1 week. monitoringagency and 5 m monsoon from road edge. CO, HC NAAQS Along ROB As above 8 hr/day for 2 Contractor PIA,MMRDA See on Godrej consecutive through pre- Appendix Road at 2 working days per approved 7.1 m height week for 1 week. monitoringagency and 5 m from road ____________ ~~edge.__ ~~~ _ _ _ _ _ _ _ _ _ _ _ _ _ Operation SPM, PM o, NAAQS 1 Along ROB Once every 24 hr/day for 2 PIA MMRDA NOx See on Godrej season - consecutive Appendix Road at 2 Summer, working days per 7.1 m height Winter, post- week for 2 and 5 m monsoonfor 1 weeks. from road year after edge. operation starts. CO, HC NAAQS Along ROB Once every B hr/day PIA MMRDA See on Godrej season - for 2 consecutive Appendix Road at 2 Summer, working days per 7.1 m height Winter, post- week for 2 and within monsoonfor 1 weeks. 10 m from year after road edge. operation starts. 7-66 Project UrbanTransport Mumbai Consolidated Assessment Environmental Table 7.12 (ont. Environmental Monitoring Plan - VIKHROLI ROB PROJE Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility .__________ ______Implementation Supervision Noise level Construction Leq, L1O,L50, CPCB noise At sensitive and At start of Continuous Contractor PIA, MMRDA L90 dB(A) standards residential andconstruction 24 hour through pre- sensitive receptorsactivity, followed reading with approved (2 schools and a every season a frequency monitoring church), within 100during of 10 agency m from roadedge. construction minutes period _ Operation Leq, Li 0, L50, CPCB noise As above Once every As above PIA MMRDA L90 dB(A) standards season for 1 year after operationstarts. Soil Quality Construction Heavy metals Contaminant At equipmentyards. At start and One time Contractor PIA, MMRDA and Oil and threshold completion of sample through pre- grease level givenby instruction approved USEPA activity. monitoring agency Plantation Pre- Monitoring of As laid out in At tree felling Contractor PIA, MMRDA Construction tree felling. project detail location. through pre- design. approved Trees to be monitoring adequately agency marked for felling. Operation Survival rate Survival rate At locations of Annual For 3 years MCGM MMRDA of road side to be al-least compensatory after plantation and 70%. Below plantation operation other which re- starts compensatory plantation plantation. should be 7-67 MumbaiUrban TransportProject Consolidated Assessment Environmental TABLE7.13 MONITORING PROJECTLEVELENVIRONMENTAL PLAN- (CST PEDESTRIANSUBWAYPROJECT) Project Environmental Parameters Standards LocatIon Frequency Duration Institutional Component Stage Respon ilbility Implementation Supervision AirQuality ConstructionSPM, PMo, NAAQS 1 At MCGM Once every 24 hr/day for 1 Contractor PIA, MMRDA NOx See office month of workingday. through pre- Appendix opposite construction approved 7.1 CST. (excluding agency monitoring monsoon season) Operation SPM, PM , NAAQS 10 At MCGM Once after 24 hr/day for 1 MCGM MMRDA NOx See office operation workingday. Appendix opposite starts,to serve 7.1 CST. as comparative data CO,HC NAAQS At MCGM Once after 8 hr/day MCGM MMRDA See office operation for 1 working Appendix opposite starts,to serve day. 7.1 CST. as comparative data 7-68 UrbanTransport Mumbai Project Environmental Consolidated Assessment MonitoringPlait - (CST PEDESTRIANSUBWAYPROJECT) Table 7.13 Cont. Environmental Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responlibility Implementation Supervision Noise level Construction Leq, L10, L50, CPCB noise At same site as Once every Continuous Contractor PIA, MMRDA L90 dB(A) standards AAQ monitoring month of 24 hour through pre- station. construction approved reading with monitoring a frequency of agency 10 minutes Operation Leq, L10, L50, CPCB noise As above Once after As above MCGM MMRDA L90 dB(A) standards operation starts, to serve as comparative data with baseline Traffic Operation Trafficvolume, . Near subway Once in six 12- hr (Day RTO MMRDA Congestion composition months for the Time) and speed. 1S year after operationstarts. 7-69 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment TABLE 7.14 PROJECT LEVEL ENVIRONMENTAL MONITORING PLAN - (SATIS) Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Respon slbilty ___________ _________ __________ ______Implementation Supervislon Air Quality Operation SPM, PM O, NAAQS 1 Same as Every three months 24 hr/dayfor 1 MCGM MMRDA NOx See baseline for 1 year after workingday. Appendix monitoring SATIS is complete. 7.1 location at This will serve as station comparativedata to complex. baselinevalues CO, HC NAAQS Same as Every three months 8 hr/day MCGM MMRDA See baseline for 1 year after for 1 working Appendix monitoring SATIS is complete. day. 7.1 location at This will serve as station comparativedata to complex. baselinevalues Noise level Operation Leq, L10, L50, CPCB noise At air Every three months As above MCGM MMRDA L90 dB(A) standards monitoring for 1 year after locations. SATIS is complete. This will serve as comparativedata to baselinevalues Traffic Operation Trafficvolume, At the 3 Once in six months 12- hr (Day RTO MMRDA Congestion composition baseline for the 1 ' year after Time) and speed. monitoring SATISis complete. locations 7-70 Mumbai Project UrbanTransport Environmental Consolidated Assessment TABLE 7.15 MONITORING AND REPORTING PROCESS Construction Reporting Reporting Contractor PMC PIA reporting MMRDA World Bank Stage Parameter Format Reporting Reporting Frequency to reporting desired Number Frequency Frequency to MMRDA Frequency to supervision to PMC PIA World Bank Trees to be Monthly Monthly Quarterly Quarterly _ O removed . ; gE PAHR&R Monthly Monthly Half-yearly of Relocation utility Monthly Monthly Quarterly Quarterly and community O resources Fugitive dust Daily Monthly Monthly Ouarterly Half-yearly mitigation Condition of Daily Monthly Monthly Ouarterly Half-yearly construction equipment w.r.t noise and emissions e of Identification soil Onetime Onetime Onetime _ erosion locations and measures taken O Road -side and Monthly Monthly Quarterly Quarterly Half-yearly 0 o compensatory plantation schedule Plantation survival Monthly Monthly Quarterly Ouarterly Half-yearly rate reporting Pollution Monthly Monthly Monthly Quarterly Half-yearly monitoring Debris disposal Weekly Monthly Quarterly Quarterly Half-yearly plannocatlons. . 7-71 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment TABLE 7.15 Cont.. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Construction Reporting Reporting Contractor PMC PIA MMRDA World Bank desired Stage Parameter Format Reporting Reporting reporting reporting supervision Number Frequency Frequency to Frequency Frequency to to PIA PIA to MMRDA World Bank Top soll Monthly Quarterly Quarterly Ouarterly _ Management Quarry Monthly Monthly Quarterly Quarterly Halfyearly Identiflcatlon and management safety Occupational Weekly Monthly Monthly Monthly Halfyearly ._ and health Labourcampset-up Weekly Monthly Monthly Monthly Halfyearly and hygiene. c Road safety Weekly Monthly Monthly Monthly Halfyearly 0 U measures Site enhancement Monthly Quarterly Quarterly Quarterly Haltyearly Implementation plan at water bodles, road lunctlons etc. Pollution Quarterly Ouarterly Half-yearly O monitoring . schedule and U 0. 7-72 UrbanTransport Mumbai Project Environmental Consolidated Assessment Table 7.16 ROLES/RESPONSIBILITIES STRENGTHENING INSTITUTIONS AND OF ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED (MUMBAI METROPOLITAN Review of implementation Environmental of Mitigation Enhance the capabilities of the existing REGION DEVELOPMENT Measures for (EMPs) MUTPprojects. 'Environmental of MMRDA out sourcing Cell" by AUTHORITY (MMRDA) adequate Ensure Resettlement Rehabilitation PAH and of whenever required. Facilitateimplementation policydirectives/ of emission needed laws Training on: etc. for pollutionprevention/mitigation interacting by with * Environmental socialimpacts. assessment, various the governmentdepartments like Environment b' Appreciation Environmental of impactsand Department, UrbanDevelopment RTO Department, etc. for EMPsidentified relatedMUTPprojects. Reviewthe environmental management capabilitiesof Procedureand responsibilities EMP for implementing agencies,particularly municipalauthorities monitoring implementation, and reporting themin developing capabilities. andto assist their etc. Obtainand analyseenvironmental information generated like by organizations MCGM,MPCB, RTOetc. and factor them into short term and long term planningprocessfor overallsustainabledevelopmentof MMR. Municipal Corporation of Greater Monitoring ambientair quality and noise at existing MCGM operating quality of Is air monitoring network Mumbal (MCGB) locations.Extending monitoring to network MUTPproject for last severalyearsand alreadyhave trained for monitoring. locations post-project personnel. Training in relation to Quality data Assurance, analysis dissemination and and Regular to report MMRDA enable to environmental in otherissuesas suggested thereport"Study for at planning a regional level. Air Strengthening QualityMonitoring network of MCGM, Nov.2000) However the existing staff and monitoring equipment need to be upgraded for the ._______________ _____________ _____________________________________________ additionalmonitoring dueto MUTPproject. load 7-73 UrbanTransport Mumbai Project Environmental Consolidated Assessment Table 7.16 Cont.. ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED Public Works Department (PWD), Ensuring implementation of EMPs for related MUTP Environmental appraisal capabilitiesof existing Maharashtra State Road projectsthrough PMC/contractors staffto be enhancedthroughtrainingprograms. Short term moduletype trainingprograms Development Corporation Carryingout EnvironmentalAssessmentsof all related on- neededfor: (MSRDC) goingand future TransportProjects. > Environmental assessment,social Impacts. l Appreciationof EnvironmentalImpacts and EMPs identifiedfor related MUTP projects. Procedure and responsibilities for EMP implementation, monitoring and reporting etc. RAILWAYS/MUMBAI RAIL VIKAS Ensuring implementation of EMPs for related MUTP Environmental appraisal capabilitiesof existing CORPORATION (MRVC) projects through PMC/contractors staff to be enhancedthroughtrainingprograms. Short term moduletype trainingprograms Carryingout EnvironmentalAssessmentsof all related on- neededfor: goingand future Transport Projects. lo. Environmental assessment,social Impacts. ga Appreciationof Environmental impacts and EMPs identifiedfor related MUTPprojects. Procedure for and responsibilities EMP Implementation,monitoringand reporting _____________________________________________ etc. Transportation Service Ensuringregularemission and maintenance checkson the Emissionmonitoringcapabilitiesof the bus fleet Organisations (BEST) bus fleet to ensure compliancewith regulations. to be strengthened. in Good housekeeping existingBus-Depotsto minimize awarenesstrainingof key Environmental water and land pollutionfrom oil spillsand waste oil personnel disposal. Enforcement/ Regulatory of Enforcement vehicularemissionstandards,withmore Environmental awarenesstrainingfor its Organizations: emphasison heavy vehicles,taxies and 3 wheelers vigilancestaff so that they can appreciatethe importance their role and carry out the same of Regional Transport Office (RTO) diligently. Training also needs to include criteria and techniques for vehicle inspection and certification. 7-74 Project Mumbai Urban Transport Consolidated Assessment Environmental 7-75 RESETTLEMENTAND REHABILITATION UrbanTransport Mumbal Project Environmental Consolidated Assessment 8 CHAPTER AND REHABILITATION RESETTLEMENT 8.1 RESETTLEMENT ACTIONPLAN MMRDA has preparedResettlement 1 Action Plan (RAP) essentiallyto describethe policy and institutional framework for carrying out the Resettlement and Rehabilitation(R&R) of the Project Affected Households(PAHs). For every sub- project site specific Resettlement Implementation Plan (RIP) and Community EnvironmentManagementPlan(CEMP)will be separatelyprepared. 8.2 THE OBJECTIVES The main objectivesof MUTP in respectof the ProjectAffectedHouseholds(PAHs) and the ResettlementAction Plan (RAP)are; * of To preventadversesocial impactassociatedwith implementation MUTP, * of To deliverthe entitlements PAHsfor paymentof compensation and support for reestablishingtheir livelihood;and * To implementan action planfor deliveringcompensationand assistancein accordancewith the R&R policyadoptedfor the project. * To maximizeinvolvementof PAH and civil society in all stages of resettlement and and rehabilitation; * To ensure that the standardof livingof PAHsis improvedor at least restored. Significant progress has been made in terms of formulating an R&R Policy and effectively involving NGOs in making the entire process participatorysince 1995. Over 10000 PAHshave also been resettledby June 2001. 8.3 POLICY RESETTLEMENT Governmentof Maharashtra (GOM)has already adoptedan R & R Policyfor MUTP. The objectivesof R&R as enunciatedin the policy are; * by To minimizethe resettlement exploringall viable alternativeprojectdesigns, to Where displacementis unavoidable, developand execute resettlementplans in such a manner that displaced persons are compensatedfor their losses at replacement cost priorto the actual move, lMumbai ActionPlan, September2001, MMRDA UrbanTransportProject: Resettlement 8-1 UrbanTransport Mumbai Project Environmental Consolidated Assessment * To accord formal housing rights to the PAHs at the resettlement site by establishingthe cooperativehousingsocietiesof the PAHs, * To develop and implement the details of the resettlement program through active communityparticipation, * To make efforts to retain existing communitynetwork in the resettlementarea and to minimizethe adverse impact,if any, on the host community;and * To improve environmental health and hygiene of the PAHs at the site of resettlementand to educate, motivate and organise the communityto manage its environmentat the resettlement location. 8.4 LEGAL FRAMEWORK The R & R Policy and the ResettlementAction Plan (RAP) and the site specific ResettlementImplementationPlan (RIP) are developedand executed under the followinglegalframework; * Land Acquisition Act 1894: for compulsory acquisition of land for public purposes. * Maharashtra Regional and Town Planning Act, 1966: for preparation of DevelopmentPlans (Master Plans) that designate land for public purposes, which can then be acquired under the Land AcquisitionAct; and to formulate Development Control Regulations. * for DevelopmentControl Regulations Greater Mumbai 1991: These regulations offer an altemative to acquisition under LA Act 1894 by way of Transfer of Developrrn.- Rights(TDR). "lt * The amenoed DC Regulations provide incentives for rehabilitation (including resettlementof slum dwellers).,For landownerspreparedto provide 225 sq.ft. dwellingunitsfree of cost to slum dwellers,the incentiveis in the form of rightto build and sell floor space equivalentto that requiredfor slum rehabilitation * The DC Regulations also set out the standards for building design and construction and provision of services like water supply, sewerage, site drainage,access roads,elevators,fire fighting etc * The MaharashtraCo-operativeSocieties Act 1960: provides for establishing, the registeringand administering co-operativesocieties.The land and building is owned by the co-operative and its members have occupanz--* rights of apartmentoccupied by them. Sale and purchaseof such units can take place only with the consent of the society. This is a common form of tenure in Mumbai'sapartmentbuildingsand is widely understood. 8-2 Urban Mumbai Transport Project Environmental Consolidated Assessment 8.5 OF DEFINITION PROJECTAFFECTEDHOUSEHOLDS(PAH) Project Affected Householdsincludes households, business units including their workers and owners of assets like land and buildingsaffected by MUTP and may include; non-resident land owners (including farmers and horticulturist); non- resident lessees; resident landlord (includingfarmers and horticulturists);resident lessees, tenants or sub-tenants of buildings; squatters (non-resident structure owners, residentstructureowners,tenants);pavementdwellers. Householdfor this purposemeansall the males/females, their family membersand relativesstayingin a house/tenement/hut. 8.6 REHABILITATIONENTITLEMENTS Shelter related entitlement Every eligible householdlosing a dwellingplace shall be allotted a dwellingunit of minimumof 225 sq.ft. at an alternatesite. Similarlyevery PAH losinga commercial structure shall be eligible for an altemate place for commercial use of equivalent area. Compensation for economic losses Availability of land being the major constraint in the city, it may not always be possible to provide in the close vicinity of the existing settlementto avoid loss of access to existing employment.In such cases the affected households will be eligible for the compensation the permanentloss of employmentor extra travel for cost. Similarlya special packagewill be worked out for the vulnerablePAHs such as households below the poverty line, the women headed households, the handicappedand the aged. This would include a ration shop under the Public Distribution System, ground floor accommodationfor the handicappedand the aged and support through the communityoperated fund for income generating activities. Access to training, employment, and credit There are a number of training programsoffered by governmentfor skill upgrading for promoting self-employment. Similarly there are government programs of extending financial assistance to the poor for self-employment. During the preparationof site specificRIP; the communitieswill be informedof such programs. In addition, local savings and loan associations will also be promoted through NGOs. 8-3 UrbanTransport Mumbai Project Environmental Consolidated Assessment 8.7 ORGANIZATIONAL RESPONSIBILITIES A HighPower has SteerngCommittee beenconstituted of underthechairmanship to the of the ChiefSecretary GOMto oversee progress MUTPincludingR&Rand providenecessarypolicydirections. A ProjectCoordination has Committee beencreatedunderthe Chairmanship of PrincipalSecretaryUrban Development GOM to supervisetimely Department, implementation MUTPincludinginter-agency of coordination, ensuringadequate tary and budgL provisions timelydisbursement funds. of An IndependentMonitoring Panel(IMP)comprising eminentcitizensof Mumbai i with acceptedpoliciesin project has been establishec 7r ensuringcompliance implementation MMRDA,which is a regionalplanningand coordinatingauthority,has been as agencyfor MUTP.AProjectManagement designated the projectcoordinating Unit (PMU),headedby a Project Director,has been created in MMRDAfor R planningand implementing & R componenton behalf of all implementirig agencies.The PMU is also responsible overall coordination for with all the agencies monitoring progress MUTP. implementing and the of 8.8 TWO STAGE RESETTLEMENTPROCESS Two-stageresettlement is would be resortedto whereresettlement requiredon may urgentbasis.Theurgency ariseon account unsafe of like conditions in caseof settlements locatedtoo closeto the railwaytrackor on accountof judicialruling. Thetransitaccommodation wouldbe in the form dwellingunits of 120sq.ft. with common that toilet facilitiesand standpostsfor watersupply. It is proposed all will those who haveshiftedto transithouses be movedto the permanent houses withinthreeyears. 8.9 GRIEVANCEREDRESSALMECHANISM a any The PIA willdesignate seniorofficerat the locallevelto consider grievance ot PAHsin consultation with the concernedNGO. If the aggrievedPAHis not satisfied final with thisdecision, appealcouldbe madeto the Grievance Redressal Committee by its and appointed the PMUcomprising officials the representatives of with NGOsin accordance the R & R Policy 8.10 IMPLEMENTATION SITE SPECIFICRESETTLEMENT PLANS (RIP) site specific Resettlement In additionto the RAP, for individualsub-projects ImplementationPlans (RIPs) will be prepared. Community Environment Management Plan (CEMP)will be preparedalong with the RIP. Consultants' 4 8-4 UrbanTransport Mumbai Project Environmental Consolidated Assessment reports on RIP and CEMP for four sub-projects are already available. These are being finalized in conformity with RAP. MMRDA has undertaken preparation of final RIPs and CEMPs for these four sub-projects. Community Environment Management Plan The objective of preparing CEMP is thus to provide access to basic urban environmental infrastructure services; and through community initiative and participation alleviate the environmental health risks of the community. The affected communities are largely of squatters accustomed to a particular way of life. At the resettlement site, they will have to almost invariably adjust to the lifestyle of multi- storied buildings. The communities will be trained and motivated to follow a discipline that can avoid environmental problems. Separate Environmental Management Committees (EMCs) will be formed during RIP/CEMP preparation to take up this responsibility during post-resettlement stage. The CEMP provides in simple non-technical local language preventive maintenance schedule for water supply, sanitation, solid waste etc. The maintenance measures are translated into a simple non-technical format in the form of "Do's" and "Don'ts" in local languages for the use of the community at large. 8.11 SCALE OF RESETTLEMENT REQUIRED The households likely to be affected by each of the sub-projects are given in Table 8.1. Table 8.1 Project Affected Households A-XI A- Roads and Traffic Component 4649 1 ROB at Jogeshwari -South 901 2 ROB at Jogeshwari - North 514 3 ROB at Vikroli 173 4 Jogeshwari-Vikroli Link Road 890 5 Santacruz-Chembur Link Road 2171 6 Station Area Traffic Improvement Schemes 100* 7 Pedestrian Subways & Bridges Nil Rail Component 14479 1 5th Line between Santacruz and Borivali 515 2 5th and 6th Lines between Kurla and Thane 2131 3 Borivali-Bhayendar -Virar additional pair of lines 501 4 Optimization on Western Railway 622 5 Optimization on Central Railway 2879 6 Optimization on Harbour Line 7831 19228 Total PAH Total Project Affected Persons 77660 8-5 UrbanTransport Mumbai Project Environmental Consolidated Assessment * to of in Subject findings thesurveys prcrn.ress Majority (19000out of 19228PAH)ar, zuatters. Theydo not havesecured land tenure,haveonly sharedcommunity tacilitieslike waterstand postand common toilets.Someof thesquattersettlements haveinadequate watersupply,inadequate number well maintained of toilets,poorsolidwastecollections. Somesettlements located close to the storm water drains have poor drainageand flooded in monsoon. locatedcloseto railwaylines apart from these problems Settlements sufferfrom noiseand riskto life of children who mayinadequately moveoverthe tracks.Thus the presentqualityof lIfe is extremelyunsatisfactory terms of in of and availability basicservices environmental hygiene. LandAcquisitionand PAHs to Totalland proposed be acquiredfor the transportprojectis 32.08 ha. out of and The which20.79ha. is for railwayprojects 11.29ha.is for roadprojects. total of by and number PAHis 19228of which14429are affected railwayprojects 4749 of are affectedby road projects.The PAHsincludelegal occupants land to be acquiredas well as the squatterson the land already owned by the Project Implementing Agencies. for of (PIA).The landrequired resettlement PAHsis 47.1 and of Ha.Mostof the PAHsare squatters the number landowners whoselandis to be acquired verysmall. is 8.12 SCHEDULE THEPRESENT R&RIMPLEMENTATION AND STAUTUS involvedis unprecedented. The scale of resettlement However due to concerted effortsof GOM,MMRDA the concerned and NGOsit hasbeenpossible resettle to 10118PAHsout of a total of 19228PAHshaveby June 2001 (6261in transit and accommodation 3857 in permanent dwellingunits). In addition,about 80 affectedshopkeepers were alloyedalternativeshops with in the resettlement buildingsto enablethemto re-starttheir business of activities.Resettlement over in 10000PAHin one year is urt-recedented Mumbai. The PAHslocatedin the safety zone of railwayswere seen as a risk to safe operationsof suburban services.The railwaysafetyauthorities had imposedspeedrestrictions had and warned about discontinuing services.There were incidentsof stone throwing the On an hurting traincommuters. thisbackground, NGOapproached Mumbai the to to HighCourtwith a request directthe railways removethe encroachment on railwayland. Railways to At were inclined act accordingly. this stage,GOMand MMRDA to intervene assure Courtthat thesquatters be resettled. had and the will Court imposed a strict time limit on such resettlement.This necessitated in put resettlement transit quarters,which were successfully in place in four months. The entire process of resettlementwill be completed by April 2004. 8-6 MiumoL)ai Transport Urban Project Conso.idatedEnvironmentai Assessment P~ ~~ ~ T-Nl Z-R,,.AN-iV ,,,,7_ . Ir~~~~~~~~~~~~~~~~~~~~~~~ ,9 ____ -w -- _; ; ;UA TE- RS 0- e -< MumbaiUrbanTransport Project Assessment Environmental Consolidated 8.13 LESSONS LEARNT of Fromthe experience resettlement out carried so farfollowing lessonscouldbe learnt. * Giventhe fact that someof the communities be resettled so located to are that their continuation the existinglocation eitherat the riskof their ownsafety at is or causeshindrance to essential to publicservices, is necessary adopta two- it to It stage approach resettlement. is also desirablein terms of strengthening community network, establishing co-operative societies generally and preparing to the communities livein multistoried permanent housing. * A swift continuous operation, with startingfrom BSESto resettlement active of of leadership NGOhas a betterchance success. * Community participation particularly womenin managingthe allotment of of dwelling units, relocationand securing essential services is key to the successful resettlement. 8.14 COSTSANDBUDGET Thetotalcost of resettlement estimated be aroundRs. 4607million(US$ 98 is to million). 8-8 9 PUBLICINFORMATION AND CONSULTATION I Project UrbanTransport Mumbai Environmental Consolidated Assessment 9 CHAPTER PUBLIC AND INFORMATION CONSULTATION 9.1 CONSULTAION DURING CTS (1994) Public consultation has been an important input into the process of planning and designing of MUTP so far. The consultation process began by carrying out a survey of Public Attitude during the formulation of Comprehensive Transport Plan (CTS).1 As a part of this survey, respondents were asked to select a package of schemes from amongst a long list of road and rail projects within a budget of RS. 1000 crores. The outcome of this consultation indicated following priorities; * Putting more buses into the city and providing exclusive busways, * No priority to tramway or LRT * No priority to new underground metro High priority except by the car and two wheeler riders to increased reliability of train services, increased train capacity along with more comfortable trains. Priority to road investment including Western Freeway by the car and two wheeler riders. * Priority to improved bus feeder services, flyovers and area traffic control system be all road users. - Priority to extra rail line into the Island City (6 'h Corridor) by the rail commuter. The draft CTS proposals were also presented to various PlAs, Government agencies and NGOs. They generally endorsed the strategy of PT+DM recommended by the CTS. These considerations have also reflected in the MUTP now proposed for implementation. 9.2 CONSULATION DURING ENVIRONMENTAL ASSESSMENT (1997) The findings of the Environmental Assessment carried out by the consultants were presented in a Workshop held on 2nd June 1997.2 The participants included the representatives of the government departments, local authorities, project implementation agencies and the consultants in the transport and environment field. Some questions were raised in the workshop about the methodology of SLEA, but the finding that PT + DM is the most preferred strategy was generally endorsed. In 1CTSTechnicalMemorandumNo. 5 - Analysisof PublicAttitudeSurvey,WS Atkins Intemational 2EnvironmentalAssessmentof MUTP-II,Proceedingsof Public ConsultationWorkshopheld on June 2,1997. AIC WatsonConsultantsLtd. UrbanTransport Mumbai Project Environmental Consolidated Assessment respectof PLEAsand MLEAscertainmethodological were sought. clarifications and were in Theseclarifications suggestions then incorporated thefinalreports. 9.3 DURING CONSULTAION R&R As a part of carryingout the BaselineSocio-Economic Surveysof the PAH,the the ahs NGOsexplained projectfor whichthecommunity to be resettled. Durngthe of formulation RIPand CEMPmoreintensive takesplaceto decidethe consultation locationof resettlement, designof building,community facilitiesrequiredand the to procedure be followed maintaining multi-storied for the settlement. detailsof The consultationprocess are 'en in the "Mumbai Urban Transport Project: Resettlement ActionPlan,September 2001,MMRDA" 9.4 ON EA CONSULTATION UPDATED of Withthe passage tme andsubstantial like of developments construction flyovers that had occurred the EA was updated. 3 A consultation workshop involving academia, environmental experts, consultants, of NGOsand representatives PlAs on 20, and the World Bank was organized November 2000 for presentation of EA. updated Theimportant that suggestions emanated are fromthisworkshop listed below; that * The impactsof the flyovers havealready comeup needto be studied and suitable mitigationmeasuresshould be identified,so that these can be considered and the whiledesigning constructing otherplanned flyovers. Mitigation M measures durng constructionphaseshouldincludeplan for traffic diversion routes. s- to * Recommendations id cover the measures be takenat designstageto the of improve visualimpacts thestructures/flyovers/ subways. * Mitigation for on measures noiseimpactsof flyovers/ ROBS the residents of of flats, whichare in close proximity theseflyovers,must be identified. New for so technologies roadsurfa^esmustbe explored, that noisefrom road-tyre frictionis reduced. * The projectcouldencourage in moredevelopment ecologically sensitiveareas of Vasai-Virar. There should be efforts to shift development towards Navi Mumbai. * Co-ordination model for implementation the recommendations of should be clear.Independent monitoringpanelshould appearin thepr:sosedmodel. have in EA. Mostof thesesuggestions beenincorporated thisconsolidated following consultation In addition two werealsoorganized. workshops 3 AssessmentMontgomery MUTP Environmental WatsonConsultantsLtd. 9-2 UrbanTransport Mumbai Project Environmental Consolidated Assessment Public consultationwith people affected by constructionof sub-Droiectswas carried out on December13. 2000 for A publicconsultationworkshopwas organizedpredominantly the projectaffected personson the 13h December2000. The photographs, newspaperclippingsand the pamphletsare given in the Appendix 9.1. A presentationwas made by MMRDA the highlighting sectoral environmentalimpacts,MUTP and its resettlementimpacts, resettlement policy and the resettlement action plan including its Community Environmental Management Plan. Copies of non-technical summary of the EA report were distributed in local languageprior to the workshop.The responsefrom the participantshighlightedthe importanceof maintaininglocal environment- solid waste management, storm water drainage, sewerage and water supply. Respondentsparticularlywomen, based on their personalexperiencesemphasized the importanceof communityefforts in keeping the buildings and the surroundings clean by timely removalof garbage.However,some of them were not aware of the implicationsof throwingthe garbagein the nearby storm waterdrain or nallah. Based on the above response, it is proposedto pay particular attention to solid waste disposal in preparing CEMP's as a part of preparing project specific ResettlementImplementationPlan (RIP). Publicconsultationworkshopwith aeneralDublic was carried out on December14, 2000 A publicconsultationworkshoporganizedfor a cross section of the Society on the 14th Dec' 2000 was not attended by the general public/NGOsexcept a few Press representatives.This perhaps is a reflection of the fact' that the concerned stakeholdersare aware of the project its environmentalcomponents.Some of the NGOs have expressed their concern about the delay in commencementof the project and not about the environmentalimpacts. 9.5 PUBLICINFORMATIONCENTRES MMRDA has establishedtwo Public InformationCentres, one at the MMRDAoffice and the other at Mankhurd a project site. Documents and information related to MUTP Project summaries,EA reports, R&R Policy and ResettlementAction Plan RIP and CEMPs, etc are made available to at these PICs Written comments or suggestionswill also be receivedat the PICs. 9.6 PROPOSEDCONSULTATION MMRDA has now consolidatedand updated the EA work carried out so far in respect of MUTPand presentedit in this report.MMRDAtherefore now proposesto 9-3 UrbanTransport Mumbai Project Environmental Consolidated Assessment program carryout a freshroundof publicconsultation basedon this reportduring October,2001. This will involve two public consultationworkshops;viz. one on a city wide basis aimed at a representativecross section of concerned citizens including NGOs, academicians,environmentalexperts, representativesof PlAs, Industries, TaxiVTruckowners Associations, etc.; the other aimed at the project affected persons. The approachand methodologyalong with time table for this fresh rounc of publicconsultationis presentedin Tables 9.1 and 9.2. Table 9.1 Proposed Tlime Table for Organizing Public Information and Consultation Workshop for a Cross Section of the Society. NO. ACTIVITIES DATE 1 Finalizationof the Draft ConsolidatedEA Report. 1/11/01 2 Approval of the World Bank 7/11/01 3 The draft Executive Summary of EA report will be translated into 9/11/01 Marathi.The English version will be kept on MMRDA's web-site for downloading.The draft EA Report will be kept at Public Information Centreat MMRDA'soffice. 4 Fix the time, date and venue at South Mumbai that is large enoughfor 9i;1 /01 expected gathering. 5 To send notices to leading English and Marathi newspapersintimating 10/11/01 about the public consultationworkshop.The notices would indicate the date (one week after the date of publishing the notices in the news paper),time and venue of the event, the purposeof public consultation along with the information about the availability of draft Executive Summary and draft Final Report at Public Information centre at MMRDA'soffice and on the MMRDA'sweb site for those interestedto refer. 6 The Letters of Invitationto selected NGOs, academicians,researchers, 12/11/01 implementing agencies, etc. along with Press will be sent one week prior to the event (The draft list enclosed as Annex-i ). 7 will The noticesabout public consultation appearin the news papers. 15/11/01 8 The pamphletsin English, Hindi and Marathi informingabout the date, 18/11/01 time and venue will be circulated (three to five days before) in the project affected communities.The pamphlets would also indicate the informationabout the availabilityof draft ExecutiveSummary and draft Final Report at Public InformationCentre at MMRDA office for those interestedto refer. 9 The workshops will be held 8 days after the date o' ishing the 23/11/01 notices in the news papers. 10 To record and document the consultation workshops based on the 23/11/01 checklistprovidedby the World Bank. 9-4 Mumbai Project UrbanTransport Consolidated Assessment Environmental Table 92 Proposed Time Table for Organizing Public Information and Consultation Workshop for Project Affected People. NO. ACTIVMES DATE 1 Finalizationof the Draft ConsolidatedEA Report. 1/11/2001 2 Approvalof the WorldBank 7/11/2001 2 The draft Executive Summary of EA report will be translated into 9/11/2001 Marathi.The same will be kept on MMRDA'sweb-ste for downloading. The draft EA Report will be kept at Public Information Centre at MMRDA's office. 3 Fix the time, date and venue for organising a smaller meeting 9/11/2001 (workshop) nearby Jogeshwari 4 To send notices to leading English and Marathinewspapersintimating 10/11/2001 about the small public consultationworkshop at Jogeshwari on the similar lines. The brief write up on MUTP incorporatingthe proposed EMPs relatedto JVLR and ROBswould be preparedand translatedinto Marathi. 5 Selected local NGOs, reputed persons residing nearby, PlAs, etc. will 12/11/2001 be invited for Jogeshwari Workshop) 6 The noticesabout JogeshwariWorkshopwill appear in the newspapers 15/11/2001 7 The pamplets in English Marathi and Hindi informing about time, date 18/11/2001 and venue about Jogeshwariworkshopwill be circulatedin the project areas. The pamphlets would also indicate the information about the availabilityof draft ExecutiveSummaryPnd draft Final Report at Public InformationCentreat MMRDAoffice for those interested refer. to 8 T orkshops will be held 8 days after the date of publishing the 24/11/2001 -- notices in the news papers. . 9 To record and document the consultation workshops based on the 24/11/2001 checklistprovidedby the World Bank. 9.7 PUBLIC OPINIONS,CONCERNSAND RESPONSES The findings of the proposed round of public consultations will be recorded and incorporatedin the final EA report. The PICs will receive Grievances from public, in respect of implementationof mitigating measures from the concerned citizens. These will be referred to the concemed PIA and reports will be obtained on the correctiveactions taken. These will also be kept at the PICs. 9-5 APPENDICES UrbanTransport Mumbai Project Environmental Consolidated Assessment APPENDIX 1.1 DOCUMENTSREFERRED Assessmentof MUTP - II by AIC Watson Consultants 1. SectoralLevel Environmental Ltd., March 1998 Assessmentof MUTP 2. Sectoral Level Environmental - II Addendumto Final Report July 1999 3. Comprehensive TransportStrategy for MumbaiMetropolitanRegionby W.S. Atkins Intemational,1994 4. RegionalPlanfor MumbaiMetropolitanRegion1996-2011,MMRDA 5. EnvironmentalAssessmentof MUTP - II by AIC Watson Consultants Ltd., March 1998 Action Plan by MMRDA,July 2001. 6. MUTP Resettlement 7. Programmatic Level Environmental Assessment of the Proposed Flyover at KhodadadCircle,by AIC Watson ConsultantsLtd., March 1998 8. Environmental Assessment of the proposed Jogehwari - Vikhroli Link, by AIC Watson ConsultantsLtd., March 1998 9. Environmental Assessment of Borivali - Virar Railway Tracks by AIC Watson ConsultantsLtd., March 1998 10. ProgrammaticLevel EnvironmentalAssessmentof the ProposedROB at Vikhroli by AIC Watson ConsultantsLtd., March 1998 11. Programmatic Level Environmental Assessment of the Proposed Subway at ChatrapatiShivaji Terminusby AICWatson ConsultantsLtd., March 1998 12. Programmatc Level Environmental Assessment of the Thane Station Area ImprovementSchemeby AIC WatsonConsultantsLtd., March 1998 13. URBAIR - Urban Air Quality ManagementStrategy in Asia, World Bank Technical Paper No. 381, 1997. 14. CoastalZone Management by Plan for Maharashtra UrbanDevelopmentDepartment July 1997 of Govt. of Maharashtra, Project UrbanTransport Mumbai Assessment Environmental Consolidated 15.Terms Of References MUTPFor Study On Preparation Particulate Of Of Matter , 2000 Mumbai December ActionPlanfor Greater Reduction StatusReport MCGM theyears1997-98, -99 and99-2000 16.Environmental of for 98 the 17.FinalReporton Tasks 1 and 2: studyfor strengthening Air QualityMonitoring Network Operatedby BMC preparedby Environmental Management Centre, Mumbai,November 2000. 18.Lal committee constituted The OrdersOf The report- Reportof the committee by High Court,Bombayto examineand recommend to measures reducevehicular April 2000reportpreparedby Officeof the Transport pollution greaterMumbai, in Commissioner, State. Maharashtra Statusof MMR by AICWatson 19.Environmental Mumbai,May1997. Consultants, 2 Mumbai UrbanTransport Project EnvironmentalAssessment APPENDIX2.1 ENVIRONMENTAL ACTS/RULESFOR VARIOUSPARAMETERS ISSUE/ PARAMETER REGULATION PURPOSE Environmental Environmental (Protection) Act, 1986 An umbrella act for environmental protection. Various rules and Protection Legislatlon notificationsare issuedfrom time to time under the provisions of this Act. Environmental EnvironmentalProtection Rules (1986) These Rules specify standards for emissions or discharge of Standards and its amendments. Latest environmentalpollutants. Standards for ambient air quality is also amendmentin Environmental Protection prescribedunder theserules. AmendmentRules (2000) Environmental The EnvironmentalImpactAssessment Mandatoryenvironmentalclearance from MOEF, New Delhi for 29 Clearance of Projects Notification,1994 (as amended in May categoriesof developmental projects listed in Schedule1. Procedure 1994) for environmental clearanceIs given in Appendix 2.1(b). Mandatory public hearing before environmental clearance for all Environmental (Protection) Rules, projects listedunder the EIA notificationof 1994. Notice of EnvironmentalPublicHearing, April 1997. Certain projects listed in ScheduleB of this resolution,which do not Environmental Clearance from State fall in the EIA notification of 1994, require State Department of Government of Maharashtra Environment, Govt. of Maharashtra. (Resolution No. Env 1094/SEAC/CR - 170/Desk-1), August 1997. Ambient Noise Control Noise Pollution (Regulation and These rulesprovidefor the ambient noise standardsin publicplaces. Control) Rules,2000 3 UrbanTransport Mumbai Project Assessment Environmental Appendix Cont.. 2.1 ISSUE/PARAMETER REGULATION PURPOSE Water Pollution The Water (Prevention and Control of The Act providesfor the preventionand control of water Pollution) Act, 1974 pollution through grant of "Consents to Operate" by MaharashtraPollutionControl Board (MPCB) The Water ( Prevention and control of Industries/ organizationsto pay Water Cess (Tax) under Pollution) Cess Act, 1977 the Act to MPCB. The cess is charged with a view to augment the resources of Central Pollution Control Board (CPCB)and MPCB. Air Pollution The Air (Preventionand control of Pollution) The Act provides for the prevention and control of air Act, 1981 pollution through grant of "Consents to Operate" by MaharashtraPollutionControlBoard (MPCB) Handling, Storage and Hazardous Waste (Management and The rules require that all persons handling hazardous Disposal of Hazardous Handling)AmendmentRules,2000 wastes should have Authorisationfrom the local State Wastes Pollution Control Board. Waste to be handled and disposedas per the provisionsof the Rules, Environmental Liabilities The Public liabilityInsuranceAct, 1991 This Act imposes on the owner liability to provide due to Industrial accidents immediate relief to affected persons in case of an accident resulting from handling notified hazardous chemicals. The owner all has to take out insurance policy, the premium of which goes towards an Environmental Relief Fund. The District Collector implements this Act. HandlIng, Transport and Bio-Medical Waste (Management and All Bio-Medical Wastes to be handled (Stored, Disposal of Blo-Medlcal Handling ) Rules, 1998 and (Second transported,Disposed)as per provisionsof these rules. Wastes Amendment)Rules 2000 MPCBissues Authorisations all concerned. to 4 MumbaiUrban TransportProject Assessment Environmental Appendix 2.1 Cont. ISSUE / REGULATION PURPOSE PARAMETER Storage and safe Manufacture, storage and import of This rule aims at reducingrisks of damageto the environment handling of hazardous chemical (Amendment) Rules, due to accidents involving handlingof hazardousmaterial. It Hazardous 2000. gives a list of chemicals categorised as hazardous and materials. requires the occupier to prepare safety reports etc. Also it requirespreparation of off-site disaster managementplan by the DistrictCollectorsoffice. Transport of Motor VehicleAct 1988. These rules address vehicular air and noise emissionsand Hazardous Material also requirementsduring transport of hazardousmaterials. It is implemented by the Regional Transport Department. Detailsof the requirementsare given in Appendix2.1(c) Forest Act, 1972 The Wildlife (Protection) The Wildlife (Protection)Act, 1972 is a nationalact, which Conservation and the superseded specificprovisionsmade in this respectin the Wildlife protection. IndianForest Act, 1927. The Wildlife Act enablesthe notificationand managementof areas as nationalparks, sanctuaries, game reservesand closedareas and the proceduresfor allowingor disallowingdiverse useswithin them. 5 MumbaiUrban TransportProject Environmental Assessment Appendlx 2.1 Cont. ISSUE / REGULATION PURPOSE PARAMETER The Forest (Conservation) Act, 1980 The Act provides for the conservation of forests, restrictions on the de- reservation of forests or use of forest land for non-forest purposes other than reforestationand mattersrelated to the same. The important provisionsof this act is for transportationprojectsare: i) No state governmentor other authoritymay issue orders directing that any forest land or any portion thereof may be assigned by way of lease or otherwiseto any private person or to any authority, corporation,agency or any other organisationnot owned,managedor controlledby the government without prior approvalof the central govemment. ii) No forestlandor any portionthereof may be clearedof trees, which have grown naturallyin that land or portion,for the purposeof using it for afforestation withoutprior approvalof the central govemment. * Maharashtra Felling of Trees This act provides that no person shall fell any tree (Tree as defined in the schedule)or cause such tree to be felled In any land, whether of his ownership (Regulation)Act, 1964 or otherwiseexcept with the previouspermissionin writing of a Tree Officer duly empoweredby the StateGovernmentin that behalf. * Maharashtra Private Forests (Acquisition) Act, 1975 Someprovisionsare as follows: 1. All private forests in the State shall stand acquired and vest, free from all encumbrances,in and shall be deemed to be the property of the State Government,and all rights, title and interest of the owner or any person other than the Govemmentsubsistingin any of the such forest on said day shall be deemedto be have been extinguished. 2. All private forests vested in the State Govemment under sub-section (1) shall be deemedto be reservedforestswithin the meaningof the Forest Act. 6 UrbanTransport Mumbai Project Assessment Environmental Apendix 2.1 Cont.. ISSUE / REGULATION PURPOSE PARAMETER Coastal Zone Coastal Regulation Zone (CRZ), As per this notification the Central Government has declared the coastal Protection 1991 stretches of seas, bays, estuaries, creeks, rivers and backwaters which are influencedby tidal action (in the landward side) upto 500 metres from the High Tide Line (HTL) and the land betweenthe Low Tide Level (LTL) and the HTL as Coastal RegulationZone.The notificationimposes restrictionson the setting up and expansion of industriesand other developmentprojects in the said Coastal RegulationZone (CRZ). For the purposesof this Notification,the High Tide Line (HTL) is defined as the line upto which the highest high tide reaches at spring tides. 7The distancefrom the High TideLine (HTL)to whichthe proposed regulationswill apply in the caseof rivers,creeks and backwatersmay be modifiedon a case by casebasisfor reasons to be recordedwhilepreparingthe CoastalZone Management Plans, however,this distance shall not be less than 100 metresor the width of the Creek,river or backwaterwhicheveris less. 7 Appendix2.1(B) Clearance Processof ObtainingEnvironmental Investor Notes: 1 NoObjetlionCertificate Project Submits Questionnaire, EIA 2 of ConservatorForests Chief the concerned andEMPtoEnvironmerntal SPCBSubmission of the project 3 DepartmentEnvironment of the Isd to EMP to the MoEi4alongwith 4 of Ministry Environmentand , alldocuments Forests SPCB Reviewby 5 Appraisal Environmental , ~~~~~~~Committee scrutiny Initial by staff of MoEF Management Planx Satisfactory? Reviewby Environmental * Is the Projectsite J No NnAppraisal Commitee of MoEF acceptable? Can Issuesbe- R't yAq resolved? 1N Is theinformation Nn 5 EAC members Re- ys-m provided adequate? I s . Apply to also Apply to CGF~ also ccF T i undertake visits site exam I SPCBissuesNOC* is in caseforestland involved Von i sst acceptable? | l the fall Does Project Is se a ale |under Schedule-1 of I sINn l | Notification EIA W ; | Prepare Comprehensive| | Apply Min.of | | to Union | EIAor anyspecificstudy Investoradvised to ; Ne | Env.& Forestsin l | suggested the by lookfor alternate format 1 3 prescribed ~~~~~~~~~~~Committee Committeel lsi st iApply to State DoEn | | (Schedule - 2) l| for Env. Clearancell Nn Nn XA EniometlClaac RjcCaisusb Is the projeiRecmeddIsdbyth MoEF l j ~~~~~~resolved? acceptable? by EAC Yp. Mumbai Project UrbanTransport Environmental Assessment APPENDIX2.1(C) RECENTSUPREMECOURTDIRECTIVESAND OTHERLEGALISSUES RELATEDTO VEHICULARPOLLUTION (A) In AirPollution Delhi EPA (29 of 1986)S. 3 - Direction convertthe entirebus fleet in New Delhito to singlefuel of CNGby 31/3/2001. that Also directed 8 yearsold busesshallnotshall ply excepton CNGor othercleanfuel after 1/4/2001, passedby Supreme Courtin 1998 2813.Application extension deadline AIR for of fixedfor compliance.Extension of deadline was refused.Howeverto mitigate sufferingsof commuterpublic givento schools, relaxation DelhiTransport Corporation,Contractcarriage operators, otherbus operators owners commercial and of vehiclesincludingautosby allowing themto operate vehiclesequalto number vehicles whichstepsfor conversion of for hasbeentakenthemby31/3/2001. A recentstudycarriedout by IndianInstitute Technology and as reported of (IIT) in newspapersshows that CNGvehiclesare as pollutingas conventionally fueled ones. The advantage CNGis that it has less hydrocarbons of (HC) and thus HC emissions fromvehicles lessthatconventionally are fuelledvehicles.However, CO emissions fromCNGis higherandis morethanthe Euro-Ilstandards.Also,lackof for infrastructure CNGsupplyand government apathyhaveled to a lot of chaosin recenttimesin NewDelhi. Thusit is clearthat beforeestablishingimplementationperiods such alternative for fuels, the CentralGovernment shouldensurethat the decisionis supportedby adequate and casestudies adequate is infrastructure place. (B) In a writ petitionfiled by the renownedpublic interestlitigant, M.C.Mehta, the Supreme Courthas laiddownthestandards whichvehicles to (bothcommercial and non-commercial) in shouldconform, orderto be registered the NationalCapital in Region(NCR).In its decisionreported (1999) SCC 9, 12, 14,the reportof the in 6 Bhure Lal Committee was examinedin detail and the followingdirectionswere issued: p All private(non-commercial) whichconform Euro I and Euro II vehicles, to norms, maybe registered theNCRwithout restriction. by any * All private(non-commercial) vehicles(shall)conformto Euro II normsby 1.4.2000. 9 Project UrbanTransport Mumbai Assessment Environmental Consolidated APPENDIX 3.1 Details of demographic, soc ', economic and environmental characteristics based on th -aseline survey of 11760 PAHs PARAMETER | AFFECTED NUMBERS DEMOGRAPHICDATA_ 1. Average number of persons per household 4.06 2. Sex ration: Females per 1000 males 819 3. Age distribution Percent below age of 14 years 33% Percent between 15-59 years 65 % 4. Percent married Female above the age of 18 46% Male above age of 21 46 % SOCIAL STRUCTURE 5. Religion Hindu 70% Muslim 14 % Buddhist (5 %), Christians (2%) and Others 16 % 6. Caste Scheduled Castes 23 % Scheduled Tribes 2% Other backward Classes 15 % Upper Castes 7% Others (including non-respondents) 53 % 7. Language - Mother Tongue Marathi 40% Hindi 29 % Telagu 6% Tamil 4% Kannada 2% Urdu 2% Others 17 % 8. Literacy - above age of 6 60% ECONOMIC STATUS 9. Average number of earners per PAH 1.38 10. Average income of eamer (Rs.) 1949 11. Average monthly household income (Rs.) 2673 12. Percent of household below poverty line 35 % 13. Number of commercial establishments 1116 14. Workers in commercial establishments 2142 15. % of establishments having monthly tumover 84 % less than Rs. 50000 10 Urban Mumbai Project Transport Environmental Consolidated Assessment APPENDIX3.1 Cont.. PARAMETER AFFECTEDNUMBERS 16. OccupationalStructure Govemmentservice 9% Privateservice 42 % Self employed 31 % Casual Labour 18 % HOUSING:MATERIALSAND AREA 17. Materialsused (% of PAH) Cement Roof:Asbestos Sheets 50% Clay Tiles 18% Plastic,Tin sheets etc. 17 % Walls: Bricks 47% Tin sheets 29 % Plasticand other 16 % (% 18. Area Residential of residentialhouses) Upto 10 sq.m. 29 % 10sq.m.to15sa.m. 38% 15 sq.m._to 20 sq.m. 22_% 20 sq.m. and above 11 % 19. CommercialEstablishments Less than 10 sq.m. 37_% Between 10 and 15 sq.m. 21 % Morethan 15 sq.m. 43% (% SERVICES) ENVIRONMENTAL OF PAHS HAVINGENVIRONMENTAL 20. Water Supply IndividualTap Lessthan 1% PublicStand Posts 93 21. Toilets Individual Lessthan 1% Public 71 % Not available 22 % 22. Solid Waste Collection Regular 6% Occasional 55 % Notavailable 32 % 11 Urban Mumbai Project Transport Environmental Consolidated Assessment 4.1 APPENDIX LEVELENVIRONMENTAL SECTORAL (SLEA) ASSESSMENT METHODOLOGY 1.1 GENERAL A Sectoral Level EA is an evolvingmethodologyand has been found to be very useful to examinethe cumulativeimpactsof multiple projectsplannedin the same for sector. It usuallyaddressesthe mixtureof projectsDroposed the next few years whichmay comprisea numberof largeand small ;--rojects-ne later not warrantinc individualenvironmental assessments.They shoula result in identificationof major environmental of issues in the sector and development databaseenabling projects specificEA to proceedexpeditiously. A variant of this applicationcalled a programmaticlevel EA which addresses a numberof small projectswhich can be replicatedat various locationsand for which the impactsare moreor less the same at any location. Otherpurposesof SLEAsare: i) Reviewof environmental impactsof sectorinvestment alternatives ii) of Evaluation the environmental effectsof sectorpolicychanges iii) Assessment of: - Requirements in the sector for environmental review mitigative measures and EMP - of Capacities Sectoralinstitutions - of Needfor training,development guidelinesfor institutional Strengthening. of A Sectorallevel strategyis formulatedto guide the development an economicor servicesector for the benefitof the public,and aims at achievingthe objectivesset forth for this purpose. Traditionally,a strategy is developedon the basis of the techno-economicevaluationof various alternatives or options. Each option is definedby a set of actionsor projectswhichare expectedto translatethe underlying theme of the optioninto reality. An optionor a mixof options,whichis determinedto in be cost-effective achievingthe specifiedobjectivesis then selectedas the strategy to be pursuedfor the development. In evaluating these altematives or options, little consideration is given to their environmentalor social (other than explicit sectoral objectives) implications.With increased significanceof interaction among social, environmentaland economic must also consider their impacts on sectors, the evaluationof alternatives/options 12 Transport Urban Mumbai Project Assessment Environmental Consolidated environmental components, society largeandthe stakeholders. at Theseoptions or alternatives must be furtherexamined to with respect the institutional of feasibility implementing variousprojects undereachof theseoptions. identified Also,measures adverse to alleviate impacts associated options a strategy with or be should identified for guiding implementation the of theselected strategy. transportation Thesectoral of levelassessment MUTP 11 - under the this assignment perhaps first is assessment of its kind beingcarriedout in India and so is the environmental -methodology options evolvedfor the purposeto analysethe four transportation describedin the previoussection.This methodology comprisesthe following elements. or and for boundaries analysis. spatial temporal * Scoping identifying various * Identifying environmentalcomponents and likelyto (areas) stakeholders be impacted a option. under transportation * Identifying or and whichcanquantify adverse indicators indices both beneficial to impacts theextentpossible. impacts, * Identifying which cannot quantified, whichshould be and be described qualitatively. * Developing and techniques / or identifyingtools and modelsto makefuture projections predictions thatthe options / so couldbe evaluated respectto with different horizons. time or an method comparing * Identifying developing appropriate for differenttypesof impacts of transportation across options thatthe selection an appropriate the so can strategy be facilitated. from * Examining implementationthe options alternatives the the of or point Institutional of view. * Identifying mitigation the for measures the adverseimpactslikelyto resultfrom of theoptions. theimplementation It shouldbe notedthatthe aboveelements not sequential are out stepsfor carrying an environmental these elementsform the basis for analysis. Nevertheless, conductingSLEA. 13 Urban Mumbai Project Transport Environmental Consolidated Assessment for This sectionpresentsthe methodology carryingout SLEA.Accordingly,the restof the section is organisedto presentscopingi.e. spatialand temporalboundariesfor carrying out the analysis: environmental impact areas or components; and methodologyused for estimatingthe impacts on each environmental,component. Indicatorsor indices used for quantifyingthe impactsare also presented,wherever possible. In such cases, where impacts can not be easily quantified, qualitative of description impactsin a structuredmanneris emphasized. 1.2 SCOPING For the purposeof the environmental analysis,MMRis dividedinto four sub regions namelyIsland City, WesternSuburb, Eastern Suburband the rest of MMR. These four sub regionshave been consideredbecauseof their distinct land use, economic characteristicsand transportation characteristics. For example, residential and industrialland use in Eastern Suburbsgeneratesheavyvehicle movementor truck traffic in the sub region,whereastraffic in WesternSuburbsis dominatedby private of vehicles. The land use characteristics the sub regionsare shownin Table 4.1.1. of Figure 3.1 in chapter 3 showsthe land use characteristics the entire MMR. Table 4.1.1Major Land Uses in the Four Geographic Zones of MMR Geographic Zones of MMR Characteristics of the Major Land uses Islandcity and Commercial Residential EasternSuburbs Industrial Residential, and wetlands WesternSuburbs Residential,Industrial, Forests and ecologically sensitivewetlands Restof MMR Residential,Industrial, Forests, Wetlands and lands. Agricultural Whereas,an environmental analysisis carriedout for the abovefour sub regionsto understandthe implicationsof variousoptionson each sub region individually,the for methodology carryingout analysiscuts across all these sub regions.Further,the analysisis donefor two p-Lnningtime horizonyears2001and 2011. 1.3 IMPACTAREAS ENVIRONMENTAL A transport alternative or option comprises various projects and programs, of implementation which is expectedto achieve the transportationgoals of MMR in 14 Urban Mumbai Project Transport Environmental Consolidated Assessment consonancewith the underlyingtheme of the option, e.g., emphasison promoting public transportationor discouragingtraffic flow in a specific sub region. Each alternativecould influencethe compositionand volume of traffic to varyingdegree dependingon the type of projects and programsenvisagedunder the altemative. However,basic modesof traffic such as cars, taxis, two wheelers,auto rickshaws, busesand trains will continueto exist in MMRundereach of the alternatives.Since, the operationof these vehiclesresults in air pollutantemissionsand noise, impacts in of eachtransportalternativeon the air qualityand noiselevelsare considered the' environmental analysis. The implementationof the transportationprojects will involve the constructionof roads and railway lines throughor adjacentto ecologicallysensitiveareas. Hence, ecologicalimpactsof the alternativesare also consideredin the analysis.The project implementation mayfurther result in direct or indirectsocialimpact.The direct social impactscould arise from the displacement peopleand commercialestablishment of from the road and rail alignmentareas. The ease of commutingdue to a new or modifiedroad / rail link would, however,be beneficialto the commutersand goods traffic. The secondarydevelopment that may come up due to a rail/road link could also havesocialimplications. Hence, the four impact areas consideredfor the environmentalanalysis of the alternatives as follows. transportation are . Air QualityImpacts * Noise Impacts * Ecological and Land Use Impacts * Social Impacts (Limited to Displacementof People) Although each of the transport options will affect the above mentioned four environmental to components varyingdegree,the levelof serviceit renderswill also vary from option to option. In orderto select the option not only from environmental angle, but also from the service point of view in additional impact areas namely transportservicehas also beenconsidered. Since, air qualityand noise impactsof varioustransportalternativesare determined by traffic composition,volume and speed, these traffic parametersfor different alternativesand sub regionsare estimatedby using the RegionalTransport Model for MMR. In order to appreciate how different development scenarios and transportation alternatives influence the determination of the above traffic parameters,a brief overviewof the RegionalTransport Model (developedby WS 15 Urban Mumbai Project Transport Environmental Consolidated Assessment Atkins for MMR) is given below. This is followed by the methodologyused for the determining aboveimpacts. 1.4 TRANSPORT THE STRATEGIC MODEL The StrategicTransportModelfor MMR,developedas a part of the WS Atkinsstudy, predicts traffic volumes and speeds for different vehicle modes for each transportationlink undervarioustransportation for alternatives, the base year (1996) and year2011. The modelconsidersthree modesof travel i.e. cars and motorcycles: taxis and auto and rickshaws; publictransport(bus and rail). The MMRis dividedinto 110zones (47 in Island City, 27 in the suburbsand 36 in the region outsideMCBMfor developing transportationnetworksto be used in the transport model. There are 1200 major road links consideredin the model. The model generates separate networks for private vehicles (cars and motor cycles), taxis and auto rickshaws and public transport for year 1991. The latter includes 500 bus and rail routes. The two important sub models which allow the transport model to predict future transport scenariosandassociated* traffic parameters are: * trip-end submodel * / joint trip distribution modalsplit submodel Trip-endSubmodel: This sub model relatesdemandfor travel - trip generationand trip attraction i.e. for each zone to zonal planningparameters. Peak and off-peakperiods are simulated separately. The set of equationsusedto simulatetrip generationand trip attraction for differenttransportmodesis shownin Table 4.1.2. The dependenceof trip generationand trip attraction on planningparameterssuch as House Holdsowning Vehicles(HHV), ResidentWorkers (RW) and Employment places (EMP) makes the transportation model responsive to various plannin; strategies.For usingthis submodelfor predictinggeneration trips and attractiontrip'- for variouszonesin 2001 and 2011, appropriateprojectiontools for estimatingHHV, RW and EMPneedto be used. SplitSubmodel: JointTrip Distribution/modal This submodel predicts the pattern of different transport modes in MMR. The assumptionunderlyingthe sub mqdel is that an individualselects a transport mode based on the perceived cost of travel by different traffic modes, which also 16 Project MumbaiUrbanTransport Assessment Environmental Consolidated internalisesvalue of time. Therefore,other factors remainingconstant,"the number of tripsbetweenany two zones(i,j) by a particularmodem * increasesas trip generation i and attractionin j increases in and * decreases the cost of travel by modem betweeni andj increases, as * decreases the travelcost by modem increasesrelativeto other modes. as The submodelis represented the followingequation, by Tj= r, Gj.S,.A,.F 11 Where, Tij = number tripsbetween i andzonej of zone G= totalgeneration trip-ends zonej in Aj= totalattraction in trip-ends zone j Si,r,= balancingfactors. Table4.1.2Trip-EndSubmodel Equations trips vehicle i) Private Peakperiod Generation 433+ 0.949HHV(r2 = 0.587, Error 1044,t (HHV) 9.5) Attractions 25.6 = std = = = + 0.001EMP32(r2 0.595. Error= 4487.t = 4.4) = std period Off-peak 2 Generation 1349.38 1.0938HHV (r = 0.372,std Error= 1790.t (HHV) 6.33)Attraction = + = 2.35+ 0.0000436 2 '5 (r2 = 0.631,std Error=7388,t = 5) EMP ii)Taxi trips Peakperiod 25 Generation Attraction 220 + 0.004EMP + 0.378HHV / = (r2 = 0.707,std Error= 2136.t (HHV)= 2.7, t(EMP)= 44.2) Off-peak period 215 Generation Attraction 28.749+0.154EMP +1.7129HHV / = (r2= 0.72,std Error= 9792.t (HHV)= 2.65,t(EMP)= 4.36) trips iii) Publictransport Peakperiod Generation 15.7+ 0.566HHV+ .335RW = 2 (r = 0.959,Std Error= 2225,t (HH = 2.6, t(RW)= 36.2) 14 Attractions 111.9+ 0.0097EMP = 2 (r = 0.871,std Error= 20070,t= 4.4) Off-peakperiod Generation 2260 + 1.329HHV+ 0.242RW = (r2 = 0.87, Std Error=3060,t (HHV)= 4.5. t(RW)= 17.94) Attraction 0+0 65078 EMP(r2 =0.73,Std Error= 22494,t = 12.13) = (Source:Comprehensive TransportationStudyfor MMR,Tech. workingPaperNo. 6) Where, 17 Urban Mumbai Project Transport Environmental Consolidated Assessment HHV - HouseHolds owning Vehicles: RW - Resident Workers: EMP - Employment places, and r. S,= balancingfactors(constants) 1 function F1 = ke- B6iCij t = the deterrence 1 where, k = cost factor (a constant) Cij,= generalizedcost factor B = calibration constant - exponential function a = calibration constant - power function These trips are assignedto each road link based on traffic speed curves relating traffic flow (PCU)to speed for privateor non-publictransport vehicles.Bus speeds are modified to account for delays caused during bus stoppages.Traffic speed curvesare developedfor the followingroadtypeswith differentcarryingcapacities. - Urban - single carriage.way - Urban - dual 2/3 lane carriage way - Urban - dual 4-lane carriage way - Rural all purpose. Further,centroidof eachzone is connectedto appropriatenodesof the road network for non-publicmodesandto bus stopsand stationsfor publictransportmodes. The Strategic TransportModelprovidesoutput in the form of PCUs,vehicle speed and vehiclekms for heavyand lightvehiclesfor each road link. This output has been processedto reassignthe vehicle kms to the four identifiedsub regionsfor carrying out the environmentalanalysis.Also, since pollution generationpotential of each vehicle type i.e. heavy vehicles, cars, auto rickshawsand 2 wheelers is different, non-publictransportPCUsand PublictransportPCUshavebeenconvertedback into varioustransportmodesfor the baseyear and future planninghorizonyears. In the present case, year 2011 is considered to be the future-planninghorizon and accordinglythe assessmentis done for this year. The assumptionunderlyingthis conversionis that the traffic compositionin future years will remainthe same as for the base year (1996). The traffic parameters predicted by the Regional Transport Model for different transportalternativesare usedas inputsfor air qualityand noiseimpactanalyses. 18 Project MumbaiUrbanTransport Environmental Consolidated Assessment 1.5 AIR QUALITYIMPACTS on Air qualityimpactsof varioustransportationalternatives a sub region result from emissions generatedby different types of vehicles constitutingtraffic in that sub the region. The typeof a vehicledetermines natureand levelof pollutantspresentin its exhaust. Petrol driven light vehicles(cars, two wheelers, and auto rickshaws) mainly discharge carbon monoxide and hydrocarbons.Two wheelers and auto rickshaws give rise to relatively high levels of pollution due to the incomplete combustion of fuel in their two stroke engines. Diesel driven heavy vehicles predominantlyemit particulate matter and nitrogen oxides. Depending on the sulphurcontentof the fuel minorlevelsof SO;mayalso be presentin the exhaust. Since the implementation eachtransportationalternativewould generatedifferent of traffic volumesand compositionin the four sub regionsfor year 2011, the resulting air qualityimpactsassociatedwith the alternativewould be different. Hence,in order to determinethe air qualityimpactsassociated with a giventransportation alternative for the horizon year, dispersionof vehicular emissions need to be simulatedto of estimatethe resultingambientpollutantconcentrations CO, NOx, PM, Pb and S02 for each sub region. The predictedpollutant levels for the year 2011 under each transportation alternativewhencomparedto the baseyear pollutionlevelsprovidean assessmentof air qualityimpactsdue to the alternative. Also, for the quantification of impacts,air qualityindicatorsor indicesneedto be identifiedor developed.Hence, air qualityimpactanalysisinvolvesthe followingsteps. * Determiningbaselineair quality (reflectingair pollutionresultingfrom the base yeartraffic level)of the sub regions, * Estimating vehicularemissionsin each sub regionfor eachoption/ alternativefor 2011, * Simulatingdispersionof the vehicularpollutantsto estimate resulting ambient concentration for increments each sub regionand optionfor the year 2011, * Assessingimpacts of the estimatedconcentrationincrementson various stake holdersor target groupsby using valuefunctioncurvesfor the abovepollutants. (These curves provide a relationshipbetween ambientpollutant concentrations and the resultingimpactson humanhealthand the environment). 1.5.1 BaselineAirQuality The baselineor base year air qualityof the four sub regionsand MMRas a whole is alternativesfor the used to assess changein the air qualitydue to the transportation of horizonyear 2011. For makingassessment the baselineair qualityof each sub region, the sub regionswere dividedinto squaregrids. Air pollutionmonitoringwas carried out at various locations in each of the four sub regions. The pollutants monitoredat most of the locationsor sites includedsulfur dioxide, nitrogen oxides, 19 Urban Mumbai Project Transport Environmental Consolidated Assessment particulatematter, lead, PM1O,carbon monoxideand hydrocarbons. The sites were selected to representpredomin' vehicular pollution areas. The monitoring was carried out for three or more d- . The monitoredpollutant concentrationvalues . at were usedto estimatebaselineconcentrations the centreof eachgrid by usingthe inversesquareweightedinterpolation technique. The weightedinterpolationscheme the incorporates influenceof prevailingwindpattern and topographical features.The estirnated pollutant concentrationvalues in a grid were then used to determine quality indexfor each pollutantusing valuefunctioncurves to representits potential air qualityimpacts. The valuefunctioncurvesfor CO, NO,, C02, PM10and Pb are provided in Figure 1.5.1 to Figure 1.5.5. Quality index values vary from 0 to 1, higher valuesindicatingbetterquality. (Reference: Environmental ImpactAnalysis- in A NewDimension DecisionMakingby R.K.Jain and L.V. Urban,1981). 20 FIG. 3.5.1: VALUE FUNCTION CURVE FOR CARBON MONOXIDE 1 \ 1 0.8 x ,0.4 - l l 0.2 0 10 20 30 40 1-HOURAVERAGE CONC. (ppm) FIG. 3.5.2: VALUE FUNCTION CURVE FOR SULFUR DIOXIDE 1 0.8 x w -J 0.4 __ _ _ - ___ __ D 0 0 0.05 0.1 0.15 0.2 0.25 24 - HOUR ANNUAL AVE CONC. (ppm) C .-- .- .. ._ I I _ _ MumbaiUrbanTransportProject Consolidated Environmental Assessment FIG. 4.1.3 VALUEFUNCTIONCURVEFOR PM10 22 u.l <- r-- -..- w 4a (i t -~ -~ 0.0 0) uOO .((] 840 104 I)X .,U ';iOj) 24-HRANNUAL AVERAGECONC.(ug/m3) 3.5.4: VALUEFUNCTION F:jG. CURVE FOR NOx 10 J \1 0.4 0.2 0 .00 0.05 0. I 1. 24-HRANNUAL AVERAGECONC.(ppm) CURVEFORLEAD (Pb) FIG. 3.5.5: VALUEFUNCTION 0.8 x __ _ __ _ _ _ _ _ _ _ _ 0 . C_ _ _ _ _ Z 0.6 0.4 __ -< 0.2 -_ ___ ___ 0 0 0.2 0.4 0.6 0.8 1 24-HR ANNUAL AVERAGECONC.(ug/m3) Urban Mumbai Project Transport Environmental Consolidated Assessment Modelling 1.5.2 Air Dispersion Analysis An air quality model relates air pollutant emissionsto the resulting ambient air pollutant concentrations under different environmental settings including meteorologicalconditions.The output of the modellinganalysis is in the form of at pollutant concentrations the specified receptor locations.The model estimated pollutant concentrationscan be used in determiningquality indices from value alternatives. functioncurvesto reflectthe air qualityimpactsof the transportation The choice of air quality model depends on various factors, which include the following: - Spatialdomainon whichthe modelis to be applied - Timedomainon whichthe modelis to be applied - Natureof pollutants - Typeof pollutantsources It is difficultto developor selecta modelwhichtakes into accountall thesefactorsin a satisfactorymanner. An attemptis howevermadeto select a modelwhich meets most of the modellingrequirements,and at the same time, is simple to use and calibrate/validate. The choice of the Roll Back model for estimating pollutant concentrations, insteadof the earlier proposedPAL model is made becauseof the simplicityof the former. The use of a simplemodelas againstthe sophisticated ones for as for is particularlypreferred a sectorallevel .analysis the input requirements the latter are-too detailed and not justifiedfor a macrolevelassessment. Moreover, PALhas the followinglimitations. * Although PAL can handle six types of sourcesincludingspecial line and curved sources, it can handle only 99 road links in a single run. There are about 600 road links in the entire region, which need to be consideredfor modelling purpose. Further, some of these links traverse through more than one sub region (impactanalysisis carriedout for each sub regionseparatelyas indicated the of in the scope),whichcomplicates application the modelto a sub region. * PAL can be used to estimate pollutant concentrationsup to several hundred metersonly. The area undereachsub regionextendsup to severalkms. * PAL inheritsall the limitationsof the Gaussianequationbasedmodels,such as flat terrain assumption,unreasonably high concentrationestimatesduring light windconditions,etc. 25 Urban Mumbai Project Transport Environmental Consolidated Assessment PAL's input data requirementsare intensive and collection of data at such a detailedlevelcan not be justifiedfor a sectorallevelanalysis. The above limitationsof PAL also suggestthe use of a simple model like the Roll Back model for estimating vehicular pollutant concentrations under different alternatives the year 2011. transportation for Roll BackModel: Roll Back Model is a simpleproportionatereductionmodel, which is based on the assumption that reduction in pollutant emissions proportionately reduces the resulting ambient air pollutant concentrations. Thus the model can be represented the followingequation. mathematically by Cl/C2 = Q1/02 where, C1 = concentration at a given point due to emissions Q1 C2 = concentration be estimatedat the same pointdue to emissionsQ2 to C, and C may also be called as receptordata, whereas Q , and Q2 are called as 2 1 source data. The predicted concentration02 correspond to the same set of meteorologicalconditionsas that for Ci and are of same natureas that of Ci. In the presentcase Ci represents ambientair pollutantconcentrations thereforeso the and in does C;.' The model predictsthe future ambientair pollutant concentrations the light of changesin the traffic relatedemissions(Q;) assumingthe other emissionsto remainthe same for the futureyears. For the applicationof the Roll Backmodelin the presentstudy,the modelequations for the concernedpollutants were developedby using the estimated ambient air pollutant concentrations and estimatedvehicularemissionsfor the base year. The estimationof the base year pollutant concentrationshas been discussed in the previoussub section. For estimatingbase year emissions,the road links traversing througheach grid of the sub regionare identified.Vehicularemissionsare assigned to the grid based on the length of links interceptedby the grid and vehicle kms carried by the interceptedroad segments. Vehicle kms for each traffic mode are estimatedby usingthe RegionalTransportModel.Vehicularemissionsfor the base year in each grid are estimatedby segregatingthe vehicles into old (production before 1991) and new (production after 1991) vehicles and calculating total emissions using emission factors prescribedfor 1991 for old vehicles and those prescribedfor 1996for new vehicles.The IIP emissionfactors, whichare prescribed by MOEFfor different years, are given in Table 4.1.3. Vehicle statistics in terms of old and new split is obtainedfrom R.T.O. 26 Project MumbaiUrbanTransport Environmental Consolidated Assessment Table4.1.3. IIPEmissionFactors(gm/km)for variousTraffic Modes Vehicle 1991 1996 2000 Type Co NOx Pb S02 CO NOx Pb S02 CO NOx Pb S02 Two 12.0 1.58 0.00 0.65 4.5 1.58 0.00 0.65 2.0 0.65 0 0.65 Wheeler 9 9 8 Three 18.0 2.37 0.01 0.65 6.75 2.37 0.01 0.65 4.0 0.65 0 0.65 Wheeler 3 3 8 Car 14.3 1.57 0.02 1.4 8.68 1.32 0.02 1.4 2.72 0.42 0 1.39 7 7 7 8 Bus 11.2 4.0 0.0 4.3 9.0 1.2 0.0 4.3 1.6 1.78 0 4.29 5 5 Truck 11.2 4.0 0.0 4.3 9.0 1.2 0.0 4.3 1.6 1.78 0 4.29 5 5 LCV 9.6 2.5 0.0 1.16 7.7 2.32 0.0 1.16 1.09 1.29 0 1.16 5 Note: IIP - IndianInstituteof Petroleum Vehicular emissions needed for estimating pollutant concentrations for the transportationoptionsduring 2011 are computedby using the proposedemission for standards the year 2000 as emissionfactors. (Ref: Reporton Vehicle Emissions and Control Perspectivesin India prepared by Indian Institute of Petroleumfor and of Ministryof Environment Forests,Government India in 1994) of In case of computation leademissionsit is assumedthat petrolcars registeredin Brihan Mumbaiafter 1st April 1995 would have zero lead emission as these cars would be runningon unleadedpetrol. However,cars registeredin the Rest of MMR would continueto have lead emissionsin accordancewith the 1996 standarads.All the cars manufacturedafter 2000 are assumedto have catalytic converters,and therefore, zero lead emissions.The above assumptionis made based on the fact that the 2000 AD emission standards are achievable only by using catalytic converters with unleadedpetrol. Actual emissionfrom vehicleswould dependon severalfactors such as age of the vehicles,vehiclecondition,operatingspeed,etc. Thoughthe operatingspeedwill be more or less the same for all vehiclesin a particularsegmentof the road,the other two factors i.e. age of vehicles and vehicles conditionswould vary from vehicle to 27 Project MumbaiUrbanTransport Environmental Consolidated Assessment vehicle. Therefore, these factors have not been considered in the emission estimation. Further, since it has been proposed to adopt emission standards prescribedby IIPfor the year 2000 it is assumedthat irrespectiveof vehiclecondition and age of the vehicles,all the vehicleswill haveto conformto these standards.The RTO will have to ensurethat these emissionstandardsare met by all the vehicles, through PUC implementation, whichdoes not envisagedifferent emissionstandards relatedto age or conditionof the vehicles. 1.5.3 StakeHolders Variousstakeholderslikelyto be affectedby vehicularpollutionare: (i) populationof the sub regionsexposedto the vehicularpollution,(ii) people living along the major road links and (iii) commuters. However,since traffic related pollution is usually confinedto the road corridors,exposureto populationliving along the road corridors altematives. is usedto indicateair qualityimpactsof the transportation Air qualityimpactson the abovegroupof peopleare estimatedby assumingthat only the people living within 150 meters on both the sides of the road segment are exposedto the pollutionlevelestimatedfor the grid in whichthe road segmentslies. The number of people living along the road corridorsare estimated by using total road length, and populationdensitiesfor the base year and future years in the four sub regions. 1.5.4 Air Quality Indices Roll Back Model equations for the concerned pollutants, and their respective in emissionscomputedfor each grid is used to' estimatepollutantconcentrations all are the grids. The estimatedconcentrations usedto determinequalityindexof each optionsin the year 2011 with the help of pollutantin each grid for the transportation appropriate value functions. The overall quality index of each pollutant in a subregion is then computed by using populationalong the road corridors as the weightingfactor for averagingthe' quality indices determinedfor each grid. The overallqualityindexof a pollutantin the subregionis definedas: I l= I Pi Where, Index ithpollutant Q ,0 = Quality of to Cij correspondingitsconcentration for gridj Pj= along in Population thetrafficcorridors gridj. I, = Overall quality of in index ithpollutant thesub-region 28 Mumbal Urban Project Transport Consolidated Assessment Environmental in Thevaluefunctions the pollutants shown Fig. 4.1.1 to 4.1.5. of are 1.6 NOISEIMPACTS also Theoperation trains,cars,trucks, wheelers autorickshaws contribute of two and to the generation noise.The levelof noisegenerated of depends a number on of type factorsincluding of vehicle, vehiclespeed, (or number vehicles traffic of volume) and road condition.Since, differenttransportation alternativeswould result in different vehicle composition MMR, noise impacts would vary from one in transportationalternative another.The land use characteristics virtue of to by attenuatingnoise propagation to noiseexposure population. couldalsoinfluence For noise impactquantification assessment, and appropriate noise indicators/indices needto be identified. The followingsteps are used to determine noise impactsof the transportation as alternatives thefoursubregions MMR a whole. in and noiseindicators indices * Identifying and trafficcomposition volume roadlinksof eachsubregion * Estimating and for under the Transport using Regional eachalternative Model modelto estimatetraffic relatednoise noiseprediction * Usingan appropriate levels the baseyearandthe planning for yearsunderthe transportation horizon alternatives on stakeholders noiseimpacts different trafficrelated * Assessing 1.6.1 NoiseLevelIndicators Noiseis undesired in soundwhichgivesrise to fluctuations atmospheric pressure are andcauses eardrum vibrate.In themiddle thesevibrations transmitted an to ear, througha seriesof threesmallbonesto the liquidfilledinnerear. The innerear contains about30,000sensory cells,eachwitha smallhairprotruding the liquid. in The liquid movement produces nerveimpulses whichare carriedby the auditory nerveto thebrainwhere they as areperceived sound. Noiseinduced hearingdamage occurs theinnereardueto twotypesof impacts in - acoustictraumaresulting from sharpandvery loud sounddueto blowingapartof sensitive cells;andprolonged hair to lowernoiselevelsresulting exposure relatively in the wearingof cell hairs. Noisestandards typicallyset up for protecting are exposed two population the above typesof impacts. from 29 Urban Mumbai Project Transport Environmental Consolidated Assessment Variousnoise parameters which are of interestfrom noisegenerationand exposure view pointsare Lio, Lso,Lgo and L",q. L,o is the noise level that is exceeded 1G percent of the time, and generally representspeak noise level. This parameteris useful indicatorfor situationswhere short durationand high irrv:ulsivenoiselevels(e.g., 140 dBA) are expected. Hence this indicator is not of much use to assess traffic related noise levels, which are expectedto be in the rangeof 60-85dBA. Lw is the noise level which is exceeded50 percentof the time and is close to the averagenoiselevel. Lgois the level which is exceeded90 percentof the time and indicatesbackground noiselevel. Lq, or the equivalentsound level is an energy average of sound level during a specified period of time. From the noise exposure view point, Leq is a more meaningful parameteras it correlateswell with the effectsof noiseon people.Hence, this indicatoris usedfor the purposeof noiseimpactanalysis. The CPCB has establishednoise standards(Table 4.1.4) for protectingpopulation likelyto be exposedto differentnoisesources. These noise standardsare provided as Leqfor Daytimeand Nighttime. Table4.1.4TheCPCBEstablished AmbientNoiseStandards LeqdB(A) Land Use Daytime Nighttime (6.00to 21.00hrs) to (21.00 6.00hrs) area Industrial 75 70 Commercial area 65 55 Residentialarea 55 45 Silencezone 50 40 Traffic Noise Indicators Noise generatedfrom the transport activitiesneeds to be assessedseparatelyfor day and night time since the intensityof its impacts is different during these times. Hence, noise levels predictedat 30 m from the centre line of the road are further processedto calculatethe percentagelengthof links in a subregionexceedingtheir day and night time standardsrespectively.The percentagevalues so obtainedare by I)" represented Traffic NoiseIndex (TN for day and night. Day time and nighttime TNI valuesare usedto comparethe noiseimpactsof the optionsor alternatives. 30 Project MumbaiUrbanTransport Environmental Consolidated Assessment TNI (day) = % of lengthof road links in a subregionexceeding day time standard. TNI (night)= % of lengthof road links in a subregionexceeding night time standard. 1.6.2 Noise ModellingAnalysis Volumeand Speed: Traffic Composition, Traffic composition, volume and speed for each road link under different transportationalternativesare requiredfor estimatingtraffic generated noise levels. These traffic parametersare estimated by usingthe Strategic TransportModel of MMR. This modelis alreadydiscussedearlierin this section. NoisePredictionModel: The US FederalHighwayAdministration(FHWA)model is used for predictingnoise levels at 30 m from the road central line due to each vehicle type (heavyand light) operatingon a road link. The compositenoise effect of heavy and light vehicles operating on the road link is obtained by the logarithmic addition of noise levels predictedfor each vehicle type. The modelconsidersthe effect of speedand noise of absorptioncharacteristics the site on traffic generatednoiselevels. Lcq for heavy and light vehiclesis calculatedby usingthe followingmathematical expression. . log Leqi(h)= Loei+ 10Log(Ni/Si T)+10 (15/d)1+a + 8s -13 where, Leqi(h) = Leq for hours'h' for the i" vehicletype (heavyor light) Loei = referencemeansound levelfor the ith vehicletype Ni = numberof vehiclesof class 'i' passingduringtime T througha particular roadsection Si averagespeedof the i" vehicleclass in km/hin the particularroad section T = durationfor whichLeq is desiredand mustcorrespondto time for which NI is measured. d = perpendicular distancein m from the centerlineof the t rafficlanesto the locationof the observer. a = the factorrepresenting adsorption of characteristics the groundcover betweenthe roadwayand the observer. s= Shielding factor providedby noisebarriers. 31 MumbaiUrbanTransport Project Environmental Consolidated Assessment The referencemean sound levelsfor heavyand light vehicles are shownin Figure 4.1.6. For Island City, the noise absorptioncharacteristicsa is taken as 0.5 as the roads pass through high density built-up area. For other sub regions,a is taken as zero as major roads pass through open areas with a few exceptions.Other traffic parameters required to be input to the model are obtained from the Regional TransportModel. The above noise predictionmodel is used to predict traffic noisefor heavyand light vehiclesfor each road link at a distanceof 30 rn from the centre of the road. The predicted noise levels for heavy and light vehicles are then added together logarithmically The modellingexerciseis repeatedfor each link of the four sub regions for all the relevant transportationalternatives, and results are processed to calculate TNI values to facilitate the comparisonof noise impacts across the sub regions and transportationalternatives. Figure4.1.6 ReferenceMeanSound Levelfor Heavyand Light Vehicles FIG.NO. 3.6.1 Reference Mt Sound Level for Heavy e nd Light Vehicles 100 e 60 ~40 z 0 e 20 0 20 30 40 S0 60 70 80 90 100 SPEED(KMPH\ Noiseimpactsdue to traffic in an urbansetting with highdensity of housesare highly localized,and mainly concentratedalong road corridors. Hence, commuters and people living along major traffic corridorsare the two populationgroups likely to be impactedby traffic noise. Traffic noisefrom the road / rail sectionspassingthrough green zones may also affect wildlife in these areas, but it is not consideredin the analysisfor lack of knowledgein this area. 32 Mumbai Urban Transport Project Consolidated Assessment Environmental The Traffic Noise Indicesdefinedabove are used to assesstraffic generatednoise impactson populationlivingadjacentto majorroads. IMPACTS 1.7 ECOLOGICAL Two types of ecological impacts, namely direct and developmentinduced, are envisagedas a result of the implementationof rail and road projects under the specified transportationalternatives.Direct impacts result from the destructionof flora and fauna due to the constructionof roads or railway lines. Since the of introduction roadsand railwaylines in a regionis knownto inducedevelopment in the area, hitherto virgin forests and wetlands could experience development pressure. The severityof direct or development inducedimpactson the ecological resourcesdependson the extent and richnessof these resourcesat the road/rail projectsites. In the MMR region,though there are ecologicallysensitiveareas like mangroves,wetlandsand forests, they are not unique in features and the threats posed by the transport and traffic related projects are not likely to cause any irreversibledamage to the ecosystems. Moreover, the proposed MUTP - II encountersvery few ecologicallysensitiveareas and adequatemitigativemeasures can be providedto almost completelymitigatethe adverseimpacts. There are no such rare and endangeredspeciesalong the project sites, which once lost, will be lostforever,causingirreversible damageto the ecosystem. The degreeof reversible impact causedby the transportand traffic relatedprojectson the ecosystemwould howevervary from optionto option. In view of the above,the ecologicalimpactsof are at the alternatives assessed a qualitativelevelusingthe followingframework. * of Description locationand existingecologicalstatus of the ecologicallysensitive areasthroughwhichthe relevantroad/ rail link passes * Qualitative of inducedimpacts description directand development * Mitigationmeasuresto indicatethe extent to which adverseecologicalimpacts couldbe alleviated. 1.7.1 Quantification of Ecological Impacts In addition to providing qualitativeanalysis of ecological impacts,attempt is also made to quantify these impacts so that a comparisonof these impacts could be made across the proposedtransportalternatives. The rationaleused for quantifying ecologicalimpactsis as follows: 33 Urban Mumbai Project Transport Environmental Consolidated Assessment (i) Damageto an ecologicalarea due to a road/railalignmentwill be proportional to the area covered by road/rail segment in the ecologicallysensitive zone. (ii) Damagewillbe severeif the ecologicalareaor systemis of higherquality. Further, becauseof the differencein the degree of importanceattachedto natural and man-madeecologicalsystems,the impactson these two types of systemsare consideredseparately.The ecologicalimpact on eachof the system is measuredby addingweightedareas of road/railalignmentstraversingthroughthe system,where weightsrepresentthe qualityof the system. Thus ecologicalimpact indices7orthe two systemscan be expressedas follows: El (natural) = Eli = I Wn,Ai = El(man-made)=E12 E W1 j Aj Where, Wni = weightassociated givento a naturalecological with or importance systemof class i Wmj = weightassociatedwith or importancegivento a man-madeecological systemof classj Ai = Totalarea of road/railalignments interceptedby naturalecological systemsclassifiedinto categoryi. Aj = Totalarea of road/railalignmentinterceptedby man-madeecological systemsclassifiedintoj th category. Classificationof ecological systems and weights assigned to these classes or categories are provided in Tables 4.1.5 and 4.1.6 for natural and man-made systems, respectively.Higher value of the weight indicates higher quality of the ecologicalarea, which is prone to more adverseimpacts due to a road/rail project. Thus, higher valuesof El representpotentialfor more adverseimpactson ecological systems. The proceduredescribedabovefor computingecologicalimpact indicators(Eli and E12)is usedto quantifyecologicalimpactsof the four transportoptions. The results are presentedin Section4. 34 Urban Mumbai Transport Project Consolidated Assessment Environmental of and Table 4.1.5Classification NaturalEcosystems AssociatedWeights Typeof Area Weight Naturalvegetationwith highor moderatespeciesdiversityandtree canopy 4 than greater 60% cover vegetation highormoderate Natural with and diversity treecanopy species 3 between to 60% cover 30 trees with 60% groundcoverof herbs,grassesand bushes Scattered 2 (Species to moderate low) diversity Ground coverof natural of vegetation than60%or the degradation less 1 theareais irreversible Table4.1.6Classification Agricultural for LandPlantations and AssociatedWeights Type of Area Weight Agricultural land with 2 crops or plantationswith ground cover 3 greaterthan 60% Agricultural land with crops or plantations and ground cover 2 between30 to 60% land or plantationwith groundcover<30% Fallowagricultural 1 1.8 OF SOCIALIMPACT(LIMITEDTO DISPLACEMENT PEOPLE) The projects identified under varioustransport alternativescould give rise to wide of range of social impacts as the implementation some of these projects would of requiredisplacement households and commercialestablishments.The numberof householdsand commercialestablishments be displacedprovidethe measureof to adversesocial impacts due to the proposedprojects. Hence,for each sub region and eachtransportation numberof alternative, 35 Appendix 4.2 ENVIRONMENTAL ANALYSIS OF THE TRANSPORT ALTERNATIVES 4.1 INTRODUCTION The focus of this section is to apply the environmental analysis methodology presented in the previous section to the four transportation options. The analysis is carried out for the four sub regions viz. Island city. Western Suburbs, Eastern Suburbs and the Rest of MMR, Impacts on each sub region are discussed under four categories such as pollution (air quality, noise), ecological, social and transportation service related areas. The description on environmental impacts is preceded by a short description on traffic analysis as it provides inputs for predicting air quality and noise levels. All the impacts are summarised in a table for each sub region at the end of the sub section. 4.2 ISLAND CITY The city covers an area of 68.71 square kms. The predominant land uses are residential and commercial, though some area is also under industrial use. The population growth rate has stabilized over the past two decades in the city. In fact, the last decade (1981 - 1991) registered 2.4 percent decrease in the population. As per 1991 census, the population in the area was 3.17 million with the gross population density of 46135 per sq. km. Although population and employment seem to have stabilized in the city, the latter continues to have the concentration of commercial jobs. The vehicle ownership in Island City is also highest within MMR. Both these factors contribute to high levels of traffic congestion and low traffic speeds in this sub region. High congestion levels are also caused by the port oriented transport activities. There is conflict between pedestrian and vehicular traffic in the central part of the city, which creates unsafe conditions for the operation of traffic. There is not much scope for widening" the roads or adding additional street links in Island City. Hence, the basic street network will remain at the existing level. Three programmatic level road projects i.e. ROB at Mahim, Flyover at Dadar and Dadar W Gyratory are likely to be implemented in the city by 2001. Under some alternatives, the length of Eastern freeway may increase marginally. Under the high rail investment alternative 6 th corridor will be constructed between Wadala and Port market. 4.2.1 Traffic Analysis The Regional Transport Model developed by WS Atkins for MMRDA was used to estimate traffic composition and speeds under various transport options in Island City. The results are provided in Table 4.2.1. The results indicate that traffic speeds would increase for the road investmentoption for the year 2011. The road investment option obviously shows bias toward privately owned vehicles. However, "vehicle kms by cars and two wheelers decrease slightly under the road investment option, which may be due to decline in the growth rate in Island City. Under the demand management option, private vehicle kilometers show decline as compared to the road investment option. 37 Table 4.2.1 Traffic Composition and Speeds under Various Options in Island City Parameter Vehicle Type Year year 2011 Base Do Min Public Public Read Case Transport Transport + Investment Dem. Mgt _ Road Length (krms) 114.0 120.0 120.0 120.0 128.0 Peak hour Buses 12,088 13,046 13,046 14495 14,793 Veh.Hum Trucks 22,331 34,575 34,575 31118 31,676 Cars 122,331 123,394 122,763 100665 125,069 2 Wheelers 45,000 41,131 40,921 40921 41,690 3 Wheelers Nil Nil Nil Nil Nil Speed Buses 17.43 17.74 17.73 22.73 20.20 (kuph) Trucks 19.75 19.06 19.28 24.28 24.35 Private Vehicles 19.10 21.07 21.24 26.24 22.25 The road lengths shown in the table represent the length of the road links which significantly contribute to vehicle kilometers. The traffic composition and speeds determined by the Regional Transport Model were used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels, respectively, for the transportation alternatives. Some of the proposed road and rail projects pass through sensitive ecological areas. At some places, households and commercial establishments have to be displaced for the implementation of the proposed projects. Hence, ecological and social impacts of the projects also need to be assessed. Air quality, noise, ecological and social impacts, and also the transportation service related impacts of the transportation alternatives are discussed in the following paragraphs. 4.2.2 Air Quality Impacts Baseline Air Quality: The baseline air quality (which particularly reflects vehicular pollution) for year 1995 was determined using air quality data monitored at 5 locations in Island City. These locations were CST station, near Murnbai Port Trust, Haji Ali, Dadar T.T. (Khodadad Circle) and Bhendi Bazaar. Pollutants monitored at these locations were sulfur dioxide, nitrogen oxides, carbon monoxide, total suspended particulate matter, PMio, lead and hydrocarbons. Measurements were taken for three or more consecutive days at each location and 24 hour average values were calculated for sulfur dioxide, nitrogen oxides, suspended particulate matter and PMio to enable the comparison of these values with their respective 24 hour average ambient air quality standards set up byCPCB and to determine quality indices associated with these concentrattons from the respective value function curves. For carbon monoxide, 8 hour and 1 hour averages values were calculated for comparison with the standards. One hour average values are used for determining the quality indices, 38 The air quality monitoring results are summarised in Table 4.2.2. These results show that the air quality in the city is very poor with respect to suspended particulate matter and PMio. Although, sulfur dioxide levels are in compliance with the air quality standards, the levels are higher at intersections with high traffic volumes. The similar trend is observed in case of nitrogen oxides .except at Dadar, where the NOx levels exceed the standards. CO levels monitored at all the sites are low except at Dadar and CST Station. Table 4.2.2 Ambient Air Pollutant Concentrations in Island City Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead 3 3 3 Dioxide Oxides Monoxide Carbons ug/m ug/m ug/m uglm3 ug/m3 h (S (ppm) 8 hr l Hr ______________ _________ A vg A vg _ _ _ CST Station 44.7 50.5 9.8 19.4 2.61 1133.0 379.0 0.17 Near Bombay 19.0 21.6 0.20 2.0 5.64 682.0 234.0 0.32 Port Haji Ali 49.9 55.1 3.7 6.8 1.46 1110.0 272.0 0.31 Bhebdi Bazar 22.0 37.0 3.3 6.1 3.0 739.0 158.0 0.25 pritam Hotel NA NA 16.88 22.8 NA NA NA NA (Dedar T.T.) Khareghat (Dadar NA NA 10.13 12.1 NA NA NA NA T.T.) InDadarT.T. 56.3 93.8 NA NA 1.58 1105.0 255.35 0.65 Circule NA Not Available For the purpose of assessing baseline air quality, Island City was divided into square grids of size 2 x 2 sq.kms. each. The monitored data was used to estimate concentrations at the center of each square grid by using the weighted inverse square interpolation technique. Value function curves shown in the previous section were used to determine quality indices corresponding to (he baseline pollutant concentrations for each grid. Overall quality index for each pollutant in each of the four subregions was computed using the definition (or expression) provided in the previous section. Air Dispersion Modelling Analysis: As per the methodology discussed in the previous section. Roll Back Model was used to predict the concentrations of different pollutants and their respective quality indices (by using value functions) in all the grids of Island City. Forecasted population in various grids of Island City for the year 2011 was then used to predict the overall quality indices of the pollutants. Figure 4.2.1 shows the overall quality index for various air pollutants in Island City. The figure indicates that quality indices for the air pollutants favor the Public Transport + Demand Management Option. 39 ft3. 4-2 !C=lty9 I'L &1T. A--P:ILtf el = " ^_ rn-idtrnddsr UiS-~~Cr 1i 2011 inhZax Ci : HJEwr vakws in6c f't apdofl i-? -. W Ao MnTrturt i- OA4 '13 g | | |Pubr iTraP , *.De r , ,WcM_ 0.2 . It RoadImrstneri U CO NOx Pb S02 PM-t0 4.2.3 Impact on Noise Levels Island City has 143 major road links. Although the six transportation alternatives will not substantially alter the number of these road links or the total road length in the sub region, these alternatives are likely to affect traffic composition and vehicular speed on the roads, which subsequently will affect traffic noise levels. The traffic parameters required to be input to the noise prediction model were estimated by using the Regional Transport Model. The parameters were estimated for all the transportation options for years 1996, and 2011. The US Federal Highway Administration (FHWA) model was used to predict noise levels at 30m distances from the road centerline for each road link in Island City for 1996, and 2011. Traffic Noise Indicators (TNV for day-time and night-time were calculated to represent noise impacts on population living adjacent to road corridors for all the transportation options in Island City. The TNI values are shown in Table 4.2.3 and Figure 4.2.2. Fir 4.2 Trdffc Noi, hdks hr .I'-,d .-;: urnderVarius Om 1e- in Isne c ~~~~~~~~~~~i Do _ 4N lutrnbr X :: _ lTR . I Traffic Noise Year 1996 Index Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt. TNI (day) 61.4 65.4 65.4 63.7 70.3 TNI (Night) 91.5 92.1 95 98.7 95.7 40 4.2.4 Impacts on Ecological Status In Island city, three programmnaticlevel projects are identified to be implemented under the minimum intervention alternative. Under the Public Transport Option, 6th corridor will be constructed on the Central Railway between Wadala and Fort market. Since this railway alignment and programmatic level projects do not pass through any ecologically sensitive area, these project will not have any ecological impacts in the sub region. 4.2.5 Social Impacts (Limited to Displacement of People) Island City has mixed land uses. Commercial activity in the city is very high. Pavements of the major roads are encroached by hawkers, which forces pedestrians to walk on the roads and compete with vehicular traffic for the road space. Benefits The obvious social benefits of the projects are improvement in traffic circulation, and subsequent reduction in traffic congestion and travel time. The three programmatic level road projects identified under the Do Minimum option, i.e. ROB at Mahim, Flyover at Dadar and Dadar W. Gyratory, aim at improving traffic circulation. The Wadala - Fort Market rail line is expected to partially relieve the eastern road corridors of the port related traffic burden. Adverse Effects During the construction phase, the projects will disrupt vehicular traffic. The commuters will have to use traffic diversions and spend more time travelling due to longer diversion routes and traffic congestion. This effect will however be of temporary nature being limited to construction period. Visual obstructions due to flyovers and ROBs will impair aesthetics and reduce sea breeze. These impacts, however, will be highly localised. Typically, approaches to the ROBs and flyovers are encroached by slums and hawkers and the construction of these projects lead to the displacement of people and relocation cost. However, displacement of people and their relocation are not involved for the projects identified for Island City. 4.2.6 Impact on Transportation Both the rail and road pro)ects proposed under various alternatives are aimed at achieving various traffic objectives. Traffic Efficiency Index (TEV Road Congestion Index (TCI), and Railway Crowding Index (RCI) are the three indices used to represent transportation service level for overall comparison of the transport options. The values of these indices for Island City are given in Table 4.2.4. As indicated by the figure, the public transport option along with demand management provides better level of transportation service measured by TEl, TCI and RCI in Island City. Table 4.2.5 summarizes the values of various environmental and service level indices in Island city. The favorable values of the indicators/indices are shaded for all the options in the table in an attempt to identify the best option. 41 Table 4.2.4 Transport Service Level Indicators for Various Options in Island City Service Level Year 1996 Indicators Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. MgLt. Traffic Efficiency 0.56 0.52 0.52 0.46 0.50 Index Traffic Congstion 10.8 12.5 12.8 6.9 7.7 Index Railway Crowding 2.186 2.186 1.078 1.078 2.186 Index Table 4.2.5 Summary of Environmental Impacts for tbe Year 1996 and 2011 in Island City SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATOR/INDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) +DEM.MGT. 1 CO Quality Index 0.946 0.974 0.974 0.980 0.975 2 S02 Quality Index 0.937 0.936 0.922 0.965 0.939 3 NOx Quality Index 0.726 0.899 0.891 0.935 0.899 4 Pb Quality Index 0.404 1.0 1.0 1.0 1.0 5 PM-10 Quality Index 0.063 0.054 0.056 0.090 0.055 6 Traffic Noise Indec (Day)-TNI 61.40 66.41 65.41 63.71 70.31 (day) 7 Traffic Noise Indec (Day)-TNI 91.48 92.07 95.03 98.73 95.73 (Night) 8 Ecological Impact Indicator 0 0 0 0 0.06 (Natural System) - El I 1~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 9 Ecological Impact Indicator 0 0 0 0 0 (Man-made System) - El 2 10 R & R Impacts (Number of house 0 0 0 0 0 holds displaced) =__ SERVICE LEVEL INDICATORStINDICES 11 Traffic Efficiency Index 0.47 0.48 0.48 0.54 0.50 12 Traffic Efficiency Index 13.0 12.5 12.8 6.9 7.7 13 Railway Crowding Index 2.186 2.186 1.078 1.078 2.186 42 Note: (i) For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option. (ii) The most favourable index values are shown shaded in the above table. It is clear from the above that Public Transport and Demand Management is the best option for the Island City. 4.3 WESTERN SUBURBS 4.3.1 Introduction There are residential areas, forests and ecologically sensitive wetlands in this sub region. The sub regionis on the west of Mumbai and extends from Mahim in South to Bhayander in North. It covers an area of.210.34 sq.kms. The population growth rates in this sub region during 1971 - 1981 and 1981 - 1991 were 60 and 40.5 percent, respectively. The growth rate of the western suburbs has been very high compared to that of the eastern suburbs. The gross population density in this area during 1991 was 17,600 per square kilometer. A number of projects have been envisaged to be taken up in this sub region under the transport alternatives. At present, the western suburb is served by two prominent north-south corridors i.e. S. V. Road and Western Express Highway. Even under the minimum intervention alternative (Do Minimum Option), vehicle kms are expected to increase significantly in this sub region. The three important projects to be implemented in the western suburbs under the 'Do Minimum' Option are Jogeshwari - Vikhroli link road, Juhu-Tara Road widening and ROB at Jogeshwari. One of these projects, Jogeshwari Vikhroli link road, has been partially implemented in 1995. The other important road projects identified for implementation under the road investment alternative include Western Relief road completion, Santacruz Chembur link road and Bandra - Worii bridge. The prominent projects identified under the Public Transport Option include quadrupling Borivali- Virar line, 5th line between Santa-cruz and Borivali, high level terminus at Bandra, quadrupling Mankhurd-Kurla, 6th corridor between Wadala and Fort market, 6th corridor Kurla-Bhandup and 6th corridor Andheri-Goregaon. 4.3.2 Traffic Analysis The Regional Transport Model developed by WS Atkins for MMRDA has been used to estimate traffic composition and speeds under various transport alternatives. The results of the application of the Regional Transport Model are provided in Table 4.3.1. The traffic composition and speeds determined by using the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under different transport options. 43 Table 4.3.1 Traffic Composition and Speeds under Various Options in western Suburbs Parameter Vehicle Type Year year 2011 1996 Base Do Min Public Public Read Case Transport Transport + Investment Dern MgL Road Length (kms) 114.0 120.0 120.0 120.0 128.0 Peak hour Buses 12,088 9,266 9266 9840 10477 Veh.Hum Trucks 22,331 28,305 28304 29371 292611 Cars 122.075 64,907 62581 67873 70716 2 Wheelers 45,000 56,319 76186 76186 86090 3 Wheelers 701110 114280 114280 129136 Speed Buses 17.43 19.20 19.50 19.40 20.20 (kmph) Trucks 19.75 25.00 25.40 24.90 26.30 Private Vehicles 19.10 24.00 24 22.0 25.20 4.3.3 Air Quality Impacts Baseline Air Quality: The baseline air quality (which particularly reflects vehicular pollution) for year 1996 was determined using air quality data monitored at 5 locations in Western Suburbs. These locations were Majas Bus Depot, Santacruz, * Goregaon, Borivali and Bhayander,. Except for Bhayander, pollutants monitored at these locations were sulfur dioxide, nitrogen oxides, carbon monoxide, total suspended particulate matter, PMio, lead and hydrocarbons. At Bhayander, only sulfur dioxide and nitrogen oxides concentrations were monitored. Mieasurements were taken up for three or more consecutive days at each location and 24 hour average values were calculated for all the pollutants monitored except for CO. For CO, 8 hourly and 1 hourly average values were determined. The averaging period of 24 or 8 hours was considered to allow the comparison of concentration values with their respective standards. The air quality monitoring results are summarized in Table 4.3.2. These results show that the suspended particulate matter and PMio concentrations exceed the ambient air quality standards by a factor of 2 to 5. Other pollutant concentrations were in compliance with the standards except CO at Santacruz. At monitoring locations with high traff; ls, nitrogen oxide concentrations were found to be higher than the sites with medium traffic. ( monoxide levels were found low at all the monitoring locations. The concentrations monitoret. .A. the sub region .were used to estimate baseline concentrations for the square grids overlaying the entire sub region. These baseline pollutant concentration estimates were used to calculate baseline quality index for each air pollutant in the sub region. 44 ModellingAnalysis: Air Dispersion The Roll Back model developed for the sub region was used for estimating ambient air pollutant concentrations under different transportation alternatives. The estimated concentrations were used to calculate quality index for each pollutant and grid under the transportation alternatives for the year 2011. Using the procedure specified in Section 3, overall quality index for each pollutant is computed. Figure 4.3.1 shows the index values. These values except for 802 favour the Public Transport option. Table 4.3.2 in AmbientAir PollutantConcentrations WesternSuburbs Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide 3 Carbons ug/m 3 ug/m 3 ug/m ug/m3 Ug/m3 (pm) (ppm) 8 hr l Hr Avg Ave ___ ___ Majas Bus Depot 29.2 30.9 0.81 1.2 1.4 725.0 249.0 0.31 Santa Cruz 30.6 24.3 3.6 9.7 1.85 463.0 155.0 0.1 Goregaon 35.7 46.5 0.8 1.3 1.78 554.0 184.0 0.35 Borivali 31.7 43.7 1.2 3.4 NA 227.6 159.0 0.08 Bhayander 19.2 22.3 1.3 3.1 NA 138.0 NA NA NA: Not Available 1 - - __ ---- -" . Yew'1996) E3P *,nm: _ 0 Pihlc Trupait DmAV ' .~~~~~~~~~~~OII _ 'D-s Tvuwt 0. co MGM Pb m P11410 45 4.3.4 Impact on Noise Levels Western Suburbs has 66 major road links. New road links and widening of the existing roads are proposed under the transportation alternatives. These projects will result in the redistribution of traffic in the sub region and variation in noise levels under different alternatives. Noise levels for the transport options are predicted using the US Federal Highway Administration (FHWA) model, for which input parameters are obtained from the Regional Transport Model. The model predicted noise levels are used to Compute Traffic Noise Indices for day time and night time. These indices values for 2011 are shown in Table 4.3.3 and Fi2ure 4.3.2. FR. W: 1NM4""bN"~ffV1eWW =.'md .- " .D.~ _____ _V*__ Traffic Noise Year 1996 Index Base Year Year 2011 Do Min Public Public Road Transport Transport + Investinent Dem. Mgt. TNI (day) 51.7 69.5 69.5 71.1 70.4 TNI (Night) 86.4 94.2 98.8 96.3 93.8 4.3.5 Impacts on Ecological Status The ecological impacts due to the transport alternatives are assessed on the basis of the impacts each individual project would have on ecologically sensitive land use in the sub region. The impacts of such projects are described qualitatively in the following paragraphs. The major projects (which are relevant from the view point of ecological impacts) envisaged to be taken up in the western suburbs are listed in Table 4.3.4. This table also presents. Ecological Indicators for natural and man-made systems, which were computed using the procedure described in Section 3. 4.3.5.1 Juhu-Tara Road Widening Existing Land use and Ecological Status: The existing road will pass through the coastal area. The coastal area along the road is sandy and at different stages of stability and land use. Pioneer grasses of saline sandy habitat have colonized in patches of this area. lpomoea biloba creeper, which is a sand binder, is common in the area. Salt tolerant or halophilic bushes, such as, Salvadora and Zizyphus are also commonly found in the area. Other plant species in the area include Xanthism, Calotropis (nitrophytes) and Ociumum, 46 Altemanthera =(calciphytes). These species are commonly found in human habitats. None of these plants are of any economic significance. Old palmyra palms cultivated by local villagers of the past may provide edible fruits, but are not of any commercial significance. Impacts: Since there are no ecologically or commercially valuable species in the area, ecological impacts due to road construction/widening would be insignificant. However, coastal sand may encroach upon the road and create traffic hazard by creating slippery conditions. Mitigation: Greenbelts should be developed along the road sections to prevent sand from spreading on the road. Trees or plants, which are salt tolerant and sand binders, should be planted on the western side (sea side) of the road. Along the eastern side, bushes and trees that can tolerate salt-laden winds should be relied upon. 47 Table 4.3.4 List of Projects and their Impact on Ecological System in Western Suburbs Sr. Project Name Ecological Width In Wtg Length Do Public Public Road No Component/Importance meters (km) Min Transport Transport Investment +Dem.Mgt 1. Jogeshwari-vikhroli Link Nil 10 0 0 0 0 0 0 road _ _ _ _ _ _ _ _ _ _ _ _ _ 2. Western Relief Road Marshy lands and degraded 18 1 1.5 0 0 0 1.5 mangroves 3. Juhu-Tara road widening Nil 0 0 0 0 0 0 0 4. Santacruz to Chembur Nil 0 0 0 0 0 0 0 5. Western Freeway Marine Ecology 10 1 2 0 0 0 0.02 6. Borivali-Virar Mangroves and Marshy land 15 3 1 0 0.045 0.045 0 ____ Quadrupling *1 *2 0 0.03 0.03 0 7. Bandra-Kurla Link Mangroves creek area 15 1 2.1 0 0.0315 0.0315 0 Total Natural Ecosystem 0 0.0765 0.0765 0.047 _ ____________________ Manmade Ecosystem 0.03 0.03 0 Represents man-made systems Note: The score pf the affected ecological area = (weightage) x (affected area in sq.km) 4.3.5.2 Western Relief Road Location: This road is proposed to run along coastal areas of the western suburbs. The road is at different stages of development and involves the construction of new stretches of the road due to widening of the existing road . Existing land use and Ecological status: The proposed road passes through hutment of old residents and slums of recent origin. Old residents of the area have planted and maintained utility trees such as Tamarind, Palm, Mango, Bhendi, Drumsticks and Bor. Cultivation of radish and other vegetables is also practiced in the area. Soil in the area is saline as evidenced by several halophytic species such as Avicennia and Zizyphus. These species are, however, dying. Nitrophytes like castor, besharmi and ruderal plants are common near hunnent. Overall, the area has degraded appearance. Impacts: The construction of new stretches of the road or widening of the existing road will not result in loss of any important species. The project will involve the displacement of people living in hutment and slums, which is covered under social impacts. However, growth of slums along the newly constructed stretches of road could proliferate undesirable plant species in the area. Mitigation: Management of slums by concerned authorities should include addressing to sanitation and solid waste management problem of the slums. Green belts" should be cultivated for the stabilisation of sand, suppression of vehicular pollution and prevention of salt sprays from the sea to improve the environmental quality of the area. 4.3.5.3 Quadrupling Borivali - Virar Railway Location: The proposed railway link will be laid parallel to the existing Borivali -Virar rail link on its eastern flank. Existing land use and Ecological status: The rail track will pass through three types of environmental settings - railway stations lined with trees for shade and fruit; marshland with stagnant water and habitated by halophytes species such as salt tolerant grasses, bushes, scrub and mangroves; and raised ground, bunds and railway verges supporting growth of grass, nitrophytes (which grow in organically rich waste habitat) and calciphytes (which grow in rubble). Mangrove habitats along the proposed track contain some important species. The protected mangrove Avacennia manna appears healthy with its height reaching 3 to 4 meters on the north bank of Ulhas creek. Other protected specie present in the same habitat is Excoecaria agallocha. There are other marshy areas which show degradation evidenced by stunted growth (im or less height) of Avicennia or its replacement by a spiny bush - Acanthus. Impacts: Loss of some lowland along with its plants and ruderals, and raised ground with nitrophytes will not cause any significant impact as these plant species are of no commercial value. Moreover, these species are found in abundance in the area. However, some trees in mangrove habitats will be lost as a result of the laying down of track and installing stilts for bridge. Since vast areas of coastal land along the creek are occupied by the same plant community, loss of a few trees will not make any significant impact on the ecosystem. Mitigation: Minimal destruction of the existing habitat and protection of the remaining plants would ensure sustenance of the ecosystem in productive form. 4.3.5.4 Bandra - Kuria Rail Link Existing land use and Ecological status: The proposed rail line will pass through ecologically sensitive areas. Mahim bird sanctuary is very dose to the rail alignment. The alignmentalso passes through mangrove swamps. Natural vegetation of mangrove habitat is found to be replaced by castor plants along the stretches of the proposed rail link. The emergence of waste loving castor plants is due to human excreta and other waste originating from slums in the area. These plants represent degraded mangrove habitat, which could be however restored to its natural vegetation by better management of the solid waste and making provision for sanitation in the area. Mangrove vegetation near Mahim bird sanctuary area is of ecological significance. Impacts: Laying of railway track through mangroves will have adverse effect on mangrove vegetation. The railway track is likely to attract slums along the rail route as has been the case for other rail routes in Brihan Mumbai. These dwellings without proper sanitation system will further contribute to the growth of castor plants, and hence, degradation of mangroves. Mitigation: Mitigation measures include rminimal removal of mangroves where necessary and protection of mangroves at other places: preventing coming up of slums along the rail route, and protecting rail track verge by greenery on slopes and trees at the base of the slopes. If an elevated rail track is provided, the impact on ecology will be insignificant. Table 4.3.4 presents the potential ecological impacts, of the projects identified under various options quantitatively. 4.3.6 Social Impacts (Limited to Displacement of People) The Western Suburbs have mixed land use, residential being predominant. Slums have come into existence along railway lines, along highways and in marshy lands. Slums and squatters exist along the stretches of Jogeshwari Vikhroli and Juhu - Tara road alignments. There are slums on the eastern approach of the Jogeshwari ROB. Many vendors and hawkers use the pavements of the major roads for vending. At places, there is encroachment of slums on roads in this sub region. Benefits The construction of ROBs on Western Railway line will eliminate respective level crossings. These ROBs will facilitate the flow of heavy traffic between the eastern and western suburbs. Also, traffic congestion on cross roads will be reduced. Less number of interruptions in Western Railway service by eliminating level crossings is expected to increase the capacity of Western Railways. A number of road and rail projects have been identified under the transport alternatives with the objective of improving traffic flow between the western and eastern suburbs. These road links are expected to increase the efficiency of transportation between the two sub regions. The alleviation of traffic congestion will mainly benefit private vehicle owners as the latter are the main users of the western arteries leading to the city. Adverse Effects Approaches to Jogeshwari ROB on both sides of the rail line are occupied by people. Therefore, the construction of the ROB will involve relocation of some households. Some of the households to be displaced have been living in the area for the past 30 years, and are in the possession of permanent houses. These residents are from middle class families. Others, who are 10 to 15 year old residents, also have invested in housing. They are involved in vending. There are also construction labour and rag picker groups living in the area for 5 years or less. These people live in temporary accommodations, Apart from the usual problems associated with the displacement of people, these three groups may not accept a uniform compensation package. Various road and rail projects identified for implementationunder the transportation alternatives will require displacement of people living along some stretches of the road and rail alignments. Table 4.3.5 provides the number of households to be displaced for each project. Mitigation - Resettlement should be carried out concurrently with the project construction and completed within a specified time frame. This will avoid re-encroachment of the project sites. Also, rehabilitation of the displaced people within a specified time will provide some solace to the affected people, who might otherwise remain unsettled for a long time. * A regional plan should be developed for Vasai - Virar region to facilitate balanced growth of the region with provision for adequate infrastructure facilities including water supply and transportation. * In addition to providing transport linkages between Dahisar and Mira Road region, demand managementmeasures may have to be introduced to reduce congestion in the area. Table 4.3.5 Number of Households Displaced under different Options in Western Suburbs Road/Rail Projects Do Min Public 1 Public Transport + Road Transport | Demand Management Investment Disp# Disp# J Disp# Disp# ROBs ROB at Vile Parle Nil 1048 1048 NA ROB at Jogeshwari Nil 835 835 NA ROB at Kandivali Nil 246 246 NA ROB at Borivali 781 781 NA ROB at Dahisar Nil 9 9 NA Rail Projects Quadrupling Borivali-Virar Nil 798 798 NA 5tb line Santacruz-Borivali Nil Not Not Available NA Available Bandra-Kurla Link] Nil 750 750 Road Projects Jpgeshwari-Vikhrolilink road 1164 1164 1164 1164 Juhu-Tara road widening Nil Nil Nil Nil Santracruz-ChemburLink road Nil NA NA Not Available Western relief road Nil NA NA 588 Total # of displaced H.H. 1164 5631 5631 1752 and R &R cost - 5631 5631_____ NA: Not Applicable 4.3.7 Impacts on Transportation Traffic Efficiency Index (TEI), Road Traffic Congestion Index (TCI) and Railway Crowding Index (RCI) are computed for the sub region in accordance with the definitions provided in Section 3. The values of these - indices are provided in Table 4.3.6. Table 4.3.7 summarises values of alt environmental and transport service level indicator/indices reesenting impacts for year 2011. The favourable values of the indicators/indices are shaded for alt the options in the table in an attempt to identify the desirable or preferred option. Table 4.3.6 Transport Service Level Indicatorsfor Various Options in Western Suburbs Service Level Year 1996 Indicators Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt Traffic Efficiency 0.39 0.43 0.43 0.46 0.44 Index (TEI) Traffic Congestion 8.4 12.3 12.3 13.9 9.2 Index (TCI) Railway Crowding 2.278 2.278 1.368 1.368 2.278 Index (RCI) I I I I Table 4.3.7 Summary of Environmental Impacts for the Year 1996 and 2011 in Western Suburbs SR ENVIRONEMNTAL IMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATORIINDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) 1 +DEM.MGT. 1 CO Quality Index 0.514 0.0956 0.959 0.954 0.890 2 S02 Quality Index 0.979 0.967 0.069 0.966 0.938 3 NOx Quality Index 0.703 0.851 0.859 0.846 0.770 4 Pb Quality Index 0.614 1.0 1.0 1.0 1.0 5 PM-10 Quality Index 0.066 0.008 0.016 0.012 0.002 6 Traffic Noise Indec (Day)-TNI 51.75 69.54 69.54 71.13 70.44 (day) 7 Traffic Noise Indec (Day)-TNI 86.42 94.20 98.84 93.2 93.76 (Night) 8 Ecological Impact Indicator 0 0 0.0765 0.0765 0.047 (Natural System) - El 1 9 Ecological Impact Indicator 0 0 0.03 0.03 0 (Man-made System) - EI 2 10 R & R Impacts (Number of 0 1164 5631 5631 1752 house holds displaced) SERVICE LEVEL INDICATORS/INDICES _ 11 Traffic Efficiency Index 0.482 0.566 0.575 0.542 0.559 12 Traffic Efficiency Index 16.9 12.33 12.33 13.86 9.2 13 Railway Crowding Index 2.278 2.278 1.368 1.368 2.278 Note: (i) For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option. (iii) The most favorable index values are shown shaded in the above table. It is ckarfrom the above that Public Transport is the bestfor Western Suburbs. 4.4 EASTERN SUBURBS 4.4.1 Introduction The eastern suburbs of Brihan Mumbai has both residential and industrial land uses. The residential areas are densely populated. The sub region extends from Sion in South to Mulund in North. The area covered by the sub region is 158.66 sq.kms. At present, this sub region is served by two highway corridors i.e. the LBS Marg and Eastern Express Highway. Various road and rail projects are envisaged for this sub region under the transport alternatives. The minimum intervention or 'Do Minimum' option identifies Jogeshwari - Vikhroli link road for implementation. Apart from various programmatic level projects, the major projects proposed under the rail investment option are Bandra - Kuria rail link and the construction of the 6 th rail corridor between Kurla and Bhandup. The major road projects identified under the road investment option are Anik Panjarpole link, Santacruz - Chembur link and the extension of Eastern Expressway. 4.4.2 Traffic Analysis The traffic composition and speed estimates under the six transport alternatives have been obtained by using the Regional Transport Model. The model results are shown in Table 4.4.1. These results indicate improvement in traffic speed for the road Option. It is also apparent from the table that vehicle kms for private transportation modes are less for the rail investment option as opposed to the road investment option for the year 2011. The traffic composition and speeds determined by the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under the transport alternatives. Some of the proposed road and rail projects will pass through sensitive ecological areas and/or involve the displacement of people . For these projects, ecological and/or social impacts are considered. Table 4.4.1: Traffic Composition and Speeds Under Various Options in Eastern Suburbs Parameter Vehicle Type Year year 2011 1996 Base Do Min Public Public Read Case Transport Transport + Investment Dem. Mgt. Road Length (kms) 102.0 108.0 108.0 108 116.0 Peak hour Buses 6566 11572 11516 12437 12269 Veh. kms Trucks 31720 55652 55176 59590 52965 Cars 57820 110301 92930 103152 95537 2 Wheelers 33844 73755 62140 68354 91788 3 Wheelers 30745 54693 46079 50686 61192 Speed Buses 18.0 15.7 16.2 16.0 17.7 (kmph) Trucks 24.1 19.8 20.5 19.7 22.7 Private Vehicles 22.5 17.5 19.0 19.0 20.7 4.4.3 Air Quality Impacts Baseline Air Quality: The baseline air quality was determined by using air quality data monitored at 6 locations in Eastern Suburbs in 1996. These locations are Larsen and Turbo (Powai), Gandhi Nagar, Vikhroli station, Panjarpole (Chembur), Vashi Naka (near RCF) and MCBM ward (Mulund). Carbon monoxide, hydrocarbons, total suspended particulate matter, PM10 and lead concentrations were monitored at these locations. At Gandhi Nagar, Vikhroli and Mulund, sulfur dioxide and nitrogen oxide levels were also monitored. The monitoring was carried out for three or more consecutive days. The monitoring sites covered road intersections, straight road sections and bus depots representing heavy and moderate traffic conditions. The air quality monitoring results are summarized in Table 4.4.2. The results indicate that lead levels in this sub region are higher as compared to other sub regions. In fact, the 24 hour average ambient lead standard set up by the CPCB is violated at Vashi Naka and except at Vikhroli station, the CO values in all the rest of the locations have crossed the standards. Suspended particulate matter and PMio concentrations exceed the ambient air quality standards at all the monitoring locations. Other pollutant concentrations are in compliance with the standards. The pollutant concentrations measured at various locations in the sub region were used to estimate concentrations at the square grids overlaying the sub region. Overall quality index-for each pollutant is determined using the estimated concentrations for the grids and the respective value function curves. Table 4.4.2 Ambient Air Pollutant Concentrations in Eastern Suburbs Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 ugtm3 ugtm3 (pm) (ppm) 8 hr 1Hr _________ vg Avg _ _ _ _ Larsen & Turbo N.A N.A 3.3 4.3 1.23 916.4 222.13 0.71 Gandhi Nagar 28.0 19.0 4.1 5.0 2.33 1099.0 249.0 0.31 Vikhroli Station 32.5 47.1 1.0 2.7 1.5 838.0 160.0 0.27 Panjarpole N.A N.A 2.0 5.4 1.17 1305.0 449.0 0.85 Chembur VAshi Naka N.A N.a 5.2 7.5 1.19 1663.0 591.0 1.18 (near RCF) BMC ward 35.2 44.7 0 0 1.6 332.0 63.4 0.14 Mulund I_= I_I_I Air Dispersion Modelling Analysis: The Roll Back model developed for the sub region was used to estimate pollutant concentrations under different transport options. The model estimated pollutant concentrations were used to determine quality index tor each grid under various options for the year 2011. These quality indices determined for the various grids of the subregion were combined to provide overall quality index tor each pollutant. The values of the indices for the concerned air pollutants favour the Public Transport option as shown in Figure 4.4.1. idWMrV4bJep . b " h) 800= EDoWftmh* DPW&ITran_ 0PtMTmnupW + Dun.W IX2 hwmwtm O~~~~~~~~Rad CO NdOx P 0 U1 4.4.4 Impact on Noise Levels There .are 27 major road links in Eastem Suburbs. New road links and widening of the existing roads proposed under the transportation options will redistribute traffic in the sub region and hence give rise to variations in traffic generated noise under the options. The US Federal Highway Administration (FHWA) model was used to predict noise levels for different options or alternatives for years 1996 and 2011. The noise values predicted for the transportation links were used to calculate Traffic Noise Indices TNI (day) and TNI (night). The values for TNI (day) and TNI (night) are presented in Table 4.4.3 and Figure 4.4.2. TNI night time values are found to be the highest for the "Public Transport + Demand Management" Option. 4A. : ft Nsh bdkm f YeM gN hVsups.. ., ... b bm *Dobs Insert Fig 4.4.2 gOFi.poIt P GPubic Tnmipar. o. .~ .39g . W Table 4.4.3 Traffic Noise Indices for Various Options In Eastern Suburbs Traffic Noise Year 1996 Index Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt. TNI (day) 79 74.8 90 90.8 88.6 TNI (Night) 94.4 100 63.2 68.8 100 4.4.5 Impacts on Ecological Status The ecological impacts due to the transport alternatives are assessed on the basis of the impacts that each individual project would have on ecologically sensitive land use in the sub region. These impacts are discussed qualitatively in the following sub sections. Attempt is also made to quantify these impacts using the methodology described in Section 3. Table 4.4.4 lists the relevant projects identified for implementation under different transport alternatives in the eastern suburbs and also provides values of ecological indicators. 4.4.5.1 Jogeshwari - Vikhroli link road Location: This road is of significance as it provides important link between the western and eastern suburbs. The road connects Western Express Highway and Lal" Bahadur Shastri Marg. At present, construction work for widening the road into 4 lane highway is in progress. Existing land use and Ecological status: The road passes through various types of land uses, which include industries, hutment, often of vintage nature, (old villages) and residential complexes. There is some commercial activity also along the sections of this road. A stretch of this road, from Powai Naka (L&T) to IIT, is along Powai Lake. The road end joining LB Marg is close to quarries. The area which is critical from ecological considerations is Powai Lake. Powai Lake provides serene aesthetic setting to the surrounding area. However, the lake is shrinking fast due to eutrophication caused by siltation due to construction activities and rapid development of the area. Significant measures, ranging from cleaning of weeds and control of pollutants reaching the lake, are required to restore the lake to its normalcy. Impacts: Construction for widening the road along the lake could result in further siltation of the lake due to runoff water reaching the lake during construction. This impact could be particularly significant, if construction phase is prolonged. However, this effect will be considerably reduced during the operation phase of the project. There are already some motor garages operating along this road. The number of such garages is likely to increase as a result of demand due to increased truck traffic. Wash waters from these garages containing oil could also reach the lake if proper care is not taken. Dust generated by heavy vehicle traffic may adversely impact vegetation, which has now remained confined to IIT campus and few road side trees, due to its deposition on the leaves. Better communication provided by the road may induce further growth around the lake area, and result in more deterioration of the lake. Mitigation: Trees should be planted along the road to enhance aesthetics, reduce sediment load on Powai Lake by filtering surface runoff and suppress vehicular pollution. 4.4.5.2 Anik - Panjarpole Road Location: The proposed new road connects Sewri, Anik and l'anjarpole white passing through the MPT estate. Existing land use and Ecological status: The road passes through hutment, mudflats, shallow and stagnant saline water bodies, active and abandoned salt pans, grassland and private lands. The latter are at different stages of development. Of these, ecologically critical land uses are mudflats and mangrove vegetation. The section of the road from Anik to Panjarpole passes through intensively urbanized area of high population and traffic density. No semblance of natural environment exists along this stretch of the road. Table 4.4.4 List of Projects and their Impact on Ecological System In Western Suburbs Sr. Project Name Ecological Width In Wtg Length Do Public Public Road No Component/lmportance meters (km) Min Transport Transport Investment _+Den. ___________ Mgt 1. Jogeshwari-Vikhroli Powar lake 10 I 0.5 km 0.005 0.005 0.005 0.005 Link road 2. Anik to Panjarpolie Salt pans, Mangroves, 20 1 0.1 0 0 0 0.002 commercial plantations * 1 0.5 0 0 0 0.01 3 0.05* 0 0 0 0.003* 3. Santacruz to Chembur Nil 0 0 0 0 0 0 0 4. Bandra-KurlaLink Nil 0 0 0 0 0 0 0 5. Quadrupling Mankhurd- Mangrove swamps 15 1 2 km 0 0.03 0.03 0 Kurla Total Natural Ecologicalsystem 0.005 0.035 0.35 0.017 Manmade Ecological system 0 0 0 0.003 * ManmadeEcological systems Note: Score are worked out based on (Area Affected in sq.km) x (weightage) Mangrove species found in the wetlands include Avicennia marina, Salvadora, Persica, Excoecaria agallocha, Suaeda floribund and Sensvium Partulacastrum. Mudflats are bound by two bunds. The broad bund is occupied by grasses. About three to four species of birds were frequently seen in this area. Impacts: The construction of this major road link in the area would result in irreversible loss of mangroves and bird habitat. High noise levels resulting from the increased traffic will further frighten birds away from their habitat. There is enough scope for compensating the loss of mangroves and bird habitat. Hence, ecological impacts of this road can be minimized. Mitigation: Adverse effects due to loss of mangroves may be alleviated to a large extent by intensive cultivation of mangroves along both sides of the road up to about 50 meters from the road edges. 4.4.6 Social Impacts (Limited to Displacenent of People) The eastern suburbs, like its western counterpart, has mixed land use. Slums form a sizeable housing component in the c.-sternsuburbs. Slums are especially seen along railway lines; near the approaches to railway stations such as Kurla, Ghatkopar, Vikhroli; on low lands along highway; and on hill slopes. Many vendors and hawkers use the pavements of the major roads for vending. At places, there is encroachment of slums on roads in this sub region. Benefits The construction of ROBs on Eastern Railway line will eliminate level crossings and help in better traffic circulation. Also, the capacity of Eastern Railway service would increase because of less interruptions due to the elimination of level crossings. A number of road and rail projects have been identified under the transport alternatives with the objective of improving traffic flow between the western and eastern suburbs. These projects are: Jogeshwari - Vikhroli link road, Santacruz - Chembur link road and Bandra - Kurta rail link. These roads and rail links are expected to increase the efficiency of transportation system between the two sub regions. Jogeshwari - Vikhroli link road will help in smooth transportation of industrial goods between the two sub regions. Similarly, new rail links will also smoothen traffic flow and benefit commuters. Adverse Effects Approaches, to Chunabhatti and Vikhroli 'ROBs are occupied by slums. Therefore, the construction of the ROBs will involve relocation of some households. Jogeshwari - Vikhroli link road passes through open space (near Vikhroli), which is probably owned by industr . Due to better road link, the open space may be developed for industrial or residential use. This -luced development would lead to traffic load on the sad. Better transport link provided by Mankhurd - Kuria quadrupling may promote residential growth in Mankhurd marshes and Thane creek area. This development is not desirable, and is in conflict with the regional plan. Various road and rail projects identified for implementation in this sub region under the transportation alternatives will require displacement of people living at some stretches of the road and rail alignments. Some commercial establishments will also have to be displaced. Table 4.4.5 provides the number of households to be displaced for each project. Mitigation * Resettlement should be carried out concurrently with the project construction and completed within a specified time frame. This will avoid re-encroachment of the project sites. Also, rehabilitation of the displaced people within a specified time wilt provide some solace to these people. Services of NGOs should be sought for smooth resettlement operations. * Provisions should be made for the permanent settlement of the displaced commercial establishments. Table 4.4.5 Number of Households Displaced under Different Options in Eastern Suburbs Road/Rail Projects Do Min Public Public Transport + Road Investment Transport Demand Management Disp Disp Disp# Disp# ROBs on Eastern Railway ROB at Kurla Not Applicable N.A Not Applicable ROB at Vishroli Not Applicable 184 Not Applicable ROB at Chunnabhati Not Applicable 76 Not Applicable Rail Projects Bandra-Kurla Link Not Applicable 750 Not Applicable 6d1 corridor Kurla-Bhandup Not Applicable N.A Not Applicable Quadrupling Makhurd- Not Applicable N.A Not Applicable Kurla Road Projects Jpgeshwari-Vikhroli link Nil Nil Nil Nil road Anik-Panjarpole& Sion- Not Applicable Nil Nil 7456 Chembur link road Santracruz-Chembur Link Not Applicable N.A N.A N.A road Eastern Freeway Extension Not Applicable Total # of displaced H.H. 0 1010 1010 7456 and R&Rcost N.A.: Not Available 4.4.7 Impacts on Transportation Table 4A.6 show Traffic Efficiency Index (TEI), Traffic Congestion Index (TCI) and Railway Crowding Index (RCI) computed for the year 2011 in accordance with their definitions given in Section 3. All indicator/index values for the eastern sub region are summarized in Table 4.4.7. The favorable values of the indicators/indices are shaded for all the options in the Table in an attempt to identify the desired option. Table 4.4.6 Transport Service Level Indicators for Various Options in Eastern Suburbs Service Level Year 1996 Indicators Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt Traffic Efficiency 0.49 0.52 0.51 0.51 0.49 Index (TEI) Traffic Congestion 10.2 20.66 16.88 22.53 13.3 Index (TCI) Railway Crowding 1.736 1.736 1.568 1.568 1.736 Index (RCI) 4.5 REST OF MMR 4.5.1 Introduction Rest of MMR comprises the area outside the Brihan Mumbai. Besides possessing natural features like forests and wetlands, the land uses in this sub region cover residential, industrial and agricultural activities. This sub region has 38 urban centres dispersed over an area of 3991 sq.km. The region also has three municipal corporations. The significant urban areas in the sub region are Navi Mumbai, Thane, Kalyan and Bhiwandi. There are other urban centres such as Dombivali, Ulhasnagar and Panvet, which serve as dormitory towns for Brihan Mumbai. As per 1991 census, population in this sub region was 4.6 millions with the population density as low as 3000 per sq." km. A large number of road and rail projects are envisaged for this sub region under the transport alternatives. The minimum intervention alternative or "Do Minimum" case focuses on the improvement of existing roads and implementation of three rail projects i.e. Belapur Panvel line, Vashi - Turbhe Kalwa passenger service and Belapur-Uran line. Under the rail investment option, Diva Jet - Vasai rail link and quadrupling of Mankhurd - Kurta link are identified for implementation. The major road projects identified for implementation under the road investment alternative are Bhiwandi - Kalyan & Kalyan - Shil road. Thane - Ghodbunder Road, Panvel Bypass, Mahape - Shil road, Kalwa - Dighe Road and Nalasopara-Bhiwandi road. Some of these proposed road and rail alignments pass through ecologically sensitive areas. Table 4A.7 Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATOR/INDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) +DEM.MGT. 1 CO Quality Index 0.590 0.953 0.956 0.946 0.710 2 S02 Quality Index 0.980 0.973 0.972 0.971 0.884 3 NOx Quality Index 0.703 0.852 0.856 0.844 0.645 4 Pb Quality Index 0.732 1.0 1.0 1.0 1.0 5 PM-10 Quality Index 0.078 0.057 0.049 0.053 0.010 6 Traffic Noise Index (Day)-TNI 79.02 90.02 90.02 90.81 88.65 (day) 7 Traffic Noise Index (Day)-TNI 94.41 100 100 100 100 (Night) 8 Ecological Impact Indicator 0 0.005 0.035 0.035 0.017 (Natural System) - El I 9 Ecological Impact Indicator 0 0 0 0 0.003 (Man-made System) - El 2 10 R & R Impacts (Number of 0 0 1010 1010 7456 house holds displaced) SERVICE LEVEL INDICATORS/INDICES ____X 11 Traffic Efficiency Index 0.32 | 0.48 0.49 0.49 0.52 12 Traffic Efficiency Index 25.7 20.66 16.88 16.88 13.3 13 Railway Crowding Index 1.736 1.736 1.568 1.568 1.736 Note: (i) For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option. (iv) The most favorable index values are shown shaded in the above table. Do minimum is the best option in Easter Suburbs closely followed by Public Transport option. 4.5.2 Traffic Analysis The Regional Transport Model developed for MMRDA by WS Atkins was used for estimating traffic composition and speeds under different transport alternatives . The modelling results are depicted in Table 4.5.1. These results indicate considerable increase in vehicle kms for all the alternatives for the year 2011. The traffic composition and speeds obtained from the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under the proposed transport alternatives Table 4.5.1 Traffic Composition and Speeds Under Various Options in Rest of MMR Parameter Vehicle Type Year year 2011 1996 _ _ _ _ _ _ _ _ _ _ _ Base Do Min Public Public Read Case + Transport Transport Investment Dem. Mgt. Road Length (kuns) 591.o 528 530 530 602 Peak hour Buses 7515 10651 10707 10707 14684 Veh.Hum Trucks 50782 105642 106118 106118 105805 Cars 52803 123102 119007 116627 136192 2 Wheelers 133396 326219 300528 294517 343722 3 Wheelers 88375 160032 147429 147429 168619 Speed Buses 20.8 16.98 17.38 17.38 20.02 (kmph) Trucks 22.8 17.94 18.48 18.48 20.84 Private Vehicles 20.0 14.76 15.58 15.58 18.88 4.5.3 Air Quality Impacts Baseline Air Quality: The baseline air quality was determined by using air quality data monitored at 5 locations in the Rest of MMR. These locations are Thane Manpada, Owala, Cherina River Bridge, CBD Belapur and Virar. Carbon monoxide, * hydrocarbons, total suspended particulate matter, PM1O and lead concentrations were monitored at these locations except for Virar. At Virar, sulfur dioxide, nitrogen oxides, and particulate matter levels were monitored. The monitoring was carried out for three or more consecutive days. Virar was the only site with light traffic. ' The air quality monitoring results are summarised in Table 4.5.2. The results indicate the violation of suspended particulate matter and PMio standards at Thane Manpada, Owala and Chenna River Bridge. CO levels at all the monitoring stations are well within the standard except at Thane Manpada. Table 4.5.2 Ambient Air Pollutant Concentrations in Rest of MMR Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 ug/m3 ug/m3 (P m) (ppm) 8 hr lHr Avg Avg Thane Manpuda 18.3 26.8 3.0 4.8 0.93 1065.0 232.0 0.55 Owala 14 16.3 0.8 3.3 0.75 826.0 171.0 0.59 Chenna River 17 23 1.6 2.5 0.82 970.0 146.0 0.29 Bridege CBD Belapur N.A N.A 0 0 1.27 264.0 83.0 0.07 Virar 19.1 20.5 N.A N.A N.A 150.0 NA N.A N.A. Not Available The pollutant concentrations measured at various locations in the sub region were used to estimate concentrations in square grid by using the weighted inverse square interpolation technique. Quality indices corresponding to the concentration estimates were found using value function curves. Overall quality index for each pollutant was then computed for the sub region. Air Dispersion Modelling Analysis: The Roll Back model was used to predict ambient pollutant concentrations for the transportation alternatives using emissions estimated for the year 2011. The estimated concentrations were used.to calculate quality indices for each pollutant and for each grid. These values along with the exposed population of the grids were used to compute overall quality index for each pollutant which is shown in Figure 4.5.1. ~.451rohESAk __ m_ w Insert I __ _wtin i _ . T.OPiicTport 0.4 .. ¢: ; . . S .m = N~PxbIc Tmpout + D4Lh 0 *~~~~~~~~~~~~aRoa.dhwasost 0CO 1 Pb M02 PM-O 4.5.4 Impact on Noise Levels New road links and widening of the existing roads proposed under the, transportation alternatives in the rest of MNR will result in redistribution of traffic in the sub region, and therefore, variation in traffic noise. The traffic parameters required to be input to the noise prediction model were estimated by using the Regional Transport Model, The US Federal Highway Administration (FHWA) model was used to predict noise levels for each road link in the Rest of MMR. The model estimates noise values are used to estimate TNI - (day) and TNI - (night) indices. These values are presented in Table 4.5.3 and Figure 4.5.2. PI&4iA2 Tus NuWbWwfr9 Yew - d NOWmi Insert Fig4 - Laww YdM Wkd was P Year Traffic 1396r Noise T M(day)30.449 495.Ro1 _ 44 _ W ~ ~ ~ ~ ~ ~ ~ _ Table 4.55E3 Trafflp Noise Indices for Various Options In Rest of MMR Trafoic Noise Year 1996 Index Basei Year 2011 YeSar Do Min Public Public Road Transport Transport + Investment _ ~~~~Denm Mgt. TNI (day) 30.4 49 49 50.1 44 TNI (Night) 60.3 83.4 83 27.7 80.2 4.5.5 Ecological Impacts Many road and rail projects identified for implementation under the six transport alternatives pass through ecologically sensitive areas in this sub region. These impacts are described qualitatively in the following paragraphs. However, an attempt is also made to quantify these impacts in accordance with the procedure given in Section - 3. 4.5.5.1 Shil - Kalyan Road and Kalyan - Bhivandi Road Location: These two roads are actually two parts of the same road. These roads are already in service. Existing land use and Ecological status: Land use along the existing roads represents total degradation and negligence of the local ecosystem. Considering that these roads pass through country side, lack of trees along the roads is conspicuous. Pangara,Babbul, Morinda and Zizyphusscrub are the only trees seen in the area adjacent to the roads. Three of these species are without any significant shade. Ruderals like Xauthium, Hyptis, Besharmis and Castor are common in the area. A better variety of cultivated trees - Mango, Neem, Bor, Banyan. Bhendi and Subabul are seen in Shil. Impacts: Development of this road system cannot further degrade the area which is already at its worst. In fact, remedial measures for improving the ecosystem tied to the construction of the roads may improve the surrounding environment. Mitigation: Mitigation measures should focus on intensive cultivation of green belts along roads and their maintenance tied up with the road construction contracts. 45.5.2 Thane - Ghodbunder Road Location: This is an existing old road which is being developed to enhance its traffic carrying capacity. This road is located at north of MMR connecting Thane and Ghodbunder. Existing land use and Ecological Status: The road passes along the coastal areas of Ulhas creek and through mixed deciduous forest. The coastal and forest ecosystems are fairly well preserved in the areas which are marshy and hilly. Mangrove vegetation in the area is reported to be rich with as many as 9 'protected' species. Though not protected, Pandannus tectorins (which is not commonly found along sea coasts) is also found along the road side. Various activities seen along the road include dredging and paddy cultivation. There is also some tourist activity in the area. Mixed deciduous forest of the region is known for its rich diversity of flowering plants with more than 300 species reported. Several evergreen species common to deep Western Ghats are also reported to be found in this area. Holarrhena antidysenterica, Pogostemon, Argyreia, Tinospora, Gymnema Hemidesmus, Dioscorea are some of the numerous medically important species present in the forest. Impacts: Both wetland and forest ecosystem in the area are prone to degradation due to human activities. Road widening is bound to result in the loss of some such trees as Pandanns, Argyreia and Holarrhena. The reclamation of marshy area for road widening will also result in the loss of mangrove vegetation. However, direct loss of vegetation in the forest and marshy areas will be a small portion of the total vegetation in the area. Hence, the resulting impact will only be marginally significant. Also road widening will not result in the loss of threatened or protected species. It is possible that cutting of trees, leveling of parts of hills and reclamation of coastal marsh land for road-widening would attract more people to stay along the road as is already happening at Thane end of the road. This induced development could significantly deteriorate both wet land and forest ecosystems in the area. Pollution due to increased vehicular traffic may also affect the local vegetation. Mitigation: Apart from trees which need to be cut, other vegetation should be protected during the road widening operation. The cut edges of hills should be stabilized and protected. Local forest species should be encouraged to grow or even planted along the road side open spaces. Development of industries and housing should be prevented in areas where it does not exist at present. 4.5.53 Panvel Byepass Road Location: This road starts at Kalamboli and passes behind Panvel town to meet Goa road. The road is already in service for the past couple of years and road widening is taking place at present. Exsting land use and Ecological status: The road passes through agricultural lands, villages, shallow marsh lands and hills. The hills are heavily degraded and devoid of any forest. Marsh lands are also not in a healthy state. Impacts: Cutting of the hills for the road construction is the major irreversible change. Laying of road in marsh lands will be of significant consequence from the view point of ecological implications. The commissioning of the Bypass three years back has not contributed towards the growth in the area, and in future also, the growth seems to be unlikely. Mitigation: Mitigation measures include cultivation of slopes of the elevated road with bushes and small trees: and regeneration of marsh lands that appear dried up at present. 4:5.5.4 Panvel to Shil Road Location: This is an old road with heavy vehicular traffic. The project aims at improving the old road by widening and resurfacfng it. Existing land use and Ecological status: The road passes through several agricultural villages in Katamboli area and a large number of industrial establishments at new Panvel and Taloja. It also passes through agricultural lands and unproductive marsh lands. There are some stagnant water bodies along the road that support weeds. The pools and puddles along the road side are hardly productive. Some cranes are noticed visiting the wetland. Agricultural fields are either fallow or have paddy cultivation. Some brick kilns are also seen along the road. Impacts: Road widening of the existing road will not have any significant ecological impacts. However, the modification of the road may lead to further increase in vehicular traffic and its subsequent effects. Mitigation: Developmentof greenbelts is suggested to improve the road aesthetics and screen villages along road side from pollution. There is ample space available along the road side for this purpose. 4.5.5.5 Nalasopara - Bhiwandi Road and Virar - Vasai to NHs Connector Location: These two road systems are considered together as Virar is connected to Vasai via Nalasopara. Bhivandi is connected to Nalasopara via Kaman. Thus, the proposed road runs from Virar to Vasai via Nalasopara along the western flank of Western Railway and then from Vasai to NH8 via Navghar - Manikpur - Sativali. The existing road between Virar and Vasai is a narrow road feeding only to the green and residential areas. Roads leading to railway stations carry heavy traffic during peak hours. Existing land use and Ecological status: The proposed system of roads passes through greenery of banana, coconut, arecanut plantation: tiny houses and their ornamental gardens. The road passes along Nirmal lake - a rich wetland, salt pans, hills, quarries and brick kilns. Between Chinchoti to Bhivandi, there are numerous large scale brick kilns. At Kalwa, large hill sides have been cut off by quarries. Mixed deciduous forests, cultivated areas (orchards) and the lake represent rich environmental resources along the road; whereas salt pans, brick kilns and quarried hills are the sights of degraded to highly degraded areas. The area from Virar to Vasai via Nalasopara is declared as green zone, and as of present is green enough to justify the name. In this area, such plantations as Banana, Coconut, Arecanut gardens, Mango trees and Banyan trees can be seen along the road sides. Residential houses with surrounding ornamental gardens also contribute to this greenness. Impacts: Loss of green zone land to the road is an unavoidable and irreversible impact. Widening of the road from Boling (near Virar) to Bangli (near Vasai) would adversely effect the green zone due to vehicular pollution and high noise levels. The impact of vehicular noise will be particularly felt on Nirmal lake wetland as the proposed road runs along one side of the lake. Loss of bushes and trees from the moist deciduous forest near Sativali will be irrevocable. However, this impact will be marginal as it will not result in the" loss of the species diversity. Species such as teak, arjun and kuda are present in abundance in the forest through which the road passes. Loss of Australian Acacia and Eucalyptus planted along road side is easily reversible. The passage of road along vegetable gardens and paddy fields (which are 0 to 3 year old fallow) and salt pans (active as well as abandoned) is not likely to cause any significant effect on biota. The road stretch from Vasai to Bhivandi is not expected to affect the local ecosystem in a harmful way. Mitigation: If possible, another alignment of the road for the stretch passing through the green zone may be explored. Mitigation measures for the road sections from Manikpur to Sativali and from Chinchoti to Bhivandi should be aimed at the restoration of road side tree plantation. Agricultural productive areas along the road may be screened off from vehicular pollution with bush and tree plantations. 4.5.5.6 Belapur - Panvel Railway Location: The railway line is already functional up to Khandeshwar, and construction work is in progress for extending it to Panvel. This line runs perpendicular to Panvel Bypass road. Since, Panvel Bypass has been constructed to carry high speed traffic. ROB will have to be'constructed for crossing the railway. Existing land use and Ecological status: The railway line passes through agricultural and green areas. Paddy fields are seen at places. Some stretches also pass through marshy areas, which are almost dried up due to new constructions. These lands are hardly productive. A few salt tolerant species and ruderal are found in the area. Impacts: The development of railway line is not likely to cause any adverse effects on the environment as it passes through already dried up and low productivity marshy area. On the contrary, the railway line will provide essential communication link for the people of Panvel. Mitigation: Aesthetics along the rail route should be improved by planting trees. Slopes along track-sides should be stabilised and planted with grass to reduce erosion. Bushy plants and trees along Jower parts of the slope would help improve aesthetics. These greenbelts created along the road are also expected to suppress vehicular pollution for the benefit of near by residents. 4.5.5.7 Diva Junction - Vasai Road Railway Location: The project involves doubling the existing Diva - Vasai single railway line. Existing land use and Ecological status: The existing line passes through coastal wetlands occupied by mangroves, agricultural area. degraded forest land, good forest area followed again by agricultural land and coastal areas with sa:. pans. Coastal wetlands near Diva are spanned by many branches of Ulhas river tributaries, and the zone is occupied by mangrove vegetation. The plant community is made up ofAvicennia marina, Sonneration apetala, Rhizophora mucronata, Excoecaria agallocha, Den-is scandens, Ceriops tagal, Salvadora persica, Suaeda fruiticosa and Sesuvium portulacastrum. The mangrove vegetation is dense with top canopy closed at many places and reaching a height of 5 to 6 meters. Acanthus ilicifolius and Cyperus sp. formnsecond storey up to a height of 1 to 2 meters. These represent degraded part of the mangrove ecosystem. Animal life, especially molluscans on stilt roots and between props (stem branches) are also present in the ecosystem. Agricultural areas are highly degraded lands. These lands are used for rainfed paddy cultivation resulting in poor yields. There is no rabi cultivation. Many fields are used for brick making during dry season. A few trees of mango and tamarind are seen in these fields. Degraded forests represent low statured forest of chopped trees (teak, Mallotus, Terminalia etc.) and bushes (Holarrhena, Wrightea, Calycopteris, Pogostemon, etc.) on hill slopes. Land is generally eroded and open. The road passes through one of the well preserved patches of forest in its middle stretch. It is a tropical mixed moist deciduous forest. Dominant species are teak, Terminalia and Mallotus. Teak or Tectona grandis, Terminalia tomentosa, Mango or Mangifera indica, Shendri or Mallotus philippensis, Janum or Sygyium Cumini are the main species forming the top, storey of the forest reaching a height of 20 meters. Sterculia urens, Salmalia malabarica, Butea monosperma, Bridelia retusa are companion species. The second storey of the forest is replete with bushes and small trees of Holarrhena antidysenterica or Kuda, Wrighter finctoria or Bhura Kuda, Trewia polycarpa or Petari, Macaranga peltata or Chandada and Carrissa conjesta or Karvand. Among climbers, Tinospora cordifolia or Gulvel, Hemidesmns indicus or Anantamool, Dioscorea pentaphylla, Smilax zeylanica, Mucuna pruriens or Khajkuyali are worth mentioning. Herbaceous vegetation generally exists during monsoon. Shrubs like Holarrhena, Woodfordia, Wrightea and climbers like Tinospora, Hemidesmus, Gloriosa and Dioscorea are of medicinal importance. The last two are particularly found in abundance during rains. Slopes on either side of the elevated track are covered by ruderal vegetation grasses and monsoon annuals such as Hyptis suaveolens. Malachra capitata. Mtemanthera sessrtis. Xanthium stnimarium. Celosia amentea and others. Invasion of these slopes by forest species from the neighbourhood is visible in forest areas. Impacts: Construction of an additional railway track along the existing one would create adverse impacts on coastal mangroves and well preserved forests. Effects will be significant for ecologically sensitive habitats of mangroves. The stretches of the track through hills will adversely affect some medicinal plants such as Holarrhena, Woodfordiaand Hemidesmus. These impacts will be confined to the track zone, where ground cutting, tree felling and land filling are unavoidable. However, this impact could be contained by careful preparation of the ground for laying new track. The impacts would be insignificanton already degraded areas. Mitigation: Minimum possible disturbance to valuable ecosystems (mangroves and forest) during the construction phase of the project will lirmitthe potential for damage to some extent. Slopes on the track shoulders should be made gentle and stabilized by planting local wild plant species especially at the base of the slopes. Cutting of hills for laying track should be done in a manner that hill faces have gentle slopes. These slopes should be planted with native wild species, particularly climbers. The ecological impacts described above are quantitatively expressed in Table 4.5.4. Weights used for different ecologically sensitive areas are in accordance with the ratios provided in section 3. 4.5.6 Social Impacts (Limited to Displacementof People) Rest of MMR is mainly characterized by agricultural lands, marshes, creeks, wetlands, forests and hills. The sub region shows ribbon development along road and rail alignments. As mentioned earlier, various urban centres in the sub region include New Mumbai, Thane, Kalyan, Bhiwandi, Dombivali, Ulhasnagar and Panvel. Slums are found within urban limits and peripheries. Benefits Both rail and road projects proposed under the transport alternatives are expected to strengthen spatial urban structure of the sub region as envisaged in the Regional Plan. The proposed road / rail projects such as NH8 Connector, Diva jcn to Vasai rail and Nalasopara to Bhiwandi road will link the eastern and western areas of the sub region, and thus provide an essential communication link between these two areas. Other road and rail projects i.e. Belapur-Panvel line, Vashi-Turbhe-Kalwa service and Panvel Bypass are expected to induce further growth in Navi Mumbai in accordance with the regional plan. Better transportation infrastructure and prospects of development may increase land prices in 'the sub region. As long as increase in land prices is riot of speculative nature, higher land prices reflect a positive impact. Adverse effects Induced development will reduce open space to some extent, and may also affect ecologically sensitive areas of the region. Open spaces along road / rail alignments may attract slum development. The development prospects of the region may lead to speculative land purchases, and thereby, deprive genuine development of this resource. For at least one project (Thane - Ghodbunder road), hoL.holds may have to be displaced and resettled. The number of households estimate-dto be displaced is 275. Mitigation Land and real estate prices should be monitored and suitable administrative measures be taken for arresting speculative purchases. Other infrastructure such as schools, hospitals, water supply, and adequate sanitation facilities should also be developed in areas where development is desirable, and is likely to take place. Table 4.5.4 List of Projects and their Impact on Ecological System In Western Suburbs Sr. Project Name Ecological Width In Wtg Length Do Public Public Road No Component/Importance meters (kin) Min Transport Transport Investment +DenmMgLt 1. Kalyan-Bhiwandi * Agricultural Land 10 1 3.1 Nil Nil Nil 0.031 2. Kalyan-shil * AgriculturalLand 10 1 3.4 Nil Nil Nil 0.034 3. Mahape-shil * Agricultural Land 10 1 2.6 Nil Nil Nil 0.026 4. Thane Ghodbunder Road Dense forest 11 3 2.8 Nil Nil Nil 8.4 Degraded forest 11 2 2.0 Nil Nil Nil 0.044 Mangroves 11 2 0.8 Nil Nil Nil 0.0176 * Agricultural Land 11 1 3.5 Nil Nil Nil 0.0385 * Pantation 11 1 0.06 Nil Nil Nil 0.06 Waterbodies 11 2 1.00 Nil Nil Nil 0.022 5. Nalasopara to Bhiuwandi Dense forest 10 2 2.00 Nil Nil Nil 0.08 * AgriculturalLand 10 4 15.0 Nil Nil Nil 0.15 6. Panvel By pass Degraded forest 10 1 1.5 Nil Nil Nil 0.015 Degraded Mangroves 10 1 2.5 Nil Nil Nil 0.025 * AgriculturalLand 10 I 1.0 Nil Nil Nil 0.01 7. Belapur-Panvel line Degraded forest 10 I 1.0 0.01 0.01 0.01 0.01 Degraded Mangroves 10 1 3.8 0.038 0.038 0.038 0.038 *Agricultural Land 10 I 1.0 0 01 I 1 0.01 8. Diva-Vasai Jn Dense forest 10 2 4.0 0 8 8 0 Mangroves 10 2 1.5 0 0.03 3 0 Degraded Mangroves 10 1 0.8 0 0.00 0 *Agricultural(Fallow) Land 10 1 6 0 0.06 0.0 0 9. Belapur-Uran *AgriculturalLand (Fallow) 10 1 19 0.19 0.19 0.19 0.19 Degraded forest 10 1 2 0.02 0.02 0.02 0.02 10. Quadrupling of Degraded Mangroves 15 0 0 0 0 0 0 Mankhurd-Kulra j Total Natural Ecosystem Man-made 0.068 0.186 0.186 0.364 Ecosystem 0.2 0.26 0.26 0.42 Provisions should be made for not allowing undesirable development, particularly if the development is likely to threaten valuable ecological resources. The road and rail project contracts should be tied up with tree plantation and development of greenberts. 4.5.7 Impacts on Transportation Both rail and road projects proposed Under various alternatives are aimed at improving transportation service to commuters. Three indices were used to reflect the quality of transportation service for the transport options considered for analysis. These indices are: Traffic Efficiency Index (TEI), Road Traffic Congestion Index (TCI), and Railway Crowding Index (RCI). Table 4.5.5 present the values of these indices for the Rest of MMR under the transportation option for 2011. Table 4.5.5: Transport Service Level Indices for Various Options in Rest of MMR Service level Indicators Year 1996 BaseYear Year 2011 Do Public Public Road Min Transport Transport + Investment __________________ _ _ _ _ _ _ _ _ _ D en . M gt. Traffic Efficiency Index 0.53 0.61 0.59 0.59 0.56 (TEl) Traffic Congestion Index 3.44 14.54 13.83 12.86 12.45 (TCI) Railway Crowding Index 1.042 1.442 0.552 0.552 1.442 (R C I) I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Table 4.5.6 presents the summary of all the results for the Rest of MMR. The objective of this section was to present the results of the environmental analysis for the identified transportation options. The next section aims at interpreting these results in an attempt to select one of these options to be adopted as the transportations trategy for MMR. 4.6 ENTIRE MMR The summary of environmentalimpacts in entire MMR is presented in Table No. 4.6.1. These results are obtained by considering all the road links of entire MMR area including Island City, Western and Eastern Suburbs and Rest of MMR. The methodology followed for calculating the indicator/indices values is the same as that of the methodologies followed for other regions. From the Table 4.6.1, it is clearly evident that the Public Transport + Demand Management Option is the best option for implementation. Table 4.5.6 Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATORI1NDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) _ +DEM.MGT. 1 CO Quality Index 0.989 0.994 0.995 0.995 0.995 2 S02 Quality Index 0.989 C -. 4 0.985 0.986 0.984 3 NOx Quality Index 0.859 0.926 0.933 0.936 0.930 4 Pb Quality Index 0.6 1.0 1 1.0 1.0 5 PM-10 Quality Index 0.413 0.330 0.347 0.316 0.232 6 Traffic Noise Index (Day)-TNI 30.41 49.02 49.02 50.14 43.98 (day) 7 Traffic Noise Index (Day)-TNI 60.29 83.39 83.05 73.74 80.24 (Night) 8 Ecological Impact Indicator 0 0.068 0.186 0.186 0.364 (Natural System) - El 1 9 Ecological Impact Indicator 0 0.2 0.26 0.26 0.49 (Man-made System) - El 2 10 R & R Impacts (Number of 0 0 0 0 275 house holds displaced) SERVICE LEVEL INDICATORS/INDICES 11 Traffic Efficiency Index 0.308 0.391 0.413 0.41 0.44 12 Traffic Efficic.acy Index 18.54 14.54 13.83 12.86 12.45 13 Railway Crowding Index 1.442 1.442 0.552 0.552 1.442 Note: (i) For Indicators/Indices at - Sr.No. I to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option. (v) favourable index values are shown shaded in the above table. The mnost Public Transport + Demand Manager is the best option in Rest of MMR. Table 4.6.1 Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs SR ENVIRONEMNTAL IMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATORIINDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) +DEM.MGT. I CO Quality Index 0.784 0.975 0.976 0.976 0.930 2 S02 Quality Index 0.957 0.969 0.967 0.977 0.954 3 NOx Quality Index 0.723 0.921 0.921 0.931 0.882 4 Pb Quality Index 0.528 1.0 1.0 1.0 1.0 5 PM-10 Quality Index 0.085 0.038 0.039 0.045 0.025 6 Traffic Noise Index (Day)- 42.355 58.196 58.196 58.985 55.199 TNI (day) 7 Traffic Noise Index (Day)- 71.573 87.739 88.591 83.046 85.927 TNI (Night) 8 Ecological Impact Indicator 0 0.073 0.986 0.986 0.731 (Natural System) - El I 9 Ecological Impact Indicator 0 0.2 0.56 0.56 0.493 (Man-made System) - El 2 10 R & R Impacts (Number of 0 1164 6641 6641 9483 house holds displaced) _SERVICE LEVEL INDICATORS/INDICES 1I Traffic Efficiency Index 0.395 0.4792 0.4895 0.4955 0.5147 12 Traffic Efficiency Index 18.53 14.55 13.77 12.57 11.49 13 Railway Crowding Index 1.9105 1.9105 1.1415 1.1415 1.9105 Note: (i) For Indicators/Indices at - Sr.No. I to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option. (vi) The most favourable index values are shown shaded in the above table. - Public Transport + Demand Manager is the best option in Rest of MMR. Urban Mumbai Project Transport Assessment Environmental APPENDIX4.3 ASSESSMENTJF FLYOVERS ENVIRONMENTAL 1.1 INTRODUCTION The MaharashtraState Road DevelopmentCorporation(MSRDC) along with Public Works Department(PWD) has undertakenthe constructionof flyovers on all major arteries and Highwayswith a view to eliminatethe traffic congestionand delaysat the busy intersections.Fifty locations have been selectedfor flyovers. The environmental of assessment flyoverswas taken up with the objectivesof: the * Reviewing currentenvironmental statusof the e-ea alongthe flyoveralignments includingidentifyingsensitivereceptors, * Assessingdirect,indirect,immediateand long-termenvironmental impactsof flyover scheme, * Screeningof flyoversto identifythose whichwould improveait quality, * Undertaking of economicevaluation environmental impacts,and * Preparingcomprehensive environmental management plan. The studyfocussedon the followingsixflyoversin Islandcity: * Dadar-Khodadad circle * S.V,Road- Barfiwalajunction * HajiAli - WilsonCollege * JJ Hospital-Crawford Market * SenapatiBapat(SB) Marg- Fergusson collegeRoad * SB Marg- Elphinstone 1.2 STATUS ENVIRONMENTAL Environmentalstatus for the above flyover locations was assessed with respect to ambientair quality,noise,water,land, biologicaland socialcomponents. of The concentrations SulphurDioxide(S02), NitrogenOxides (Nox),Carbon Monoxide (CO), Respirable Particulate Matter (RPM), Total Particulate Matter (TPM) and Hydrocarbons (HC) were monitoredat alt the locations.S02 and Nox concentrations were found in compliancewith the standardsat all locations.TPM and RPMexceeded standardsat all the locations.He highest levels of TPM and ' Traffic, Economicand Environment Impact Assesiment of Flyovers in Mumbai - Task 3 Report, Tata ConsultancyServices,1994 66 Urban Mumbai Project Transport Assessment Environmental No land acquisition is required for the construction of flyovers. However, at Haji Ali - Wilson College and JJ Hospital-Bhendi Bazar-Crawford Market location, roads are narrow and area is densely populated. Barricades at construction sites would cause visual obstruction. Shifting and rearranging service lines below the road would affect the residents during shifting period. Vibrations during piling and other construction activities may affect 15 heritage structures / precincts. The most susceptible is Gamdevi Precinct along Pandita Rambai Marg. 1.3 OPERATION PHASE IMPACTS Flyovers will eliminate delay for through pass vehicles at intersections resulting in change in speed, fuel efficiency and emissions. It was found that CO, Nox and HC emissions would decrease only for one flyover (Dadar Khodadad Circle). Due to splitting of traffic into two grades, emissions at higher elevations in open areas would lead to better diffusion. However, at locations where flyovers are close to buildings, residents will be exposed to higher pollutant levels. This is particularly true for the sections of proposed flyovers at Pandita Rambai Road, Tardeo Road and Mohammed Ali Road. Predicted concentrations of RPM are much lower than expected, which may be due to the exclusion of other RPM sources - wave breaking and area sources, etc. Flyovers would increase traffic noise due to echo and reverberations. Peak hour road side noise at ground level was estimated to lie between 73 to 81 dB(A) for 1999 and 74.8 to 82.6 dB(A) for 2011. 1.4 ENVIRONMENT MANAGEMENT PLAN 1.4.1 Construction Phase * Movement of materials and workers to be restricted to non-peak hours * DG sets and construction equipment, which generates air pollution and noise, not to be located near vulnerable receptors. RPM were observed at Dadar- Khodadad Circle. One hour Co concentrations were found in compliance with the standards at all the locations, however, 8-hour CO 67 Urban Mumbai Project Transport Assessment Environmental concentration exceeded the standard at all the locations. Both CO and HC concentrationspeakedaroundevenings. High pollutant levels observedat Dadar - KhodadadCircle could be due to ongoing constructionactivitiesof flyoversat timewhenair qualitywas monitored. Noise levelsexceededthe standardsat. all the locations.Noiselevelsmonitoredat the six locationsare shownin Table 4.2.1. ?nd commercial. Land use nearflyoversis residential There are no terrestrialor aquatic ecosystemsnearthese locations. The above six flyoversare in the denselypopulatedareas, having populationdensityof 37033persons/ Km2,indicatinghighpressureon infrastructure. The heritagestructures are near flyover alignments givenin Table 4.2.2 and other sensitivereceptorsare given in Table 4.2.3. 1.4.2 ConstructionPhaseImpacts Part of the carriageway usedfor construction activitieswould reducethe road capacity and result in traffic congestion.The traffic congestion would give rise to highervehicular emissionsof CO, NOx, HC,and RPM. The constructionequipmentwouldgeneratenoiseIn the rangeof 108 to 132dB(A).The noise impacts would be significantduring night time, particularly,for nearby sensitive receptors. The storm water runoff carrying loose soil from the constructionsite would not be significantexceptfor monsoonseason. The labour force is not expected to reside at the flyover locations, and hence, environmental impactsassociatedwith labourcampsare not expected. No direct change In land use is expected,as the flyoverswould be constructedon the existing road alignments and the excavated material (if any) could be reused for constructionpurposes. Sometrees alongflyoveralignmentsneedto be cut. The impact-islikelyto be significant for HajiAli - Wilson Collegestretchand JJ Hospital- CrawfordMarketstretch. Areas with loose and exposedsoil to be sprayedwith water to avoid fugitive dust emissions 68 Urban Mumbai Project Transport Assessment Environmental * Trucks carrying materialto the constructionsite to be covered with tarpaulin tp preventfugitive emissions * noiseto 90 dB(A)for eight hour work shift Limitingconstruction * Use of hydraulicpiling machinesto reduce noise levels near sensitivereceptors, such as, nursinghomes. * Workersto be providedwith temporaryhousingwith adequatecivic facilities. 1.4.3 OperatingPhase * Strict emissionnormsfor all typesof vehicles . Restricting growth of private vehicles in Island city through demand management * Providingefficientmasstransportation facilities Encourage moreCNGbasedvehicles * Useenvironmental fuels friendlyalternative * Encourage road sideplantation * Educating vehicledrivers * of Plantation creeperson bothsides of flyovers * of Periodicmonitoring noiselevelsof vehiclesto assessthe compliancewith Ministry and of Environment Forest(MoEF)prescribed standards 69 Urban Mumbai Project Transport Assessment Environmental Table 4.2.1 Monitored noise levels in commercial and residential areas Noise Levels in dB(A)-Leg Location Day Night Observed Standard Observed Standard Commercial Areas Dadar Khodadad Circle 69.5 65 63.3 55 JJ Hospital-Bhendi Bazar-Crowford 70.5 65 59.3 55 Market _ Hutatma Chowk 70.0 65 62.2 55 Siddhivinayak Temple 67.2 65 62.5 55 Byculla Bridge 71.0 65 59.5 55 Residential Areas SB Road-NM Joshi Marg 65.8 55 58.2 45 Haji Ali-Chowpatti 69.0 55 62.5 45 Barfiwala Junction 69.8 | 55 60.6 45 Table 4.2.2 Heritage structures near flyover locations | Proposed Flyover Heritage Structure / Precinct Haji Ali Complex Mahalaxmi Precinct DhakleshwarTennple Ma Hajjani's Dargah Complex Haji Ali-Wilson College Old Milestone2 Adenwalla Mansion (Suresh Bhavan) Wilson College Mackinnon Hostel Anand Kannan (Villa with Temple & Wadi) Gamdevi Police Station Suhag Palace JJ Hospital Complex Old Parsi Ward FD Petit Building CircleGrant Medical College Building JJ Hospital - Crawford Market Crawford Market Market Building Fountains in the market Minara Masjid Fakhruddin Building Dadar Khodadad Khodadad Circle with buildings 70 MumbaiUrbanTransportProject Assessment Environmental Table 4.2.3 SensitiveReceptorsnearthe ProposedFlyovers Proposed Flyover HeritageStructure/ Precinct DadarKhodadadCircle MistryMaternityand NursingHome ShettyNursingHome HajiAli-WilsonCollege VistriaMemorialSchoolfor Blind BhatiaSchool BhartiyaVidyaBhavan AjinkyaHospital WilsonCollege EEE SassoonHigh School Hume High Schooland JuniorCollege JJ Hospital Haji KareemHohammadSulemanMaternity Home JJ Hospital- CrawfordMarket IsmailBeg Mohammad High School Noor Hospital Seth HussonAli Abdul Ali Baseeruddin Dholkawala MaternityHome MumbaiGirls High School Junction SV Road-Barfiwala SangeetaMaternity and Gynaecology Hospital 71 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment APPENDIX 4.4 SECTORALENVIRONMENTALIMPACTS OF FLYOVERS 1.1 GENERAL Recently 50 flyovers have been planned in MMR, out of which 30 have been already constructed.Table 1 gives a list of all the flyovers. The flyovers are expected to impact air quality and noise due to possible redistributionof traffic on various road links, shift of passenger trips from public transportationto private vehicles,and induced traffic due to facilitation of traffic flow by flyovers. Though, there would be inconvenience to public during construction stage, the flyovers would not disturb any fresh ecologically sensitive areas or cause major displacementof people. There may be need to cut few trees and temporarily displace few people, which constitute minor impacts. However, there could be social impacts.due.tovisuahntrusion,higher- air pollution and noise exposure to people living in multi-storey.buildingsclose to flyovers, Therefore, environmental impacts of flyovers are considered with respect to air quality, noise anclsocial aspects. 1.2 AIR QUALITYAND NOISE IMPACTS The flyovers may cause change in air quality and noise impacts at sectoral level due to the following reasons. (A) Redistribution of traffic on the road links: Due to perceived or actual increase in capacity due to flyovers, the flyover corridors may attract traffic from nearby road links, thereby giving rise to change in air and noise quality in these areas. (B) Shift in passengertrips from public transportationto private vehicles: Again, due to perceived or actual increase in road capacity, people using public transport may start travelling by private cars and taxis. Hence, there could be increase in number of vehicles on roads resulting in increase of both air and noise pollution. . (Conduced Traffic: Flyover corridors, by facilitating the flow of traffic, may give rise to induced traffic, which in turn would result in more noise and vehicular emissions The air quality and noise impacts of flyovers are analyzed with respect to the above factors in the following paragraphs. 72 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment due to redistribution traffic: (A) Impacts of Flyover may result in change of air quality impacts due to redistributionof traffic, as air quality impacts are related to traffic volume and traffic composition.A flyover corridor would result in redistributionof traffic, if the corridor is competingwith other nearby road links for traffic. The competing road links would generally be those links, which run parallel to a flyover corridor, as the destinationof some of the commuters on these links will be in the direction of the flow of traffic on the flyover, corridor. The redistributionof traffic will actually depend on the relative traffic congestion level on various competingroad links. Initially, flyovers may also attract traffic due to perceived increase in capacity of a "flyover corridor. However, ultimately traffic will adjust itself accordingto the real capacity of road links. Table 4.5.1 List of Flyovers Sr.No Flyovers Status Western ExpressHighway 1. Worli Bandra done 2. Kherwadi deferred 3. Kalina Vakola executed 4. Santacruz-Airport proposed 5. Janata Colony NA 6. Jogeshwari-VikholiLink Road executed 7. Aarey Goregaon executed 8. Goregaon MulundLink Road executed 9. Rani Sati Marg executed 10. ShantaramRalao NA 11. Akurli Road NA 12. DattapadaRoad executed 13. National Park executed 14. Shiv Vallabh Road executed 15. Sahar Glyover Half built Eastern ExpressHighway 16. Sion executed 17. R.C.F.Junction executed Sr.No Flyovers Status 18. C.S.T NA 19. Chheda Nagar NA 20. Andheri Ghatkopar Link Road to be started 21. Vikholi Junction under construction 73 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment 22. Goregaon Mulund Link Road executed 23. Nitin Casting executed 24. Cadbury executed 25. Golden Dyes executed 26. Kapur Bawadi executed Sion Panvel Highway 27. B.A.R.C. executed 28. Chembur Mankhurcd Link Road executed 29. Vashi executed 30. Nerul Bhavan executed 31. Uran Road executed 32. Konkan Bhavan executed 33. Kharghar NA 34. Taloje NA 35. Kamothe NA Mumbai City Roads 36. Haji Ali 37. JJ HospitalBhendi Bazar under construction 38. Crawford Market under construction 39. SB Marg: N.M.Joshi under construction 40. SB Marg Ephinstorn under construction 41. SB Marg: Ferguson under construction 42. SB Marg ConnecttoWEH Not yet commenced 43. Adi ShankaracharyaMarg LBS under construction 44. Worli Naka Not yet started 45. Siddhi Vinayak deferred 46. BarfiwalaJunction NA 47. Adi ShankaracharyaMarg: JVLR under construction 48. Dadar KhodadadCircule Completed 49. Juhu Airport Subway Not yet Planned Appendix 4.3 presents qualitative analysis of flyovers with respect to their potential for the redistribution of traffic and resulting environmental impacts. The highlights of the analysis are providedas follows: The flyovers may marginally increase the vehicle carrying capacity of the highways by facilitating smooth traffic flow. As a result, environmental quality on the stretches, which are not competingfor traffic with nearby road links, would improve. However, there would be no environmental benefits from flyovers for the stretches competing for traffic with neighboring road links, as traffic redistribution would take place according to relative congestion levels. Further, with the growth of population and traffic, this marginal benefit of increased carrying capacity due to flyovers may 74 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment dissipate over time. Most of the flyovers do not increase physical carrying capacity of the roads, as these merely lift the central lanes to a higher level. * The flyovers do allow smooth traffic flow on only one of the intersection links. Therefore, there would be local environmentalbenefits as the vehicle idling time and resulting pollutionat the intersectionwould reduce. However, if the flyover reduces ground grade capacity of the road for turning traffic, there could be long vehicle queues resulting in even greater pollution at local level. . A number of flyovers, particularly on Western Express Highway, are constructed on minor cross-link roads. At local level, such flyovers would result in marginal environmental benefits. However, these small environmentalbenefits may not justify the cost of flyovers. Some of these flyovers are at the distanceof less than 1.5 Kilometres. i The flyovers located in high population and high road density areas, such as Island City, may result in redistributionof traffic. However, due to high road density, the overall traffic related environmental impacts in the area would remain the same. * The redistribution of traffic and hence the associated change in air and noise quality impactswould take place on some stretches of WEH and EEH due to proximity of the competing traffic roads -the SV Road and the LBS Marg, respectively. * In the congested areas of Island City and Suburbs,the proximityof flyovers to residential flats at higher storeys would expose the residents to higher levels of vehicularpollutionand noise,, besides disturbingtheir privacy.. . The flyovers being mainly concentrated on two north-south aligned highways,would encourage more traffic flow into and out of Island City. (B) Impacts due to shift from public to private transport The TCS flyover study (1999) indicates that there would be shift of passenger trips from public transportation to private vehicles due to flyovers in Greater Bombay. The shift during peak hours is estimated to be about 3.2% in 1999 and 1.3 % in 2011. The shift would obviously increase cars and taxis on Mumbai roads. However, the number of buses or trains are not likely to get reduced due to this shift of passenger trips. At the most crowding in buses and trains might reduce insignificantly.Therefore, the overall number of vehicleson 75 Project MumbaiUrbanTransport Environmental Consolidated Assessment the roads would increase, resulting in increase in air and noise pollution levels. However, 3.2 % shift of passenger trips in 1999 would marginally increase pollution levels. In 201 1, increase in pollution levels due to shift of passenger trips (1.3%) would be even smaller. (C) Impacts due to Induced Traffic The detailed flyover study also indicates that the flyovers would give rise to induced traffic, and hence increase in environmental impacts. Flyovers, by facilitating vehicular flow, might encourage more people to travel, who hitherto avoided travelling because of traffic congestion. In other words, induced traffic would reflect hidden travel demand. This demand needs to be addressed rather than suppressed, otherwise the purpose of transportation service would be lost. The above discussion was based on the qualitative analysis of impacts due to flyovers. Though from the qualitative discussion, it appears that the air quality and noise impacts due to flyovers would be marginal, it is desirable to substantiate this claim quantitatively. Since, it was obvious from the qualitative analysis that the change in impacts would be realized near flyover corridors and the competing road links only, the four corridors considered for analysis were: Western Express Highway (WEH), Swami Vivekananda Road (SV Road), Eastern Express Highway (EEH) and Lal Bahadur Shastri Marg (LBS). No estimate has been made for change in environmental quality in Island City due to flyovers, as the vehicular in-flow to city, and hence resulting environmental impacts, could be controlled by demand management measures. The changes in air and noise quality due to flyovers on the above four corridors were estimated by using the following procedures. i. Air Quality The most simple representation of an air quality model, which was used to estimate incremental ambient pollutant concentration (c) due pollutant emissions (0) is as follows: C=K.Q Where K is a constant depending upon dispersion characteristics of the site. Using this expression, the change in air quality impacts due to flyovers was obtained by Change in air quality impacts = (Q2-01)/Ql Where Q) and 0; represented emissions without and with flyovers. 76 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment Further, since emissions depend on vehicle type. Q0 and 02 were estimated using the followingexpressions. Q, = (-n,.el). Vehicular densitywithout flyover 02 = (-n,, el). Vehiculardensity with flyover Where ni represents fraction of vehicle type i. and e, emission factor for thal vehicle type For estimating Q2, shift from public to private vehicles was accounted by increasingfraction of cars and taxis by 3.2 % for 1999. Vehicular density on roads was estimated using speed data from the TCS study, and speed curves from WS Atkins study. The change in air quality impacts due to flyovers was estimated with respect to CO, NOx and 50, for four corridors WEH. SV Road, EEH and LBS Marg for 1999 (Table 2). Except for Kurla-Sion Stretch of EEH, change in pollutant concentration levels ranged from .1 to 10 percent, which may not be considered as significant. However, the Kurla-Sion Stretch of EEH showed an increase by about 85 percent in pollutant concentrationsdue to flyovers. Table 4.5.2 Estimated percentchanges in air quality impacts Road Link PCU/Km PC U/Km % change % change % change NFL WFL CO SO2 NO, Dahisar-Jogeshwari 868 805 -6 -6 -7 (W E H)__ _ _ _ __ _ _ _ Jogeshwari-Bandra 616 627 +10 +10 +8 (W EH) _ _ _ _ _ _ _ _ _ _ _ _ SV Road 869 847 -1 -1 -2 Thane-Vikhroli(EEH) 977 1757 NC NC NC Vikhorli-Sion(EEH) 688 654 +84 +85 +84 LBS Marg 574 561 -3 -2 -2 ii. Noise Quality The change in noise quality impacts due to flyovers was estimated by using FHWA model representedby the followingequation. Leqi (h) =Loei + 10 Log (Ni/Si . T)+10 log (15/d) 1+a + 8s -13 where, Leqi (h) = Leq for hours 'h' for the i" vehicle type (heavy or light) Loei = reference mean sound level for the ith vehicle type Ni = number of vehiclesof class 'i' passing during time T through a particular road section 77 UrbanTransport Mumbai Project Environmental Consolidated Assessment Si = average speed of the i" vehicle class in km/h in the particular road section T = durationfor which Leq is desired and must correspond to time for which NI is measured. d = perpendiculardistance in m from the centerlineof the t raffic lanes to the location of the observer. a factor representingthe adsorption characteristicsof the ground cover betweenthe roadway and the observer. 6s = Shieldingfactor providedby noise barriers. Assuming there was no absorption (a = 0) and using reference sound level for 20 kms /hr speed, the above equation was simplified to estimate Leq for heavy and light vehicles. Leq (h) = 67.62 + 10 log [Ni/St.T] Leq (1) = 47.6 + 10 log (Ni/Si.T] Using PCU flows and speeds for heavy and light traffic for flyover and without flyover cases, change in noise levels due to flyovers was estimated to be in the range of 1dB(A) to 3 db(A). Except for one road link (Vikhroli - Sion), quantitative analysis has shown marginal change in air quality due to flyovers. Even if noise level by 3 dBA with flyovers could be of concern, particularly if the traffic noise levels are already high. Further, there are a number of impacts brought forth by qualitative analysisfor which mitigation measures must be identified. These mitigation measures are discussed in the subsequent sections. iii. Social Impacts * Flyover, would be too close to some residential flats in densely populated areas. The people living in these areas would experience visual intrusions and higher- noise and pollutionlevels. · TCS study has identified many heritage structures and sensitive receptor near the flyovers in Island city. These structures and receptors are listed in Appendix 5.1. Pile driving operations during construction stage may cause damageto heritagestructure. * The property prices will come down near flyovers. * There is one settlement along SB Marg - MM Joshi Marg alignment which would be disturbedduring construction. 1.3 MITIGATIONOF AIR QUALITYIMPACTSAND NOISE LEVEL 78 UrbanTransport Mumbai Project Environmental Consolidated Assessment * Traffic congestion due to turning traffic at flyover intersectionsand resulting high pollution levels could be mitigated by widening of ground grade lanes, and thereby, reducingcongestionand pollutionlevels at these intersections. * To overcome the negative effect of traffic bottlenecks on traffic flow the width of flyover corridors (particularlyHighways)should be made uniform. * Perceived or actual increasing traffic carrying capacity of flyover corridors would attract traffic from the neighbouring competing roads, and thereby, give rise to traffic congestionand higher levels of pollution. It may be noted here that the redistributionof traffic would depend on the relative congestion level of the competing road links. Flyover corridors would attract traffic, only if the competingroad links do not have sufficient capacity to carry traffic. In fact, this would indicate that there is need for creating new transportation links to meet the travel demand. * In Greater Bombay, flyovers are mainly concentrated on WEH and EEH in suburbs. Both the highways run almost parallel to Western and Central railway lines. Therefore, by increasingthe passenger carrying capacitiesof both these railways, the congestion and pollution levels on the highways could be reduced * The flyovers are also planned to be on East-West links connecting two highways The traffic congestion on these links need not to be linked to flyovers, but may be due to the fact there are only few such links to address the demandfor east west moverne'll Traffic. * Increasingroad and rail capacity to accommodatemore traffic and reduce congestionon the flyover corridors. · Shiftingof bus stops to road shouldersto free the left lane. Traffic management measures: * Dedicatingleft lane exclusivelyfor buses. * Introducing demand managementmeasures to discourage shift from public transport to private vehicles. * Encouragingcar pooling and telecommuting Desian level measures: 79 Project MumbaiUrbanTransport Environmental Consolidated Assessment . Developing guidelines fcir the location of flyovers, which would take environmentalaspects into consideration. . Developing guidelines for the design of flyovers based on the aim of requirementsof turning and through traffic. Social: As already discussedabove. 1. Generic mitigation measures identified for the transportation sector as a whole would reduce the environmentalimpacts of the flyovers as well. With the flyovers in MMR, more thrust needs to be placed on encouraging the use of public transport, modifyingtravel demand in the island city by demand management measures and improving traffic circulation in Island City. 2. Though the flyovers are not part of IVIUTP, the investment schemes of MUTP are designed to encourage public transport and increase traffic circulation in congestedareas. Thus. MUTP remains the valid transport choice even with flyovers. 3. Mitigation for alleviating environmental impacts of individual transport projects are presented in the next section. The section also discusses the environmentalimpacts of MUTP investment schemes. 80 MumbaiUrbanTransportProject Consolidated Assessment Environmental ANNEX 9.1 Photographs of Public Consultation A*k~~~~~~~. 81 MumbaiUrbanTransportProject Consolidated Assessment Environmental 82 MumbaiUrbanTransportProject Consolidated Environmental Assessment Advertisements published in the Newspapers MUMBAI URBAN TRANSPORT PUVUC PROJECT _ NOTICE t 50hq7 MUMBAIMetropolitani q6rq §- Region Development Authority has organised a public consultationto discuss Environmental Assessment MUTPon of December 14, 2000 at 3.00 p.m. at Y.B.Chavan Centre (Convention Hall, I ooolq, 4th floor), NarimanPoint, i : f1l Mumbai. All those interested in this subject ll i117 1 N T t. are cordially invited to -* viuti # s 4fraft participate.' '4 f z1 14 The l . Executive Summary of t the report prepared on Ivkmq A the 'Ifli* ifelEqW T:17R Environmental Assessment of MUTP is 7 NWTR V1fqTwlTIJ www.mmrdpmumbai.orBw available on MMRDA website www.mmrda mumbai.org Sd!- Project Director i MUTP _________________ DGIPR/2000-200112477 618561 I8 83 MumbaiUrbanTransportProject ConsolidatedEnvironmental Assessment Pamphlets MUMBAI URBAN TRANSPORTPROJECT PUBLICNOTICE Mumbai Metropolitan Region DevelopmentAuthority has organised a public consultation to discuss Environmental Assessment MUTP on of December 13, 20010at 4.00 p.m. at Mankhurd Station Near Office of the Divisional Engineer (Convention Hall ) Mumbai. All those interested in this subject are cor(dially invited to participate. The Executive Summary of the report prepared on the Environmental Assessment of MUTP is available on NIMRDA Website www.mmrdamumbai.org Project Director MUTP 84 MumbaiUrbanTransportProject ConsolidatedEnvironmental Assessment MUMBAI URBAN TRANSPORTPROJECT PUBLIC NOTICE Mumbai Metropolitan Region Development Authorityhas organiseda public consultation to discuss Environmental of Assessment MUTPon 14, December 2000 at 3.00 p.m. at Y.B. Chavan Center (Convention Hall, 4 th All floor), NarimanPoint,Mumbai. those interestedin this subject are cordially invited to participate. The Executive of Summary the reportpreparedon the Environmental of Assessment MUTPis available on MMRDA Website www.mnrrdarnumbai.org ProjectDirector MUTP 85 MumbaiUrbanTransportProject Environmental Consolidated Assessment w 14~1 '114t MTJ cbI4 TF111411X fq)II w M'MllSqqu llqTq :ks 910 i t Kt9 a,ao ivW4T fqctn icbi u www.mmrdamumbai VT 86 MumbaiUrbanTransportProject Environmental Consolidated Assessment MWW ct*llo -vqW1 MTq q>ulf,J14I4 Vr- *Nf qjSuqj,"j& .00 ri tfqT ¢qlq(i 1IM 42STM "RE TqrmI" TrA M t* to- ;WrMi a1 OII- w ¢~~~~~1141t MT