MUMBAI URBAN TRANSPORT PROJECT

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MUMBAI URBAN TRANSPORT PROJECT CONSOLIDATED
ENVIRONMENTAL ASSESSMENT PRESENTATION for
PUBLIC CONSULTATION November 2001 Mumbai
Metropolitan Region Development Authority, Bandra
- Kurla Complex, Bandra (East) Mumbai
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MUTP - Background

• Mumbai that was a group of seven islands in the
  17th century has now grown to be a financial and
  commercial capital of India. The original seven
  islands have merged into Island City. Greater
  Mumbai including the Island City, Western Suburbs
  and the Eastern Suburbs supports a population of
  11 .8 million
• The urban growth has spread much beyond the
  boundaries of Greater Mumbai along the rail
  corridors.

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POPULATION GROWTH DENSITY
Sub region Area sq.km Population 1991 million Population 2001 million Density Per sq.km
Gr.Mumbai 467 9.9 11.8 25267
Island 72 3.2 3.3 45833
Western Suburbs 226 3.9 5.0 22123
Eastern suburbs 168 2.8 3.5 20833
Mira-Vasai-Virar 250 0.5 0.9 3600
Thane Kalyan 328 2.1 3.2 9756
Navi Mumbai 388 0.5 1.2 3092
Total 1433 13 17.1 11933
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TRANSPORT PRESSING PROBLEM

• Such phenomenal growth has given rise to
  problems commonly faced by most metropolitan
  cities in the developing world.
• Acute shortage of affordable shelter
• Lack of adequate water and sanitation facilities
• Environmental degradation
• But in Mumbai acute shortage of transport
  infrastructure is the most pressing problem.

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EXISTING MODAL SPLIT
Number of Passengers per day
Passenger Kms per day
2
5
8
7
17
46
42
73
Rail
Bus
Private Vehicles
Taxis
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TRANSPORT SCENARIO IN MUMBAI

• In 1993 total peak hour passenger trips generated
  by population of about 15 million was 21,54,860 .
  
• 88 were performed by public transport
• In 1981-91 the population growth was 3 p.a
  whereas vehicular growth was 8.8 .p.a.
• Private vehicle registration in MMR in 2011 is
  expected to more than double the 1991 level
  (13,56,498 vehicles)
• Number of vehicles per 1000 persons is expected
  to increase from 44 in 1991 to 61.1 in 2011.

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OVERCROWDING
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ENVIRONMENTAL CONCERNS

• The road transport is a major contributor to air
  and noise pollution.
• As per the URBAIR Study of 1992, vehicular
  traffic contributes to 54of N0x emissions and
  24 of PM10 emissions in Greater Mumbai. Levels
  of Both N0x and PM10 exceed AAQ standards at
  many residential areas and traffic intersections.
• Noise levels along the roads have been found to
  be in the range of 65dB(A) and 85 dB(A).
• Given the trend of higher vehicle ownership,
  vehicular pollution and noise in Mumbai has
  become a cause of concern

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COMPREHENSIVE TRANSPORTATION STRATEGY

• MMRDA has prepared a long-term multi-modal
  Comprehensive Transport Strategy (1994) for the
  MMR.
• The objective
• To deal with the increasing travel demand in an
  effective and financially and environmentally
  sustainable manner.

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COMPREHENSIVE TRANSPORTATION STRATEGY (CTS)

• CTS identified four strategic options,
• Do Minimum(DM) ,
• Public Transport (PT),
• Public Transport Demand Management (PTDM), and
  
• Road Investment (RI)

• CTS, based largely on economic and efficiency
  considerations, recommended the strategy
  comprising
• Priority for investment in public transport
• Strengthening road networks in suburbs especially
  east - west links
• Introduction of demand management measures for
  controlling traffic congestion

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ENVIRONMENTAL ASSESSMENT
THE CTS STRATEGY AND THE RESULTANT INVESTMENT
PROGRAM REQUIRED EA TO IDENTIFY ENVIRONMENTAL
IMPACTS AND TO PROPOSE ENVIRONMENTAL MANAGEMENT
PLANS TO MITIGATE ADVERSE IMPACTS.

• THIS PRESENTAION OF EA OF MUTP IS DIVIDED INTO
  FOLLOWING SECTIONS
• ENVIRONMENTAL BASELINE DATA
• EA PROCESS
• SECTORAL EA
• PROJECT DESCRIPTION
• PROJECT LEVEL EA
• EMP AT SECTOR LEVEL
• EMP FOR PROJECTS
• R R RAP and CEMP

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AIR QUALITY BASELINE DATA
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AMBIENT AIR QUALITY 1998 2000
Note Above yearly averages are taken for
financial years (March to April) from ESR of
MCGM. C commercial I Industrial R
Residential  
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AIR QUALITY AT TRAFFIC INTERSECTIONS  
Note Above yearly averages are taken for
financial years from ESR of MCGM.  
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EA PROCESS
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EA PROCESS
Comprehensive Transportation Study 4 strategic
options 1. Do Minimum 2. Public transport
option 3. Public transport Demand Management
4. Road Investment option

• Sectoral Level Environmental Assessment (SLEA)
• Evaluation of strategic options with respect to
  the following criteria
• Impact on Air, noise,
• social,
• ecological resources, and
• transportation service quality

Selection of strategic option (PT DM)
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Screening of projects with respect to potential
impacts
Micro-level Environmental Assessment (MLEA)
Subprojects selected road improvements,
suburban railway Impact on traffic, air, noise,
water landuse, social and ecological resources.
Programmatic Level Environmental Assessment
(PLEA) Sub-projects selected ROBs, pedestrians
subways Analysis of traffic transport Impact
on air, noise, social and ecological resources,
landuse
Public Consultation
Preparation of updated and consolidated EA and
project specific EMPs
Public Consultation
Draft Consolidated EA
Final Consolidated EA
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SECTORAL EA
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SECTORAL ENVIRONMENTAL ASSESSMENT (SLEA)

• Essential to assess environmental impacts due to
  transport sector as a whole.
• SLEA includes assessment of environmental impact
  due to physical transportation activities (air,
  noise pollution etc.), government policies and
  other traffic management measures.
• SLEA was carried out for the 4 transport options
  viz. Do Minimum, PT, PTDM and RI defined in the
  CTS.

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SECTORAL ENVIRONMENT ASSESSMENT

• Sectoral Environment Assessment (SLEA) will help
  
• Ensure integration of environmental concerns into
  long-term transport planning.
• Provide framework for adopting appropriate legal,
  policy and administrative measures
• Designing long term investment programme and
• Institutional capacity building for sector
  management.

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SECTORAL ENVIRONMENTAL ASSESSMENT (SLEA)

• Components used for SLEA were
• Ambient Air Quality
• Noise
• Ecology
• Social (Resettlement and Rehabilitation)
• Transport Service
• Impacts on the above components were evaluated
  for 4 sub-regions of MMR
• Island City, Western Suburbs, Eastern Suburbs
  and Rest of MMR.

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SECTORAL ENVIRONMENTAL ASSESSMENT (SLEA)
Environmental Impact Indicators/Indices Used in
SEA
Environmental Index Air Quality CO concentration in mg/NM3 SO2 concentration in ?g/NM3 NOx concentration in ?g/NM3 Pb concentration in ?g/NM3 PM10 concentration in ?g/NM3 Description Ambient CO conc. due to transport option Ambient SO2 conc.due to transport option Ambient NOx conc.due to transport option Since unleaded petrol has been introduced this index is no longer valid Ambient PM10 conc.due to transport option
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Environmental Index Noise Traffic Noise Index (Day) TNI (day) Traffic Noise Index (Night) TNI (night) Ecology Ecological Impact indicator (Natural system) EI-1 Ecological Impact indicator (Man-made system) EI-2 Description of length of road links exceeding daytime standard weighted by population with 150 m of the curb of length of road links exceeding nighttime standard Weighted total area of road/rail alignment intercepted by natural ecological system classified into different categories according to their importance Weighted total area of road/rail alignment intercepted by man-made natural systems classified into different categories according to their importance
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Environmental Index Social RR impacts Service Indices Traffic efficiency Index Traffic congestion Index Railway crowding Index Description Number of displaced households Index reflecting efficiency in terms of speed and fuel consumption of link lengths in the sub-regions exceeding the Volume /Capacity ratio Link length weighted by Volume / Capacity Ratio
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SECTORAL ENVIRONMENTAL ASSESSMENT (SLEA)

• For each of the environmental component, baseline
  status was determined for the year 1996 and
  incremental impacts due to the projects were
  predicted for the year 2011.
• These impacts were predicted for all the 4
  sub-regions of MMR under each of the 4 transport
  options.

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Comparison of Options based on Absolute Values of
Air Pollutants
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SLEA FINDINGS

• All indicator values (air, noise, ecology etc)
  did not favour any single option. Thus Decision
  Matrix and other methods were used to determine
  an optimum transport option.
• Overall the PUBLIC TRANSPORT DEMAND MANAGEMENT
  (PTDM) option emerged as the best transport
  option for MMR as a whole.

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SELECTION OF BEST OPTION
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PROJECT DESCRIPTION
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MUTP SUB-PROJECTS

• MUTP has been formulated by selecting
  sub-projects that are subsets of the PTDM
  option. The strategy followed in designing MUTP
  is
• High priority at promoting public transport,
  particularly suburban railways
• Relieving road congestion by developing roads and
  ROBs in suburban areas
• Relieving automobile traffic congestion in Island
  City through Area Traffic Control and Traffic
  Management Measures.

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MUTP RAIL SUB-PROJECTS

• Borivali-Virar Quadrupling project Laying of 2
  railway lines between Borivali and Virar.
• Provision of 5th and 6th lines between Kurla and
  Thane
• Provision of 5th line between Santacruz and
  Borivali
• DC to AC Traction Conversion
• Optimisation of Rail Operations including
  procurement of additional rakes

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MUTP ROAD SUB-PROJECTS

• Jogeshwari Vikhroli Link Road (JVLR)
• Santacruz- Chembur Link Road (SCLR)
• Construction of ROBs at Jogeshwari (South and
  North) and at Vikhroli.
• Pedestrian subways and bridges at about 25
  locations
• Station Area Traffic improvement Schemes (SATIS)
• Other traffic management schemes
• Procurement of Buses Mainly CNG

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PROJCET LEVEL EA
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PROJECT LEVEL ENVIRONMENTAL ASSESSMENT

• MLEA and PLEA of the projects included the
  following analysis during construction and
  operation stages
• - Impact on Traffic - Impact on Land Use
• - Water Quality Impacts - Air Quality Impacts
• Noise Impacts - Impacts on Ecological
  Resources
• Separate PLEA and MLEA reports including
  mitigation measures for the identified adverse
  environmental impacts were prepared in 1998 for
  major projects viz. JVLR, BVQR, ROB Vikhroli,
  SATIS, Pedestrian Subway

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PROJECT LEVEL ENVIRONMENTAL ASSESSMENT

• The environmental impacts identified during the
  construction and operation phases of the projects
  are as follows
• Construction Phase
• Displacement of population
• Nuisance to residential areas from noise and dust
  
• Sanitation problems from labour camps at site
• Cutting of existing plantation
• Land degradation at quarry sites
• Worker and public safety

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PROJECT LEVEL ENVIRONMENTAL ASSESSMENT

• 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.

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ENVIRONMENTAL IMPACTS OF SUB- PROJECTS
JOGESHWARI VIKHROLI LINK ROAD

• During Construction Phase
• Partial closure of existing roads leading to
  diversion/disruption of traffic.
• Fugitive air emissions due to earthwork, rock
  cutting, transportation of construction materials
  etc.
• Residential and sensitive areas in the immediate
  vicinity will have impact of noise pollution
• Loss of vegetation along the road side.
• All impacts will be temporary in nature

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• JOGESHWARI VIKHROLI LINK ROAD
• Operation Phase
• Positive impacts due to free flow of traffic,
  higher operating speeds, safety, preventing
  traffic jam, etc.
• Moderate impacts due to increase in PM10, CO
  levels.
• Residential and sensitive areas in the
  immediate vicinity of sub- projects will have
  noise pollution impacts due to the vehicular
  movements.

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BORIVALI VIRAR QUADRUPLING OF RAIL LINES

• Construction Phase
• Fugitive air emissions of NOx and particulates
  due to earthwork, rock cutting, transportation of
  construction materials etc
• Residential and sensitive areas in the immediate
  vicinity will have impact of noise pollution
• Loss of vegetation along the existing rail
  corridor.
• All impacts will be temporary in nature

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• Operation Phase
• Positive impact due to fast trains running
  between Borivali and Virar
• No impact on air quality as electric trains will
  be operated
• Residential and sensitive areas in the immediate
  vicinity will have noise pollution impacts due to
  the train movements

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ENVIRONMENTAL MANAGEMENT PLANS
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ENVIRONMENTAL MANAGEMET PLANS FOR SECTORAL LEVEL

• At the sectoral level, a variety of policy, legal
  and administrative measures will be used to
  manage and mitigate adverse environmental
  impacts.
• Responsibilities and Time frames for implementing
  these measures have been proposed.

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ENVIRONMENTAL MANAGEMET PLANS FOR SECTORAL LEVEL

• Air Quality
• Encourage supply and use of clean fuels CNG, LPG
• Measures to prevent fuel adulteration
• Upgrade infrastructure for strict implementation
  of vehicle emission standards.
• Promoting vehicle inspection and monitoring
  program
• Enhance current AAQ monitoring network of MCGM.
• RR
• Strict adherence to RR policy of GOM

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ENVIRONMENTAL MANAGEMET PLANS FOR SECTORAL LEVEL

• NOISE
• Policy for noise reduction from vehicle engines,
  exhaust, tires and roads.
• Monitoring of noise levels at sensitive receptors
• Noise abatement by using noise barriers to the
  extent feasible.
• Ecological Impacts
• Strict enforcement of Development Rules and CZMP

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ENVIRONMENTAL MANAGEMET PLANS FOR SECTORAL LEVEL

• Traffic Management and Road Safety
• Strengthening transport and traffic planning
• Modal integration outside railway stations ,
  managing traffic demand etc.
• Enforcement of road safety rules

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SECTORAL LEVEL EMP MONITORING

• Monitoring plans have been prepared for
• Environmental Quality AAQ, Noise etc.
• Social (RR) Components
• Traffic movement.
• Regular monitoring and reporting will assist in
  assessing the effectiveness of EMPs and
  re-casting of EMPs, if required.

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EMPS FOR SUB-PROJECTS

• The EMPs for the sub-projects were prepared in
  1998. These EMPs are currently being updated to
  encompass the changes in baseline data and site
  conditions that may have changed since the year
  1998.
• Site specific EMPs have been prepared for
  significant environmental impacts/issues such as
• 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

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EMPS FOR SUB-PROJECTS

• CONSTRUCTION STAGE
• Construction requiring street closure will be
  carried out during off peak hours
• Enclosure of construction areas, periodic water
  sprinkling, using dust covers to avoid air
  quality related impacts.
• Reducing noise related impacts by providing
  mufflers on equipment, installing temporary noise
  barriers, not carrying out the activities
  producing noise above 95db(A) during night time.
• Construction of noise barriers along ROBs

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CONSTRUCTION STAGE (....contd.)

• Proper management of labour camps,
• Planting of trees and vegetation and compensatory
  afforestation
• Use of appropriate construction equipment, Proper
  disposal of excess earth material,
• Satisfactory restoration of quarry sites, before
  they are abandoned,
• Traffic management at construction and quarry
  sites.

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• OPERATION STAGE
• Development of emergency plan in the event of
  road accident involving vehicles carrying
  hazardous material,
• Establishment of no honking Zones near the
  sensitive areas such as schools, hospitals, etc.
• Tree plantations along the transport corridors
  and its maintenance
• Enforcement of road safety rules

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SUB-PROJECT LEVEL EMP MONITORING

• 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 To evaluate the
  effectiveness of the mitigation measures
• 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.

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SUB-PROJECT LEVEL EMP MONITORING

• 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, PM10, CO, N0x
• 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.

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INSTITUTIONAL SET-UP, COORDINATION AND
STRENGTHENING

• A strong coordinating authority to coordinate the
  activities
• Institutional capacity building through
  training.
• Improving air quality and noise monitoring, and
  effective dissemination of information

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INSTITUTIONAL SET-UP, COORDINATION AND
STRENGTHENING
High Power Steering Committee
IMP
Project Coordination Committee
World Bank
MMRDA Project Director, MUTP JPD (Environment),
MUTP
MSRDC/PWD
MRVC
MCGM
BEST
PMC
PMC
PMC
PMC
Contractor
Contractor
Contractor
Contractor
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EMP COST-ESTIMATES

• Cost estimates have been prepared for EMPs
  related to the following tasks
• Relocation of Utilities
• Compensatory and Road/Track Side Plantation
• Pollution control during construction
• Noise level reduction
• Labour Camp sanitation, Road safety
• Environmental Monitoring
• . The estimated cost of EMP implementation for
  MUTP sub-projects is Rs. 19.38 Million.

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CONDITION OF CONTRACT DOCUMENT

• 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
  
•  
• EMP requirements and obligations
• Environmental Monitoring Requirements
• Reporting requirements
• Indicative EMP cost estimates

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RR- RAP and CEMP
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RESETTLEMENT REHABILITAION
Total number of PAH 19228 (Project Affected
Households) Number affected by railway
projects 14479 Number affected by road projects
4749. Number of PAH resettled by
June 10118 2001 Total Cost of resettlement Rs.
4607 Million
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RESETTLEMENT POLICY

• Objectives of R R Policy are
• To minimize resettlement
• Where displacement is unavoidable, displaced
  persons to be compensated for their losses
• To accord formal housing rights to the PAHs
• To develop and implement resettlement program
  through active community participation
• To improve environmental health and hygiene of
  the PAHs
• To educate, motivate and organise the community
  to manage its environment
• To retain existing community network in the
  resettlement area and to minimize the adverse
  impact, if any, on the host community

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RESETTLEMENT POLICY
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.
• Compensation for economic losses e.g extra travel
  cost.

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ENCROACHMENTS/TRESPASSING
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PERMANENT TENEMENTS
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TRANSIT QUARTERS
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COMMUNITY ENVIRONMENTAL MANAGEMENT PLAN (CEMP)

• Every site specific RIP will include a Community
  Environmental Management Plan (CEMP).
• The objectives of CEMP are
• to provide access to basic urban environmental
  infrastructure services
• alleviate the environmental health risks of the
  community.

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CEMP

• The communities will be trained and motivated to
  follow discipline that can avoid environmental
  problems.
• Separate Environmental Management Committees
  (EMCs) will be formed to take up this
  responsibility.
• The CEMP provides preventive maintenance schedule
  for water supply, sanitation, solid waste etc in
  simple local language.
• Maintenance measures are translated into a simple
  format in the form of "Do's" and "Don'ts" in
  local languages for the community.

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ORGANISATIONAL RESPONSIBILITIES

• High Power Steering Committee to oversee the
  progress of MUTP including RR and provide
  necessary policy directions.
• A Project Co-ordination Committee to supervise
  timely implementation of MUTP including
  inter-agency coordination,
• An Independent Monitoring Panel (IMP) comprising
  eminent citizens of Mumbai for ensuring
  compliance with accepted policies in project
  implementation

Aggrieved PAH can go to the Grievance Redressal
Committee appointed by the PMU comprising of
officials and representatives of NGOs
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FEEDBACK

• Your feedback sent to
• Project Director MUTP
• MMRDA
• Bandra Kurla Complex, Bandra (East)
• Mumbai 400 051
• Will be appreciated.

THANK YOU