w2i49R-if 9',3 a*l 'w--- E 507 4' UMWVRAT S ORT PROJECT (MUTP t' O OU LIDA ENVIR TAL AS ES A R A ,Ij B \ j 2 ,, A lai ' ' ' -- ' Fta 44 ANU /7~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~7 S f b.'~slY''iia _ _ ,,. , Mumbai Urban Transport Project Environmental Assessment TABLE OF 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 Chapter 2 - Policy, Legal And Administrative Framework 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 Chapter 3 - ENVIRONMENTAL BASELINE 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 ENVIRONMENTAL ASSESSMENT 4.1 Background 4-1 4.2 Comprehensive Transport Strategy (CTS) 4-2 i Mumbai Urban Transport Project Environmental Assessment 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 - PROJECT DESCRIPTION 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 Mumbai Urban Transport Project Environmental Assessment 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 Chapter8 - RESETTLEMENT AND REHABILITATION 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 Chapter 9 - PUBLIC INFORMATION AND CONSULTATION 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 i indicators 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 Environmental Assessment Process 1-9 2.1 Institutional arrangement for Transport Related Environmental 2-11 management 3.1 Landuse Map of MMR 3-3 3.2(A) Air-monitoring locations before year 1999 in MCGM area 3-7 3.2 (B) Air monitoring Locations since Jan 2000 in MCGM area 3-8 3.3 Annual Trends of S02 in MCGM area 3-15 3.4 Annual Trends of NOx in MCGM area 3-15 3.5 Annual Trends of SPM in MCGM area 3-16 3.6 Deviation of SO2 from regional mean 3-16 3.7 Deviation of NOx from regional mean 3-17 3.8 Deviation of SPM from regional mean 3-17 3.9 Trends of Pollutants Over the years 3-18 3.10 Annual Trends of air pollutants at Kalbadevi 3-18 3.11 Annual Trends of air pollutants at Parel 3-19 3.12 Annual Trends of air pollutants at Bandra 3-19 3.13 Coastal Zone Management Plan for Greater Mumbai 3-22 3.14 Coastal wetlands, forests and natural reserves ion MMR 3-23 4.1 Methodology Followed For Formulation Of CTS 4-4 4.2 Air Quality Assessment Methodology 4-16 4.3 Noise Quality Assessment Methodology 4-21 5.1 Map Of MUTP Rail And Road Sub -projects 5-2 5.2 Map showing sub-projects in the Island City 5-3 5.3 Map showing sub-projects in the suburbs of Greater Mumbai 5-4 5.4 Organizational structure of PMU 5-16 6.1 Location of Borivali - Virar railway tracks 6-10 6.2 Location of Jogeshwari - Vikhroli Link 6-12 6.3 Landuse Around ROB at Vikhroli 6-17 7.1 Environmental Assessment Process 7-4 7.2 Institutional Mechanism For Implementation Of EMP 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) Environmental Acts/Rules For Various Parameters 3 2.1 (B) Process of Obtaining Environmental Clearance 8 2.1 (C) Recent Supreme Court Directives and other legal issues related 9 too vehicular pollution. 3.1 Details of Demographic, Social, Economic and Environmental 10 Characteristics based on the baseline survey of 11760 PAHs 4.1 Sectoral Level Environmental Assessment (SLEA) methodology 12 4.2 Environmental Assessment of Flyovers 35 4.3 Sectoral Environmental Impacts of Flyovers 41 9.1 Photographs of Public Consultation 53 vii Mumbai Urban Transport Project Environmental Assessment LIST OF ACRONYMS BARC Bhabha Atomic Research Centre BEST Brihan Mumbai Electrical Supply and Transportation Undertaking BMC Brihan Mumbai Municipal Corporation BOT Build Operate and Transfer CBD Central Business District CCF Chief Conservator of Forests CEMP Community Environmental Management Plan CIDCO City and Industrial Development Corporation CNG Compressed Natural Gas CO Carbon Monoxide CPCB Central Pollution Control Board CR Central Railway CRZ Coastal Regulation Zone CST Chatrapati Shivaji Terminus CTS Comprehensive Transportation Strategy DC Development Control DCF Deputy Conservator of Forest DFO Divisional Forest Officer DM Demand Management DoE Department of Environment DPR Development Plan Report EA Environmental Assessment EAC Environmental Appraisal Committee ED Environment Department EEH Eastern Express Highway EIA Environment Impact Assessment Mumbai Urban Transport Project Environmental Assessment EIRR Economic Internal Rate of Return EMC Environmental Management Committee EMP Environmental Management Plan EMS Environment Management Strategy EMU Electric Motivative Unit FHWA Federal Highway Administration GOI Government of India GoM Government of Maharashtra HTL High Tide Line IBRD International Bank for Reconstruction and Development IDA International Development Association lIP Indian Institute of Petroleum IMP Independent Monitoring Panel IR Indian Railways JVLF Jogeshwari Vikhroli Link Road KMC Kalyan Municipal Corporation LA Land Acquisition LBS Lal Bahadur Shastri Marg LPG Liquified Petroleum Gas MCGM Municipal Corporation of Greater Mumbai MEIP Metropolitan Environmental Improvement Programme MLEA Micro Level Environmental Assessment MMB Maharashtra Maritime Board MMR Mumbai Metropolitan Region MMRDA Mumbai Metropolitan Region Development Authority MoEF Ministry of Environment and Forests MPCB Maharashtra Pollution Control Board MRTDC Mahashtra Road Transport Development Corporation Mumbai Urban Transport Project Environmental Assessment MRVC Mumbai Railway Vikas Corporation MSRDC Maharashtra State Road Development Corporation MSRTC Maharashtra State Road Transport Corporation MTP Metropolitan Transport Project MUTP Mumbai Urban Transport Project NAAQ National Ambient Air Quality NCR National Capital Region NGOs Non Governmental Organisations NMMC Navi Mumbai Municipal Corporation NMMT Navi Mumbai Municipal Transport NMTC Navi Mumbai Transport Corporation NOC No Objection Certificate NTDA New Town Development Authority PAH Project Affected Households PAPs Project Affected Persons PCCF Principal Chief Conservator of Forests PIA Project Implementing Agencies PLEA Programmatic Level Environmental Assessment PMU Project Management Unit PRO Public Relation Officer PT Public Transport PUC Pollution Under Control PWD Public Works Department R & R Resettlement and Rehabilitation RAP Resettlement Action Plan RCI Railway Crowding Index RI Road Investment RIP Resettlement Implementation Plan MIjmbai Urban Transport Project Environmental Assessment ROB Road Over Bridge ROW Right of Way RPM Respirable Particulate Matter RTO Regional Transport Office S V Road Swami Vivekananda Road SATIS Station Area Traffic Improvement Scheme SCLR Santacruz Chembur Link Road SEA Sectoral Environmental Ass -sment SPA Special Planning Authority SPCBs State Pollution Control Boards TCl Traffic Congestion Index TCS Tata Consultancy Services TDR Transfer of Development Rights TEI Transport Efficiency Index TMC Thane Municipal Corporation TMT Thane Municipal Transport Undertaking TMU Traffic Management Unit TNI Traffic Noise Index TOR Terms of Reference TPM Total Particulate Matter UDD Urban Development Department UMC Ulhasnagar Municipal Corporation WEH Western Express Highway WR Western Railway EXECUTIVE SUMMARY Mumbai Urban Transport Project Consolidated Environmental Assessment EXECUTIVE SUMMARY 1.0 INTRODUCTION Mumbai, over the last few decades has emerged as the financial and commercial capital of India. Mumbai's population that was around 4 million in 1961 has now reached 11.9 million in 2001. The urban growth has spread beyond the boundaries of Municipal Corporation of Greater Mumbai in the northern, north-eastern and eastern directions to form Mumbai Metropolitan Region (MMR). Mumbai has an area of 438 sq. km and a population of 11.9 million. MMR has an area of 4354 sq. km and population of about 18 million. By 2011 MMR is expected to have a population of 22 million. MMR generates about 5% of national GDP and contributes to over one third of India's tax revenues. A map showing various sub-regions of MMR is given in Map E-1. Mumbai has a unique distinction of satisfying 88 % of its peak period travel demand through public transport such as suburban trains and buses. Of the remaining 12% peak travel demand, 5 % is met by taxis and 7 % by private vehicles. Although these proportions are estimated to remain more or less same until 2011 (with public transport sector falling from 88% to 85 %), the number of public transport trips in the peak period will rise substantially. In terms of public transport, Mumbai is served by two zonal railways the western railway (WR) and central railway (CR). The suburban railway services, which are in fact metropolitan services in view of the frequency and short distances between stations, carry close to 6 million passengers per day. Bus services are provided by Bombay electric Suburban Transport (BEST), with 3000 buses, and undertake 4.5 million journeys per day, of which approximately 60 % are connected with rail journeys. In the road transport sector, the road network in Mumbai is predominantly radial along the peninsula and comprises three main corridors - Western Express Highway, Eastern Express Highway, and the Central corridor. Although termed 'expressways', the roads are essentially arterial roads and decline in standard as they approach and pass through the Island City. The number of registered vehicles in MMR grew from 521,000 in 1985 to 821,000 in 1991. Private cars grew from 173,000 to 366,000 in 1991 and the number is expected to double in 2011. The travelling conditions, transport infrastructure, road traffic congestion, air quality, resettlement and rehabilitation, and institutional framework are the some of the major issues which require urgent attention in order to improve the transport sector management in Mumbai. MMRDA therefore prepared a "Comprehensive Transport Strategy (CTS)" in 1994, providing a strategic framework for the transport sector of MMR. The four strategic transport options identified under the CTS study were subjected to Environmental Assessment (EA). The environmental assessments are carried out according to World 1 Mumbai Urban Transport Project Consolidated Environmental Assessment MAP E-1 SUB-REGIONS OF MMR MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT < {IIWt j \ \ i~~~~~~~~~~~~~~~SA OUAOOA _; i. < \ WOI>SU U2 Mumbai Urban Transport Project Consolidated Environmental Assessment Bank Operational Directives and guidelines of the Ministry of Environment & Forests (MOEF), Government of India. EA consists of Sectoral Level Environmental Analysis (SLEA), Programmatic Level Environmental Assessment (PLEA) and Micro-Level Environmental Assessment (MLEA). SLEA of the four transport options are carried out to determine the transportation strategy for MMR, which would have minimum adverse environmental implications. Based on this strategy sub-projects are selected for MUTP. PLEAs and MLEAs are carried out for these sub-projects included in the recommended strategy. PLEAs are prepared for small generic sub projects, such as, flyovers, ROBs, Pedestrian subways, Station Area Traffic Improvements Schemes. MLEAs provide detailed analysis of the individual projects (identified under the strategic options) that are expected to have significant environmental impacts. 2.0 TRANSPORT SCENARIO OF MMR * Population of about 15 million in MMR generated total peak hour passenger trips of 21,54,860 in 1993. Out of this 88 % were performed by public transport and 7 % by private vehicles and 5 % by taxis. * In 2011 a population of nearly 22.5 million is projected to generate peak hour trips of 32,60,431. Out of these 85 % will be by public transport, 9 % by private vehicles and 6 % by Taxis. * The last two decades are characterised by significant increase in private vehicle ownership. The population growth in MMR in 1981-91 was about 3% p.a. whereas the vehicular growth was 8.81 %. p.a. Private vehicle registration increased by 3.45 times between 1976 and 1991 (from 1,08,146 to 6,35,172 vehicles). * Private vehicles registration in MMR in 2011 is expected to be more than double the 1991 level (1 3,56,498 vehicles). Number of vehicles per 1000 persons in MMR is expected to increase from 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 considered to be a major contributor of air pollution and noise in an urban environment. As per the URBAIR' study of 1992, vehicular traffic contributes to about 54% of NOx emissions and 24% of PM10 emissions in Greater Mumbai. Also ambient air quality, particularly in respect to PM10 and NOx exceed the National Ambient Air Quality Standards (NAAQS) in some areas. Noise levels along the roads have been found to be in the range of 65dB(A) and 85 dB(A). Both vehicular pollution and noise in Greater Mumbai have become a cause of concern. ' Urban Air Quality Management Strategy in Asia, Greater Mumbai Report, World Bank Technical Paper No. 381 3 Mumbai Urban Transport Project Consolidated Environmental Assessment 3.0 NEED FOR COMPREHENSIVE TRANSPORTATION STRATEGY In order to deal with the increasing travel demand in an effective and financially and environmentallY sustainable manner, MMRDA prepared a long-term multi-modal Comprehensive Transport Strategy (CTS) 2 for the MMR in 1994. The objectives of such a strategy are; * To ensure adequate levels of accessibility in the expanding urban areas * To assist economic development of the region * To improve the safety record of transport system The development of the strategy considered the following factors: * Existing landuse, demographic, economic/employment characteristics of the region. * Existing transportation infrastructure and its level of adequacy / inadequacy to meet the current and future transportation requirements. * Prospects of future regional development based on the growth potential of sub regions as envisaged at that particular time. 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 (PT): 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: The option contained all the projects of 'Public Transport' option with Demand and demand management measures such as, cordon Management pricing and parking control in the Island City. (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 included all the committed projects in "Do Minimum' option. 2~~~~~~~~~~~~~~~ Comprehensive Transport Plan for MMR. Prepared by WS Atkins, July 1994. 4 Mumbai Urban Transport Project Consolidated Environmental Assessment Under each option. a number of investment sub projects were identified for implementation in MMR. Based on the techno-economic analysis of the above options, and keeping in perspective the present and future transportation needs of the region, the CTS study recommended a transportation strategy which emphasized: * Service enhancement and capacity optimization of the present railway system to address present acute overcrowding and future transportation needs, and . Moderate investment in improving road network particularly in suburban east - west links and road based public transportation system, and . Adoption of demand management to promote public transportation and restrict private vehicle demand on the road network, particularly in Island City. Mumbai Urban Transport Project (MUTP) places emphasis on public transportation and relieving traffic congestion through a number of traffic management techniques. Thus, MUTP is in line with the strategic transport option recommended by CTS study. 4. ENVIRONMENTAL ASSESSMENT 4.1 Environmental Assessment Process CTS included environmental assessment of strategic options in a limited way by considering vehicular emission loads associated with each option. It did not include environmental impact assessment of individual projects and the associated EMPs. It was therefore necessary to undertake environmental assessment at the sector as well as project level according to the OP 4.01 of the World Bank. MMRDA undertook and completed such an exercise through consultants in 1998. As described earlier, the EA consists of: * Sectoral Level Environmental Analysis (SLEA) for the four strategic transport options for MMR identified as part of CTS. * Programmatic Level Environmental Assessment (PLEA) of generic sub projects. * Micro-Level Environmental Assessment (MLEA) for sub-projects likely to have significant adverse environmental impacts. A flowchart of the entire process starting from developing the CTS to EA is given in Figure E-1. 5 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE E-1 ENVIRONMENTAL ASSESSMENT PROCESS Comprehensive Transportation Study 4 strategic options 1. Do minimum 1994 2. Public transport option 3. Public transport + Demand management 4. Road Investment ootion Sectoral Level Environmental Assessment (SLEA) 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 Selection of strategic option (PT + DM) Screening of projects with respect 1997 to potential impacts Programmatic Level Micro-level Environmental Environmental Assessment (MLEA) Assessment (PLEA) - Subprojects selected - road - Sub-projects selected: improvements, suburban railway 1998 ROBs, pedestrians subways subprojects - Analysis of traffic & transport - Impact on traffic, air, noise, water - Impact on air, noise, social and landuse, social and ecological ecological resources, landuse resources. Preparation of updated and consolidated 2001 FEA Pand project specific EMPs | Drafl Consolidated EA---, Cosutaio -6Z 001 6 Mumbai Urban Transport Project Consolidated Environmental Assessment 4.2 Sectoral Level Environmental Assessment (SLEA) At the sector level, environmental impacts are seen as arising due to sectoral policies, programs, operations and regulations. SLEA with reference to MUTP therefore involves assessment of environmental impacts of the transportation sector as a whole, i.e. the environmental impacts due to physical transportation activities through road and rail, government policies and other traffic management measures. 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, Westem Suburbs, Eastern Suburbs and the Rest of MMR. The four environmental components used for SLEA were: * Air quality * Noise * Ecological * Social * Transport Service indicators 4.2.1 Existing Environmental Status The purpose of compiling the baseline environmental status is to provide a basis for comparison of the changes in environmental quality which may occur due to the implementation of individual transportation improvement schemes/projects as well as the transportation strategy 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 proposed sites. Ambient Air Quality and Noise Baseline ambient air and noise quality were monitored in detail in 1996 at several locations in the 4 sub-regions of MMR (Island city, Eastern suburbs, Westem suburbs and rest of MMR). Separate monitoring was carried out as a part of Sectoral Level Environmental Assessment (SLEA) and Programmatic and 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 updating the earlier 1996 baseline studies. All above studies point out that S02, NOx are generally well below the National Ambient Air Quality Standards (NAAQS) at residential and industrial locations. NOx levels however exceed the standards at traffic intersections, as shown by monitoring done by MCGB. Also S02 and NOx levels have not changed significantly since 1996 when ambient air quality was monitored for SLEA, MLEA and PLEA purposes. All studies have shown that PM10 and SPM exceed the NAAQS at almost all residential and industrial locations and also at traffic int- -sections. For both SPM and PM10, the highest values were observed in 1997 (except Parel). Since 1997 both 7 Mumbai Urban Transport Project Consolidated Environmental Assessment pollutants show a decreasing trend, although they continue to exceed the standards. It is clear, that a comprehensive strategy is needed to bring levels of SPM and PM1o within NAAQS levels gradually over the years. Noise levels in Mumbai were observed to exceed the noise standards, particularly at traffic intersections and other public places. Socio-economic Characteristics Socio-economic profile of Mumbai is diverse. About 50 % of Mumbai's population have sought shelter in slums as squatters. A large number of these settlements are located along railway tracks, on public lands and lands that are designated for roads or road widening in the 'Master Plan". No transport project can therefore be implemented without confronting the problem of Project Affected Households (PAHs). MMRDA has prepared a Resettlement Action Plan3 (RAP) for the PAHs to alleviate the adverse social impacts associated with the implementation of MUTP. In the first phase of MUTP about 19000 families are likely to be affected and will require settlement. EcologY The Arabian Sea surrounds the Greater Mumbai at the west and east boundaries. It is separated from the mainland by the Thane Creek and Bombay Harbour, which is open to the Arabian Sea on its south and is connected at its northern extremity to the Ulhas River and Vasai Creek. The Vasai Creek forms the northem boundary of 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 persistent chemicals, which are capable of being accumulated in benthic fauna and flora, are discharged into coastal waters. The present situation not only affects the local ecosystem but also renders the coastal areas unfit for recreational purposes. The coastal belts of MMR have abundant wetlands/ mangroves exhibiting significant ecological diversity. Most of these wetlands have been used to create land for construction purposes and to site industries around Ghodbunder, Thane and New Mumbai areas. The wetlands are also used as garbage dumping grounds. These factors have led to the degradation of wetlands and mangroves over a period of time. 3 Resettlement Action Plan, MMRDA,, August 2001 8 Mumbai Urban Transport Project Consolidated Environmental Assessment None of the MUTP projects except for a part of the alignment of Bhayander-Virar railway lines passes through areas which have sensitive ecological resources. This area has mangrove vegetation. Land Use The first Regional plan for MMR was prepared in 1973. The existing picture of land use is however, different from what was envisaged in the plan, due to phenomenal growth of population and development in the region. The built up areas have considerably increased with massive residential growth in Vasai - Virar belt along the western corridor and at various towns along Mumbai -Pune corridor. The agriculture and forest lands have declined at faster rate than anticipated in 1973. Traffic and Transportation In Greater Mumbai, traffic movement is mainly along the north-south direction. The major transportation modes are railways and road transport. Railway service along the north-south railway corridors is operated by Western and Central Railways. The Western Railway provides service from Churchgate to Virar and Central Railway operates trains from Chatrapati Shivaji Terminus (CST) to Karjat in south-east and Kasara in 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 passengers with a fleet of about 3000 buses. Traffic situation in MMR, particularly in Greater Mumbai is expected to become worse as the vehicle ownership in the area increases at a rapid pace. 9 Mumbai Urban Transport Project Consolidated Environmental Assessment 4.2.2 SLEA FINDINGS - ENVIRONMENTAL EVALUATION OF STRATEGIC OPTIONS Ambient Air Quality: Comparison of options based on absolute values of Air Pollutants are given below. The values for PT+DM and the RI options are given below in Table E-1, as they give a representative range: Table E-1: Impacts on Ambient Air Quality Region Parameters Base Options for year Year 2011 (1996) PT+ DM RI Island City CO (mg/Nm3) 5.33 0.7 1.04 SO2 (,g/Nm3) 49.72 35.01 45.23 NOx (pg/Nm3) 22.56 5.65 8.55 PM1o (pig/Nm3) 1219.21 713.35 1011.15 Western Suburbs CO (mg/Nm3) 17.1 6.61 10.63 S02 (pg/Nm3) 25.61 37.54 56.79 NOx (jig/Nm3) 26.87 13.72 20.97 PM1o (pg/Nm3) 803.44 1191.66 1834.24 Eastern Suburbs CO (mg/Nm3' 17.57 5.49 13.7 S02 (pg/Nm3) 34.28 41.44 103.47 NOx (pg/Nm3) 37.34 17.07 42.98 PM1o (pg/Nm3) 965.36 1195.26 2993.28 Rest of MMR CO (mg/Nm3) 0.2 0.07 0.08 SO2 (pg/Nm3) 11.78 14.37 18.41 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 PM10 were well below the National Ambient Air Quality Standards (NAAQS). Baseline PM10 levels varied between 214.16 pug/m3 in Rest of MMR to 1219.2 pg/M3 in the Island City. * Predicted PM10 levels (for year 2011) are found to decrease (as compared to baseline levels) in the Island City and increase in Eastern and Western Suburbs. All predicted PM,0 levels exceed the NAAQS. Levels in eastern and western suburbs will increase due to increase in vehicle kilometers, whereas it will decrease in the Island City due to reduced population growth clubbed with traffic demand management measures. . 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 Mumbai Urban Transport Project Consolidated Environmental Assessment free, low sulphur) and improved engines (with catalytic converters and compliance with Euro II or Bharat II emission standards) have.been assumed. * SO2 levels were predicted to increase in the eastem and western suburbs due 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. * 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 eastern and western suburbs. Noise levels: Comparison of options based on absolute values of Traffic Noise Indicators4 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 Island City TNI (Day) 61.4 63.7 70.3 TNI (Night) .5 98.7 95.7 Western Suburbs TNI (Day) b i.7 71.1 70.4 TNI (Night) 86.4 96.3 93.8 Eastern Suburbs 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 impacts were found to be lower in island city under the PT+DM option. However, the same option gave rise to higher noise levels at night time. * In western suburbs, all the four options resulted in almost the same level of noise impacts during the day time. * Night time noise levels were predicted to be higher for the Public Transport Option. In eastern suburbs, all four options resulted in the same impacts for night time. * Thus in brief, none of the options perfor -a consistently for the four sub-regions. Day time and night time TNI also showea conflict in favouring any single option. 4 Traffic Noise Indicator: TNI (Night) = % length of road links in a sub region exceeding night time standards, TNI (Day) =% length of road links in a sub region exceeding day time standards 11 Mumbai Urban Transport Project Consolidated Environmental Assessment Ecology Quantitative analysis of the ecological impacts captured the following concepts: * Damage to an ecological area due to a road/rail alignment will be proportional to the area covered by road/rail segment in the ecologically sensitive zone. * Damage will be severe if the ecological area or system is of higher quality. Ecological indicators for natural and man-made systems were used to estimate quantitative ecological impacts for making comparison of 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 ecological impact indices for the 2 systems can be expressed as follows: El (Natural) = El-1 = £ WniAj El (Man-Made) = EI-2 = ZWmjAj Where: Wni = Weight associated natural ecological system of class i Wmj = Weight associated man-made ecological system of class i Ai = Total area of road/rail alignment intercepted by natural system of i. category Aj = Total area of road/rail alignment intercepted by man-made system of i. category These predicted indices values are 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 City El-1 (Natural System) 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, ecological impacts are not observed, as new transport projects are not 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 12 Mumbai Urban Transport Project Consolidated Environmental Assessment 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. 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). Minimising number of such PAHs should therefore be one of the objectives of selecting the strategic option. Comparison of options based on Rehabilitation and Resettlement (R&R) Impacts are given in the Table E-4 below: Table E-4: Displacement of Households Region Parameters Base Year Options for year (1996) 2011 PT+ DM* Rl* Island City Number of Households 0 0 0 displaced Western Number of Households 0 5631 1752 Suburbs displaced Eastern Number of Households 0 1010 7456 Suburbs displaced Rest of Number of Households 0 6641 9483 MMR displaced I *The number of households displaced does not include the persons affected by the project on optimisation of harbour line. The key findings are: * None of the options required displacement of people/households in the Island City. * In Western Suburbs, the number of households required to be displaced (5631 households) was highest for the PT and PT+DM options . In Eastern Suburbs, the RI option required the maximum displacement of households (7456 households) * In rest of MMR, the RI option followed by PT options required the maximum displacements. 9483 and 6641 households were estimated to be displaced by the RI and PT options respectively. Transportation Service Three indices used to reflect impact of transportation options on transportation objectives were Road Traffic Congestion Index (TCI), Railway Crowding Index (RCI) and Road Transport Efficiency Index (TEI). Road Traffic Congestion Index (TCI): TCI was designed to measure the level of service (V/C). Lower value of TCI indicated lower congestion level on roads. 13 Mumbai Urban Transport Project Consolidated Environmental Assessment Railway Crowding Index (RCI): RCI reflected the extent to which the crowding inside the trains would reduce under various options. Lower value of the index meant more reduction in crowding and hence a better option. Transport Efficiency Index (TEI): 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 various indices calculated for the sub-regions are given below in Table E-5. TABLE E-5 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 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 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 Congestion Index 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 Congestion Index Railway crowding 1,.442 0.552 1.442 1.442 0.552 index | _ The key findings are: • 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. 14 Mumbai Urban Transport Project Consolidated Environmental Assessment Selection of 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 indicator values were not favourable for any single option, various methods such as Decision Matrix Method, Maximum Favourable Parameters and Estimated PM10 concentrations were used to find the most suitable transport option for MMR. A summary of the results of SLEA using the above three selection methods is given in Table E-6 below. Overall 'Public Transport with Demand Management' emerged as 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 viewpoint of developing the transport sector. Hence, the choice was narrowed down to 'Public Transport' and 'Public Transport with Demand Management'. Both these options had a common set 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 recommended for implementation in MMR. Table E-6 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 Eastern 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 jManagement 4.2.3 Environmental Impacts of Projects not included in MUTP After the EA study was conducted, MSRDC planned to 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 Highways seems to facilitate uninterrupted flow of traffic in and out of MMR. In addition, a number of flyovers are planned or are at 15 Mumbai Urban Transport Project Consolidated Environmental Assessment different stages of construction in the Island City, to relieve traffic congestion at the critical intersections. MMRDA carried out a comprehensive study on flyovers5, which include environmental analysis as well. The study brought forth various environmental concerns associated with flyovers, which could have sectoral environmental impacts. Analysis shows that these flyovers would have short term benefits in terms of reducing the travel time and improvement of 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 hence continue to be the best option. 5.0 PROJECT DESCRIPTION The Mumbai Urban Transport Project (MUTP) has been formulated by selecting sub- projects that are subsets of the PT+DM options. The strategy followed in designing MUTP is as follows: i. Placing high priority on investment schemes aimed at promoting public transport particularly suburban railways. ii. Developing roads and road over bridges in suburban areas and outlying areas of MMR to relieve road congestion. iii. Relieving automobile traffic congestion in the Island City through Demand Management measures. MUTP has identified a number of sub-projects to strengthen the suburban rail transport and road transport in Mumbai. These projects are depicted in Map E-2 and are briefly described below: 5.1 Rail Projects MUTP places considerable emphasis on improving railway capacity in Mumbai. Various sub-projects identified under this component are described below: i) Provision of Additional Pair of lines between Borivali and Bhavander (9.13 kms) & Bhavandar and Virar (16.87 kms) The scope of the project includes laying of additional two railway lines between Borivali -Bhayander and Bhayander - Virar with EMU car shed at Virar. This also includes construction of an important bridge of 2.00 length on Vasai creek. The 5Traffic, Economic and Environmental Impact Assessment of Flyovers in Mumbai, Tata Consultancy Services, 2000. 16 Mumbai Urban Transport Project Consolidated Environmental Assessment Map E-2 MUTP RAIL & ROAD PROJECTS IN GREATER MUMBAI MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT 't N.__ A -X,, >'17 - 17 Mumbai Urban Transport Project Consolidated Environmental Assessment project includes introducing 8 rakes of 9-car equivalent to increase the capacity on this line. ii) Provision of 5th And 6th Line between Kurla and Thane The scope of project includes laying of additional two railway lines between Kurla and Thane over a length of 16 kms. The project 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. iii) Provision of 5th Line between Santacruz and Borivali The scope of project includes construction of 5th 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 Conversion Proiect (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) Optimisation of Rail Operations These works relate to 12 coach rake operations (instead of 9), better power supply and signalling. This will not have adverse environmental impacts. 5.2 Road Expansion and Traffic Component. 5.2.1 Road Widening and Expansion Proiects i) Jogeshwari - Vikhroli Link Road (JVLR): This is one of the East - West Link roads recommended by several studies in the past to relieve the congestion on north - south corridors by providing efficient east west connection. At present it is a 2-lane carriageway which is proposed for upgradation to 3-lane dual carriageway with a central median. The total length of this link is 10.60 km. ii) Santacruz - Chembur Link 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 Urban Transport Project Consolidated Environmental Assessment corridors, and to alleviate the problem of traffic congestion around Kurla Station and surrounding areas. Its total length is 5.48 km connecting WEH to EEH. 5.2.2 Construction of ROB's Construction of the ROBs is crucial for increasing the frequency of suburban trains under the scheme of Optimising of Western and 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 Jogeshwari Railway Station. This ROB will replace level crossing no. 24 & 25 on the Western Railway. ii) ROB at Jogeshwari (North) The proposed ROB linking SV road and WEH will be a new 2x2 lane bridge over the Western Railway line north of the Jogeshwari Railway Station. The ROB will replace level crossings no. 26 & 27 on the Western Railway. 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 near the Vikhroli Railway Station. 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 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. 5.2.4 Pedestrian sub-ways and bridges 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. 5.2.5 Station Area Traffic Improvement Scheme (SATIS) To improve the pedestrian movements and general traffic circulation, SATIS are proposed at seven stations viz. Ghatkopar, Andheri, Borivali, Kurla, Malad, Chembur and Dadar Stations. 19 Mumbai Urban Transport Project Consolidated Environmental Assessment 5.2.6 Other Proarams The other programs identified under road components pertain to the institutional capacity building, improving efficiency etc. These projects are not likely to impact the environment directly, and therefore, are not discussed here. 6.0 Project Level Environmental Assessment 6.1 Background Apart from the sectoral environmental impacts individual sub-projects would have the localised environmental impacts at programmatic and micro levels. For this purpose, environmental assessment of generic sub projects [Programmatic Level Environmental Assessment (PLEA)] and detailed environmental assessment of major individual schemes [Micro Level Environmental Assessment (MLEA)] is carried out. 6.2 Selection of Projects Requiring MLEAIPLEA Environmental impacts of a project are determined by project activities and the surrounding environment. Thus, similarity in these features could allow the environmental analysis for one project to be replicated for other projects in the same group. Thus, environmental assessment (EA) can be conducted for only selected projects, which is called Programmatic Level Environmental Assessment (PLEA). However, in case of groups of sub-projects with varying environmental settings, impacts need to be assessed individually at micro level and hence can be titled as Micro Level Environmental Assessment (MLEAs). For selecting the projects under the above-mentioned two categories of PLEA and MLEA, a screening method is used. For screening purpose, the following parameters are used: * Sensitive ecological areas * Air and noise pollution * Special physical features which adds to aesthetics * The type of project activities The screening methodology used six screens to identify a project from a group of projects for conducting EA. The first screening, removes the projects with negligible environmental impacts from the selection process and distinguishes the projects which are amenable to PLEA or MLEA. The projects amenable to MLEA and PLEA were passed on to the second screening test. The second screen removed projects for which EA was conducted earlier, and the remaining projects 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 Urban Transport Project Consolidated Environmental Assessment potential for adverse environmental impacts for conducting environmental analysis. The screening methodology initially subjected the projects to stringent screening tests, and at the last stage, screening was based on subtler issues, which required closer look at the environmental settings of the project. 6.3 Projects considered for MLEA /PLEA The above mentioned screening methodology led to the selection of sub-projects for PLEA and MLEA. These sub-projects along with the current status of PLEA/MLEA are given below in Table E-7. 21 Mumbai Urban Transport Project Consolidated Environmental Assessment Table E-7 List of Projects Selected for PLEA/ MLEA Sr.No. Name of the Project 1Type of 1Status 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 com pleted. 5th and 6th lines between Kurla EMP These works 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 resettlement sites. 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 being updated. 2 Santacruz-Chembur link road MLEA EA I EMP Being prepared as a 31/12/01 part of the engineering feasibility study. I_Independent Review of EMPs 31/1102 3 ROB at Jogeshwari (South) EMP Being done on the basis of 31/1/02 PLEA for ROB at Vikhroli. 22 Mumbai Urban Transport Project Consolidated Environmental Assessment Table E-7 Cont. Sr.No. Name of the Project Type of Status of EAIEMP EMP Schedule of EA Preparation Completion 4 ROB at Jogeshwari (North) EMP Being done on the basis of 31/1102 PLEA for ROB at Vikhroli. 5 ROB at Vikhroli PLEA EA & EMP done in 1998. EMP 31/1/02 being updated. _ 6 Dadar - Mahim One way system No EA - Req. . 7 Pedestrian subways and bridges EMP EA & EMP for CST (', done in 31/3/02 1998. EMP for other subways being done on basis of CST- EA ; EMP. Independent Review of EMPs 3014102 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 Thane EA / EMP. Independent Review of EMPs 30/4/02 9 Other traffic management No EA schemes Req. 10 Procurement of Buses No EA Req. 11 Environment-air quality No EA - monitoring Req. 12 Technical Assistance, studies No EA training Req. 6.4 MLEAIPLEA Methodology 6.4.1 MLEA The Micro Level Environmental Analysis (MLEA) is carried out for those projects under MUTP, which required detailed environmental analysis. The detailed analysis was required as these projects have potential to significantly affect 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 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 environmental setting, the projects could impact air, water, land and ecological resources. There could also be impacts on the residential areas near the alignments. The MLEA of the projects included the following analysis during construction and operation stages of the projects: * Impact on Traffic * Impact on Land Use 23 Mumbai Urban Transport Project Consolidated Environmental Assessment * Water Quality Impacts * Air Quality Impacts * Noise Impacts * Impacts on Ecological Resources As seen in the Table above, MLEAs were done for ROB at Vikhroli, Pedestrian Subway at CST and SATIS at Thane. 6.4.2 PLEA The PLEAs for the projects mentioned above are carried out in three parts, viz. Determination of baseline environmental status, Environmental Impact Assessment and Developing environmental mitigation measures. Being highly localised projects, the environmental status was determined for an area, which extended up to 150 m from the project site. Generic mitigation measures were developed for the representative sub projects so that these could be applied to 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. Depending on the project type, other relevant impact areas were also considered. 6.4.3 MLEA/PLEA Findings Separate PLEA and MLEA reports including mitigation measures for the identified adverse environmental impacts are prepared for the five projects. The environmental impacts of these projects are described in Chapter 6. The environmental impacts identified during the construction and operation phases of the projects are as follows: Construction Phase * Displacement of population * Nuisance to nearby residential areas from noise and dust generation due to construction activity * Sanitation problems from labour camps at site * Cutting of existing plantation * Land degradation at quarry sites * Worker and public safety Operation Phase * Mild to moderate increase in air pollution and noise levels from road traffic and increased noise levels due to train movement. * Beneficial impacts on traffic and conveyance. A summary of significant adverse environmental impacts identified for the individual sub-projects are given in Annex E-1. 24 Mumbai Urban Transport Project Consolidated Environmental Assessment 7.0 ENVIRONMENT ' MANAGEMENT PLAN Plans are prepared for mitigating and managing potential adverse environmental impacts identified in SLEA and project specific PLEA/MLEA studies. These EMPs are accompanied by institutional and reporting framework to ensure EMP implementation and monitoring programs for individual projects. 7.1 Environmental Management Plan for Sectoral Level At the sectoral level, a variety of policy, legal and administrative measures will be used ", manage and mitigate adverse environmental impacts. These are described in Ann- .2. The formulation and implementation of 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 responsibility, authorities and time frame is given in Annex E-3. 7.1.1 EMP Monitoring at the Sectoral level Sectoral level monitoring plan is prepared for monitoring of environmental quality such as for monitoring ambient air quality and noise level and conditions at resettlement sites. The monitoring plan includes the responsibility and frequency of monitoring. The monitoring plan has three components - monitoring the implementation of mitigation measures, monitoring the environmental quality and monitoring traffic parameters. Monitoring of Environmental Q!.1;ity Environmental quality particula with respect to air pollution and noise levels, must be monitored on continuous basis, as these environmental components are likely to be affected most by the transportation strategy. Envir'-7iental quality monitoring shall be carried out with the objective of assessing the change in environmental quality due to the transportation strategy, 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 transportation activities, environmental monitoring programme for the transportation strategy shall be integrated with the regional environmental monitoring programme. The recommended minimum environmental quality-monitoring programme with the focus on the transportation strategy is given in Table E-8. The location of monitoring sites shall be decided by MMRDA in consultation with MCGM. 25 Mumbai Urban Transport Project Consolidated Environmental Assessment Monitoring of Social (R&R) Components A number of MUTP projects will result in displacement of population. The resettlement and rehabilitation process of the displaced population will be closely monitored by MMRDA and IMP. The methodology for such monitoring is given in paragraphs 64 to 68 of Resettlement Action Plan, September 2001, MMRDA. Monitoring of 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 passenger trips for railway will be monitored to track changes in traffic movement. As a part of MUTP, a Traffic Management Unit (TMU) is being established in MCGM. The TMU will undertake periodic studies to monitor the traffic movements and impact of proposed measures in MUTP. Table E-8 Sectoral Level EMP Monitoring Parameters to Recommended Sites Sampling duration and Responsibility be monitored Frequency Ambient Air Quality: CO, HC, Nox, As per recommendation As per recommendation MCGB SPM, PM10, SO2 given in the study " given in the study l Strengthening the Air Quality Strengthening the Air Monitoring Network Quality Monitoring Network Operated by MCGM" Operated by MCGM" Noise completed in year 2000. completed in year 2000. lNoise:l To compute Lequ, Same sites as above Same as Above Ll0, L50, and Lgl Social (R&R) Living Conditions At resettlement site 1 year after resettlement. MMRDA of PAH's. Drinking water supply, sanitation and other facilities Traffic Movement Traffic volume, At individual sub-project At least once in a year RTO/ MCGB- speed sites and main arterial routes TMU 26 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 Transport Project Consolidated Environmental Assessment 7.2.2 Environmental Monitoring Plan Environmental monitoring plans are developed for the specific MUTP sub-projects, involving monitoring sites, monitoring parameters, time and frequency of monitoring and the reporting of monitored data. The objectives of the monitoring plan are: . To record the impact of MUTP on.urban environmental quality during the construction and operation phases; * To evaluate the effectiveness of the mitigation measures during the construction and operation phases. * To satisfy the legal and community obligations * To respond to the unanticipated environmental issues at an early stage and to verify the accuracy of environmental impact prediction. At the project level, the vital parameters or performance indicators that will be monitored during construction and/or operation stages of the project include: • Ambient air quality - S02, PM10, CO, NOx - Noise levels near sensitive locations - Re-plantation success/ survival rates * Traffic volume and characteristics Methodology used for sampling and analysis will be as per prevalent requirements of Ministry of Environment and Forest and Indian Standard (IS) codes. These monitoring plans are for the EMPs prepared in 1998 and are being updated along with the respective EMPs. 7.3 Institutional Set-up, Co-ordination & Strengthening 7.3.1 Institutional Set-up and Coordination The monitoring and evaluation of the EMPs are critical activities in implementation of the various projects. Monitoring involves periodic checking to ascertain whether activities are going according to the plans. It provides necessary feedback for project management team to keep the program on schedule. The monitoring and reporting process for mitigation measures during construction will initiate from the contractor at the lowest rung who will report to the Project Implementation Agency (PIA) through the Project Management Consultant (PMC). The monitoring process and the roles and responsibilities of the various agencies for coordinating and managing the EMP implementation is described below: 28 Mumbai Urban Transport Project Consolidated Environmental Assessment Project Implementation Agencies (PIA) and Project Contractors The responsibility of implementing the various environmental mitigation measures lies with the PlAs, such as Municipal Corporation of Greater Mumbai, Public Works Department, Maharashtra State Road Development Corporation. The PIA will get the EMP implemented through the Project Management Consultant (PMC) by incorporating the EMP requirements in the contractual agreement along with the provision of penalties to 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 construction activities and periodically thereafter to the PIA. The PlAs will then submit the ECRs to the JPD (Env), which after review and monitoring will be submitted to IMP through the Project Director, MUTP for confirmation of the implementation of the environmental mitigation measures. The Project Director will accordingly submit the report to the World Bank. MMRDA MMRDA as an apex organisation shall initiate co-ordination process among the concerned organisations for EMP implementation. MMRDA shall take lead in: e reviewing the progress of the projects and plans for the subsequent year - Institution wise * reviewing and discussing the salient features of the reports in the year on environmental aspects/statistics like emission check and violations. * organising and co-ordinating training programmes for all member organisations. An Independent Monitoring 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 Chairman of IMP is Ex-Chief Secretary to Government of Maharashtra. The other members are 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 proposed a co-ordination model (Refer Figure E-2) for promoting effective implementation of EMPs at sectoral level and at project level during construction and operation phases. The responsibilities of key functionaries for EMP implementation are: * The Project Director, MUTP has the overall responsibility of implementation of EMPs and co-ordination of all the environmental related matters of the transportation projects. * The Joint Project Director (Environment) is responsible for 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 transportation projects. In respect of 29 Mumbai Urban Transport Project Consolidated Environmental Assessment R&R, he is particularly responsible for ensuring preparation and implementation of Community Environmental Management Plans (CEMP). 7.3.2 Reporting Requirements It is important to identify the key parameters that have to be monitored and establish a reporting system. The rationale for a reporting system is to ensure accountability for implementing the EMPs. A generic reporting system proposed to be followed is given in Annex E-5. 30 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE E-2: INSTITUTIONAL MECHANISM FOR IMPLEMENTATION OF EMP IMP High Power Steering Committee Project Coordination ........... ...........-.. ... C om m ittee World Bank MMRDA Project Director, MUTP JPD (Environment), MUTP I MRVC MSRDCPWI D MCGM BEST PMC ~~~~PMC PMC PC Contractor |Contractor l| Contractr Contractor 31 Mumbai Urban Transport Project Consolidated Environmental Assessment 7.3.3 Institutional Strengthening 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. Introducing environmental dimensions in formulating and implementing a transportation strategy would require that these institutions shoulder additional responsibilities for ensuring that the strategy does not result in any significant adverse environmental impacts. In order to examine the existing capacities and identify the additional responsibilities that the concemed Organisations/ institutions shall take up to address environmental issues, these Organisations are categorised into four groups - Apex Organisations, Project Implementation Agencies, Transport Service Organisations and Regulatory Organisations. The envisaged roles and responsibilities of these organisations and additional strengthening requirements to meet the environmental obligations defined in this EA report are given in Annex E-6. 7.4 Cost Estimates for Institutional Capacity Building The budget estimates provided in this section mainly focus on the capacity strengthening measures in terms of training. Training needs for building the capacity of the concerned organisations for environmental planning and management have been identified. The total cost for the training programmes is estimated to be Rs. 4,80,000/-. (Refer Table 7.17 Chapter 7) 7.5 Cost Estimates for Project Specific EMP Implementation Cost estimates have been prepared for EMPs related to the following tasks: * Relocation of Utilities * Compensatory and Road/Track Side Plantation * Pollution control (dust, water pollution) during construction * Noise level reduction * Labour Camp sanitation * Road safety * Environmental Monitoring A consolidated estimate for EMP implementation for all related sub-projects are presented in Table E-9. The estimated cost of EMP implementation for MUTP sub- projects is Rs. 19.38 Million. The above estimates are provisional and the final estimates will be available after the EMPs are updated (EMP updating is in progress). The revised cost estimates for the 32 Mumbai Urban Transport Project Consolidated Environmental Assessment projects will be presented in 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 contract documents. 7.5 Contractual Agreement In order to facilitate smooth implementation of EMPs, the PIA shall include specific obligations in respect of EMP implementation in all tender and contract documents. The bidding and contract documents shall include the following information: 1. EMP requirements and obligations 2. Environmental Monitoring Requirements 3. Reporting requirements 4. Indicative EMP cost estimates Table E-9 Overall Cost Estimates for MUTP Sub-Projects Sr.No. Name of the Project EMP Cost 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 Pedestrian subways and bridges 3000000 9 6 Station area traffic improveient 300000 schemes (SATIS)_ Rail Projects 1 Borivali Virar Quadrupling of Rails 3235800 2 5th line between Santacruz and 500000 Borivali 3 5th ~and 6th lines b'etween Kurla and 500000 Thane 6 DC/AC conversion 20000 13 ITechnical Assistance, studies training 480000 Sub Total 1 8460760 5%M Contingencies 923038 Grand Total 19383798 33 Mumbai Urban Transport Project Consolidated Environmental Assessment 8 RESETTLEMENT AND REHABILITATION 8.1 Resettlement Action Plan MMRDA has prepared Resettlement Action Plan6 (RAP) essentially to 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 Environment Management Plan (CEMP) will be separately prepared. 8.2 Rehabilitation Entitlements 8.2.1 Shelter related entitlement Every eligible household losing a dwelling place shall be allotted a dwelling unit of minimum of 225 sq.ft. at an alternate site. Similarly every PAH losing a commercial structure shall be eligible for an alternate place for commercial use of equivalent area. 8.2.2 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 settlement to avoid loss of access to existing employment. In such cases the affected households will be eligible for the compensation for the permanent loss of employment or extra travel cost. Similarly a special package will be worked out for the vulnerable PAHs such as households below the poverty line, the women headed households, the handicapped and the aged. 8.2.3 Access to Training, Emplovment. and Credit There are a number of training programs offered by government for skill upgrading for promoting self-employment. Similarly there are government programs of extending financial assistance to the poor for self-employment. During the preparation of site specific RIP; the communities will be informed of such programs. In addition, local savings and loan associations will also be oromoted through NGOs. 8.3 Resettlement Implementation Plans (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 Mumbai Urban Transport Project: Resettlement Action Plan, September 2001, MMRDA 34 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 Mumbai Urban Transport Project Consolidated Environmental 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 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 Total PAH 19228 Total Project Affected Persons 77660 * Subject to findings of the surveys in progress 8.5 R&R Implementation Schedule 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 permanent dwelling units). In addition, about 80 affected shopkeepers were allotted alternative shops within the resettlement buildings to enable them to re-start their business activities. Resettlement of over 10000 PAH in one year is unprecedented in Mumbai. The PAHs located in the safety zone of railways were seen as a risk to safe operations of suburban services. The entire process of resettlement will be completed by April 2004. 8.6 Costs And Budget The total cost of resettlement is estimated to be around Rs. 4607 million (US $ 98 million). 36 Mumbai Urban Transport Project Consolidated Environmental Assessment 9.0 PUBLIC INFORMATION AND CONSULTATION 9.1 Consultations 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 ca ying out a survey of Public Attitude during the formulation of Comprehensive Transport Strategy (CTS).' 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. 1 000 crores. The outcome of this consultation was an important input to prepar- ;ion of draft CTS. Proposals of CTS 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 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 Technical Memorandum No. 5 - Analysis of Public Attitude Survey, WS Atkins Intemational 8 Environmental Assessment of MUTP-11, Proceedings of Public Consultation Workshop held on June 2, 1997. AIC Watson Consultants Ltd. MUTP Environmental Assessment Montgomery Watson Consultants Ltd. 37 Mumbai Urban Transport Project Consolidated Environmental Assessment Public consultation with people affected by construction of sub-proiects was carried out on December 13, 2000 A public consultation workshop was organised predominantly for the project affected persons on the 13th December 2000. The response from 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 removal of garbage. Based on the above response, it is proposed to pay particular attention to solid waste disposal in preparing CEMPs as a part of preparing project specific Resettlement Implementation Plan (RIP). Public consultation workshop with general public was carried out on December 14, 2000 A public consultation workshop organised for a cross section of the Society on the 14th Dec' 2000 was not attended by the general public/NGOs except a few Press representatives. This perhaps is a reflection of the fact that the concemed stakeholders are aware of the project its environmental components. Some of the NGOs have expressed their concem about the delay in commencement of the project and not about the environmental impacts. 9.5 Public Information Centres MMRDA has established two Public Information Centres, one at the MMRDA office and the other at Mankhurd at project site. Documents and information related to MUTP Project summaries, EA reports, R&R Policy and Resettlement Action Plan RIP and CEMPs, etc. are made available at these PICs. Written comments or suggestions will also be received at the PICs. 9.6 Proposed Consultation 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 consultation program based on this report, which is scheduled in October, 2001. This will involve two public consultation workshops; viz. one on a city wide basis aimed at a representative cross section of concerned citizens including NGOs, academicians, environmental experts, representatives of PlAs, Industries, Taxi/Truck owner's Associations, etc.; the other aimed at the project affected persons. 9.7 Public Opinions, Concerns and Responses The findings of the proposed round of public consultations will be recorded and incorporated in the final EA report. 38 Mumbai Urban Transport Project Consolidated Environmental Assessment The PICs will also receive grievances from public, in respect of implementation of mitigating measures from the concerned citizens. These will be referred to the concerned PIA and reports will be obtained on the corrective actions taken. These will also be kept at the PICs. 39 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-1: SUMMARY OF ADVERSE ENVIRONMENTAL IMPACTS OF MUTP SUB-PROJECTS Summary of Impacts for Jogeshwari-Vikhroli Link Road Project (JVLR) Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Temporary increase in ambient SPM and NOx levels * No significant change in CO levels over the baseline. due to earthwork, handling construction material Predicted levels for 2011 well below the CO NAAQS. and use of fire wood for cooking by on-site laborers. * NOx levels were predicted to be within NAAQS for 2011, except at some locations. * Both the baseline and predicted (for the year 2011) PM10 levels exceed the standards at most locations. Noise Levels Nuisance to nearby residents due to noise from Day and night time predicted noise levels for the year 2011 range construction activities such as operation of between 70.8 - 80.9 dB(A) and 58.6 - 73 dB(A) respectively. The compressors, construction vehicles, concrete plants day and night time noise standard will exceed upto 200 m from the etc. road. Water Quality and Temporary contamination of Mithi river due to Mithi river contamination possible only due to accidental spillage of Hydrology surface runoff from widening of bridges over the hazardous material from road tankers. No significant operation river. Runoff could consist of contaminants such as stage impact. soil, sanitary wastes and oil. Ecological Issues * Cuttinglshifting of trees within 20 m of the road No significant adverse impact. in the western section of JVLR. * None of the floral species are rare or endangered. Social In all 890 residential and commercial structures will Nil (Rehabilitation and be affected by the project. These will need to be Resettlement) relocated or compensated. Land Degradation High potential for soil erosion, change in Nil topography, especially at the quarry sites. 40 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-1 Cont. Summary of Impacts for Borivali - Virar Quadrupling of Rail Lines (BVQR) Project Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Temporary increase in ambient SPM and NOx levels No adverse impact as electric trains will be operated. due to earthwork, handling construction material and use of fire wood for cooking by on-site laborers. Noise Levels Nuisance to nearby residents due to noise from Baseline noise levels already exceed noise standards. For the year construction activities such as operation of 2011 the maximum increase in noise levels due to railway over the compressors, construction vehicles, concrete plants baseline noise at sensitive receptors is only 1.7 dB(A). The etc. sensitive receptors are 2 hospitals and 2 educational institutes. Thus the impact is insignificant. Water Quality and 15 major and minor bridges at various creek No adverse impact expected. Hydrology locations are planned. No obstruction of existing water courses is expected. Temporary contamination of creek water due to runoff from construction site, consisting of contaminants such as soil, sanitary wastes and oily wastes Ecological Issues * Trees within 20 m from the outermost track will No significant adverse impact. be lost. * In addition mangrove vegetation will be lost near Jaffery creek, and Bassein creek. About 8500 numbers of Avicennia marina will be lost. Social In all 250 residential and commercial structures will Nil (Rehabilitation and be affected by the project. These will need to be Resettlement) relocated or compensated. Land Degradation High potential for soil erosion, change in topography Nil especially at the quarry sites from where sand and stone will be sourced. 41 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-1 Cont. Summary of Impacts for ROB AT VIKHROLI Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Temporary increase in ambient SPM 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 NOx levels 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) PM1O levels exceed the standards. Noise Levels Nuisance to nearby residents and sensitive Day and night time predicted noise levels for the year 2011 ranged receptors (2 schools and a church) due to noise between 61.4 - 67.5 dB(A) and 57.3 - 63.4 dB(A) respectively. from construction activities such as operation of Overall noise levels are expected to increase from that of the base compressors, construction vehicles, concrete year. plants etc. Ecological Issues * Clearance of minor road side vegetation - No significant adverse impact. About 10 grown trees will be cut. * none of the floral species are of rare or endangered Social Dislocation of about 185 (G+1) structures with Nil (Rehabilitation and small business units in the ground floor and Resettlement) residential areas in upper floor. These will need to be relocated or compensated. Land degradation Temporary contamination of soil due to wastes Nil from construction activities such as debris/oily wastes and sanitary wastes from labour camps, if any. .v. 42 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-1 Cont. Summary of Impacts for PEDESTRIAN SUBWAY AT CST. Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Temporary increase in ambient SPM levels due to * Ambient Air quality in the area is expected to improve, due to earthwork, handling construction material. significant easing of traffic congestion. * Both the baseline and predicted (for the year 2011) PM10 levels exceed the standards. Noise Levels Nuisance to nearby residents due to noise from Average day and night time predicted noise levels for the year construction activities such as operation of 2011 are 84.51 dB(A) and 78.49 dB(A) respectively. Noise levels compressors, drilling work etc. are not expected to change significantly from baseline values. Land degradation Temporary contamination of soil due to wastes from Nil construction activities such as debris/oily wastes and sanitary wastes from labour camps. Traffic and Disruption of existing traffic and pedestrian Substantial benefits from improved vehicle speeds, reduction in Transport inconvenience at CST junction. traffic congestion, faster pedestrian movement. 43 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-1 Cont. Summary of Impacts for Station Area Improvement Scheme (SATIS) at Thane West Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Insignificant - Minimal construction activity. Baseline CO, PM10 and HC levels exceed NAAQ standards. No major beneficial impact on AAQ. Existing AAQ may further worsen due to increase in vehicular traffic. Noise Levels Marginal increase in noise levels due to noise from Average day and night time predicted noise levels for the construction activities. year 2001 are 78.5 dB(A) and 72.5 dB(A) respectively. Noise levels are not expected to change significantly from baseline values. Traffic and Disruption of existing traffic and pedestrian inconvenience at Improved vehicle speeds, reduction in traffic congestion, Transport CST junction. faster pedestrian movement. 44 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-2: SECTORAL LEVEL EMPs Environmental Regulatory Measures Policy Measures Administrative Measures Impact Ambient Air Quality * Stringent emission Review and Implementation of recommendations * Strict enforcement of air Deterioration standards for vehicles at made by committee for reducing vehicular pollution emission manufacturing and in Mumbai, constituted under the Mumbai High operational level, Court Order dated December 15, 1999. Some of the * Enhancing of the current * Use of cleaner major recommendations are: monitoring network of 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 recommendaton given petrol driven vehicles, * Reduction in Benzene content of petrol from the in the study " Strengthening the four stroke engines for present level of 3% to less than 1%. ar Quality Monitoring Network two and three wheelers, * Refineries are recommended to implement the i erated by MCGM" completed * Measures to 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 should sell only pre- * To develop PM10 abatement and administratis,- level mixed petrol through dispensers to two and strategy. (Study commenced by mitigation, three wheelers with effect from 1st October MMRDA in 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 Monitoring Program: automobile fuel. (Already converted to CNG or any other clean fuel and all Promote vehicle inspection and done as per Liquefied diesel taxis above the age of 8 years should be maintenance centres. Petroleum Gas converted to clean fuel3 wheelers above the Commercial vehicles to obtain a (Regulation of Use in age of 10 years to be scrapped or converted on 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 scrapped unless converted to 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 recommended to be fitted with catalytic converters. . (Court is yet to decide) 45 Mumbai Urban Transport Project Consolidated Environmental Assessment Annex E-2 CONT. Environmental Regulatory Measures Policy Measures Administrative Measures Impact Noise Explicit policy for noise reduction from vehicle Monitoring of noise levels at engines, exhaust, tyre and road surface. sensitive receptors. Identifying sources of Reducing traffic noise impact by placing noise barriers to the extent feasible. Social Impact Government of Maharashtra Project affected households to be rehabilitated as * PMU - MMRDA is responsible adopted a policy of R & R in per the Rehabilitation Action Plan (RAP) and for entire R& R. An 1997. All reseKtlement to be project specific RIP, CEMP. More details in Chapter independent Monitoring Panel undertaken according to the 8. has been appointed to monitor policy. the same. Ecological Impacts Strict enforcement of The Indian Forest Act and Coastal Regulation Zone * MMR - Regional Plan provides Development regulations to (CRZ) notification of 19/2/91 provide necessary land use zoning and contain growth in ecologically policy framework to minimise ecological impacts. development control regulations fragile areas. consistent with these regulations. GoM has prepared Coastal Zone Management Plan (CZMP), which has been approved by MoEF. Traffic Management Implementing recommendations of the committee * Enforcement of road safety and Road Safety appointed by Mumbai High Court (See above). The rules. major traffic management policy recommendations * Development of emergency include: plans to deal with road/ rail accidents involving * Strengthening traffic and transportation hazardous substances. planning, traffic operation, traffic signals and signs, and area traffic control. * 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. J6 Mumbai UJrban Transport Project Consolidated Environmental Assessment ANNEX E-3: Sectoral EMP Implementation Framework Parameter Mitigation Measi,rps Responsibility Time Frame Supervision AIR POLLUTION Regulatory Stringent emission standards, Use of Clean Fuel Govt. of India Already in progress. Not Applicable. Measures etc. Policy Several policy measures have been suggested for GOI / GOM Policies are in various stages of Various agencies as Measures: use of clean fuel, scrapping of obsolete vehicles being drawn up. e i2 Mumbai High and when policies are etc. SeverA! of such measures are pending Court decision of October 2001 implemented. clearance from Mumbai High Court. requires vehicles more than 15 years to be scrapped or convert to CNG. Administrative Strict enforcement of vehicular air emission RTO Already in progress GOM Measures standards. Enhancing of the current air quality monitoring MCGM To commence along with MUTP MMRDA network of MCGM as per recommendation given project implementation. in the study' Strengthening the Air Quality Monitoring Network Operated by MCGM" completed in year 2000. To develop PM10 abatement strategy. Various agencies Study commenced by MMRDA in MMRDA identified in the Sept. 2001. on-going study. Vehicle Inspection and Monitoring Program. RTO Plans to be drawn up and MMRDA implemented during MUTP. 47 Mumbai Urban Transport Project Consolidated Environmental Assessment Annex E-3 Cont. Parameter Mitigation Measures Responsibility | Suggested Time 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. possible at this point. Reducing traffic noise impact by placing noise RTO MMRDA barriers to the extent feasible. Administrative Monitoring of noise levels at sensitive receptors. MCGB & RTO Within 1 year MMRDA Measures Identifying sources of noise. SOCIAL IMPACT Policy Measures PIA - MMRDA is responsible for entire R& R. An GOM Already done independent Monitoring Panel has been appointed to monitor the same Administrative Project affected households to be rehabilitated as 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, September 2001. ECOLOGICAL IMPACTS Administrative Strict enforcement of Development regulations to UD Already being done MMRDA Measures contain growth in ecologically fragile areas. TRAFFIC MANAGEMENT AND ROAD SAFETY Policy Strengthening traffic and transportation RTO, MCGM - In Progress - To be MMRDA planning, traffic operation, traffic signals TMU strengthened in MUTP. and signs, and area traffic control. Administrative Modal integration outside railway station, control RTO, MCGM- To be established during MMRDA of on-street and off-street parking, management of TMU MUTP. traffic demand, power to collect certain parking fees and supplementary charges on road traffic. 48 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-4 ronment.. .agement Plan for Jogeshwari-Vikhroli Link Road Project (JVLR) PRE-CONSTRUCTION / DESIGN STAGE Environmental Mitigation Measures Reference to Time Respon bility Impact Contract Frame Implementation Supervision Documents Ecological Trees to be removed before 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 Road alignment shall be selected in such a way that there is minimum destruction of trees. Resettlement The acquisition of land and property shall be RAP Requirement Before Start MMRDA MMRDA and rehabilitation carried out in accordance to the RAP and of entitlement framework of the project. It shall construction be ensured that all R&R activities be of relevant reasonably completed as per RAP, before section. the construction activity starts in the relevant section. Utility relocation All utilities, such as electrical installations, Project Before Start PIA MMRDA telephone lines etc. to be shifted after prior requirement of approval of agencies. construction Noise pollution Based on noise monitoring results, noise Project Before Start PIA MMRDA control plans to be prepared. The plans shall requirement of include the installation of noise barriers construction including additional road side plantation where practical. 49 Mumbai Urban Transport Project Consolidated Enviironmental Assessment ANNEX E-4 CONT. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures 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 emissions from the hot mix plants. Emissions should meet emission control legislation. Construction site to be watered periodically to minimize fugitive dust generation. All existing highways 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 extraneous material dropped by such vehicles. All Earthwork and construction material should be Contract protected in such a manner so as to minimize Documents generation of dust. Construction Exhaust emissions from all construction vehicles shall Contract During Contractor/ PMC PIA, MMRDA Vehicle/equipm- adhere to vehicle emission norms. requirement construction ent exhaust Noise from All vehicle and construction equipment shall be fitted MOST 111.1 During vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment promptly replaced by contractor. All construction equipment (particularly DG sets, shall MOST:111.13 adhere to noise standards of Ministry of Environment and Forests. Contractor shall ensure that noise levels near MOST: 111.13 residential areas are within the day time and night time noise standards under the Environmental (Protection) Rules, 1986 and its amendments. Operation of noise generating equipment such as pile Contract driving, concrete and drilling etc. shall be limited to day requirement time hours. 50 _ _ _~~~~~~~E Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-4 CONT. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures 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 Contamination of Silt fencing shall be provided as the base of the MOST: 306 During Contractor /PMC PIA, MMRDA Mithi River and embankment for the entire perimeter of any water body construction other water (including wells) bodies. Construction material containing fine particles shall be MOST: 306 stored in an enclosure such that sediment laden water does not drain into nearby water courses. Siltation of soil into water bodies shall be prevented as MOST: 305.2.2.2 far as possible by adapting soil erosion control MOST: 306.2 measures as per MoST guidelines Construction work close to streams or water bodies MOST 111.13 shall be avoided during monsoon. In sections along water courses and close to cross drainage channels, earth, stone or any other construction material shall be properly disposed so as not to 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 damage to flora is minimum requirement construction tree cutting and Trees and other flora shall be cut only after receiving destruction of clearances from appropriate agsIcy mangroves Road side plantation shall be done as- per pre- approved plan. Soil erosion On road embankments, slopes shall be stabilized. The MOST : 306.2 / During Contractor I PMC PIA, MMRDA work shall consist of measures as per design, or as Design document construction directed by the engineer to control soil erosion, sedimentation and water pollution, through use of berms, dikes, sediment basin, mulches, grasses, slope drains and other devices. ___ 51 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-4 CONT. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures 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 in the area. 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 Transport Project Consolidated Environmental Assessment ANNEX E-4 CONT. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Resonsibility Impactl/ssue Contract Implementation Supervision Documents I Health and Construction labour camps shall be located at least Contract Document During Contractor I PMC PIA, MMRDA hygiene at 200 m away from the nearest habitation to avoid construction construction conflicts and 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 supply etc. for labour as per the standards set by the Building and other construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 and shall be approved by the engineer. On completion of the works, all such temporary structures shall be cleared away 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 of works on any section of the Construction road. The control plans shall contain details of temporary diversions, details of arrangement of construction under traffic. Special consideration shall be given in preparation of MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestrians and workers at night. Temporary traffic detours shall 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 construction and 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 information and protection of traffic. All such measures should be as per requirement of MOST. 53 Mumbai Urban Transpott Project Consolidated Environmental Assessment ANNEX E-4 CONT. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impactlssue Contract Implementation Supervision Documents Occupational The contractor is required to comply with all the Contract During Contractor / PMC PIA, MMRDA Health and precautions as required for the safety of workmen as Requirement Construction 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, 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 engineer. A readily available first aid unit including an adequate Contract During Contractor I PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirements under the Factory Act. All anti-malarial measures as prescribed by the Contract During Contractor/ PMC PIA, MMRDA engineer shall be complied with, including filling up of Requirement Construction burrow pits. 54 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-4 CONT. OPERATION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibili Impacllssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrations of various pollutants shall be Project Starting immediately Pollution monitoring MMRDA, World pollution monitored as per the pollution monitoring plan. requirement after completion of agency (MCGM) Bank Vehicle exhaust standards shall be enforced strictly. construction Road side plantation to be maintained Noise pollution Monitoring of noise levels at sensitive receptors as per Project Starting immediately Pollution monitoring MMRDA, World monitoring plan. requirement after completion of agency. (MCGM) Bank Public awareness campaigns for noise reduction construction including placing adequate 'No Honking" sign boards at RTO, PIA sensitive locations. Land and water Contingency plans to be in place for spill clean-up Project Starting immediately RTO, PIA MMRDA contamination Spill prevention and waste fuel/oil treatment and disposal requirement after completion of from accidental to be made mandatory for utilities such as auto-service construction spills station, petrol pumps along the entire stretch of the construction. Storm water and All drains to be maintained and cleaned periodically. 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 to be discouraged. Traffic control measures including speed limits to be enforced strictly. Traffic volume and speed to be monitored to record benefits achieved from the project. 55 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-5 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 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. Road safety Weekly Monthly Monthly Monthly Half yearly 0 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 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX E-6 ROLESIRESPONSIBILITIES AND STRENGTHENING OF INSTITUTIONS ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED (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) Ensure adequate Resettlement and Rehabilitation of PAH whenever required. Facilitate implementation of policy directives/ emission laws Training needed on: etc. for pollution prevention/mitigation by interacting with * Environmental assessment, social various the government departments like Environment impacts. Department, Urban Development Department, RTO etc. F Appreciation of Environmental impacts Review the environmental management capabilities of and EMPs identified for related MUTP implementing agencies, particularly municipal authorities projects. Procedure and responsibilities for and to assist them in developing their capabilities. EMP implementation, monitoring and Obtain and analyse environmental information generated reporting etc. by organizations like MCGM, MPCB, RTO etc. and factor them into short term and long term planning process for overall sustainable development of MMR. Municipal Corporation of Greater Monitoring of ambient air quality and noise at existing MCGM is operating air quality monitoring network Mumbal (MCGB) locations. Extending monitoring network to MUTP project for last several years and already have trained locations for post-project monitoring. personnel. Training in relation to Quality Assurance, data analysis and dissemination and Regular report to MMRDA to enable environmental other issues as suggested in the report "Study for planning at a regional level. Strengthening Air Quality Monitoring network of MCGM, Nov. 2000) However the existing staff and monitoring equipment need to be upgraded for the additional monitoring load due to MUTP project. 58 Mumbai Urban Transport Project Consolidated Environmental Assessment Annex E-6 Cont.. ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED 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 BACKGROUNb ANb SECTORAL PERSPECTIVE Mumbai Urban Transport Project Consolidated Environmental Assessment CHAPTER 1 INTRODUCTION 1.1 BACKGROUND Mumbai in the 17' century was a cluster of seven fishing islands, which has now become a single land mass in the form of a narrow peninsula. The colonial powers recognized the importance of protected harbor offered by this peninsula and developed it as a major port. Municipal Corporation was established in 1888 initially for an area of 72 sq. Kms, comprising the seven islands. The Municipal limits were extended in 1951 and 1957. These incorporated areas were called suburbs and the entire area as Greater Mumbai (this usage of phrase "Greater" is different from conventionally understood.). Over the last few decades, Greater Mumbai has grown as the major financial and commercial capital of India. Greater Mumbai's population that was around 4 million in 1961 has now reached 11.9 million in 2001. The urban growth has spread beyond the boundaries of Municipal Corporation of Greater Mumbai in the northern, north-eastern and eastern directions to form Mumbai Metropolitan Region (MMR). Greater Mumbai has an area of 438 sq. km and a population of 11.9 million. MMR has an area of 4354 sq. km and population of about 18 million. By 2011 MMR is expected to have a population of 22 million.' MMR generates about 5% of national GDP and contribute over one third of India's tax revenues. Figure 1.1, shows various sub-regions of MMR. 1.2 TRANSPORT SECTOR IN MUMBAI Mumbai has a unique distinction of satisfying 88 % of its peak period travel demand through the public transport such as suburban trains and Buses. Five percent of the remaining twelve percent is met by taxis and seven percent by private vehicles. Although these proportions are estimated to remain more or less same by 2011 ( with public sector falling from 88 to 85 %), the number of public transport trips in the peak period will rise substantially. In the public transport sector, MMR is served by two zonal railways; the Western Railway (WR) and Central Railway (CR). the suburban railway services, which are in fact metropolitan services in view of the frequency and short distances between stations, carry close to 6 million passengers per day. Bus services in Greater Mumbai are provided by BEST, with 3000 buses, and carry 4.5 million journeys per day of which approximately 60 % are connected with rail journeys. In the road transport sector, the road network in Greater Mumbai is 1 Regional Plan for Mumbai Metropolitan Region 1996-2011, MMRDA 1-1 Mumbai Urban Transport Project Consolidated Environmental Assessment predominantly radial along the peninsula and comprises three main corridors; Western Express Highway, Eastern Express Highway, and the 1-2 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE 1.1 MAP OF Mumbai Metropolitan Region MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT w ~ ~~~~~~~~~~~~~LE.ENDO BAJOR ROAD - OTHE. R... 62' \ } \_/\ VIBAR / < WATFR SO- R -. - _SIR BOU..A., LART.R. ..A.U . \ A 2 \ J / + ~~~~~~~~~~~~~~~~~WESTERN RSUURS CO 3= \ g t { \ / - if j RET OF ... ; 7~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~U .. N-- . .... m~~~~~~~~~~~~~~~~~~~~~~~~.A W_ \W \\ <4~~~~~~ Mumbai Urban Transport Project Consolidated Environmental Assessment Central corridor. Although termed 'Expressways' the roads are essentially arterial roads and decline in standard as they approach and pass through the Island City. The number of registered vehicles in MMR grew from 521,000 in 1985 to 821,000 in 1991. Private cars grew from 173,000 to 366,000 in 1991 and the number is expected to double in 2011. Transport Sector Issues i) Travelling Conditions The transport conditions for suburban rail passengers and road transport users are intolerable. Average peak hour loading of trains is in excess of 4000 passengers per train as compared to design capacity of about 1800 per train and crush load capacity of 2600 per train. The BEST Buses also tend to be overcrowded during the peak hours. It is therefore an urgent need to improve travelling conditions for public transport users to avoid encouraging a shift to private transport. Mumbai Urban Transport Project Consolidated Environmental Assessment ii) Transport Infrastructure Transportation infrastructure in the region is overburdened and under considerable strain. The existence of a number of level crossings on the rail lines constrains the introduction of more trains during peak hours. The road network is mainly developed in the south-north direction along the western and central corridors respectively from Bandra to Borivali and from Sion to Mulund. However, there are inadequate east west link roads. Also the road network capacity is severely reduced due to roadside parking, slum encroachment and encroachment by street hawkers. Therefore there is an urgent need to improve the 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 management and traffic management to ensure optimum use of scarce and expensive road space particularly in the Island City. iv) Air guality Vehicular emissions is a serious issue. There is an extensive use of diesel powered vehicles (BEST buses and trucks and increasing proportion of taxis) and vehicles with two stroke engines (three wheeled motor rickshaws outside the Island City and two wheeled motorcycles). There is a need to develop a comprehensive policy for reducing vehicular emissions by improved engine design, better quality or alternate fuels and vehicle inspection and maintenance. 1-5 Mumbai Urban Transport Project Consolidated Environmental 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 _ Comprehensive Transport Strategy for Mumbai Metropolitan Region by W.S. Atkins International, 1994. 1-6 Mumbai Urban Transport Project Consolidated EnvironmentalAssessment objectives of the CTS strategy are to: (i) ensure adequate levels of accessibility in the expanding areas of MMR: (ii) assist in the economic development of MMR: (iii) prioritize public transport over private vehicles: (iv) mange the system to ensure best use of facilities, (v) improve the safety record of the transport system: (vi) achieve the objectives with due regard to environmental and social aspects and availability of resources. The realization of the strategy was to be achieved through concentration on the provision and expansion of public transport with the suburban rail system as the core of the system. 1.4 ENVIRONMENTAL ASSESSMENT (EA) Transportation sector contributes to about 60 % of air emission load in Greater Mumbai.3 Vehicular noise is also of concern. The network extension subprojects could give rise to significant social impacts by way of relocation and rehabilitation of the project affected households. The extension of transportation network may have some impact on ecological resources such as hills, wetlands, mangroves and forests. These environmental issues need to be identified and addressed at the sectoral level. Since, a transportation strategy is implemented through sub projects, the latter could give rise to environmental impacts which are largely localized in nature. Sectoral Level Environmental Assessment (SLEA) is used to evaluate environmental impacts of strategic options and arrive at the most preferred option. SLEA is also used to provide a framework for adopting appropriate legal, policy, and administrative measures for mitigating sectoral environmental impacts. Initial assessment was carried out during 1996 to 1998. SLEA4 (Ref. 1 Appendix 1.1) present the environmental analysis of the four options identified for the transportation strategy of MMR, which would have minimum adverse environmental implications. The recommended transportation strategy placed thrust on enhancing public transport service in MMR and improving road network to provide better accessibility and relieve traffic congestion on the roads in suburbs and rest of MMR. The SLEA is presented in Chapter 4 of this report. The recommended strategic option comprised a series of sub-projects. The sub- projects having potentially significant Environmental Impacts were subjected to Micro-Level Environmental Assessment (MLEA) whereas groups of smaller and similar subprojects were subjected to Programmatic Level Environmental Assessment (PLEA). MLEAs provided detailed analysis of the individual subprojects viz. Jogeshwari Vikhroli Link Road, Borivali-Virar Quadrupling Railway Corridor. PLEAs were prepared for small generic sub-projects, such as, Flyovers, Robs, Pedestrian Subways, Station Area Traffic Improvements Schemes (SATIS). 3- ESR of MCGM for the year 1999 -2000. 4- Sectoral Level Environmental Assessment of MUTP - II by AIC Watson Consultants Ltd., March 1998 1-7 Mumbai Urban Transport Project Consolidated Environmental Assessment Mitigation measures in the form of appropriate legal, policy and administrative mechanisms alleviating sectoral environmental impacts are proposed as a part of the EMP at the sector level. Environmental Management Plan (EMP) for implementing mitigation measures, monitoring various traffic parameters and monitoring environmental quality parameters was also developed. The plan also presents institutional coordination model required for implementing a long-term transportation investment program. In addition to SLEA, Environmental Assessment (EA) of individual sub projects of MUTP was carried out to identify mitigation measures required at sub project level. Development Since 1998 Subsequent to the above studies, the subproject configuration of MUTP has been revised, and some new developments have also taken place. Important amongst these developments are fly over construction program and commencement of Worli - Bandra link. Need to Update and Consolidate EAs Since the initial EA was carried out in 1998, it is necessary to update and consolidtae these EA reports taking into consideration the changes in the environmental baseline data and changes in environmental regulations. This exercise is separately being undertaken. The earlier EA reports were presented in the form of series of individual reports. It is therefore now necessary to present an updated and consolidated EA report comprising SLEA, PLEA, MLEA and related EMPs. The chronology of Environmental Assessment process is depicted in Fig 1.2 1-8 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE 1.2 ENVIRONMENTAL ASSESSMENT PROCESS Comprehensive Transportation Study 4 strategic options 1. Do minimum 1994 2. Public transport option 3. Public transport + Demand management 4. Road Investment ootion Sectoral Level Environmental Assessment (SLEA) Evaluation of strategic options with respect to the following environmental criteria 1996 - Traffic Analysis - Impact on Air, noise, social, ecological resources and transportation service quality Selection of strategic option PT + DM Screening of projects with respect 1997 to potential impacts Programmatic Level Micro-level Environmental Environmental Assessment Assessment (MLEA) (PLEA) - Subprojects selected road - Sub-projects selected ROBs, Improvements, Suburban railway 1998 pedestrians subways sub-projects - Analysis of traffic & transport - Impact on traffic, air, noise, water - Impact on air, noise, social and landuse, social and ecological ecological resources, landuse resources, quality pI Pulic onsultation Preparation of updated and consolidated 2001 FA ;nri nrnibr.t -,npr.ifir. PMP^, I Draft Consolidated EA Puli + ' | ~~~~Consultation 1201 Note: the current project stage is highlighted in the above figure the current project stage is highlighted in the above figure 1-9 Mumbai Urban Transport Project Consolidated Environmental Assessment 1.5 STRUCTURE OF THE REPORT The structure of the rest of the report is as follows. Chapter 2 discusses existing environmental laws relevant to transportation sector, existing environmental policies and trends having implications for transportation sector, and administrative framework dealing with the sectoral development. Chapter 3 describes baseline environmental data 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 methodology and selection of the best option. Chapter 5 describes Mumbai Urban Transport Project. Chapter 6 presents screening methodology for selection of sub-projects for programmatic and micro level environmental assessment. It further describes environmental impacts of the sub-projects selected for MLEA and PLEA. Chapter 7 describes the Environmental Management Plan (EMP) to mitigate adverse environmental impacts at sectoral, programmatic and micro level. This chapter also describes the environmental monitoring plan and institutional arrangements for effective implementation of the EMP. Chapter 8 presents the Resettlement Action Plan prepared for the Project Affected Households (PAHs), including Community Environment Management Plan for the resettlement areas. 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 consultation that will be adopted. 1-11 POLICY, LEGAL ANb A bMINISTRATIVE FRAMEWORK Mumbai Urban Transport Project Consolidated EnvironmentalAssessment CHAPTER 2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 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 42nd amendment to the Indian Constitution (Article 51g), which states "It should be the duty of every citizen of India to protect and improve the natural environment including forest, lakes, rivers and wildlife, and to have compassion for living creatures". 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 Mumbai Urban Transport Project Consolidated Environmental Assessment been brought into force with effect from 01.04.2000 throughout the country for all category of vehicles. However, Bharat Stage-Il norms (equivalent to Euro- II) have been brought into force only in NCT (National Capital 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 categories of vehicles at present and are applicable for vehicles upto 3500 kg GVW. The relevant Notification Nos. are G.S.R. 493 (E) dated 28th August, 1997, G.S.R. No. 77 (E) dated 315t January, 2000 (F) and S.O. No. 779 (E) dated 29th August, 2000. Bharat Stage-Il norms for commercial vehicles have also been notified in the Gazette of India on 23.02.2001 inviting objections/suggestions from the public. (ii) Fitment of Catalytic Convertor is mandatory for 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 automotive fuel. 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 benzene content of 1 % for petrol. (B) Mass Emission Standards (for vehicles manufactured on and after 1st April 2000): The Ministry of Surface Transport, Government of 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 (including two and three wheelers) which have come into force from the 1st day of April 2000. The Bharat Stage II norms to be complied with are: Petrol Vehicles (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 implementation schedule of the Government of India orders. 2-2 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 2.1 Schedule for Implementation of Vehicles Rules Type of vehicles As per G.S.R.No. 493 (E) dt. 28-8-97 i.e. India- (According to fuel 2000 norms used) A) Petrol i) Non commercial vehicles Not to register if does not conform to 1-2000 norms (e.g. motor cars etc.) with effect from 1/4/2000 in Maharashtra (including Mumbai.) ii) Non commercial vehicles Not to register if does not conform to (e.g. Two wheelers / three 1-2000 norms with effect from 1/4/2000 in Maharashtra wheelers) (including Mumbai.) iii) Commercial vehicles (e.g. Not to register if does not conform to air, metered taxi, tourist taxi 1-2000 norms with effect from 1/4/2000 in Maharashtra etc.) (including Mumbai.) B) Diesel i) Non commercial vehicles Not to register if does not conform to 1-2000 norms with (e.g. Motors cars etc.) effect from 1/4/2000 in Maharashtra (including Mumbai.) ii) Non commercial Not to register if does not conform to 1-2000 norms with vehicles (e.g. Two effect from 1/4/2000 in Maharashtra wheelers / three (including Mumbai.) wheelers) iii) Commercial vehicles (e.g. Not to register if does not conform to 1-2000 norms with autorikshaw, taxi, truck, bus effect from 1/4/2000 in Maharashtra etc.) (including Mumbai.) Recent Supreme Court Directives and other legal issues related to vehicular pollution are provided in Appendix 2.1(C). 2.2 EXISTING POLICIES AND TRENDS 2.2.1 The transportation sector contributes significantly to 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 introduced or are being reviewed for introduction at the central level. They are briefly reviewed in the following paragraphs: * Use of LPG as Auto Fuel Ministry of Petroleum and Natural Gas has passed an Order dated 01/08/2001 called Liquefied Petroleum Gas (Regulation of Use in Motor Vehicles) Order 2001, allowing use of LPG in Motor Vehicles, permanently fitted with Auto LPG tank and a conversion Kit as approved by the Authorities/ testing Agencies as notified in the Central Motor Vehicle Rules 2001. The Order provides that, 2-3 Mumbai Urban Transport Project Consolidated Environmental Assessment a. The LPG shall be dispensed only by Dealers licensed by Chief Controller of Explosives under the Static and Mobile Pressure Vessels (Unfired) Rules 1981, as amended from time to time. b. Auto LPG shall not be filled in excess of 80% of its total volumetric capacity. 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 amended from time to time. * The Government has made it rnandatory for vehicle owners to get the permission from the Registration Authority for converting a vehicle from petrol to diesel to avoid "unsafe changes and pollution". * Owners of more than ten vehicles would not henceforth be allowed to alter their engines without prior permission from the Registration Authority . * 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 public vehicles. * 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 used for other cities. * The Mumbai High Court on 17th October 2001 has set 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. 2.2.2 At the local level, a Division Bench of the Hon'ble Bombay High Court had constituted a Committee (under the chairmanship of Shri. V. M. Lal,' then Transport Commissioner) vide an order dated 15t" December 1999 for examining, considering and recommending measures to reduce vehicular pollution in Greater Mumbai. The recommendations of the committee may be categorized as under: * Supply of cleaner fuel * Encouraging the use of cleaner fuel * Phasing out of old vehicles * Stringent emission standards *n Use of catalytic converters Suoply of Cleaner Fuel: The Committee has made recommendations for reducing Sulphur content of diesel initially to 0.05% and finally to 0.005% by l5t April 2005. It is also recommended that 2-4 Mumbai Urban Transport Project Consolidated Environmental Assessment Benzene content of petrol supplied in Mumbai City be reduced from the present level of 3% to less than 1%. All the refineries in the public and private sector are recommended to implement the 'Marker' system for detecting adulteration in fuels and lubricants. All the retail outlets in Mumbai Metropolitan Region should sell only pre-mixed petrol through dispensers to two and three wheelers with effect from 1 st October 2000 The oil industry is recommended to set up one more full-fledged lab in Mumbai for periodic testing of fuel. Encouragina the 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 recommended that the BEST Undertaking sets up CNG filling stations for buses and all new BEST buses are operated on CNG or be in compliance with Bharat stage 11 standards. Similar recommendation has been made with respect to private contract buses registered and operating in the Mumbai Metropolitan Region. Phasing out of old vehicles The Committee has 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 recommended to be scrapped or converted on CNG or any other clean fuel. All transport vehicles, except 3 wheelers and BEST buses over the age of 15 years are recommended to be scrapped unless converted to clean fuel. All BEST buses older than 20 years are recommended to be scrapped or converted to CNG. The Committee has recommended that 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 guaranteed for 30,000 km by the manufacturers. - Report of the committee constituted by The Orders Of The High Court, Bombay to examine and recommend measures to reduce vehicular pollution in greater Mumbai, April 2000 2-5 Mumbai Urban Transport Project Consolidated Environmental Assessment Stringent Vehicular Emission Standards The Committee has made the following recommendations for making emission standards stringent. * The present permissible limit of 4.5% Carbon Monoxide emissions in respect of 2 and 3 wheelers to be reduced to 3%. * The present permissible limit of 65 Hartridge Smoke Units for diesel vehicles to be reduced to 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 commercial vehicles as well as light goods vehicles to be registered in the Mumbai Metropolitan Region from 1st April 2001 to be Bharat Stage II compliant. Retrofitting of Vehicles with Catalytic Converters All two stroke two wheelers and three wheelers in use in Mumbai are recommended to be fitted with catalytic converters. All petrol driven vehicles registered in Mumbai prior to 1st April 1995 are recommended to be fitted with catalytic converters. Financial Incentives The Government of Maharashtra and Municipal Corporation of Greater Mumbai are recommended to grant the concessions in sales tax, octroi; and to advise banks / financial institutions to offer lower interest rates on loans to the owners of taxis and auto-rickshaws for replacing their old vehicles with new vehicles running on a clean fuel. The customs duties, sales tax, excise duty and octroi are recommended to be totally waived on both the CNG conversion kits including cylinders as well as on the catalytic converters up to some time period. Traffic Planning and Management The Committee has recommended strengthening of traffic and transportation planning, traffic operation, traffic signals and signs, and area traffic control. The recommendations are also made for modal integration outside railway station, control of on-street and off-street parking, management of traffic demand, power to collect certain parking fees and supplementary charges on road traffic. 2-6 Mumbai Urban Transport Project Consolidated Environmental Assessment The Mumbai High Court on 1 7th 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 Coastal Zone Management Plan for Maharashtra by Urban Development Department of Govt. of Maharashtra, July 1997. 2-7 Mumbai Urban Transport Project Consolidated Environmental Assessment * 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 Transport Project Consolidated Environmental 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) E Enforcement Organizations - 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 Mumbai Urban Transport Project Consolidated Environmental Assessment * Enforcement of environmental standards and guidelines through Maharashtra Pollution Control Board (MPCB). Urban Development Department (UDD) UDD is responsible for developing policies, plans, and programs for Urban development including urban transport and municipal administration. Home Deoartment (Transport) The involvement of Home Department (Transport) is in respect of traffic control and enforcement of emission standards. Mumbai Metropolitan Region Development Authority (MMRDA) MMRDA is a planning authority at 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 economical plan; * To formulate and co-ordinate multi agency development projects; * To execute projects or schemes; * To finance infrastructure development * To control development that may adversely affect regional growth. 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 responsibilities for over two decades. In the recent past MMRDA has also started building up capacity in environmental planning. 2.4.2 Project Implementation Organizations MMRDA is the apex organisation responsible for transport policy, however, the implementation of transport projects is carried out by various organisations as follows: * Municipal Corporation of 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 Environment Department (ED) Urban Development (Environmental Policies) D APEX ORGANISATIONS I _________________________________________________ MMRDA Transport Commissionarate (Urban planning and Home (Transport) Dept. co-ordination) Enforcement of transport regulations l .............................................................................................................................................................................. Project I MCGM MSRDC/ /PWD Implementing i (Air and noise quality monitoring, MRVC (Road /bridge Organisations I Local raod constitution and (Rail development) construction) maintenance) IMPLEMENTING ORGANISATIONS BBE S MSC & RlwPrivate Bus Transport Transport Service [| B T | MRSTC W & C Railway Operators OrganisationI Bus Tr port nsport Rail oeration 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 Environmental Assessment Municipal Corporation of Greater Mumbai (MCGM) MCGM is responsible for providing civic services viz. roads, water supply, sanitation, solid waste management, public health services and primary education. Thus, the activities carried out by the MCGM have a direct bearing on the environment and the quality of life. MCGM monitors ambient air and noise quality at various locations in Greater Mumbai. Maharashtra State Road Development Corporation (MSRDC) MSRDC was established by the Government of Maharashtra IN 1996 and is fully owned by the Government of Maharashtra. It has been constituted to accelerate the development of transport infrastructure facilities in the State. The main objective of the MSRDC is improvement of existing roads and construction of new roads, highways, expressway, etc. MSRDC has been vested with rights to collect toll/service charges and also to commercially exploit the available land. MSRDC has completed 33 flvovers in three years in MMR. MSRDC has no separate Environmental Cell. Public Works Denartment (PWDJ The role of Public Works Department in the transportation sector is limited to the construction and maintenance of the state and national highways. The relevant division of the Department is well conversant with the road construction standards and local rules applicable to such projects. As part of the road construction work, the Department has significant experience in handling some of the environmental management measures like CD works, erosion control, arboriculture etc. However, the PWD has no separate Environmental Cell. Hence the department has no specific expertise in handling air, noise and water pollution problems. Mumbai Railway Vikas Corporation (MRVC) Mumbai Railway Vikas Corporation (MRVC), a joint venture of Government of Maharashtra (GoM) and Indian Railways (IR), has been set up in April 2000, to implement the rail projects in MUTP as well as other suburban projects of IR. The functions of MRVC include: 1. Development of co-ordinated plans for the rail component of MUTP and other planned investments in Mumbai suburban rail services, as also execution of the resulting infrastructure projects, 2. Integration of urban development plans for the MMR with rail capacity plans and proposed investments, 2-12 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental Assessment monitored for emissions at the designated petrol pumps, which are equipped for carrying out this task, and obtain a certificate of compliance with the standards. The emission checks are required to be carried out twice a year, and the certificate is required to be displayed on the vehicle. RTO's vigilance staff has powers to impose fine on the offenders of the law. 2-14 3 ENVIRONMENTAL BASELINE STATUS Mumbai Urban Transport Project Consolidated Environmental Assessmet CHAPTER 3 ENVIRONMENTAL BASELINE STATUS 3.1 BASELINE DATA The data on baseline status of six environmental components was collected and compiled from various existing sources and was also supplemented by primary data collected at individual project sites. A comprehensive database of all data collected is presented in the report 'Environmental Status of MMR, Final Report, May 1997".1 The six environmental components are: * Air Quality * Noise Levels * Ecologically Sensitive Areas * Socio-economic characteristics of the affected communities * Health * Land Use Both the primary and secondary baseline data were compiled and analyzed during the years 1996 to 1998. The earlier secondary baseline data has now been updated for the years 1998 to 2001 and a comprehensive analysis is presented in this section. The updated data is mainly for Air Quality and Noise as these are the principal environmental components that would be affected by transport related projects. Among other sources of secondary data, the important ones 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 Bank Technical Paper No. 381.3 4. Study for Strengthening the Air Quality Network Operated by MCGB, prepared by Environmental Management Centre Mumbai, 2000.4 This chapter describes the prevalent environmental conditions and their trends, mainly for Greater Mumbai, as most of the sub-projects of MUTP are located in this sub-region. Details of the primary data on air quality, noise and traffic collected as a 1 Environmental Status of MMR by AIC Watson Consultants, Mumbai, May 1997 2 Environmental Status Report of MCGM for the years 1997-98, 98 -99 and 99-2000. 3URBAIR - Urban Air Quality Management Strategy in Asia, World Bank Technical Paper No. 381, 1997. 4 Final Report on Tasks 1 and 2: study for strengthening the Air Quality Monitoring Network Operated by BMC prepared by Environmental Management Centre, Mumbai, November 2000. 3-1 Mumbai Urban Transport Project Consolidated Environmental 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~ c c _t~~V - . X *>< r- ~~~~~~*frt~f~IX ,~ '-.... . . . I.. Mumbai Urban Transport Project Consolidated Environmental 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-West to South-West Again South- Direction is Starting with changing to North-South and West 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 direction of directions directions. that moves speeds of 10 direction of North-West in during gradually to to 14 kmph North-West in May. monsoon. North-East May. by noon. Lowest speed is Wind speeds Wind Wind speeds Speeds low of 6 kmph and vary typically speeds are are between between 6 range is between between 6 to 10 to 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, midnight to kmph and shows a turn between 12 to noon then in the 16 hrs, North- decreases direction to West is also North-West. dominant. September shows a turn in direction to North-West. I (Source: Final Report on Tasks I and 2: study for strengthening the Air Quality Monitoring Network Operated by BMC prepared by Environmental Management Centre, 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 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 3.2 National Ambient Air Quality Standards Pollutants Time Concentration in ambient air Method of Weighted Industrial Residential Sensitive measurement Average Area Rural & other Area areas Sulphur Annual 80 pg/rn3 60 jlm3 15 - Improved West and Dioxide(SO2) Average* Geake Method 24 hours** 120 jg/mr 80 pg/mr 30 g/r - Ultraviolet Fluorescence Oxides of Annual* 80 pg/m3 60 pg/mr 15 pg/mr - Jacob & Hochheiser Nitrogen as NO2 24 hours" 120 gg/m 80 Lg/M 30 .gfm Modified (Na-Arsenite) Method - Gas Phase Chemilurninescence Suspended Annual* 350 ,Lg/mi 140 gg/m3 70 Ag/M3 High Volume Sampling, Particulate 24 hours* 500 Itg/ 200 pg/mr3 1 /m (Average flow rate not Matter (SPM) less than 1.1 m3/minute) Respirable Annual* 120 pg/mr 60 pg/mr 50 gg/m3 Respirable particulate Particulate 24 hours** 150 Lg/m3 100 ug/rn 75 g/r matter sampler Matter (PM10) size less than 10 Pm) I Lead (Pb) Annual* 1.0 gg/m 0.75 pg/rn3 0.50 pg/M3 ASS Method after 24 hours** 1.5 gg/m 1.00 pg/m3 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 24 hours** 400 pg/rn 400 "g/r3 400 pg/mr * Annual Arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at 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 consecutive days. NOTE: 1. National Ambient Air Standards: The levels of air quality with an adequate margin of safety, to protect the public health, vegetation and 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 monitoring and further investigations. 3-5 Mumbai Urban Transport Project Consolidated Environmental 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.Leater Mumbai 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 Trends at Specific Locations Monitoring results for the years 1998-99, 1999-2000 and 2000-01 were compared to determine air quality trends in these years.5 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 Environmental Status Report of MCGM for the years 1997-98, 98 -99 and 99-2000. 3-6 AA ~~~~~~~~~~~~~L 0 . 9 S// >< / SA A"NW AIR ALT X2 5CUUA TAM .~~~~~~~~~~~~~~~~~^ K sU al uE t ~ ~ ~ ~ ~ ~ ~ ~ ~~~l {! ^ MU g-t~~~~~~~~~~~~~~~~P C1|L1 uA N I w M ~~~~~~A14 W All WION ~~~~~~~~~~TS MAt.lN ED D^ Al TLA #4AmAR Sz~~~~o n "s w N~~ (UN D~ ~ Alt JOCPM All ICMAUAL -~~~~~~~~~~~ rV 0. .>i S ~~~~~~~AVRIENT AIR OUALtITY \ /, ) ~~~M3 Ml/ ONITORING SlA110NS / X$ -fi - g9¢2 & 70 60 so .2 40 tU 30 10 0 01998 U 1999 02000 0 Annual Standard 3-15 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 Values of Regional Mean = Khar c3 80 *Andheri E 70 O Borivali _OMaravali 50 40 so30 20 0 1997 1998 1999 2000 Year 3-16 Mumbai Urban Transport Project Consolidated Environmental Assessment Fig. 3.7 Deviation of NOx from Regional Mean 70 - E 60- Values of Regional Mean *S 0 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 |500 Regional Mean 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 Mumbai Urban Transport Project Consolidated Environmental 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. 3.1 0 Annual Trends of Air Pollutants at Kalbadevi E 350 3 00 f_ _ / 250 0 ,19 200 _ 150 (D 100 0 5Q 0 1992 1993 1994 1995 1996 1997 1998 1999 2000 --S02 --&--NOx -iSPM --PMI0 3-18 Mumbai Urban Transport Project Consolidated Environmental Assessment Fig. 3.11 Annual Trends of Air Pollutants at Parel , 300 - E t- 250- 200- 150 c 100 Ooso - =41 0 50 1992 1993 1994 1995 1996 1997 1998 1999 2000 A S02 A NOx A SPM + PM10 Fig. 3.12 Annual 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 Transport Project Consolidated Environmental Assessment 3.2.4 Noise Quality Increasing population and traffic densities have led to increased levels of noise. Noise is the result of a number of activities such as road traffic, aircraft, railways and industrial and commercial activities. Noise due to traffic (including hawkers) is the predominant source of irritation. Noise on account of public processions, festivals, marriage parties, political meetings and such other activities is also substantial. 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, 1997-98 to 1999-2000 Noise levels in Mumbai were observed to exceed the CPCB ambient noise standards. 3-20 Mumbai Urban Transport Project Environmental Assessment 3.2.5 Ecological Status Coastal Areas The environmentally sensitive locations in Greater Mumbai are mainly the coastal stretches, some of which have mangroves and the Sanjay Gandhi National Park having dense forests. Wetlands and Mangroves Mumbai's coastline exhibits beautiful natural mangrove vegetation. The flora consists of Bruguiera, Excoecaria candiria, Sonocia sps. and Sonneratia apetala, Rhizophora mucronata and Avicinia apatala. Avicinia apatala is commonly available around Thane, Diwa, Mahim Creek and Thane Creek. CRZ Regulations, 1991 provide for protection of mangroves. As required by the CRZ Regulation, 1991, Coastal Zone Management Plan (CZMP) for Greater Mumbai has been prepared by GoM and approved by MoEF. The Coastal Regulation Zones (I, II and l1l) are shown in Figure 3.13.7 Forests and Wildlife As per the sanctioned Regional Plan for Mumbai Metropolitan Region Area (1996 - 2011) the total forest area is 1090.62 sq.km, which is 25.75% of the total land area. The area can be classified as given below: These forest resources are under pressure due to illicit felling of trees, encroachment for agriculture and fuel purposes. The National Parks and Sanctuaries located in the MMR are listed in Table 3.10. The coastal wet lands, forests and natural reserves in MMR are shown in Figure 3.14. 7 CRZ I - a) Areas that are ecologically sensitive and important; b)Area between the Low Tide Line and High Tide Line. CRZ II - The areas where buildings and infrastructure have already been developed. CRZ IlIl Areas that are relatively undisturbed and those which do not belong to either category I and 11. 3-21 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE 3.13 COASTAL REGULATION MAP COASTAL ZONE MANAGEMENT PLAN FOR GREATER MUMBAI SCALE:I1: 2500 F D D D _ S RA.S 1r_ ~~~~~~~~~~~~~~~~IETAIDD DAODOP,IOEEOA'AOAEDREOOD. D,D?IRAP >,.,~~~~~~~~~~~EDAOEIODO.WAEtM.MRROD- RDDIDMMM Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE 3.14 COASTAL WETLANDS, FORESTS & NATURAL MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT RESERVES 23 Mumbai Urban Transport Project Environmental Assessment Table 3.10 Details of the Natural Reserves Name of the National Area in District Principal Wildlife Park/Wildlife/Sanctuary/ sq.km Game Reserve Sanjay Gandhi National 103.09 Greater Nearly 43 mammals belonging to 8 natural Park, Borivali Mumbai orders and 17 families are reported and Thane Animal species in this park include the following eight endangered species, viz, Panther, Rusty spotted cat, Jungle cat, Jackal, Small Indian civet, common Palm civet, four horned Antelope and Mouse deer. Park has vegetation types ranging from mangrove forests to semi-evergreen forests which contains various economical, medicinal aromatic and ornamental plant species The Kanheri caves, located within the park are of high archaeological value. Karnala Bird Sanctuary 4.48 Raigad The Sanctuary has southern tropical deciduous vegetation Known for 150 different species of birds like spotted dove, black winged kite, tailor birds, white backed Vulture, etc. Mahim Nature Park 0.15 Greater About 40 varieties of migratory birds visit every Mumbai season. 3.2.6 Socio-Economic Characteristics The report on Regional Plan for Mumbai Metropolitan Region, 1996- 201 1, based on a multi purpose household survey carried out in 1990, presents the following socio economic characteristics of the population of MMR: Demographic and Socio-Economic Profile of 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 households have between 4 and 5 members while about 20% are single member households. Navi Mumbai has the lowest average household size 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 cosmopolitan nature. About 46% of the households are migrants. Of these, about 20% have settled in Mumbai during the past 10 years. Migrants with their origins in rural areas constitute about 65%. About 57% of the migrants are from outside Maharashtra. 3-24 Mumbai Urban Transport Project Environmental Assessment Unemployment is 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 1.7. Among all households the average income is Rs.2, 600 per month. Assuming a monthly income of Rs.1, 000 as the poverty level, about 23% of the households are in this category against 7% who have an income of over Rs.5, 000 per month. Health The environmental health status of Greater Mumbai is largely affected by the fact that half of its population lives in slum colonies or pavements. Slum dwellers suffer from the exposure to air pollution in form of smoke, foul smells from municipal garbage & dumping grounds, traffic pollution and noise pollution. It is observed that majority of the slum and pavement dwellers are susceptible to diarrhoea, dysentery, typhoid, jaundice, colds and coughs, flu, bronchitis and asthma. The health status of the general public has also been reported to be affected in industrial and congested traffic areas of Mumbai. Notable among these is Chembur area with heavy industries. Malaria is perceived as a major health-related problem. As regards other ailments, Gastro-intestinal disorder, pregnancy related and respiratory problems are acknowledged as the more common ones. The causes for the health problems are attributed to open drains mosquito menace and to air pollution. Accumulated garbage is also perceived as an important factor leading to poor health. Studies in Mumbai have shown that effect of gases and particulate matter from vehicles and industries is manifested in the respiratory diseases in the people either working in or staying near the source of pollution. Socio- Economic Characteristics of PAHs MMRDA has prepared a Resettlement Action Plan (RAP) for the PAHs to alleviate the adverse social impacts associated with the implementation of MUTP. In MUTP about 19000 families are likely to be affected and will require settlement. Out of the total number of 19228 PAHs, baseline survey in case of eight subprojects involving 15267 PAHs has been completed. For the remaining sub projects the survey work is in progress. From the available data the principal characteristics of the PAHs can be deduced as follows: * More than 99% of the PAHs are squatters and 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 buildings they occupy. * The monthly mean household income is Rs.2943, which is 1.8 times the official poverty line for the urban household, 35% of the households are below the poverty line. 3-25 Mumbai Urban Transport Project Environmental Assessment * The average household size is 4.06. Nearly 13% of the households are women- headed. The percentage of workers to total population is 36%. Out of the total workers, a third are self-employed and a sixth are engaged as casual labour. * Most of the squatter settlements have drinking water through stand posts, sanitation facilities are by way of community toilets but inadequate in numbers. The maintenance of these facilities is poor. Lack of storm water drainage subjects some of these settlements to flooding during monsoon. Collection of solid waste is not satisfactory. Settlements near railway suffer noise pollution and pose a threat to the lives of the residents and to the safe passage of trains. Generally the standards of health and hygiene leave much to be desired. * Less than 2% of the PAH belong to the Sc8hedule Tribes. However, that itself is not an indication of their being 'indigenous people". Though they might have originally belonged to tribal communities in the distant past, as of now they are integrated with the city life and do not have their traditional habitat or follow traditional ways 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 reluctance to reveal the caste or tribe during surveys and data on tribal origins of PAH's has not been included the baseline socio-economic surveys. Additional details of demographic, social, economic and environmental characteristics based on the baseline survey of 11760 PAHs (out of which 10493 are resident households) carried out so far are given in Appendix 3.1. 3-26 SECTORAL ENVIRONMENTAL ASSESSMENT Mumbai Urban Transport Project Consolidated Environmental Assessment CHAPTER 4. SECTORAL ENVIRONMENTAL ASSESSMENT 4.1 BACKGROUND MMRDA during 1993 to 1996 undertook preparation of the Regional Plan for MMR 1996-2011. On completion of public consultation GoM has approved this Regional Plan in 1999.' The Regional Plan after carrying out the necessary analysis of the economic and demographic trends has arrived at the forecast of population and employment for the MMR. These are given in Table 4.1 below. Table 4.1 MMR: Population and Employment ('000) 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 Eastern Suburbs 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 Western Suburbs 638 863 1241 3.06 3.71 Eastern Suburbs 438 612 881 3.40 3.71 Greater Mumbai 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 population of Greater Mumbai according to Census 2001 is 11,914,398. This is indicative of the fact that estimates of the Regional Plan are likely to be reasonably accurate. The Regional Plan also provides the estimates of private vehicle ownership, which would in turn define the modal composition of the travel demand. These estimates are given in Table 4.2. Regional Plan for Mumbai Metropolitan Region 1996-2011, MMRDA, 1996 4-1 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.2 MMR Private Vehicle Ownership Sub Region 1991 2011 (Low .2011 (High ____________________(Actual) Estimates) Estimates) No of Private Vehicles Greater Mumbai 506959 943676 1214220 Rest of MMR 128213 412822 451115 MMR 635172 1356498 1665335 Vehicles/1000 population 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 population growth rate of 2.19 per cent per annum. The Regional Plan provides a growth management framework covering following sectors. * Industrial Growth * Office Location * Shelter * Urban Land * Water Resource Development . Transport * Environment2 * Land use and Development Control. 4.2 COMPREHENSIVE TRANSPORT STRATEGY (CTS) Concurrently with the preparation of Regional Plan, MMRDA undertook preparation of Comprehensive Transport Strategy (CTS)3 that formed an important component of the Regional Plan. The methodology followed for formulation of CTS is depicted in flow chart given Figure 4.1. Some of the salient findings of the CTS are described below. Travel Demand The peak period travel demand as observed during the surveys carried out for the CTS in 1993 and its forecast for 2011 is given in Table 4.3 2 Based on the outcome of the studies carried out under the World Bank assisted Metropolitan Environment Improvement Program. 3Comprehensive Transport Strategy for Bombay Metropolitan Region, Final Report, WS Atkins International in association with Kirloskar Consultants Limited and Operations Research Group, July 1994. 4-2 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.3 Peak Period Travel Demand 1993 Percent 2011 Percent Total Trips 2154860 3260431 Public Transport 1893751 88% 2770691 85% Private Vehicles 148167 7% 289516 9% Taxi and Auto Rickshaw 112942 5% 200224 6% Average Trip Length (km) . Public Transport (Average) 15.06 - 12.36 - * Bus 4.67 - 4.67 . Rail 22.15 - 17.72 * Private Vehicles 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.The share of trips by public transport would decrease from 88% to 85 %. Although the share of private trips would marginally increase by 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 employment distribution. Substantially longer trips along with significant share in total trips are a clear indicator of significant role of suburban rail transport in meeting the travel demand. 4-3 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 Mumbai Urban Transport Project Consolidated Environmental Assessment 4.3 SECTORAL STRATEGY OPTIONS 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 ROB at Mahimlconnection to SB Marg Mahim Island City 2 Flyover at Dadar on SB Marg Dadar Island City 3 Jogeshwari - Vikhroli link Jogeshwari & Western/Eastern Vikhroli Suburbs 4 Juhu Tara Road widening Juhu Western Suburbs 5 Improvements to all roads currently of poor quality 4-5 Mumbai Urban Transport Project Consolidated Environmental Assessment Sr. No. Projects Location Geographic Zone 6 New Mumbai road 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 - KaNwa for 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 included in the 'Do Minimum" option in CTS these have not yet been completed and are included in the MUTP's investment program. 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 Mumbai Urban Transport Project Consolidated Environmental 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. Cordon Pricina: 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 ROB at Mahim/connection to SB Marg Mahim Island City 2 Flyover at Dadar on SB Marg Dadar Island City 3 Jogeshwari - Vikhroli link road Jogeshwari & Western/Eastern Vikhroli Suburbsl 4 Juhu Tara Road widening Juhu Westem Suburbs 5 Improvements to all roads currently of poor quality 6 New Mumbai road 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 Transport Project Consolidated Environmental Assessment 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 ResignallinglPower supply strengthening 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 Jogeshwari in lieu of L.C. No. 26 & 27 Jogeshwari Westem Suburbs 14 ROB at Kandivali in lieu of L.C. No. 31 Kandivali Westem Suburbs 15 j ROB at Borivali in lieu of L.C. No. 33 Borvali Westem Suburbs 16 ROB at Dahisar in lieu of L.C. No. 34 Dahisar Westem Suburbs 17 ROB at Mira road - Bhayander in lieu of L.C. No. road to Rest of MMR 35 . yander 18 ROB at Naigaon in lieu of L.C. No. 36 Naigaon Rest of MMR 19 ROB at Nalasopara in 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 Chunabhatti in lieu of L.C. No. 1 Chunabhatti Eastem Suburbs 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. Terminus at Bandra) link Bandra to Kurla Westem/Eastem Suburbs 27 Quadrupling Mankhurd- Kurla Kurla to Eastern Suburbs/ Mankhurd Rest of MMR 28 New semi terminus at Mankhurd/Thane area Mankhurd/Thane Rest of MMR 29 Resignalling / Power supply - strengthening Harbour - I 30 6th Corridor Wadala - Fort Market Fort - Wadala Island City 31 6th Corridor Kurla - Bhandup Kuria - Bhandup Eastern Suburbs 32 6th Corridor Andheri - Goregaon Andher - Western Suburbs Gorec; 33 Grade Separation 6th Corridor/5th lane at Bandra - Bandr. ahim Island City/ Mahim Western Suburbs 34 Belapur - Panvel line New Mumbai Rest of MMR 4-8 Mumbai Urban Transport Project Consolidated Environmental Assessment No. Projects Location Geographic Zone 35 Vashi - Turbhe - Katwa for passenger services New Mumbail Rest of MMR Kalwa 36 Belapur - Uran New Mumbai Rest of MMR 37 Diva Jct. - Vasai road Diva - Vasai Rest of MMR Note: Projects at Sr. No 2,14, 34 have been completed 4.3.4 Road Investment The focus in this option is on improving the road carrying capacity of the region by taking up moderate road investment projects, in addition to 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 undertaken under this investment option is given in Table 4.6. TABLE 4.6 PROJECTS UNDER ROAD INVESTMENT OPTION No. Projects Location Geographic Zone ROAD PROJECTS 1 ROB at Mahim/connection to SB Marg Mahim Island City 2 Flyover at Dadar on SB Marg Dadar Island City 3 Jogeshwari - Vikhroli link road Jogeshwari & Westem/Eastem Vikhroli Suburbs 4 Juhu Tara Road widening Juhu Westem Suburbs 5 Improvements to all roads currently of poor quality 6 New Mumbai road 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 9 Bhiwandi - Kalyan Bhiwandi to Kalyan Rest of MMR 10 Kalyan - Shil Kalyan to Shil Rest of MMR 11 Kalwa Bridge 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 Eastern Suburbs 14 Panvel By-pass Panvel Rest of MMR 15 Mahape - Shil Mahape to Shil Rest of MMR 4-9 Mumbai Urban Transport Project Consolidated Environmental Assessment No. Projects Location Geographic Zone 16 Kalwa - Dighe Kalwa to Dighe Rest of MMR 17 West Relief road completion Bandra to Dahisar Westem Suburbs 18 Santacruz - Chembur link Santacruz to Westem/Eastem Chembur Suburbs 19 Nalasopara - Bhiwandi Nalasopara to Rest of MMR Bhiwandi 20 Eastern Freeway Ext. Island City, Eastem Suburbs & Rest of MMR 21 Panvel to Kalyan Panvel to Kalyan Rest of MMR 22 W to NH8 Connector Vasai to Virar Rest of MMR 23 Airoli Bridge Airoli Rest of MMR 24 Bandra-Worli bridge Bandra to Worli lslandMhestem Suburbs Note: Projects at Sr. No. 11,12 and 23 have been completed and projects at Sr.No. 14 and 24 are under construction. Preferred Option The CTS evaluated these options on the basis economic analysis. ancial sustainability, environmental and social (resettlement) impacts and reco:m Mended Pubic Transport + Demand Management IN THE Island City as the most preferred strategic option. 4.4 ENVIRONMENTAL ASSESSMENT CTS included environmental assessment of strategic options in a limited way by considering vehicular emission loads associared with each option. It did not include environmental impact assessment of individual projects and the associated EMPs. It was therefore necessary to undertake environmental assessment at the sector as well as project level according to the OP 4.01 of the World Bank. MMRDA undertook and completed such an exercise through consultants in 1998. 4.5 SECTORAL LEVEL ENVIRONMENTAL ASSESSMENT At sectoral level, environmental impacts are seen as arising due to sectoral policies, programs, operations and regulations. Sectoral Environmental Assessment (SLEA)4 refers to the assessment of environmental impacts due to transportation sector as a whole. Thus, it includes the environmental impacts due to physical transportation activities (transportation through road and rail), government policies and other traffic 4 Sectoral Level Environmental Assessment of MUTP - II by AIC Watson Consultants Ltd., March 1998 4-10 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental 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 lndicatorsmlndices Used in SEA Environmental Index Description Air Quality CO concentration in mg/NM" Ambient CO conc. due to transport option S02 concentration in gg/NM3 Ambient S02 conc. due to transport option NOx concentration in l.igINM3 Ambient NOx conc. due to transport option Pb concentration in .Lg/NMW Ambient Pb conc. due to transport option. Since unleaded petrol has been introduced this index is no longer valid. PM1O concentration in gg/NM3 Ambient PM10 conc. due to transport option Noise Traffic Noise Index (Day) - TNI % of length of road links exceeding daytime standard (day) weighted by population with 150 m of the curb Traffic Noise Index (Night) - TNI % of length of road links exceeding nighttime standard (night) Ecology Ecological Impact indicator (Natural Weighted total area of road/rail alignment intercepted by system) El-1 natural ecological system classified into different categories according to their importance Ecological Impact indicator (Man- Weighted total area of road/rail alignment intercepted by man- made system) EI-2 made natural systems classified into different categories according to their importance Social - R&R impacts Number of displaced households Service Indices Traffic efficiency Index Index reflecting efficiency in terms of speed and fuel consumption Traffic congestion Index % of link lengths in the sub-regions exceeding the Volume /Capacity ratio Railway crowding Index Link length weighted Volume / Capacity Ratio 4-13 Mumbai Urban Transport Project Consolidated Environmental 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, SO2, PM10 and Pb) using value function 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 Transport Project Consolidated Environmental Assessment Table 4.8 Comparison of Options based on Absolute Values 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 X XNOx (~ig/Nrn) 22.56 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 S02gMSO )Nm3 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 SO ( /Nm3) 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 SO2(ig/Nm3) 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 Transport Project Consolidated Environmental Assessment FIGURE 4.2 AIR QUALITY ASSESSMENT METHODOLOGY Baseline Air Quality/ Vehicular Vehicular Emission for Year 2011 Emission for Base Year Estimating vehicular emissions in Each sub-region divided into grids. each sub- region for each option for Baseline concentrations monitored 2011 taking into account improved a various locations in the year 1995/96. Baseline concentration at the centre of each grid was calculated. Quality index (varying from 0 to 1) determined for all pollutants using vqhj,*P f,iinr-inn c,irvpq Air dispersion modelling by Roll Back Model to derive impact on the air quality in for sub regions Evaluation of options for each sub region and the MMR Preferred option for sub regions and MMR 4-16 Mumbai Urban Transport Project Consolidated Environmental Assessment 4-17 Mumbai Urban Transport Project Consolidated Environmental 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/Q2 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 between 214.16 1Lg/m3 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 Mumbai Urban Transport Project Consolidated Environmental 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 compliance with Euro 11 or Bharat II emission standards) have been assumed. * SO2 levels were predicted to increase in the eastern and western suburbs due 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/S1 . T) + 10 log (15/d) + 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 Mumbai Urban Transport Project Consolidated Environmental Assessment Ni = number of vehicles of class T passing during time 'T' through a particular road section S, = average speed of the ith vehicle class in km/h in the particular road section T = duration for which Leq is desired and must correspond to time for which N is measured. d = perpendicular distance in m from the centerline of the traffic lanes to the location of the observer. a = factor representing the adsorption characteristics of the ground cover between the roadway and the observer. 5s = Shielding factor provided by noise barriers. The modelling exercise was repeated for each link of the four sub regions for all the four transportation alternatives. Traffic Noise Index (TNI) -or day and night as defined in Table 4.9 were used to compare the noise impacts of alternatives. Table 4.9 Comparison of options based on absolute values of Traffic Noise Indicators5 Region Parameters Base Year|Options for 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 findings are as follows: *. Day time noise impacts were found to be lower in island city under the PT+DM option. However, the same option gave rise to higher noise levels at night time. * In western suburbs, all the four options resulted in almost the same level of noise impacts during 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 single option. 4-20 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 region exceeding night time standards, TNI (Day) =% length of road links in a sub region exceeding day time standards 4-21 Mumbai Urban Transport Project Consolidated Environmental Assessment 4. 7.3 Ecological Impacts Two types of ecological impacts, direct and development induced were considered for the implementation of rail and road projects under each transportation option. Direct impacts resulted from the destruction of flora and fauna due to the construction of roads or railway lines. Since the introduction of roads and railway lines in a region could induce development in hitherto virgin forests and wetlands, such impacts were assessed qualitatively. The damage to ecological resources depended on the extent and richness of these resources at the sites of road or and rail projects. The ecological impacts of the alternatives were assessed at a qualitative level using the following framework. * Description of location and existing ecological status of the ecologically sensitive areas through which the relevant road / rail link passes * Qualitative description of direct and development induced impacts * Mitigation measures to indicate the axtent to which adverse ecological impacts could be alleviated. Very few projects identified under the four-transportation options pass through ecologically sensitive areas. Moreover, ecologically sensitive 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. Quantitative analysis of the ecological impacts captured the following concepts: * Damage to an ecological area due to a road or rail alignment will be proportional to the area covered by road or rail segment in the ecologically sensitive zone. * Damage will be severe if the ecological area or system is of higher quality. Ecological indicators for natural and man-made systems were used to estimate quantitative ecological impacts for making comparison of 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 ecological impact indices for the 2 systems can be expressed as follows: 4-22 Mumbai Urban Transport Project Consolidated Environmental 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 Ecological Impact Indicator Base Year Options for 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 (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 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 Urban Transport Project Consolidated Environmental Assessment Table 4.11 Compariso f options based on R&R Impacts Region Parameter Base Year Options for year 2011 (1996) PT+ DM* RI* Do Minimum PT 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 The number of households displaced does not include the persons affected by the project on optimization of Harbour Line. Conclusion The key findings are: * None of the options required displacement of people/households in the Island City. * In Western Suburbs, the number of households required to be displaced (5631 households) was highest for the PT and PT+DM options. * In Eastem Suburbs, the RI option required the maximum displacement of households (7456 households). * In rest of MMR, the RI option followed by PT options required the maximum displacements. 9483 and 6641 households were estimated to be displaced by the RI and PT options respectively. 4.7.5 Impact on Transportation Service Three indices used to reflect impact of transportation options on transportation objectives were Road Traffic Congestion Index (TCI), Railway Crowding Index (RCI) and Road Transport Efficiency Index (TEI). Road Traffic Congestion Index (TCI): TCI was designed to measure the level of service. Lower value of TCI indicated lower congestion level on roads in terms of Volume to Capacity Ratio. Railway Crowding Index (RCI): RCI reflected the extent to which the crowding inside the trains would reduce under various options. Lower value of the index meant more reduction in crowding and hence a better option. 4-24 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 Congestion Index 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 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental Assessment Tables 4.13 to 4.17 gives the results for selection of the best options using Decision Matrix Method for the 4 sub regions. Overall Public Transport + Demand Management is the preferred option for implementation under MUTP Project. 4.8.2 Maximum number of favourable indicators The Decision Matrix process involves elimination of the options, one by one, on the basis of their worst performance in respect of indicators, which are arranged in a sequence according to their importance. Thus is subjective to some extent. In the Maximum Favorable Indicator method all the indicators were treated equally in spite of having different importance from environment perspective. An indicator was said to be favorable for an option if the value of indicator favored that option most. The option having the maximum number of favorable indicators was treated as the best option. The analysis was done for all the four sub-regions. Details are given in Appendix 4.1. In the Island City, Public Transport + Demand Management was 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 environmental parameters. This option was also the best for rest of MMR and entire MMR. 4.8.3 Estimated PM10 Concentration The ambient PM,( concentrations in the region, especially Greater Mumbai area, are very high compared to its ambient air quality standard. Hence PM,0 was considered as the single most important indicator for evaluating the transport options in the four sub regions. Conclusions Table 4.18 summarizes the 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' appeared to be the best options. 'Do Minimum' left much to be desired from the viewpoint of developing the transport sector. Hence, the choice was narrowed down to 'Public Transport' and 'Public Transport with Demand Management'. Both these options had a common set 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 recommended for implementation in MMR. 4-27 Munbai Urban Transport Project Consolidated Environmental Assessment Table 4.13: Selection of Best Option for Island City through Decision Matrix Method. DECISION SR. ENVIRONMENTAL IMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. l l D.MGT. 1 1 Traffic Efficiency ndex __0.7 0.48 054 0.50 2 Traffic Congestion Index _ ___30 128 69 7.7 3 Railway Crowding Index ___ 1.078 1.078 2.186 2 4 CO Quality Index _0_46 0.980 0.975 5 SO2 Quality Index 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-10 Quality Index 0_3 0.090 0.055 3 9 Traffic Noise Index (Night) - TNT (night) 914p8_ 983 95.73 10 Traffic Noise Index (Day) - TNT (day) 61.40 70.31 4 11 Ecological Impact Indicator (Natural System)-El 1 O ___ 0.06 12 Ecological Impact Indicator (Man-made System)-EI 2 O _ 13 R & R Impacts (Number of house holds displaced) _ O Result of Decision Level 1 : Do minimum is eliminated - Result of Decision Level 2 Public Transport is eliminated |;J 00 00 0;- 7700 Result of Decision Level 3 A tie is observed between Demand Management and Road Investment Options E| lResult of Decision Level 4 Road is eliminated Selected Option Public Transport + Demand Management Note For Indicators/Indices at - Sr.No. 1,4,5,6,7,8 higher values indicate better option For Sr. No. 2,3,9,10,11,12, 13 lower values indicate better option Public Transport + Demand Management is the best option is Island City. 4-28 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.14: Selection of Best Option for Western Suburb 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 Efficiency Index __ 0.482 0.575 0.542 0.559 2 - Traffic Congestion Index 16.9 12.33 13.86 9.2 . ___ 3 Railway Crowding Index 2.278 1.368 1.368 2.278 2 4 CO Quality Index 0.514 0.954 5 SO2 Quality Index 0.979 0.966 6 NOx Quality Index 0.703 0.846 7 Pb Quality Index 0.614 1.0 ___ 8 PM-10 Quality Index _ 0.066 _ _ 0.012 3 9 Traffic Noise Index (Night) - TNT (night) 86.42 _ 96.3 10 Traffic Noise Index (Day) - TNT (day) 51.75 71.13 4 11 Ecoloqical Impact Indicator (Natural System)-EI 1 0 0.0765 12 Ecological Impact Indicator (Man-made System)-EI 2 0 _ 0.03 _______ 13 R & R Impacts (Number of house holds displaced) 0 5631 Repeat 1 Traffic Efficiency Index 0.482 Eliminated 0.575 > Ii Eliminated (2nd round 2 Traffic Congestion Index 16.9 In 15 round 12.33 j .8jj In 1s' round _D.Making) _ 3 Railway Crowding Index 2.278 D. Making 1.368 . t368 D. Making - Result of Decision Level 1 Do minimum is eliminated - Result of Decision Level 2 Road Investment option is eliminated Z Z Z Result of Decision Level 3 Tie is observed between Pub.Tpt & Pub.Tpt + D.Mgt. I Result of Decision Level 4 Tie is observed between Pub.Tpt & Pub.Tpt + DMgt. Hence Decision Matrix is repeated from Decision Level 1 I Result of Decision Level I (repeat): Public Transport + Demand Management option is eliminated. - Selected Option : Public Transport Note :1 For Indicators/lndices at - Sr. No. 1,4,5,6,7,8 higher values indicate better option For Sr. No. 2,3,9,10,11,12, 13 lower values indicate better option. Public Transport is selected as the best option at Decision Levell (repeat) in the 2nd round of decision making process. 4-29 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.15: Selection of Best Option for Eastern Suburb through Decision Matrix Method. DECISION SR. ENVIRONMENTAL IMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. _ l D.MGT. 1 Traffic Efficiency Index R__9 0 3 0.49 0.52 2 Traffic Congestion Index 7? 1688 16.88 13.3 3 Railway Crowding Index 1.., 1568 1.568 1.736 2 4 CO Qualit Index 0.590 0.956 00946 5 502 Quality Index _0_397_ 6 NO, Quality Index 0.703 __0.856 0844_ 7 Pb Quality Index __b7_ __032 _ IO_ 8 1PM-10 Quality Index 0.076 0.049 0.053 3 9 Traffic Noise Index (Night) - TNT (night) 94.41 100 10 Traffic Noise Index (Day) - TNT (day) 79 90 2 4 11 Ecological Impact Indicator (Natural System)-EI 1 O 12 Ecological Impact Indicator (Man-made System)-EI 2 _ 13 R & R Impacts (Number of house holds displaced) 0____i - Result of Decision Level I : Do minimum is eliminated - Result of Decision Level 2 Road Investment Option is eliminated | I~j WSdl;gql Result of Decision Level 3 Public Transport + Demand Management Option is eliminated - Selected Option Public Transport Note: For Indicators/lndices at - Sr. No. 1,4,5,6,7,8 higher values indicate better option For Sr. No. 2,3,9,10,11,12, 13 lower values indicate better option. Public Transport is the best option is Eastern Suburbs. _L30 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.16: Selection of Best Option for Rest of MMR through Decision Matrix Method. DEClSION SR. ENVIRONMENTAL IMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT. ROAD INVSTM. LEVEL NO. I_I_D.MGT. 11 Traffic Efficiency Index 0.308 0.413 0.41 0.44 2 Traffic Congestion Index 81.46 13.83 12.86 12.45 3 Railway Crowding Index 1.442 0.552 0.552 1.442 2 4 CO Quality Index 0.989_ _ 5 SO2 Quality Index 0.989____ 6 NO4 Quality Index 0.859 7 Pb Quaiity Index _ 0.6 8 PM-10 Quality Index 0.4.13 3 9 Traffic Noise index (Night) - TNT (night) 60.29 10 Traffic Noise Index (Day) - TNT (day) 30.41 4 111 Ecological Impact Indicator (Natural System)-E I1 0 0186 12 Ecological Impact Indicator (Man-made System)-EI 2 0 0.26 _ _ 13 _ R & R Impacts (Number of house holds displaced) 0 0 - Result of Decision Level 1 Do minimum is eliminated Result of Decision Level 2 Road Investment option is eliminated L Xj v v v ~1 Result of Decision Level 3 Public Transport Option is eliminated - Selected Option Public Transport + Demand Management Note: For Indicators/Indices at - Sr.No. 1,4,5,6,7,8 higher values indicate better option For Sr. No. 2,3,9,10,11,12, 13 lower values indicate better option. Public Transport + Demand Management is the best option is the Rest of MMR. 4-31 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 Efficiency Index _40.395 895 0.4955 0.5147 2 Traffic Conqestion Index 18.54 13.-_ 12.57 11.5 3 Railway rowding Index 1 9105 1.1,1 5 1.1415 1.9105 2 4 CO QualityIndex______ 0.784 _ 0.976 0.976 5 SO2 Quality Index 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-10 Quality Index 0.085 0.039 0.045 9 Traffic Noise Index (Night) - TNT (night) _7 3_ _ _10 Traffic Noise lndex Day - TNT (day) 425 - 58 4 11 Ecological Irnpact Indicator (Natural System)-EI 1 12 Ecological Impact Indicator (Man-made System)-El 2 0 . 13 R & R Impacts (Number of house holds displaced) _ O Result of Decision Level 1 Do minimum is eliminated Result of Decision Level 2 Road Investment option is eliminated E Zpg0;0A 0S7- Result of Decision Level 3 Public Transport option is eliminated Selected Option Public Transport + Demand Management Note: For Indicators/lndices at - Sr. No. 1,4,5,6,7,8 higher values indicate better option For Sr. No. 2,3,9,10,11,12, 13 lower values indicate better option. Public Transport + Demand Management is selected as the best option for entire MMR. ..A-32 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental Assessment 4.10 ENVIRONMENTAL IMPACTS OF FLYOVERS - SECTORAL PERSPECTIVE The above flyover study provides environmental analysis of the selected flyovers in Island city. The study does not present the analysis from the sectoral perspective. A sectoral qualitative environmental analysis of flyovers is presented in Appendix 4.2. The sectoral analysis was carried out with a view to identify mitigative measures. The analysis indicates that the flyovers will marginally change the local air quality and 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 passenger trips by 2011. The flyover corridors would lead to more private vehicles and traffic into +ne Island city, thus making demand management for restraining traffic in the Island city imperative. The flyover would be too close to some residential flats in densely populated areas. The people living in these areas would experience visual intrusions, disturbance of privacy and exposure to higher pollution and noise levels. The Sectoral Environmental impacts of the flyovers with respect to air quality, noise and social impacts and the mitigation measures identified for flyover impacts are included in Appendix 4.3. Moreover, although flyovers are likely to encourage use of private vehicles by improving the intersection capacities, they would not add to the network capacity of the roads and parking in congested areas like Opera House, Kalbadevi, Fort, Tardeo etc. "Public transport with demand management" option ther -:)re becomes even more critical for encouraging public transportation and restrainiin travel demand in Island City. In view of these considerations the flyovers would not change the choice of "public transport with demand management"-as the best strategic transport option for MMR. 4.11 MUTP: INVESTMENT PROGRAM Since the completion of CTS in 1994 and environmental assessment carried out in 1998, as noted below the Tables 4.4 to 4.6 describing the four strategic options, some projects considered to be committed have not yet been taken up for implementation whereas some projects that were proposed as options have already been implemented. Nevertheless the investment program 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 PROJECT bESCRIPTION Mumbai Urban Transport Project Consolidated Environmental Assessment CHAPTER 5 PROJECT DESCRIPTION 5.1 DESCRIPTION OF INVESTMENT PROJECT: MUTP 5.1.1 Introduction The CTS and SLEA described in Chapter 4 have recommended Public Transport + Demand Management (PT + DM in island City) as the most preferred strategic option for the MMR. The strategy followed in designing MUTP is as follows: (Borrower's Project Implementation Plan - BPIP, 2001): 1. Placing high priority on investment schemes aimed at promoting public transport particularly suburban railways. 2. Developing roads and road over bridges in suburban areas and outlying areas of MMR to relieve road congestion. 3. Relieving congestion in the Island City through Demand Management measures. However the total investment needs 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 implementing agencies is limited. The investment program of MUTP is therefore arrived at by considering the economic rate of return on investment of individual sub-projects, the level of project preparation and capacity of implementing agencies. The focus of this section is to present the brief description of the sub-projects to be carried out under MUTP. Since MUTP consists of two main components - rail and Road, the description of sub-project is also organized in the same manner (sections 5.1.2 and 5.1.3). The administrative framework for implementing MUTP is also provided. A map of MUTP sub-projects (rail and road and traffic components) is presented in Figure 5.1. Also the sub-projects in the Island City and Suburbs of Greater Mumbai are separately shown in Figures 5.2 and 5.3. 5-1 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE 5.1 MUTP RAIL & ROAD PROJECTS IN GREATER MUMBAI MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT LUaEND o TMC ~~IHAN UB I- _ @ ROAD & RAIL PROJECTS 2 Mumbai .Urban Transport Project Consolidated Environmental Assessment FIGURE 5.2 MUTP SUB-PROJECTS IN ISLAND CITY MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT LEGEND _ ' s, }. -P , PAO DWA' I - rX g-,>gg/ -iJ \; fltADe MUTP- - IS CITY ( ij~~~~~~~~~RA &RALPRJET . , m; / 'S- I 1ooozerar3 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE 5.3 MAP SHOWING SUB-PROJECTS IN THE SUBURBS OF GREATER MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT LEGEND TMC 4 ;/M l 4 Mumbai Urban Transport Project Consolidated Environmental Assessment MUTP identifies a number of measures and investment schemes to strengthen the road transportation in Mumbai. These schemes and measures are at various stages of implementation and can be grouped under the following categories: > Expanding existing or building new roads * Construction of ROB's * Area Traffic Control * Pedestrian Subways * Station Area Traffic Improvement Schemes * Procurement of Buses 5.1.2 Rail Projects MUTP places considerable emphasis on improving railway capacity in Mumbai. Various sub-projects identified under this component of the project can be grouped as follows: :: Increasing passenger carrying capacity by various railway optimization programs :- Capacity expansion by constructing additional lines i) Optimization on Western Railway Running of 12-car rakes on through lines, lengthening of platforms, re- signaling, increased power supply and running of additional services which will require induction of 23 rakes of 9-car equivalent. The proposed optimization will permit 18 trains (9-car) per hour (TPH) on local lines, with all trains running between Churchgate and Borivali and 15 TPH on through lines, operated entirely by 12-car rakes, between Churchgate and Goregaon (long distance traffic constrains the service from reaching the maximum feasible of 18 TPH), with 12 TPH continuing to Dahisar and a reduced number (probably 9 TPH) continuing to Vasai Road. 6 TPH would then continue to Virar. Train kilometers would increase by 35%, since the lead of trains is stretched to cater to demand. New terminals with rationalized layouts are built to relieve pressure on existing ones. This sub-project is in progress. ii) Optimization on Central Railway 5-5 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental Assessment v) Re-manufacturinc of Dual Voltage EMUs The scope of the project is to remanufacture the existing 50 EMU rakes suitable to run on DC as well as AC traction. This is needed as DC and AC traction will exist simultaneously till entire suburban section is converted to AC. This sub-project is in progress in the existing railway workshop and has no significant environmental impact. Capacitv Expansion by Constructing Additional Lines i) Provision of Additional Pair of lines between Borivali and Bhavander (9.13 kms) & Bhavandar and Virar (16.87 kms) There are two corridors (one corridor comprises two 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. Considering the volume of traffic on Borivali - Virar section, it is proposed to lay on additional corridor between Borivali -Bhayander and Bhayander - Virar with EMU car shed at Virar. This includes construction of a bridge of 2.00 Kms length across Vasai creek. The sub-project includes introducing 8 rakes of 9-car equivalent to increase the capacity on this line. The alignment of the sub-project is shown in Figure 5.1 and 5.3. The benefits of the projects are: a. Exclusive corridor for sub urban trains between Borivali and Virar as an extension of Churchgate - Borivali corridor. Providing extra suburban capacity between Borivali-Virar to cater to increased demand on this section and allowing existing double line to be used exclusively for suburban traffic. b. Improved facilities for long distance passenger and goods trains in conjunction with 5th line between Santacruz and Borivali. The cost of the sub-project of additional pairs of lines between Borivali - Bhayandar and Bhayandar-Virar are Rs. 1803 million and Rs. 4064 million, respectively. The sub-projects are in progress. ii) Provision of 5th And 6th Line between Kuria and Thane 5-7 Mumbai Urban Transport Project Consolidated Environmental 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 5th Line between Santacruz and Borivali The scope of project includes construction of 5th 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 5ih 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 5th 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 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental 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 Co mponent 1 5th 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 Framework for Implementing MUTP 5-13 Mumbai Urban Transport Project Consolidated Environmental 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 CommiKtee has 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 Mumbai Urban Transport Project Consolidated Environmental 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 Transport Project Environmental Assessment Figure: 5.4 MUTP: Prolect Management / Monitoring Unit |Independent Monitoring PoneHighPowereTanst M n J. Proc Dcto i I ~~~~~~~~~Chaired by the Chief Secretary l I | Coordination Committee Chaired by PS, UDD F | PM U, MM RDAl - ~~~~~~~~~~I t ProJect Dlrectoric Jt. ProJect Director Housing and Jt. Prolect Director Jt. Project Director External Relations Social Development & Land Acquisition 6 ENVIRONMENTAL ASSESSMENT Mumbai Urban Transport Project Consolidated Environmental Assessment CHAPTER 6 ENVIRONMENTAL ASSESSMENT 6.1 MLEA I PLEA METHODOLOGY AND SCREENING RATIONALE 6.1.1 Environmental Assessment Apart from the sectoral environmental impacts, individual sub-projects would have localized environmental impacts. In order to assess such impacts of major individual sub-projects Micro Level Environment Assessment (MLEA) have been carried out. For relatively smaller sub-projects belonging to group of similar sub-projects generic environmental assessment has been carried out in the form of Programmatic Level Environmental Assessment (PLEA). Table 6.1 shows the sub-projects and whether they are covered by MLEA or PLEA. Table 6.1 List of Sub-projects Selected for PLEAI MLEA Sr.No.|Name of the Project Type of EA Rail Component 1 5th' line between Santacruz and Borivali EMP 2 5t and 6th lines between Kurla and Thane EMP 3 Borivali-Virar Quadrupling of Lines MLEA i) Borivali Bhayander Rail line ii) Bhayander - Virar Rail line 4 Optimization on western Railway (including 12-car rakes on through EMPI CEMP lines) 5 Optimisation on Central Railway (including 12-Car rakes on through EMP/ CEMP lines) 6 Optimisation on Harbour line EMP/ CEMP 7 DC/AC conversion EMP 8 EMU coach re-manufacturing No EA Req. 9 Track machines No EA Reg. 10 Technical Assistance No EA Req. Roads and Traffic Comronent 1 Jogeshwari-Vikhroli Link Road MLEA 2 Santacruz-Chembur link road MLEA 3 ROB at Jogeshwari (South) EMP 4 ROB at Jogeshwari (North) EMP 5 ROB at Vikhroli PLEA 6 Dadar - Mahim One way system No EA Req. 7 Pedestrian subways and bridges EMP 8 Station area traffic improvement schemes (SATIS) EMP 9 Other traffic management schemes No EA Req. 10 Procurement of Buses No EA Req. 6-1 Mumbai Urban Transport Project Consolidated Environmental Assessment Sr.No. Name of the Project ITYPe of EA 1 1 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 . Removes the sub-projects with negligible environmental impacts from the selection process and distinguishes the sub-projects which are amenable to PLEA or MLEA SCREEN 2 . Retains behind the sub-projects for which environmental analysis has already been carried out. SCREEN 3 . Passes on the sub-projects located in ecologically sensitive areas 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. SCREEN 4 . Retains the sub-projects which are not located at sites with major air 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. SCREEN 5 . Examines sub-projects with 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 Mumbai Urban Transport Project Consolidated Environmental Assessment For the first level screening, the sub-projects were divided into three groups. The first group comprised those sub-projects, which because of their spread and hence potential for encountering different environmental settings were considered for detailed or Micro Level Environmental Analysis (MLEA). The sub-projects considered under this category were divided into the following - * Road Widening/Improvements and Upgradations * New Roads * Suburban Railway Transport The second group had sub projects with similar construction activities and function and is located in developed urban environmental setting. Therefore, Programmatic Level Environmental Assessment (PLEA) was conducted for one of these sub- projects is adequately indicative of the environmental implications of other sub- projects of the same group. The second group contained the following sub-projects: * ROBs * Pedestrian subways * Station Area Traffic Improvement Schemes The third group consists of sub-projects like Area Traffic Control, procurement of Buses, Optimization of Western, Central and Harbor Railways, 12 Car Rakes which are not likely to cause any 'direct' adverse environmental impacts. Hence, these sub- projects were not considered for environmental analysis. Thus, after dividing the sub-projects into three groups, the third group of sub-projects was straight away eliminated from the selection process at the first screening level. The sub-projects amenable to MLEA and PLEA were passed on to the second screening test. The second screen removed sub-projects for which EA was conducted earlier, and the remaining sub-projects were passed on for the third level screening. From the third level onwards, sub-projects with lesser potential for adverse impacts on specified environmental domains were systematically removed. This process of screening led to the selection of sub-projects with higher potential for adverse environmental impacts for conducting environmental analysis. The screening methodology initially subjected the sub-projects to stringent screening tests, and at the last stage, screening was based on subtler issues, which required closer look at the environmental settings of the sub-project. 6-3 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental 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 Transport Project Consolidated Environmental 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. Potential ImDacts 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 Mumbai Urban Transport Project Consolidated Environmental Assessment 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. Potential ImDacts * 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 were found to be in the range of 13 - 38 ,ug/m3 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 Mumbai Urban Transport Proect Consolidated Environmental Assessment Potential lmDacts 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 Mumbai Urban Transport Project Consolidated EnvironmentalAssessment 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- SPARSE FOItEST scwisNm CMASTAL WITLAND VASAI CREEK_ HLLOONTOLIR RAL RALWAY STATION LOCA AUTHORWIY BOUNDARY : EJ4DUE ALONG BORIJL-VIRAR RAILWAY TRACKS MM: l Mumbai Urban Transport Project Consolidated Environmental 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 AROUND JVL Mumbai Urban Transport Project Consolidated Environmental Assessment Potential Impacts The proposed road widening would involve cutting and filling. The total quantity of material to be brought from borrow pits (from Dahisar and Turbhe quarries) is 3,14,000 m3 and the quantity of cut material to be disposed of is 43,704 m3 Borrow pits at the quarry sites will adversely affect the scenic landscape of the area. Water Environment Jogeshwari - Vikhroli Link Road crosses one small river (Mahim River) and 2 Nallahs. A stretch of the middle section of the road is along Powai Lake. The Powai Lake showed sewage contamination and high TDS (520 - 640 mg/I). DO levels of the lake ranged from 6.8 to 7.2. Potential Impacts * Since the bridges on Mithi River and Nallahs are already widened and culverts provided wherever necessary, the proposed sub-project is not likely to result in water logging and increase in flood levels. However, there may be siltations of the nallah and other small channels due to erosion. * If the construction takes place in rainy season, the adjoining water bodies would be affected due to surface runoff contaminated with loose soil. * Occasional accidents or spills of material being transported could cause pollution of surface waters. * Overall, the impact on the water quality will be of insignificant nature. Air Quality Baseline air quality along the alignment already exceeds the standards for PM10, SPM and HC. SPM and PM10 levels with their values in the range of 650 - 1200 pg/M3 and 130 - 275 pg/M3, respectively, were found to exceed their standards. The SO2 and NOx concentrations were observed to lie between 18 - 47 Jg/rM3 and 16 - 66 pg/rm3, respectively. These concentration levels were within the NAAQ standards. CO concentrations (1 - 2.4 ppm) were found within NAAQ standards of 3.8 ppm (1 hour average). Lead was in the range of 0.09 - 0.89 g/iM3 against the prescribed standard of 1 pg/M3, Potential Impacts During the construction phase, earthwork, rock cutting and handling and transportation of construction material will increase the ambient dust levels. 6-13 Mumbai Urban Transport Project Consolidated Environmental Assessment The operation of diesel based construction equipment and fuel wood used by the construction labor for cooking will degrade the air quality in the immediate neighborhood. The construction related air quality impacts will, however, be of temporary nature. Air quality impacts during the operation stage were assessed using CALINE - 3 model to predict CO and NOx concentrations. For PM1O and lead, the roll back method was used to estimate the future concentrations. Peak hour emissions for CO and average daily emissions for other pollutants to be used as input to the models were calculated from predicted traffic volumes/composition and Indian Institute of Petroleum (IIP) recommended emission standards. Emission factors for SPM, and hence PM1o accounted for the re-suspension of particulate matter from the road surface. The modeling analysis showed: - CO concentrations would meet the National Ambient Air Quality (NAAQ) Standard. NOx concentrations would exceed the standard, and population exposed to NOx concentration exceeding the standard was estimated to be 3700. * PM10 and Lead values were 'timated for 2001 to be in the range of 222 - 357 pg/M3 and 0.16 - 1.06 pg/rn' pectively. 4 * PM1o values were estimateo ;or 2011 to be 736 ,ug/m3. * The section of the road likely to receive the maximum air quality impacts was the eastern section near Gandhi Nagar Square. Noise The noise levels measured along the proposed alignment as Lq were found to lie between 77 - 86 dB(A) and 70 - 77 dE'A) for day time and night time respectively. These levels are quite high compared tc the day time and night time ambient noise standards. Potential Impacts * The operation of construction equipment, such as, compressors, bulldozers, compactors, concrete plant, etc. will generate noise, which will be the cause of nuisance to the nearby residents. • The impact of traffic related noise during operation phase was determined by using the U.S. Federal Highway Administration (FHWA) model, and after accounting for background levels, were found to exceed the day time and night time standards. 6-14 Mumbai Urban Transport Project Consolidated Environmental Assessment * The daytime noise levels predicted for the year 2011 ranged between 70.8 - 80.9 dB(A), whereas the night time levels were found to lie between 58.6 - 73.8 dB(A). The noise standard was found to be exceeded upto 200 m from the road during day time as well as night time. The high noise levels would affect two sensitive receptors - Holy Trinity Church and Central School (Navy). Ecological Resources From ecological viewpoint, JVL can be divided into two sections - western section between WEH and LBS with non-marshy and non-saline land; and eastern section between LBS Marg and EEH with marshy and saline land. The two ecologically sensitive areas along the western section of the road alignment are Aarey Farm and Powai Lake. Aarey farm is mainly a grassland. Drying periphery of Powai Lake has extensive patches of Lpomea carpea Farm and Convolvulaceae (Beshrani). Ruderal plants, which are seasonal in nature, can also be seen along some stretches of the road. The eastern section of the road at few locations passes through marshy land, which are used for dumping liquid wastes, municipal and construction wastes. Potential Impacts There are 363 trees, which are within 20 m belt on both sides of the road. Widening of the western section will lead to the loss of a part of these trees. The extension of the eastern section to four lanes may need clearance of some mangrove vegetation. However, the latter is already in degraded state. None of the floral species is rare or endangered. Major loss of trees will be from private or enclosed areas, presently covered by good number of trees. Land Use Certain sections of the road alignment pass through built area with both residential and commercial establishments along the alignment. These establishments need to be shifted for widening the road. Resettlement: About 890 Projects Affected Household (PAH) will have to be resettled. Rehabilitation Action Plan (RAP) describing the R & R Policy and Institutional framework along with 6-15 Mumbai Urban Transport Project Consolidated Environmental Assessment baseline socio-economic survey has been completed. Site specific RIP (and CEMP) has already been prepared. The EMPs for JVLR is being updated considering the developments that have taken place since 1998. ii) Santacruz Chembur Link Road (MLEA) Detailed feasibility, engineering and EA of these sub-projects are in progress. About 2171 PAH would need resettlement. Baseline socio- economic survey has been carried out. RIP and CEMP will be undertaken after the completion of engineering design. 6.3 PROGRAMMATIC LEVEL ENVIRONMENTAL IMPACT i) ROB at Vikhroli (PLEA) The ROB is proposed to be constructed on LC No. 14 located to the south of Vikhroli station. It is on Pirojsha Godrej road, which connects Lal Bahadur Shastrl (LBS) Marg on the west of Vikhroli station and Eastern Express Highway (EEH) on the east. Please refer Fig. 6.2 for the landuse pattern. LBS road is about 280 m away from the Level Crossing (LC) and it is 12.5 m higher in elevation compared to LC. The EEH is about 500 m to the east of the LC and its elevation is 4.3 m lower compared to that of the LC. Since there is significant elevation difference between the starting and ending points of the sub-project, the approaches are proposed on viaducts. Land use Construction of ROB would dislocate about 185 (G + 1) structures with small business units in the ground floor and residences above. The sensitive landuses will be impacted by higher air and noise pollution during construction and operational phases. The ROB may give rise to induced development, and may lead to illegal occupancy under the proposed ROB. There could be visual intrusion due to ROB. Ecoloav The site has no sensitive ecological features, except sparsely distributed ruderal vegetation. About 10 grown trees will be cut. 6-16 Jo9 MUMBAI URBAN TRANSPORT PROJECT - II (M U T P- II) DBC.LE 1:6000 CLIEN MUMBAI METOPOUTAN DEVLOPMENT AUTHORITY. CfD.3 8/8/96S CHD.BY A.S.R. Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated EnvironmentalAssessment The EMPs for Vikhroli ROB is being updated considering the developments that have taken place since 1998. The site specific EMPs for ROBs at Jogeshwari South) and (North) are separately being prepared. ii) Pedestrian Sub-way at CST Chhatrapati Shivaji Terminus (CST) is a Central Railway Terminus for suburban and outstation trains. The proposed sub-way includes three sets of stairs and about 80 metres of passageway to serve the pedestrian movements. The passageway varies in width from 7.5 to 12 meters with 5-meter additional depth for flanking shop space on each side. The five flights of existing stairs down from CST to D.N. Road would be relocated to inside the terminus. Land Use The CST area has public, semi-public, commercial and private land uses. There are no sensitive land use areas. Special land use features influencing the pedestrian and vehicular traffic include informal sector commercial activities location of the major intra and inter city railway terminus, access to CST, BMC head quarters and other public land uses. These land uses will be temporarily affected during construction phase. The informal commercial sector land use will be totally removed during construction phase. Traffic and Transport The maximum pedestrian volume occurs during 10.00 to 11.00 hours with pedestrian volume of 15,275 and at this time, the traffic volume is about 5000 pcus. The area experiences longer vehicular delays and higher accident potential due to pedestrian vehicular conflicts. There would be major disruption in traffic and inconvenience to pedestrians at CST junction during construction period. On completion of the sub-projects, substantial improvement in vehicular speeds and reduction in delays would be realized. Pedestrian vehicular conflicts will be eliminated. Air The CO, HC (non-methane), PM10 and SPM levels exceed the NAAQ standards. The NOx, SO2 and the lead in SPM are well within NAAQ standards. The air quality impacts during construction phase would be due to fugitive air emissions and 6-19 Mumbal Urban Transport Pmject Consolidated Environmental 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 Mumbai Urban Transport Prqoect Consolidated Environmental 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, SO2 and lead in SPM are well within NAAQ standards. CO, PM10, SPM 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 Mumbai Urban Transport Prmect Consolidated Environmental Assessment This sub-project is no more considered for MUTP. Instead a study of SATIS is in progress for 6 suburban railway stations. This will also include EA and EMP on the basis of Thane. The EMPs for various SATIS schemes are being separately prepared. 6-22 ENVIRONMENTAL MANAGEMENT PLAN Mumbai Urban Transport Project Consolidated Environmental Assessment CHAPTER 7 ENVIRONMENTAL MANAGEMENT PLAN 7.1 INTRODUCTION EA Process In response to the deteriorating transport scenario in MMR, the MMRDA prepared a Comprehensive Transport Plan in 1994, which provided a strategic framework for improving the transport sector of MMR. The four strategic transport options identified under this study were subjected to Environmental Assessment (EA) in the form of Sectoral Level Environmental Assessment (SLEA), to identify the one, which would have minimum adverse environmental impacts. This resulted in a preferred strategy comprising a larger set of projects. Considering the financial sustainability and the economic evaluation of subprojects an investment program comprising a subset of projects recommended in the preferred sectoral strategy is arrived at. This subset of projects is then subjected to Programmatic Level Environmental Assessment (PLEA) and Micro-Level Environmental Assessment (MLEA). A flowsheet of the entire EA process is given in Figure 7.1. Apart from the sectoral environmental impacts, the individual projects will have localized environmental impacts. The sub-projects included pertain to rail and road improvement schemes. The projects were screened with respect to various environmental parameters such as air and noise pollution, sensitive locations etc., to determine the type of EA required. PLEAs were prepared for small generic sub projects, such as, flyovers, ROBs, Pedestrian subways, Station Area Traffic Improvements Schemes (SATIS). MLEAs were done for individual projects that were expected to have significant environmental impacts. The type of EA for each of the project in MUTP is given below in Table7.1. Table 7.1 List of Projects Selected for PLEA/ MLEA Sr.No. Name of the Project Type of Status of EAIEMP EMP Schedule of I IEA Preparation Completion Rail Component 1 5th line between Santacruz and EMP These works are in an Borivali advanced stage of completion. Environmental 31/1/02 audit and EMP are to be completed. 2 5h and 6th lines between Kurla EMP These works are in an and Thane advanced stage of completion. Environmental 31/1/02 audit and EMP are to be completed. 3 Borivali-Virar Quadrupling of MLEA EA & EMP done in 1998. 31/1/02 Lines EMP being updated. i) Borivali Bhayander Rail 7-1 Mumbai Urban Transport Project Consolidated Environmental Assessment line ii) Bhayander - Virar Rail line 4 Optimization on western 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 resettlement sites. 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 _ _ _ _ = _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ R eq . Roads and Traffic Component 1 Jogeshwari-Vikhroli Link Road MLEA EA & EMP done in 1998. 15/12/01 I___ ==___________________ _ I EMP being updated. 2 Santacruz-Chembur link road MLEA EA / EMP Being prepared 31/12/01 as a part of the engineering feasibility study. Independent Review of 31/1/02 EMPS 3 ROB at Jogeshwari (South) EMP Being done on the basis of 31/1/02 I __ I _l____________________ PLEA for ROB at Vikhroli. 4 ROB at Jogeshwari (North) P Being done on the basis of 31/1/01. .___ ___________________ PLEA for ROB at Vikhroli. 5 RC Vikhroli PLEA EA & EMP done in 1998. 31/1/02 EMP being updated. 6 Da,. Mahim One way system No EA Req. 7 Pedestrian subways and bridges EMP 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 Station area traffic improvement EMP EA/EMP for 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 Urban Transport Project Consolidated Environmental Assessment 9 Other traffic management No EA schemes Req. 10 Procurement of Buses No EA Req. 11 Environment-air quality No EA monitoring Req. 12 Technical Assistance, studies No EA training Req. Projects at 8 to 10 of 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 involve any Civil work. EA is thus not required. 7-3 Mumbai Urban Transport Project Consolidated Environmental Assessment FIGURE 7.1 ENVIRONMENTAL ASSESSMENT PROCESS Comprehensive Transportation Study 4 strategic options 1. Do minimum 2. Public transport option 1994 3. Public transport + Demand management 4. Road Investment option Sectoral Level Environmental Assessment (SLEA) Evaluation of strategic options with respect to the following environmental criteria 1996 - Traffic Analysis - Impact on Air, noise, social, ecological resources and transportation service quality Selection of strategic option (PT + DM) 1 Screening of projects with respect 1997 to potential impacts Programmatic Level Micro-level Environmental Environmental Assessment Assessment (MLEA) (PLEA) - Subprojects selected - road - Sub-projects selected: improvements, suburban railway 1998 ROBs, pedestrians subways subprojects - Analysis of traffic & transport - Impact on traffic, air, noise, water - Impact on air, noise, social and landuse, social and ecological ecological resources, landuse resources. Preparation of updated and consolidated 2001 EA and proiect specific, EMPs IDraft Consolidate EiA Puli l | ~~~~~Consultation 2101 Note: The Current Project Stage Is Highlighted In The Above Figure 7-4 Mumbai Urban Transport Project Consolidated Environmental Assessment Environmental impacts of each of the above projects are described in Chapter 6 and a summary of impacts is given in the following Sections. Environmental Manaaement Plans Plans are prepared for mitigating and managing potential adverse environmental impacts identified in SLEA and project specific PLEA/MLEA studies. These EMPs are accompanied by institutional and reporting framework to ensure EMP implementation and monitoring programs for individual projects. 7.2 SECTORAL LEVEL ENVIRONMENTAL MITIGATION AND MANAGEMENT PLAN In spite of having a transport strategy with the least environmental implications for the region, MMR is bound to experience environmental impacts from transportation sector on account of increase in both human and vehicle population. There are several environmental issues that need to be addressed at the sectoral level e.g. increase in air and noise pollution, ecological impacts from extension of railways in ecologically sensitive areas, rehabilitation of displaced people etc. Mitigation measures for addressing the above issues are taken up at sectoral level using the SLEA framework. Reducing traffic congestion, vehicular emissions and noise could alleviate the impacts due to the development of the transportation sector as a whole. The mitigation measures are developed at legal, policy and administrative levels for reducing sectoral level environmental impacts. 7.2.1 Sectoral Level Environmental Impacts The SLEA was carried out for the four suggested transport options with respect to six major parameters viz. Transport and Traffic Efficiency, Ambient Air Quality, Noise, Ecology and Social (R & R). Impacts on these parameters were studied in four major sub-regions of MMR viz. the Island City, Eastem Suburbs and Western Suburbs of Greater Mumbai City and the Rest of MMR (See Map in Figure 1.1 In Chapter 1). In order to assess the impacts, a number of indicators/indices were identified for each of the above environmental parameters. Baseline monitoring of the parameters were carried out in the year 1996 and the impacts were predicted for all the transport options for the year 2011. These are presented in detail in Chapter 4. The critical environmental issues that need mitigation measures at the sectoral level are summarised below: * Ambient air quality (mainly for PM10 ) would deteriorate and noise levels would increase due to project implementation. * Displacement of project affected households. * Ecological impacts. * Traffic Management and Safety. 7-5 Mumbai Urban Transport Project Consolidated Environmental Assessment '.2.2 Sectoral EMP At the sectoral level, a variety of policy, legal and administrative measures could be used to manage environmental impacts. These are described in Table 7.2 (a). The formulation and implementation of several of the measures indicated 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. Thus the time frame for implementation of these measures cannot be decided as a part of MUTP by the project authorities or GOM alone. However, a suggestive framework for implementation of the EMPs including institutional responsibility, authorities and time frame is given in Table 7.2 (b). 7.2.3 Sectoral Level Monitoring Sectoral level monitoring is needed to assess the success of the mitigative measures in improving the environmental quality and arresting the deterioration of the environmental quality and also to update EMP based on the feed back obtained from monitoring. The monitoring plan presented here mainly includes monitoring of the environmental quality, R&R and monitoring traffic parameters. The plan is given in Table 7.3 Monitorina of Environmental Quality Environmental quality particularly with respect to air pollution and noise levels, must be monitored on continuous basis, as these environmental components are likely to be affected most by the transportation strategy. Environmental quality monitoring shall be carried out with the objective of assessing the change in environmental quality due to the transportation strategy, 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 transportation activities, environmental monitoring programme for the transportation strategy shall be integrated with the regional environmental monitoring programme. The recommended minimum environmental quality-monitoring programme with the focus on the transportation strategy is given in Table 7.3. The location of monitoring sites shall be decided by MMRDA in consultation with MCGM. Monitorina of Social (R&R) ComDonents A number of MUTP projects will result in displacement of population. The resettlement and rehabilitation process of the displaced population will be closely 7-6 Mumbai Urban Transport Project Consolidated Environmental Assessment monitored by MMRDA and IMP. The methodology for such monitoring is given in paragraphs 64 to 68 of Resettlement Action Plan, September 2001, MMRDA. Monitorina of 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 passenger trips for railway will be monitored to track changes in traffic movement. As a part of MUTP, a Traffic Management Unit (TMU) is being established in MCGM. The TMU will undertake periodic studies to monitor the traffic movements and impact of proposed measures in MUTP. 7-7 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.2 (a) Sectoral EMP Environmental Regulatory Measures Policy Measures Administrative Measures Impact Ambient Air Quality * Stringent emission Review and Implementation of recommendations * Strict enforcement of air Deterioration standards for vehicles at made by committee for reducing vehicular pollution emission manufacturing and in Mumbai, constituted under the Mumbal High operational level, Court Order dated December 15, 1999. Some of the * Enhancing of the current * Use of cleaner major recommendations are: monitoring network of MCGM as technologies, such as,pereomnaingvnnth catalytic converters for * Reducing sulfur content of diesel initially to per recommendation given 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 * Reduction in Benzene content of petrol from the Quality Monitoring Network two and three wheelers, present level of 3% to less than 1%. Operated by MCGM" completed * Measures to prevent fuel * Refineries are recommended to implement the In year 2000. adulteration, 'Marker' system for detecting adulteration in * Legal support for policy fuels and lubricants. * To develop PMIo abatement and administrative level * All the retail outlets in MMR should sell only pre- strategy. (Study commenced by mitigation, mixed petrol through dispensers to two and MMRDA in Sept. 2001) * Permitting use of three wheelers with effect from 1 st October alternate fuels such as 2000 * Vehicle Inspection and CNG and LPG as * All petrol taxis above the age of 15 years and Monitoring Program: automobile fuel. (Already diesel taxis above the age of 8 years be Promote vehicle inspection and done as per Liquefied converted to CNG or any other clean fuel and all maintenance centres. Petroleum Gas diesel taxis above the age of 8 years should be Commercial vehicles 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 scrapped or converted on 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 converted to 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 recommended to be fitted with catalytic converters. . (Court is yet to decide) 7-9 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.2 (a) Cont.. Environmental Regulatory Measures Policy Measures Administrative Measures Impact A Noise ExplicH policy for noise reduction from vehicle Montoring of noise levels at engines, exhaust, tyr qnd road surface. sensitive receptors. Identifying c, --.II'es of noise. Reducing traffic noise impact by placing noise barriers to the extent feasible. Social Impact Govemment of Maharashtra Project affected households to be rehabilitated as PMU - MMRDA Is responsible for adopted a policy of R & R in per the Rehabilitation Action Plan (RAP) and entire R& R. An Independent 1997. All resettlement to be project specffic RIP, CEMP. More details in Chapter Monitoring Panel has been undertaken according to the 8. appointed to monitor the same. policy. Ecological Impacts MMR - Regional Plan The Indian Forest Act and Coastal Regulation Zone Strict enforcement of Development provides land use zoning and (CRZ) notification of 19/2/91 >,rovide necessary regulations to contain growth in development control policy framework to minimise ecological impacts. ecologically fragile areas. regulations consistent with these regulations. GoM has prepared Coastal Zone Management Plan (CZMP), which has been approved by .__,_ MoEF. Traffic ManagementW Implementing recommendations of the committee * Enforcement of road safety and Road Safety appointed by Mumbal High Court (See above). The rules. major traffic management policy 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 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 I supplementary charges on road traffic. 7-10 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.2 (b) Sectoral EMP Implementation Framework Parameter j Mitigation Measures Responsibility Time Frame Supervision AIR POLLUTION Regulatory Stringent emission standards, Use of Clean Fuel Govt. of India Already in progress. Not Applicable. Measures etc. Policy Several policy measures have been suggested for GOI / GOM Policies are In various stages of Various agencies as Measures: use of clean fuel, scrapping of 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. clearance from Mumbai High Court. requires vehicles more than 15 years to be scrapped or convert to CNG. Administrative Strict enforcement of vehicular air emission RTO Already in progress GOM Measures standards. Enhancing of the current air quality monitoring MCGM To commence along with MUTP MMRDA network of MCGM as per recommendation given project implementation. in the study " Strengthening the Air Quality Monitoring Network Operated by MCGM" completed in year 2000. To develop PM10 abatement strategy. Various Study commenced by MMRDA in MMRDA agencies Sept. 2001. identified In the on-going study. Vehicle Inspection and Monitoring Program. RTO Plans to be drawn up and MMRDA implemented during MUTP. 7-11 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.2 (b) Continued Parameter Mitigation Measures Responsibility Suggested Time Frame Supervision NOISE Policy Measures Explicit policy for noise reductio' m vehicle RTO IFkisg of time frame is not MMRDA engines, exhaust, tyre and roaa L, iace. possible at this point. Reducing traffic noise impact by placing noise RTO MMRDA barriers to the extent feasible. Administrative Monitoring of noise levels at sensitive receptors. MCGB & RTO Within 1 year MMRDA Measures Identifying sources of noise. SOCIAL IMPACT Policy Measures PIA - MMRDA is responsible for entire R& R. An GOM Already done independent Monitoring Panel has been appointed to monitor the same Administrative Project affected households to be rehabilitated as PIA To be done before MMRDA Measures per the Rehabilitation Action Plan (RAP) and I construction project specific RIP, CEMP. More details in l Resettlement Action Plan, September 2001. l ECOLOGICAL IMPACTS Administrative Strict enforcement of Development regulations to UD Already being done MMRDA Measures contain growth in ecologically fragile areas. TRAFFIC MANAGEMENT AND ROAD SAFETY Policy Strengthening traffic and transportation planning, RTO, MCGM - In Progress - To be MMRDA traffic operation, traffic signals and signs, and area TMU strengthened in MUTP. traffic control. Administrative Modal Integration outside railway station, control RTO, MCGM- To be established during MMRDA of on-street and off-street parking, management of TMU MUTP. traffic demand, power to collect certain parking fees and supplementary charges on road traffic. 7-12 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.3 Environmental Quality Monitoring Parameters to Recommended Sites Sampling duration and Responsibility be monitored Frequency Ambient Air Quality: CO, HC, Nox, As per recommendation As per recommendation given MCGB SPM, PM10, given in the study i in the study i Strengthening So2 Strengthening the Air the Air Quality Monitoring Quality Monitoring Network Operated by MCGM" Network Operated by completed in year 2000. MCGM" completed in year 2000. Noise: To compute Same sites as above Same as Above L-qu, L10t L50, and Lg_ Social (R&R) _ Living At resettlement site 1 year after resettlement. MMRDA Conditions of PAH's. Drinking water supply, sanitation and other facilities Traffic Movement Traffic volume, At individual sub-project At least once in a year RTO/ MCGB-TMU speed sites and main arterial routes 7-13 Mumbai Urban Transport Project Consolidated Environmental Assessment 7.3 PROJECT LEVEL ENVIRONMENTAL MITIGATION AND MANAGEMENT PLAN As discussed earlier, individual projects would give rise to localised environmental and social impacts. The environmental impacts were assessed at two levels - (a) Micro Level (MLEA) for individual projects 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 Improvements Schemes (SATIS). The projects, which have been finally selected for implementation and 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 following projects have been prepared in the year 1998. The environmental impacts of these projects and related aspects considered for mitigation plans are described in Table 7.4 (a) to (e) respectively attached at the end of this Chapter: ML, A * Jogeshwari-Vikhroli Link Road (JVLR) * Borivali-Virar Quadrupling of Rail Lines(BVQR) PLEA i Road Over Bridge at Vikhroli - Pedestrian Subway at CST * Station Area Improvement at Thane Station 7.3.2 Environmental Mitigation Measures and Management Plans The status of EAIEMP preparation is described in Table 7.1 earlier. This section details the environmental management plans or mitigation measures (EMPs) developed for the following 5 sub-projects: * Jogeshwari-Vikhroli Link Road (JVLR) * Borivali-Virar Quadrupling of Rail Lines (BVQR) a Road Over Bridge (ROB) at Vikhroli * Pedestrian Subway at CST • Station Area Improvement (SAT-IS) 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 7-14 Mumbai Urban Transport Project Consolidated Environmental Assessment process. The schedule for updating of EMPs for the above mentioned sub-projects are given in Table 7.1. As mentioned in Table 7.1, EMPs for the remaining sub-projects will be prepared based on the related earlier EMPs. The table also gives the schedule for completion. For instance, there are 30 pedestrian subway projects and 6 SATIS projects. The EMPs presented for the CST pedestrian subway and Thane Station SATIS will be used to prepare EMPs for remaining projects in these categories. 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 environmental impacts of the above projects summarised in Tables 7A (a) to (e). 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 In order to allow the local communities and road/rail users the benefit of a better corridor of movement and enhanced environmental setting, various site-specific environmental enhancement plans are prepared and 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 measures will be specified in the updated EA and EMP reports. 7.3.3 Environmental Monitoring Plan Environmental monitoring 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 monitoring plan are: * To record the impact of MUTP on urban environmental quality during the construction and operation phases; * To evaluate the effectiveness of the mitigation measures during the construction and operation phases. 7-15 Mumbai Urban Transport Project Consolidated Environmental Assessment * To satisfy the legal and community obligations * To respond to the unanticipated environmental issues at an early stage and to verify the accuracy of environmental impact prediction. At the project level, the vital parameters or performance indicators that will be monitored during construction and/or operation stages of the project include: * Ambient air quality - SO2, PM1,, CO, NOx * Noise levels near sensitive locations * Re-plantation success/ survival rates * Traffic volume and characteristics The recommended environmental quality-monitoring programme for the projects are given in Tables 7.10 to 7.14 attached behind this Chapter. Methodology used for sampling and analysis will be as per prevalent requirements of Ministry of Environment and Forest and Indian Standard (IS) codes. These monitoring plans 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 monitoring and evaluation of the EMPs are critical activities in implementation of the various projects. Monitoring involves periodic checking to ascertain whether activities are going according to the plans. It provides necessary feedback for project management team to keep the program on schedule. The monitoring and reporting process for mitigation measures during construction will initiate from the contractor at the lowest rung who will report to the Project Implementation Agency (PIA) through the Project Manageme-' consultant. The monitoring process and the roles and responsibilities of the various agencies for coordinating and managing the EMP implementation is described below: Project Implementation Agencies (PIA) and Project Contractors The responsibility of implementing the various environmental mitigation measures lies with the PlAs, such as Municipal Corporation of Greater Mumbai, Public Works Department, Maharashtra State Road Development Corporation. 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 departments such as telephone, water supply, sewerage etc. which use the road for providing public utility services. The PIA will get the EMP implemented through the Project Management Consultant (PMC) by incorporating the EMP requirements in the contractual agreement along 7-16 Mumbai Urban Transport Project Consolidated Environmental Assessment with the provision of penalties to 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 construction activities and periodically thereafter to the PIA. The PlAs will then submit the ECRs to the JPD (Env), which after review and monitoring will be submitted to IMP through the Project Director, MUTP for confirmation of the implementation of the environmental mitigation measures. The Project Director will accordingly submit the report to the World Bank. (Refer Figure 7.2 for the co- ordination model). MMRDA MMRDA as an apex organisation shall initiate co-ordination process among the concemed organisations for EMP implementation. MMRDA shall take lead in: * reviewing the progress of the projects and plans for the subsequent year - Institution wise * reviewing and discussing the salient features of the reports in the year on environmental aspects/statistics like emission check and violations. * organising and co-ordinating training programmes for all member organisations. An Independent Monitoring 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 Chairman of IMP is Ex-Chief Secretary to Govemment of Maharashtra. The other members are 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 proposed a co-ordination model (Refer Fig. 7.2) for promoting effective implementation of EMPs at sectoral level and at project level during construction and operation phases. The responsibilities of key functionaries for EMP implementation are: * The Project Director, MUTP has the overall responsibility of implementation of EMPs and co-ordination of all the environmental related matters of the transportation projects. * The Joint Project Director (Environment) is responsible for 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 transportation projects. In respect of R&R, he is particularly responsible for ensuring preparation and implementation of Community Environmental Management Plans (CEMP). 7.4.2 Reporting Requirements Section 7.4.1 above descrbes institutional framework for EMP monitoring. It is also important to identify the key parameters that have to be monitored and establish a 7-17 Mumbai Urban Transport Project Consolidated Environmental Assessment reporting system. The rationale for a reporting system is to ensure accountability for implementing the EMPs. A generic reporting system proposed to be followed is given in Table 7.15. However, the monitoring parameters and frequency of reporting are project specific and depend upon several factors such as: * Environmental components affected * Construction schedule of the project * Environmental Management Plans sugges!-d Project specifi- monitoring Schedules as per format are given in Table 7.15 will be prepared ar iade available in the updated PLEA and MLEA reports for the projects. Sp, .-nc reporting formats will also be included. The reporting sheets and formats will be made available in the project tender documents. 7-18 Mumbai Urban Transport Project Consolidated Environmental Assessment Figure 7.2 INSTITUTIONAL MECHANISM FOR IMPLEMENTATION OF EMP |IMP ........ -t High Power Steering Committee Project Coordination .. ..... .. . . ....... .. Committee World Bank MMRDA Project Director MUTP JPD (Environment) MRVC MSRDC/PWD MCGM BEST | PMC | | PMC PMC P C Contractor IF [-otactor Conrator] Contractor Mumbal Urban Transport Project Consolidated Environmental Assessment 7.4.3 Institutional Arrangements and Its Strengthening 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. Introducing environmental dimensions in formulating and implementing a transportation strategy would require that these institutions shoulder additional responsibilities for ensuring that the strategy does not result in any significant adverse environmental impacts. In order to examine the existing capacities and identify the additional responsibilities that the concerned Organisations/ institutions shall take up to address environmental issues, these Organisations are categorised into four groups - Apex Organisations, Project Implementation Agencies, Transport Service Organisations and Regulatory Organisations. MMRDA is the apex organisation and 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 requirements to meet the environmental obligations defined in this EA report are given in Table 7.16 attached at the end of this Chapter. 7.5 COST ESTIMATES FOR MITiGATiVE MEASURES AND MONITORING The EMP implementation will require two types of financial commitments. Budget required for strengthening the capacity of the concerned organisations responsible for implementing the plan; and moneys that will have to be spent for implementing mitigation measures identified for the individual road/rail projects under the transportation strategy. These cost estimates are described separately below: 7.5.1 Cost Estimates for Institutional Capacity Building The budget estimates provided in this section mainly focus on the capacity strengthening measures in 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 programmes and also provides cost estimates for these programmes. The total cost for the training programmes is estimated to be Rs. 4,80,000/-. 7-20 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.17 Cost Estimated for Imparting Training (2001) Training Modules Target No of Costl Total Organisation Batches Batch cost Rs. Introduction to EIA MMRDA., MSRDC, 2 50,000 1,00,000 (Duration - 3days) Environmental Law MMRDA., MSRDC, 4 30,000 1,20,000 Environmental Law MCGM, MRVC (Duration - 3 days) Air pollution and Noise Monitoring MMRDA., MSRDC, 2 30,000 60,000 (Duration - 3days for introductory MCGM, MRVC Course) Duration 20 days for intensive MMRDA., MSRDC, 1 1,50,000 1, 50,000 course MCGM, MRVC Environmental Planning and MMRDA, MCGM 2 25,000 50,000 Decision Making - I (Duration - 3 days) Total Rs. 4,80,000/- Note: One Batch may cover 15 to 20 participants. Cost per day of training is assumed at Rs. 6000/- 7.5.2 Cost Estimates for Project Specific EMP Implementation Provisions for these are expected to be made by the project proponent under the individual project budget. Estimates for EMP implementation for 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 related to the following tasks: * Relocation of Utilities * Compensatory and Road/Track Side Plantation * Pollution control (dust, water pollution) during construction * Noise level reduction * Labour Camp sanitation * Road safety * Environmental Monitoring The estimates for EMP implementation for the remaining projects such as ROBs, SATIS and Pedestrian subways have been prepared based on the estimates of the above 2 projects and engineering judgements. A 7-21 Mumbai Urban Transport Project Consolidated Environmental Assessment consolidated estimate for EMP implementation for all related sub-projects are presented in Table 7.19. The estimated cost of EMP implementation for MUTP sub-projects is Rs. 19.38 Million. The above estimates are provisional and the final estimates will be available after the EMPs are updated (EMP updating is in progress). The revised cost estimates for the projects will be presented in 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 contract documents. 7.6 CONTRACTUAL AGREEMENT In order to facilitate smooth implementation of EMPs, the PIA shall include specific obligations in respect of EMP implementation in all tender and contract documents. The bidding and contract documents shall include tables (as updated for specific projects) given below at 1,2 and 3 1. EMP requirements and obligations for the projects give Tables 7.5 to 7.9. 2. Environmental Monitoring R% jirements given in Tables 7.10 to 7.14 3. Reporting requirements give- In Table 7.15 4. Indicative EMP cost estimates as given in Table 7.18 and 7.19. 7-22 Mumbai Urban Transport Project Consolidated Environmental Assessment 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) Compensatory and -- 663000 Plantation 510000* + 30 % Escalation Road/Track Side 2028000 280800 Plantation 1560000* + 20% Escalation 216000* + 30 % Escalation Dust Suppression 300000 390000 During Construction 30000/km x 10 km. 15000/km x 26 km. Water Pollution - Silt 10000 150000 Fencing Works 10000 per loc. x 1 Loc. 10000 per loc. x 15 Loc. Noise barriers/raising boundary walls for 1000000 1000000 Noise control 5000/m x 200m 5000/m x 200m Labour Camp 100000 100000 Sanitation (10000/toilet x 10 toilets for 200 (10000/toilet x 10 toilets for 200 labourers) labourers) Road Safety 50000 50000 (fencing etc.) 2500/meter x 20 m 2500/meter x 20 m Safety and Noise 20000 20000 awareness signage (Lump sum) (Lump sum) Environmental 346000 145000 Monitoring (Construction and Operating Stages) Total 3973600 3235800 * Cost estimates of 1998 ** Costs of R&R are separately covered in the RAP. 7-23 Mumbai Urban Trarnsport Prolec Consolidated Environmental Assessment Table 7.19 Overall Cost Estimates for MUTP Sub-Projects Sr.No.|Name of the Project EMP Cost Estimates Roads and traffic component | _ _ 1 Jogeshwari-Vikhroli Link Road 3973600 2 Santacruz-Chembur link road 3973600 3 ROB projects at Vikhroli, Jogeshwari 2477760 (South) and Jogeshwari (North) 8 30 Pedestrian subways and bridges 3000000 9 6 Station area traffic improvement 300000 schemes (SATIS) Rail Projects 1 Borivali Virar Quadrupling of Rails 3235800 2 5h line between Santacruz and 500000 Borivali 3 5m and 6th lines between Kurla and 500000 Thane 6 DC/AC conversion 20000 13 Technical Assistance, studies training -3000 I. (m r Table 7.18) Sub Total 18460760 5% Contingencies 1923038 Grand Total 19383798 7-24 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.4 (a) Summary of Impacts for Jogeshwari-Vikhroli Llnk Road Project (JVLR) Environmental Constructlon Operation Stage Impacts Component Stage Impacts Air Quality Temporary increase in ambient SPM and NOx levels 0 No significant change In CO levels over the baseline. Predicted due to earthwork, handling construction materal levels for 2011 well below the CO NMQS. and use of fire wood for cooking by on-site laborers. Nlevels , well below the CO NAAQS. * NOx levels were predicted to be within NMQOS for 2011, except at some locations. * Both the baseline and predicted (for the year 2011) PM1o levels exceed the standards at most locations. Noise Levels Nuisance to nearby residents due to noise from Day and night time predicted noise levels for the year 2011 range construction activities such as operation of between 70.8 - 80.9 dB(A) and 58.6 - 73 dB(A) respectively. The compressors, construction vehicles, concrete plants day and night time noise standard will exceed upto 200 m from the etc. road. Water Quality and Temporary contamination of Mithi river due to Mithi river contamination possible only due to accidental spillage of Hydrology surface runoff from widening of bridges over the hazardous material from road tankers. No significant operation river. Runoff could consist of contaminants such as stage impact. soil, sanitary wastes and oil. Ecological Issues * Cutting/shifting of trees within 20 m of the road No significant adverse impact. in the westem section of JVLR. * None of the floral species are rare or endangered. Social In all 890 residential and commercial structures will Nil (Rehabilitation and be affected by the project. These will need to be Resettlement) relocated or compensated. Land Degradation High potential for soil erosion, change in Nil topography, especially at the quarry sites. 7-25 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.4 (b) Summary of Impacts for Borivali - Virar Quadrupling of Rail Lines (BVQR) Project Environmental Construction Operation Stage Impacts Component taage Impacts Air Quality Temporary increase in ambient SPM ancr * dOx levels No adverse impact as electric trains will be operated. due to earthwork, handling construction material and use of fire wood for cooking by on-site laborers. Noise Levels Nuisance to nearby residents due to noise from Baseline noise levels already exceed noise standards. For the year consiruction activities such as operation of 2011 the maximum increase in noise levels due to railway over the compressors, construction vehicles, concrete plants baseline noise at sensitive receptors Is only 1.7 dB(A). The etc. sensitive receptors are 2 hospitals and 2 educational institutes. Thus the impact is insignificant. Water Quality and 15 major and minor bridges at various creek No adverse impact expected. Hydrology locations are planned. No obstruction of existing water courses is expected. Temporary contamination of creek water due to runoff from construction site, consisting of contaminants such as soil, sanitary wastes and oily wastes Ecological Issues * Trees within 20 m from the outermost track will No significant adverse impact. be lost. * In addition mangrove vegetation will be lost near Jaffery creek, and Bassein creek. About 8500 numbers of Avicennia marina will be lost. Social In all 250 residential and commercial structures will Nil (Rehabilitation and be affected by the project. These will need to be Resettlement) relocated or compensated. Land Degradation High potential for soil erosion, change in topography Nil especially at the quarry sites from where sand and stone will be sourced. 7-26 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.4 (c) Summary of Impacts for ROB AT VIKHROLI Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Temporary increase in ambient SPM and NOx /CO 0 Predicted CO and Nox levels within NAAQS except for levels due to earthwork, handling construction locations 10 m from the ROB. Baseline CO and NOx levels well material and use of fire wood for cooking by on- within the standards. site labourers. 0 Both the baseline and predicted (for the year 2011) PM1o levels exceed the standards. Noise Levels Nuisance to nearby residents and sensitive Day and night time predicted noise levels for the year 2011 ranged receptors (2 schools and a church) due to noise between 61.4 - 67.5 dB(A) and 57.3 - 63.4 dB(A) respectively. from construction activities such as operation of Overall noise levels are expected to increase from that of the base compressors, construction vehicles, concrete year. _________________ plants etc. Ecological Issues * Clearance of minor road side vegetation - No significant adverse impact. About 10 grown trees will be cut. * none of the floral species are of rare or endangered Social Dislocation of about 185 (G+1) structures with Nil (Rehabilitation and small business units in the ground floor and Resettlement) residential areas in upper floor. These will need to be relocated or compensated. Land degradation Temporary contamination of soil due to wastes Nil from construction activities such as debris/oily wastes and sanitary wastes from labour camps, if any. 7-27 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.4 (d) Summary of Impacts - EDESTRIAN SUBWAY AT CST. Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Temporary Increase in ambient SPM levels due to * Ambient Air quality In the area is expected to improve, due to earthwork, handling construction material. significant easing of traffic congestion. * Both the baseline and predicted (for the year 2011) PM1o levels exceed the standards. Noise Levels Nuisance to nearby residents due to noise from Average day and night time predicted noise levels for the year construction activities such as operation of 2011 are 84.51 dB(A) and 78.49 dB(A) respectively. Noise levels _ compressors, drilling work etc. are not expected to change significantly from baseline values. Land degradation Temporary contamination of soil due to wastes from Nil construction activities such as debris/oily wastes and sanitary wastes from labour camps. Traffic and Disruption of existing traffic and pedestrian Substantial benefits from improved vehicle speeds, reduction In Transport inconvenience at CST junction. traffic congestion, faster pedestrian movement. 7-28 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.4 (e) Summary of Impacts for Station Area Improvement Scheme (SATIS) at Thane West Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality Insignificant - Minimal construction activity. Baseline CO, PM10 and HC levels exceed NAAQ standards. No major beneficial impact on AAQ. Existing AAQ may further worsen due to increase in vehicular traffic. Noise Levels Marginal increase in noise levels due to noise from Average day and night time predicted noise levels for the construction activities. year 2001 are 78.5 dB(A) and 72.5 dB(A) respectively. Noise levels are not expected to change significantly from baseline values. Traffic and Disruption of existing traffic and pedestrian inconvenience at Improved vehicle speeds, reduction in traffic congestion, Transport CST junction. faster pedestrian movement. 7-29 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.5 Enviroi,_ ,ntal Management Plan for Jogeshwari-Vikhroli Link Road Project (JVLR) PRE-CONSTRUCTION / DESIGN STAGE Environmental Mitigation Measures Reference to Time Responsibility Impact Contract Frame Implementatlon Supervislon Documents Ecological Trees to be removed before commencement Legal Before Start Contractor / PMC PIA impacts such as of construction, with prior permission from requirement. of tree cufting and MCGM. construction destruction of mangroves Road alignment shall be selected in such a way that there is minimum destruction of trees. Resettlement The acquisition of land and property shall be RAP Requirement Before Start MMRDA MMRDA and rehabilitation carried out in accordance to the RAP and of entitlement framework of the project. It shall construction be ensured that all R&R activities be of relevant reasonably completed as per RAP, before section. the construction activity starts in the relevant section. Utility relocation All utilities, such as electrical installations, Project Before Start PIA MMRDA telephone lines etc. to be shifted after prior requirement of approval of agencies. construction Noise poilution Based on noise monitoring results, noise Project Before Start PIA MMRDA control plans to be prepared. The plans shall requirement of include the installation of noise barriers construction including additional road side plantation where practical. 7-30 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/lssue Contract Implementation Supervision Documents Generation of All vehicles delivering material to the site shall be MOST:1 11.9 During Contractor I 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 emissions from the hot mix plants. Emissions should meet emission control legislation. Construction site to be watered periodically to minimize fugitive dust generation. All existing highways 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 extraneous material dropped by such vehicles. All Earthwork and construction material should be Contract protected in such a manner so as to minimize Documents generation of dust. Construction Exhaust emissions from all construction vehicles shall Contract During Contractor / PMC PIA, MMRDA Vehicle/equipm- adhere to vehicle emission norms. requirement construction ent exhaust Noise from All vehicle and construction equipment shall be fitted MOST 111.1 During vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment promptly replaced by contractor. All construction equipment (particularly DG sets, shall MOST:11 1.13 adhere to noise standards of Ministry of Environment and Forests. Contractor shall ensure that noise levels near MOST:1 11.13 residential areas are within the day time and night time noise standards under the Environmental (Protection) Rules, 1986 and its amendments. Operation of noise generating equipment such as pile Contract driving, concrete and drilling etc. shall be limited to day requirement time hours. 7-31 Mumbal Urtban Transport Project Consolidated Environmental Assessment TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Tlime Frame Responsibility Impact/Issue Contract Implementation Supervision __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___ Documents 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 _. Contamination of Sill .. i icing shall be provided as the base of the MOST: 306 During Contractor /PMC PIA, MMRDA Mithi River and embankment for the entire perimeter of any water body construction other water (including wells) bodies. Construction material containing fine particles shall be MOST: 306 stored in an enclosure such that sediment laden water does not drain into nearby water courses. Siltation of soil into water bodies shall be prevented as MOST: 305.2.2.2 far as possible by adapting soil erosion control MOST: 306.2 measures as per MoST guidelines Construction work close to streams or water bodies MOST 111.13 shall be avoided during monsoon. In sections along water courses and close to cross drainage channels, earth, stone or any other construction material shall be properdy disposed so as not to 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 damage to flora is minimum requirement construction tree cunting and Trees and other flora shall be cut only after receing destruction of clearances from appropriate agency mangroves Road side plantation shall be done as per pre- approved plan. Soil erosion On road embankments, slopes shall be stabilized. The MOST: 306.2/ During Contractor/ PMC PIA, MMRDA work shall consist of measures as per design, or as Design document construction directed by the engineer to control soil erosion, sedimentation and water pollution, through use of berms, dikes, sediment basin, mulches, grasses, slope drains and other devices. _ 7-32 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Respo sibility ImpactAIssue Contract Implementation Supervislon 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 in the area. 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. _ 7-33 Mumbai Urtban Transport Project Consolidated Environmental Assessment TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/Issue Contract Implementation Supervision Documents Health and Construction labour camps shall be located at least Contract Document Durng Contractor PMC PIA, MMRDA hygiene at 200 m away from the nearest habitation to avoid construction construction conflicts and 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 supply etc. for labour as per the standards set by the Building and other construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 and Ahall be approved by the engineer. On completion of the works, all such temporary structures shall be cleared away 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 of works on any section of the Construction road. The control plans shall contain details of temporary diversions, details of arrangement of construction under traffic. Special consideration shall be given in preparation of MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestrians and workers at night. Temporary traffic detours shall 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 ctr oistruction and 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 information and protection of traffic. All such measures should be as per requirement of MOST. 7-34 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to 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 Health and precautions as required for the safety of workmen as Requirement Construction 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, 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 engineer. A readily available first 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 requirements under the Factory Act. All anti-malarial measures as prescribed by the Contract During Contractor/ PMC PIA, MMRDA engineer shall be complied with, including filling up of Requirement Construction burrow pits. 7-35 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.5 CONT.. OPERATION STAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsiblilty Impact/Issue Contract Implementation Supervision Documents Atmospheric Ambient air concentrations of various pollutants shall be Project Starting immediately Pollution monitoring MMRDA, World pollution monitored as per the pollution monitoring plan. requirement after completion of agency (MCGM) Bank Vehicle exhaust standards shall be enforced strictly. construction Road side plantation to be maintained Noise pollution Monitoring of noise levels at sensitive receptors as per Project Starting immediately Pollution monitoring MMRDA, World monitoring plan. requirement after completion of agency. (MCGM) Bank Public awareness campaigns for noise reduction construction including placing adequate 'No Honking" sign boards at RTO, PIA sensitive locations. Land and water Contingency plans to be in place for spill clean-up Project Starting immediately RTO, PIA MMRDA contaminationreurmn afecoptinf from accidental Spill prevention and waste fuel/oil treatment and disposal requirement after completion of from accidental to be made mandatory for utilities such as auto-service construction spills station, petrol pumps along the entire stretch of the construction. Storm water and All drains to be maintained and cleaned periodically. 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 to be discouraged. Traffic control measures including speed limits to be enforced strictly. Traffic volume and speed to be monitored to record benefits achieved from the project. 7-36 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.6 Environmental Management Plan for Borivall - Virar Quadrupling of Rail Lines (BVQR) Project PRE-CONSTRUCTION I DESIGN STAGE_____ Environmental Mitigation Measures Reference to Time Respon__b__t_ Impact Contract Frame Implementation Supervision ___ ___ ___ _ _ ___ ___ ___ ___ ___ ___ ___ ___ D ocum ents _ _ _ _ _ _ _ _ _ _ Ecological Trees to be removed before commencement Legal Before Start Contractor/PIVC PIA impacts such as of construction, with prior permission from requirement. of tree cutting and MCGM / Forest Department.. construction destruction Of mangroves. __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Resettlement The acquisition of land and property shall be RAP Requirement Before Start MMRDAIPIA MMRDA and rehabilitation carried out in accordance to the RAP and of entitlement framework of the project. It shall construction be ensured that all R&R activities be reasonably completed as per RAP, before the construction activity starts ______ Utility relocation All utilities, such as electrical installations, Project Before Start PIA MMRDA telephone lines etc. to be shifted after prior requirement of ______________ approval of agencies. _________ construction Noise pollution Noise control plans to be prepared. This shall Project Bef ore Start PIA MMRDA include installation of noise barriers at requirement Of _______ _____ I sensitive receptors. construction _ _ _ _ _ _ _ _ _ _ _ _ _ _ 7-37 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.6 CONT.. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility ImpactAlssue Contract Implementation Supervision Documents Generation of All vehicles delivering material to the site shall be MOST:1 11.9 During Contractor /PMC PIA, MMRDA Dust due to covewe1 to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize During activity fugitive dust generation. construction Construction site to be watered periodically to minimize fugitive dust 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 dropped by such vehicles. All Earthwork and construction material should Contract protected in such a manner so as to minimize Documents generation of dust. Construction Exhaust emissions from all construction vehicles shall Contract During Contractor /PMC PIA, MMRDA Vehicle/equipm- adhere to vehicle emission norms. requirement construction ent exhaust Noise from All vehicle and construction equipment shall be fitted MOST 111.1 During Contractor /PMC PIA, MMRDA vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment prompty replaced by contractor. All construction equipment (particularly DG sets, shall MOST:1 11.13 adhere to noise standards of Ministry of Environment and Forests. Contractor shall ensure that noise levels near MOST:1 11.13 residential areas are within the day time and night time noise standards under the Environmental (Protection) Rules, 1986 and its amendments. Operation of noise generating equipment such as Contract compacting, drilling, blasting etc. shall be limited to requirement day time hours. 7-38 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures Reference to Time Frame Respon siblilty Impact/lssue Contract Implementation Supervislon Documents 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 Contamination of Silt fencing shall be provided at the base of the MOST: 306 During Contractor /PMC PIA, MMRDA creek water at embankment for the entire perimeter of any water body construction various bridge (including wells) locations and Construction material containing fine particles shall be MOST: 306 other water stored in an enclosure such that sediment laden water bodies such as does not drain into nearby water courses. wells and Siltation of soil into water bodies shall be prevented as MOST: 305.2.2.2 lakes/ponds. far as possible by adapting soil erosion control MOST: 306.2 measures as per MoST guidelines Construction work close to water bodies shall be MOST 111.13 avoided during monsoon. In sections along water courses and close to cross drainage channels, earth, stone or any other construction material shall be properly disposed so as _not to block the flow of water. Ecological All works shall be carried out in such a fashion that Contract Dunng Contractor/PMC PIA, MMRDA Impacts such as damage to flora is minimum requirement construction tree cutting and Trees and other flora shall be cut only after receiving destruction of clearances from appropriate agency mangroves Track - side plantation shall be done as per pre- approved plan. Soil erosion On road/track embankments, slopes shall be MOST: 306.2 / During Contractor/PMC PIA, MMRDA stabilized. The work shall consist of measures as per Design document construction design, or as directed by the engineer to control soil erosion, sedimentation and water pollution, through use of berms, dikes, sediment basin, mulches, grasses, slope drains and other devices. 7-39 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures 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 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 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 in the area. Loss of top soi! The top soil from all areas of cufting 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. 7-40 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/lssue Contract Implementation Supervision Documents Health and Construction labour camps shall be located at least Contract Document During Contractor/PMC PIA, MMRDA hygiene at 200 m away from the nearest habitation to avoid construction construction conflicts and 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 supply etc. for labour as per the standards set by the Building and other construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 and shall be approved by the engineer. On completion of the works, all such temporary structures shall be cleared away 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. Delays and The construction plan shall be discussed in advance MOST: 112.1 Before Contractor/PMC PIA congestion on with Western Railway Authorities to avoid delays in Construction tracks existing train schedules. Special consideration shall be given In preparation of MOST: 112.2 traffic control plan to the safety of pedestrians (at railway crossings) and workers at night. Traffic Control The contractor shall take all necessary measures for Contract Document During Contractor/PMC PIA and Safety the safety of existing train traffic during construction construction and provide, erect and maintain such barricades, including signs, markings, flags, lights and flagmen as may be required by the engineer for the information and protection of traffic. All such measures should as per requirement of Westem Railway. 7-41 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility lmpactlssue Contract Implementation Supervision .___________ Documents Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Health and precautions as 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, masks etc. to the worker and staff. All laws related to safe scaffolding, ladders, working platformn, 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 engineer. A readily available first 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 requirements under the Factory Act. All anti-malarial measures as prescribed by the Contract During Contractor/PMC PIA, MMRDA engineer shall be complied with, including filling up of Requirement Construction burrow pits. 7-42 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.6 CONT. OPERATION STAGE EMP (BVQR PROJECT) Environmental Mitigation Measures Time Frame Respons lbility Impact/issue Implementation Supervision Noise pollution Monitoring of noise levels at sensitive receptors as per Starting Pollution monitoring MMRDA, World monitoring plan. Immediately after agency - MCGB Bank completion of Maintenance of track-side plantation construction Westem Railway MMRDA Land and water Contingency plans to be in place for spill clean-up Starting Westem Railway MMRDA contamination immediately after from accidental completion of spills from goods construction trains. Rail traffic and Unauthorised building development to be checked. Through operation PIA, Development MMRDA safety Slum encroachments to 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 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.7 Environmental Management Plan for ROB at Vikhroll PRE-CONSTRUCTION I DESIGN STAGE Environmental Mitigation Measures Reference to Tlme Respons bility Impact Contract Frame Implementation Supervision Documents Ecological Trees to be removed before commencement Legal Before Start Contractor/PMC PIA Impacts such as of construction, with prior permission from requirement. of tree cutting MCGB / Forest Department.. construction Road alignment shall be selected in such a way that there is minimum destruction of trees. Resettlement The acquisition of land and property shall be RAP Requirement Before Start MMRDA MMRDA and rehabilitation carried out in accordance to the RAP and of entitlement framework of the project. It shall construction be ensured that all R&R activities be reasonably completed as per RAP, before the construction activity starts Utility relocation All utilities, such as electrical installations, Project Before Start PIA MAMRDA telephone lines etc. to be shifted after prior requirement of approval of agencies. construction Noise pollution Noise control plans to be prepared. This Legal Before Starl PIA MMRDA shall include the installation of noise barriers requirement. of including additional road side plantation construction where practical (refer PLEA report of March 1998 for barrier design details) 7-44 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.7 CONT.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental Mitigation Measures Reference to Time Frame Respon Ibility Impact/Issue Contract Implementation Supervision Documents Generation of All vehicles delivering material to the site 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 dust generation. Contractor shall take precaution to reduce dust MOST 111.5 emissions from the hot mix plants. Emissions should meet emission control legislation. Construction site to be watered periodically to minimize fugitive dust generation. All existing highways 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 extraneous material dropped by such vehicles. All Earthwork and construction material should Contract protected in such a manner so as to minimize Documents generation of dust. Construction Exhaust emissions from all construction vehicles shall Contract Dunng Contractor/PMC PIA, MMRDA Vehicle/equipm- adhere to vehicle emission norms. requirement construction ent exhaust Noise from All vehicle and construction equipment shall be fitted MOST 111.1 During vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment promptly replaced by contractor. All construction equipment (particularly DG sets, shall MOST:1 11.13 adhere to noise standards of Ministry of Environment and Forests. Contractor shall ensure that noise levels near MOST:1 11.13 residential areas are within the day time and night time noise standards under the Environmental (Protection) Rules, 1986 and its amendments. Operation of noise generating equipment such as pile Contract driving, concrete and drilling etc. shall be limited to day requirement time hours. 7-45 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.7 CONT.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility impact/issue Contract Implementatlion Supervision Documents Noise from Workers exposed to loud noise (As per Factory Act MOST: 111.6 During Contractor/PMC PIA, MMRDA vehicles, plants requirements) shall wear earplugsJearmuffs construction and equipment Noise barriers and other noise attenuation measures, During Contractor/PMC PIA, MMRDA as prescribed in the Noise Control Plan (design stage) construction to be constructedAinstalled. Contamination of Silt fencing shall be provided as the base of the MOST: 306 During Contractor/PMC PIA, MMRDA Mithi River and embankment for the entire perimeter of any water body construction other water (including wells) _ bodies. Construction material containing fine particles shall be MOST: 306 stored in an enclosure such that sediment laden water does not drain into nearby water courses. Siltation of soil into water bodies shall be prevented as MOST: 305.2.2.2 far as possible by adapting soil erosion control MOST: 306.2 measures as per MoST guidelines Construction work close to streams or water bodies MOST 111.13 shall be avoided during monsoon. In sections along water courses and close to cross drainage channels, earth, stone or any other construction material shall be properly disposed so as not to 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 damage to flora is minimum requirement construction tree cutting Trees and other flora shall be cut only after receiving clearances from appropriate agency Road side plantation shall be done as per pre- I approved plan. I 7-46 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.7 Cont.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impactlssue 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 mateinal does not block natura drainage. Bentonite slurry or similar debris generated from pile drving or other construction activities shall be disposed such that it does not flow into surface water bodies (wells) ov form mud quddles in the area. Soil Oil and fuel spills from construction equipment shall be Contract Document During Contractor PIA, MMRDA contamination by minimized by good O&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 degradation in approved and licensed quaries. It should be assured construction quarra that these fuarcies have a tuarre rehabilitation wlan. Health and Construction labour camps shall be located at least Contract Document Duhng Contractor PIA, MMRDA hygiene at 200 m away from the nearest habitation to avoid construction construction conflicts and 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 supply etc. for labour as per the standards set by the Building and other construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 and shall be approved by the engineer. 7-47 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.7 CONT.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental Mitigation Measures Reference to Time Frame Respon sibility impactAissue Contract Implementation Supervision Documents On completion of the works, all such temporary structures shall be cleared away 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 of works on any section of the Construction road. The control plans shall contain details of temporary diversions, details of arrangement of construction under traffic. Special consideration shall be given in preparation of MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestrians and workers at night. Temporary traffic detours shall be kept free of dust by MOST: 1 12.5 Contractor/PMC PIA frequent application of water, if necessary. Traffic Control The contractor shall take all necessary measures for MOST: 112.4 During Contractor/PMC PIA and Safety the safety of traffic during construction and 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 information and protection of traffic. All such measures should be as per requirement of MOST. 7-48 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.7 Cont.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental Mitigation Measures Reference to Tilme Frame Respo sibility Impactlssue Contract Implementation Supervision Documents Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Health and precautions as required for the safety of workmen as Requirement Construction Safety per the International Labour Organisation (ILO) Convention No. 62, as tar as those are applicable to the contract. The contractor shall opf,ljy all necessary safety appliances such as safety goggles, helmets, safety 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 engineer. A readily available first 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 requirements under the Factory Act. All anti-mal-'ial measures as prescribhrf by the Contract Duri'ig Contractor/PMC PIA, MMRDA engineer shall be complied with, includir,g ,lling up of Requirement Construction burrow pits. I_I _ 749 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.7 CONT.. OPERATION STAGE EMP (VIKHROLI ROB PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impactlssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrations of various pollutants shall be Project requirement Starting Pollution monitoring MMRDA pollution monitored as per the pollution monitoring plan. immediately after agency - MCGB Vehicle exhaust standards shall be enforced strictly. completion of Road side plantation to be maintained construction Noise pollution Monitoring of noise levels at sensitive receptors as per Project requirement Starting Pollution monitoring MMRDA monitoring plan. immediately after agency. Public awareness campaigns for noise reduction completion of including placing adequate "No Honking" sign boards at construction RTO, PIA sensitive locations. Restriction of heavy vehicles during day time only. Spill prevention and waste fuedoil treatment and disposal RTO, PIA to be made mandatory for utilities such as auto-service station, petrol pumps along the entire stretch of the construction. _ Storm water and All drains to be maintained and cleaned periodically. Project requirement Starting Municipal authority, MMRDA drain immediately after PIA maintenance completion of construction Traffic and Traffic management plans shall be prepared. Project requirement Through operation PIA, Development MMRDA safety Traffic control measures including speed limits to be stage Authorities enforced strictly. Traffic density to be monitored to record benefits achieved from the project. 7-50 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.8 Environmental Management Plan for CST PEDESTRIAN SUBWAY PROJECT PRE-CONSTRUCTION / DESIGN STAGE Environmental Mitigation Measures Reference to Time Respons Ibillty| Impact Contract Frame Implementation Supervision Documents Traffic delays Detailed traffic control plan shall be prepared MOST: 112.1 Before PIA MMRDA and congestion prior to commencement of works on any Construction section of the road. The control plans shall contain details of temporary diversions, details of arrangement of construction under traffic. Special consideration shall be given in MOST: 112.2 Before PIA MMRDA preparation of traffic control plan to the safety Construction of pedestrians. Selection of construction technology that MOST: 112.1 Before PIA MMRDA minimises in 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 obtained and analysed prior to start of work. construction Related agencies shall be informed prior to start of excavation/construction. . 7-51 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.8 CONT.. CONSTRUCTION STAGE EMP (CST PEDESTRIAN SUBWAY PROJECT) Environmental Mitigation Measures Reference to Time Frame Respon lbility Impact/lssue Contract Implementation Supervision Documents Generation of All vehicles carrying excavated 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 dust generation. Water sprinkling to minimize dust from excavated Contract material. Documents Construction site to be suitably enclosed to contain fugitive dust emissions. All Earthwork and construction material should protected in such a manner so as to minimize generation of dust. Construction Exhaust emissions from all construction equipment Contract During Contractor/PMC PIA, MMRDA Vehicle/equipm- (DG sets, compressors etc.) shall adhere to emission requirement construction ent exhaust norms. _ Noise from All vehicle and construction equipment shall be fitted MOST 111.1 During vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment promptly replaced by contractor. Noise from All construction equipment (particularly DG sets, shall MOST:111.13 vehicles, plants adhere to noise standards of Ministry of Environment and equipment and Forests. Operation of noise generating equipment such as pile Contract driving, concrete and drilling etc. shall be done during requirement night time as this area is predominantly pubic and commercial where day time activity is more than night time. Workers exposed to loud noise (As per Factory Act MOST: 111.6 During Contractor/PMC PIA, MMRDA requirements) shall wear earplugs/earmuffs construction 7-52 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.8 CONT.. CONSTRUCTION STAGE EMP (CST PEDESTRIAN. Y PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility ImpactlIssue Contract Implementation Supervision Documents Debris disposal Debris generated from excavated material and due to MOST: 112.6 n sting Contractor/PMC PIA, MMRDA -iismantling of existing pavementstructures shall be MOST :112.2 cunstruction suitably reused in proposed construction. Unutilisable debris shall be suitably disposed as fill material at an approved location elsewhere. Traffic delays Detailed traffic control plan shall be prepared prior to MOST: 112.1 Before PIA MMRDA and congestion commencement of works on any section of the road. Construction The control plans shall contain details of temporary diversions, details of arrangement of construction under traffic. Special consideration shall be given in preparation of MOST 112.2 PIA MMRDA traffic control plan to the safety of pedestrians. . Traffic Control The contractor shall take all necessary measures for MOST: 112.4 During Contractor/PMC PIA and Safety the safety of traffic during construction and 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 information and protection of traffic. All such measures should be as per requirement of MOST. Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Health and precautions as required for the safety of workmen as Requirement Construction Safety per the Intemational Labour Organisation (ILO) Convention No. 62, as far as those are applicable to the contract. 7-53 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 requirements under the Factory Act. l 7-54 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.8 CONT.. OPERATION STAGE EMP (CST PEDESTRIAN SUBWAY PROJECT) Environmental Mitigation Measures Reference to Time Frame Respon lbility ImpactAlssue Contract Implementation Supervislon Documents Atmospheric Ambient air concentrations of various pollutants shall be Project requirement Starting Pollution monitoring MMRDA pollution monitored as per the pollution monitoring plan. immediately after agency - MCGB Vehicle emission standards shall be enforced strictly. completion of construction Noise pollution Monitoring of noise levels at various receptors as per Project requirement Starting Pollution monitoring MMRDA monitoring plan. immediately after agency - MCGB Public awareness campaigns for noise reduction completion of including placing adequate 'No Honking" sign boards at construction RTO sensitive locations. Traffic and Traffic management plans shall be prepared - Plans to Project requirement Through operation Development MMRDA safety restrict commercial vehicles in station area. stage Authorities, RTO Traffic volume and speed to be monitored to record benefits achieved from the project. 7-55 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.9 Environmental Management Plan for Station Area Improvement Scheme (SATIS) at Thane West PRE-CONSTRUCTION / DESIGN STAGE Environmental Mitigation Measures Reference to Time Respons billty Impact Contract Frame Implementation Supervision Documents Traffic delays Detailed traffic control plan shall be prepared MOST: 112.1 Before PIA MMRDA and congestion prior to commencement of works on any Construction section of the road. The control plans shall contain details of temporary diversions, details of arrangement of construction under traffic. Special consideration shall be given in MOST: 112.2 PIA MMRDA preparation of traffic control plan to the safety of pedestrians. Relocation of Hawker relocation shall be carried out in RAP Requirement Before Start MMRDA MMRDA Hawkers accordance to the RAP and entitlement of framework of the project. It shall be ensured construction that all R&R activities be reasonably completed as per RAP, before the construction activity starts 7-56 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.9 CONT.. CONSTRUCTION STAGE EMP (SATIS - THANE) Environmental Mitigation Measures Reference to Time Frame Respon Ibility Impact/lssue Contract Implementation Supervision Documents Generation of 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 dust generation. Water sprinkling to minimize dust from excavated Contract material. Documents Construction site to be suitably enclosed to contain fugitive dust emissions. All Earthwork and construction material should protected in such a manner so as to minimize generation of dust. Construction Ex' ymissions from all construction equipment Contract During Contractor/PMC PIA, MMRDA Vehicle/equipm- (L ;-, compressors etc.) shall adhere to emission requirement construction ent exhaust norms. Noise from All vehicle and construction equipment shall be fitted MOST 111.1 During vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment promptly replaced by contractor. Noise from All construction equipment (particularly DG sets, shall MOST: 111.13 vehicles, plants adhere to noise standards of Ministry of Environment and equipment and Forests. Operation of noise generating equipment such as pile Contract driving, concrete and drilling etc. shall be done during requirement night time as this area is predominantly pubic and commercial where day time activity is more than night time. Workers exposed to loud noise (As per Factory Act MOST: 111.6 During Contractor/PMC PIA, MMRDA requirements) shall wear earplugs/earmuffs construction 7-57 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.9 CONT.. CONSTRUCTION STAGE EMP (SATIS - THANE) Environmental Mitigation Measures Reference to Time Frame Respon sibility Impact/issue Contract Implementation Supervision Documents Debris disposal Debris generated from due to any dismantling of MOST: 112.6 During Contractor/PMC PIA, MMRDA existing pavement/structures shall be suitably reused MOST :112.2 construction in proposed construction. Unutilisable debris shall be suitably disposed as fill material at an approved location elsewhere. Traffic delays Detailed traffic control plan shall be prepared prior to MOST: 112.1 Before PIA MMRDA and congestion commencement of works on any section of the road. Construction The control plans shall contain details of temporary diversions, details of arrangement of construction under traffic. Special consideration shall be given in preparation of MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestrians. Traffic Control The contractor shall take all necessary measures for MOST: 112.4 During Contractor/PMC PIA and Safety the safety of traffic during construction and 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 information and protection of traffic. All such measures should be as per requirement of MOST. Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Health and precautions as required for the safety of workmen as Requirement Construction Safety per the Intemational Labour Organisation (ILO) Convention No. 62, as far as those are applicable to the contract. 7-58 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.9 CONT.. CONSTRUCTION STAGE EMP (SATIS - THANE) Environmental Mitigation Measures Reference to 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, 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 engineer. A readily available first 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 requirements under the Factory Act. 7-59 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.9 CONT.. OPERATION STAGE EMP (SATIS - THANE) Environmental Mitigation Measures Reference to Time Frame Respon Ibility Impact/ssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrations of various pollutants shall be Project requirement Starting Pollution monitoring MMRDA pollution monitored as per the pollution monitoring plan. immediately after agency - MCGB Vehicle emission standards shall be enforced strictly. completion of construction Noise pollution Monitoring of noise levels at various receptors as per Project requirement Starting Pollution monitoring MMRDA monitoring plan. Immediately after agency - Thane Public awareness campaigns for noise reduction completion of Municipal including placing adequate 'No Honking' sign boards at construction Corporation. sensitive locations. RTO, PIA Traffic and Traffic management plans shall be prepared - Plans to Project requirement Through operation Development MMRDA safety restrict commercial vehicles in station area. stage Authorities, RTO Traffic density to be monitored to record benefits achieved from the project. Provide pathways and crossings for pedestrians. 7-60 Mumbai Urban Transpo,1 Project Consolidated Environmental Assessment 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 -Fantasy Land Once every 24 hr/day for 2 Contractor PIA, MMRDA SO2, NOx 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 monitoring agency Square monsoon weeks. CO, HC NAAQS -Fantasy Land Once every 8 hr/day for 2 Contractor PIA, MMRDA See -L&T season - consecutive through pre- Appendix -1IT Main gate Summer, working days approved 7.1 -Gandhi Nagar Winter, post- per week for 2 monitoring agency Square monsoon weeks. Operation SPM, PM,0, NAAQS -Fantasy Land Once every 24 hr/day for 2 MCGM MMRDA SO2, NOx 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 Mumbai Urban Transport Project Consolidated Environmental 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 -Fantasy Land At start of Continuous Contractor PIA, MMRDA L90 dB(A) standards -L&T construction 24 hour through pre- -I1T Main 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 -Fantasy Land Once every Continuous MCGM MMRDA L90 dB(A) standards -L&T season 24 hour -I1T Main gate (excluding reading with -Gandhi Nagar monsoon) for 1 a frequency Square year after of 10 operation starts. minutes Soil Quality Construction Heavy metals Contaminant -Fantasy Land 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 Environmental Assessment 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 Consolidated Environmental Assessment Table 7.11 Project Level Environmental Monitoring Plan - BVQR PROJECT 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 updated project 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 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 equipment yards. 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 Western Railway 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 Western Railway MMRDA of track side to be al-least compensatory after plantation and 70%. Below plantation locations. operation other which re- starts compensatory plantation plantation. should be done. . 7-65 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.12 Project Level Environmental Monitoring Plan - VIKHROLI ROB PROJECT Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Respon sibility Implementation Supervision Air Quality Construction SPM, PM1o, NAAQS 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. monitoring agency 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. monitoring agency and 5 m from road ____________ ~~~ ~~edge.__ _ _ _ _ _ _ _ _ _ _ _ _ _ Operation SPM, PM1o, NAAQS 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 monsoon for 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 monsoon for 1 weeks. 10 m from year after road edge. operation starts. 7-66 Mumbai Urban Transport Project Consolidated Environmental Assessment 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 and construction 24 hour through pre- sensitive receptors activity, followed reading with approved (2 schools and a every season a frequency monitoring church), within 100 during of 10 agency m from road edge. 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 operation starts. Soil Quality Construction Heavy metals Contaminant At equipment yards. At start and One time Contractor PIA, MMRDA and Oil and threshold completion of sample through pre- grease level given by 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 Mumbai Urban Transport Project Consolidated Environmental Assessment TABLE 7.13 PROJECT LEVEL ENVIRONMENTAL MONITORING PLAN - (CST PEDESTRIAN SUBWAY PROJECT) Environmental Project Parameters Standards LocatIon Frequency Duration Institutional Component Stage Respon ilbility Implementation Supervision Air Quality Construction SPM, PM1o, NAAQS At MCGM Once every 24 hr/day for 1 Contractor PIA, MMRDA NOx See office month of working day. through pre- Appendix opposite construction approved 7.1 CST. (excluding monitoring agency monsoon season) Operation SPM, PM10, NAAQS At MCGM Once after 24 hr/day for 1 MCGM MMRDA NOx See office operation working day. 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 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.13 Cont. Environmental Monitoring Plait - (CST PEDESTRIAN SUBWAY PROJECT) 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 reading with approved a frequency monitoring of 10 agency 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 Traffic volume, . Near subway Once in six 12- hr (Day RTO MMRDA Congestion composition months for the Time) and speed. 1S year after operation starts. 7-69 Mumbai Urban Transport Project Consolidated Environmental 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, PM1O, NAAQS Same as Every three months 24 hr/day for 1 MCGM MMRDA NOx See baseline for 1 year after working day. Appendix monitoring SATIS is complete. 7.1 location at This will serve as station comparative data to complex. baseline values 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 comparative data to complex. baseline values 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 comparative data to baseline values Traffic Operation Traffic volume, At the 3 Once in six months 12- hr (Day RTO MMRDA Congestion composition baseline for the 1 ' year after Time) and speed. monitoring SATIS is complete. locations 7-70 Mumbai Urban Transport Project Consolidated Environmental 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 ; PAH R&R Monthly Monthly Half-yearly Relocation of 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 Identification of soil One time One time One time _ 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 Mumbai Urban Transport Project Consolidated Environmental 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 Half yearly Identiflcatlon and management Occupational safety Weekly Monthly Monthly Monthly Half yearly ._ and health Labour camp set-up Weekly Monthly Monthly Monthly Half yearly and hygiene. c Road safety Weekly Monthly Monthly Monthly Half yearly 0 U measures Site enhancement Monthly Quarterly Quarterly Quarterly Halt yearly Implementation plan at water bodles, road lunctlons etc. Pollution Quarterly Ouarterly Half-yearly O monitoring . schedule and U 0. 7-72 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.16 ROLES/RESPONSIBILITIES AND STRENGTHENING OF INSTITUTIONS ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED (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) Ensure adequate Resettlement and Rehabilitation of PAH whenever required. Facilitate implementation of policy directives/ emission laws Training needed on: etc. for pollution prevention/mitigation by interacting with * Environmental assessment, social impacts. various the government departments like Environment b' Appreciation of Environmental impacts and Department, Urban Development Department, RTO etc. EMPs identified for related MUTP projects. Review the environmental management capabilities of Procedure and responsibilities for EMP implementing agencies, particularly municipal authorities implementation, monitoring and reporting and to assist them in developing their capabilities. etc. Obtain and analyse environmental information generated by organizations like MCGM, MPCB, RTO etc. and factor them into short term and long term planning process for overall sustainable development of MMR. Municipal Corporation of Greater Monitoring of ambient air quality and noise at existing MCGM Is operating air quality monitoring network Mumbal (MCGB) locations. Extending monitoring network to MUTP project for last several years and already have trained locations for post-project monitoring. personnel. Training in relation to Quality Assurance, data analysis and dissemination and Regular report to MMRDA to enable environmental other issues as suggested in the report "Study for planning at a regional level. Strengthening Air Quality Monitoring network of MCGM, Nov. 2000) However the existing staff and monitoring equipment need to be upgraded for the ._______________ _____________ _____________________________________________ additional monitoring load due to MUTP project. 7-73 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 7.16 Cont.. ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED 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 related on- needed for: (MSRDC) going and future Transport Projects. > Environmental assessment, social Impacts. l 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 PMC/contractors 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. lo. Environmental assessment, social Impacts. ga 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. 7-74 Mumbai Urban Transport Project Consolidated Environmental Assessment 7-75 RESETTLEMENT AND REHABILITATION Mumbal Urban Transport Project Consolidated Environmental Assessment CHAPTER 8 RESETTLEMENT AND REHABILITATION 8.1 RESETTLEMENT ACTION PLAN MMRDA has prepared Resettlement Action Plan1 (RAP) essentially to 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 Environment Management Plan (CEMP) will be separately prepared. 8.2 THE OBJECTIVES The main objectives of MUTP in respect of the Project Affected Households (PAHs) and the Resettlement Action Plan (RAP) are; * To prevent adverse social impact associated with implementation of MUTP, * To deliver the entitlements of PAHs for payment of compensation and support for reestablishing their livelihood; and * To implement an action plan for delivering compensation and assistance in accordance with the R&R policy adopted for the project. * To maximize involvement of PAH and civil society in all stages of resettlement and rehabilitation; and * To ensure that the standard of living of PAHs is improved or 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 participatory since 1995. Over 10000 PAHs have also been resettled by June 2001. 8.3 RESETTLEMENT POLICY Government of Maharashtra (GOM) has already adopted an R & R Policy for MUTP. The objectives of R&R as enunciated in the policy are; * To minimize the resettlement by exploring all viable alternative project designs, 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 the actual move, lMumbai Urban Transport Project: Resettlement Action Plan, September 2001, MMRDA 8-1 Mumbai Urban Transport Project Consolidated Environmental Assessment * To accord formal housing rights to the PAHs at the resettlement site by establishing the cooperative housing societies of the PAHs, * To develop and implement the details of the resettlement program through active community participation, * To make efforts to retain existing community network in the resettlement area and to minimize the adverse impact, if any, on the host community; and * To improve environmental health and hygiene of the PAHs at the site of resettlement and to educate, motivate and organise the community to manage its environment at the resettlement location. 8.4 LEGAL FRAMEWORK The R & R Policy and the Resettlement Action Plan (RAP) and the site specific Resettlement Implementation Plan (RIP) are developed and executed under the following legal framework; * Land Acquisition Act 1894: for compulsory acquisition of land for public purposes. * Maharashtra Regional and Town Planning Act, 1966: for preparation of Development Plans (Master Plans) that designate land for public purposes, which can then be acquired under the Land Acquisition Act; and to formulate Development Control Regulations. * Development Control Regulations for Greater Mumbai 1991: These regulations offer an altemative to acquisition under LA Act 1894 by way of Transfer of Developrrn.- "lt Rights (TDR). * The amenoed DC Regulations provide incentives for rehabilitation (including resettlement of slum dwellers)., For landowners prepared to provide 225 sq.ft. dwelling units free of cost to slum dwellers, the incentive is in the form of right to build and sell floor space equivalent to that required for 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 Maharashtra Co-operative Societies Act 1960: provides for establishing, registering and administering the co-operative societies. The land and building is owned by the co-operative and its members have occupanz--* rights of apartment occupied by them. Sale and purchase of such units can take place only with the consent of the society. This is a common form of tenure in Mumbai's apartment buildings and is widely understood. 8-2 Mumbai Urban Transport Project Consolidated Environmental Assessment 8.5 DEFINITION OF PROJECT AFFECTED HOUSEHOLDS (PAH) Project Affected Households includes households, business units including their workers and owners of assets like land and buildings affected by MUTP and may include; non-resident land owners (including farmers and horticulturist); non- resident lessees; resident landlord (including farmers and horticulturists); resident lessees, tenants or sub-tenants of buildings; squatters (non-resident structure owners, resident structure owners, tenants); pavement dwellers. Household for this purpose means all the males/females, their family members and relatives staying in a house/tenement/hut. 8.6 REHABILITATION ENTITLEMENTS Shelter related entitlement Every eligible household losing a dwelling place shall be allotted a dwelling unit of minimum of 225 sq.ft. at an alternate site. Similarly every PAH losing a 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 settlement to avoid loss of access to existing employment. In such cases the affected households will be eligible for the compensation for the permanent loss of employment or extra travel cost. Similarly a special package will be worked out for the vulnerable PAHs such as households below the poverty line, the women headed households, the handicapped and the aged. This would include a ration shop under the Public Distribution System, ground floor accommodation for the handicapped and the aged and support through the community operated fund for income generating activities. Access to training, employment, and credit There are a number of training programs offered by government for skill upgrading for promoting self-employment. Similarly there are government programs of extending financial assistance to the poor for self-employment. During the preparation of site specific RIP; the communities will be informed of such programs. In addition, local savings and loan associations will also be promoted through NGOs. 8-3 Mumbai Urban Transport Project Consolidated Environmental Assessment 8.7 ORGANIZATIONAL RESPONSIBILITIES A High Power Steerng Committee has been constituted under the chairmanship of the Chief Secretary to GOM to oversee the progress of MUTP including R&R and provide necessary policy directions. A Project Coordination Committee has been created under the Chairmanship of Principal Secretary Urban Development Department, GOM to supervise timely implementation of MUTP including inter-agency coordination, ensuring adequate budgL tary provisions and timely disbursement of funds. An Independent Monitoring Panel (IMP) comprising eminent citizens of Mumbai has been establishec i 7r ensuring compliance with accepted policies in project implementation MMRDA, which is a regional planning and coordinating authority, has been designated as the project coordinating agency for MUTP.A Project Management Unit (PMU), headed by a Project Director, has been created in MMRDA for planning and implementing R & R component on behalf of all implementirig agencies. The PMU is also responsible for overall coordination with all the implementing agencies and monitoring the progress of MUTP. 8.8 TWO STAGE RESETTLEMENT PROCESS Two-stage resettlement would be resorted to where resettlement is required on urgent basis. The urgency may arise on account of unsafe conditions like in case of settlements located too close to the railway track or on account of judicial ruling. The transit accommodation would be in the form dwelling units of 120 sq.ft. with common toilet facilities and stand posts for water supply. It is proposed that all those who have shifted to transit houses will be moved to the permanent houses within three years. 8.9 GRIEVANCE REDRESSAL MECHANISM The PIA will designate a senior officer at the local level to consider any grievance ot PAHs in consultation with the concerned NGO. If the aggrieved PAH is not satisfied with this decision, final appeal could be made to the Grievance Redressal Committee appointed by the PMU comprising its officials and the representatives of NGOs in accordance with the R & R Policy 8.10 SITE SPECIFIC RESETTLEMENT IMPLEMENTATION PLANS (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' 4 8-4 Mumbai Urban Transport Project Consolidated Environmental 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 Mumbai Urban Transport Project Consolidated Environmental Assessment * Subject to findings of the surveys in prcrn.ress Majority (19000 out of 19228 PAH) ar, zuatters. They do not have secured land tenure, have only shared community tacilities 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. Land Acquisition and PAHs Total land proposed to be acquired for the transport project is 32.08 ha. out of which 20.79 ha. is for railway projects and 11.29 ha. is for road projects. The total number of PAH is 19228 of which 14429 are affected by railway projects and 4749 are affected by road projects. The PAHs include legal occupants of land to be acquired as well as the squatters on the land already owned by the Project Implementing Agencies. (PIA). The land required for resettlement of PAHs is 47.1 Ha. Most of the PAHs are squatters and the number of landowners whose land is to be acquired is very small. 8.12 R&R IMPLEMENTATION SCHEDULE AND THE PRESENT STAUTUS 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 have by June 2001 (6261 in transit accommodation and 3857 in permanent dwelling units). In addition, about 80 affected shopkeepers were alloyed alternative shops with in the resettlement buildings to enable them to re-start their business activities. Resettlement of over 10000 PAH in one year is urt-recedented in Mumbai. The PAHs located in the safety zone of railways were seen as a risk to safe operations of suburban services. The railway safety authorities had imposed speed restrictions and had warned about discontinuing services. There were incidents of stone throwing hurting the train commuters. On this background, an NGO approached the Mumbai High Court with a request to direct the railways to remove the encroachment on railway land. Railways were inclined to act accordingly. At this stage, GOM and MMRDA had to intervene and assure the Court that the squatters will be resettled. Court imposed a strict time limit on such resettlement. This necessitated resettlement in transit quarters, which were successfully put in place in four months. The entire process of resettlement will be completed by April 2004. 8-6 MiumoL)ai Urban Transport Project Conso.idated Environmentai Assessment Ir~~~~~~~~~~~~~~~~~~~~~~~ P~ ~ ~ ~ Z-R,,.AN-iV T-Nl ,,,,7_ . _; ; ;UA TE- RS ,9 ____ -w -- 0- e -< Mumbai Urban Transport Project Consolidated Environmental Assessment 8.13 LESSONS LEARNT From the experience of resettlement carried out so far following lessons could be learnt. * Given the fact that some of the communities to be resettled are so located that their continuation at the existing location is either at the risk of their own safety or causes hindrance to essential public services, it is necessary to adopt a two- stage approach to resettlement. It is also desirable in terms of strengthening community network, establishing co-operative societies and generally preparing the communities to live in multistoried permanent housing. * A swift continuous operation, starting from BSES to resettlement with active leadership of NGO has a better chance of success. * Community participation particularly of women in managing the allotment of dwelling units, relocation and securing essential services is key to the successful resettlement. 8.14 COSTS AND BUDGET The total cost of resettlement is estimated to be around Rs. 4607 million (US $ 98 million). 8-8 9 PUBLIC INFORMATION AND CONSULTATION I Mumbai Urban Transport Project Consolidated Environmental Assessment CHAPTER 9 PUBLIC INFORMATION AND 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 1 CTS Technical Memorandum No. 5 - Analysis of Public Attitude Survey, WS Atkins Intemational 2 Environmental Assessment of MUTP-II, Proceedings of Public Consultation Workshop held on June 2,1997. AIC Watson Consultants Ltd. Mumbai Urban Transport Project Consolidated Environmental Assessment respect of PLEAs and MLEAs certain methodological clarifications were sought. These clarifications and suggestions were then incorporated in the final reports. 9.3 CONSULTAION DURING R&R As a part of carrying out the Baseline Socio-Economic Surveys of the PAH, the NGOs explained the project for which the community ahs to be resettled. Durng the formulation of RIP and CEMP more intensive consultation takes 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 'en in the "Mumbai Urban Transport Project: Resettlement Action Plan, September 2001, MMRDA" 9.4 CONSULTATION ON UPDATED EA With the passage of tme and substantial developments like construction of flyovers that had occurred the EA was updated.3 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. The important suggestions that emanated from this workshop are listed below; * The impacts of the flyovers that have already come up need to be studied and suitable mitigation measures should be identified, so that these can be considered while designing and constructing the other planned flyovers. M Mitigation measures durng construction phase should include plan for traffic diversion routes. * Recommendations s- id cover the measures to be taken at design stage to improve the visual impacts of the structures/flyovers/ subways. * Mitigation measures for noise impacts of flyovers / ROBS on the residents of flats, which are in close proximity of these flyovers, must be identified. New technologies for road surfa^es must be explored, so that noise from road- tyre friction is reduced. * The project could encourage more development in ecologically sensitive areas of Vasai-Virar. There should be efforts to shift development towards Navi Mumbai. * Co-ordination model for implementation of the recommendations should be clear. Independent monitoring panel should appear in the pr:sosed model. Most of these suggestions have been incorporated in this consolidated EA. In addition following two consultation workshops were also organized. 3MUTP Environmental Assessment Montgomery Watson Consultants Ltd. 9-2 Mumbai Urban Transport Project Consolidated Environmental Assessment Public consultation with people affected by construction of sub-Droiects was carried out on December 13. 2000 A public consultation workshop was organized predominantly for the project affected persons on the 13h December 2000. The photographs, newspaper clippings and the pamphlets are given in the Appendix 9.1. A presentation was made by MMRDA highlighting the sectoral environmental impacts, MUTP and its resettlement impacts, 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 language prior to the workshop. The response from 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 emphasized the importance of community efforts in keeping the buildings and the surroundings clean by timely removal of garbage. However, some of them were not aware of the implications of throwing the garbage in the nearby storm water drain or nallah. Based on the above response, it is proposed to pay particular attention to solid waste disposal in preparing CEMP's as a part of preparing project specific Resettlement Implementation Plan (RIP). Public consultation workshop with aeneral Dublic was carried out on December 14, 2000 A public consultation workshop organized for a cross section of the Society on the 14th Dec' 2000 was not attended by the general public/NGOs except a few Press representatives. This perhaps is a reflection of the fact' that the concerned stakeholders are aware of the project its environmental components. Some of the NGOs have expressed their concern about the delay in commencement of the project and not about the environmental impacts. 9.5 PUBLIC INFORMATION CENTRES MMRDA has established two Public Information Centres, one at the MMRDA office and the other at Mankhurd a project site. Documents and information related to MUTP Project summaries, EA reports, R&R Policy and Resettlement Action Plan RIP and CEMPs, etc are made available to at these PICs Written comments or suggestions will also be received at the PICs. 9.6 PROPOSED CONSULTATION MMRDA has now consolidated and updated the EA work carried out so far in respect of MUTP and presented it in this report. MMRDA therefore now proposes to 9-3 Mumbai Urban Transport Project Consolidated Environmental Assessment carry out a fresh round of public consultation program based on this report during October, 2001. This will involve two public consultation workshops; viz. one on a city wide basis aimed at a representative cross section of concerned citizens including NGOs, academicians, environmental experts, representatives of PlAs, Industries, TaxiVTruck owners Associations, etc.; the other aimed at the project affected persons. The approach and methodology along with time table for this fresh rounc of public consultation is presented in 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 Finalization of the Draft Consolidated EA 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 Centre at MMRDA's office. 4 Fix the time, date and venue at South Mumbai that is large enough for 9i;1 /01 expected gathering. 5 To send notices to leading English and Marathi newspapers intimating 10/11/01 about the public consultation workshop. 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 purpose of public consultation along with the information about the availability of draft Executive Summary and draft Final Report at Public Information centre at MMRDA's office and on the MMRDA's web site for those interested to refer. 6 The Letters of Invitation to 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 The notices about public consultation will appear in the news papers. 15/11/01 8 The pamphlets in English, Hindi and Marathi informing about 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 information about the availability of draft Executive Summary and draft Final Report at Public Information Centre at MMRDA office for those interested to 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 checklist provided by the World Bank. 9-4 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 92 Proposed Time Table for Organizing Public Information and Consultation Workshop for Project Affected People. NO. ACTIVMES DATE 1 Finalization of the Draft Consolidated EA Report. 1/11/2001 2 Approval of the World Bank 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's web-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 Marathi newspapers intimating 10/11/2001 about the small public consultation workshop at Jogeshwari on the similar lines. The brief write up on MUTP incorporating the proposed EMPs related to JVLR and ROBs would be prepared and translated into Marathi. 5 Selected local NGOs, reputed persons residing nearby, PlAs, etc. will 12/11/2001 be invited for Jogeshwari Workshop) 6 The notices about Jogeshwari Workshop will 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 Jogeshwari workshop will be circulated in the project areas. The pamphlets would also indicate the information about the availability of draft Executive Summary Pnd draft Final Report at Public Information Centre at MMRDA office for those interested to refer. 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 checklist provided by the World Bank. 9.7 PUBLIC OPINIONS, CONCERNS AND RESPONSES The findings of the proposed round of public consultations will be recorded and incorporated in the final EA report. The PICs will receive Grievances from public, in respect of implementation of mitigating measures from the concerned citizens. These will be referred to the concemed PIA and reports will be obtained on the corrective actions taken. These will also be kept at the PICs. 9-5 APPENDICES Mumbai Urban Transport Project Consolidated Environmental Assessment APPENDIX 1.1 DOCUMENTS REFERRED 1. Sectoral Level Environmental Assessment of MUTP - II by AIC Watson Consultants Ltd., March 1998 2. Sectoral Level Environmental Assessment of MUTP - II Addendum to Final Report July 1999 3. Comprehensive Transport Strategy for Mumbai Metropolitan Region by W.S. Atkins Intemational, 1994 4. Regional Plan for Mumbai Metropolitan Region 1996-2011, MMRDA 5. Environmental Assessment of MUTP - II by AIC Watson Consultants Ltd., March 1998 6. MUTP Resettlement Action Plan by MMRDA, July 2001. 7. Programmatic Level Environmental Assessment of the Proposed Flyover at Khodadad Circle, by AIC Watson Consultants Ltd., March 1998 8. Environmental Assessment of the proposed Jogehwari - Vikhroli Link, by AIC Watson Consultants Ltd., March 1998 9. Environmental Assessment of Borivali - Virar Railway Tracks by AIC Watson Consultants Ltd., March 1998 10. Programmatic Level Environmental Assessment of the Proposed ROB at Vikhroli by AIC Watson Consultants Ltd., March 1998 11. Programmatic Level Environmental Assessment of the Proposed Subway at Chatrapati Shivaji Terminus by AIC Watson Consultants Ltd., March 1998 12. Programmatc Level Environmental Assessment of the Thane Station Area Improvement Scheme by AIC Watson Consultants Ltd., March 1998 13. URBAIR - Urban Air Quality Management Strategy in Asia, World Bank Technical Paper No. 381, 1997. 14. Coastal Zone Management Plan for Maharashtra by Urban Development Department of Govt. of Maharashtra, July 1997 Mumbai Urban Transport Project Consolidated Environmental Assessment 15. Terms Of References Of MUTP For Study On Preparation Of Particulate Matter Reduction Action Plan for Greater Mumbai , December 2000 16. Environmental Status Report of MCGM for the years 1997-98, 98 -99 and 99-2000 17. Final Report on Tasks 1 and 2: study for strengthening the Air Quality Monitoring Network Operated by BMC prepared by Environmental Management Centre, Mumbai, November 2000. 18. Lal committee report - Report of the committee constituted by The Orders Of The High Court, Bombay to examine and recommend measures to reduce vehicular pollution in greater Mumbai, April 2000 report prepared by Office of the Transport Commissioner, Maharashtra State. 19. Environmental Status of MMR by AIC Watson Consultants, Mumbai, May 1997. 2 Mumbai Urban Transport Project EnvironmentalAssessment APPENDIX 2.1 ENVIRONMENTAL ACTS/RULES FOR VARIOUS PARAMETERS ISSUE / PARAMETER REGULATION PURPOSE Environmental Environmental (Protection) Act, 1986 An umbrella act for environmental protection. Various rules and Protection Legislatlon notifications are issued from time to time under the provisions of this Act. Environmental Environmental Protection Rules (1986) These Rules specify standards for emissions or discharge of Standards and its amendments. Latest environmental pollutants. Standards for ambient air quality is also amendment in Environmental Protection prescribed under these rules. Amendment Rules (2000) Environmental The Environmental Impact Assessment Mandatory environmental clearance from MOEF, New Delhi for 29 Clearance of Projects Notification, 1994 (as amended in May categories of developmental projects listed in Schedule 1. Procedure 1994) for environmental clearance Is given in Appendix 2.1(b). Mandatory public hearing before environmental clearance for all Environmental (Protection) Rules, projects listed under the EIA notification of 1994. Notice of Environmental Public Hearing, April 1997. Certain projects listed in Schedule B 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 rules provide for the ambient noise standards in public places. Control) Rules, 2000 3 Mumbai Urban Transport Project Environmental Assessment Appendix 2.1 Cont.. ISSUE/PARAMETER REGULATION PURPOSE Water Pollution The Water (Prevention and Control of The Act provides for the prevention and control of water Pollution) Act, 1974 pollution through grant of "Consents to Operate" by Maharashtra Pollution Control Board (MPCB) The Water ( Prevention and control of Industries / organizations to 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 (Prevention and control of Pollution ) The Act provides for the prevention and control of air Act, 1981 pollution through grant of "Consents to Operate" by Maharashtra Pollution Control Board (MPCB) Handling, Storage and Hazardous Waste (Management and The rules require that all persons handling hazardous Disposal of Hazardous Handling) Amendment Rules, 2000 wastes should have Authorisation from the local State Wastes Pollution Control Board. Waste to be handled and disposed as per the provisions of the Rules, Environmental Liabilities The Public liability Insurance Act, 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 provisions of these rules. Wastes Amendment) Rules 2000 MPCB issues Authorisations to all concerned. 4 Mumbai Urban Transport Project Environmental Assessment Appendix 2.1 Cont. ISSUE / REGULATION PURPOSE PARAMETER Storage and safe Manufacture, storage and import of This rule aims at reducing risks of damage to the environment handling of hazardous chemical (Amendment) Rules, due to accidents involving handling of hazardous material. It Hazardous 2000. gives a list of chemicals categorised as hazardous and materials. requires the occupier to prepare safety reports etc. Also it requires preparation of off-site disaster management plan by the District Collectors office. Transport of Motor Vehicle Act 1988. These rules address vehicular air and noise emissions and Hazardous Material also requirements during transport of hazardous materials. It is implemented by the Regional Transport Department. Details of the requirements are given in Appendix 2.1(c) Forest The Wildlife (Protection) Act, 1972 The Wildlife (Protection) Act, 1972 is a national act, which Conservation and superseded the specific provisions made in this respect in the Wildlife protection. Indian Forest Act, 1927. The Wildlife Act enables the notification and management of areas as national parks, sanctuaries, game reserves and closed areas and the procedures for allowing or disallowing diverse uses within them. 5 Mumbai Urban Transport Project 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 reforestation and matters related to the same. The important provisions of this act is for transportation projects are: i) No state government or other authority may issue orders directing that any forest land or any portion thereof may be assigned by way of lease or otherwise to any private person or to any authority, corporation, agency or any other organisation not owned, managed or controlled by the government without prior approval of the central govemment. ii) No forestland or any portion thereof may be cleared of trees, which have grown naturally in that land or portion, for the purpose of using it for afforestation without prior approval of 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 otherwise except with the previous permission in writing of a Tree Officer duly empowered by the State Government in that behalf. * Maharashtra Private Forests (Acquisition) Act, 1975 Some provisions are 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 Govemment subsisting in any of the such forest on said day shall be deemed to be have been extinguished. 2. All private forests vested in the State Govemment under sub-section (1) shall be deemed to be reserved forests within the meaning of the Forest Act. 6 Mumbai Urban Transport Project Environmental Assessment 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 influenced by tidal action (in the landward side) upto 500 metres from the High Tide Line (HTL) and the land between the Low Tide Level (LTL) and the HTL as Coastal Regulation Zone. The notification imposes restrictions on the setting up and expansion of industries and other development projects in the said Coastal Regulation Zone (CRZ). For the purposes of this Notification, the High Tide Line (HTL) is defined as the line upto which the highest high tide reaches at spring tides. 7The distance from the High Tide Line (HTL) to which the proposed regulations will apply in the case of rivers, creeks and backwaters may be modified on a case by case basis for reasons to be recorded while preparing the Coastal Zone Management Plans, however, this distance shall not be less than 100 metres or the width of the Creek, river or backwater whichever is less. 7 Appendix 2.1(B) Process of Obtaining Environmental Clearance Investor Notes: 1 No Objetlion Certificate Submits Project Questionnaire, EIA 2 Chief Conservator of Forests and EMP to the concerned SPCBSubmission of the project 3 Department of Environment Isd EMP to the Environmerntal to the MoEi4 along with 4 Ministry of Environment and , all documents Forests Review by SPCB 5 Environmental Appraisal , ~~~~~~~Committee Initial scrutiny by staff of MoEF Management Planx Satisfactory? Review by Environmental * Is the Project site J No NnAppraisal Commitee of MoEF acceptable? Can Issues be- R't yAq resolved? 1N Is the information Nn ys-m provided adequate? EAC5 members Re- I s . Apply also to ccF T i undertake site visits exam Apply also to CGF~ SPCB issues NOC* in case forestland is involved Von i sst acceptable? | l Does the Project fall Is se a ale I |under Schedule -1 of I sINn l | EIA Notification W ; | Prepare Comprehensive | | | Apply to Union Min. of | | EIA or any specific study Investor advised to ; Ne | Env. & Forests in l | suggested by the look for alternate 1 3 prescribed format ~~~~~~~~~~~Committee st iApply to State DoEn | | (Schedule - 2) l| Committeel lsi for Env. Clearancell Nn Nn XA EniometlClaac RjcCaisusb Is the projeiRecmeddIsdbyth MoEF l j ~~~~~~resolved? acceptable? by EAC Yp. Mumbai Urban Transport Project Environmental Assessment APPENDIX 2.1(C) RECENT SUPREME COURT DIRECTIVES AND OTHER LEGAL ISSUES RELATED TO VEHICULAR POLLUTION (A) Air Pollution In Delhi EPA (29 of 1986) S. 3 - Direction to convert the entire bus fleet in New Delhi to single fuel of CNG by 31/3/2001. Also directed that 8 years old buses shall not shall ply except on CNG or other clean fuel after 1/4/2001, passed by Supreme Court in 1998 AIR 2813. Application for extension of deadline fixed for compliance. Extension of deadline was refused. However to mitigate sufferings of commuter public relaxation given to schools, Delhi Transport Corporation, Contract carriage operators, other bus operators and owners of commercial vehicles including autos by allowing them to operate vehicles equal to number of vehicles for which steps for conversion has been taken them by 31/3/2001. A recent study carried out by Indian Institute of Technology (IIT) and as reported in news papers shows that CNG vehicles are as polluting as conventionally fueled ones. The advantage of CNG is that it has less hydrocarbons (HC) and thus HC emissions from vehicles are less that conventionally fuelled vehicles. However, CO emissions from CNG is higher and is more than the Euro-Il standards. Also, lack of infrastructure for CNG supply and government apathy have led to a lot of chaos in recent times in New Delhi. Thus it is clear that before establishing implementation periods for such alternative fuels, the Central Government should ensure that the decision is supported by adequate case studies and adequate infrastructure is place. (B) In a writ petition filed by the renowned public interest litigant, M.C.Mehta, the Supreme Court has laid down the standards to which vehicles (both commercial and non-commercial) should conform, in order to be registered in the National Capital Region (NCR). In its decision reported in (1999) 6 SCC 9, 12, 14, the report of the Bhure Lal Committee was examined in detail and the following directions were issued: p All private (non-commercial) vehicles, which conform to Euro I and Euro II norms, may be registered by the NCR without any restriction. * All private (non-commercial) vehicles (shall) conform to Euro II norms by 1.4.2000. 9 Mumbai Urban Transport Project Consolidated Environmental Assessment APPENDIX 3.1 Details of demographic, soc ', economic and environmental characteristics based on th -aseline survey of 11760 PAHs PARAMETER | AFFECTED NUMBERS DEMOGRAPHIC DATA_ 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 Mumbai Urban Transport Project Consolidated Environmental Assessment APPENDIX 3.1 Cont.. PARAMETER AFFECTED NUMBERS 16. Occupational Structure Govemment service 9% Private service 42 % Self employed 31 % Casual Labour 18 % HOUSING: MATERIALS AND AREA 17. Materials used (% of PAH) Roof: Asbestos Cement Sheets 50 % Clay Tiles 18% Plastic, Tin sheets etc. 17 % Walls: Bricks 47% Tin sheets 29 % Plastic and other 16 % 18. Area Residential (% of residential houses) 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. Commercial Establishments Less than 10 sq.m. 37_% Between 10 and 15 sq.m. 21 % More than 15 sq.m. 43% ENVIRONMENTAL (% OF PAHS HAVING ENVIRONMENTAL SERVICES) 20. Water Supply Individual Tap Less than 1% Public Stand Posts 93 21. Toilets Individual Less than 1% Public 71 % Not available 22 % 22. Solid Waste Collection Regular 6 % Occasional 55 % Not available 32 % 11 Mumbai Urban Transport Project Consolidated Environmental Assessment APPENDIX 4.1 SECTORAL LEVEL ENVIRONMENTAL ASSESSMENT (SLEA) METHODOLOGY 1.1 GENERAL A Sectoral Level EA is an evolving methodology and has been found to be very useful to examine the cumulative impacts of multiple projects planned in the same sector. It usually addresses the mixture of projects Droposed for the next few years which may comprise a number of large and small ;--rojects -ne later not warrantinc individual environmental assessments. They shoula result in identification of major environmental issues in the sector and development of database enabling projects specific EA to proceed expeditiously. A variant of this application called a programmatic level EA which addresses a number of small projects which can be replicated at various locations and for which the impacts are more or less the same at any location. Other purposes of SLEAs are: i) Review of environmental impacts of sector investment alternatives ii) Evaluation of the environmental effects of sector policy changes iii) Assessment of: - Requirements in the sector for environmental review mitigative measures and EMP - Capacities of Sectoral institutions - Need for training, development of guidelines for institutional Strengthening. A Sectoral level strategy is formulated to guide the development of an economic or service sector for the benefit of the public, and aims at achieving the objectives set forth for this purpose. Traditionally, a strategy is developed on the basis of the techno-economic evaluation of various alternatives or options. Each option is defined by a set of actions or projects which are expected to translate the underlying theme of the option into reality. An option or a mix of options, which is determined to be cost-effective in achieving the specified objectives is then selected as the strategy to be pursued for the development. In evaluating these altematives or options, little consideration is given to their environmental or social (other than explicit sectoral objectives) implications. With increased significance of interaction among social, environmental and economic sectors, the evaluation of alternatives/options must also consider their impacts on 12 Mumbai Urban Transport Project Consolidated Environmental Assessment environmental components, society at large and the stake holders. These options or alternatives must be further examined with respect to the institutional feasibility of implementing various projects identified under each of these options. Also, measures to alleviate adverse impacts associated with options or a strategy should be identified for guiding the implementation of the selected transportation strategy. The sectoral level assessment of MUTP - 11 under this assignment is perhaps the first of its kind being carried out in India and so is the environmental assessment -methodology evolved for the purpose to analyse the four transportation options described in the previous section. This methodology comprises the following elements. * Scoping or identifying spatial and temporal boundaries for analysis. * Identifying various environmental components (areas) and stake holders likely to be impacted under a transportation option. * Identifying indicators or indices which can quantify both adverse and beneficial impacts to the extent possible. * Identifying impacts, which cannot be quantified, and which should be described qualitatively. * Developing techniques and / or identifying tools and models to make future projections / predictions so that the options could be evaluated with respect to different time horizons. * Identifying or developing an appropriate method for comparing different types of impacts across the options so that the selection of an appropriate transportation strategy can be facilitated. * Examining the implementation of the options or alternatives from the Institutional point of view. * Identifying the mitigation measures for the adverse impacts likely to result from the implementation of the options. It should be noted that the above elements are not sequential steps for carrying out an environmental analysis. Nevertheless, these elements form the basis for conducting SLEA. 13 Mumbai Urban Transport Project Consolidated Environmental Assessment This section presents the methodology for carrying out SLEA. Accordingly, the rest of the section is organised to present scoping i.e. spatial and temporal boundaries for carrying out the analysis: environmental impact areas or components; and methodology used for estimating the impacts on each environmental, component. Indicators or indices used for quantifying the impacts are also presented, wherever possible. In such cases, where impacts can not be easily quantified, qualitative description of impacts in a structured manner is emphasized. 1.2 SCOPING For the purpose of the environmental analysis, MMR is divided into four sub regions namely Island City, Western Suburb, Eastern Suburb and the rest of MMR. These four sub regions have been considered because of their distinct land use, economic characteristics and transportation characteristics. For example, residential and industrial land use in Eastern Suburbs generates heavy vehicle movement or truck traffic in the sub region, whereas traffic in Western Suburbs is dominated by private vehicles. The land use characteristics of the sub regions are shown in Table 4.1.1. Figure 3.1 in chapter 3 shows the land use characteristics of the entire MMR. Table 4.1.1 Major Land Uses in the Four Geographic Zones of MMR Geographic Zones of MMR Characteristics of the Major Land uses Island city Residential and Commercial Eastern Suburbs Residential, Industrial and wetlands Western Suburbs Residential, Industrial, Forests and ecologically sensitive wetlands Rest of MMR Residential, Industrial, Forests, Wetlands and Agricultural lands. Whereas, an environmental analysis is carried out for the above four sub regions to understand the implications of various options on each sub region individually, the methodology for carrying out analysis cuts across all these sub regions. Further, the analysis is done for two p-Lnning time horizon years 2001 and 2011. 1.3 ENVIRONMENTAL IMPACT AREAS A transport alternative or option comprises various projects and programs, implementation of which is expected to achieve the transportation goals of MMR in 14 Mumbai Urban Transport Project Consolidated Environmental Assessment consonance with the underlying theme of the option, e.g., emphasis on promoting public transportation or discouraging traffic flow in a specific sub region. Each alternative could influence the composition and volume of traffic to varying degree depending on the type of projects and programs envisaged under the altemative. However, basic modes of traffic such as cars, taxis, two wheelers, auto rickshaws, buses and trains will continue to exist in MMR under each of the alternatives. Since, the operation of these vehicles results in air pollutant emissions and noise, impacts of each transport alternative on the air quality and noise levels are considered in the' environmental analysis. The implementation of the transportation projects will involve the construction of roads and railway lines through or adjacent to ecologically sensitive areas. Hence, ecological impacts of the alternatives are also considered in the analysis. The project implementation may further result in direct or indirect social impact. The direct social impacts could arise from the displacement of people and commercial establishment from the road and rail alignment areas. The ease of commuting due to a new or modified road / rail link would, however, be beneficial to the commuters and goods traffic. The secondary development that may come up due to a rail/road link could also have social implications. Hence, the four impact areas considered for the environmental analysis of the transportation alternatives are as follows. . Air Quality Impacts * Noise Impacts * Ecological and Land Use Impacts * Social Impacts (Limited to Displacement of People) Although each of the transport options will affect the above mentioned four environmental components to varying degree, the level of service it renders will also vary from option to option. In order to select the option not only from environmental angle, but also from the service point of view in additional impact areas namely transport service has also been considered. Since, air quality and noise impacts of various transport alternatives are determined by traffic composition, volume and speed, these traffic parameters for different alternatives and sub regions are estimated by using the Regional Transport Model for MMR. In order to appreciate how different development scenarios and transportation alternatives influence the determination of the above traffic parameters, a brief overview of the Regional Transport Model (developed by WS 15 Mumbai Urban Transport Project Consolidated Environmental Assessment Atkins for MMR) is given below. This is followed by the methodology used for determining the above impacts. 1.4 THE STRATEGIC TRANSPORT MODEL The Strategic Transport Model for MMR, developed as a part of the WS Atkins study, predicts traffic volumes and speeds for different vehicle modes for each transportation link under various transportation alternatives, for the base year (1996) and year 2011. The model considers three modes of travel i.e. cars and motorcycles: taxis and auto rickshaws; and public transport (bus and rail). The MMR is divided into 110 zones (47 in Island City, 27 in the suburbs and 36 in the region outside MCBM for developing transportation networks to be used in the transport model. There are 1200 major road links considered in 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 scenarios and associated * traffic parameters are: * trip-end submodel * joint trip distribution / modal split submodel Trip-end Submodel: This sub model relates demand for travel - trip generation and trip attraction i.e. for each zone to zonal planning parameters. Peak and off-peak periods are simulated separately. The set of equations used to simulate trip generation and trip attraction for different transport modes is shown in Table 4.1.2. The dependence of trip generation and trip attraction on planning parameters such as House Holds owning Vehicles (HHV), Resident Workers (RW) and Employment places (EMP) makes the transportation model responsive to various plannin; strategies. For using this submodel for predicting generation trips and attraction trip'- for various zones in 2001 and 201 1, appropriate projection tools for estimating HHV, RW and EMP need to be used. Joint Trip Distribution/modal Split Submodel: This submodel predicts the pattern of different transport modes in MMR. The assumption underlying the sub mqdel is that an individual selects a transport mode based on the perceived cost of travel by different traffic modes, which also 16 Mumbai Urban Transport Project Consolidated Environmental Assessment internalises value of time. Therefore, other factors remaining constant, "the number of trips between any two zones (i,j) by a particular mode m * increases as trip generation in i and attraction in j increases * decreases as the cost of travel by mode m between i and j increases, and * decreases as the travel cost by mode m increases relative to other modes. The submodel is represented by the following equation, Tj= r, Gj.S,.A,.F11 Where, Tij = number of trips between zone i and zone j G= total generation trip-ends in zone j Aj= total attraction trip-ends in zone j Si, r, = balancing factors. Table 4.1.2 Trip-End Submodel Equations i) Private vehicle trips Peak period Generation = 433 + 0.949 HHV (r2= 0.587, std Error = 1044, t (HHV) = 9.5) Attractions = 25.6 + 0.001 EMP32 (r2 = 0.595. std Error = 4487. t = 4.4) Off-peak period Generation = 1349.38 + 1.0938 HHV (r2 = 0.372, std Error = 1790. t (HHV) 6.33) Attraction = 2.35 + 0.0000436 EMP2'5 (r2 = 0.631, std Error= 7388, t = 5) ii) Taxi trips Peak period Generation / Attraction = 220 + 0.004 EMP25 + 0.378 HHV (r2 = 0.707, std Error = 2136. t (HHV) = 2.7, t(EMP) = 44.2) Off-peak period Generation / Attraction = 28.749 +0.154 EMP215+1.7129 HHV (r2= 0.72, std Error = 9792. t (HHV) = 2.65, t(EMP) = 4.36) iii) Public transport trips Peak period Generation = 15.7 + 0.566 HHV + .335 RW (r2 = 0.959, Std Error = 2225, t (HH14= 2.6, t(RW) = 36.2) Attractions = 111.9 + 0.0097 EMP (r2= 0.871, std Error = 20070, t= 4.4) Off-peak period Generation = 2260 + 1.329 HHV + 0.242 RW (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 Transportation Study for MMR, Tech. working Paper No. 6) Where, 17 Mumbai Urban Transport Project Consolidated Environmental Assessment HHV - HouseHolds owning Vehicles: RW - Resident Workers: EMP - Employment places, and r1. S, = balancing factors (constants) F11 = ke- B6i Cij t = the deterrence function where, k = cost factor (a constant) Cij, = generalized cost factor B = calibration constant - exponential function a = calibration constant - power function These trips are assigned to each road link based on traffic speed curves relating traffic flow (PCU) to speed for private or non-public transport vehicles. Bus speeds are modified to account for delays caused during bus stoppages. Traffic speed curves are developed for the following road types with different carrying capacities. - Urban - single carriage.way - Urban - dual 2/3 lane carriage way - Urban - dual 4-lane carriage way - Rural all purpose. Further, centroid of each zone is connected to appropriate nodes of the road network for non-public modes and to bus stops and stations for public transport modes. The Strategic Transport Model provides output in the form of PCUs, vehicle speed and vehicle kms for heavy and light vehicles for each road link. This output has been processed to reassign the vehicle kms to the four identified sub regions for carrying out the environmental analysis. Also, since pollution generation potential of each vehicle type i.e. heavy vehicles, cars, auto rickshaws and 2 wheelers is different, non-public transport PCUs and Public transport PCUs have been converted back into various transport modes for the base year and future planning horizon years. In the present case, year 2011 is considered to be the future-planning horizon and accordingly the assessment is done for this year. The assumption underlying this conversion is that the traffic composition in future years will remain the same as for the base year (1996). The traffic parameters predicted by the Regional Transport Model for different transport alternatives are used as inputs for air quality and noise impact analyses. 18 Mumbai Urban Transport Project Consolidated Environmental Assessment 1.5 AIR QUALITY IMPACTS Air quality impacts of various transportation alternatives on a sub region result from emissions generated by different types of vehicles constituting traffic in that sub region. The type of a vehicle determines the nature and level of pollutants present in 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 predominantly emit particulate matter and nitrogen oxides. Depending on the sulphur content of the fuel minor levels of SO; may also be present in the exhaust. Since the implementation of each transportation alternative would generate different traffic volumes and composition in the four sub regions for year 201 1, the resulting air quality impacts associated with the alternative would be different. Hence, in order to determine the air quality impacts associated with a given transportation alternative for the horizon year, dispersion of vehicular emissions need to be simulated to estimate the resulting ambient pollutant concentrations of CO, NOx, PM, Pb and S02 for each sub region. The predicted pollutant levels for the year 2011 under each transportation alternative when compared to the base year pollution levels provide an assessment of air quality impacts due to the alternative. Also, for the quantification of impacts, air quality indicators or indices need to be identified or developed. Hence, air quality impact analysis involves the following steps. * Determining baseline air quality (reflecting air pollution resulting from the base year traffic level) of the sub regions, * Estimating vehicular emissions in each sub region 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 201 1, * Assessing impacts of the estimated concentration increments on various stake holders 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). 1.5.1 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 the transportation alternatives for the horizon year 2011. For making assessment of the baseline air quality of each sub region, the sub regions were divided into square grids. Air pollution monitoring was carried out at various locations in each of the four sub regions. The pollutants monitored at most of the locations or sites included sulfur dioxide, nitrogen oxides, 19 Mumbai Urban Transport Project Consolidated Environmental Assessment particulate matter, lead, PM1O, carbon monoxide and hydrocarbons. The sites were selected to represent predomin' vehicular pollution areas. The monitoring was carried out for three or more d- . . The monitored pollutant concentration values were used to estimate baseline concentrations at the centre of each grid by using the inverse square weighted interpolation technique. The weighted interpolation scheme incorporates the influence of prevailing wind pattern and topographical features. The estirnated pollutant concentration values in a grid were then used to determine quality index for each pollutant using value function curves to represent its potential air quality impacts. The value function curves for CO, NO,, C02, PM10 and Pb are provided in Figure 1.5.1 to Figure 1.5.5. Quality index values vary from 0 to 1, higher values indicating better quality. (Reference: Environmental Impact Analysis - A New Dimension in Decision Making by 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-HOUR AVERAGE 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 Mumbai Urban Transport Project Consolidated Environmental Assessment FIG. 4.1.3 VALUE FUNCTION CURVE FOR PM10 22 u.l <- r-- -..- w 4a (i t -~ -~ 0.0 0) uOO .((] 840 104 I)X .,U ';iOj) 24-HR ANNUAL AVERAGE CONC. (ug/m3) F:jG. 3.5.4: VALUE FUNCTION CURVE FOR NOx J \1 10 0.4 0.2 0 .00 0.05 0. I 1. 24-HR ANNUAL AVERAGE CONC. (ppm) FIG. 3.5.5: VALUE FUNCTION CURVE FOR LEAD (Pb) 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 AVERAGE CONC.(ug/m3) Mumbai Urban Transport Project Consolidated Environmental Assessment 1.5.2 Air Dispersion Modelling Analysis An air quality model relates air pollutant emissions to the resulting ambient air pollutant concentrations under different environmental settings including meteorological conditions. The output of the modelling analysis is in the form of pollutant concentrations at the specified receptor locations. The model estimated pollutant concentrations can be used in determining quality indices from value function curves to reflect the air quality impacts of the transportation alternatives. The choice of air quality model depends on various factors, which include the following: - Spatial domain on which the model is to be applied - Time domain on which the model is to be applied - Nature of pollutants - Type of pollutant sources It is difficult to develop or select a model which takes into account all these factors in a satisfactory manner. An attempt is however made to select a model which meets most of the modelling requirements, and at the same time, is simple to use and calibrate/validate. The choice of the Roll Back model for estimating pollutant concentrations, instead of the earlier proposed PAL model is made because of the simplicity of the former. The use of a simple model as against the sophisticated ones is particularly preferred for a sectoral level .analysis as the input requirements for the latter are-too detailed and not justified for a macrolevel assessment. Moreover, PAL has the following limitations. * Although PAL can handle six types of sources including special 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 considered for modelling purpose. Further, some of these links traverse through more than one sub region (impact analysis is carried out for each sub region separately as indicated in the scope), which complicates the application of the model to a sub region. * PAL can be used to estimate pollutant concentrations up to several hundred meters only. The area under each sub region extends up to several kms. * PAL inherits all the limitations of the Gaussian equation based models, such as flat terrain assumption, unreasonably high concentration estimates during light wind conditions, etc. 25 Mumbai Urban Transport Project Consolidated Environmental Assessment PAL's input data requirements are intensive and collection of data at such a detailed level can not be justified for a sectoral level analysis. The above limitations of PAL also suggest the use of a simple model like the Roll Back model for estimating vehicular pollutant concentrations under different transportation alternatives for the year 2011. Roll Back Model: Roll Back Model is a simple proportionate reduction model, which is based on the assumption that reduction in pollutant emissions proportionately reduces the resulting ambient air pollutant concentrations. Thus the model can be mathematically represented by the following equation. Cl/C2 = Q1/02 where, C1 = concentration at a given point due to emissions Q1 C2 = concentration to be estimated at the same point due to emissions Q2 C, and C2 may also be called as receptor data, whereas Q1, and Q2 are called as source data. The predicted concentration 02 correspond to the same set of meteorological conditions as that for Ci and are of same nature as that of Ci. In the present case Ci represents the ambient air pollutant concentrations and therefore so does C;.' The model predicts the future ambient air pollutant concentrations in the light of changes in the traffic related emissions (Q;) assuming the other emissions to remain the same for the future years. For the application of the Roll Back model in the present study, the model equations for the concerned pollutants were developed by using the estimated ambient air pollutant concentrations and estimated vehicular emissions for the base year. The estimation of the base year pollutant concentrations has been discussed in the previous sub section. For estimating base year emissions, the road links traversing through each grid of the sub region are identified. Vehicular emissions are assigned to the grid based on the length of links intercepted by the grid and vehicle kms carried by the intercepted road segments. Vehicle kms for each traffic mode are estimated by using the Regional Transport Model. Vehicular emissions for the base year in each grid are estimated by segregating the vehicles into old (production before 1991) and new (production after 1991) vehicles and calculating total emissions using emission factors prescribed for 1991 for old vehicles and those prescribed for 1996 for new vehicles. The IIP emission factors, which are prescribed by MOEF for different years, are given in Table 4.1.3. Vehicle statistics in terms of old and new split is obtained from R.T.O. 26 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.1.3. IIP Emission Factors (gm/km) for various Traffic 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 - Indian Institute of Petroleum Vehicular emissions needed for estimating pollutant concentrations for the transportation options during 2011 are computed by using the proposed emission standards for the year 2000 as emission factors. (Ref: Report on Vehicle Emissions and Control Perspectives in India prepared by Indian Institute of Petroleum for Ministry of Environment and Forests, Government of India in 1994) In case of computation of lead emissions it is assumed that petrol cars registered in Brihan Mumbai after 1st April 1995 would have zero lead emission as these cars would be running on unleaded petrol. However, cars registered in the Rest of MMR would continue to have lead emissions in accordance with the 1996 standarads. All the cars manufactured after 2000 are assumed to have catalytic converters, and therefore, zero lead emissions. The above assumption is made based on the fact that the 2000 AD emission standards are achievable only by using catalytic converters with unleaded petrol. Actual emission from vehicles would depend on several factors such as age of the vehicles, vehicle condition, operating speed, etc. Though the operating speed will be more or less the same for all vehicles in a particular segment of the road, the other two factors i.e. age of vehicles and vehicles conditions would vary from vehicle to 27 Mumbai Urban Transport Project Consolidated Environmental Assessment vehicle. Therefore, these factors have not been considered in the emission estimation. Further, since it has been proposed to adopt emission standards prescribed by IIP for the year 2000 it is assumed that irrespective of vehicle condition and age of the vehicles, all the vehicles will have to conform to these standards. The RTO will have to ensure that these emission standards are met by all the vehicles, through PUC implementation, which does not envisage different emission standards related to age or condition of the vehicles. 1.5.3 Stake Holders Various stake holders likely to be affected by vehicular pollution are: (i) population of the sub regions exposed to the vehicular pollution, (ii) people living along the major road links and (iii) commuters. However, since traffic related pollution is usually confined to the road corridors, exposure to population living along the road corridors is used to indicate air quality impacts of the transportation altematives. Air quality impacts on the above group of people are estimated by assuming that only the people living within 150 meters on both the sides of the road segment are exposed to the pollution level estimated for the grid in which the road segments lies. The number of people living along the road corridors are estimated by using total road length, and population densities for 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 emissions computed for each grid is used to' estimate pollutant concentrations in all the grids. The estimated concentrations are used to determine quality index of each pollutant in each grid for the transportation options in the year 2011 with the help of appropriate value functions. The overall quality index of each pollutant in a subregion is then computed by using population along the road corridors as the weighting factor for averaging the' quality indices determined for each grid. The overall quality index of a pollutant in the subregion is defined as: I l= I Pi Where, Q ,0 = Quality Index of ith pollutant corresponding to its concentration Cij for grid j Pj= Population along the traffic corridors in grid j. I, = Overall quality index of ith pollutant in the sub-region 28 Mumbal Urban Transport Project Consolidated Environmental Assessment The value functions of the pollutants are shown in Fig. 4.1.1 to 4.1.5. 1.6 NOISE IMPACTS The operation of trains, cars, trucks, two wheelers and auto rickshaws also contribute to the generation of noise. The level of noise generated depends on a number of factors including type of vehicle, vehicle speed, number of vehicles (or traffic volume) and road condition. Since, different transportation alternatives would result in different vehicle composition in MMR, noise impacts would vary from one transportation alternative to another. The land use characteristics by virtue of attenuating noise propagation could also influence noise exposure to population. For noise impact quantification and assessment, appropriate noise indicators/indices need to be identified. The following steps are used to determine noise impacts of the transportation alternatives in the four sub regions and MMR as a whole. * 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 transportation alternatives * Assessing traffic related noise impacts on different stake holders 1.6.1 Noise Level Indicators Noise is undesired sound which gives rise to fluctuations in atmospheric pressure and causes an eardrum to vibrate. In the middle ear, these vibrations are transmitted through a series of three small bones to the liquid filled inner ear. The inner ear contains about 30,000 sensory cells, each with a small hair protruding in the liquid. The liquid movement produces nerve impulses which are carried by the auditory nerve to the brain where they are perceived as sound. Noise induced hearing damage occurs in the inner ear due to two types of impacts - acoustic trauma resulting from sharp and very loud sound due to blowing apart of sensitive hair cells; and prolonged exposure to relatively lower noise levels resulting in the wearing of cell hairs. Noise standards are typically set up for protecting exposed population from the above two types of impacts. 29 Mumbai Urban Transport Project Consolidated Environmental Assessment Various noise parameters which are of interest from noise generation and exposure view points are Lio, Lso, Lgo and L",q. L,o is the noise level that is exceeded 1G percent of the time, and generally represents peak noise level. This parameter is useful indicator for situations where short duration and high irrv:ulsive noise levels (e.g., 140 dBA) are expected. Hence this indicator is not of much use to assess traffic related noise levels, which are expected to be in the range of 60-85 dBA. Lw is the noise level which is exceeded 50 percent of the time and is close to the average noise level. Lgo is the level which is exceeded 90 percent of the time and indicates background noise level. Lq, or the equivalent sound 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 parameter as it correlates well with the effects of noise on people. Hence, this indicator is used for the purpose of noise impact analysis. The CPCB has established noise standards (Table 4.1.4) for protecting population likely to be exposed to different noise sources. These noise standards are provided as Leq for Daytime and Nighttime. Table 4.1.4 The CPCB Established Ambient Noise Standards Leq dB(A) Land Use Day time Night time (6.00 to 21.00 hrs) (21.00 to 6.00 hrs) Industrial area 75 70 Commercial area 65 55 Residential area 55 45 Silence zone 50 40 Traffic Noise Indicators Noise generated from the transport activities needs to be assessed separately for day and night time since the intensity of its impacts is different during these times. Hence, noise levels predicted at 30 m from the centre line of the road are further processed to calculate the percentage length of links in a subregion exceeding their day and night time standards respectively. The percentage values so obtained are represented by Traffic Noise Index (TN I)" for day and night. Day time and night time TNI values are used to compare the noise impacts of the options or alternatives. 30 Mumbai Urban Transport Project Consolidated Environmental Assessment TNI (day) = % of length of road links in a subregion exceeding day time standard. TNI (night) = % of length of road links in a subregion exceeding night time standard. 1.6.2 Noise Modelling Analysis Traffic Composition, Volume and Speed: Traffic composition, volume and speed for each road link under different transportation alternatives are required for estimating traffic generated noise levels. These traffic parameters are estimated by using the Strategic Transport Model of MMR. This model is already discussed earlier in this section. Noise Prediction Model: The US Federal Highway Administration (FHWA) model is 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 composite noise effect of heavy and light vehicles operating on the road link is obtained by the logarithmic addition of noise levels predicted for each vehicle type. The model considers the effect of speed and noise absorption characteristics of the site on traffic generated noise levels. Lcq for heavy and light vehicles is calculated by using the following mathematical expression. Leqi (h) = Loei + 10 Log (Ni/Si . T)+10 log (1 5/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 vehicles of class 'i' passing during time T through a particular road section Si average speed of the i" vehicle class in km/h in the particular road section T = duration for which Leq is desired and must correspond to time for which NI is measured. d = perpendicular distance in m from the centerline of the t raffic lanes to the location of the observer. a = factor representing the adsorption characteristics of the ground cover between the roadway and the observer. s= Shielding factor provided by noise barriers. 31 Mumbai Urban Transport Project Consolidated Environmental Assessment The reference mean sound levels for heavy and light vehicles are shown in Figure 4.1.6. For Island City, the noise absorption characteristics a 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 Transport Model. The above noise prediction model is used to predict traffic noise for heavy and light vehicles for each road link at a distance of 30 rn from the centre of the road. The predicted noise levels for heavy and light vehicles are then added together logarithmically The modelling exercise is repeated for each link of the four sub regions for all the relevant transportation alternatives, and results are processed to calculate TNI values to facilitate the comparison of noise impacts across the sub regions and transportation alternatives. Figure 4.1.6 Reference Mean Sound Level for Heavy and 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\ Noise impacts due to traffic in an urban setting with high density of houses are highly localized, and mainly concentrated along road corridors. Hence, commuters and people living along major traffic corridors are the two population groups likely to be impacted by traffic noise. Traffic noise from the road / rail sections passing through green zones may also affect wildlife in these areas, but it is not considered in the analysis for lack of knowledge in this area. 32 Mumbai Urban Transport Project Consolidated Environmental Assessment The Traffic Noise Indices defined above are used to assess traffic generated noise impacts on population living adjacent to major roads. 1.7 ECOLOGICAL IMPACTS Two types of ecological impacts, namely direct and development induced, are envisaged as a result of the implementation of rail and road projects under the specified transportation alternatives. Direct impacts result from the destruction of flora and fauna due to the construction of roads or railway lines. Since the introduction of roads and railway lines in a region is known to induce development in the area, hitherto virgin forests and wetlands could experience development pressure. The severity of direct or development induced impacts on the ecological resources depends on the extent and richness of these resources at the road/rail project sites. In the MMR region, though there are ecologically sensitive areas like mangroves, wetlands and forests, they are not unique in features and the threats posed by the transport and traffic related projects are not likely to cause any irreversible damage to the ecosystems. Moreover, the proposed MUTP - II encounters very few ecologically sensitive areas and adequate mitigative measures can be provided to almost completely mitigate the adverse impacts. There are no such rare and endangered species along the project sites, which once lost, will be lost forever, causing irreversible damage to the ecosystem. The degree of reversible impact caused by the transport and traffic related projects on the ecosystem would however vary from option to option. In view of the above, the ecological impacts of the alternatives are assessed at a qualitative level using the following framework. * Description of location and existing ecological status of the ecologically sensitive areas through which the relevant road / rail link passes * Qualitative description of direct and development induced impacts * Mitigation measures to indicate the extent to which adverse ecological impacts could be alleviated. 1.7.1 Quantification of Ecological Impacts In addition to providing qualitative analysis of ecological impacts, attempt is also made to quantify these impacts so that a comparison of these impacts could be made across the proposed transport alternatives. The rationale used for quantifying ecological impacts is as follows: 33 Mumbai Urban Transport Project Consolidated Environmental Assessment (i) Damage to an ecological area due to a road/rail alignment will be proportional to the area covered by road/rail segment in the ecologically sensitive zone. (ii) Damage will be severe if the ecological area or system is of higher quality. Further, because of the difference in the degree of importance attached to natural and man-made ecological systems, the impacts on these two types of systems are considered separately. The ecological impact on each of the system is measured by adding weighted areas of road/rail alignments traversing through the system, where weights represent the quality of the system. Thus ecological impact indices 7or the two systems can be expressed as follows: El (natural) = Eli = I Wn, Ai El(man-made)= E12 = E W1j Aj Where, Wni = weight associated with or importance given to a natural ecological system of class i Wmj = weight associated with or importance given to a man-made ecological system of class j Ai = Total area of road/rail alignments intercepted by natural ecological systems classified into category i. Aj = Total area of road/rail alignment intercepted by man-made ecological systems classified into j th category. Classification of 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 ecological area, which is prone to more adverse impacts due to a road/rail project. Thus, higher values of El represent potential for more adverse impacts on ecological systems. The procedure described above for computing ecological impact indicators (Eli and E12) is used to quantify ecological impacts of the four transport options. The results are presented in Section 4. 34 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.1.5 Classification of Natural Ecosystems and Associated Weights Type of Area Weight Natural vegetation with high or moderate species diversity and tree canopy 4 cover greater than 60% Natural vegetation with high or moderate species diversity and tree canopy 3 cover between 30 to 60% Scattered trees with 60% ground cover of herbs, grasses and bushes 2 (Species diversity moderate to low) Ground cover of natural vegetation less than 60% or the degradation of 1 the area is irreversible Table 4.1.6 Classification for Agricultural Land Plantations and Associated Weights Type of Area Weight Agricultural land with 2 crops or plantations with ground cover 3 greater than 60% Agricultural land with crops or plantations and ground cover 2 between 30 to 60% Fallow agricultural land or plantation with ground cover<30% 1 1.8 SOCIAL IMPACT (LIMITED TO DISPLACEMENT OF PEOPLE) The projects identified under various transport alternatives could give rise to wide range of social impacts as the implementation of some of these projects would require displacement of households and commercial establishments. The number of households and commercial establishments to be displaced provide the measure of adverse social impacts due to the proposed projects. Hence, for each sub region and each transportation alternative, number of 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 investment option 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 Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 uglm3 ug/m3 (S h (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 el " ^_ I'L &1T. A--P:ILtf = rn-id trnddsr UiS-~~Cr 1i 2011 in hZax Ci : HJEwr vakws in6c f't i-? apdofl -. W i- Ao MnTrturt OA4 '13 g | | |Pubr iTraP r , , *.De ,WcM_ 0.2 . U It Road Imrstneri 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 X :: _ lTR . I ~~~~~~~~~~~i Do _ l utrnbr 4N 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 programmnatic level 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 ENVIRONEMNTAL IMPACT 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 region is 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 Air Dispersion Modelling Analysis: 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 Ambient Air Pollutant Concentrations in Western Suburbs Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 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 Tvuwt 'D-s ' _ 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 alignment also 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 implementation under 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 management measures 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-Vikhroli link road 1164 1164 1164 1164 Juhu-Tara road widening Nil Nil Nil Nil Santracruz-Chembur Link 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 Indicators for 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 1 Hr _________ 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. id WMrV4bJep . b " h) 800= EDoWftmh* DPW&I Tran_ 0PtMTmnupW + Dun.W IX2 O~~~~~~~~Rad hwmwtm 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 g P OFi.poIt G Pubic 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-Kurla Link 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 Ecological system 0.005 0.035 0.35 0.017 Manmade Ecological system 0 0 0 0.003 * Manmade Ecological 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.-stern suburbs. 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 & R cost 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 ENVIRONEMNTAL IMPACT 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 N A 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. ~.451 rohESAk __ m_ w Insert I __ _wtin _ i . T.OPiicTport 0.4 .. ¢: ; . . S .m = N~PxbIc Tmpout + D4Lh 0 *~~~~~~~~~~~~aRoa.dhwasost 0 CO 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 NuW bWwfr9 Yew - d NOWmi Insert Fig4 - Laww YdM Wkd P was Traffic Noise Year 1396r 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 Base Year i YeSar 2011 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 Zizyphus scrub 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: Development of 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. formn second 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, Woodfordia and 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 insignificant on already degraded areas. Mitigation: Minimum possible disturbance to valuable ecosystems (mangroves and forest) during the construction phase of the project will lirmit the 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 Displacement of 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-d to 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 * Agricultural Land 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 * Agricultural Land 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 * Agricultural Land 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 *Agricultural Land (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 Base Year 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 environmental impacts 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 ENVIRONEMNTAL IMPACT 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) The mnost favourable index values are shown shaded in the above table. 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. Mumbai Urban Transport Project Environmental Assessment APPENDIX 4.3 ENVIRONMENTAL ASSESSMENT JF FLYOVERS 1.1 INTRODUCTION The Maharashtra State Road Development Corporation (MSRDC) along with Public Works Department (PWD) has undertaken the construction of flyovers on all major arteries and Highways with a view to eliminate the traffic congestion and delays at the busy intersections. Fifty locations have been selected for flyovers. The environmental assessment of flyovers was taken up with the objectives of: * Reviewing the current environmental status of the e-ea along the flyover alignments including identifying sensitive receptors, * Assessing direct, indirect, immediate and long-term environmental impacts of flyover scheme, * Screening of flyovers to identify those which would improve ait quality, * Undertaking economic evaluation of environmental impacts, and * Preparing comprehensive environmental management plan. The study focussed on the following six flyovers in Island city: * Dadar-Khodadad circle * S.V, Road - Barfiwala junction * Haji Ali - Wilson College * JJ Hospital-Crawford Market * Senapati Bapat (SB) Marg - Fergusson college Road * SB Marg - Elphinstone 1.2 ENVIRONMENTAL STATUS Environmental status for the above flyover locations was assessed with respect to ambient air quality, noise, water, land, biological and social components. The concentrations of Sulphur Dioxide (S02), Nitrogen Oxides (Nox), Carbon Monoxide (CO), Respirable Particulate Matter (RPM), Total Particulate Matter (TPM) and Hydrocarbons (HC) were monitored at alt the locations. S02 and Nox concentrations were found in compliance with the standards at all locations. TPM and RPM exceeded standards at all the locations. He highest levels of TPM and ' Traffic, Economic and Environment Impact Assesiment of Flyovers in Mumbai - Task 3 Report, Tata Consultancy Services, 1994 66 Mumbai Urban Transport Project Environmental Assessment 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 Mumbai Urban Transport Project Environmental Assessment concentration exceeded the standard at all the locations. Both CO and HC concentrations peaked around evenings. High pollutant levels observed at Dadar - Khodadad Circle could be due to ongoing construction activities of flyovers at time when air quality was monitored. Noise levels exceeded the standards at. all the locations. Noise levels monitored at the six locations are shown in Table 4.2.1. Land use near flyovers is residential ?nd commercial. There are no terrestrial or aquatic ecosystems near these locations. The above six flyovers are in the densely populated areas, having population density of 37033 persons / Km2, indicating high pressure on infrastructure. The heritage structures near flyover alignments are given in Table 4.2.2 and other sensitive receptors are given in Table 4.2.3. 1.4.2 Construction Phase Impacts Part of the carriage way used for construction activities would reduce the road capacity and result in traffic congestion. The traffic congestion would give rise to higher vehicular emissions of CO, NOx, HC, and RPM. The construction equipment would generate noise In the range of 108 to 132 dB(A). The noise impacts would be significant during night time, particularly, for nearby sensitive receptors. The storm water runoff carrying loose soil from the construction site would not be significant except for monsoon season. The labour force is not expected to reside at the flyover locations, and hence, environmental impacts associated with labour camps are not expected. No direct change In land use is expected, as the flyovers would be constructed on the existing road alignments and the excavated material (if any) could be reused for construction purposes. Some trees along flyover alignments need to be cut. The impact-is likely to be significant for Haji Ali - Wilson College stretch and JJ Hospital - Crawford Market stretch. Areas with loose and exposed soil to be sprayed with water to avoid fugitive dust emissions 68 Mumbai Urban Transport Project Environmental Assessment * Trucks carrying material to the construction site to be covered with tarpaulin tp prevent fugitive emissions * Limiting construction noise to 90 dB(A) for eight hour work shift * Use of hydraulic piling machines to reduce noise levels near sensitive receptors, such as, nursing homes. * Workers to be provided with temporary housing with adequate civic facilities. 1.4.3 Operating Phase * Strict emission norms for all types of vehicles . Restricting growth of private vehicles in Island city through demand management * Providing efficient mass transportation facilities Encourage more CNG based vehicles * Use environmental friendly alternative fuels * Encourage road side plantation * Educating vehicle drivers * Plantation of creepers on both sides of flyovers * Periodic monitoring of noise levels of vehicles to assess the compliance with Ministry of Environment and Forest (MoEF) prescribed standards 69 Mumbai Urban Transport Project Environmental Assessment 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 Dhakleshwar Tennple Ma Hajjani's Dargah Complex Haji Ali-Wilson College Old Milestone 2 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 Mumbai Urban Transport Project Environmental Assessment Table 4.2.3 Sensitive Receptors near the Proposed Flyovers Proposed Flyover Heritage Structure / Precinct Dadar Khodadad Circle Mistry Maternity and Nursing Home Shetty Nursing Home Haji Ali-Wilson College Vistria Memorial School for Blind Bhatia School Bhartiya Vidya Bhavan Ajinkya Hospital Wilson College EEE Sassoon High School Hume High School and Junior College JJ Hospital Haji Kareem Hohammad Suleman Maternity Home JJ Hospital - Crawford Market Ismail Beg Mohammad High School Noor Hospital Seth Husson Ali Abdul Ali Baseeruddin Dholkawala Maternity Home Mumbai Girls High School SV Road-Barfiwala Junction Sangeeta Maternity and Gynaecology Hospital 71 Mumbai Urban Transport Project Consolidated EnvironmentalAssessment APPENDIX 4.4 SECTORAL ENVIRONMENTAL IMPACTS 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 redistribution of traffic on various road links, shift of passenger trips from public transportation to 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 displacement of 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.to visuahntrusion, higher- air pollution and noise exposure to people living in multi-storey.buildings close to flyovers, Therefore, environmental impacts of flyovers are considered with respect to air quality, noise ancl social aspects. 1.2 AIR QUALITY AND 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 passenger trips from public transportation to 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 Transport Project Consolidated Environmental Assessment (A) Impacts due to redistribution of traffic: Flyover may result in change of air quality impacts due to redistribution of traffic, as air quality impacts are related to traffic volume and traffic composition. A flyover corridor would result in redistribution of traffic, if the corridor is competing with other nearby road links for traffic. The competing road links would generally be those links, which run parallel to a flyover corridor, as the destination of some of the commuters on these links will be in the direction of the flow of traffic on the flyover, corridor. The redistribution of traffic will actually depend on the relative traffic congestion level on various competing road links. Initially, flyovers may also attract traffic due to perceived increase in capacity of a "flyover corridor. However, ultimately traffic will adjust itself according to the real capacity of road links. Table 4.5.1 List of Flyovers Sr.No Flyovers Status Western Express Highway 1. Worli Bandra done 2. Kherwadi deferred 3. Kalina Vakola executed 4. Santacruz-Airport proposed 5. Janata Colony NA 6. Jogeshwari-Vikholi Link Road executed 7. Aarey Goregaon executed 8. Goregaon Mulund Link Road executed 9. Rani Sati Marg executed 10. Shantaram Ralao NA 11. Akurli Road NA 12. Dattapada Road executed 13. National Park executed 14. Shiv Vallabh Road executed 15. Sahar Glyover Half built Eastern Express Highway 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 Transport Project Consolidated Environmental Assessment 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 Hospital Bhendi 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 Connect toWEH Not yet commenced 43. Adi Shankaracharya Marg LBS under construction 44. Worli Naka Not yet started 45. Siddhi Vinayak deferred 46. Barfiwala Junction NA 47. Adi Shankaracharya Marg: JVLR under construction 48. Dadar Khodadad Circule 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 provided as 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 competing for 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 Transport Project Consolidated Environmental Assessment 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 environmental benefits as the vehicle idling time and resulting pollution at the intersection would 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 environmental benefits may not justify the cost of flyovers. Some of these flyovers are at the distance of less than 1.5 Kilometres. i The flyovers located in high population and high road density areas, such as Island City, may result in redistribution of 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 impacts would 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 proximity of flyovers to residential flats at higher storeys would expose the residents to higher levels of vehicular pollution and noise,, besides disturbing their 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 vehicles on 75 Mumbai Urban Transport Project Consolidated Environmental 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 Transport Project Consolidated Environmental Assessment Further, since emissions depend on vehicle type. Q0 and 02 were estimated using the following expressions. Q, = (-n,.el). Vehicular density without flyover 02 = (-n,, el). Vehicular density 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 increasing fraction 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 concentrations due to flyovers. Table 4.5.2 Estimated percent changes 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 represented by the following equation. 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 vehicles of class 'i' passing during time T through a particular road section 77 Mumbai Urban Transport Project Consolidated Environmental Assessment Si = average speed of the i" vehicle class in km/h in the particular road section T = duration for which Leq is desired and must correspond to time for which NI is measured. d = perpendicular distance in m from the centerline of the t raffic lanes to the location of the observer. a factor representing the adsorption characteristics of the ground cover between the roadway and the observer. 6s = Shielding factor provided by 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 analysis for 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 pollution levels. • 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 damage to heritage structure. * The property prices will come down near flyovers. * There is one settlement along SB Marg - MM Joshi Marg alignment which would be disturbed during construction. 1.3 MITIGATION OF AIR QUALITY IMPACTS AND NOISE LEVEL 78 Mumbai Urban Transport Project Consolidated Environmental Assessment * Traffic congestion due to turning traffic at flyover intersections and resulting high pollution levels could be mitigated by widening of ground grade lanes, and thereby, reducing congestion and pollution levels at these intersections. * To overcome the negative effect of traffic bottlenecks on traffic flow the width of flyover corridors (particularly Highways) 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 congestion and higher levels of pollution. It may be noted here that the redistribution of traffic would depend on the relative congestion level of the competing road links. Flyover corridors would attract traffic, only if the competing road 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 increasing the passenger carrying capacities of 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 demand for east west moverne'll Traffic. * Increasing road and rail capacity to accommodate more traffic and reduce congestion on the flyover corridors. • Shifting of bus stops to road shoulders to free the left lane. Traffic management measures: * Dedicating left lane exclusively for buses. * Introducing demand management measures to discourage shift from public transport to private vehicles. * Encouraging car pooling and telecommuting Desian level measures: 79 Mumbai Urban Transport Project Consolidated Environmental Assessment . Developing guidelines fcir the location of flyovers, which would take environmental aspects into consideration. . Developing guidelines for the design of flyovers based on the aim of requirements of turning and through traffic. Social: As already discussed above. 1 . Generic mitigation measures identified for the transportation sector as a whole would reduce the environmental impacts of the flyovers as well. With the flyovers in MMR, more thrust needs to be placed on encouraging the use of public transport, modifying travel 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 congested areas. 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 environmental impacts of MUTP investment schemes. 80 Mumbai Urban Transport Project Consolidated Environmental Assessment ANNEX 9.1 Photographs of Public Consultation A*k~~~~~~~. 81 Mumbai Urban Transport Project Consolidated Environmental Assessment 82 Mumbai Urban Transport Project Consolidated Environmental Assessment Advertisements published in the Newspapers MUMBAI URBAN _ TRANSPORT PROJECT PUVUC NOTICE t q6rq 50hq7 MUMBAI Metropolitan i §- Region Development Authority has organised a public consultation to discuss Environmental Assessment of MUTP on December 14, 2000 at 3.00 p.m. at Y.B. Chavan Centre (Convention Hall, I ooolq, 4th floor), Nariman Point, i : f1l Mumbai. All those ll i117 N 1 T t. interested in this subject -* viuti # s 4fr aft are cordially invited to '4 f z1 14 participate.' The l . t Executive Summary of vkmq I A the report prepared on 'Ifli* ifelEqW T:17R the Environmental 7 NWTR V1fqTwlTIJ Assessment of MUTP is www.mmrdpmumbai.orB w available on MMRDA website www.mmrda mumbai.org Sd!- Project Director i MUTP _________________ DGIPR/2000-200112477 618561 I8 83 Mumbai Urban Transport Project Consolidated Environmental Assessment Pamphlets MUMBAI URBAN TRANSPORT PROJECT PUBLIC NOTICE Mumbai Metropolitan Region Development Authority has organised a public consultation to discuss Environmental Assessment of MUTP on December 13, 20010 at 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 Mumbai Urban Transport Project Consolidated Environmental Assessment MUMBAI URBAN TRANSPORT PROJECT PUBLIC NOTICE Mumbai Metropolitan Region Development Authority has organised a public consultation to discuss Environmental Assessment of MUTP on December 14, 2000 at 3.00 p.m. at Y.B. Chavan Center (Convention Hall, 4th floor), Nariman Point, Mumbai. All those interested in this subject are cordially invited to participate. The Executive Summary of the report prepared on the Environmental Assessment of MUTP is available on MMRDA Website www.mnrrdarnumbai.org Project Director MUTP 85 Mumbai Urban Transport Project Consolidated Environmental Assessment w 14~1 '114t MTJ cbI4 TF 111411X fq)II w llqTq M'MllSqqu ivW4T fqctn icbi u www.mmrdamumbai VT :ks 910 i t Kt9 a,ao 86 Mumbai Urban Transport Project Consolidated Environmental Assessment MWW q>ulf,J14I4 Vr- ct*llo *Nf MTq -vqW1 qjSuqj,"j& .00 42STM ri tfqT "RE ¢qlq(i 1IM TqrmI" TrA M t* to- ;WrMi a1 OII- w ¢~~~~~1141t MT