final report(part-a) environmental impact assessment (eia

Final Report(Part-A)

Environmental Impact Assessment (EIA) Studies for

Badarpur- Faridabad and Mundka - Bahadurgarh Corridor

of Delhi Metro

Submitted to

Delhi Metro Rail Corporation Limited

Transportation Planning and Environment Division August, 2006

Director

Dr.P.K.Nanda

Head (Transportation Planning & Environment Division)

Dr.S.Gangopadhyay

Project Leader

Dr. Niraj Sharma

Study Team

Dr.Niraj Shrama (Air, Meteorology, Water, R&R)

Dr. Anil Singh (Air, Meteorology)

Dr.B.K.Durai (Socio - Economic, Fuel Station ,Green Cover)

Ms. Anuradha Shukla (Dust Monitoring)

Mr.Nasim Akhtar (Noise)

Mr.I.Prasada Rao (Socio - Economic, Fuel Station , Green Cover)

Mr.S.K.Soni (Soil)

Mr.Chander Bhan (Air)

Field/Technical Assistance

Mr. P.V.Pradeep Kumar (Air)

Mr.A.K.Bhardwaj (Soil)

Mr.Alok Ranjan Shrivashtav (Soil)

Mr.Chander Bhan (Water , R&R)

Mr.K.C.Mukund (Noise)

Ms.Uma Arun (Soil)

Mr. Subash Chander (Socio - Economic, Fuel Station ,Green Cover)

Mr.S.K.Gupta (Socio - Economic, Green Cover)

Ms.Shanta Kumar (Socio - Economic, Fuel Station, Green Cover)

Mr. Daya Ram (Air, Meteorology, Fuel Station , Green Cover)

Mr. Lakhbinder Singh (Air)

Secretarial Assistance Ms. Sarita Sethi

ACKNOWLEDGEMENT

The Study team is thankful to Shri S D Sharma, Chief Engg. (Planning) and Shri S A

Verma, Dy. Chief Environmental Officer, Delhi Metro Rail Corporation (DMRC) Limited,

for providing the valuable suggestions and necessary inputs as and when required by

the team. The team also acknowledges help of Mr Kadian, Regional Pollution Control

Officer, Bahadurgarh and Shri Sushil Goel, Sr. Vice President, Bahadurgarh Chamber

of Commerce & Industry and other govt. officials for providing valuable inputs which had

greatly helped bringing the report in the present form. The project also sincerely

acknowledges the assistance and help that has been rendered by the CRRI staff in

terms of providing all facilities in the successful completion of the project.

Table of Contents

Table of Contents (i)

List of Contents (ii)

List of Tables (x)

List of Figures (xiii)

ii

List of Contents

Executive Summary i - xvii

1. Introduction 1- 24

1.1 General 1

1.2 Motor Vehicle and Population Growth in Delhi 4

1.3 Delhi Metro Network 5

1.4 Brief Description of the Study area 7

1.4.1 Mundka - Bahadurgarh corridor 7

1.4.1.1 General 7

1.4.1.2 Transportation Network 8

1.4.1.3 Land use pattern 8

1.4.2 Brief Description of the Badarpur-Faridabad corridor 10

1.4.2.1 General 10

1.4.2.2 Transportation Network 11

1.4.2.3 Land - use pattern 11

1.5 Objectives and Scope of EIA 12

1.6 Methodology for Environmental Impact Assessment (EIA) 14

1.6.1 Introduction 14

1.7 Methodology for Field Survey 16

1.7.1 Traffic Survey 16

1.7.2 Meteorology 17

1.7.3 Air Pollution Survey 18

1.7.4 Noise Survey 20

1.7.5 Water and Soil Survey 21

1.7.6 Green Cover Survey 22

1.7.7 Socio-Economic Survey 23

1.7.8 Resettlement and Rehabilitation(R&R) Survey 24

iii

2. Identification of Impacts and Establishing Baseline 25-114

Environmental Status

Introduction 25

Identification of Impacts 25

Impact checklist 25

Establishing Baseline Environmental Status 26


2.3.2 Methodology for Base line data collection 30

2.3.2.1 Traffic Survey 35

2.3.2.1.1 Mundka - Bahadurgarh corridor 35

2.3.2.1.2 Badarpur - Faridabad corridor 38

2.3.2.2 Meteorology 40

2.3.2.2.1 General climate along the proposed metro 40 corridors

2.3.2.3 Air Pollution Survey 41


2.3.2.3.2 Badarpur- Faridabad corridor 50

2.3.2.4 Noise Survey 60


2.3.2.4.2 Badarpur - Faridabad corridor 67

2.3.2.5 Water Quality Survey 76


2.3.2.5.2 Badarpur- Faridabad Corridor 77

2.3.2.6 Soil Characteristics Survey 80

2.3.2.6.1 Mundka- Bahadurgarh Corridor 80

2.3.2.6.2 Badarpur- Faridabad Corridor 82

2.3.2.7 Green Cover Survey 84


2.3.2.7.2 Badarpur-Faridabad Corridor 86

iv

2.3.2.8 Socio-Economic Survey 88

2.3.2.8.1 Mundaka-Bahadurgarh Corridor 90

2.2.1.8.1.1 Summary of the opinion 90 poll survey

2.3.2.8.2 Badarpur - Faridabad Corridor 99

2.3.2.9 Land-use pattern along the proposed corridors 103

2.3.2.9.1 Mundka- Bahadurgarh corridor 103

2.3.2.9.2 Badarpur-Faridabad corridor 105

2.3.2.10 Resettlement and Rehabilitation(R&R) Survey 108

2.3.2.10.1 Mundka - Bahadurgarh Corridor 108

2.3.2.10.2 Badarpur- Faridabad corridor 108

2.4 Secondary Data Collection 110

2.4.1 Seismicity 110

2.4.2 Geological Setting of Delhi 110

2.4.3 Ground water 112

2.4.4 Climate 114

3. Prediction of Impacts 115 - 118

Air Quality Impacts along the Corridor(s) using CALINE-4 model 115

Input Requirement for Caline-4 115

Job Parameters 115

Link Geometry 116

Link Activity 116

Run Conditions 116

Receptor Locations 117

Summary of the Prediction Results using 117

Caline-4 model

Estimation of reduction in vehicular emission loads 117

due to the introduction of Metro along the proposed

corridors

Impact on Ambient Noise levels along the Corridor(s) 118

v

using CORTN model

4. Significance of Impacts 120 - 148

Introduction 120

Environmental Impacts due to the proposed metro rail corridors 120

Impacts due to Project Design 121

Parking lots 122

Business Establishment 122

Air quality 123

Noise 123

Visual Impacts 123

Impacts due to Project Location 124

Land Use Pattern 124

Station Area 124

Elevated Section 124

Terminal Depots 125

Historical and Cultural Monuments 125

Land Acquisition 126

Green Cover Aspects 126


Station Area 127

Impacts due to Construction Phase 127

Land 127

Land Clearing 127

Barricading the Construction Site 128

Station Areas 128


Excavation Activities 129

Construction 130

Consumption of stones 130

(Coarse aggregates) and Soil

vi

Water

130

Water Requirements for the 130

construction of proposed Project

Loss of Potable water sources like 130 Bore wells, Open wells etc

Water Pollution 131

Surface and ground Water 131

Public Utility Network 131

Noise 132

Vibrations 132

Traffic Diversions 132

Health Risks 133

Impacts during the Operation Phase 133

Water Demand 134

Waste handling and Control 134

Air quality 135

Noise 136

Socio Economic Studies 136

Concluding remarks 136

Indirectly Project Affected Persons (IPAP) 138

Positive Impacts due to the proposed metro rail corridor 138

Negative Impacts due to the proposed metro rail corridor 139

Evaluation of the Impacts using Battele Environmental 141

Evaluation System (BEES)


4.5.2 Assigning the PIU Values to various environmental 143

parameters

4.5.3 Justification for assigning particular PIU values to 145

different Physical Components 0f the environment

4.6 Checklist of Impacts 148

vii

5. Environmental Management Plan 149 - 181

Introduction 149

Environmental Management Plan along the proposed 150

corridors

Design Stage 151

5.2.1 Seismicity 151

Pre-Construction Phase 151

Land Acquisition 151

5.3.2 Green Cover Management Plan 154

5.3.2.1 Compensatory afforestation Program 154

5.3.2.2 Proactive Compensation for Lost Canopy Cover 156

5.3.2.3 Developing green belt beneath the elevated track 157

5.3.3 Implementation Aspects 157

Construction Phase 158

5.41 Air Quality at Construction Sites 158

5.4.2 Noise Management Plan 159

5.4.3 Vibration Management Plan 161

5.4.4 Water Management Plan 162

5.4.4.1 Water Demand 162

5.4.4.2 Water Table Management 163

5.4.4.3 Management of spoil generated during site 163

clearing/ construction phase

5.4.5 Soil Management Plan 163

5.4.5.1 Increase in erosion and sediment deposits 164

5.4.5.2 Visual alteration to the landscape quality 164

5.4.6 Public Utility Management Plan 164

5.4.7 Traffic Diversions 165

5.4.8 Mobilization of heavy Plant and machinery and 165

haulage of construction material

viii

5.4.9 Labour Management Plan 165

5.4.9.1 Construction camp establishment and operation 166

Operation Phase 166

Air Quality 166

Indoor Air Quality 166

Outdoor Air Quality 166

Parking Lots 166

Along the corridors 167

Water Demand 167

5.5.2.1 Water Quality 167

Safety Management 167

Ventilation of Ground Stations 167

Fire Management 167

On-site Emergency Plan 168

Off- site Emergency Plan 171

5.7.1 Aspects to be included in off- site emergency plan 171

Environmental Monitoring System 172

Environmental Auditing 173

Legislative Acts/Rules/Regulations applicable to present EIA Study 175


5.10.2 Applicable Environmental Legislations/ Administrative Acts 178

Institutional Mechanisms 181

6. Implementation and Follow-up including Post Project 183-185

Monitoring

Introduction 183

Cost Implications of the Environmental Monitoring System 185

ix

7. List of Annexure(s)

Annexure-I: Summary of the Land Acquisition Plan and I

R&R Survey along Mundka - Bahadurgarh Corridor

Annexure-II: Summary of the Land Acquisition Plan and R&R

Survey along Badarpur - Faridabad Corridor VI

x

List of Tables

Table No.

Description Page No.

1.1 Environmental Effects of Transport Activities 2

1.2 Delhi Metro Network 6

1.3 Population of the Bahadurgarh town 8

1.4 Proposed land uses of the Bahadurgargh study area 9

1.5 Population of Faridabd 10

1.6 Land - use in Faridabad- Ballbhgarh Area 12

2.1 Impacts associated with roads/highways Project 27

2.2 Proposed Methodology for Base line data collection and Analysis

31

2.3 Summary of the Traffic Survey along the Mundka-Bahadurgarh Corridor

37

2.4 Summary of the Traffic Survey along the Badarpur- Faridabad Corridor

39

2.5 Diurnal Variation of air pollutants at Location 1 (Mundaka - Bahadurgarh corridor)

44

2.6 Diurnal Variation of air pollutants at Location 2 (Mundaka - Bahadurgarh corridor)

46

2.7 Diurnal Variation of air pollutants at Location 3 (Mundaka – Bahadurgarh corridor)

48

2.8 Diurnal Variation of air pollutants at Location 1 (Badarpur - Faridabad corridor)

52


54


56


58

2.14 Noise Survey at Location 1 (Mundaka – Bahadurgarh corridor) 61

2.13 Noise Survey at Location 2 (Mundaka – Bahadurgarh corridor) 62

2.14 Noise Survey at Location 3 (Mundaka – Bahadurgarh corrido 63

2.15 Summary of noise pollution parameters during Evening Peak hours ( Mundka-Bahadurgarh Corridor, NH-10)

64

2.16 Summary of noise pollution parameters during Lean Period (Mundka-Bahadurgarh Corridor, NH-10)

65

2.17 Summary of noise pollution parameters during morning peak hours (Mundka-Bahadurgarh Corridor, NH-10)

66

xi

Table No.


2.18 Noise Survey at Location 1 (Badarpur- Faridabad corridor) 68




2.22 Summary of noise noise pollution parameters during lean period (Badarpur Border-Faridabad, NH-2)

72

2.23 Summary of noise pollution parameters during evening peak hours ( Badarpur Border-Faridabad, NH-2)

73

2.24 Summary of noise pollution parameters during morning peak hours( Badarpur Border-Faridabad, NH-2)

74

2.25 Physico-Chemical Analysis of Ground Water Samples (Mundka-Bahadurgarh Corridor)

78

2.26 Physico-Chemical analysis of Ground Water (Badarpur – Faridabad Corridor)

79

2.27 Location details of Soil samples (Mundka- Bahadurgarh Corridor)

80

2.28 Grain size Analysis and Atterberg Limit Test Results (Mundka- Bahadurgarh Corridor)

81

2.29 Engineering Properties of Soil (Mundka- Bahadurgarh Corridor) 81

2.30 Location details of Soil samples (Badarpur - Faridabad Corridor)

82

2.31 Grain size Analysis and Atterberg Limit test results (Badarpur - Faridabad Corridor)

83

2.32 Engineering Properties of Soil (Badarpur - Faridabad Corridor) 83

2.33 Census of Trees on the proposed Mundka - Bahadurgarh Corridor (On the Median of NH-10)

85

2.34 Census of Trees on the proposed Badarpur – Faridabad Corridor (On the Median of NH-2)

86

4.1 List of the Metro Stations along Mundka - Bahadurgarh corridor 125

4.2 List of the Metro Stations along Badarpur - Faridabad corridor corridor

125

4.3 Noise levels as observed at the project sites at Delhi [in dB(A )] 129

4.4 Measured Background Vibration levels at various historical monuments

133

4.5 Assigned Weights for Environmental Parameters 144

4.6 Environmental Evaluation of Environmental Quality and Benefits of the proposed Metro corridors

147

4.7 Checklist of Impacts 148

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Table No.


5.1 Cost estimates for compensatory afforestation (Mundaka - Bahadurgarh corridor

156

5.2 Cost estimates for compensatory afforestation (Badarpur - Faridabad corridor)

156

5.3 Recommended tree species for Reafforestation 156

5.4 Recommended noise levels during operations 161

5.5 Project activities and procedure for their environmental management

169

6.1 Monitoring Program during the Construction and operation Phase(Mundka - Bahadurgarh corridor)

186

6.2 Monitoring Program during the Construction and operation Phase(Badarpur - Faridabad corridor)

187

6.3 Cost estimates for Environmental Monitoring Program(for average period of 2 years) (During the Construction and Operation phase) (Mundka - Bahadurgarh corridor)

188

6.4 Cost estimates for Environmental Monitoring Program (for average period of 2 years)(During the Construction and Operation phase) (Badarpur - Faridabad corridor)

190

6.5 Estimated Financial Implications for environmental monitoring program(Construction and Operation Phase) (Badarpur - Faridabad and Mundka - Bahadurgarh corridor)

192

xiii

List of Figures

Figure No.


1.1 Existing Delhi Metro Network along with the proposed Badarpur Faridabad (along NH-2) and Mundaka -Bahadurgarh (along NH-10) corridor(s)

13

1.2 Traffic Survey in progress 17

1.3 Air pollution monitoring at the Kerb-side with air pollution mobile van fitted with pollutant - specific analyser

19

1.4 Pollutant Specific Analysers fitted in the air pollution mobile van 19

1.5 Grimm Dust Monitor with on- site measurement of meteorological parameters

20

1.6 Noise survey in progress 21

1.7 Census of tree survey as a part of Green Cover Survey 22

1.8 Socio- economic opinion survey in progress 24

2.1 Traffic survey locations along the the proposed Mundka - Bahadurgarh corridor

36

2.2 Traffic Survey Locations along the the proposed Badarpur- Faridabad corridor

38

2.3 Air Pollution survey sites along the Mundka-Bahadur corridor 43

2.4 Temporal Variation of Pollutants at location 1 (Mundka- Bahadurgarh Corridor; NH-10)

45


47


49

2.7 Air Pollution survey sites along the Mundka-Bahadur corridor 51

2.8 Temporal Variation of Pollutants at location 1 (Badarpur- Faridabad Corridor; NH-2)

53


55


57


59

2.12 24 hrs Combined Leq parameter during Lean Period ( Mundka-Bahadurgarh Corridor, NH-10)

64

2.13 24 hrs Combined Leq parameter during Evening Peak hrs ( Mundka-Bahadurgarh Corridor, NH-10)

65

xiv

Figure No.


2.14 24 hrs Combined Leq parameterduring Morning Peak hrs ( Mundka-Bahadurgarh Corridor, NH-10)

66

2.15 24 hrs Leq Parameter(hourly) (Mundka-Bahadurgarh Corridor, NH-10) 66

2.16 24 hrs Combined Leq parameter during Lean Period (Badarpur-Faridabad Corridor, NH-2)

72

2.17 24 hrs Combined Leq Parameter during Evening Peak hrs at Badarpur-Faridabad Corridor, NH-2

73

2.18 24 hrs Combined Leq parameter during Morning Peak hrs at Badarpur-Faridabad Corridor, NH-2

74

2.19 24 hrs Leq (hourly) parameter ( Badarpur-Faridabad Corridor, NH-2) 75

2.20 Trees on median likely to be affected due to the construction of the proposed alignment along the Badarpur – Faridabad Corridor

87

2.21 Summary of Socio – economic survey (Mundka- Bahadurgarh 91

2.22 Observed educational qualification and occupational pattern (Mundka-Bahadurgarh corridor)

92

2.23 :Observed vehicular ownership pattern,mode of transport and trip pattern(Mundka-Bahadurgarh corridor)

93

2.24 Awareness about the metro and willingness to use the proposed metro(Mundka-Bahadurgarh Corridor

94

2.25 Observed income distribution, and perception of benefits due to proposed metro(Mundka-Bahadurgarh corridor)

95

2.26 perception of the public regarding the Expected impact of Metro(Mundka- Bahadurgarh corridor)

96

2.27 Summary of Socio - economic survey (Badarpur-Faridabad corridor) 98

2.28 Observed educational qualification and occupational pattern ((Badarpur-Faridabad corridor)

99

2.29 :Observed vehicular ownership pattern, mode of transport and trip pattern(Badarpur-Faridabad corridor)

100

2.30 Awareness about the metro , willingness to use the proposed metro and observed income distribution found during the survey (Badarpur-Faridabad corridor)

101

2.31 Perception of expected benefits and expected impact(s) due to proposed metro (Badarpur-Faridabad corridor)

102

2.32 Base Map of Mundka - Bahadurgarh Corridor 104

2.33 Base map of Badarpur – Faridabad Corridor (Original alignment) 105

2.34 Base map of Badarpur – Faridabad Corridor (Revised alignment ) 106

2.35 Land-use Pattern along the propose of Badarpur- Faridabad Corridor of Delhi Metro

107

2.36 The Seismic Map of the Country 111

xv

Figure No.


2.37 Ground Water Situation in Delhi in Year 1960 and 2001 113

4.1 Assigned Weights for Environmental Parameters 196

i

EXECUTIVE SUMMARY

1. Environmental Baseline Data

The baseline environmental status is established by determining the baseline levels of

significant environmental parameters which could be affected by the implementation of

the project. The baseline study is a cornerstone of EIA, since it defines the existing

status of the ecosystem(s) potentially threatened by the developmental activities.

Baseline data serve as reference points against which potential or actual project-induced

changes can be measured.

The compilation of environmental baseline data is essential to assess the impact on

environment due to the project activities. In the present case, the baseline data include

establishing the present status of physico - chemical, biological and socio - economic

aspects of the study area relevant to the proposed metro corridors between Mundka -

Bahadurgarh and Badarpur - Faridabad. Accordingly, following important parameters

were identified for the detailed baseline data collection through field studies which

included traffic component, air environment, noise environment, water environment, soil

environment, green cover survey, socio - economic component and land - use pattern

along the proposed corridors. Along with the primary data, secondary data (i.e.,

seismicity, groundwater, soil characteristics, geological setting, climate etc.) has also

been collected from different sources which mainly includes relevant to the project has

also been collected fro different sources.

1.1 General Environment

The average elevation of Delhi and surrounding areas is about 178-200 M.S.L. The

terrain has slope of 1-3 m/km. The area receives two seasonal rainfalls. These are due

to South - East and North - East monsoon. About 75% of the rainfall occurs during July

to September due to South - West monsoon. North - East monsoon is generally active

during December - April. The annual rainfall is 714mm. The ground water occurs in silty

to sandy layers of the alluvial sediments. The permeability varies from 0.5 to 8m/day and

transmissivity from 10 to 100 m2/ day. The hydraulic gradient is approximately 1.3 Km/m

to 2.0 Km/m. The mean monthly maximum temperature are highest in April-May –June

( 43 – 45 oC) and lowest during January months. Air humidity varies throughout during

the year but seldom drops below 20%. The Winds are light to moderate and vary from

0.9 to 4.1 m/sec, While Directions are mostly from North, Northeast and North -West.

ii

The sky is moderately cloudy during July - August and generally free of clouds for the

rest of the year.

1.2 Water Quality

With regard to baseline status of water environment, two aspects have to be

considered i) raw water availability and ii) water quality. Water is required during

construction as well as during the operation phase of Delhi Metro. The water

demand during construction phase of the project is significant, as it is required for

various activities at batching plant for mixing, curing etc. and also at the construction

camp for workers for their daily needs. During the operational stage continuous

water is required for various purposes viz., maintenance of carriages and station

facilities, depot maintenance etc., meeting commuting public needs and for fire

fighting purposes. The availability of water quality-wise and quantity-wise and

ensuring it for the different phases of the project is an important factor.

The water table in areas around Mundka - Faridabad corridor is available at 5-10m

below the ground level, the same can be used for various types of water

requirements during different phases of the project. Further, few other water supply

projects are expected to be operational soon. Additional water requirements from

them can also be explored. Further, in the areas around the proposed Badarpur -

Faridabad alignments do not have surface water source nearby and that water table

is already under stress on account of the extensive extraction, it is suggested that

proper measures have to be made to meet this requirement.

Selected water quality parameters describing physico - chemical properties of the water

have been carried out for describing the water environment and assessing the impact of

the proposed project. Since, the main source of water for drinking purpose, along these

corridors is the ground water, the physico-chemical analysis of the ground water

collected from the nearby villages of the surrounding area was carried. The ground

water from the four sampling sites each on both the corridors was tested for physico -

chemical characteristics. The physico - chemical analysis of water samples have

indicated the presence of hardness with high conductivity indicating high concentrations

of dissolved solids in these water samples.

1.3 Soil Survey

Representative soil samples were collected from the nearby locations along the

proposed metro corridor from a depth ranging from 0.50m to 1.00m metro corridor .The

soil samples collected from the project area on both the corridors were evaluated for its

iii

engineering and chemical properties. Grain size analysis of soil samples indicates that

the soil is sandy silt with silt content varying from 59 to 67 percent while sand content is

in the range of 19 to 35 percent. The pH value of the soil is found to be varying from 8.0

to 8.5, indicating its slightly alkaline nature.

1.4 Flora

The proposed alignment along the proposed Mundka - Bahadurgarh and Badarpur -

Faridabad corridors will be in the form of elevated tracks at the median (i.e. at the central

verge) of the existing national highways (NH-2 and NH-10 respectively). Since, a lot of

green cover in the form of well grown trees and bushes exists, it is expected that the

trees and other plantations, mainly at the existing median will be affected during the site

clearing operation (i.e. construction phase). In view of the above, manual counts of the

existing trees on the medians have been carried to know the numbers of the trees which

are likely to be affected/cut during the construction phase. The girths of the trees were

measured at the 1.83 m height as stipulated and were classified as small. (<60 cm)

medium (60-120) cm or big trees ((>120cm) depending upon their girth diameter

measured through the measuring tape.

It has been observed during manual count that a significantly large number of trees

(approximately 700 trees on Mundka - Bahadurgarh corridor and approximately 550

trees on Badarpur - Faridabad corridor, mostly of the locally available plant trees and

species) with a substantial number of which are well grown trees with girth diameter

more than 120 cm are likely to be cut/affected during pre - construction phase.

1.5 Air Quality

The study on base line air quality status in the vicinity of the proposed project is an

essential and primary requirement for assessing the impacts on air environment due to

any proposed developmental activity.

The air quality measurements were carried at three locations along the Mundka -

Bahadurgarh and at four locations along the Badarpur - Faridabad corridor. The air

quality was measured at the kerb-side along the proposed corridors to assess the impact

of traffic on the air quality. It was observed that the HC and CO pollution levels were

generally higher at these locations because of the emissions from vehicular activities.

The pollution levels were found to be higher during morning and evening peak traffic

times as compared to afternoon periods when the vehicular traffic was considerable less

as compared to morning and evening periods. Further, afternoon periods corresponds to

unstable atmospheric conditions, increased mixing depth and comparatively higher wind

iv

speeds( thus increased ventilation coefficients), these conditions further facilitated the

dispersion of the pollutants during the afternoon periods. As against this, night time

periods corresponded with higher traffic, stable or inversion atmospheric conditions

accompanied by the lower mixing height and wind speed (thus lower ventilation

coefficient) resulting in less dispersion and accumulation of the pollutants during these

periods. The diurnal variation of Ozone was different than other pollutants. The Ozone

formation, being photolytic reaction had shown higher values during afternoon periods

corresponding to peak reaction time and lower values during other periods of the day -

time.

1.6 Seismicity

The project area falls in Zone-IV of Seismic Zoning Map of India. Delhi region shows

active and prolonged seismic history. Earthquakes of 3 to 6.7 magnitude on Richter

scale have occurred in past around Delhi. Suitable seismic factor as per the India

Meteorological Department (IMD) to be adequate needs to be considered for design

purpose for Civil Engineering structures and while finishing civil designs.

1.7 Noise

Any developmental activity (particularly related to civil engineering construction projects)

will have significant impact on the existing or baseline noise levels. The existing noise

levels are particularly likely to increase during pre - construction and construction phase

of the activities, involving site clearing and construction operations. In view of the above,

a study to evaluate the existing noise levels was carried at both the corridors along with

the air pollution and traffic surveys. The measurements were carried out with the help of

a calibrated Sound Level Meters for the 24 - hour duration at each sampling sites. It

could be concluded that the noise levels recorded near the project site on both the

corridors are higher than prescribed permissible levels of 65-dBA (day) and 55-dBA

(night).

1.8 Socio-Economic Assessment

Development/Construction of proposed corridors involves acquisition of land for entry,

exit and for other facilities of station and running section considering the corridor. For the

acquisition of private land to the barest minimum, the alignment has been so chosen,

that it remains mostly within the government land viz., along the existing highways.

Whenever, it is not possible and the land has to be acquired for proposed corridors, the

care has to be taken that the only open land without any permanent structures are

acquired for the same. Thus, for facilitating the metro operation government and private

v

land shall be acquired. Acquisition of these private lands may cause economic loss for

the project affected families/people. While implementing the project, there is a need to

take into account these disturbances and losses due to the project, their impact on

socio-economic condition of the people and plan for their mitigation measures to

minimise any negative impacts

1.9 Socio-Economic Survey

A socio-economic survey was undertaken to assess the socio-economic conditions of

project-affected families/people and to examine the impacts of the proposed metro

alignment on these conditions. The social survey in this affected area was conducted by

using random sampling method. About 5-15 % of total affected families along the

alignment were randomly selected for analysing their socio-economic conditions. The

primary data for the study was collected through interviews with the project-affected

people by using the help of pre-tested interview schedule.

During the opinion survey which was carried out along these proposed corridors.

Approximately 1250- 1450 persons were interviewed and were asked their opinion

through a prepared questionnaire. Most of the people interviewed belonged to the

age group of 20 - 40. Most of the people interviewed had the educational

qualification of 12th standard (~ 35%) or graduate (30%) and were either working in

the private sector (~ 40%) or were employed in their own business (~ 15%). In fact,

these are the two groups who are most likely to use the proposed metro. Some of

the respondents did own (personalized) motorized vehicle (e.g., scooter or car) and

were using bus, local trains and autos (in order of majority) for commuting (mostly to

Delhi) on daily basis for their intended destination. Majority of the respondents (>

75%) were aware about the proposed metro project on the corridor and had shown

their willingness (~ 95%) to use the metro, once it is operational. Most of these

respondents (~ 60%) had the monthly income less than Rs. 5000/ and had

perception that the proposed metro would increase the land values of the

surrounding area due to the increased accessibility provided by the proposed metro

project. Thus, as per the opinion survey indicates, majority of the respondents,

representing the population of the project area were in favour of the metro project

along the proposed corridors.

2.0 Environmental Impacts

2.1 Positive Environmental Impacts

The Metro rail project being an infrastructure project is designed to promote an

vi

efficient and commuter friendly transport sector for the benefit of the urban

community. It is expected to bring in a number of positive impacts on the

environment and the general public. Depending upon their significance and

magnitude, some of them could be considered as tangible while others could be

viewed as intangible benefits. There are several positive impacts (both tangible and

intangible) which are expected from the proposed Mundka - Bahadurgarh and

Badarpur - Faridabad corridors. Most of the positive benefits would occur during the

operation phase, some of the positive benefits expected from the proposed metro

corridors have been given below:

(i) Reduced travel time resulting in increased accessibility

(ii) Safe and comfortable mode of transportation

(i) Reduced traffic resulting in reduced congestion on roads due to the probable

shifting of significant proportion of two and three wheelers to the metro

(ii) Reduced fuel consumption from the transport sector resulting in precious

foreign exchange

(iii) Reduction in vehicular emission loads resulting in improved air quality of the

region

(iv) Reduction in road accidents resulting in reduced death and injury during road

accidents

(vii) Reduced noise pollution along the proposed corridors

(viii) Improved road conditions and extended life of the roads

(ix) Increased industrial, business and commercial activities

(xi) Increased job/employment opportunities (direct and indirect both)

(xii) Reduced Green House Gas (GHG) emissions from road sector

(xii) Reduced need for expansion of roads, flyovers, laying of new roads etc.,

(xiii) Better environmental landscape and aesthetics of the surrounding area

(xiv) Sense of pride to the city and country having a world-class facility

2.1 Estimation of reduction in vehicular emission loads due to the

introduction of Metro along the proposed corridors

The major impact after the introduction of the metro along any corridor is the

significant reduction in terms of vehicular emission loads due to the shifting of

personalized mode of transportation (viz., two wheelers and four wheelers) to the

metro . Although, it is not possibly to accurately estimate the percentage shift towards

vii

the metro from personalized mode of transportation, a theoretical estimate based on

the past similar experience can serve as a guideline for similar exercise. In the

present study is conservatively estimated that approximately 20% of the two wheelers

and 10% of the cars will shift to metro after its introduction on the proposed corridor.

For emission load calculations, the emission factor given by Central Pollution Control;

Board (CPCB) has been used.

The emission load calculations were made for three scenario (i) Present Scenario

(year 2006) (ii) without metro (year 2010), considering a growth rate of 5% along the

corridor and (iii) With introduction of metro (year 2010) (Table 1 and Table 2). The

emission load estimations have revealed that after the implementation of metro

project, the traffic emission loads are expected to reduce by 7-8% on both the

corridors. Further, the application of CALINE 4 model has also indicated that this

vehicular emission load reduction will result in approximately 10% - 20% reduction in

ambient air quality along the proposed corridors.

Table 1: Estimation of Vehicular Emission Loads for Different Scenarios at Mundka – Bahadurgarh and Badarpur – Faridabad Corridors

S.

No.

Pollutant(s) Emission

Loads for Year 2006

(Existing Scenario) (kg/day)

Emission

Loads for Year 2010

(Without Metro) (kg/day)

Emission

Loads for Year 2010

(With Metro) (kg/day)

a) Mundka – Bahadurgarh Corridor

1 CO 20743 14332 13223

2 NOx 14261 15155 14563

3 HC 5369 4353 3896

4 PM 969 596 557

Total 41,342 34,436 32,239

b) Badarpur – Faridabad Corridor 1 CO 59710 46853 43194

2 NOx 31086 33499 32123

3 HC 15721 12409 10946

4 PM 2288 1631 1511

Total 1,08,805 94,392 87,774

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Table 2: Emission gains (in terms of % Reduction) due to introduction of Metro at Mundka – Bahadurgarh and Badarpur – Faridabad Corridors

S.

No.

Pollutant(s) Emission

loads for Year 2010

(Without Metro) (kg/day)

Emission

Loads for Year 2010

(With Metro) (kg/day)

% Reduction

a) Mundka – Bahadurgarh Corridor

1 CO 14332 13223 8

2 NOx 15155 14563 4

3 HC 4353 3896 10

4 PM 596 557 7

Total 41,342 34,436 32,239

b) Badarpur – Faridabad Corridor

1 CO 46853 43194 8

2 NOx 33499 32123 4

3 HC 12409 10946 12

4 PM 1631 1511 7

Total 94,392 87,774 8

2.2 Negative Environmental Impacts

While, most of the positive benefits would during the operation phase of the

proposed metro rail facility on the proposed corridors, the most of the negative

impacts would take place during the pre-construction (design) and construction

phase. Some of the negative impacts associated with the metro rail project have

been summarized below:

(i) Increased land cost of the surrounding area due to speculative increase in the

land prices (pre – construction phase)

(ii) Influx of the squatters to the project site in hope of the monetary gains due to

their resettlement (i.e., compensation) (pre-construction phase)

(iii) Increased load on public infrastructure and facilities and utilities (pre-

construction, construction and operation phase)

(iv) Loss of green cover due to the cutting of the trees and removal of plantations

ix

(v) Increased soil erosion due to removal of soil cover during site clearing

operation( construction phase)

(vi) Traffic disruption due to the closure or restriction on the road traffic

(vii) Increased possibilities of road traffic safety hazards(construction phase)

(viii) Increased noise and air pollution due to operation and movement of heavy

machineries used in construction and site clearing activities (construction

phase)

(ix) Loss of agricultural land and commercial properties due to acquisition of land

(x) Loss of aesthetics in the surrounding area(construction phase)

(xi) Increased demand for water requirement resulting in reduced water supplies

for drinking and other purposes (construction and operation phase)

(xii) Reduced ground water table due to extraction of ground water for construction

phase

(xiii) Choking of sewer lines and drainage systems due to spoils generated during

construction activities getting into drainage or sewer system and ultimately the

treatment plants ( construction phase)

(xiv) Loss of livelihood and home due to acquisition of land(construction phase)

(xv) Increased load on sewerage and water treatment units due to increased

demand/load from the metro stations (operation phase)

(xvi) Likely adverse impacts due to noise and vibration to nearby

historical/archaeological sites (not applicable in the present case (operation

phase)

(xvii) Increased land demand for residential and commercial activities at the cost of

agricultural land (operation phase)

Detailed Negative impacts have been listed under the following headings:

(i) Impacts due to project location,

(ii) Impacts due to construction works, and

(iii) Impacts due to project operation.

2.2.1. Impacts Due to Project Location

2.2.1.1. Change of Land use

The alignment is mostly elevated. Both the land requirement and change of land use is

minimum. The change in land use is estimated to be 4.85 hac (includes both

government and private land).

x

2.2.1.2. Loss of Trees

In totol of 700 and 550 trees are likely to be lost/affected due to the proposed metro

along the Mundka - Bahadurgarh and Badarpur - Faridabad corridors. The total

value of these trees (lost) has been estimated to be Rs. 4.9 lakhs and Rs. 3.85

lakhs respectively along both the corridors. These figures have been arrived by

assuming the Average cost of one tree has been taken as Rs. 700/- . Further, there

will be no encroachment into natural/forest reserves, as the project area is in the

urban or semi - urban areas .

2.2.1.3. Loss of Historical and Cultural Monuments

No historical/cultural monuments will be affected as a result of the proposed

development of project.

2.2.2. Impacts Due to Project Construction

2.2.2.1 . Soil Erosion and Health Risk at Construction Site

Run off from unprotected excavated areas, and underground tunnel faces can result in

excessive soil erosion, especially when the erodability of soil is high. Mitigation

measures include careful planning, timing of cut and fill operations and re-vegetation. In

general, construction works are stopped during monsoon season.

Problems could arise from dumping of construction spoils (Concrete, bricks) waste

materials (from contractor camps) etc. causing surface and ground water pollution.

However, it is proposed to have mix concrete directly from batching plant for use at

site. Batching plants will be located away from the site preferably, outside DUA. The

other construction material such as steel, bricks, etc. will be housed in a fenced yard.

The balance material from these yards will be removed for use/disposal. Mitigation

measures include careful planning, cleaning redressing, landscaping and re-

vegetation. Health risks include disease hazards due to lack of sanitation facilities

(water supply and human waste disposal) and insect vector disease hazards of local

workers and disease hazards to the local population. Mitigation measures should

include proper water supply, sanitation, drainage, health care and human waste

disposal facilities. In addition to these, efforts need to be made to avoid water spills,

adopt disease control measures and employment of local labour. Problems could

arise due to difference in customs of imported workers and local residents. These

risks could be reduced by providing adequate facilities in worker’s camps and by

employment of preferably local labour.

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2.2.2.2. Traffic Diversions and Risk to Existing Buildings

During construction, traffic diversions on roads will be essentially required. As most of

the construction activities will be confined to centre of the road and most of the roads are

double lane, it will be appropriate that the side lanes may also be utilised for traffic and

also for smooth progress of construction activities. Advance information on

communication systems will be an advantage to users of any particular road. As most of

the proposed sections are elevated and located in the middle of the road with deck width

being much less than the existing road width, hence risk to the existing buildings all

along the route will be practically negligible. In underground portion, weather by cut and

cover or by tunnelling, the building line is considerably away from the proposed cut and

cover and tunnels. Hence, no risk is foreseen to adjacent buildings.

2.2.2.3. Impact on Water Quality

Construction activities may have impact on water bodies due to disposal of waste. The

waste could be due to the spillage of construction materials, dumping of used water from

the stone crusher, oils and greases, and labour camp. But the quantities of such spills

are very negligible. Care, however, needs to be taken to provide adequate sanitary

facilities and drainage in the temporary colonies of the construction workers. Provision of

adequate washing and toilet facilities with septic tanks and appropriate refuse collection

and disposal system should be made obligatory. Contamination of ground water can

take place, if the dump containing above substances gets leached and percolate into the

ground water table. This is not the case with the present project, as the activity does not

involve usage of any harmful ingredients. Moreover, activities are of short duration.

Hence, no impact on either ground or surface water quality is anticipated in the present

project.

2.2.3. Impacts due to Project Operation

2.2.3.1 . Oil Pollution

Oil spillage during change of lubricants, cleaning and repair processes, in the

maintenance of rolling stock, is very common. The spilled oil should be trapped in grit

chamber for settling of suspended matter. The collected oil should either be auctioned or

incinerated, so as to avoid any underground water contamination.

2.2.3.2. Noise

The main sources of noise from the operation of trains include: engine noise, cooling fan

noise, wheel-rail interaction, electric generator and miscellaneous noise like passenger’s

chatting. An attempt has been made to predict the rise in ambient noise at different

xii

distances. The roughness of the contact surfaces of rail and wheel and train speed is the

factors, which influence the magnitude of rail - wheel noise. The vibration of concrete

structures also radiates noise. For these sections of the rail, which are underground,

there will be no impact on the ambient noise. However, due to reduction of vehicular

traffic, the road traffic noise will come down. Hence, total noise level would be about 75-

dB (A). However, due to reduction of vehicular traffic, the road traffic noise as compared

with existing levels will come down by about 7 to 9%.

2.2.3.3. Accidental Hazards

In view of the hazards potential involved due to failure of system and accident the on-site

and off- site emergency measures have been formulated and will be implemented.

2.2.3.4. Water Supply

CPHEEO has recommended 45-litres/day, water supply to persons working at railway

stations. All the stations are in urban area. Water requirements at stations have various

components, viz. Personal use of Staff, Fire demand, Make up water for air conditioning

and ventilation, and Wastage. The water demand at each station would be about 100m3

per day. Adequate provision of drinking water has to be made for passengers at the

railway stations. Platform washing requirement has been worked out at the rate of 2-lit

per sqm. Fire fighting water requirement has been taken as per Calcutta Metro norms.

2.2.3.5. Railway Station Refuse

The refuse from railway station includes; Garbage, Rubbish, and Floor Sweepings. The

collection and removal of refuse in a sanitary manner from the Station is of importance

for effective vector control, aesthetic improvement, and nuisance and pollution

abatement. Due to non-availability of solid waste data, it is assumed that about 64 gm

per person per day of solid waste will be generated. The total refuse, generated

considering the station loads of the each corridor will thus be about 1.5 tonnes/day.For

the maintenance of adequate sanitary facilities, containers/collection bins not exceeding

120-litres and equipped with side handles will be appropriately designed and installed at

stations and platforms.

2.2.3.6. Visual Impact

The construction of the above corridor will bring about a change in visual look of the

streets through which it will operate. An architecturally well-designed structure, which

could be aesthetically pleasing and able to reduce impact due to visual disfiguration

have been incorporated in present corridor. Since a low profile would cause least

intrusion, the basic elevated section should be optimised at the design stage itself.

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3.0 Checklist of Impacts

A typical checklist identifying anticipated environmental impacts is shown in Table 3.

Table 3: Checklist of Impacts

Parameter Negative

Impact

Positive

Impact

No

Impact

A) Impacts Due To Project Location

i)

ii)

Change of Land Use and

Ecology

Impact on Historical/Cultural

Monument

*

*

B) Impact Due To Project Construction

i)

ii)

iii)

Soil Erosion, Pollution and

Health Risk at Construction Site

Traffic Diversions and Risk to

Existing Buildings

Impact on Water Quality

*

*

*

C) Impact Due To Project Operation

i)

ii)

iii)

iv)

v)

vi)

Oil Pollution

Noise and Vibration

Accidental Hazards

Water Supply

Railway Station Refuse

Visual Impacts

*

*

*

*

*

*

D) Positive Impacts

i)

ii)

iii)

iv)

v)

vi)

Traffic Congestion Reduction,

Quick Service and Safety,

Less Fuel Consumption,

Reduction in Air Pollution,

Better Roads, and

Employment Opportunities

*

*

*

*

*

*

4.0 Environmental Management Plan

Based on environmental baseline conditions, planned project activities and its impacts

assessed, the set of measures to be taken during implementation and operation to avoid

xiv

or offset adverse environmental impacts or to reduce them to acceptable levels, together

with the action which needs to be taken to implement them are enumerated in the

following section.

4.1 Mitigation Measures

Considering the above impacts in various phases of the project, an environmental

management plan is drawn up covering various aspects of the environment for

implementation as follows.

4.1.1 Pre Construction Phase : Land acquisition, green cover management

4.1.2 Construction Phase : Air quality management / dust prevention , noise

management, water/ water table management, surplus soil, utilities management,

Traffic diversion, labour / safety management

4.1.3. Operation Phase : Water table/ air quality/ noise management , Vibration

management, waste management, on -site and off- site emergency management.

Based on project description, environmental baseline data and environmental impacts, it

is proposed to prepare the Environmental Management Plan for the following:

4.1.3.1 Compensation for Loss of Land

The land likely to come under project is 4.85ha. The cost of land for compensation is

taken under the project cost.

4.1.3.2. Compensation for Loss of Trees

There are 700 and 550 trees on the proposed alignment, which are required to be

uprooted/affected. The Compensation for Loss of Trees works out to Rs. 4.90 lakhs and

Rs. 3.85 lakhs for the proposed Mundka - Bahadurgarh and Badarpur - Faridabad

corridors.

4.1.3.3. Compensatory Afforestation and Fencing

s per the existing norms, 10 times the number of trees are to be planted as per the

Department of Forests stipulations.

4.1.3.4. Water Supply & Sanitation

The public health facilities, such as water supply, sanitation and toilets are much needed

at project location. Water should be treated before use up to WHO drinking water

standards. In addition, water will be required for contractor’s camps during construction,

for which additional arrangements have to be made in consultation with the Municipal

Corporation/local municipal bodies. The collection and safe disposal of human wastes

are among the most important problems of environmental health. The water carried

sewerage solves the excreta disposal problems. The sewerage disposal systems should

xv

be adopted for sewage disposal. The total of 100 bins for all stations of 50-120 litres

capacity will be required which can be accommodated at different stations and platforms.

4.1.3.5. Oil Pollution Control

Oil tends to form scum in sedimentation chambers, clog fine screens, interfere with

filtration and reduce the efficiency of treatment plants. Hence oil and grease removal

tank has to be installed at source. Such tanks usually employ compressed air to

coagulate oil and grease and cause it to rise promptly to surface. Compressed air may

be applied through porous plates located at the bottom of the tank. The tank may be

designed for a detention period of 5 to 15 minutes.

4.1.3.6. Noise

There will be an increase in noise level in ambient air due to construction and operation

of this Metro corridor. However, noise levels in the core city will go down. The increase

in levels is marginal; hence local population will not be adversely affected. However the

exposure of workers to high noise levels especially, near the engine, vent shaft etc. need

to be minimized. This could be achieved by job rotation, automation, protective devices,

noise barriers, and soundproof compartments, control rooms etc.

The workers employed in high noise level area could be employed in low noise level

areas and vice-versa from time to time. Automation of equipment and machineries,

wherever possible, should be done to avoid continuous exposure of workers to noise. At

work places, where automation of machineries is not possible or feasible, the workers

exposed to noise should be provided with protective devices. Special acoustic

enclosures should be provided for individual noise generating equipments, wherever

possible.

Pile driving operation can produce noise levels up to 100 dB (A) at a distance of 25-m

from site. Suitable noise barriers can reduce the noise levels to 70 dB (A) at a distance

of 15m from the piles. A safety precaution as stipulated in IS: 5121 (1969) ‘Safety Code

for Piling and other Deep Foundation’ need to be adopted.Noise level from loading and

unloading of construction materials can be reduced by usage of various types of cranes

and placing materials on sand or sandy bag beds. Sound barriers are usually effective

along route having fast traffic. The reduction in noise level increases with height of

barrier. Ballast-less track is supported on two layers of rubber pads to reduce track noise

and ground vibrations.

xvi

Vibration Control

Vibration emanates from rail - wheel interaction and the same can be reduced by

minimizing surface irregularities of wheel and rail, improving track geometry, providing

elastic fastenings, and separation of rail seat assembly from the concrete plinth with

insertion of resilient and shock absorbing pad. While designing track structure for Mass

Rapid Transit System, all the above points have been taken into consideration in the

following ways:

(i) To prevent development of surface irregularities on the rail, a fairly heavy rail

section of 60-kg/m, 90 UTS, supported at every 60-cm. has been proposed.

Further, rail grinding at regular intervals by Rail grinding machine and also

lubrication of rail by vehicle-mounted lubricator have been contemplated.

(ii) Rail will be continuously welded and also will be laid to fine tolerances, so that

any noise/vibration on account of irregular track geometry could be reduced.

(iii) The vibration generated from rail-wheel interaction will be greatly absorbed by

the elastic fastening system proposed to be used.

(iv) In sensitive areas, track on floating slab can be provided so as to avoid

propagation of noise to adjacent structures. Additional screening of noise can

be arranged by providing parabolic noise reflecting walls on each sides of the

track, as being provided by DMRC in ongoing rail corridor.

5.0 Environmental Monitoring Plan

5.1 Environmental Monitoring

The different aspect of the environmental management of the proposed metro

corridor project can be effectively monitored and documented through the

Environmental Monitoring System (EMS) during the construction and operation

phase, as a part of the Environmental Management Plan (EMP) and Post Project

Monitoring(PPM). In view of the above a periodic monitoring plan has been prepared

for Badarpur - Faridabad corridor for construction and operational phase of the

proposed project.

The cost estimates for environmental monitoring program (for average period of 2

years) during the construction and operation phase for both the corridors has been

estimated to be approximately Rs 1,16,16,000/-. For effective implementation of the

EMS, financial costs and inputs, necessary for the project were optimized for 2 year

cycles. The parameters identified under each environmental component and the cost

xvii

for monitoring and analysis has been taken as per the prevailing current practices or

as per the existing CPCB norms. These rates and additional parameters as per the

requirement will have to be modified at the time of actual implementation.

5.2 Environmental Management System

The Environmental Management System constitutes provision of an Environmental

Division, which should be staffed by an Environmental Engineer/Officer, an

Environmental Assistant and two other assistants (miscellaneous works). The task

assigned should include supervision and co-ordination of studies, monitoring and

implementation of environmental mitigation measures. An environmental adviser shall

review progress of the division every year. However, it may be mentioned that this

division will be for the entire Metro. Therefore, the cost is attributable to another system.

1

1. Introduction

1.1 General

Environmental concerns have come to the forefront as one of the most important issues

in transport policy debates. Notwithstanding the central role transport plays in overall

socio-economic development, the potential negative impacts of road transport on social

and ecological environment, notably in terms of congestion, air pollution, noise

annoyance and accidents have already been established and stressed. Transport

affects the local and global environment in many ways and for a number of pollutants;

the road transport sector is one of the most significant contributors to environmental

externalities. Although, the significance of motor vehicle in overall socio-economic

development cannot be denied, but recently motor vehicles have been identified with

various environmental pollution problems. The transportation activities particularly

related to motor vehicles have been closely identified with increasing air pollution levels

in various urban centers of the world. Substantial CO2 emissions apart, significant

quantities of CO, HC, NOx, SPM and Pb are emitted from the transportation activity,

particularly from the road transportation, causing serious environmental and health

impacts. Besides air pollution, the pollutants emitted from these vehicles are

responsible for various regional and global problems such as global warming, acid rain,

ozone depletion etc., which are even threatening the very survival and existence of the

mankind (Table 1.1).

Indian subcontinent is one of the most dynamic regions in the world. It hosts 25% of the

world population, consumes 19% of its total energy and produces 21% of its total

cereals. Due to population growth and increased fossil fuel consumption, this region is

experiencing serious air pollution problems. Presently, in 40 of the Indian cities with

population of the order of 1 million, automobile exhausts and industrial emissions have

crossed ‘Alarm levels’ i.e., these are far beyond the National ambient air quality

standards (NAAQS).Like many other parts of the world, air pollution from motor vehicles

is one of the most serious and rapidly growing problems in urban centers of India.

Although, the improvements in air quality with particular reference to the criteria

pollutants (SPM, SO2, NOx) have been reported for some of the metropolitan cities, the

2

air pollution situations in most of the Indian cities is still not known and is a cause of

increasing concern. Air pollution levels in urban centers (particularly metropolitan cities)

generally exceed the NAAQS (National Ambient Air Quality Standards) specified by the

Central Pollution Control Board (CPCB) and the WHO guidelines for air pollution levels.

Vehicular emissions have been identified as one of the major contributors in

deteriorating air quality in these centers. The problem has further been compounded by

the concentration of large number of vehicles and comparatively high motor

vehicle/population ratios resulting in high localized concentrations of the pollutants in

these cities.

Table1.1 : Environmental Effects of Transport Activities

Local effects District and regional effects

Global effects

Physical effects Air Pollution: Carbon monoxide, Nitrogen oxides, Hydrocarbons, Particulates – probable health hazards, soil buildings, visible smoke, exhaust smell, dust and dirt spray and splash.

Noise Pollution; Vibration.

Water Pollution

Wear and tear of transport infrastructure

Air Pollution: HC and NOx contribute to smog and tropospheric ozone.

SO2 causes acid rain, NOx contributes towards acid rain

Land uptake for transport use

Water Pollution

Air Pollution: CO2 contributes towards climatic change, CFC deplete the ozone layer-but very little from transport

Depletes fossil fuel reserves.

Social effects Accident, delays Land-use changes

Subjective effects

Fear, Severance, Visual intrusion

Loss of mobility for people without cars

3

The demographic trends indicate a rapidly increasing urban population in India. Over

the period (1951-2001) share of the urban population to the total urban population has

increased from 17.3 per cent to 35.5 per cent in the year 2001. Similarly, the number of

metropolitan cities (population more than 1 million) in India has increased from 12 in

1981 to 40 during year 2001. A gradual shift in passenger and freight movement from

rail to road-based transportation has been observed over the years. Despite all these,

the transport sector and particularly the road sector has not received due attention and

emphasis by the Government as evident from the funds allocation to the road sector in

India’s various five year plans, which has come down from 6.8% in first five year plan to

a meager 0.7% during eighth five year plan. Now, with the emphasis on infrastructure

development, particularly in road transport sector, the situation has improved as evident

from the various projects being undertaken by the Government under the auspices of

National Highway Development Programme (NHDP).

The growth of vehicular population and rapid industrialization that has taken place

during last few years, has resulted in an increased energy consumption in terms of per

capita energy consumption. This has been accompanied by increasing oil (petroleum

fuels) consumption trends. The road sector in India is responsible for approximately

50% the oil consumptions which is dominated by the diesel fuel. Infact, approximately

one third of India’s energy requirements, are met from the oil (petroleum) only and the

transport sector (mainly road and railway sector) alone consume approximately one

fourth of the total energy produced in the country.

The consumption of the large quantity of fuel by the motor vehicles is mainly

responsible for deteriorating air quality and ever increasing pollution loads. It is

estimated that the motor vehicles account for 50% to 70% of the total urban air pollution

loads in most of the metropolitan cities of India and are estimated to account for

approximately 70% of CO, 50% of HC, 30-40% of NOx, 30%of SPM and 10% of SO2 of

the total pollution load of these cities, of which two third is contributed by two wheelers

alone. In Delhi, the vehicular emission accounts for approximately 70 percent of total air

pollution loads. Delhi, which is often referred as “pollution capital” also, has

approximately 4.12 million registered vehicles at present. It is about 8 percent of total

4

vehicular population in India, and has been identified as one of the twenty-mega cities

(human population more than 10 million) of the world, which is facing serious air

pollution problems, mainly from the vehicles. Thus, increasing size of cities and their

haphazard growth, have led more and longer tips which in turn are translated into higher

energy consumption and emissions of air pollutants.

1.2 Motor Vehicles and Population Growth in Delhi

Delhi, the national capital of India with the population of about 14 million, is growing in

terms of population, at the rate of 4.5% which is significantly higher than national

average of 2.1%. The total area of the Union Territory of Delhi is 148,639 hectares, and

the city profile is such that it has opportunity to grow almost radially, which is preciously

happening. Till 1981 urban area Inside Delhi Union Territory (DUT) was about 44,777

hectares which was developed for accommodating 5.45 million urban population, After

that for making space for 12.2 million projected urban population in 2001 extended

urban areas such as Narella, Rohini and Dwarka were constructed. As per DDA’s own

estimate, these three areas were planned to accommodate upto 6.75 million. And

beyond 2001 very limited space would be available for further urbanization inside DUT.

Realising the fact well that only limited amount of land would be available for planned

residential and commercial purpose within DUT, satellite townships such as Faridabad,

Gurgaon and Noida have come up in neighbouring states and these townships are still

growing very fast. Bahadurgarh and Ballabgarh townships are next in the pipeline.

The number of vehicles are also growing at an alarming rate. The number of registered

vehicles has risen from l5.4 lakhs in 1981 to 30 lakhs in 1998 and approximately 44.5

lakhs in 2005. It is noteworthy that the vehicular population in Delhi alone, is more than

the combined vehicular population of other three metros namely Mumbai, Chennai and

Kolkata, although their combined human population is approximately 3.5 times more

than the human population of Delhi. These four major metros combined together,

accounts for more than 40 percent of total motor vehicles registered in all metropolitan

cities. These metropolitan cities themselves account for approximately 35 percent of the

total vehicular population in India.

The composition of vehicles in Delhi (67% two wheelers, 3% 3 Wheelers 25% Cars,

taxies etc, 5% Commercial goods vehicles and 1% Buses) favours the personalized

5

mode of transportation in the absence of an efficient public transport system. As a

result, the city of Delhi is experiencing higher vehicular pollution levels/loads; increased

health related problems attributable to higher pollution levels, traffic congestion, reduced

traffic speeds and increased road accidents. However, despite some recent

improvements in the air quality and efforts to improve traffic congestion the situation in

both the fronts is still far from satisfactory.

Thus, as the city size growing, number of trips and their lengths increasing, the number

of vehicle and associated air pollution loads not decreasing, there is an urgent

requirement for the pragmatic policy shift to discourage private mode of transport and

encourage public transport system. Keeping in view of the above, a rail based Mass

Rapid Transit System (MRTS) has been introduced in Delhi. The Govt. of India and the

Govt. of National Capital Territory of Delhi, in equal partnership, have set up a company

named Delhi Metro Rail Corporation (DMRC) under the Companies Act, 1956 to carry

out above work. It is expected that the benefits to the city due to implementation of the

metro system include better and safe service for public transportation, lower traffic

density on roads, savings in vehicle operating costs, lower requirement of expansion

and maintenance of the road network, reduced air and noise pollution levels and

productive man hours. It is also being proposed to extend the above metro network to

other satellite towns to further improve the accessibility and cater to the needs of the

population residing in neighboring towns/cities.

1.3 Delhi Metro Network

The construction of Delhi Metro finally started in the year 2001 after about 20 years of

debate, conceptualization and planning, and one corridor from Shahadara to Rithala was

completed and made operational in three different stages in December 2002, October

and March 2004 respectively. The remaining corridors of Phase-I network namely Viswa

Vidyalaya to Central Secretariat via Kashmere Gate was also completed in 2005. The

construction work of another metro corridor from Indraprashtha Thermal power station

on Mathura road to Dwarka sector 9 is nearing completion stage at this time, and

expected be operational by 2006. Thereafter, the Metro will enter in the second phase

(Phase-II) which consist of several end extensions of Phase I corridors. These are (a)

Indralok to Mundka, (b) Indraprashtha to New Ashok Nagar (Delhi-Noida border), (c)

6

Indraprashtha to Anand Vihar ISBT and (d) Central Secretariat to Qutab Minar which are

expected to be completed before 2011. The Phase-III network segments are planned to

connect (a) Kashmere Gate with Badarpur Border via Pragati Maidan, Ring Road at

Lajpat Nagar and Okhla Station, (b) Connaught Place with Dwarka Sector 9 via Dhaula

Kuan, Airport and Dwarka Sector 21, (c) Najafgarh with Rithala via Barwala and (d)

Badarpur to Qutab minar along Mehrauli-Badarpur Road . Phase IV network has been

planned as to connect Ring Road Lajpat Nagar with Raja Garden via Dhaula Kuan and

then upto Jahangir Puri and Uttam Nagar. Finally it has been decided to extend metro

facility from Badarpur upto Faridabad-Ballabgarh townships and also from Mundka to

Bahadurgarh. In this manner, total metro network length shall be covering 245 km which

will connect different parts of the city and some satellite townships in the National Capital

Region. A brief listing is given in Table 1.2

Table 1.2 : Delhi Metro Network

Phase I a) Shahadara - Rithala (22 km) b) Viswa Vidyalaya -Kashmere Gate - Central Secretariat (11 km) c) Indraprashtha –Barakhamba-CP - Dwarka sector 9 (25.6 km)

Phase II a) Indralok - Mundka (18.86 km) b) Indraprashtha - New Ashok Nagar (UP Border) (8.07 km) c) Indraprashtha - Anand Vihar ISBT (6.17 km) d) Sahdara – Dilshad Garden (3.09) e) Viswa Vidyalaya – Jahangir Puri (6.36 km) f) Central Secretariat - Qutab Minar (10.87 km)

Phase III a) Kashmere Gate - Badarpur Border via Pragati Maidan, Ring Road at Lajpat Nagar and Okhla Station (19 km),

b) Connaught Place - Dwarka Sector 9 via Dhaulakuan, Airport and Dwarka Sector 21(17 km),

c) Najafgarh - Rithala via Barwala(23 km). Phase IV a) Ring Road Lajpat Nagar - Raja Garden via Dhaulakuan

b) and then upto Jahangir Puri and Uttam Nagar(55.km) NCR Extension

a) Badarpur -Good year Chawk Ballabgarh (16.25 km) b) Mundka -Bahadurgarh (7.15 km) c) Qutab Minar - Arjan Garh (Hriana Border) (9.00 km) d) Arjan Garh (Haryana Border) -Susant Lok ( 7.00 km) e) New Ashok Nagar (UP Border) - Noida Sector 32 (7.00 km) f) Dilshad Garden - Gaziabad Bus Adda (6.5 km)

7

1.4 Brief Description of the Study area

1.4.1 Mundka - Bahadurgarh corridor

1.4.1.1 General

Bahadurgarh town is situated on Delhi - Hissar Highway (NH-10) at a distance of 37Km

from Delhi. It is located between 76º 55’ 25” E longitude and 28º 43’ 50” North Latitude.

The Najafgarh town and Nangloi Village which are the important settlement of National

Capital Territory Delhi are located at a distance of 10 Km and 14 Km respectively. The

town of Bahadurgarh is very well linked with Delhi and other important towns of Haryana

such as Rohtak - Hissar by NH-10 and Railway line. Bahadurgarh town is an important

industrial town of wherein Haryana Govt. has developed about 200 Hectares of land for

industrial Purpose. The town specializes in manufacturing of sanitary wares, china ware

Galvanized steel pipes and footwear etc., Recently an area of about 250 Hectares has

also been notified by the Haryana State Industrial development Corporation (HSIDC) for

industrial purpose. Besides all these, the town exerts considerable influence in its rural

surrounding.

The main problem of the town is the availability of brackish water, which has been

solved now to a certain extent with the construction of second water supply

channel/minor at Bahadurgarh. As a result, the industrial growth of the town is picking

up. Further, the industrial base of the town has got boost up with the shifting of many

industrial units from Delhi due to the order of closure of various non – conforming units

in Delhi, as per the orders of the Hon’ble Supreme court of India. Further, there is a

provision of supply 35 cubic meters from Gurgaon water channel, which is expected to

be sufficient for the present and future needs of the town for its population and industrial

activities. The town is covered with approximately 60% combined sewer system. A site

has been selected for the treatment plant of sewage disposal jointly by Public Health

Department (PHD) and HSIDC between Mungeshpur drain and proposed Bye-pass of

sector 9 and 9A on Najafgarh Road. It is expected that with the operation of the sewage

plant, the problem of sewage treatment and disposal will be removed to a large extent.

For storm water drainage system, a drain exists parallel to the NH-10.

The past trend of its population growth indicates that in spite of its closeness to Delhi.

Bahsdurgarh town could not achieve high growth rate as envisaged in the final

8

Development plan of town and NCR plan of 2001, due to its local problems of brackish

groundwater and weak infrastructure. The decade 0wise population growth of the

Bahadurgarh town since 1961 is given in Table 1. 3

1.4.1.2 Transportation Network

Bahadurgargh is Sub – Divisional Head Quarter of District of Jajjar District It is one of

the four Delhi Metropolitan area (DMA) towns of Haryana proposed to be developed as

per NCR Plan 2001. As per the recommendation of the Master Plan for Delhi – 2001AD,

Dispersal of certain selected wholesale trades from Delhi and decentralization of

Central Govt. offices with transport network is inevitable in the surrounding towns of

Delhi in NCR so as to decongest the over-burdened National Capital of India. Due to its

strategic location on NH-10, Bahadurgarh is one of the important towns of DMA.

Further, the town is very well linked with Delhi and other important towns to Haryana by

Railways and road links.

Table 1.3 : Population of the Bahadurgarh town1

Year Population Growth

(%)

1961 14982 -

1971 25812 72.28

1981 37488 45.23

1991 57235 52,67

2001 132000 130.62

2011* 198000 50.00

2021* 300000 51.51

* Projected

1Source: Haryana Government Town and Country Planning Department Notification

Dated October 30th,2003

1.4.1.3 Land Uses Pattern

As per the NCR Plan, Bahadurgarh town has been proposed to be developed for 3Lakh

population for 2021Ad. In accordance with the provisions of NCR plan, the Draft

Development Plan of Bahadurgarh town has been designed on average residential

density factor of 200 persons per hectare (PPH). Due to the provision of 1`00m wide

9

green belt on both the sides of proposed bye-pass/ National Highway, the overall town

density works out to about 77 persons per hectare . The extent of the land –use is given

in Table 1.4.

Table 1.4 : Proposed land uses of the Bahadurgargh study area 1

Land Uses Area (Hectares)

% Remarks

Residential (including village settlements within urbanization area)

1400 37.14 Residential sector adjoining to industrial areas on higher residential density of 225 PPH to accommodate economically weaker section and low income group

Commercial 140 3.71 An auto market developed along NH-10 in an un-organized way causing traffic jams and accidents is to be shifted to new site in sector-9.Two shopping centers haye been proposed along NH-10/Bye-pass/Ring road.

Industrial 815 21.62 An additional 815 hectares along NH-10/proposed bye-pass has been earmarked.

Transport and Communication

510 13.53 There is a proposal of Regional Rapid Transit System(RRTS) which will be ultimately connected with Delhi Metro by 2011

Public Utility 115 3.05 Establishment of sewage disposal works, solid waste and composting plant, site near Mungeshpur drain near industrial sector-22A has been proposed

Public and Semi – public areas

140 3.71 As per Regional NCR Plan town has been identified as a Delhi Metropolitan Area Town and would have to accommodate offices and Institutions of Public and Private sector enterprises which would be shifted out of Delhi to decongest National Capital. An area of 140 hectares have been proposed in sectors 3A,5,7,10,11,12,13,14and 19

Open spaces and Green belt

650 17.24 100m green belt along bye-pass, 50m along NH-10 and 30m along scheduled roads has been earmarked. No construction activity except Petrol Pumps would be allowed.

Total 3770 100 Controlled area except urbanisable area have been designated as agricultural zone

Area of existing city within old Municipal limits

3925

1Source: Haryana Government Town and Country Planning Department Notification

Dated October 30th, 2003

10

1.4.2 Badarpur-Faridabad corridor

1.4.2.1 General

Faridabad Ballabhgarh complex situated on Delhi-Mathura road (NH-2) at a distance of

32 Km from Delhi is one of the largest urban agglomerations consisting of three towns

namely, Faridabad old, Ballbgarh and NIT Faridabad. This complex being within 32/40

Km range of Delhi is one of the recommended ring towns as per Delhi Master Plan,

approved by the Govt. of India in 1962.The population of this complex was only 56,000

in 1961. But keeping in view with the objective of Delhi Metro Plan for controlled area

was first published in 1966 having an urbanizable area of 8810 acres for a population of

3.5 lacs by 1981 AD. In the year 1971 the population of Faridabad Ballabgarh Complex

rose to 1.22 lakhs and it became the most important industrial center of the state (Table

1.5). The changing development trends necessitated its amendment from time to time

and according to last publication in 1974, it was planned for a population of 4.5 lakhs by

1994 A.D, but these projections have also been outgrown with a figure of 6.13 lakhs in

year 1991. Faridibad has now become a major industrial area with magnificent

recreational facilities at Badkal Lake and Surajkund. Thus, this prestigious industrial

complex of Delhi Metropolitan area of National Capital Region (NCR) on Southern fringe

of Delhi has now emerged as one of the most important centers on the industrial map of

India.

Table 1.5: Population of Faridabd

Year Population % Growth

1961 56,000 -

1971 1,22,000 117.85

1981 3,27,000 170.00

1991 6,13,000 85.71

2001 10,00,000* 70.00*

2011 17,50,000* 70.00*

* Estimated/Projected Population and % growth as per Haryana Government Gazette

(Extraordinary) dated December 17th, 1991

11

Thus, keeping in view the increasing demand of land due to rapid increase in population

and scarcity of urban land in Delhi, existing employment base in Faridabad due to

industrial and commercial base it is necessary that these satellite towns which are the

part of the Delhi Metropolitan Area and National Capital Region (NCR) must must grow in

harmony, so that they can share the population and associated infrastructure pressure of

Delhi. As a result, keeping pace with Delhi Master /Development plan, offices of many

public sector undertakings like NHPC, NTPC Provident Fund Office, Institute of Financial

Management Development etc. have already shifted or taken land for their offices in

Faridabad.

As per the existing developmental plan of the Faridabad - Ballabhgarh region, It is not

envisaged to expand the urbanization beyond Ballabgarh .Thus it is not

feasible/economical to expand further in the South due to the consideration of

provisions/length of services. Towards its western side, there is rocky undulating area

wherein urbanization is not feasible / allowed by the Haryana Govt. Similarly, the town

cannot expand in North being in the close vicinity of Delhi -Haryana border. Therefore,

area along the east (around the Agra Canal is being developed for urbanization purpose.

Infact,a large number of unauthorized structures/colonies are already existing along the

Delhi - Haryana border and along the Agra canal. Further, the proposed Expressway link

from Gaziabad-NOIDA-Faridabad will further be connecting Faridabad- Ballabhgarh

complex on the East of Agra Canal further accelerating the urbanization in that belt.

1.4.2.2 Transportation Network

For the smooth channelisation of inter – city traffuic the following circulation pattern is

being implemented/existing as per the NCR Plan and Development Plan of Faridabad- (i)

Delhi – Mathura road (NH-2)(along with Mahraulli Bye-pass to relive the pressure of

external traffic (ii) Gaziabad-NOIDA-Faridabad Express Highway (iii) Inter 0 city Road

Network (iv) Over- Bridges on Railway lines (iv0 Bridges over Gurgaon and Agra canal.

1.4.2.3 Land - use pattern

In order to accommodate projected 17.5 lakhs population in 2011 , the extent of land use

as envisaged in the Development pan is described in the Table 1.6

12

Table 1.6: Land-Use in Faridabad- Ballbhgarh Area

Land -use Total Area (Acres)

% of the Total area

Residential 19,262 49.71

Industrial 7749 20.00

Commercial 1910 4.93

Transport and Communication

3840 9.91

Public and semi-public uses

1310 3.38

Public Utilities 382 0.99

Open spaces, Public parks, Green Belt

-

Special Zone 1091 2.82

Tiotal 38743 100

1.5 Objectives and Scope of the Present Study

An Environmental Impact Assessment (EIA) study for the preparation of Detailed

Project Report (DPR) for proposed metro link extension from (i) Badarpur to Faridabad

along NH-2 and (b) Mundka to Bahadurgarh along the NH-10 (Fig.1.1) have been

entrusted by Delhi Metro rail Corporation (DMRC) Delhi to Central Road Research

Institute (CRRI) (Ref: Letter of acceptance No DMRC/20/534/2005 dated 9/11/2005).

Resource mobilization, study area inspection, activity schedule and formulation of the

methodology have been described in the subsequent sections of this inception report.

The objectives and Scope of the present EIA study, as envisaged by DMRC are as

follows:

(i) Assessment of environmental impacts related to location, design,, construction, and

operation of project ( Proposed alignment of Metro along the corridors)

(ii) Preparing of environmental mitigation and management plans for negative impacts

13

Fig. 1.1: Existing Delhi Metro Network along with the proposed Badarpur - Faridabad (along NH-2) and Mundaka -Bahadurgarh (along NH-10) corridor(s)

Mundka-Bahadurgarh

Corridor

Badarpur-Faridabad

Corridor

14

(iii) Identification of the structures/organizations and persons affected by land to be

acquired for the project

(iv) Development, review and appraisal of the existing situations of PAP with regard to

their socio- economic conditions. For this purpose surveys shall be conducted to

evaluate social profile of PAPs. Opinion survey shall also be conducted regarding

rehabilitation of the PAPs

(v) Suggest locations and methods for rehabilitation of PAPs as per current government

Policies

(vi) Planning of spoil generated due to construction

The above Environmental and Socio-economic impact and assessment studies for the

proposed rail metro project (corridors) will be carried out t all the three phases namely,

(i) Pre -Construction phase (ii) Construction Phase and (iii) Post Construction/Operation

Phase.

The EIA report is based on base line measurements of Air, Noise and Water

Environment and effect on these due to implementation of the project. Suitable

Mitigation measures (and cost there of) will be recommended as part of the

Environmental Management Plan (EMP) to minimize the adverse environmental

impacts. In fact, Delhi Metro being the first metro in the world to receive ISO 14001

certification while under construction, the present EIA study will not only help in

minimizing and mitigating the adverse environmental impacts during its proposed

expansion but will also be a n example of its commitment for “environmentally friendly”

development.

1.6 Methodology for Environmental Impact Assessment (EIA)

1.6.1 Introduction

Any large-scale developmental activity, particularly with reference to infrastructure

project, is expected to cause adverse environmental impacts near the project site during

its construction and operational phases. The type and intensity of impacts on various

components of the environment varies depending upon the nature and size of the

project as well as its geographical location. Earlier, any infrastructure (engineering)

projects were assessed only in the terms of their technical feasibility and financial

viability, disregarding their environmental implications. However, with the introduction of

15

the Environmental Impact Assessment (EIA) process, the environmental considerations

have become an integral part of any decision making process regarding the sutaibility

and/or sustainability of any project. Thus, EIA is an important tool for integrating the

objectives of environmental management and a tool for achieving sustainable

development. Moreover, EIA is an established procedure for environmental protection

and for ensuring that final finite natural resources are utilized judiciously. Based on the

EIA report and issues arising there from, decisions are taken by competent authority in

respect of projects, including selection of sites. The net impacts from individual projects

can be quantified through Environmental Impact Assessment (EIA) studies for various

components like air, noise, water, land, biological and socio economic environment prior

to the implementation of the project. The EIA studies forms a basis for preparing an

Environmental Management Plan.(EMP) to conserve the environment within that region.

The total EIA studies for a particular project site can be divided into three phases. The

first phase is identification of significant environmental parameters and assessing the

existing (pre-project) status within the impact zone with respect to Air, Noise, Water,

Land and socio - economic environment. The second phase is prediction of impacts

from proposed project on identified environmental parameters using various

mathematical models. The third phase includes the evaluation of total impacts after

superimposing the predicted impacts over baseline data and preparation of

Environmental Impact Statement (EIS) which helps in incorporating proper mitigation

measures wherever necessary for preventing deterioration in environmental quality.

The Environmental Protection Act (EPA) 1986, in conjunction with the Environmental

(Protection) Rule 1986, empowered the Central Government to introduce requirement of

formal EIA procedure prior to clearance for the projects likely to have significant

environmental impacts. Subsequently, a list of projects/sectors was prepared which were

expected to carry out EIA studies before Ministry of Environment and Forests (MoEF),

Govt. of India, can clear those projects. The EIA notification, first issued in January 1994

(later amended in May, 1994) total 29 types projects ( later expanded to 30) were

included in the EIA purview, specifying certain conditions Notable feature of the

notification is to treat EIA process as statutory requirement rather than an administrative

requirement. Many a times, a project proponent may decide voluntarily to undertake EIA

16

without a formal screening decision/requirement from the statutory authority. This

decision may be taken based on the project proponent’s own screening, advice from

independent EIA practitioners, or as a matter of policy. In this situation, project

proponents will be guided by EIA legislation and guidance in reaching a decision on

whether or not to volunteer to undertake EIA, but increasingly organisations are

establishing policies regarding EIA of their new developments to guide these decisions.

Volunteering to undertake EIA can save time and costs later in the process as the

environmental clearance application could be delayed by the lack of EIA. In some cases,

where a project proponent is uncertain about the need for EIA and would not normally

undertake one as standard practice, they may request a formal screening decision from

the statutory authorities like MoEF or State Pollution Control. It is the responsibility of the

project proponent to provide the statutory authority with sufficient information on the

project to allow them to make a decision. It is helpful to seek the views of competent

authorities early so that EIA studies can be carried out as an integral part of the project

development process. In this way environmental considerations can be factored into the

project design from the beginning minimising both environmental impact and cost.

Moreover in many cases, EIA is a pre-requisite for consideration of development projects

for funding by international funding agencies like World Bank, United Nations

Development Programme (UNDP), Asian Development Bank (ADB) etc.

1.7 Methodology for Field Survey

1.7.1 Traffic Survey

Traffic volume counts have been conducted at each of the selected locations for every

15 minutes during the period of the survey with the help of appropriately designed

proforma as given in Part-B of the report and trained manpower. Depending upon the

volume of traffic, number of enumerators was allocated to count different types of

vehicles independently for the same period. As this study is aimed at the knowing the

status of existing traffic (in terms of traffic volumes and their composition) to calculate

present and future emission loads (i.e., vehicular pollution load calculations) and air

quality (by using vehicular pollution dispersion models) along the corridors, it is decided

to classify the vehicles based on the type of the vehicle (viz., two wheelers, three

wheelers, cars, buses, commercial vehicle etc.,). Further, based on the traffic counts,

17

quantum of traffic volume during different hours of the day was obtained and the data

was further analyzed to understand the composition of traffic by vehicle type. Classified

traffic volume survey was carried out at the above locations covering different

categories of vehicles by composition and fuel types on 24-hour basis.

Fig.1.2 : Traffic Survey in progress

Since, from the emission point of view, it is necessary that the vintage of the vehicle

(i.e., year of registration) along with the type of engine/engine technology (viz., two

stroke and four stroke vehicles in two wheeler category and Conventional, Euro-I and

Euro II and Euro III in four wheeler category) and type of the fuel used by them is

known, and it is not possible to get these information through manual traffic

count/survey, a fuel station survey through a prepared questionnaire was also carried

out at the various petrol pumps along the both the corridors. The results obtained during

the fuel station survey were then extrapolated to the existing traffic and projected traffic

locations to arrive at the total

1.7.2 Meteorology

Meteorological data collection is an indispensable part of any air pollution study. The

meteorological parameters are important considerations as they regulate the transport

18

and diffusions of air pollutants released from various sources into the atmosphere.

Further, these meteorological parameters determine the dispersion potential of the

atmosphere, which significantly affects the air quality of the region. The principal

meteorological variables are horizontal convective transport (average wind speed and

direction), vertical convective transport (atmospheric stability, mixing height) and

topography of the area. In the present study, various meteorological parameters such

as wind speed, wind direction, temperature and relative humidity were collected

simultaneously along with the air quality measurements using meteorological sensors

provided with Grimm Dust Monitor. These meteorological parameters were collected at

sampling sites and averaged to represent both the corridors (i.e., Badarpur – Faridabad

and Mundaka – Bahadurgarh).The average wind speed and wind directions, on hourly

basis were collected at site (i.e., on-site) whereas the mixing height data were taken

from the published literature (IMD data). Since, the detailed long term mixing height

data were not separately available for Badarpur - Faridabad and Mundaka -

Bahadurgarh corridors, the mixing height data pertaining to Delhi air basin

(corresponding to the study period for winter months(December - January)) were taken

and considered to be representative of the both corridors.

1.7.3 Air Pollution Survey

The ambient air quality status constitutes a very important in the baseline

environmental monitoring designed to meet the objectives of the EIA study of any

transportation planning related project including that of metro rail project. In most of the

urban centers of the world including in India, vehicular pollution has been identified as

one of the major contributors of the urban air pollution. Morever, increase in urban air

pollution has been identified with various environmental and health impacts. One of the

major positive impacts of the metro projects has been obsrerved with the improvement

in the air quality in the region. Keeping in view of the above, a baseline ambient air

quality monitoring programme was carried out along the proposed corridor(s)

The air quality/pollution measurements (viz., SO2, NO

x, CO, HC, O

3) were made using

air pollution mobile van (Fig 1.3) fitted with pollutant-specific analysers (Fig 1.4) at the

pre-identified sampling locations. The sampling was carried out at the kerb-side along

the both the corridors. In addition, meteorological parameters were also monitored and

19

traffic survey carried out at each of these sites. The air pollution measurements were

carried out on 24-hr basis with measurement resolutions of every 1-minute.

Fig 1.3: Air pollution monitoring at the Kerb-side with air pollution mobile van

fitted with pollutant specific analyser

Fig.1.4: Pollutant Specific Analysers fitted in the air pollution mobile van

20

Along with the air pollutants, atmospheric dust (i.e., Total Suspended Particulate Matter;

TSP, PM10 and PM2.5 ) were also monitored for 24 - hours at each of the sampling

sites, using Grimm Dust monitor (Fig 1.5).

Fig1.5: Grimm Dust Monitor with on- site measurement of meteorological parameters

1.7.4 Noise Survey

Noise is one of the environmental pollutants that is encountered in our daily life. The

effects of noise are different to quantify as people’s tolerance to magnitude of noise

level and type of noise may vary considerably. However, noise pollution is known to

create interference in communication and health hazards. Continued exposure to high

levels of noise may result in annoyance, fear, anxiety, fatigue and temporary shifting of

hearing, which may lead to permanent loss of hearing. There are evidences which high

exposure of noise pollution to physiological disturbances like changes in digestion,

metabolism, blood circulation, and also impairment of mental and creative type of work

performance.

A study to monitor the ambient noise level was undertaken along the proposed corridors

of Delhi metros. The measurement was undertaken with the help of calibrated sound

Level Meter at the pre-identified specified location. The noise level meter was placed on

21

the tripod near the highway(s) facing the vehicular traffic, The noise monitoring was

carried out for 24-hour duration as to cover both lean and peak traffic during day and

night hours. Various parameters like L10 L50 L90, Leq, SEL were obtained. The

instrument was calibrated before use.

1.7.5 Water and Soil Survey

The soils of the Delhi and surrounding areas are mostly light with subordinate amount of

medium texture soils. The light texture soils are represented by sandy, loamy, sand and

sandy loam; whereas medium texture soils are represented by loam silty loam.

Representative soil sample were collected from the nearby localities (depth ranging

from 0.50m to 1.00m) along the proposed Badarpur - Faridabad and Mundka

Bahadurgarh Corridor of Delhi Soil, and analysed for its engineering and chemical

properties. The soil samples on these proposed alignments were collected on 15th and

16th February 2006 as per BIS specifications.

Fig 1.6: Noise survey in progress

22

1.7.6 Green Cover Survey

The road- side trees and plantation on the median are not aesthetically good but also

essential from the point of view of ground water recharging, prevention of soil erosion

and also road safety. These trees are allowed to cut only after the due permission is

taken from the Forest department or the concerned authorities. The permission is given

only when certain norms are followed as a part of compensatory plantation in

consultation with the appropriate authorities as a part of Environmental Management

Plan(EMP).

Fig. 1.7: Census of tree survey as a part of Green cover Survey

As indicated by the DMRC officials, the proposed corridors ( Badarpur - Faridabad and

Mundaka - Bahadurgarh) will be completely on elevated track and as per the present

proposal, they are to be constructed/aligned on the mediun( i.e, on central verge) along

the NH -2 and NH-10 respectively) . On both the corridors, several trees are existing on

the median as well on both the sides of the road, which are maintained by the

respective forest departments and National Highway Authority of India (NHAI) units.

Thus, in order to determine the number of trees (of different sizes as measured from

their girth) and their species, a census of trees has been conducted along the

23

median(on the alignment) which are likely to be affected as a result of the alignment of

the proposed metro corridor . The survey would help in preparing EMP in consultation

with the concerned Forest Deptt / Govt. authorities.

1.7.7 Socio-Economic Survey

The Impact on the Socio-economic environment is one of the most important

considerations into decision-making/project implementation process for any

transportation related project in India. The socio-Economic survey is conducted by

means of questionnaires asked to a sample of the population. The partially structured

questionnaires are supplemented by informal interviews with the persons who are

administered the questionnaire. The project proponents are accountable to the local

population where the project is located. In the survey, a sample is taken, so that results

obtained for this section of the local population can be generalized to the larger group of

members of the society. Thus, the survey helps in deductive analysis and the data

obtained from the survey can be presented as percentage, tables or graphs. These

questions are framed keeping in mind the background of the project, and its dimensions

and requirements. Questions have to motivate the respondent to answer.

A questionnaire was prepared for socio - economic survey in consultation with DMRC

(Annexure-). The questionnaire was prepared in such way that it should be able to fulfill

the objective s of the survey but also builds a positive image and awareness about the

proposed metro corridors. The survey was carried out at different locations including

residential, industrial, Govt. offices and commercial area like shopping molls around the

proposed alignment of metro rail covering people of different profession, economic and

educational background. Subsequently, approximately two thousand people at each

corridor were interviewed. It is expected that they represent the opinon of the most of

the people likely top be affected in any way due to the proposed metro rail corridor.

24

Fig.1.8: Socio- economic opinion survey in progress

1.7.8 Resettlement and Rehabilitation(R&R) Survey

It is expected that the land along the proposed corridors will have to be acquired for

establishing/creating facilities for the metro rail operations. These facilities include metro

stations, parking facilities, temporary construction depos etc. The proposed land

acquisition plan along both the corridors have been prepared by DMRC and has been

shown in reference drawing(s) no. HARYANA/MN-BHD/LAND PLAN/2006 (Mundka -

Bahadurgarh corridor) and HARYANA/BP-FBD/LAND PLAN/2006 (Badarpur -

Faridabad) corridor. Based on these land acquisition plan/drawings , a survey of the

Project Affected Persons (PAPs) and Project Affected Famlies (PAFs) has to be carried,

so that the details regarding their socio - economic and educational staus/profile can be

ascertained and suitable R&R plan including adequate compensation can be made by

the state government(s). Further, the existing land - use (and its ownership) of the

(proposed) land to acquired for metro operation has to be identified for compensation as

per the prevailing government rates. A form/qustionarre has been prepare and shown

as annexure of Part -B of the report.

25

2. Identification of Impacts and Establishing Baseline Environmental Status

2.1 Introduction

Experience over the years from all over the world including India, has shown that the

EIA studies are always conducted under severe limitations of time, manpower, financial

resources and data. These requirements for EIA could be greatly reduced by focusing

the EIA study on a limited number of relevant issues rather than an elaborate listing of

values of all environmental parameters. This could be achieved through incorporation of

a method for identification of significant issues as a component of EIA. Scoping is a

process of identifying significant issues to be considered for an EIA. Essentially, it is a

procedure design to establish the Terms of Reference (TOR).

For identifying the important parameters to be included in the EIA of Badarpur-

Faridabad and Mundaka - Bahadurgarh corridors for the proposed alignment of Delhi

Metro, an informal meeting of the Scientists of the Central Road Research Institute

(CRRI) with the Delhi Metro Rail Corporation (DMRC) was done. Based upon the

discussion with DMRC officials, a TOR including Objectives and Scope of the EIA study

was agreed upon (Section 1.4).

2.2 Identification of Impacts

2.2.1 Impact checklist

There are several methodologies for identification of impacts viz., Ad-hoc procedure,

and Overlay technique, Checklist, Leopold Matrix and Networks. In the present study,

the checklist methods has been preferred over the other methods because of their

simplicity in understanding as they do not provide or require guidelines regarding the

methodology for data collection and interpretation. Thus, Checklists present a specific

list of environmental parameters to be investigated for possible impacts and do not

require establishing direct cause - effect links to various project activities. The checklists

can be augmented by instructions on how to present and make use of data and by the

inclusion of explicit criteria for impacts of certain magnitude and importance.

In view of the non -availability of an exclusive checklist for Metro corridor projects,

checklist readily available and applicable to transportation projects (including highway

projects) were considered for first approximation for their similarity (to a certain extent)

26

with the proposed metro corridor project. The checklist of impacts for identifying the

impacts associated with highway projects is presented in Table 2.1. The list covers all

the most commonly occurring impacts associated with road and highway projects.

The checklist, in general, is used to identify and subsequently to evaluate the magnitude

and importance of the potential impacts. It is important to recognize that at this stage of

impact assessment, the concern is potential impact, as opposed to the residual impact

which could be expected if mitigation measures were to be adopted and were effective

in minimising the impact. In effect, this can be thought of as presentation of worst case

scenario as far as environmental matters are concerned. In the checklist, the impacts

are associated with three phases of the project (Design and Pre-construction.,

Construction and Operation phase) are subdivided in relation to the principle activities

taking place in each phase. This form of presentation is simpler than the alternative of

subdivision in relation to the environmental component or value which is effected, since

a single activity may affect the several components and values. This approach focuses

attention on the effects of an action and is less likely to result in impacts being

overlooked.

Based on the check list and through literature search, site visits and discussion with the

DMRC officials regarding their past experience of EIA projects of similar nature, a

detailed methodology for various field studies for collection of the base line data were

planned and is described in the following section.

2.3 Establishing Baseline Environmental Status

2.3.1 Introduction

The baseline environmental status is established by determining the baseline levels of

significant environmental parameters which could be affected by the implementation of

the project. The baseline study is a cornerstone of EIA, since it defines the existing

status of the ecosystem(s) potentially threatened by the developmental activities.

Baseline data serve as reference points against which potential or actual project-

induced changes can be measured. Thus, while establishing a baseline, information is

gathered on (i) Current environmental conditions (ii) Current and expected trends

(iii)Effects of proposals already being implemented; and (iv)Effects of other foreseeable

proposals.

27

Table 2.1: Impacts/parameters likely to be associated with road/highway projects

Activity Potential Impact Affected Resource/Value

Design and Pre-Construction Phase:

Site Surveys and Investigations

Inducement of uncertainties regarding the future

Quality of life

Inducement of land Speculation Quality of life

Inducement of squatter flux Quality of life

Construction Phase:

Site Clearance

Loss of cultural heritage Quality of life

Displacement of public buildings and facilities

Quality of life

Loss of sensitive or rare habitats Flora and Fauna

Loss of trees Quality of life/ Flora and Fauna

Noise, vibration, dust during site clearance operation

Quality of life

Interference with services Human use

Increase in erosion/ sediment

deposits

Land/human use/water

Construction Camp Establishment and Operation

Friction between labours and local population

Quality of life

Increased pressure on local services Quality of life

Waste water generation/Water pollution from sanitary and other wastes

Water/solid waste

Depletion of rare/endangered spices by trapping/hunting

Flora and Fauna

Borrow Pit

Establishment and

Operation

Loss of productive land Land/human use

Loss of sensitive habitat/vegetation cover

Flora and Fauna

Diseases/Breeding ground for insects and mosquitoes

Quality of life

Visual alteration in landscape quality Quality of life

28


Enhancement of slope instability/ erosion

Land/Water

Quarry Establishment and Operation



Flora and Fauna

Generation of noise and vibration Quality of life

Generation of dust Quality of life/Air Pollution


Enhancement of slope instability/ erosion

Land/Water

Establishment and Operation of Spoil Disposal Areas



Flora and Fauna

Enhancement of erosion/sediment deposition

Land/Water

Enhancement of slope instability Land

Generation of dust Quality of life/Air Pollution


Pollution arising from special spoils Water/Waste water/Solid wastes

Mobilization of Heavy Plants and Machineries

Overloading of road structures/ damage to roads

Human use

Traffic congestion/Road safety hazards

Human use/ Quality of life

Haulage of

Materials

Generation of noise and vibration Quality of life

Generation of dust and air pollution Quality of life/Air Pollution

Increased soiling of roads/ Road safety hazards

Quality of life

Overloading of road structures/ damage to roads

Human use



Increased land Stability Land

Increased erosion/sediment deposits Land/Water/Human use

29


Construction of

Earth works

Interference with aquifers Water/Human use

Interference with natural drainage system

Human use

Interference with services/infrastructure

Human use


Construction of

Structures



Disturbance in sediments/reduction in water quality

Water/human use

Noise and vibration Quality of life

Base Course

/Surfacing

Air pollution from asphaltic plants Air pollution

Pollution from surface run off Water/Human use

Operation Phase

Operation

Increase in Noise pollution Quality of life

Increase in Air pollution Air/Quality of life

Pollution from spillage of dangerous substances

Water/Human use

Severance of communities Quality of life

Disturbance through noise/ Severance of access

Flora and Fauna

Loss of trees/vegetation due to increased access

Flora and Fauna

Traffic diversion leading to loss of business

Quality of life

Increase in land values Quality of life/human use

Increased access threatening traditional communities

Quality of life

Pressure on resources due to unplanned ribbon development

Quality of life/human use

Increased road safety hazard Quality of life

In the present case, the baseline data include establishing the present status of physico

- chemical, biological and socio - economic aspects of the study area relevant to the

proposed construction of metro corridors between Badarpur - Faridabad and Mundaka -

30

Bahadurgarh. Accordingly, following important parameters were identified for the

detailed baseline data collection through field studies;

• Traffic component

• Air Environment

• Meteorological Parameters

• Noise Environment

• Water Environment

• Soil Environment

• Green Cover Survey

• Socio – economic component

• Land – use pattern along the proposed corridors

• Resettlement and Rehabilitation(R&R) survey for the Project affected

Persons(PAPs)

Along with the primary data, secondary data (i.e., seismicity, groundwater, soil

characteristics, geological setting, climate etc.) has also been collected from different

sources .

2.3.2 Methodology for Base line data collection

The methodology required for establishing baseline environmental status and to

generate baseline data for different environmental components/parameters have been

described in Table 2.2.

S. No.

Attribute Parameters Measurement Method/ Methodology

Remarks

1. Air Environment • Measurement of Criteria Pollutants viz., SO2,NOX, SPM,PM10, CO, HCs(Hydrocarbons), O3(Ozone)

• Air Pollution Mobile van fitted with pollutant specific analysers working on the Principle of UV Florescence (SO2 ), Chemiluminescence (NOX), SPM & PM10 (Grimm Dust Monitor based on Light Scattering Technique) HCs ( FID; Flame Ionization Detection), CO; Non Dispersive Infra Red ( NDIR) Absorption, O3(Ozone) (UV Absorption)

• 24 hour sampling along with traffic studies

• Kerb- side air pollution Monitoring along the proposed alignment of Metro extension

• Measurement methods as per CPCB Guidelines

• 24hour Monitoring along with traffic studies(traffic volume, classification studies) and Noise pollution Monitoring

• As per The CPCB and National ambient Air Quality Standards(NAAQS) Guidelines

2. Meteorology • Wind Speed (on-site)

• Wind Direction(on-site)

• Ambient Temperature(on-site)

Secondary data

• Relative Humidity Solar Radiation

• Cloud Cover

• Environmental Lapse Rate

• On-site monitoring as well as from secondary data from Indian Meteorological Department (IMD), New Delhi

• For Preparation of the Wind – Rose Diagram and site specific meteorological data for pollution dispersion estimation

• IS : 5182 Part 1-20, Site- specific Primary data is required

• Secondary data from IMD, New Delhi

• As per the CPCB Guidelines

3. Noise • Sound Pressure Levels(SPL) dB(A)

• Leq(Equivalent Noise Levels) along with L10, L50, L90, Values

• Sampling Duration 24 - hour the kerb- side along the proposed alignment of Metro Extension

• Instrument : Noise Level Meter

• IS:4954-1968 as adopted by CPCB

• AS per CPCB National Ambient

Noise Quality and Continuous

Table 2.2: Proposed Methodology for Base line data Collection and Analysis

Exposure Standard Guidelines /Criteria

• 24hour Monitoring along with traffic studies(traffic volume, classification studies) and Air Pollution Monitoring

4, Vehicular Movement Studies

Traffic Studies including Fuel station survey

• Traffic Studies : Hourly traffic volume, Traffic Composition ( fuel – type, Engine Technology Type and Vintage of the vehicle )

• 24 Hourly Manual count

• To be carried out at representative Sites along the proposed Metro alignment simultaneously with Air and Noise Pollution monitoring

5. Water Measurement of water quality parameters viz.,

• Physical ( pH, Temp, Turbidity, Colour)

• Chemical ( magnesium hardness, total alkalinity, chloride, sulphate, nitrate, fluoride, sodium, potassium, salinity, Total nitrogen, total phosphorus, DO, BOD, COD, Phenol, Heavy metals and

• Bacteriological (Total coliforms, faecal coliforms)

• Grab samples

• Samples for water quality should be collected and analysed as per IS : 2488 (Part 1-5) methods for sampling and testing and Standard methods for examination of water and wastewater analysis published by American Public Health Association

• Reprentative samples from nearby localities to the proposed alignment

6. Land Environment

• Measurement of Soil Characteristic parameters viz., Particle size distribution , Texture, pH, Electrical conductivity, Cation exchange capacity, Alkali

• Representative surface sample from nearby localities

• Collection and analysis as per soil analysis reference book, M.I. Jackson and soil analysis reference book by C.A. Black

• Also from secondary sources (Agricultutue Statistics

metals, Sodium Absorption Ratio (SAR), Permeability, Water holding capacity

available from Agriculture and Irrigation Deptt.)

7 Biological Environment

• Limited to only Terriestrial Environment

• Identification of no. and the species of trees likely to be cut as part of proposed Metro alignment

• Manual observation and counting • Identification of no. and species of Tree likely to be cut and planted as part of Environmental Management Plan(EMP)

• Secondary data from the concerned Forest Deptt

8. Socio-economic • Information will be collected regarding Demographic structure,

Infrastructure resource base, Economic resource base, Cultural and Aesthetic attributes, Education profile etc., from the population in nearby localities along the proposed Metro alignment

• Socio-economic survey is based on proportionate, stratified and random sampling method

• Primary data collection through questionnaire

• Secondary data

6 Resettlement &Rehabilatation (R&R) Plan

• Identification of the Project Affected Persons (PAPs) and properties along the proposed alignment

• Socio – economic Profile of PAPs

• Opinion Survey of the PAPs regarding their rehabilitation

• Primary data collection

• House Hold Survey of the people likely to be affected by the Project

• Collection of the information regarding prevalent Govt. R&R Policies

• Collection of the information regarding prevalent Government Policy towards PAPS

• Identification of the nature of the properties through primary data collection

7. Others Collection of Miscellaneous information regarding

• Disposal of sites for disposal of soils generated during construction phase

• Presence of Environmentally sensitive areas near the proposed alignment

• Seismicity

• Ground Water

• Use of Fly Ash (As required under the law)

In the construction

• Locations for tree plantation in the afforestation programme as part of EMP

• Secondary data only • Secondary data collection from the State Pollution Control Board(SPCB) and other Govt. Departments Viz., Forest, Irrigation, Municipality, PHE Deptt.

40

2.3.2.2 Meteorology

2.3.2.2.1 General climate along the proposed metro corridors

The area in which both the corridors belong to receives two seasonal rainfalls. These

are due to south – East and North - East monsoon. About 75% of the rainfall occurs

during July to September due to South - West monsoon. North - East monsoon is

generally active during December - April. The annual rainfall in the area is 714mm.

The ground water occurs in silty to sandy layers of the alluvial sediments. The

permeability varies from 0.5 to 8m/day and transmissivity from 10 to 100 m2/ day.

The hydraulic gradient is approximately 1.3 Km/m to 2.0 Km/m. The mean monthly

maximum temperature are highest in April-May - June( 43 - 45 Degree C) and lowest

during January months. Air humidity varies throughout during the year but seldom

drops below 20%. The Winds are light to moderate and vary from 0.9 to 4.1 m/sec,

While Directions are mostly from North, Northeast and North - West. The sky is

moderately cloudy during July - August and generally free of clouds for the rest of

the year.

The detailed summary of the meteorological parameters (averaged for all the

sampling sites) viz., winds speed, wind direction and mixing height during the

sampling duration(December 2005 -January 2006) for both the corridors (i.e.,

Mundka - Bahadurgarh and Badarpur - Faridabad ) has been given in Part-B of the

report. The wind speed and wind direction were monitored at the sampling site itself

by using meteorological sensors fitted with Grimm dust monitors. The mixing height

data (for winter month) averaged over ten years, were obtained from the Indian

Meteorological Department (IMD) and were used in the present study.

41

2.3.2.3 Air Pollution Survey

The quality of ambient air depends upon the background concentrations of specific

pollutants, the emission sources and meteorological parameters. The study on base line

air quality status in the vicinity of the proposed project is an essential and primary

requirement for assessing the impacts on air environment due to any proposed

developmental activity. The baseline studies on air environment include identification of

specific air pollution parameters expected to have significant impact and assessing their

existing levels in ambient air within the impacted zone. Micro-meteorogical data

collection is an indispensable part of any air pollution study. The meteorological data

collected during air quality survey is used in proper interpretation of baseline status and

for prediction of air pollutions levels by using appropriate mathematical models.

Most of the transportation projects including metro rail projects, baseline air quality

measurement is one of the most important activities. Infact, metro projects after their

implementation ( i.e. operation phase ) most likely to have significant and positive impact

in air quality in terms of reduced vehicular pollution loads and improved air quality with

the reduction of air pollution from the vehicles ( which are likely to reduce on the road)

after the operation of metro rail. As the metro rail is made operational, it is most likely that

a significant chunk of the population using the personalized mode of transportation on

the same corridor ( e.g. scooters, bikes and cars) will shift to metro for commuting. This

naturally will result in reduced number of vehicles on the road and further improved

average speeds with less congestion. Resulting in less amount of air pollution being

emitted along the proposed corridors and thus improved air quality.

With a view to make indicative assessment for the quality of air and its direct relation with

traffic, hourly air pollution concentrations were measured along with the road traffic

measurements during the survey period. The measurements were made using pollutant-

specific analysers. In addition, meteorological variables (temperature, relative humidity,

wind speed and direction) were also monitored at each of the sites. The pollution

measurements ( CO, HCs including methane and non – methane, SO2 , NOX, O3 ,TSP,

PM10 and PM 2.5 ) were carried out on 24-hr basis with measurement resolutions of every

42

1-minute. The results of air quality measurements for both the corridors have been

summarised in following sections.

2.3.2.3.1 Mundka - Bahadurgarh corridor

The air quality measurements have been carried out during the last week of December

2005, at three locations along the highways, one sampling location (location 1) was in

Haryana side , while remaining two (location 1 and 2) were on Delhi side of proposed

metro corridor (Fig. 2.3). The diurnal variation of pollutants at these locations are given in

Table 2.5 to Table 2.7 and graphically represented in Fig. 2.4 to Fig. 2.6. The values are

expressed in ppm (parts per million) or ppb (parts per billion), which can be converted to

µg/m3 by using appropriate conversion formula mentioned in the table itself. The hourly

values of pollutants were further grouped into 8 - hour averages for their comparison with

prescribed National Ambient Air Quality Standards (NAAQS).

In - general , The pollution levels were found to be higher during morning and evening

peak traffic times as compared to afternoon periods when the vehicular traffic was

considerable less as compared to morning and evening periods. Further, afternoon

periods corresponds to unstable atmospheric conditions, increased mixing depth and

comparatively higher wind speeds( thus increased ventilation coefficients), these

conditions further facilitated the dispersion of the pollutants during the afternoon periods.

As against this, night time periods corresponded with higher traffic, stable or inversion

atmospheric conditions accompanied by the lower mixing height and wind speed ( thus

lower ventilation coefficient) resulting in less dispersion and accumulation of the pollutants

during these periods. The diurnal variation of Ozone was different than other pollutants.

The Ozone formation, being photolytic reaction had shown higher values during afternoon

periods corresponding to peak reaction time and lower values during other periods of the

day - time. The higher values of Total hydrocarbons (including methane and non –

methane) were observed at location 2 and 3, which can be attributed to other industrial

activities involving reuse and recycle oil and lubricants in nearby localities.

43

Location 1

Location 2

Location 3

Fig 2.3: Air Pollution survey sites along the Mundka - Bahadurgarh

Corridor

44

Mundka-Bahadurgarh Corridor

Table Temporal variation of pollutants at location 1 (27.12.2005 to 28.12.2006)

[Location 1; Sir Choturam Dharamshala, Near Mini Secretariat , Bahadurgarh (Haryana); (NH-10)]

Time SO2 (ppb) CO (ppm) O3 (ppb) NO (ppb) NO2 (ppb) NOx (ppb) THC (ppm) CH4 (ppm) NMHC (ppm) SPM (ug/m3) PM10 (ug/m3) PM2.5 (ug/m3)

6-7 3.98 0.88 6.05 153.92 195.67 349.50 6.78 4.70 2.07 243.6 118.8 118.7

7-8 4.80 1.06 7.03 162.33 199.92 362.17 7.76 4.99 2.77 284.4 138.8 138.7

8-9 5.70 1.06 7.15 142.33 199.00 341.42 8.04 5.54 2.49 324.0 155.3 155.3

9-10 6.48 1.23 7.22 116.58 211.42 328.08 8.00 5.07 2.92 351.2 165.1 165.1

10-11 6.86 0.75 4.84 85.25 191.08 276.33 6.78 4.27 2.50 143.9 68.9 68.8

11-12 6.82 0.49 6.79 75.92 180.33 256.17 6.01 3.79 2.22 75.8 37.8 37.8

12-13 5.80 0.64 11.86 78.00 176.25 258.92 5.63 3.50 2.12 54.4 27.9 27.8

13-14 4.79 0.47 16.18 68.58 158.25 226.92 4.74 3.12 1.61 39.9 21.3 21.2

14-15 4.07 0.40 22.34 65.33 149.67 215.08 4.24 2.92 1.31 33.6 18.5 18.5

15-16 3.86 0.42 14.94 89.42 183.50 273.17 4.35 2.96 1.37 40.9 21.9 21.9

16-17 3.94 0.62 9.64 75.83 182.25 258.08 9.09 2.69 6.39 67.2 34.1 33.9

17-18 4.94 1.65 7.37 242.83 338.92 581.75 48.87 14.24 34.61 125.2 61.1 57.7

18-19 5.77 1.88 9.20 233.00 325.50 558.33 67.15 19.80 47.34 153.7 75.0 74.5

19-20 6.13 1.28 3.73 190.75 282.50 473.17 55.15 19.27 35.86 136.7 67.2 66.7

20-21 5.79 0.98 3.15 125.00 227.60 352.70 28.80 12.23 16.56 152.7 75.5 74.1

21-22 5.42 0.94 5.32 165.56 277.33 443.00 6.67 3.08 3.59 213.2 103.7 103.0

22-23 5.45 1.00 4.29 216.09 312.55 528.55 8.90 3.99 4.91 215.8 105.2 102.2

23-24 6.28 1.54 5.63 320.00 413.08 733.08 11.56 4.60 6.95 283.2 137.6 133.3

0-1 7.31 1.80 4.93 290.58 383.25 673.75 13.75 5.24 8.50 281.1 135.0 134.0

1-2 8.26 1.54 3.95 319.67 409.33 726.17 12.87 5.28 7.58 225.5 109.9 108.5

2-3 8.49 1.37 2.88 344.17 423.33 759.25 11.70 5.23 6.47 200.4 97.8 97.5

3-4 8.65 1.65 4.13 286.00 359.42 645.42 13.18 6.16 7.01 239.4 116.8 116.5

4-5 9.48 1.48 4.12 263.50 335.00 597.58 13.83 7.19 6.64 244.9 119.2 119.1

5-6 9.95 1.40 3.73 390.00 311.00 428.50 11.08 6.87 4.20 166 82.1 82.1

Average 6.2 1.1 7.4 187.5 267.8 443.6 15.6 6.5 9.1 179.0 87.3 86.5

SD 1.7 0.5 4.7 100.4 89.9 178.0 17.0 4.9 12.3 94.7 44.8 44.6

8-hr Average 0.82 8.39



Conversions:

SO 2 1ppb = 2.62 ug/m3

CO 1ppm = 1.146 mg/m3

O 3 1 ppb = 1.963 ug/m3

NO 1ppb = 1.227 ug/m3

NO 2 1 ppb = 1.882 ug/m3

Table 2.5: Diurnal Variation of air pollutants at Location 1 (Mundaka – Bahadurgarh corridor)

SD= Standard Deviation

45

0.00

2.00

4.00

6.00

8.00

10.00

12.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

SO

2 C

on

cen

trati

on

s (

pp

b)

SO2

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

1.80

2.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

CO

Co

ncen

trati

on

s (

pp

m)

CO

0.00

5.00

10.00

15.00

20.00

25.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Ozo

ne C

on

cen

trati

on

s (

pp

b)

O3

0.00

100.00

200.00

300.00

400.00

500.00

600.00

700.00

800.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

NO

x C

on

cen

trati

on

s (

pp

b)

NO

NO2

NOx

0.00

20.00

40.00

60.00

80.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Hyd

rocarb

on

Co

ncen

trati

on

s (

pp

m)

THC

CH4

NMHC

0

100

200

300

400

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Part

icu

late

Matt

er

Co

ncen

trati

on

s (

ug

/m3)

SPM

PM10

PM2.5

Fig. 2.4: Temporal Variation of Pollutants at location 1 (Mundka- Bahadurgarh

Corridor; NH-10)

46



[Location 2; Shubham Vatika, Near Mundka (Delhi); (NH-10)]


6-7 13.09 0.88 4.56 309.25 344.50 653.67 13.84 6.02 7.81 357.8 172.8 172.6

7-8 13.50 0.93 6.63 331.58 388.00 719.67 11.95 7.03 4.91 442.2 214.4 213.9

8-9 14.42 1.98 7.52 295.58 406.83 702.25 17.60 9.30 8.29 508.2 245.2 244.7

9-10 13.80 1.50 4.25 191.00 330.83 538.50 10.67 6.95 3.71 437.6 208.5 208.0

10-11 11.71 0.30 8.98 59.58 227.50 286.92 7.83 2.88 4.84 187.5 89.8 89.3

11-12 9.53 0.32 22.77 27.67 179.58 207.00 20.53 6.41 14.11 94.4 45.8 45.5

12-13 7.86 0.28 37.51 23.17 136.92 160.08 22.35 15.24 7.10 66.0 32.8 32.7

13-14 6.47 0.20 46.48 35.92 140.25 176.25 22.19 13.26 8.92 43.0 22.0 21.3

14-15 5.33 0.37 28.31 60.17 189.58 249.58 12.65 7.31 5.33 39.8 21.1 20.8

15-16 4.81 0.54 16.78 133.92 251.33 401.83 3.83 1.91 1.91 47.8 24.3 22.7

16-17 4.53 0.88 2.20 300.50 434.08 734.50 13.04 7.67 5.35 53.8 26.7 26.1

17-18 4.55 1.21 3.86 342.25 461.75 803.83 2.88 1.00 1.87 88.2 44.1 43.6

18-19 4.87 1.30 5.36 369.17 484.92 853.75 8.59 3.22 5.36 131.1 64.4 64.0

19-20 5.16 1.42 5.15 416.08 516.75 932.83 14.79 6.22 8.57 144.5 70.8 70.6

20-21 5.75 1.03 3.02 289.33 366.42 655.50 11.09 6.26 4.81 199.1 96.6 96.6

21-22 6.18 1.05 3.99 351.67 436.50 788.50 10.60 6.53 4.06 213.2 103.5 113.2

22-23 6.57 1.18 5.13 349.75 431.67 781.42 13.11 6.85 6.26 225.6 108.2 103.6

23-24 6.37 1.12 3.18 355.17 418.92 774.33 17.41 7.33 10.07 247.3 113.3 106.2

0-1 6.13 0.96 2.73 244.50 294.33 539.00 33.55 10.08 23.46 287.5 115.2 118.3

1-2 5.90 0.92 2.93 151.29 210.44 361.75 16.76 6.66 10.09 313.5 130.2 114.5

2-3 5.68 0.77 2.11 101.94 163.87 265.81 8.60 5.51 3.08 323.6 143.5 130.7

3-4 5.20 0.26 1.57 87.83 143.07 231.15 6.27 5.14 1.12 247.2 136.2 127.5

4-5 4.69 0.02 1.23 39.90 99.26 139.10 5.33 5.00 0.32 244.3 140.2 135.6

5-6 4.20 0.00 1.21 17.44 69.78 87.33 4.78 4.78 0.02 269.50 165.30 150.70

Average 7.3 0.8 9.5 203.5 297.0 501.9 12.9 6.6 6.3 217.2 105.6 103.0

SD 3.3 0.5 12.1 138.1 137.2 272.5 7.1 3.2 5.0 135.2 65.0 63.9

8-hr Average 0.80 17.34



Conversions:

SO2 1ppb = 2.62 ug/m3

CO 1ppm = 1.146 mg/m3

O3 1 ppb = 1.963 ug/m3

NO 1ppb = 1.227 ug/m3

NO2 1 ppb = 1.882 ug/m3

Table 2.6: Diurnal Variation of air pollutants at Location 2 (Mundaka -

Bahadurgarh corridor)


47

0.00

4.00

8.00

12.00

16.006-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

SO

2 C

on

cen

trati

on

s (

pp

b)

SO2

0.00

1.00

2.00

3.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

CO

Co

ncen

trati

on

s (

pp

m)

CO

0.00

10.00

20.00

30.00

40.00

50.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Ozo

ne C

on

cen

trati

on

s (

pp

b)

O3

0.00

200.00

400.00

600.00

800.00

1000.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

NO

x C

on

cen

trati

on

s (

pp

b)

NO

NO2

NOx

0.00

10.00

20.00

30.00

40.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Hyd

rocarb

on

Co

ncen

trati

on

s (

pp

m)

THC

CH4

NMHC

0.0

200.0

400.0

600.0

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Part

icu

late

Matt

er

Co

ncen

trati

on

s (

ug

/m3)

SPM

PM10

PM2.5

Fig. 2.5: Temporal Variation of Pollutants at location 2 (Mundka-

Bahadurgarh Corridor; NH-10)

48



[Location 3; Tikri Kalan (Mundka-Bahadurgarh Road), Delhi; (NH-10)]


6-7 3.73 0.86 2.05 208.92 236.08 444.92 4.78 4.70 0.08 250.6 126.4 126.3

7-8 3.35 0.60 1.48 113.17 129.67 248.50 6.27 0.57 5.70 131.6 67.7 67.7

8-9 2.69 0.38 1.88 38.83 66.92 106.50 22.59 3.32 19.27 130.3 67.4 67.4

9-10 3.34 0.52 2.55 36.50 74.83 111.33 23.90 3.80 21.10 176.7 87.6 87.5

10-11 3.55 0.38 7.65 47.92 107.42 155.17 24.50 2.10 22.40 184.9 88.2 88.1

11-12 3.46 0.60 15.88 74.33 182.42 256.58 25.40 4.00 21.40 150.4 70.8 70.6

12-13 2.31 0.79 22.03 67.92 168.58 236.50 25.80 9.52 16.23 94.9 45.3 44.8

13-14 0.73 0.39 29.98 62.75 148.17 210.92 25.95 9.67 16.28 62.1 30.9 30.5

14-15 0.15 0.46 29.93 62.33 135.50 197.92 20.02 6.8 13.22 46.9 23.9 23.7

15-16 0.18 0.33 37.46 73.42 147.25 220.58 15.73 8.31 7.42 37.7 20.4 20.2

16-17 0.17 0.33 6.17 133.33 221.83 355.33 13.00 6.89 6.11 49.3 25.5 25.3

17-18 0.65 0.39 1.08 376.25 459.08 835.25 13.84 6.02 7.81 49.0 26.0 25.8

18-19 1.00 0.86 1.68 438.00 525.83 964.08 11.95 7.03 4.91 56.2 29.9 29.6

19-20 1.35 1.08 2.69 523.17 610.33 1138.75 11.67 7.95 3.71 71.5 37.4 37.1

20-21 2.04 1.56 4.12 644.50 728.75 1373.17 11.09 6.26 4.81 87.2 45.0 44.7

21-22 2.00 1.31 2.97 446.67 535.25 982.08 17.41 7.30 10.11 76.2 39.7 39.7

22-23 1.83 1.11 3.58 389.33 475.92 865.25 16.16 6.16 10.09 106.1 54.4 54.4

23-24 2.02 0.99 4.47 321.67 386.33 708.17 14.79 6.22 8.57 168.7 85.5 85.0

0-1 2.66 1.13 4.11 381.92 442.50 824.58 13.75 5.24 8.50 203.7 101.6 101.6

1-2 3.17 1.13 3.25 322.42 370.67 693.25 14.11 7.61 6.49 231.6 115.6 115.5

2-3 3.48 1.35 3.08 245.83 288.50 534.33 23.62 4.43 19.18 170.9 86.7 86.6

3-4 3.68 1.07 2.63 327.25 364.83 692.08 8.89 5.42 3.46 156.7 79.9 79.8

4-5 3.91 0.92 1.51 312.83 343.75 656.42 6.14 5.09 1.04 155.8 79.6 79.5

5-6 4.03 0.64 1.40 247.42 275.92 524.08 5.09 4.96 0.12 159.5 81.9 81.7

Average 2.3 0.8 8.1 245.7 309.4 555.7 15.7 5.8 9.9 125.4 63.2 63.0

SD 1.3 0.4 10.6 175.4 182.5 357.1 6.9 2.2 7.0 62.3 30.8 30.8

8-hr Average 0.57 10.44

8-hr Average 0.79 10.76


Conversions:

SO2 1ppb = 2.62 ug/m3

CO 1ppm = 1.146 mg/m3

O3 1 ppb = 1.963 ug/m3

NO 1ppb = 1.227 ug/m3

NO2 1 ppb = 1.882 ug/m3

Table 2.7: Diurnal Variation of air pollutants at Location 3 (Mundaka – Bahadurgarh corridor)


49

0.00

2.00

4.00

6.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

SO

2 C

on

cen

trati

on

s (

pp

b)

SO2

0.00

0.50

1.00

1.50

2.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

CO

Co

ncen

trati

on

s (

pp

m)

CO

0.00

10.00

20.00

30.00

40.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Ozo

ne C

on

cen

trati

on

s (

pp

b)

O3

0.00

400.00

800.00

1200.00

1600.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

NO

x C

on

cen

trati

on

s (

pp

b)

NO

NO2

NOx

0.00

10.00

20.00

30.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Hyd

rocarb

on

Co

ncen

trati

on

s (

pp

m)

THC

CH4

NMHC

0.0

100.0

200.0

300.0

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Part

icu

late

Matt

er

Co

ncen

trati

on

s (

ug

/m3)

SPM

PM10

PM2.5

Fig. 2.6: Temporal Variation of Pollutants at location 3 (Mundka- Bahadurgarh Corridor; NH-10)

50

2.3.2.3.2 Badarpur- Faridabad corridor

The air quality measurements have been carried out during the third week of January

2006, at four locations (location 1,2 and 3, along the highway NH-2) of the proposed

metro corridor and remaining one sampling location (location 4) in the sector-12 which

is a residential area (Fig. 2.7). The diurnal variation of pollutants at these locations are

given in Table 2.8 to Table 2.11 and graphically represented in Fig. 2.8 to Fig. 2.11.

The values are expressed in ppm (parts per million) or ppb (parts per billion), which can

be converted to µg/m3 by using appropriate conversion formula mentioned in the table

itself.

It can be observed that the pollution levels at the location 4 (sector 12) were lower than

the other three locations because of the reduced vehicular activities. Further, similar to

the Mundka - Bahadurgarh corridor, the pollution levels were found to be higher during

morning and evening peak traffic times as compared to afternoon periods when the

vehicular traffic was considerable less as compared to morning and evening periods.

Further, afternoon periods corresponds to unstable atmospheric conditions, increased

mixing depth and comparatively higher wind speeds( thus increased ventilation

coefficients), these conditions further facilitated the dispersion of the pollutants during

the afternoon periods. As against this, night time periods corresponded with higher

traffic, stable or inversion atmospheric conditions accompanied by the lower mixing

height and wind speed ( thus lower ventilation coefficient) resulting in less dispersion

and accumulation of the pollutants during these periods. The diurnal variation of Ozone

was different than other pollutants. The Ozone formation, being photolytic reaction had

shown higher values during afternoon periods corresponding to peak reaction time and

lower values during other periods of the day - time.

51

Fig. 2.7: Air Pollution survey sites along the Badartpur-Faridabad corridor

Location 4

Location 1

Location 3

52

Badarpur-Faridabad Corridor


[Location1; Tayal Motors betwwen NHPC and Badkal Crossing (Delhi-Mathura Road); NH-2]


6-7 3.83 0.63 0.83 68.33 75.42 143.67 2.21 1.59 0.62 48.6 26.6 26.6

7-8 7.46 0.62 1.36 195.92 143.25 339.17 3.90 2.02 1.88 191.0 91.9 91.9

8-9 6.70 1.56 4.24 118.08 111.50 229.58 4.12 2.90 1.20 186.4 89.1 89.2

9-10 6.38 1.61 3.61 64.00 98.33 162.50 3.61 2.22 1.38 133.4 63.8 63.8

10-11 5.39 0.77 8.59 51.83 85.42 137.42 2.52 1.62 0.89 115.2 54.6 54.6

11-12 4.61 0.58 18.03 41.67 89.75 131.67 2.20 1.53 0.67 74.4 35.9 35.8

12-13 4.13 0.38 23.62 47.17 94.58 141.75 1.96 1.24 0.71 34.2 17.9 17.9

13-14 6.11 0.45 21.86 40.75 107.08 147.75 1.92 1.22 0.69 31.8 17.1 16.8

14-15 5.65 0.44 29.87 35.67 90.08 125.92 1.87 1.22 0.64 34.7 18.8 18.4

15-16 3.68 0.56 35.63 45.50 110.08 155.58 2.21 1.28 0.93 39.4 20.9 20.2

16-17 4.04 1.03 8.43 99.92 159.33 259.08 3.54 1.36 2.18 48.5 24.7 24.3

17-18 4.42 1.72 2.68 216.50 230.50 446.92 6.43 1.57 4.85 50.4 26.8 26.5

18-19 4.45 2.20 1.68 291.92 260.67 552.67 5.03 1.57 3.45 60.2 31.3 31.1

19-20 4.68 2.50 3.60 288.42 263.25 526.50 5.78 1.76 4.01 68.1 34.8 34.6

20-21 6.54 2.61 2.94 278.92 262.25 541.33 6.17 1.83 4.33 65.3 33.6 33.5

21-22 5.76 1.95 0.82 244.08 220.42 464.33 5.28 2.10 3.17 66.6 34.4 34.2

22-23 6.88 0.81 0.19 166.33 168.17 334.50 3.52 1.88 1.64 59.0 30.8 30.8

23-24 9.57 0.43 0.19 132.50 156.50 288.75 3.10 1.71 1.38 53.5 28.5 28.0

0-1 9.03 0.38 0.21 105.83 138.17 244.33 2.80 1.73 1.06 56.4 29.4 29.1

1-2 10.41 0.47 0.75 169.67 177.92 347.42 1.70 0.87 0.82 70.0 36.2 36.0

2-3 8.56 0.47 0.33 154.08 156.25 310.33 0.45 0.15 0.29 54.4 28.9 28.9

3-4 7.88 0.33 0.86 106.92 126.42 232.92 0.45 0.32 0.12 47.5 25.8 25.8

4-5 6.76 0.39 0.46 91.58 114.17 206.08 1.39 1.02 0.37 50.3 27.2 27.2

5-6 4.53 0.56 0.70 80.42 94.08 174.25 2.30 1.68 0.61 56.9 30.3 30.3

Average 6.1 1.0 7.1 130.7 147.2 276.9 3.1 1.5 1.6 70.7 35.8 35.6

SD 1.9 0.7 10.4 83.6 60.1 140.0 1.7 0.6 1.4 43.0 19.8 19.9

8-hr Average 0.82 10.27

8-hr Average 1.63 10.70


Conversions:

SO 2 1ppb = 2.62 ug/m3

CO 1ppm = 1.146 mg/m3

O 3 1 ppb = 1.963 ug/m3

NO 1ppb = 1.227 ug/m3

NO 2 1 ppb = 1.882 ug/m3

Table 2.8: Diurnal Variation of air pollutants at Location 1 (Badarpur - Faridabad corridor)


53

0.00

4.00

8.00

12.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

SO

2 C

on

cen

trati

on

s (

pp

b)

SO2

0.00

1.00

2.00

3.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

CO

Co

ncen

trati

on

s (

pp

m)

CO

0.00

10.00

20.00

30.00

40.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Ozo

ne C

on

cen

trati

on

s (

pp

b)

O3

0.00

200.00

400.00

600.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

NO

x C

on

cen

trati

on

s (

pp

b)

NO

NO2

NOx

0.00

2.00

4.00

6.00

8.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Hyd

rocarb

on

Co

ncen

trati

on

s (

pp

m)

THC

CH4

NMHC

0.0

100.0

200.0

300.0

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Part

icu

late

Matt

er

Co

ncen

trati

on

s (

ug

/m3)

SPM

PM10

PM2.5

Fig. 2.8: Temporal Variation of Pollutants at location 1 (Badarpur- Faridabad Corridor; NH-2)

54



[Location 2; Sector 35, Sarai Khwaja (Delhi-Mathura Road); NH-2]


6-7 6.79 0.34 1.06 166.00 151.42 317.33 2.21 1.28 0.93 71.5 37.7 37.5

7-8 6.79 0.28 2.96 227.00 194.50 421.58 2.80 1.73 1.06 66.5 35.3 34.4

8-9 8.13 0.43 2.13 215.08 204.17 419.25 1.96 1.24 0.71 45.7 25.1 24.6

9-10 7.98 0.16 4.94 166.42 178.08 344.67 2.31 1.69 0.61 40.0 21.9 21.5

10-11 6.12 0.11 9.33 145.92 159.83 305.83 2.08 1.59 0.48 27.8 16.4 15.0

11-12 5.11 0.44 17.42 119.75 137.42 256.83 1.92 1.22 0.69 26.8 14.7 12.6

12-13 4.88 0.85 21.88 85.92 121.25 207.33 2.07 1.29 0.77 40.3 19.5 17.7

13-14 5.16 0.82 24.19 92.92 137.92 231.00 2.38 1.38 1.00 35.0 18.0 16.0

14-15 4.68 0.91 19.91 105.75 143.58 249.33 2.53 1.36 1.16 33.5 17.5 15.0

15-16 4.05 1.03 17.48 89.50 126.67 216.50 2.62 1.35 1.26 33.0 16.8 14.9

16-17 3.74 1.29 15.15 82.50 126.33 208.92 2.76 1.31 1.44 44.7 23.2 21.2

17-18 4.13 2.23 3.10 178.75 212.58 391.17 3.57 1.41 2.15 66.8 34.3 33.3

18-19 4.67 2.67 2.34 209.08 235.25 444.33 4.40 1.50 2.89 51.1 27.3 26.8

19-20 5.73 3.12 3.61 251.08 266.17 517.42 5.91 1.70 4.19 64.7 34.0 33.6

20-21 6.83 3.04 2.38 280.33 278.58 559.00 6.40 1.95 4.44 64.0 33.1 32.6

21-22 6.98 2.64 1.74 324.33 307.92 632.33 5.90 1.98 3.92 65.6 34.4 34.0

22-23 6.75 2.20 1.65 295.17 279.42 574.83 5.46 2.03 3.43 79.0 39.7 38.3

23-24 6.75 1.83 1.43 265.08 250.83 516.08 5.60 2.19 3.40 71.7 36.9 36.0

0-1 7.48 1.18 0.47 180.42 190.58 371.00 4.51 2.11 2.39 69.8 35.8 35.1

1-2 7.71 0.64 0.38 158.83 165.17 324.08 3.45 1.91 1.54 44.4 24.4 24.0

2-3 7.19 0.39 1.07 142.67 146.33 289.00 2.98 1.85 1.12 39.9 22.2 21.9

3-4 6.59 0.36 1.31 123.08 127.00 250.00 2.75 1.82 0.92 35.9 20.6 20.6

4-5 5.93 0.50 0.78 135.92 131.58 267.42 2.58 1.78 0.79 34.9 20.3 20.2

5-6 5.10 0.53 1.76 111.75 110.42 222.17 2.49 1.76 0.72 43.3 24.6 24.0

Average 6.1 1.2 6.6 173.1 182.6 355.7 3.4 1.6 1.7 49.8 26.4 25.5

SD 1.3 1.0 7.9 71.0 58.9 128.8 1.5 0.3 1.3 16.2 8.0 8.3

8-hr Average 0.43 10.49



Conversions:

SO 2 1ppb = 2.62 ug/m3

CO 1ppm = 1.146 mg/m3

O 3 1 ppb = 1.963 ug/m3

NO 1ppb = 1.227 ug/m3

NO 2 1 ppb = 1.882 ug/m3



55

0.00

4.00

8.00

12.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

SO

2 C

on

cen

trati

on

s (

pp

b)

SO2

0.00

1.00

2.00

3.00

4.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

CO

Co

ncen

trati

on

s (

pp

m)

CO

0.00

10.00

20.00

30.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Ozo

ne C

on

cen

trati

on

s (

pp

b)

O3

0.00

200.00

400.00

600.00

800.00

6-7

8-9

10-1

1

12-1

3

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5

16-1

7

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9

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1

22-2

3

0-1

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Hour of the Day

NO

x C

on

cen

trati

on

s (

pp

b)NO

NO2

NOx

0.00

2.00

4.00

6.00

8.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Hyd

rocarb

on

Co

ncen

trati

on

s (

pp

m)

THC

CH4

NMHC

0

25

50

75

100

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

0-1

2-3

4-5

Hour of the Day

Part

icu

late

Matt

er

Co

ncen

trati

on

s (

ug

/m3)

SPM

PM10

PM2.5

Fig. 2.9: Temporal Variation of Pollutants at location 2

(Badarpur- Faridabad Corridor; NH-2)

56



[Location 3; Sector 28, Near Badkal Crossing, Delhi-Mathura Road; NH-2]


6-7 6.60 0.64 4.50 84.58 110.00 194.83 2.28 1.68 0.59 42.0 23.6 23.6

7-8 6.75 0.90 1.59 115.18 173.27 288.55 1.34 0.89 0.45 96.9 48.8 48.1

8-9 7.08 1.38 3.53 130.42 163.58 293.92 0.89 0.45 0.44 69.6 37.0 36.5

9-10 7.38 1.22 9.94 120.92 164.42 285.25 0.40 0.39 0.01 46.5 25.3 23.9

10-11 8.76 0.63 20.28 86.33 138.25 224.67 1.01 0.61 0.40 29.0 17.7 16.4

11-12 9.78 0.42 26.34 80.92 149.00 229.92 1.27 0.29 0.98 38.4 18.7 15.5

12-13 9.45 0.79 27.86 88.25 145.75 234.25 1.62 0.98 1.11 42.0 19.4 16.1

13-14 8.51 0.85 26.67 84.00 141.25 225.17 1.98 1.14 0.83 57.0 26.1 20.7

14-15 8.38 0.97 21.42 81.92 139.00 220.92 2.12 1.16 0.96 35.3 18.2 15.9

15-16 9.10 0.96 23.84 104.67 167.92 272.67 2.29 1.23 1.05 36.5 18.7 16.5

16-17 11.08 1.03 19.40 102.33 169.00 271.50 2.30 1.32 0.97 36.1 19.1 17.8

17-18 10.06 1.58 9.98 115.42 181.92 297.42 2.61 1.34 1.26 44.0 23.8 23.2

18-19 8.22 2.54 3.68 165.33 224.50 389.92 4.08 1.44 2.63 38.8 22.0 21.7

19-20 7.53 2.73 2.55 214.00 256.75 470.58 4.57 1.56 3.01 40.3 22.6 22.6

20-21 7.22 2.06 1.70 151.17 192.08 343.17 3.83 1.52 2.30 39.5 22.3 22.3

21-22 6.61 1.67 1.63 147.17 181.33 328.42 3.09 1.50 1.58 50.3 27.3 27.3

22-23 8.04 1.13 1.37 149.25 186.42 335.92 3.05 1.57 1.47 51.5 27.4 26.5

23-24 8.74 0.63 3.29 119.58 157.33 276.67 2.66 1.58 1.07 51.3 27.6 27.3

0-1 7.64 0.63 3.57 114.50 153.92 268.33 2.63 1.62 1.00 51.3 27.4 27.0

1-2 9.46 0.59 4.87 99.25 139.83 239.17 2.69 1.59 1.08 49.5 27.2 26.4

2-3 9.02 0.51 4.18 105.08 143.50 248.50 2.55 1.65 0.89 48.1 25.8 25.7

3-4 8.03 0.53 3.03 103.33 140.75 244.00 2.64 1.72 0.92 46.9 25.2 25.2

4-5 7.89 0.48 4.94 67.46 115.25 187.75 2.49 1.73 0.75 40.3 22.8 22.8

5-6 7.77 0.53 7.51 71.17 112.92 184.25 2.35 1.71 0.64 39.6 22.4 22.3

Average 8.3 1.1 9.9 112.6 160.3 273.2 2.4 1.3 1.1 46.7 24.8 23.8

SD 1.2 0.6 9.5 34.0 33.6 66.2 1.0 0.5 0.7 13.6 6.7 7.1

8-hr Average 0.85 15.09

8-hr Average 1.69 10.52


Conversions:

SO 2 1ppb = 2.62 ug/m3

CO 1ppm = 1.146 mg/m3

O 3 1 ppb = 1.963 ug/m3

NO 1ppb = 1.227 ug/m3

NO 2 1 ppb = 1.882 ug/m3



57

Figure Temporal variation of pollutants at location 3 (Badarpur-Faridabad Corridor; NH-2)

0.00

4.00

8.00

12.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

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1

22-2

3

0-1

2-3

4-5

Hour of the Day

SO

2 C

on

cen

trati

on

s (

pp

b)

SO2

0.00

1.00

2.00

3.00

6-7

8-9

10-1

1

12-1

3

14-1

5

16-1

7

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9

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1

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Hour of the Day

CO

Co

ncen

trati

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s (

pp

m)

CO

0.00

10.00

20.00

30.00

6-7

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O3

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x C

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NO

NO2

NOx

0.00

2.00

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6.00

6-7

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trati

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m)

THC

CH4

NMHC

0

25

50

75

100

125

6-7

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3

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7

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9

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0-1

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Hour of the Day

Part

icu

late

Matt

er

Co

ncen

trati

on

s (

ug

/m3)

SPM

PM10

PM2.5

Fig. 2.10: Temporal Variation of Pollutants at location 3 (Badarpur- Faridabad Corridor; NH-2)

58


Table Temporal variation of pollutants at location 4 24.1.2006 to 25.1.2006

[Location 4; Sector 12, Mini Secretariat, Faridabad (link road to Delhi-Mathura Road); NH-2]


6-7 6.55 0.44 3.66 46.42 75.83 122.17 2.30 1.51 0.79 37.8 21.9 21.2

7-8 7.00 0.55 4.94 36.47 76.42 112.89 2.65 1.52 1.12 41.8 23.0 22.8

8-9 5.08 0.35 11.26 29.33 65.75 94.92 1.91 1.36 0.55 43.6 23.9 23.2

9-10 4.93 0.32 17.27 34.67 80.50 115.17 2.04 1.22 0.81 39.8 20.4 19.2

10-11 3.94 0.44 27.63 19.58 54.08 73.58 1.99 1.24 0.74 35.3 19.1 16.8

11-12 4.14 0.45 33.22 23.17 65.50 88.50 1.98 1.23 0.74 44.6 22.4 19.5

12-13 5.43 0.34 24.09 37.25 88.08 125.25 1.90 1.25 0.64 55.1 23.2 13.1

13-14 4.97 0.29 29.33 30.25 75.25 105.67 1.85 1.22 0.62 65.8 28.9 13.6

14-15 4.61 0.30 27.38 24.08 60.58 84.58 1.70 1.19 0.50 57.2 24.1 13.2

15-16 4.68 0.33 27.72 16.83 51.67 68.50 1.62 1.12 0.49 39.7 19.8 13.5

16-17 4.92 0.44 20.93 32.25 74.08 106.17 1.82 1.13 0.68 28.4 16.5 14.3

17-18 5.73 0.53 8.33 44.25 93.17 137.33 2.18 1.22 0.95 35.4 20.3 19.9

18-19 6.30 0.83 3.33 32.67 93.75 126.42 2.31 1.33 0.97 50.8 27.3 27.1

19-20 6.18 0.99 1.54 50.50 92.25 142.83 2.81 1.34 1.47 45.5 24.9 24.9

20-21 6.23 1.06 1.13 59.08 95.08 154.08 3.08 1.41 1.66 50.6 27.3 27.3

21-22 6.68 0.72 1.37 63.83 99.92 163.83 3.14 1.47 1.65 42.5 23.7 23.4

22-23 7.23 0.59 1.33 29.42 78.58 108.17 3.18 1.53 1.64 42.8 23.7 23.7

23-24 6.41 0.48 2.72 20.92 64.17 85.17 2.71 1.56 1.14 37.9 21.7 21.5

0-1 5.55 0.48 3.94 14.58 54.92 69.50 3.22 1.60 1.61 37.1 21.2 21.2

1-2 5.95 0.33 10.98 3.42 41.67 45.17 3.04 1.56 1.47 35.5 20.3 20.3

2-3 5.93 0.26 17.91 2.50 39.67 42.58 2.33 1.35 0.98 35.1 20.1 20.1

3-4 6.05 0.28 15.89 3.50 45.17 48.75 0.26 0.05 0.20 33.7 19.4 19.4

4-5 5.44 0.30 15.45 3.75 42.83 46.50 1.15 0.76 0.38 30.5 17.9 18.0

5-6 5.28 0.37 7.35 25.67 58.50 84.17 2.07 1.47 0.59 34.4 19.7 19.7

Average 5.6 0.5 13.3 28.5 69.5 98.0 2.2 1.3 0.9 41.7 22.1 19.9

SD 0.9 0.2 10.6 16.8 18.6 34.7 0.7 0.3 0.4 8.9 3.0 4.2

8-hr Average 0.40 18.92

8-hr Average 0.65 11.47


Conversions:

SO 2 1ppb = 2.62 ug/m 3

CO 1ppm = 1.146 mg/m 3

O 3 1 ppb = 1.963 ug/m 3

NO 1ppb = 1.227 ug/m 3

NO 2 1 ppb = 1.882 ug/m 3



59

0.00

4.00

8.00

6-7

8-9

10-1

1

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3

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5

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7

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4-5

Hour of the Day

SO

2 C

on

cen

trati

on

s (

pp

b)

SO2

0.00

1.00

2.00

6-7

8-9

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1

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Co

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m)

CO

0.00

10.00

20.00

30.00

40.00

6-7

8-9

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Hour of the Day

Ozo

ne C

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O3

0.00

200.00

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NO

NO2

NOx

0.00

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6-7

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Hour of the Day

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rocarb

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pp

m)

THC

CH4

NMHC

0

25

50

75

6-7

8-9

10-1

1

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3

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5

16-1

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18-1

9

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1

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3

0-1

2-3

4-5

Hour of the Day

Part

icu

late

Matt

er

Co

ncen

trati

on

s (

ug

/m3)

SPM

PM10

PM2.5

Fig. 2.11: Temporal Variation of Pollutants at location 4

(Badarpur- Faridabad Corridor; NH-2)

76

2.3.2.5 Water Quality Survey With regard to baseline status of water environment, two aspects have to be

considered i) raw water availability and ii) water quality. Water is required during

construction as well as during the operation phase of Delhi Metro. The water

demand during construction phase of the project is significant as it is required for

various activities at batching plant for mixing, curing etc. and also at the

construction camp for workers for their daily needs. During the operational

continuous water is required for various purposes viz., maintenance of carriages

and station facilities, depot maintenance etc., meeting commuting public needs

and for fire fighting purposes. The availability of water quality-wise and quantity-

wise and ensuring it for the different phases of the project is an important factor

for the implementation of Delhi metro project along the proposed metro corridors.

Selected water quality parameters describing physico -chemical properties of the

water have been carried out for describing the water environment and assessing

the impact of the proposed project. Since, the main source of water for drinking

purpose, along these corridors is the ground water, the physico-chemical

analysis of the water collected from the nearby villages of the surrounding area

was carried as per the methodology described in the Table 2.1. A brief

description regarding the availability and quality of ground water along the

proposed corridors have been given in following sections.

2.3.2.5.1 Mundka - Bahadurgarh corridor

The Gurgaon canal passes through the Bahadurgarh region and their water at

present is mainly used for the irrigation purpose. The applicable water quality

standards for irrigation purpose are given in the Annexure of Part- B of the

report. The ground water is the main source of water for drinking and

construction purpose. The information collected from the local sources (e.g.,

municipal authorities and pollution control boards etc.,) has indicated the depth of

the water table varies from 15m - 20m from the ground surface in the areas along

Mundka - Bahadurgarh corridor. The water is collected from bore well and dug

well. Further, as per the current practice, no permission is required from the

Central Ground Water Board (CGWB) as the area has not been declared/notified

77

as water stressed zone by the Central Ground Water Authority(CGWA). Although

the water is slightly hard the same is being presently used in the area for

construction activity also. Further, additional water supply (drinking quality)

during the operational phase of the metro can also be met with the proposed

CETP, likely to be completed by end of the year 2006.

Since, the ground water quality in a region does not change drastically and are

characterized by the geological formation and soil characteristics. The ground

water from the four sampling sites on the corridor was tested for physico-

chemical characteristics. The results have been shown in Table 2.25. The

comparison of water quality with the Indian Standards/Specifications for drinking

water (IS: 10500-1983) shows that the ground water in the region is hard with

total hardness generally exceeding prescribed limit of 300 mg/l. Further, the

water quality shows comparatively higher values than the prescribed standards

for NO3 - , SO4

- - , Cl – (the effect of these parameters on health has been given in

the Annexure of Part B of the report, which deals with the criteria stipulated by

CPCB for raw water used for organized community water supplies(surface and

ground water supplies). Further, a high level of electrical conductivity (EC)

indicates higher value of dissolved solids/ions in the water samples. There are no

separate water quality standards for construction purpose and drinking water

standards are also applicable for the construction activities.

2.3.2.5.2 Badarpur- Faridabad Corridor

The Agra canal passes through the Faridabad - Ballabhgarh area and their water

at present is mainly used for the irrigation purpose. The ground water is the main

source of water for drinking and construction purpose. The depth of the water

table is more than 30m from the ground surface in the surrounding areas along

Badarpur- Faridabad corridor. The Water is mainly used from the Bore well for

which the permission required from the Central Ground Water Board (CGWB) as

the area has been notified as the water stressed area by the (CGWB). For

additional water supply for drinking purpose (during operational phase of metro

)the permission would be required from municipal authorities for supply of water

and from XCGWA for digging the bore well in the region.

78

Table 2.25: Physico-Chemical Analysis of Ground Water Samples (Mundka-Bahadurgarh Corridor)

The ground water from the four sampling sites on the corridor was tested for

physico - chemical characteristics. The results have been shown in Table 2.26.

The comparison of water quality with the Indian Standards/Specifications for

drinking water (IS: 10500-1983) shows that the ground water in the region is hard

with total hardness generally exceeding prescribed limit of 300 mg/l. Further, the

water quality shows comparatively higher values than the prescribed standards

for NO3 - , SO4

- - , Cl – at some places. Further, a high level of electrical

conductivity (EC) indicates higher value of dissolved solids/ions in the water

samples.

Parameter

Concentration (mg/l)

Site 1 Kulasi

Site 2 Dulhera

Site 3 Chhara

Site 4 Badli

pH 7.41 7.51 8.27 7.99

EC ( µmhos /cm)

2940 2460 4597 3448

CO3 - -

(as CaCO3) 0 0 0 0

HCO3 -

(as CaCO3 ) 704 379 975 271

Cl - 592 584 730 621 SO4

- - 51 129 350 499 NO3

- 60 33 193 190

F - 0.00 1.22 1.60 0.92 Ca+ + 97 80 84 164 Mg+ + 107 85 156 229 Na + 235 270 239 180 K + 250 129 766 21 Total Hardness (as CaCO3)

685 548 853 1356

79

Table 2.26: Physico-Chemical analysis of Ground Water (Badarpur - Faridabad Corridor)

Parameter

Concentration (mg/l)

Site 1 Kot

Site 2 Pali

Site 3 Shahbad

Site 4 Fatehpur

pH 7.85 7.10 7.37 7.42

EC in (µmhos /cm)

1255 3150 1076 428

CO3 - -

(as CaCO3) 0 0 0 0

HCO3 -

(as CaCO3 ) 369 356 344 147

Cl - 188 618 123 69 SO4

- - 120 575 50 0.0 NO3

- 0.5 7.5 2.0 7.5

F - 1.50 1.00 0.24 0.97 Ca+ + 69 132 56 43

Mg+ + 59 107 28 19 Na + 140 500 115 17 K + 2.7 8.0 7.5 2.0 Total Hardness (as CaCO3)

416 772 257 186

88

2.3.2.8 Socio-Economic Survey

In order to assess and evaluate the likely impacts arising out of any new developmental

projects on socio - economic environment, it is necessary to gauge the

apprehension/appreciation of the people in the vicinity of the project area. Socio –

economic survey serves as an effective tool for fulfilling this requirement.

The metro rail system has certainly considerable advantages over road-oriented

transport modes like less traffic congestion, better land utilization besides being more

energy efficient. However, implementation and operation of the proposed project will not

be exclusive of certain socio-economic impacts at the community level. Developmental

projects, though aimed as a public welfare measures, have acquired considerable

significance in recent times as they bring in their wake certain social impacts(positive as

well as negative), to which organized public groups, have almost always reacted on

certain predictable lines. As a result, governments have become increasingly sensitive

to the demands and needs put forth by the community and in turn they attempt to evolve

suitable administrative measures to address the same, within their limits of capacity.

Viewed from this point of view, socio-economic impact assessment of the proposed

metro corridors becomes an important integral component of the Environment Impact

Assessment (EIA) programme. Accordingly the socio-economic impact assessment

study of the proposedt metro corridor has been basically conceived with the following

objectives to assess the nature and magnitude of the impact on the people, during three

stages namely, a) pre-construction stage b) construction phase and c) post-construction

or operated stage. In socio-economic terms the nature and the intensity of the impact

due to the proposed project and the manner in which it evokes from the community,

depends largely upon the way the project is going to affect their lives in future. In the

present case of metro rail project, socio-economic effects and public response to the

project will depend upon among other things, the residential or livelihood location of the

public in conjugation with the metro rail alignments (along both the corridors). Keeping

this in view, three categories of people can be identified:

(i) Directly affected population:

• Persons who will be losing properly/livelihood completely

• Persons who will be losing property/livelihood partially

89

(ii) Persons living in the areas abutting the project location, but who are only indirectly

affected due to project construction, operation with attendant impacts on environmental

pollution etc. In this exercise it is assumed that the degree of negative impact would be

directly proportional to the proximity of location of the household to the rail alignments,

i.e., closer the household location to the track greater will be the negative impact. It is

also assumed that during the pre-construction stage, land acquisition will take place

ahead of the project start-up, which will affect the first category of households, because

of loss of property/loss of disturbances, inconveniences caused by construction

activities, such as noise pollution, dust nuisance, traffic diversions, hardships due to

disruption and dislocation of water supply lines, sewerages lines, electricity and

communication lines, which however may be termed as secondary in nature.

In addition, there is yet another category of people, which is the general public who may

be living within 500 m of the rail track (including the floating population) and the general

public residing in the nearby area, who are the prospective users of the proposed metro

project. These second category of population may not be subjected to above mentioned

negative impacts, but will receive positive benefits in future as potential users of the

metro rail facility. As this group also fairly important as representative members of the

public. Thus , to identify, the first category of people( likely to be directly affected due to

acquisition of land/property and loss of home or livelilihood), a separate survey has to

carried out to formulate the Resettlement and Rehabilitation (R&R)Plan for the Project

Affected Persons(PAPs), which will be submitted separately after obtaining more and

specific information from DMRC. Further, to take care the opinion of the second

category of public, socio - economic surveys/Questuionarre in the form of opinion poll

(i.e., interview) was conducted on both the sides of the proposed corridors (Badarpur -

Faridabad and Mundka - Bahadurgarh corridor) by the trained persons and was

recorded for further analysis. At first, the respondents were asked to provide the

personal information like their age, educational qualification, vehicle ownership,

occupation, their awareness about the project and also on the their opinion about likely

benefits of the proposed metro project, possibility of their using the proposed metro

facility was taken. The results of the opinion survey at both the corridors have been

summarized in following sections.

90

2.3.2.8.1 Mundaka-Bahadurgarh Corridor

The Best source to know the socio- economic profile of the population of the area,

which the proposed project is likely to serve, is the census data . The information can be

obtained from the Census survey data (2001) published by the Govt. of India. The

information is contained ward-wise(urban area) and village - wise(rural area) and

includes information on total population, number of house hold, sex ratio, percentage of

SC &ST. literacy rate and work participation rate. This information for the Bahadurgarh

area is given in Part B of the report.

2.2.1.8.1.1 Summary of the opinion poll survey

During the opinion survey, approximately 1450 persons were interviewed and asked

their opinion to a prepared questionnaire. Most of the people interviewed belonged to

the age group of 20 -40(Fig. 2.21). Most of the people interviewed had the educational

qualification up to 12th standard and were either working in the private sector or were

studying (Fig. 2.22). In fact, these are the two groups who are most likely to use the

proposed metro and their opinion about the metro project is mostly the reflection of the

whole population of the area likely to be served by the proposed metro project. Most of

the respondents did not own any motorized vehicle (e.g., scooter or car) and were using

bus for commuting (mostly daily) for their intended destination (Fig. 2.23). Majority of

the respondents (> 90%) were aware about the proposed metro project on the corridor

and had shown their willingness to use the metro once it is operational (Fig. 2.24). Most

of these respondents ( ~ 65%) had the monthly income less than Rs. 5000/ and had

perception that the proposed metro would increase the land values of the surrounding

area due to the increased accessibility provided by the proposed metro project (Fig.

2.25 and Fig. 2.26). Thus, as per the opinion survey indicates, majority of the

respondents, representing the whole population of the project area are strongly in

favour of the proposed metro project.

91

Percentage of Samples Surveyed

94%

6%

Male

Female

Distribution of Age of the Samples (%)

16%

63%

19%2%

< 20

20-40

40-60

>60

Total number of samples surveyed = 1446

Fig. 2.21: Summary of Socio – economic survey (Mundka- Bahadurgarh corridor)

92

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

Illiterate Primary Middle 10th 12th Grad. Post.

Gradu.

Others

Educational Qualification

Perc

en

tag

e o

f S

am

ple

s

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

45.00

50.00

Service

Gov

t.

Service

Pvt

.

Service

Indu

stry

Own

Busines

s

Self E

mploy

ed

Stude

nt

Hou

sewife

Ret

ired

Oth

ers

Occupational Pattern

Perc

en

tag

e o

f S

am

ple

s

2.22: Observed educational qualification and occupational pattern (Mundka-Bahadurgarh corridor)

93

Vehicle Ownership Pattern

11%

28%

61%

Car

Two Wheeler

Not Owned

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

Bus RTV Car 2-W Auto Chartered

BusMode of Transport

Pe

rce

nta

ge

of

Sa

mp

les

5%

3% 7%

85%

Daily

Weekly

Monthly

Occasionally

Trip Pattern

Fig. 2.23 : Observed vehicular ownership pattern , mode of transport and trip pattern

(Mundka-Bahadurgarh corridor)

94

Awernessof Proposed Metro Rail in

Bhagadurgarh

92%

8%

Yes

No

Willing to Use the Proposed Metro Rail

97%

1%2%

Yes

No

Maybe

Fig. 2.24: Awareness about the metro and willingness to use the proposed metro (Mundka-Bahadurgarh Corridor

95

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

< 3000 3000 -

5,000

5,000-

10,000

10,000 -

15,000

15,000 -

20,0000

20,000 -

25,000

25,000 -

30,000

30,000 -

50,000

> 50,000

Income Distribution

Pe

rce

nta

ge

of

Sa

mp

les

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

Red

ucing T

rave

l Tim

e

Fare

Safet

y

Com

fort

Enviro

nmen

tal C

onsid

erat

ion

Oth

er

Perception of Benefits due to Proposed Metro Rail

Pe

rce

nta

ge

of

Sa

mp

les

Fig. 2.25: Observed income distribution, and perception of benefits due to proposed

metro (Mundka-Bahadurgarh corridor)

96

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

Increasing

Accessibility

Employment

opportunities

Increasing of

House rents

Changes of

Land value

All

Expected Imapct of Metro Rail

Perc

en

tag

e o

f S

am

ple

s

2.3.2.8.2 Badarpur - Faridabad Corridor

The information on socio -economic profile of the population of the Faridabad area ( i.e.,

project area) have been obtained from the Census of India(2001) , published by Govt. of

India. These information are contained ward-wise(urban area) and village - wise(rural

area) and includes information on total population, number of house hold, sex ratio,

percentage of SC &ST. literacy rate and work participation rate. This information for the

Faridabad area is given in Part B of the report.

During the opinion survey, carried out along the proposed Badarpur - Faridabad

corridor, approximately 1250 persons (mostly men) were interviewed and asked their

opinion to a prepared questionnaire. Most of the people interviewed belonged to the age

group of 20-40 (Fig. 2.27). Most of the people interviewed had the educational

qualification of 12th standard (~ 35%) or graduate (30%) and were either working in the

Fig. 2.26: Perception of the public regarding the expected impact of Metro (Mundka- Bahadurgarh corridor)

97

private sector (~ 40%) or were employed in their own business (~ 15%) (Fig. 2.28). In

fact, these are the two groups who are most likely to use the proposed metro. Some of

the respondents did own (personalized) motorized vehicle (e.g., scooter or car) (Fig.

2.29) and were using bus, local trains and autos( in order of majority ) for commuting (

mostly to Delhi) on daily basis for their intended destination. Majority of the

respondents (> 75%) were aware about the proposed metro project on the corridor and

had shown their willingness (~ 95%) to use the metro, once it is operational (Fig. 2.30).

Most of these respondents ( ~ 60%) had the monthly income less than Rs. 5000/ and

had perception that the proposed metro would increase the land values of the

surrounding area due to the increased accessibility provided by the proposed metro

project (Fig. 2.31). Thus, as per the opinion survey indicates, similar to the opinion poll

results of Mundka - Bahadurgarh corridor, majority of the respondents, representing the

population of the project area are in favour of the proposed metro project.

98

Percentage of Samples Surveyed

82%

18%

Male

Female

Distribution of Age of the Samples (%)

10%

70%

19%1%

< 20

20-40

40-60

>60

Total Number of samples surveyed = 1255

Fig. 2.27: Summary of Socio - economic survey (Badarpur-Faridabad corridor)

99

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

Illiterate Primary Middle 10th 12th Grad. Post.

Gradu.

Others

Educational Qualification

Perc

en

tag

e o

f S

am

ple

s

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

45.00

Service

Gov

t.

Service

Pvt

.

Service

Indu

stry

Own

Busines

s

Self E

mploy

ed

Stude

nt

Hou

sewife

Ret

ired

Oth

ers

Occupational Pattern

Perc

en

tag

e o

f S

am

ple

s

Fig. 2.28: Observed educational qualification and occupational pattern ((Badarpur- Faridabad corridor)

100

Vehicle Ownership Pattern

15%

45%

40%

Car

Two Wheeler

Not Owned

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

Bus

RTV

Car

2-W

Auto

Cha

rtere

d Bus

Bicyc

le

Train

Mode of Transport

Perc

en

tag

e o

f S

am

ple

s

9%

6%

10%

75%

Daily

Weekly

Monthly

Occasionally

Trip Pattern

Fig. 2.29: Observed vehicular ownership pattern, mode of transport and trip pattern (Badarpur- Faridabad corridor)

101

Awerness of Proposed Metro Rail in

Faridabad

75%

25%

Yes

No

Willing to Use the Proposed Metro Rail

94%

2% 4%

Yes

No

Maybe

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

< 3000 3000 -

5,000

5,000-

10,000

10,000 -

15,000

15,000 -

20,0000

20,000 -

25,000

25,000 -

30,000

30,000 -

50,000

> 50,000

Income Distribution

Perc

en

tag

e o

f S

am

ple

s

Fig. 2.30: Awareness about the metro, willingness to use the proposed metro and observed income distribution found during the survey

(Badarpur-Faridabad corridor)

102

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

Red

ucing T

rave

l Tim

e

Fare

Safet

y

Com

fort

Enviro

nmen

tal C

onsid

erat

ion

Oth

er

Perception of Benefits due to Proposed Metro Rail

Perc

en

tag

e o

f S

am

ple

s

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

45.00

Increasing

Accessibility

Employment

opportunities

Increasing of

House rents

Changes of

Land value

All

Expected Imapct of the Proposed Metro Rail

Perc

en

tag

e o

f S

am

ple

s

Fig. 2.31: Perception of expected benefits and expected impact(s) due to proposed

metro (Badarpur-Faridabad corridor)

108

2.3.2.10 Resettlement and Rehabilitation(R&R) Survey

The proposed land acquisition plan along both the corridors have been prepared by

DMRC and has been shown in reference drawing(s) no. HARYANA/MN-BHD/LAND

PLAN/2006 (Mundka - Bahadurgarh corridor) and HARYANA/BP-FBD/LAND

PLAN/2006 (Badarpur - Faridabad) corridor. Based on these land acquisition

plan/drawings , a survey of the Project Affected Persons (PAPs) and Project Affected

Famlies (PAFs) has been carried. The summary of the survey has been described in

the following sub-sections.

2.3.2.10.1 Mundka - Bahadurgarh Corridor

As per the DMRC land acquisition plan, the land has to be acquired by the concerned

state governments (Delhi and/or Haryana) and to be handed over to DMRC for creating

infrastructure and associated facilities (metro stations, parking facilities, temporary

construction depos etc.) The summary of land acquisition plan along the Mundka -

Bahadurgarh corridor along NH-10 including description of the(proposed) land - use,

existing land - use, area requirement and its ownership details has been summarised in

tabular form and given as Annexure-1 of the report (Part-A).

From the table it is clear that the most of the land proposed to be acquired has no

permanent construction and are vacant plot owned either by the Govt./NHAI or by the

individuals. Only few commercial shops at the Bus station metro station will have to be

acquired. At other locations the proposed land acquisition is planned on vacant open

plots presently used for different purposes such as the compound of the existing

commercial/industrial unit, play round, corner of the park, within the ROW of NH-10 etc.

Further, there is no displacement or acquisition of existing residential house is

envisaged for facilitating the operation of metro on the corridor.

2.3.2.10.2 Badarpur- Faridabad corridor

Since the whole corridor is within the state of Haryana, the land has to be acquired by

the Haryana Govt. and to be handed over to DMRC for creating infrastructure and

associated facilities. The summary of land acquisition plan along the Badarpur -

Faridabad corridor along NH-2 including description of the(proposed) land - use,

109

existing land - use, area requirement and its ownership details has been summarised in

tabular form and given as Annexure-II of the report (Part-A). As per the land acquisition

plan of DMRC no residential house of permanent structure is likely to be affected.

However, land between Ajronda (metro station no. 7)and Faridabad New Town (metro

station no. 8) which is HUDA land , and proposed to be used as depot area , has been

encroached upon and at present is occupied by slum dwellers. The DMRC and Haryana

Govt. have to take appropriate actions to consider its use for DMRC. In absence of that,

alternative site has to be found out by Haryana Govt. in consultation with DMRC.

110

2.4 Secondary Data Collection

2.4.1 Seismicity

Delhi region falls in zone IV of seismic zoning map of India, which is located on the

margin of Himalayan fore deep (Fig. 2.36). The zone has fairly high seismicity with

general occurrence of earthquakes of 5-6, a few of magnitude 6-7 and occasional

incidence of 7.5-8.0 magnitude shocks. The earthquake history of Delhi region indicates

fairly high Seismicity for the city of Delhi. The most active area of the region is

considered to be the tri-junction of the Delhi-Hardwar ridge, Lahore-Delhi ridge and axis

of Delhi folding. Most of shocks are interpreted to be shallow focus and have

concentrated around Sonepat, Rohtak and Gurgaon region in and around Delhi may be

considered as seismically very active and the tectonic elements of the area are

considered capable of generating an earthquake of magnitude 7 on Richter Scale.

Some areas of Delhi, due to their unique subsurface settings, are relatively more prone

to damage in case of such eventualities. In such cases, apart from the density of

population and type and quality of construction of buildings, thickness of sedimentary

deposits play very critical role.

2.4.2 Geological Setting of Delhi Delhi, the capital of India is bounded by the Indo-Gangetic alluvial plains in the North

and East, by Thar desert in the West and by Aravalli hill ranges in the South. The terrain

of Delhi is flat in general except for NNE-SSW trending ridge which is considered

extension of the Aravalli hills of Rajasthan. The ridge may be said to enter Delhi from

the SW. The eastern part of the ridge extends up to Okhla in the South and disappears

below Yamuna alluvium in the NE on the right bank of the river. River Yamuna enters

Delhi from the North and flows Southward with an Eastern bends near Okhla. The

exposed rocks of Delhi are mainly quartzites with moderate folding. What is of interest

in seismic hazard estimation is the depth of sediments over the rock layers.However,

various recent earthquake events felt in and around Delhi recorded by various

observations located in various parts Delhi are listed below. Since 1994 there has been

a marked cessation of seismic activity. It is shown that the stresses, which earlier were

being released periodically, are now stored in rocks like a spring. If the trend continues

then one day these stresses will be released resulting in an earthquake.

111

Fig. 2.36: The Seismic Map of the Country

112

2.4.3 Ground water

Ground water is one of the major sources for water supply in many parts of the country.

In Delhi too ground water contributes to substantial quantity of supply. Especially in new

development areas ground water is largely being utilised as a drinking water resource,

mainly because of the insufficiency of the Yamuna water share for Delhi. Faster

withdrawal rates would lead to fall in water table and finally depletion of ground water.

The ground water recharge areas need to be identified so that maximum recharge can

be achieved. The recharge areas needs to conserved and preserved for the sustainable

management of ground water and to maintain the potential of the ground water in Delhi.

According to the Central ground water board the recharge areas identified is the

northernmost part of the city areas where the ponds already exist in the villages, the

Najafgarh jheel and its surroundings and the region between the northern ridge can also

be used as water recharge area. A comparison of water levels from 1962 to 1977, 1977

to 1983 and 1983 to 1995 brings out a clear picture of water level declines in major

parts of the territory. The water levels and fluctuations during 1960 and 2001 has been

shown in Fig. 2.37.

During 1977, the water table was by and large within 6m below ground level (bgl) in

major parts of the territory deepest being 23m bgl at near Quatab minar in Mehrauli

Block. In 1983 the depth to water level declined to 10 m bgl in major parts with the

deepest level being 26m bgl at Mehrauli in Mehrauli Block. In 1995 the extent of area

with water levels in the range of 10 to 20 m bgl has substantially increased and the

deepest water level is about 35 m bgl at Gadaipur in Chattarpur basin of Mehrauli block.

The reasons for decline in ground water levels are

(i) Rapid pace of urbanization, leading to reduction in recharge of aquifers.

(ii) Increasing demand in agriculture and industrial sectors as well as domestic

needs for the ever growing population.

(iii) A change in cropping patters in order to raise cash crops in certain areas.

(iv) Stress laid on ground water extraction during drought periods when all other

sources shrink.

(v) Unplanned withdrawal from subsoil aqua

113

(vi)

Fig.2.37: Ground Water Situation in Delhi in Year 1960 and 2001

114

A detailed Electrical Conductivity map has also been prepared for the whole region.

The electrical conductivity (a measure of dissolved solids) of shallow ground water in

the region varies from 630 to 13200 micro-mhos/cm at 25` indicates presence of high

quantity of dissolved solids/ions in the ground water, indirectly also indicating the

presence of hardness in it.

2.4.4 Climate

The climate of the Delhi region is semiarid type, with three well defined seasons. The

cold season begins at the end of November, and extends to in early July and continues

upto September. The hot summer extends from the end of March to the end of June.

The temperature is usually between 21.1° C to 40.5° C during these months. Winters

are usually cold and night temperatures often fall to 6.5° C during the period between

December and February. The average annual temperature recorded in Delhi is 31.5° C

based on the records over the period of 70 years maintained by the Meteorological

Department. About 87% of the annual rainfall is received during the monsoon months

June to September. On an average, rain of 2.5 mm or more falls on 27 days in a year.

Of these, 21.4 days are during monsoon months. For design considerations, rainfall

intensity of 20 to 30 mm which generally occurs in one hour duration has to be taken

into account.

115

3.0 Prediction of Impacts

3.1 Air Quality Impacts along the Corridor(s) using CALINE-4 model

In the present study, to predict impact of vehicular pollution along the proposed Mundka

- Bahadurgarh and Badappur-Faridabad corridors (along NH-2 and NH -10 respectively)

, the Caline-4, latest in Caline series of models has been used. Only a brief description

of the methodology and results have been described in this report. The detailed

methodlogy and results can be referred in Part-B of the report.

Caline-4 is a fourth generation line source air quality model developed by the California

Department of Transportation that predicts carbon monoxide (CO) impacts near

roadways. Its main objective is to assist planners to protect public health from adverse

effects of excessive CO exposure. The model is based on the Gaussian diffusion

equation and employs a mixing zone concept to characterize pollutant dispersion over

the roadway. For given source strength, meteorology, site geometry and site

characteristics the model can reliably predict pollutant concentrations for receptors

located within 150 meters of the roadway. Historically, the Caline series of models

required relatively minimal input from the user. Spatial and temporal arrays of wind

direction, wind speed and diffusivity were not used by the models. While Caline-3 had

several added inputs over its predecessor Caline-2. The Caline-4 is the latest in Caline

series models and has many technical improvement as compared to the predecessors.

The greatest advantage of Caline-4 in comparison to earlier versions is that the Caline-4

is more user friendly which has a graphical window based user interface, designed to

ease data entry and increase the on–line help capabilities of Caline-4.

3.1.1 Input Requirement for Caline-4

The Caline-4 line source air quality model require five data entry screens (i.e. broad

categories of input requirement).

3.1.1.1 Job Parameters

The job parameters screen contains general information that identify the job, defining

general modeling parameters and sets the units (tactometers) that will be used as input

data on the link geometry and receptor positions. Option can be given to find out 1-hour

average (standard), Multi Run (8 hour averages), worst case wind angle (the wind

angles that produce the highest 1–hour CO concentration at each of the receptors) or

116

Multi Run/ Worst case hybrid, which selects the wind angles that produces the highest

8–hour average CO concentrations at the receptors. The input is also provided for

aerodynamic roughness coefficient, also known as Davenport Wieringa roughness

length.

3.1.1.2 Link Geometry

In the Caline-4 model the entire length of the highway/ road is divided into various links,

which in turn are divided internally by the programme into a series of elements from

which incremental concentrations are computed and then summed to form a total

concentration estimate for a receptor location. Each element is modeled as an

equivalent finite line source (EFLS).In the model links have been defined as that

section/ mid point or stretch of the road or highway which can be fairly considered as a

straight stretch of highway having uniform width, height, traffic volume and vehicle

emission factors. Its ends and point coordinates specify the location of the link. It is

important that no one link should be more than 10-km length. The model also specifies

that in a run, the total number of links should not be more than 20. The links can be

categorized in 5 different ways; At Grade, Fill, Depressed, Bridge and Parking Lot

depending upon the type of roadway that each link represents. Along with these

information each link requires input for the highway width to be used for finding out

mixing zone width.

3.1.1.3 Link Activity

The Caline-4 also requires input at each link regarding hourly traffic volume (vehicles/

hour) and Weighted Emission Factor (WEF) expressed in gm/mile which may vary by

time of the day.

3.1.1.4 Run Conditions

It requires input for the meteorological parameters needed to run Caline-4. The

meteorological parameters that are required as inputs are wind speed (minimum choice

available in the model is 0.5 m/sec), wind direction, wind direction standard fluctuation,

stability class (P–G stability classes), mixing height and ambient temperature. The

inputs may be chosen for 1 hour or 8 hour depending upon the user’s requirement. In

the worst-case wind angles (for 1-hour average CO concentration) and for Multi Run

worst case Hybrid (for 8-hour average CO concentration) the model selects the wind

117

angles, irrespective of the input, to calculate the highest CO concentrations at each of

the receptors.

3.1.1.5 Receptor Locations

The receptor position screen of the model contains the data input for all receptor

locations and also displays a diagram of the link geometry and receptor locations. Care

is taken to express the receptor locations with the same Cartesian coordinate system

and units of measure as the link geometry. For each receptor (maximum number of

receptors = 20) inputs are required for x and y coordinates and its height (z).

3.1.2 Summary of the Prediction Results using Caline-4 model

From the 1-hour and 8-hour predicted values, (described in detail in Part-B of the

report) calculated for three different Scenarios as mentioned above, it can be observed

that the with the introduction of metro , it is expected that the air pollution levels along

the highways will decrease by approximately upto 14% on both the corridors for

Mundka - Bahadurgarh corridor and for Badarpur - Faridabad corridor. The above figure

has been arrived assuming a conservative estimate that (i) Traffic on the highways are

growing at 5% annual growth rate and (ii)only 20% of the two wheelers and 10% of the

four wheelers will be shifting to the metro in year 2010.Moreover, the Guassian models

tend to give predicted values, which are generally on higher side. It can be concluded

that under the actual traffic and meteorological conditions (observed as well as under

worst- case conditions) the predicted values will be much lower than the present values

and thus it will have significant positive impact on the air quality of the surrounding

region after the introduction of the metro along these corridors..

3.1.3 Estimation of reduction in vehicular emission loads due to the introduction of

Metro along the proposed corridors

The major impact after the introduction of the metro along any corridor is the significant

reduction in terms of vehicular emission loads due to the shifting of personalized mode of

transportation (viz., two wheelers and four wheelers) to the metro. For emission load

calculations, the emission factor given by Central Pollution Control Board (CPCB) has

been used. The emission load calculations were again made for three scenario as

described earlier. The results of the above exercise (viz., estimation of WEF values for

different pollutants under the three scenarios, estimation of emission loads and

118

estimation of emission gains in terms of reduction in vehicular emission loads) has been

shown in for both the corridors in Part - B of the report. It is further estimated that the

proposed introduction of metro along these corridors will reduce the vehicular emission

loads by approximately 7% , which will have the direct impacts in terms of improved air

quality along the highways as well in the surrounding area/region.

3.2 Impact on Ambient Noise levels along the Corridor(s) using CORTN/CRTN model

The levels of noise emitted by traffic are routinely measured or predicted using the

standard UK method for the Calculation of Road Traffic Noise (CRTN or CoRTN Model).

All predicted or measured noise levels are expressed in terms of the index L10 hourly or

L10 (18-hour) dB(A). The value of L10 hourly dB(A) is the noise level exceeded for just

10% of the time over a period of one hour. The L10 (18-hour) dB(A) is the arithmetic

average of the values of L10 hourly dB(A) for each of the eighteen one-hour periods

between 0600 to 2400 hours.

The CRTN method of predicting noise from a road scheme consists of the following five

elements: (i) Divide the road scheme into segments so that the variation of noise within

this segment is small (ii)Calculate the basic noise level at a reference distance of 3.5m

from the nearside carriageway edge for each segment (iii) Assess for each segment the

noise level at the reception point taking into account distance attenuation and screening

of the source line (iv)Correct the noise level at the reception point to take account of site

layout features including reflections from buildings and facades, and the size of source

segment (v)Combine the contributions from all segments to give the predicted noise

level at the receiver location for the whole road scheme. The above steps in the

procedures are as follows: (i) Dividing the road scheme into segments (ii) Prediction of

basic noise levels (iii) Correction for mean traffic speed, percentage of heavy vehicles

and gradient (iv)Road surface (v)Distance correction (vi)Ground cover correction (vii)

Obstructed propagation (Screening effect) (viii)The effects of reflection (ix) Site layout

(x)Size of segment (xi) Multiple roads including road junctions.

Since, the CoRTN model only accounts for the noise generated by road traffic, the noise

generated by metro has to be added to arrive at the combined effect of the road traffic

and metro rail along the proposed metro corridors. The noise generated from the metro

119

rail consists of mainly three components : (i) Motor Noise (ii) Gear Noise (iii) Wheel-Rail

Contact Noise. A hemispherical sound wave propagation model through a homogenous

loss free medium is used to estimate the cumulative impact of all above components.

The noise generated by the cobined effect of road traffic and metro rail has been

estimated. Since the predicted results by CoRTN model given values in terms of L10

values, the same has been converted to Leq values by using empirical formulau

suggested by TRRL (LAeq,1h = 0.94 x LA10,1h + 0.77dB). The predicted combined values

of the noise generated from road traffic and metro rail were found to be within ±5% of the

observed values(the details of noise prediction methodology has been described in detail

in Part-B of the report).

Terrestrial (175) Water (75) Topographic (10) Socio-economic aspects (230)

Natural Vegetation (80) Surface water: (40) character Economic output (40)

Crops (20) BOD (10) Visual observation (10) Employment (30)

Species diversity (20) COD (5) odour (5) Housing (20)

Plant species (30) DO (5) Native fauna (5) Education (30)

Oil and grease (5) visual quality (5) Transportation (30)

Aquatic (25) Total dissolved solids (5) Green cover (50) and communication

Water bodies (15) Bacteriological profiles (10) Sound (5) Occupational health (25)

Canal (10) Visual quality of air (5) Infrastructure (35)

Ground water: (35) Composite effect (5) development

TDS (5) Sanitation (10) Human resettlement (20)

Water table (30)

Traffic related Aspects (120)

HUMAN INTEREST (350)

ENVIRONMENTAL IMPACT (1000)

BIOLOGICAL ENVIRONMENT (200) ENVIRONMENTAL POLLUTION (350) AESTHETICS (100)

Air (150) Fuel cost (30)

SPM (35) Traffic safety (15)

PM10 (35) Congestion (20)

SO2 (20) Land cost (15)

NOx (20) Travel time (40)

O3 (10)

HCs (20)

GHG emissions (10)

Land 75

Land use pattern (35)

Soil erosion (20)

Soil chemistry (10)

Topography (10)

Noise 50

Communication effect (15)

Occupational noise (15)

Physiological effect (20)

Fig.4.5 : Assigned Weights for Environmental Parameters

149

5.0 Environmental Management Plan (EMP)

5.1 Introduction

The purpose of Environmental Management Plan (EMP) is to identify measures that

safeguard the environment and the community likely to be affected by the project. The

objectives of mitigation are to:

• Find better alternatives and ways of doing things;

• Enhance the environmental and social benefits of a project;

• Avoid, minimize or remedy adverse impacts; and

• Ensure that residual adverse impacts are kept within acceptable levels.

In practice, mitigation is emphasized in the EIA process following impact identification

and prediction, and recommended measures will be an important part of the EIA report.

These measures will be then incorporated into the terms and conditions of project

approval and implemented during the impact management stage of the EIA process.

The objectives of impact management are to:

• Ensure that mitigation measures are implemented;

• Establish systems and procedures for this purpose;

• Monitor the effectiveness of mitigation measures; and

• Take any necessary action when unforeseen impacts occur.

The environmental costs of development proposals are also internalised by project

developer. The mitigation measures are more expensive in capital outlay but have been

found to be cost effective over the long run. The elements of mitigation are organized

into a hierarchy of actions:

• First, avoid adverse impacts as far as possible by use of preventative measures(i.e.,

Impact avoidance);

• Second, minimize or reduce adverse impacts to ‘as low as practicable’ levels (i.e.,

Impact minimization); and

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• Third, remedy or compensate for adverse residual impacts which are unavoidable

and cannot be reduced further (i.e., Impact compensation).

Further, mitigation should be carried out by:

• Structural measures, such as design or location changes, engineering modifications

and landscape or site treatment; and

• Non-structural measures, such as economic incentives, legal, institutional and policy

instruments, provision of community services and training and capacity building.

Structural measures are well established for certain types of projects, such as dams,

roads and oil and gas exploration and development. In some cases, industry codes of

good practice will be available. However, these need to be applied with regard to the

nature and severity of environmental impacts ; for example, taking account of nearby

protected areas, patterns of wildlife mitigation or constraints imposed by natural

hazards. Non-structural measures are used increasingly. They can be applied to

reinforce or supplement structural measures or to address specific impacts. For

example, many types of social, community and health impacts are addressed by non-

structural measures and their use is becoming broader.

Thus, the major components of the EMP are

• Mitigation of potentially adverse impacts

• Monitoring during project implementation and operation

• Institutional capacity building and training for Environmental Management

System(EMS)

• Implementation Schedule and environmental cost estimates

• Integration of EMP project Planning, Design, Construction and Operation

5.1.1 Environmental Management Plan along the proposed corridors All urban infrastructure projects on account of their sheer size and nature tend to be

invariably accompanied by significant impacts on various components of ecosystem,

both during the construction and operation phases of the project. The nature of these

impacts could be either negative or positive, depending upon their potential to adversely

or favourably affect the environment and the resident community. While favourably

viewing the positive impacts on the environment and on the public, it is imperative to

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develop appropriate, sound Environmental Management Plans (EMPs) with

considerable care and skill in the light of latest developments in the field including

bringing in the most modern technology which should be able to exclude where possible

or minimize the degree of any negative impacts on the ecosystem and the community.

In the absence such EMPs or poor inadequate implementation of well conceived plans,

could lead to irreversible and significant negative impacts on the health of ecosystem,

with high social and environmental cost to the community. In this context the proposed

Expansion of Delhi Metro along the Badarpur - Faridabad and Mundaka - Bahadurgasrh

corridors (along the NH-2 and NH-10 respectively) is no different from such other

infrastructure development projects and hence its implementation need a complete

review of ecosystem impact and socio-economic impacts for addressing the same in an

effective manner. These potential impacts have been identified and discussed in detail

in the previous chapter and in the light of them, it becomes a abundantly clear that an

appropriate Environmental Management Plans (EMPs) are absolutely essential for

safeguarding the health and safety of the environment and the civic community. Hence,

with the objective of minimizing the negative impacts and optimizing the positive

benefits of the Metro Rail project, a comprehensive Environmental Management System

(EMS) has been drawn up here and are discussed component wise in the following

paragraphs.

5.2 Design Stage

5.2.1 Seismicity

Delhi and adjoining are placed in the zone III of the seismic activity as per BIS, the

horizontal Coefficient corresponding to zone III shall be taken into consideration for

design of all civil structures like viaduct, tunnel and stations. The pier being founded on

a group of four piles anchored at the bottom in soft / hard rock is expected to be much

safer than normal foundation form seismic angle.

5.3 Pre- Construction Phase

5.3.1 Land Acquisition

Whenever, Pre-construction site – surveys and investigation starts for any proposed

transportation project starts, most of the people in the nearby region/area mostly

welcome such projects because of their expected potential benefits related to travel

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comforts, reduction in journey time, less pollution and possible socio - economic

benefits like improvement in business, commercial and industrial activities leading to

overall development of the region and improvement in standard of life for the whole

population . However, there is always a sizable proportion of the population in the

immediate vicinity who are apprehensive because of the possible land acquisition along

the project alignment, which might affect their livelihood. As a result, population in the

surveyed area suffers uncertainties and anxieties regarding how the project will affect

them. It is imperative on the part of local authorities that the population along the

proposed alignment is given detailed and clear information through arranging the formal

and informal meetings with different walks of population and stakeholders and also

through electronic media and newspapers. Project proponent on its part, during the

surveys can ensure that the accurate information available to them is communicated to

the affected population, high lighting the positive salient features of the project.

Further, prospect of the high land values encourages many people to artificially increase

the land values and encourages the squatters and settlers to illegally occupy the Govt.

lands in hope of compensation. In such situations, Govt./concerned local authorities

may impose the ban on land transactions until the final land requirements have been

determined. Further, they take appropriate action to prevent illegal settlers to occupy the

Govt. land which can not only create law and order problems but may also delay the

implementation/execution of the project.

In some cases loss of personal property and other material resources becomes

unavoidable. In those cases appropriate Resettlement and Rehabilitation (R&R) plans

can be drawn and implemented. While drawing the R&R, view of the Project Affected

Persons (PAPs) should be ascertained. While, care should be taken to provide

adequate compensation as per the rules, is provided at the earliest, priority may be

given to vulnerable section of the society like socially and weaker sections, widows,

handicapped persons etc. What best could be done to reduce the magnitude of loss and

mitigate human problems arising out of loss of property resources. It often involves

almost concomitantly loss of source of livelihood as well. Management plans to deal

with such contingencies are fairly well known. Already social consensus exists on some

well-known management strategies.

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In both the corridors (i.e., Badarpur - Faridabad and Mundaka - Bahadurgarh) the

proposed metro will be on elevated track at the existing medians along the NH-2 and

NH-10 respectively, which will require only minimum land acquisition, that too only

where the metro stations and associated infrastructure will be built. Some additional

land will also be required for the construction of yard and for construction depos on

temporary basis. It is expected that in both corridors loss of personal property resources

will be minimal and that majority of them losing particularly commercial/industrial

properties. It does not however, involve loss of source of livelihood. As the public

opinion is highly in favour of the proposed Metro Rail project, the affected persons

concerned are unlikely to resist acquisition of property. However, providing

compensation without any delay will be an acceptable solution. The quantum of

compensation may be determined based on the existing loss of the land like land

acquisition act or any other applicable act as going to be applicable for the proposed

Metro Rail corridor. With regard to the displaced persons who might lose the entire

property (which can be identified through R&R survey, the management plans have to

be worked out by taking into account, size of the property, location of the property,

nature of property, loss of source of livelihood and the affected person’s perception of

loss of property. Many of these persons might be engaged in business over a long

period of time, these people are not expected to change their occupation and hence

providing them with alternate employment is not obviously the solution. In addition to

paying them the cash compensation, such persons may be given preference in allotting

business infrastructure facilities, where such facilities already exists or likely to be

created following the implementation of the proposed metro rail project like for example,

in the allotment of built-up space in the stations and/ or at some intersection points. The

persons who stand to lose the residential buildings and residential cum business places

may be provided with alternative sites and the cost of construction, in lieu of cash

compensation. Public consultation meets will help in removing the information gaps

between the PAP and Project proponents and help in creating a favourable public

opinion. Therefore, it is suggested to develop a full fledged public relations office with a

special officer to handle the matters quickly and personally.

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5.3.2 Green Cover Management Plan

With the high rate of population in vehicular growth in the urban centers and high

density of urban population, the need for proper green cover is most essential, not only

for aesthetic purposes but also for the fulfillment of ecological functions in the urban

areas. The urban green cover or the urban forestry has recorded several notable

developments in the recent past including incorporating green cover management plan

into the planning process/stage itself, rather than during construction or operation

phase. These measures enable putting forth the sensitivities and commitment of the

project proponent (i.e., Delhi Metro) towards environmental preservation in front of the

public as well as to the administration who are closely monitoring/observing the

implementation of the whole project. As a result, when the actual cutting/trimming of

trees/green cover starts, the green cover development/management plan/initiatives will

already be in place. These measures always helps in building good image of the project

proponent and also the opinion of the public about the project.

Further, in order to offset the loss of green cover on account of proposed project, the

following green cover development and management plan is suggested consisting of

three major aspects, viz., (i) compensatory afforestation program for the trees that will

be lost during the construction of the proposed project, (ii) developing a green belt

curtain or under corridor green terrace beneath the elevated track to replace the lost

microhabitat, and (iii) proactive action of compensating the tree canopy lost due to

trimming of the trees along the corridors. The health of the trimmed trees can be further

ensured by applying chemicals like Copper Sulphate in required quantities on the cut

faces to inhibit sap loss, fungal attacks etc. The other alternative, namely, the

translocation of trees is not suggested. The reasons are, (i) all the trees that need to

been cut or trimmed are common species only, (ii) no endangered species or rare have

been found, (iii) the process of translocation itself required the tree to be pruned and as

a consequence, the survival rate of translocated tress may not be 100%.

5.3.2.1 Compensatory Afforestation Program

From the detailed enumeration of tree cover along the proposed alignment, it was

estimated that approximately 550 and 700 trees would have to be cut to facilitate the

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construction of the proposed Badarpur - Faridabad and Mundaka - Bahadurgarh metro

corridors along the NH-2 and NH-10 respectively. At present the metro rail

construction has to be aligned along the median (i.e., central verge) so, tree cutting will

mostly limited to the median only except at few other locations along the road side

where metro stations will be built along with parking facilities. While, whole of the

alignment along the Badarpur -Faridabad corridor will be in the state of Haryana, in the

case of Mundaka-Bahadurgarh corridor approximately two third of the alignment (i.e.,

6.5 Km) (up to the Tikri border, separating the states of Delhi and Haryana) will be in

Delhi State and remaining one third of the corridor of appromately 3.5 Km, upto

Bahadurgarh, will be in Haryana State. As the maintenance of the road corridor,

including median (and thus trees and plantation also) are taken care by the concerned

National Highway Authority of India (NHAI) corridor units , the necessary information

/permission has to be taken by the NHAI , followed by the forest office in Distt. Of

Faridabad (for Badarpur - Faridabad corridor) and Delhi state and Jajjhar Distt (in

Haryana, for Mundaka - Bahadurgarh corridor) will have to be taken as per the standard

procedure/provisions described in The Conservation of the Trees Act (1994) applicable

in Delhi and The Forest Conservation Act (1980) applicable in state of Haryana.

As stipulated by various legislations and following various guidelines related to green

cover aspects, it is suggested/recommended to undertake the plantation program at the

rate of 10 trees for every tree cut. Thus, it is suggested to plant trees in 1:10 to

compensate the trees that would be lost in the both the corridors. The cost for the same

have been calculated at the rate of Rs. 700/- per tree (inclusive of costs tree guard,

nursery cost, watering, pest and weed management and maintenance etc. for a period

of five years). The plantation program shall commence earliest possible or even before

cutting and trimming action so as to ensure early make up of Green Cover loss, due to

the proposed project. Cost estimates in details of area required for compensatory

afforestation are given below in Table 5.1 and Table 5.2 for both the corridors.

Further, the tree spices recommended for afforestation are summarized in Table 5.3.

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Table 5.1 : Cost estimates for compensatory afforestation (Mundaka - Bahadurgarh corridor

Total loss of Trees (Nos.) 700 Average cost of one tree (Rs.) 700

Total Loss (Rs. Lakhs) 4.90 Lakhs

Table 5.2 : Cost estimates for compensatory afforestation (Badarpur - Faridabad corridor)

Table 5.3: Recommended tree species for Reafforestation

S. No. Local Name Botanical Name 1. Neem Azadirachta indica

2. Sisso Dalbergia sisso 3. Eucalyptus Eucalyptus 4. Kikar Acacia nilotica 5. Ashok Sarasca indica 6. Jamun Syzygium cumini

It is suggested that land for the afforestation program should be chosen near those

areas where trees have been lost in consultation with the NHAI and the respective

Forest governments. The views of the Gram Panchayats and other local bodies whose

land might be used may also be consulted as per the existing rules and regulations.The

tree types suggested for the compensatory forestry/plantation are native species

consisting of fruit yielding, ornamental and key stone species, which are suitable for

local climatic and soil conditions. It is also recommended that the help/advise may be

taken from the Forest, Horticulture and Agriculture Departments for its effective and

successful implementation.

5.3.2.2 Proactive Compensation for Lost Canopy Cover

Since, the proposed alignment will be on the median of the NH-2 and NH-10

respectively and these are four lane Highways, it is most unlikely that on account of

clear requirement of the captive land area of five meter on either side from the centre of

the alignment, not many tree branches will have to be trimmed except at the places

where the metro stations will be proposed, for the project construction activities. It is

Total loss of Trees (Nos.) 550 Average cost of one tree (Rs.) 700

Total Loss (Rs. Lakhs) 3.85 Lakhs

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advisable that the minimum tree pruning may be carried out strictly as per the

requirement, that too under the direct supervision of the forest officer of the Delhi Metro.

From the estimates of the earlier similar enumeration studies, it is seen that the

trimming is mostly limited to less than 50% of the total canopy of individual trees and

hence the trimmed tree should invariably survive. According to the existing legislations

no mandatory and compensatory plantation is required. However, it is suggested to

undertake plantation program to replace the loss of canopy area also due to pruning. It

is proposed to plant trees in the ratio of 1:1area basis for canopy loss on barricaded

lands. The species recommended above can be considered for proactive compensatory

afforestation.

5.3.2.3 Developing Green Belt Beneath the Elevated Track

It is expected that the whole of the elevated section of the track along the proposed

corridors, the lower edge of the track will be at 5.5m from the ground level with pillars at

every at 25m with each of the track having about 1.5m diameter. The general practice

adopted elsewhere is to develop a ribbon like park all the way underneath the track.

However, in the present case, on the corridors the respective NHAI corridor units have

already grown shrubs and small ornamental trees as part of their corridor management

plan. It is recommended that these existing plantation, which are not likely to affect the

metro operation and its safety may be integrated with the proposed green cover

development under the elevated track, keeping in view the aesthetics and landscaping

of the surrounding areas. Appropriate shade loving and light loving trees ssould be

preferred depending on the location. Thus, the green belt devlopment under elevated

tracks, when fully developed, will present aesthetic view of elevated track, reduce any

odd visual impact of viaducts and also helps to serve as dust and noise absorbent

barrier in the along the highways in the traffic busy areas.

5.3.3 Implementation Aspects

To undertake all the three management plans need considerable resource outlay and

commitment from the Delhi Metro the required financial estimates are approximately

$$$$ excluding the cost of the land and cost of the Grren cover devlopment with

landscaping underneath the elevated track. Further, to obtain sustainable results in the

green cover management, it is suggested that the Green Belt development underneath

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the elevated track be handed over to the NHAI, and Compensatory forestry and

proactive compensation program be handed over to the Forest Department (s) of Delhi

and Haryana for managing their area of jurisdiction

For the compensation program, it is recommended that the plantation may be carried

out near the existing sites only after the due consultation with the Forest department

and other concerned authorities. As both the proposed corridors are very close to the

Delhi- Haryana Borders, there should not be any difficulty in finding the suitable sites for

the same. The composition of the species to be planted can be further planned and

developed in accordance with the local requirement of the site location and ecological

functions and also as per the provisions of the 74th Amendment to the Constitution of

India and Guidelines of Joint Forest Management as issued by the Ministry of

Environment and Forest requiring association/consultation with the local self

government agencies or civic society agencies for the areas controlled by the Gram

Panchayats and other local bodies.

5.4 Construction Phase

5.41 Air Quality at Construction Sites

Air quality is one of the key factors/consideration for the Metro rail construction. The

proposed Metro corridor project will have some negative impacts on the quality of air

during the construction phase, which will attain significant positive impacts during the

operational stages of Metro Rail due to improvement of air quality with likely shifting of

passengers from private vehicles (i.e., two and four wheelers) to the Metro.

During the construction phase, the air pollution levels are likely to increase in the

construction areas on the account of the various activities associated with the

construction, such as excavation of the ground for foundation, Tunneling, Movement of

Heavy duty vehicles, loading and unloading of huge quantities of surplus and waste

materials etc. As described in the previous chapter, in the absence of a sound

management plan the rise in the air pollution may assume significance. Considering

various options and technologies available, comprehensive management plan is

suggested to control and reduce air pollution during the construction phase. A model

‘Environmental Quality Management Manual’ is given in the Appendix V, which may be

incorporated in ‘Construction Contracts’ (source : DMRC, New Delhi).

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Suspended Particulate Matter (SPM)

As described in the previous chapter, the SPM rise will be on the account of two sources

viz. from the heavy vehicles pressed into action and from the construction activities

themselves. The first source, i.e. SPM from the vehicular emission may be effectively

controlled according to the environmental standards , by engaging only the vehicles with

proper ‘Pollution Under Control Certificate’ and proper and regular tuning of the vehicle

engines. SPM from the demolition, excavation, and construction activities can be

reduced by strict adherence to the good practices like proper enclosures to reduce the

spillovers, proper moisture sprinkling of sites and structures to reduced the air borne

SPM content, water showers on the ground before land clearing activities at the

construction sites, adequate dust covers for all tippers used for taking the waste to the

disposal site etc. Further, good practices like washing all the vehicles before they leave

the construction sites, as practiced in Delhi metro construction sites, with impressive

results, sprinkling of water on haul roads, dust cover over trucks during transport, off

peak hour activities in construction reducing idling of delivery trucks etc. must be

adopted to minimize the problem of high level of SPM.

Oxides of Nitrogen and Sulphur

The source of these pollutants primarily will be from the automobiles used in the

construction processes. By making use of the low sulphur fuels, the oxides of sulphur

can be minimized and similarly be using well maintained vehicles the NOx emission also

can be controlled.

Hydrocarbons

The source of hydrocarbon emissions is incomplete combustion of fuels in the vehicles.

Therefore and by proper tuning of the vehicles, with catalytic converters etc., these

emissions can be reduced at the source point only. Periodic emission tests shall be

ensured and recorded at the site of the vehicles deployed during construction, according

to a regular schedule.

5.4.2 Noise Management Plan

Because of various activities involved in the construction phase, noise levels may

increase and in view of the construction phase extending to couple of years, the

construction noise level has to be kept at minimum so as to avoid this becoming, a

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health hazard. By putting up proper barricades and by the use of proper doping (sound

absorbing) materials in barricades at construction sites, the ambient noise levels can be

reduced. In view of the size and need for early completion of the project, it is quite

natural that the construction works will be carried out in the night times as well.

Therefore, it is recommended here that the noise level on account of the operation of the

various machines shall not exceed the value given in the Table 5.4.

The noise levels augmentation tends to decrease with distance from the source of noise

and barricades at the source will help in reduction of the noise. Further, as the machines

used for the construction are likely to produce louder noise, it is recommended to adopt

the noise reduction implements and safety gadgets for the workers at construction sites.

The workplace safety standards shall be strictly adhered to. The design aspects of the

proposed project should consider various plans to restrict the noise propagation outside

the track area. Special physical barriers of noise shall be used wherever the track is in

proximity to residential and sensitive areas like hospitals and schools etc.

Further, in order to further reduce the noise pollution following actions have been

proposed :

(i) Multiple glazing, wherever excess noise is expected like elevated tracks,

multiple glazing can be resorted to. With annular air gaps of 100 mm to

200 mm and neoprene beadings.

(ii) All elevated and intermediate floors at metro stations shall be provided

with sound absorbent and resilient floors to arrest structural and air borne

noises at the source itself.

(iii) The mechanical ventilators in underground stations etc. can be provided

with mufflers and sound absorbent hoods to minimize sound generation.

(iv) The D.G. generators where provided as captive standby sources will be

noise free (sound insulated) makes.

(v) Hoods and barriers are envisaged over the trucks wherever the metro

cruises through sensitive areas like religious places, hospitals, and

educational institutions.

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(vi) Vibratory machineries, pumps etc. in the proximity of commuters and

residences shall be mounted on neoprene anti-vibratory pads to reduce

sound propagation.

Table 5.4 : Recommended noise levels during operations

5.4.3 Vibration Management Plan

Due construction and operation of the proposed project, vibrations are expected to be

created which ahs the potential to cause some damage to the building and properties.

Therefore, it is suggested that various measures to be adopted to prevent any such

damage, such as elastomeric bearings, separating the track desk and the pier, resilient

rail fastners (Spring clip, rail pad, elastic pad and compression spring). Continuously

welded rails etc. all of which reduce induced vibrations on the surrounding buildings.

Further, the quality of the track and the rolling stock is very important in controlling

induced vibrations in the nearby structures. Both the wheel and the rail should be free

Equipment Category

Lmax Level dB (A)

Bar Bender 75

Chain Saw 81

Compactor 80

Compressor 80

Concrete Mixer 85

Concrete Pump 82

Crane 85

Dozer 85

Front End Loader 80

Generator 82

Gradall 85

Grader 85

Paver 85

Pneumatic Tools 85

Scraper 85

Tractor 84

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from surface wear/ irregularities (corrugation/ flat etc.) and the defective units of the

rolling stock should be removed from the operation. The Delhi Metro Rail is a good

example of the vibration management control, in practice under similar conditions.

Similar measures may be adopted for the proposed Metro corridors also.

5.4.4 Water Management Plan As described in the previous chapter, the proposed project requires water continuously

in considerable quantities during both the construction and construction/operation

phases. As the alignment of the proposed corridors of Delhi Metro are near to the Delhi –

Haryana Border, where adequate water supplies both ground water as well as surface

water sources/supplies are not adequately available. Therefore, the stress on existing

water sources will further increase with the start of the construction phase. Infact

because of the serious water problem in Delhi and in adjoining areas, the state of the

Delhi (i.e., south Delhi and nearby Basdarpur - Faridabad localities have been declared

as the notified areas, where the digging of new well for the use of the ground water has

been regulated by the Central Ground water Bard Authority under the Environmental

Protection Act (1986)/Rules (1989). Thus, it is very essential to reduce the resultant

stress and develope a management plan for water resources for both construction and

operation phases.

5.4.4.1 Water Demand Most of the demand for water during the construction phase will be at the off site mixing

plant, station sites and along the alignment for various purposes. To meet the demands,

a contingency plan shall be worked out in collaboration with Delhi Jal Board, Municipal

Corporation of Fardabad and Bahadurgarh along the Irrigation Department in these

districts, under whose administrative control the Agra Canal (Faridabad) and Gurgaon

Canal (Bahadurgarg) comes. Effort should be made so that any further stress on the

existing water distribution network system can be avoided. To ease the burden, as an

alternative, it is suggested that, waste water that is being treated at various sewage

plants near to the proposed corridors, may be explored after carrying out suitable

feasibility study for utilization for various purposes like curing, dust suppression etc.

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5.4.4.2 Water Table Management

The ground water extracted (if any) during construction works, shall be appropriately

used for recharging of the ground water table in the vicinity wherever possible. Every

effort should be made to avoid it drained out as it may adversely affect the ground water

table in the area. In addition, suitable drainage network, collecting tanks and pumping

system etc are to be incorporated both during construction and operation phases to

tackle the perennial seepage due to sub soil water.

3.2.5 Management of spoil generated during site clearing/construction Phase

Following site clearance and before construction, the construction agency on behalf of

Delhi Metro, shall remove all the debris, muck and other vegetation (trees and

plantations must be cut under the supervision of NHAI and District Forest officials). The

contractor/agency shall ensure that the work place is free of trash, debris, weeds,

rodents, flees, pests etc. Further, the Contractor/ Agency shall provide metal or heavy

duty plastic ‘Refuse Containers’ with tight fitting lids for disposal of all garbage or trash

associated with food to ensure that rodents, flees, and other pests are not harbored and

attracted. These bins should be emptied at least once daily to maintain site sanitation. It

is necessary to keep the site and its environs in a clean condition and good standard of

house keeping. The public nuisance shall be minimized/ avoided by observing good

housekeeping and control at site by avoiding open pits, slush, and materials of

construction coming in the way of road users. Further, a lot of construction/demolition

waste is also expected to be generated during the actual construction activity. As per the

Municipal Solid Waste Management Rules (2000), this type of construction waste has to

be disposed of, at the appropriate disposal/land fill sites as per the guidelines/procedure

stipulated under the above rules. It is required that for this purpose, necessary

permission/applicable guidelines regarding the disposal sites may be obtained with the

consultation of the municipal authorities of Faridabad and Bahadurgarh and also in Delhi

(if required).

5.4.5 Soil Management Plan

It is expected that a significant quantity of soil and boulders will be excavated during the

construction activity. A portion of this can be used for backfilling, however, a major

portion of the excavated soil has to be disposed out of the site in an environmental

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friendly manner. It is, therefore suggested that various locations such as abandoned

quarry pits, low lying lands may be identified /selected for disposing this soil. Which later

on ,can be used for other useful purpose like site for afforestation/play ground and for

landscaping. Further, in case of low lying areas are chosen for disposal, it is suggested

to preserve the top soil of the designated site which can be reused during reclaiming

works.

5.4.5.1 Increase in erosion and sediment deposits

Removal of vegetation during the site clearance can result in significant enhancement of

erosion as bare soil is exposed to the effects of rain. Secondary effects can be

associated with this, as sediments can make its way into local watercourses affecting

water quality for its intended use. Minimization of this impact can b achieved making it as

a requirement under the construction contract that suitable measures will be taken

during site clearance activities so that formation of spoil banks can be avoided so that

this sediments do not enter into water bodies affecting the intended use and/or drainage

system which can result in chocking of the whole system including collection and

treatment system. Mitigation involves restricting the site clearance to those areas only

where the construction activities are to start immediately, and development of vegetation

cover as soon as, or even prior to, the site clearance activity is started.

5.4.5.2 Visual alteration to the landscape quality:

The formation of spoils near the construction sites can give rise to adverse impacts

associated with the deterioration of landscape quality. The removal of spoils immediately

from the site to pre-identified dumping sites can be included into terms of the

construction contract. Further, landscaping of the surrounding area may also be

considered/included as a part of environmental Management Plan.

5.4.6 Public Utility Management Plan

As the construction activities of the proposed project interfere with the existing network

of various public utilities, it is suggested that before disconnecting the existing public

utility network like water pipes, drainage pipes, telephone wires etc. necessary

permission may be obtained from the concerned municipal authorities so that the

alternate arrangement preferably on a permanent basis can be made proactively before

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hand so at to cause least inconvenience to the community. The details can be worked

out and developed in close association with respective municipal authorities.

5.4.7 Traffic Diversions

The construction activities will entail considerable traffic diversions along the proposed

alignment. Therefore, to facilitate smooth flow of the traffic along the proposed alignment

and to reduce the possibilities of the road safety hazards, working plans should be

developed in association with traffic control authorities. Suitable alternate roads,

wherever required, shall be identified and prepared accordingly, in consultation with

NHAI and Municipality authorities. Further, there is also possibility of traffic jams at few

stretches (especially near the traffic junctions) along the adjoining National Highway’s

during peak traffic hours. The help from the traffic police may be sought for managing

smooth traffic during these peak hours.

5.4.8 Mobilization of heavy Plant and machinery and haulage of construction

material

During the construction phase the mobilization of heavy machineries and plants

including bulldozers, scrappers, cranes and haulage of construction/pre-fabricated

material do take place. They are transported generally by road. These vehicles

/machineries are generally slow moving which may further cause the slowing down of

whole traffic in already congested roads. Further, their stationing at the construction site

on the side roads may cause road safety hazards. It is recommended that these

machineries and plants are transported only during off - peak hour traffic hours. Proper

care should be taken regarding their positioning at the construction site, as not to cause

slowing down of the traffic or any traffic hazard.

5.4.9 Labour Management Plan

Construction labour is an important and integral component of the unorganized labour.

Recent National Labour Commission insists that welfare benefits already given to

organized labour must be extended to unorganized labour in general and construction

labour in particular. There are several labour Legislations and Acts governing working

hours, payment of wages, PF, ESI, safety, sanitation, housing, medical, insurance etc.

Measures shall be adopted to ensure proper compliance of these legislations. The

project implementation authority is advised to for a cell to monitor and to ensure that

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contractors follow the rules. General and special conditions of contract have to be strictly

taking all labour related laws and, safety codes, both during construction and operation

phases. The DMRC’s General Conditions of Contract has been well made out and can

be adopted here also.

5.4.9.1 Construction camp establishment and operation

Several adverse potential impacts can occur when a large labour force is deployed

during site clearance and construction activities. The adverse impacts are related to

possible friction with local population, increase in pressure on local services, water

pollution from sanitary and other wastes. Contractor for the construction must be made

responsible so that possible friction with locals can be avoided and domestic and

sewage waste from he labour camp can be collected temporarily and later disposed of in

the environment friendly manner by the contractor. However, this impact will depend

upon the number of the labours and existence of labour camp (if any).

5.5 Operation Phase

5.5.1 Air Quality

5.5.1.1 Indoor Air Quality

The proposed project envisages air conditioning of compartments without any ozone

depleting substances (for example, CFCs) in the cooling system. Therefore, the air

quality within the Metro compartments will be free from any pollution impacts and even

technologies adopted will not be a source or cause for any air pollution at local or global

level. Stations have been designed with due concern for the natural ventilation coupled

with proper exhaust fans, and total ban on smoking in the station zone and hence there

will be no source of air pollution either in the compartments or railway stations, thus

eliminating or minimizing the scope or potential for air pollution.

5.5.1.2 Outdoor Air Quality

5.5.1.2.1 Parking Lots

The need and demand for more space in the proposed parking lot along the stations will

increase in due course of time. There will be many vehicles transiting in and out of

these parking lots. By providing sufficient entry and exit points with multistory parking

lots and proper ventilation, the accumulation of air pollutants in the parking lots can be

minimized, in accordance with air pollution standards.

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5.5.1.2.2 Along the corridors

With the operation of metro corridor, it is expected that the air quality in the area and

region as a whole, would improve. The monitoring of the air pollutants and subsequent

chages in it can be ascertained through periodic monitoring as a part of the Post Project

Monitoring (PPM).

5.5.2 Water Demand

During the operation phase of the project, the primarily requirement for the water will be

for a) maintenance, b) Fire fighting measures. Taking all the requirements together, it is

estimated that the project will require about 1000 cubic meters per day. A major portion

of this will be required at the terminal stations. A long term cost effective plan shall be

worked out in collaboration with BWSSB to meet the demand.

5.5.2.1 Water Quality

The water quality is not expected to change much due to project execution. During the

operation phase, the water will be used for cleaning stations premises, compartments

and loco yards. Effluents from maintenance Yards shall be treated appropriately before

discharging.

5.5.3 Safety Management

Safety aspects shall be given high priority and various good practices like barricading,

proper illumination, caution sign boards, proper use of safety gadgets round the clock

should be strictly enforced. The safety system should consider the following four major

components, viz a) safety for men, materials, machines engaged in the construction

activities, b) safety of general public, vehicles belonging to the general public during

construction activities, c) safety of commuters during operation stages, d) safety of

general public during operation stage of metro.

5.5.4 Ventilation of Ground Stations

Measures for effective ventilation shall be adopted to maintain the good quality of air at

the metro stations.

5.5.5 Fire Management

The key to prevention of fire accidents is a proper management plan, with which

potential fire hazards can be identified and controlled effectively. A good plan should

identify all the possible class of fires and sources of accidents in buildings, process and

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operation procedures before laying measures to minimize the outbreak of these. Every

station building should be equipped with adequate sources both hardware and trained

personnel to detect fires quickly and limit their speed in the event of accidents. The plans

should also incorporate procedures to contain major contingencies and normalize the

situation with minimal delay.

The inflammable materials to be used in the proposed station will be diesel running the

emergency DG sets during the power failure. The two most important measures for

handling these fires are insertion and pressure release devices. Other precautions

include ensuring absence of any sparking sources and electrical fires. Flame proof light

fittings and fixtures are necessary for areas, where such materials are handled. Similarly,

precautions have to be taken against static electricity. All equipment shall conform to the

class of fire expected in different locations of the metro rail and stations.

To minimize the fire accidents, it is suggested to keep all the required fire management

systems (detection and fighting systems) in working conditions for the project during its

both construction and operation phases. For this, static sumps at stations, suitable types

of Hoses and extinguisher at underground stations, elevated stations and inside the

compartments shall be provided. Proper training for the personnel to meet such

emergency situations shall be imparted on regular basis. Further, fire management

system shall be integrated with local fire authorities. Different project activities and

procedure for their environmental management has been summarized in Table 5.5.

5.6 On-Site Emergency Plan

In accordance with established norms an on-site emergency plan requires to be drawn

up during operational phase of metro rail to meet any contingency arising out of any

untoward accident or emergency like situation arising in the metro rail corridors.

However even at conceptual stage of the metro project, the authorities shall exercise

adequate judgment and take all possible precautionary measures in the design and

layout of the track alignment and rolling stock station facilities etc. to prevent or minimize

the possibilities of any emergency situation developing. The basic approach towards on

site emergency Management plan shall be governed by accident events like derailment,

collision, fire incident, power failure, death on train, civil unrest, strike etc.

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Table 5.5 : Project Activities and procedure for their environmental management

Significant Aspect Processes Procedure for their environmental management

Dust Site clearing /preparation operations, transport of materials, loading and unloading operations

Dust mitigation plan, general housekeeping

Noise and vibration DG sets, motor pumps, sheet piling, ventilating fans

Noise monitoring plan

Spillage/Leakage Spillage/Leakage of Diesel, Lubes, admixtures, gases

Spill prevention and control plan

Fire hazard Welding equipments and vehicles

On - site and off - site contingency plans, safe storage and handling of inflammable materials

Air pollution Construction equipments and vehicles

Air monitoring plan, green belt development

Paper and stationery wastes

Office premises Good house keeping and waste disposal practices

Water pollution Tyre wash water, toilet soak pits, wash outs of the spoilage during rainy season, Oil and grease getting into drainage and/or sewerage system

Collection and treatment for Water pollution ( water treatment plant)

Breeding of mosquito

Stagnant water pools Measures to eliminate mosquito breeding(use of insecticides, not allowing the water to stagnant)

Hazardous waste materials

Stores, rags/cotton, waste material, garbage dumps, explosives

Hazardous waste control measures (e.g., handling, storage and disposal)

Welding operations Construction and fabrication operations

Safety codes and shields

Waste material management

Wastes generated during site clearing operations, Packaging materials etc.

Waste control measures (e.g., handling, storage and disposal)

Accidents at site Construction activities Observing safety codes/practices during construction

Accidents due to mechanical equipments and vehicles

Mechanical equipments and motor vehicles

Periodic maintenance

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Emergency type of incidents can arise and develop in short periods of time, particularly

involving fire incidents and other accidents etc. which could result in loss of lives,

damage to property and communications network besides causing loss of productivity. In

view of these a thorough review and assessment of the nature and potential of possible

emergency event likely to occur in the operation of metro rail shall be made and

approximate response measures shall be put in place. For e.g., a good on-site

emergency plan should be able to identify potential fire hazards in buildings, rolling

stock, in processes and operation producers, before instituting an appropriate counter

measure and control procedures.

The metro authorities shall provide and ensure availability of protective and combat

equipment in good number of meet any kind of possible emergencies in the train, in

station and along the tracks. Every station should be equipped with adequate hardware

and trained personnel to deal with fires and similar incidents and take necessary control

measures. For e.g., for effective on- site control of fire incidents, the following machinery

in adequate number and appropriate locations shall be put in place:

(i) Static water tanks at strategic locations at each station, in state of readings

(ii) Fire detection systems/smoke sensors/alarms at stations, trains and provisions of

emergency escape routes.

(iii) First aid boxes, with full inventory of required medical items, shall be located at

station and trains (first aid boxes will effectively serve other types of exigencies

also) - they should be kept in good settle by inspection at scheduled intervals.

The management must assess the entire scope of operations to identify fire loss and

other accidents loss to develop a plan of action to contain the hazard of damage and

normalize the operations with minimal loss of time. A fire protection manual should be

prepared, preferably in three parts, as below:

The first part shall outline the fire risks and classes of fire and other risks in terms of

storage, locations of equipment and facilities and indicate the ways in which risk have to

be managed. The second part shall set out operating procedures, standards and action

to be taken in the event of fire by each level of management responsibility of inspection

and repair. It should also include instruction to staff responsible for building services. The

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third part shall outline the training required for existing and new staff and inspection

schedules and checklist sources of additional information and assistance. Further o

oversee and direct the on-site emergency operations, it is essential to vest the

responsibility in emergency Task Group, with sufficient authority to organize, direct and

carry out emergency counter measures, which might consists of a team comprising and

emergency Director, and complement of Executives and Assistance to implement the

on-site emergency plans

5.7 Off-Site Emergency Plan

Contemporary world order is beset with a number of conflicts, which may be due to

natural or man-made causes. This is affecting human population in one way or other at

the expense of human life, natural resources, societal infrastructure and orderly

functioning of society itself. In fact, it is the quality and practice in today’s industrial

society to gear up and keep in readiness an emergency plan for handling any kind of

major accident involving members of the public etc. Since, metro railway is exclusively a

public oriented activity carrying thousands of computers every time, it is only prudent to

have in place emergency situation management plan. The ’off-site emergency plan’

deals with those incidents due to operation of metro, which might have the potential to

harm or endanger the lives and resources to neighborhood community. The off-site

emergency manual should be a comprehensive document giving full details of

responsibilities, action, and approaches by various agencies involved in damage

mitigation and relief operations. It serves as an important ready reference document to

all the agencies involved in emergency action measures, such as fire fighting, civil and

medical agencies, district administration officials etc It provides off-site emergency plan

for the individual role as well as collective role during emergencies.

The key feature of a good off site plan is flexibility in application to various emergencies.

The responsibilities for carrying out necessary action under the off site plan will be likely

to rest with the works management or with the local authority.

5.7.1 Aspects to be included in off site emergency plan

Organization: Name and designation of incident controller, site main controller, their

duties and other key personnel, Details of the command structure warring systems

implementation procedures, emergency controle centers

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Communication: Identification of personnel involved communication center,call science

network, list of telephone numbers.

Special emergency equipment: Details of availability and location of heavy lifting gear,

bulldozers, specified fire fighting equipments, fire masks, and other protection gear.

Voluntary Organization: Details of organizers, telephone numbers, resources etc.

Metro Logical Information: Arrangements for obtaining details of weather conditions

prevailing at the time and weather forecast.

Humanitarian arrangements: Transport, evacuation centers, emergency feedings,

treatment of injured, first aid, ambulances.

Public Information : Arrangements for dealing with the media- press and public.

5.8 Environmental Monitoring System

The environmental performance of the project, particularly during the construction

phase can be effectively monitored and documented with the objective of ensuring the

adoption of most appropriate and effective environmental plans and to reduce the

problems if any, which may be in conflict with environmental goals. Further regular

monitoring during its operational stages would unable one to quantify the changes in the

environmental quality over years and to project action plans towards better

environmental management in future. In view of this, a periodical monitoring plan is

drawn up and discussed below. Further, for effective implementation of the

environmental system, a separate environmental management cell may be established

with a team of consisting of five expert members (One Head of the division, two experts

and two assistants) in environmental management, on consultative basis for five years.

In addition to the suggested monitoring, it is recommended to undertake periodic non –

destructive tests to be carried out on the condition of civil structures like columns,

viaducts, pre stressed tendons, corrosion of steel etc. Extent of carbonation of concrete

cover shall be monitored and recorded. Any protective methods like epoxy coating shall

be taken up in advance as per the conditions prevailing. Seepage and its adverse

effects like leaching action of concrete lining etc shall be monitored during

constructional and operational phases and all preventive measures taken to protect the

infrastructure.

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5.8.1 Environmental Management System

As the metro rail project is expected to be subjected to Environmental Auditing at any

point of time, in terms of IS 14010:1996 and 14011:1996, the organization shall

document the entire management system in the electronic form describing core

elements right from the investment decision and establishment of Special Purpose

Vehicle (SPV) encompassing all three stages, viz. Design (Pre-construction phase),

Construction phase, Post construction (Operation phase). The EMS model is envisaged

on the principles of :

• Commitment and Policy of the Metro Rail Organization to EMS at all phases

• Suitable strategic planning under and above commitment

• Implementation

• Measurement , Monitoring and Evaluation

• Review and Improvement

Documentation of environment performance is an important aspect of the operational

phase, the monitoring and measurement of the parameters begins during pre-

constructional phase to gather back ground information, which extends to constructional

phase and operational phase. The key aspects and parameters, which were evolved

during baseline data collection and information gathering, will be used as reference

datum towards optimizing future requirements of the monitoring programme during

construction and operational phases.

5,9 Environmental Auditing as a tool for Environmental Management

Environmental Auditing is a management tool comprising a systematic, documented,

periodic and objective evaluation of the performance of the organization, management

system and equipment designed to protect the environment, with the aim of:

• Facilitating management control of practices which may have an impact on the

environment.

• Assessing compliance with the local authority’s environment policies.

The Environmental Auditing is carried out with the objectives to evaluate the

environmental performance of the Delhi Metro rail operational unit, including General

compliance with the environment policy such as (i) Specific compliance with the targets

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of environmental programme (ii)Compliance with community, national and state

regulation and to access the Environmental Management System, including (i) Its

effectiveness in fulfilling the environmental policy (ii)Whether the authority has complied

with its requirements (ii)Identify areas of potential improvement in the auditee’s (Metro

Rail authorities) EMS

Auditors

The environmental auditors for an operational unit may be one or more members of the

authority’s own staff or an external person or paper or organizations like CPCB, Delhi,

who are sufficiently independent of the activities they audit to make an objective and

impartial judgment and are knowledgeable in the sectors and fields audited, namely,

environmental management and regulatory issues with sufficient skill of auditing.

If it decided to use internal staff to conduct the audit, it may be possible for officers in

one section to audit the activities of another section, so long as they meet the above

qualification.

Frequency

As there are no hard and fast rules for frequency, the metro authority must decide on its

own frequency. Since many authorities operate on annual frequency cycles it might be

appropriate to audit every year.

Resources

Auditors are to be given sufficient time and other resources to conduct the audit

thoroughly. The audit must also be supported by the chief officer of the metro rail

operational unit.

Style

The ‘style’ of the audit shall not be a ‘policing’ exercise, but to improve the

environmental performance and enhance the environmental image.

Methods

Auditors may use any of the following methods, as appropriate:

• Discussions with members

• Discussions with staff

• Inspecting of operating conditions, equipment and observation of other activities

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• Reviewing of written records, the environmental management ‘manual’ and other

relevant documentation

• Discussions with the members of the public and other organizations to whom the

operational unit’s services are provided, organizations with whom liaison and/or

consultation is conducted, and environmental organizations, as appropriate.

Audit report

The audit report shall be prepared to ensure full, formal submission of the findings and

conclusion of the audit covering the elements in the following areas

• Audit of performance

• Audit of management system

The objective of the report shall be

• To document the scope of the audit

• To provide management with information on the state of compliance with the local

authority’s environmental policy and environmental progress of the operational unit

• To provide management with information on the effectiveness and reliability of the

arrangements for the monitoring the metro rail projects environmental impacts

• To document the environmental benefits of the metro rail to the society and thereby

stimulate the potential for market-driven continuous environmental improvement and

also clearances for phase II and phase III of the above project.

5.10 Legislative Acts/Rules/Regulations applicable to present EIA Study

5.10.1 Introduction

India is the one of the few countries of the world, which has provided for constitutional

safeguards for the protection and preservation of the environment. Conservation,

protection and preservation of the environment have been the cornerstone of the Indian

ethos, culture and traditions. “Directive Principles” of the Indian Constitution contains

reference towards Environmental conservation and Management. In fact “Directive

Principles” of the State Policy are the “Instruments of the instructions, given by the

ultimate sovereign, namely the people to the rulers or their representatives”. The

“Directive Principles” are as such, are not enforceable through courts, yet their directive

character does not dilute their significance and the obligations of the state to protect and

improve the environment. The Part II of the Constitution of India (Directive Principles)

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provides through Article - 47, an interpretative basis for the state to intervene in matters

of environmental quality as an aspect of public health. This is enhanced by Article 48- A,

introduced through 42nd Constitutional Amendment (1976), which obliges and empowers

the state “to protect and improve the environment”. The above Constitutional

Amendment has added Part IV A (Fundamental Duties) under which Article 51A,

identifies the fundamental duties of the citizen,. Article 51(g) specifically refers to

“Fundamental duties” regarding environment. The Article says “ it shall 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”. The Artcle-32

serves to give strength to these provisions by empowering the supreme court to issue

direction, orders or writs to the fundamental rights and duties guaranteed by the

constitution.

The Constitution has clearly defined the powers of State and Central Governments to

make various Legislations in the environmental related matters. Article-246, the

Parliament of India and Legislatures of any State has exclusive powers to make laws

with respect to any of the matter enumerated in the List I and II of the Schedule VII of

the Constitution. In addition to this, they have concurrent powers to make laws on any

subject enumerated in list III of the schedule. Environmental Legislative powers are

provided in all the three lists mentioned above .Besides, the Constitution also makes

provisions for Parliament to make laws in respect of the matters assigned to the States

or contained in the List II. The Parliament has been empowered to make legislations: (i)

In the National interest (Article 249)(ii) During Emergency (Article 250), (iii) Under

President’s Rule (Article 356) (iv)To implement International agreements (Article 253)

and (v)With the consent of the States (Article 252). India is also signatory of various

International treaties/agreements towards environmental conservation and protection .

The “Stockholm Declaration” (1972) Adopted by the “International Conference on

Human Environment” to which India is signatory is usually identified as the key event in

the emergence of the global environmental concerns.The Conference has emphasized

the concept of “Sustainable Environment” . The World Commission and Environment

and Development (WCED) (1987). WCED has published a Report (also known as

“Brundtland Report”) in 1987 entitled “Our Common Future”. The Report has set out a

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“Global Agenda for Change” and was centered around the concept of “Sustainable

Environment”. The report is considered significant in popularizing the concept of

“Polluter must pay” and the role of poverty in causing environmental pollution in the form

of “Poverty is the worst polluter” concept. The UN conference on Environment and

Development (UNCED)(1992), also known as “Earth Summit” held at Rio de Janerio is

a significant milestone towards the commitment of “International Community” for

environmental conservation and protection with the aim of achieving sustainable

development. Although not legally binding, the “Rio Declaration” contains “Agenda 21”

which is an agreed programme of work by the International Community for the initial

period 1992-2000 leading to 21st Century. Further, India signed to the (i) Montreal

Protocol Related to Ozone Depleting Substances (ODS) (ii) Kyoto Protocol (1996) to

reduce Emission of GHG gases.

The Supreme Court through several Public Interest Litigations (PILs) has started taking

note of various environment related matters and giving positive directions under Article

32 and 226 to adopt schemes for the prevention of pollution.During Last three decades

Parliament of India has enacted several Comprehensive legislations and revised

several existing laws for protection of the Environment. Administrative measures to

effectively enforce these laws legislations were also introduced.

In India, Ministry of Environment and Forests (MoEF) is the nodal Agency/Ministry for

planning, Promotion and Coordination of environmental legislations and forestry related

issues. Several laws bearing on the environment(e.g.,Vehicular pollution related norms)

enacted by Ministry of Road Transport and Highways (MoRTH) in concurrence with

MoEF. Several States and UTs have enacted their own legislations enacted by the

Govt. of India.The SPCBs, CPCB or Pollution Control Committees (PCCs) (in case of

UTs) are the enforcement agencies, which oversee the compliance of various

environmental rules and regulations. Some of the important environmental legislations

enacted in India includes :The Wildlife (Protection) Act (1972),The Water (Preservation

and Control of Pollution) Act (1974), The Water (Preservation and Control of Pollution)

Cess Act (1977), The Forest (Conservation) Act (1980),The Air (Preservation and

Control of Pollution) Act (1981), The Factories Act (1987),The Motor Vehicles Act (MVA)

(1988) containing The Central Motor vehicle Rules (CMVR)(1989),The Environment

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(Protection) Act (EPA)(1986) containing the Environment (Protection) Rules (1989), The

Public Liability Insurance Act (1991),The National Environmental Tribunal Act (1995)

and The National Environmental Appellate Authority Act (1997).

Thus, there are more than three hundred rules and regulations, having direct or indirect

implication on the various aspect of the environment. All these rules and regulations

may not be applicable in each scenario. They vary with environmental setting and likely

conflicts with the existing environmental conditions due to proposed developmental

activities. With reference to transportation projects, including rail, roads, highways and

metro projects, there are several laws and rules and regulations which are to be

complied during their implementation. As per the existing requirement, these

rules/regulations/Acts have to be strictly complied with and in the case of non –

compliance due to implementation of any proposed activity, efforts should be made to

bring them into compliance through adopting suitable EMP.

5.10.2 Applicable Environmental Legislations/ Administrative Acts

The Ministry of Environment and Forest (MoEF), Government of India, as the nodal

agency, formulates environmental policies and ensures compliance of the same. A

number of legislations enacted by the Government of India and a few legislations

enacted by the Government of Delhi and Haryana nave a bearing on the proposed

alignment Metro Rail corridors . A brief summary of the same is given:

(i) The Air (Prevention and Control of Pollution) Act. (1981): This act was

promulgated to enhance the air quality by prevention of air pollution. Air pollution is

regulated through regulation of emission of pollutants into the air. This act gave powers

to the Central Pollution Control Boards (CPCB) to fix the ambient air quality standards.

The air quality standards and emission standards have been defined by the CPCB and

the State Pollution Control Boards who enforce the legislation.

(ii) Water (Prevention and Control of Pollution) Act, (1974): This act is also

referred to as “Water Act”. This act was promulgated to preserve the water quality by

prevention of water pollution. This act gave powers to the Central Pollution Control Board

(CPCB) to fix waste water discharged standards. The sewage and industrial effluents

standards have been defined by the CPCB and the State Pollution Control Boards

(PCBs), who enforce the legislation, both through advance clearance as well as through

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continuous monitoring. The waste water discharge standards (from the metro stations

when operational) have been specified under this act and they are applicable to the

proposed Delhi Metro Rail corridor project also. The waste water discharge standards

and the tolerance limits foe inland surface water are provided under this Act.

(iii) The Forest Conservation Act (1981): this cat was promulgated with the

objective of prevailing further depletion of India’s forest wealth. This act restricts the use

of forest for non-forest purpose. If a state government wants to use forest lands for non-

forest purposes, specific permission of the Government of India will have to be obtained.

(iv) The Delhi Preservation of Trees Act, (1994): This act has been promulgated to

safeguard the forest area and to provide for the preservation of trees the Delhi

Preservation of Trees. According to the Act “tree” means any woody plant whose

branches spring from and are supported upon a trunk or body and whose trunk or body is

not less than 5 cm in diameter at a height of 30 cm from the ground level and

“prescribed” means prescribed by rules made under this act. Under this act the

Government has been empowered to constitute a “Tree Authority” for the whole of the

National Capital Territory of Delhi.The Act provide restrictions on felling and removal of

trees and prescribes the procedure for obtaining necessary permission for the same. The

Act also provides penalties for any non-compliance.

(v) The Environment Protection (EPA) Act (1986): This is very important and

mark legislation, which aims at protection and improvement of the environment. This is

umbrella legislation and supplements all the environment related legislations. Under this

act the MoEF is the nodal agency which formulated environmental policies. Under the

Act, Environment (Protection) Rules (1989) have been formulated. Under this rule, EIA

notification (May 24th, 1994) has been promulgated. In the notification, although, roads

and highway projects along with total 30 types of projects have been at present included

in the EIA purview, specifying certain conditions. The notification, at present, as such, do

not bring Metro projects under the EIA purview. Another notable feature of the notification

is to treat EIA process as statutory requirement rather than an administrative

requirement. The Proposed EIA notification (dated September 15th, 2005, yet not

notified) does include Mass rapid transport Systems in Metro cities under the list of the

projects which will require EIA clearance. Further, Under the Rule, there are various

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aspects of the environment/ Rules which has the direct or indirect bearing on the

proposed metro corridor project of Delhi Metro. They Include:

•••• Municipal Solid Waste (Management and Handling) Rules (2000)- The Act has been

notified with the intention of streamlining the technical and administrative methods, in

which solid wastes are handled in the country. These rules apply to every municipal

authority responsible for collection, segregation, storage, transportation, processing and

disposal of municipal solid waste including construction wastes.

•••• Constitution of Central Ground Water Board as an Board (MoEF Notification Dated

January 14th, 1997). The notification has been issued under the EPA (1986) for the

purpose of regulation and control of Ground water management and Development..

Under the rule Delhi and adjoining areas have been declared as the notified area for the

development and use of ground water. Since, during the construction and operation

phase , Delhi Metro might be requiring ground water for use ( at metro stations and for

construction purpose), as per the existing requirement, Delhi Metro will have to take prior

permission from the Central Ground Water Board/authority.

(vi) The Delhi Metro Railway (Operation and Maintenance) Act,(2002): The Act, is

aimed at making legal provisions for the operation and maintenance of the Metro rail in

Delhi and to meet the inadequacies of the existing surface transport system and the ever

increasing demand of urban commuter traffic in Delhi. The Act includes the Delhi Metro

Railway General Rules, 2002, the Opening of Delhi Metro Railway for Public Carriage of

Passengers Rules, 2002, the Delhi Metro Railway (Notices of Accidents and Inquires

Thereto) rules, 2002. The Act empowers the Government to constitute the “ Metro Rail

Administration” to maintain and operate the metro railway. The Act provides offences and

penalties for any non-compliance like penalty for drunkenness or nuisance on metro

railway, for taking or causing to take offensive material on metro railway, for unlawfully

entering or remaining upon metro railway or walking on metro track.

(vii) The Delhi Municipal Corporation Act, (1957)

The Act is aimed at consolidating and amending the laws relating to the Municipal

Government of Delhi and is applicable the entire National Capital Territory of Delhi.` The

act deals with issues related to (i) sanitation and public health, including construction of

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latrines and urinals for labours (ii)public safety and suppression of nuisances and also

power, procedure, offences and penalties in case of non-compliance.

(vii) The Delhi Water Board Act (1998)

This Act is aimed to provide for the establishment of a Board to discharge the functions

of water supply, sewerage and its disposal and drainage and other matters related to

them, within the NCT of Delhi. The Act prohibits, disturbance, removal of any facility

related to water supply and sewage without prior permission. The Act also makes it

mandatory to take permission for water supply for various purposes (applicable to Delhi

Metro during construction phase and operation phase at Metro stations).

5.11 Institutional Mechanisms

Apart from the above Acts there are certain institutional mechanisms that will have to be

kept in mind while formulating the Bangalore Metro Rail Project (BMRP). The legislation

provisions are mandatory and need to be fully adhered to. There are other institutional

mechanisms also which have to be borne in mind while formulating the project, and

some of the salient features are brief given here.

Ministry of Environment and Forest (MoEF), Government of India: this is the most

important nodal organization which regulates to implementation of the Environmental

acts. The MoEF in its notification dated 27th Jan 1994 has stipulated that any creation or

expansion or modernization of project or activity shall not be undertaken without the

specific environmental clearance by Central Government. The procedures to be followed

while according such permission have been notified. In May 1994, the MoEF, GOI has

issued a notification and in schedule 1 of this notification, 29 types of projects need

environmental Clarence by MoEF have been specified. However, Railway development

projects have been excluded from the list.

Central and State Pollution Control Boards: These are the enforcement agencies

contemplated under the Air act, Water act and EP act. They are the agencies which

would be enforcing the environmental standards, at central and state levels.

Environment Management Plans: certain accepted standards need to be adhered to

while preparing Environmental Impact Assessment reports. The Environment

Management Systems (EMS) proposed should be as per IS/ISO 14040/1996. Life cycle

182

and Life cycle Assessment should be as per IS/ISO 14040. the IS/ISO 14050/1998

governs the interpretation of the vocabulary of the report.

Guidelines for Rail/Road/highway projects (1981): This is issued by MoEF, GOI which

has to be kept in the background while preparing the project reports.

183

6.0 Implementation and Follow-up including Post Project

Monitoring (PPM)

6.1 Introduction

Implementation and follow up are used to identify the impacts that occur; check that

these are within the levels predicted and stipulated standards; determine that mitigation

measures are properly implemented; ensure the environmental benefits expected are

being achieved; and provide feedback to improve future applications of the EIA process.

Without appropriate implementation and follow up to decision-making, EIA becomes a

paper exercise to secure an environmental clearance, rather than a practical exercise to

achieve environmental benefits. The purpose of EIA implementation and follow up is to

ensure that the conditions stipulated in environmental clearance are implemented and

function effectively, and to gain information that can be used to improve EIA practice in

the future.

The major components and tools of EIA implementation and follow up which are

proposed to be followed as a part of EIA exercise include the following:

• Surveillance and supervision – to oversee adherence to and implementation of the

terms and conditions of project approval

• Effects or impact monitoring – to measure the environmental changes that can be

attributed to project construction and / or operation and check the effectiveness of

mitigation measures

• Compliance monitoring – to ensure the applicable regulatory standards and

requirements are being met, e.g. for waste discharge and pollutant emissions

• Environmental auditing – to verify the implementation of terms and conditions, the

accuracy of the EIA predictions, the effectiveness of mitigation measures, and the

compliance with regulatory requirements and standards ;

• Ex-post evaluation – to review the effectiveness and performance of the EIA

process as applied to a specific project ; and

184

• Post-project analysis – to evaluate the overall results of project development and

to draw lessons for the future

The following are recommended as a part of EIA implementation and follow up:

• The project should be carried out in accordance with conditions of approval and

the commitments made in the EIA report/EMP ;

• Surveillance and inspection should be a routine element for this purpose;

• The scope of other follow up activities should be commensurate with the

significance of the potential impacts ; and

• Implementation and follow up reports should be submitted to the concerned

statutory authorities every five years after an industry has become operational.

This report should include environmental quality monitoring and prepared in

addition to annual environmental audit report submitted to State Pollution Control

Board.

The Monitoring, auditing and evaluation are generally undertaken when

• Potential impacts are likely to be significant,

• Mitigation measures are tried first time or their outcome is uncertain

The following approach of EIA implementation and follow up are generally adopted:

• Inspect and check the implementation of conditions of environmental

clearance;

• Review the environmental implications of any changes that are required

and inform the concerned statutory authority;

• Monitor the actual effects of project activities on the environment and the

community ;

• Verify compliance with regulatory requirements and applicable standards

or criteria ;

• Take action to reduce or rectify any unanticipated adverse impacts ;

185

• Upgrade the mitigation measures and project specifications and related

schedules if necessary ;

• Evaluate the accuracy of the EIA predictions ;

• Evaluate the effectiveness of the mitigation measures ; and

• Provide feedback to improve EIA process and practice in the future

6.2 Cost Implications of the Environmental Monitoring System

The different aspect of the environmental management of the proposed metro corridor

project can be effectively monitored and documented through the Environmental

Monitoring System (EMS) during the construction and operation phase, as a part of the

Environmental Management Plan(EMP) and Post Project Monitoring(PPM).Regular

monitoring during construction and operation phases of the project enables project

proponent to identify and quantify the changes in the environmental quality over the

years and to project action plan towards better environmental management in future. In

view of the above a periodic monitoring plan has been prepared for both the corridors

( Mundka - Bahadurgarh and Badarpur - Faridabad corridor ; Table 6.1 and Table 6.2)

for construction and operational phase of the proposed project. The cost estimates for

environmental monitoring program (for average period of 2 years) during the

construction and operation phase for both the corridors (Mundka - Bahadurgarh and

Badatrpur - Faridabad) have been shown in Table 6.3 and Table 6.4 respectively. For

effective implementation of the EMS, financial costs and inputs, necessary for the

project were optimized for 2 year cycles. The parameters identified under each

environmental component and the cost for monitoring and analysis has been taken as

per the prevailing current practices or as per the existing CPCB norms. These rates and

additional parameters as per the requirement will have to be modified at the time of

actual implementation. A summary of the estimated financial implications for

environmental monitoring program for both the construction and operation phases for

both corridors have been presented in the Table 6.5.

186

Table 6.1: Monitoring Program during the Construction and operation Phase (Mundka - Bahadurgarh corridor)

Environmental

Aspect Parameter Monitoring

Frequency Method

Recommended Proposed Monitoring

Stations Ambient Air

Quality

SPM, RSPM, SO2,NOx,HCs O3 along with

meteorological Parameters (Wind speed,

wind direction, temperature, humidity)

Twice/Month

(24-hour

Duration)

(Kerb-side)

CPCB Approved Methods

(High Volume Air

Samplers(HVAS)

Or

On – site measurements

using Instrumented air

pollution mobile van)

(i) Near Mundka village

(ii)Between Mundka

village and Gherawa

mode (iii)Between

Gherawa mode and Tikri

Border (iv) Bahadurgarh

town along NH-10)

Ambient Noise

Monitoring

Sound Pressure Levels(SPL),

Leq(Equivalent Noise Levels) along with

L10, L50, L90, Values

Twice/Month

(24-hour

Duration

Noise Level Meters (Same as above)

along with air pollution

monitoring

Ground water Physical ( pH, Temp, Turbidity,

Colour),Chemical ( magnesium

hardness, total alkalinity, chloride,

sulphate, nitrate, fluoride, sodium,

potassium, salinity, Total nitrogen, total

phosphorus, DO, BOD, COD, Phenol,

Heavy metals and Bacteriological (Total

coliforms, faecal coliforms

Once in a

month

Grab samples , Samples

collected and analyzed

as per IS : 2488 (Part

1-5) and as per the

standard methods for

examination of water

and wastewater analysis

published by American

Public Health

Association(APHA)

Three samples from the

groundwater bore well

(two on the Delhi side

and one along the

Haryana side of the

corridor)

Biological

Environment

Green Cover aspects( for monitoring tree

cutting, trimming and compensatory

plantation)

During the

whole

construction

period

Monitoring and

supervision as per the

Environmental

Management Plan(EMP)

Along the construction

site

Waste water * Characterization and Quantification as per

CPCB norms

Once in six

months

Grab samples, analysis

as per APHA

methodology

From Depots and metro

stations

* During operation phase only

187

Table 6.2: Monitoring Program during the Construction and operation Phase (Badarpur – Faridabad corridor)

Environmental

Aspect Parameter Monitoring

Frequency Method

Recommended Proposed Monitoring

stations Ambient Air

Quality

SPM, RSPM, SO2,Nox,HCs, O3 along with

meteorological Parameters (Wind speed,

wind direction, temperature, humidity)

Twice/Month

(24-hour

Duration)

CPCB Approved Methods

(High Volume Air

Samplers(HVAS)

Or

On – site measurements

using Instrumented air

pollution mobile van)

(i)Near Badarpur Border

(ii) Between Badarpur

Border and Sarai Kwaja

(iii) Sarai Kwaja and

Badkal Mode (iv)Near

Good year chowk along

NH-2

Ambient Noise

Monitoring

Sound Pressure Levels(SPL),

Leq(Equivalent Noise Levels) along with

L10, L50, L90, Values

Twice/Month

(24-hour

Duration

Noise Level Meters (Same as above)

along with air pollution

monitoring

Ground water Physical ( pH, Temp, Turbidity,

Colour),Chemical ( magnesium

hardness, total alkalinity, chloride,

sulphate, nitrate, fluoride, sodium,

potassium, salinity, Total nitrogen, total

phosphorus, DO, BOD, COD, Phenol,

Heavy metals and Bacteriological (Total

coliforms, faecal coliforms

Once in a

month

Grab samples , Samples

collected and analysed

as per IS : 2488 (Part

1-5) and as per the

standard methods for

examination of water

and wastewater analysis

published by American

Public Health

Association(APHA)

(i)Near Badarpur Border

(ii)Between Sarai Kwaja

and Badkal Mode

(iii)Near Good year

chowk along NH-2

Biological

Environment

Green Cover aspects( for monitoring Tree

cutting, trimming and compensatory

plantation)

Regular

monitoring

during the

whole

construction

period

Monitoring and

supervision as per the

Environmental

Management Plan(EMP)

Along the construction

site

Waste water Characterization and Quantification as per

CPCB norms

Once in six

months

Grab samples, analysis

as per APHA

methodology

From Depots and metro

stations


188

Table 6.3: Cost estimates for Environmental Monitoring Program(for average period of 2years) (During the Construction and Operation phase) (Mundka – Bahadurgarh corridor)

Environmental

Aspect Parameters Frequency

of monitoring

No. of sampling locations

Total Samples

Rates per sample

Cost of Testing

Ambient Air

Quality

SPM, RSPM,

SO2,NOx,HCs, O3

along with

meteorological

Parameters (Wind

speed, wind

direction,

temperature,

humidity)

Twice/Month

(24-hour

Duration)

4(four)

24 samples/

location/ year

=96 samples/

year for all the 4

locations

Total 192 samples

(for average period

of 2 years)

Rs. 20,000/

sample

Rs.38,40,000/-

Ambient Noise

Monitoring

Sound Pressure

Levels(SPL),

Leq(Equivalent

Noise Levels) along

with L10, L50, L90,

Values

Twice/Month

(24-hour

Duration

4(four) 24 samples/

location/ year

=96 samples/

year for all the 4

locations

Total 192 samples

(for average period

of 2 years)

Rs.4,000/- Rs.7,68,000/-

Ground water Physical ( pH,

Temp, Turbidity,

Colour), Chemical

(Magnesium

hardness, total

alkalinity,chloride,

sulphate, nitrate

fluoride, sodium,

potassium, salinity,

Total nitrogen,

total phosphorus,

DO, BOD, COD,

Phenol, Heavy

Once in a

month

3(Three) 12 samples/

location/ year

= 36 samples/

year for all the 3

locations

Total 72 samples

(for average period

of 2 years)

Rs. 15,000/

per sample

Rs.10,80,000/-

189

metals and

Bacteriological

(Total coliforms,

faecal coliforms

Waste water

characterization*

AS per the CPCB

norms(D.O.,BOD,

COD, pH etc.)

Once in six

months 4(Four) 2 samples/

location/ year

=8 samples/

year for all the 4

locations

Total 16 samples

(for average period

of 2 years)

Rs. 15,000/ Rs. 2,40,000/

Biological

Environment

Green Cover

aspects( for

monitoring Tree

cutting, trimming

and compensatory

plantation)

Regular

monitoring

during the

whole

construction

period

Regular

monitoring

Will be carried out/done under the supervision of

environment/Forest officer of the DMRC.


190

Table 6.4: Cost estimates for Environmental Monitoring Program (for average period of 2years)

(During the Construction and Operation phase) (Badarpur - Faridabad corridor)

Environmental Aspect

Parameters Frequency of monitoring

No. of sampling locations

Total Samples

Rates per sample

Cost of Testing

Ambient Air

Quality

SPM, RSPM,

SO2,NOx,HCs, O3

along with

meteorological

Parameters (Wind

speed, wind

direction,

temperature,

humidity)

Twice/Month

(24-hour

Duration)

4(four) 24 samples/

location/ year

=96 samples/

year for all the 4

locations

Total 192 samples

(for average

period of 2 years)

Rs. 20,000/

sample

Rs.38,40,000/-

Ambient Noise

Monitoring

Sound Pressure

Levels(SPL),

Leq(Equivalent

Noise Levels)

along with L10,

L50, L90, Values

Twice/Month

(24-hour

Duration

4(four) 24 samples/

location/ year

=96 samples/

year for all the 4

locations

Total 192 samples

(for average

period of 2 years)

Rs.4,000/- Rs.7,68,000/-

Ground water

Monitoring

Physical ( pH,

Temp, Turbidity,

Colour),Chemical

( magnesium

hardness, total

alkalinity,

chloride,

sulphate, nitrate,

fluoride, sodium,

potassium,

salinity, Total

nitrogen, total

Once in a

month 3(Three) 12 samples/

location/ year

= 36 samples/

year for all the 3

locations

Total 72 samples

(for average

period of 2 years)

Rs. 15,000/

per sample

Rs.10,80,000/-

191

phosphorus, DO,

BOD, COD,

Phenol, Heavy

metals and

Bacteriological

(Total coliforms,

faecal coliforms

Waste water

characterization*

AS per the CPCB

norms(D.O.,BOD,

COD, pH etc.)

Once in six

months

4(Four) 2 samples/

location/ year

=8 samples/

year for all the 4

locations

Total 16 samples

(for average

period of 2 years)

Rs. 15,000/ Rs. 2,40,000/

Biological

Environment

Green Cover

aspects( for

monitoring Tree

cutting, trimming

and

compensatory

plantation)

Regular

monitoring

during the

whole

construction

period

Regular

monitoring

Will be carried out/done under the supervision of

environment/Forest officer of the DMRC.


192

Table 6.5: Estimated Financial Implications for environmental monitoring program

(Construction and Operation Phase) (Badarpur - Faridabad and Mundka - Bahadurgarh corridor)

Environmental Aspect Construction Phase Operation Phase

Ambient Air Quality Rs.38,40,000/- Rs.38,40,000/-

Ambient Noise Monitoring Rs.7,68,000/- Rs.7,68,000/- Ground water Monitoring Rs.10,80,000/- Rs.10,80,000/-

Waste water characterization Nil 2,40,000/ Biological Environment Will be carried out/done under the supervision of

environment/Forest officer of the DMRC. Total Rs. 56,88,000/- Rs. 59,28,000/- Grand Total Rs 1,16,16,000/-

S.

No.

Sheet

No.*

Description

of the Land use

Plot

No.

Existing

Land use

Proposed

Land use

Area

Proposed to be

Acquired

(m2)

Ownership

of the Proposed Land to be

Acquired

Remarks

(if any)

1 1 MIA Metro

Station(1)

1A Open land Parking 1792 Private Open land behind

commercial units

2 1 MIA

Station(1)

1B Commercial+

open land

Entry/Exit 192 Private Narrow strip of the land

along the ROW,

3 1 MIA

Station(1)

1C Narrow strip

of the land within ROW

of NH-10

Entry/Exit 800 NHAI Within the ROW of NH-

10

4 1 MIA

Station(1)

1D Narrow strip

of the land within ROW of NH-10


10

5 1 MIA Station(1)

1E Commercial Entry/Exit 360 Private Narrow strip of the land comprising commercial

usage(shops) will have to be acquired

6 1 MIA Station(1)

1F Open land Parking+ P.D.(1.3Ha)

18,000 Private Open land behind commercial units

7 2 Ghewara Metro Station (2)

2A Open Land (Park proposed)

Parking+ P.D.(7.0Ha)+S/S

78,855 Govt. Open land, adjoining NH-10, Near Ghewara Intersection

8 2 Ghewara Station (2)

2B Within the ROW of NH-

10

Entry/Exit 992 NHAI Within the ROW of NH-10, Near Ghewara

Intersection

ANNEXURE-I

Summary of the Land Acquisition Plan and R&R Survey along Mundka-

Bahadurgarh Corridor

(Reference Drawing No. : HARYANA/MN-BHD/LAND PLAN/2006 dated 12/06/06)

I

9 2 Ghewara

Station (2)

2C Narrow strip of

the land within the ROW of NH-10


10, Near Ghewara Intersection

10 2 Ghewara Station (2)

2D Open land (plots)+

commercial properties

Entry/Exit 505 Private Open land(plots) with few commercial

properties ( permanent structures)

11 2 Ghewara

Station (2)

2E Presently

open land

Parking 400 Private Presently open land

(plot)

12 3 Cons. Depot. CD-1 Open land Cons. Depot. 3428 Private Along the ROW of NH-

10, Plot adjoining M/s Agrawal properties on

one side and a factory premise on the other side

13 4 Cons. Depot. CD-2 Open land presently

used for agricultural

purpose

Cons. Depot. 41,960 Private Open land presently used for agricultural

purpose

14 5 Tikri Border

Metro Station (3)

3A Govt. Girls

School

Parking 1082 Govt. Towards the Delhi

side, approx. 300-400m from the Tikri Border, Play ground of

the existing school

15 5 Tikri Border

Station (3)

3B Play ground of

the Govt. Girls and adjoining

Govt. Boys School

Entry/Exit 491 Govt. Land of the Govt. Girls

and adjoining Govt. Boys School

II

16 5 Tikri Border

Metro Station (3)

3C ROW of NH-

10


10

17 5 Tikri Border Station (3)

3D Open land Entry/Exit 992 Delhi Govt. Open Land , being used as “Chara Mandi”

18 5 Tikri Border Station (3)

3E Parking+ S/S

3605 Delhi Govt. Open Land , being used as “Chara Mandi”, few well grown Eucalyptus

trees.

19 5 Tikri Border

Station (3)

CD-3 Open land

being used for agriculture

purpose

Cons. Depot. 5500 Private Open land, presently

agriculture use

20 6 MIE Metro

station (4)

4A Presently

open land adjoining permanent

residential buildings

Parking 1233 Private Along the ROW of NH-

10 and adjoining to the road to MIE Part-A

21 6 MIE station (4)

4B Commercial purpose &

open land

Entry/Exit 1204 Private Narrow strip of the land along the ROW of NH-

10 will have to be acquired, Mostly open land with few

commercial properties (Permanent structures)

will have to be acquired

22 6 MIE station

(4)

4C Open land

with few Eucalyptus trees)

Entry/Exit 992 ROW of NH-

10(NHAI)

Within the ROW of NH-

10

II

III

23 6 MIE station

(4)

4D Park Parking+

S/S

1913 Govt. Existing Park with few

well grown trees

24 7 MSP-1(RSS) MSP-1 Waste dump RSS 10,420 Govt. Open Land opposite

MIE boosting station & adjoining Mageshpur

drain, presently used as a dumping ground

25 8 Bus Stand Metro Station

(5)

5A Open Land for Bus Parking

Parking 4010 Govt. Land for Bus Parking

26 8 Bus Stand

Station (5)

5B Existing

Bahadurgarh Bus station

Entry/Exit 992 Govt. Existing Bus Station

with office, open space for bus parking,

commercial shops adjoining to road(NH-10)

27 8 Bus Stand Station (5)

5C Entry/Exit 1204 Private Several commercial shops (Permanent

structures) along the NH-10 will have to be

acquired, No building used for the commercial purpose.

28 8 Bus Stand Station (5)

5D Open land Parking+ S/S

1698 Govt. Open land (along the NH-10 adjoining

ROW), presently used for the

cremation purpose,

III

IV

29 9 City Park

Metro Station (6)

6A Park Entry/Exit 992 HUDA/Govt. A Portion of the Ch.

Devilal Park will have to be acquired

34 9 City Park Station (6)

6B Open Space Entry/Exit 992 HUDA/Govt. Open space in front of the Public Health Campus, no permanent

structures.

35 9 City Park

Station (6)

6C Open Space Parking+S/S 2995 HUDA/Govt. Open space with few

Eucalyptus trees

36 9 City Park

Station (6)

6D Park Parking 900 HUDA/Govt. A part of the Ch.

Devilal Park near the boundary wall to the

road going to Sector 2&6

V

S. No.

Sheet No.*

Description of the Land use

Plot No.

Existing Land use

Proposed Land use

Area Proposed to be

Acquired (m2)

Ownership of the

Proposed

Land to be Acquired

Remarks

1 1 Sarai Metro Station (1)

1A BSNL Building/

Store

R.S.S+ Parking

6000 Govt. One Permanent Structure(Office

Building), Open Space

2 1 Sarai Metro

Station (1)

1B Commercial

Use

Entry/Exit 2485 Private Partial land of L&T Ltd,

Ashok Leyland required

3 1 Sarai Metro

Station (1)

1C Commercial

Use

St. Services 2850 Private Partial land requirement

from M/s Shi Exports

4 1 Sarai Metro

Station (1)

1D Petrol Pump Entry/Exit 1595 Private Indian Oil Petrol Pump to

be displaced

5 1 Sarai Metro

Station (1)

CD-1 Open Plot Temp. Cons.

Depot.

1545 Private Surrounded by

permanent structures on both sides

6 2 NHPC Station(2)

2A Open Plot Parking 808 Private Open Plot

7 2 NHPC Station(2)

2B ROW of NH-2

Entry/Exit 1180 NHAI Permanent Structures immediately beyond ROW

8 2 NHPC Station(2)

2C Commercial Parking 772 Partial Land from M/s Rajshi Steering Ltd

9 2 NHPC Station(2)

2D ROW of NH-2

Entry/Exit 1957 NHAI Commercial Properties beyond ROW

10 2 NHPC Station(2)

2E Commercial/Industrial

Parking+ Station

services

2764 Private Partial Land from M/s Galaxy Instruments

Ltd, M/s Protech Engineering Industries and M/s Manu Nursery

11 2 NHPC Station(2)

CD-2 Open Land Temp. Cons. Depot.

2380 Private Bushes. Small trees

ANNEXURE-II

Summary of the Land Acquisition Plan and R&R Survey along the Badarpur -

Faridabad corridor

(Reference Drawing No. : HARYANA/BP-FBD/LAND PLAN/2006 dated 30/05/06)

VI

12 3 Temp. Cons.

Depot.

CD-3 Open Land Temp. Cons.

Depot.

3105 Private After the NHPC Chowk,

Opposite M/s Laxmi Floor Mills, Open Land, No Permanent Structure

13 4 Mewala Metro Station(3)

3A Commercial UG Tank + E/E

1050 Private Land Owned by M/s Rolta Pvt. Ltd., Presently pen

with no permanent structure except front

boundary wall

14 4 Mewala St. (3) 3B Parking 1000 Private Partial land requirement

from M/s Anand Mehan Pipes(14/4), Open Space, no permanent

structure except Watchman’s room

15 4 Mewala St. (3) 3C Industrial Parking 1000 Private Partial land requirement from M/s Endee Woolen

& Silk Mills

16 4 Mewala St. (3) 3D Commercial Entry/Exit 425 Private Partial land requirement

from M/s Mehan & Patel, Presently open land with bushes and medium

sized trees with adjoining one or two commercial

shops

17 4 Mewala St. (3) 3E ROW of NH-2

Entry/Exit 567 NHAI Within the ROW of NH-2

18 4 Mewala St. (3) 3F Commercial Entry/Exit 165 Private A strip of land from M/s Tata Vimal Motors and

adjoining factory is required

VII

19 4 Mewala St. (3) 3G ROW of

NH-2

Entry/Exit 826 NHAI Within the ROW of NHAI,

Permanent structures ( i.e. boundary walls) immediately beyond

ROW

20 5 Sector 27-A

Metro Station(4)

4A Open/Unocc

upied land

Property

Devlop.

10,000 Govt.

(HUDA)

Presently open land

without any permanent structure

21 5 Sector 27-A (4) 4A Open/Unoccupied land

Parking – Station

services

6914 Govt. (HUDA)

Presently open land without any permanent

structure

22 5 Sector 27-A (4) 4B Part of land

is within ROW of NH-2

Entry/Exit 992 Govt.

(HUDA)/ NHAI

Presently open land

without any permanent structure

23 5 Sector 27-A (4) 4C Open land without any

Permanent structures

Entry/Exit 992 Private Within the ROW of NH-2

24 5 Sector 27-A (4) 4D Open land without any


Entry/Exit 863 Private Open land without any permanent structure

25 5 Sector 27-A (4) 4E Open land

without any Permanent

structures

Parking 840 Private Partial land from

M/s Uni Systems (15/1)

26 6 Temp. Cons.

Depot.

CD-4 without any


Temp. Cons.

Depot.

4268 Private Opposite M/s Melco ( P)

Ltd., Open Space with no permanent structure

27 6 Temp. Cons.

Depot.

CD-5 Open Land

without any Permanent

Temp. Cons.

Depot.

4100 Private Open land between

M/s Garima Garments and Escorts Corporate

VIII

structures Centre

28 7 Badkhal Mor Metro Stat. (5)

5A ROW of NH-2

Entry/Exit 992 Within the ROW of NH-2

Within the ROW of NH-2

29 7 Badkhal Mor(5) 5B ROW of NH-2 and Trust

Property

Entry/Exit 992 Partially from ROW

of NH-2 and Trust

Property

ROW of NH-2 and Trust Property

30 7 Badkhal

Mor(5)

5C Trust

Property (open land)

Parking +

Station services

1500

Trust Propoerty

Property of Dev

Samaj Ashram, Presently open space with trees and bushes

, adjoining M/s Scorpios Appareals Ltd

and Indian Oil Petrol Pump(16/1)

31 7 Badkhal Mor(5) 5C Open Land, (Poperty of

Dev Samaj Ashram)

PD 9428

32 8 Old Faridabad Metro Station

(6)

6A Commercial Property

with shops, ( double Storey,

Permanent structure)

Parking 1663 Private Commercial Property with shops,

Double Storey, Permanent Structure, at the

Intersection towards Praveen Marg

33 8 Old Faridabad Station(6)

6B Commercial use+ Post

office+ Factory premise

(J.D. Woods Products)

Parking + Service

Station

2500 Govt./HUDA Partially Encroached, Permanent Structures,

Proposed land requirement will be between M/s Hp Gas and

M/s Shivam hotel along the ROW of NH-10

34 8 Old Faridabad 6C Parking 1418 ROW/NHAI Within the ROW of NH-2,

IX

Station (6)

35 8 Old Faridabad Station (6)

6D Within the ROW of NH-

2

Entry/Exit 992 ROW/NHAI Within the ROW of NH-2 ( Encroached)

36 8 Old Faridabad

Station (6)

6E Within the

ROW of NH-2

Entry/Exit 992 ROW/NHAI Within the ROW of NH-2

( Encroached)

37 9 Temp. Cons. Depot.

CD-6 Park Area Temp. Cons. Depot.

3875 HUDA Open Land being used as a park, No permanent or temporary structures

38 10 Temp. Cons. Depot.

CD-7 Open Land Temp. Cons. Depot.

3585 HUDA Land for the proposed park, Adjoining Magpie

and M/s Delton Cables Pvt. Ltd., no trees

39 11 Ajronda Metro Station (7)

7A Parking 2760 Govt./HUDA Land partially encroached, M/s Push and Rajput Transport

Service, taxi stand and M/s Basant nursery

exists, some Eucalyptus trees exist, bus stand

Exists

40 11 Ajronda Stat.(7) 7B ROW of NH-2 & HUDA

Entry/Exit 992 ROW of NHAI

Within the ROW of NH-2 & HUDA

41 11 Ajronda Stat.(7) 7C ROW of NH-

2 & HUDA

Entry/Exit 992 ROW of

NHAI

ROW of NH-2 & HUDA, in

front of the shops, bus stand exists

42 12 Faridabad New

Town Metro Station (8)

8A HUDA/Govt. Parking + S/S 3332 HUDA Existing park with trees,

adjoining HP petrol pump

43 12 Faridabad NT (8)

8B ROW of NHAI

Entry/Exit 992 NHAI Within ROW of NH-2

44 12 Faridabad NT

(8)

8C Open land Parking 2500 HUDA/Govt. Open land with

trees(park proposed)


8D ROW of NHAI



CD-8 Open land Temp. Cons. Depot.

3117 Private Open land with no permanent structure

47 13 YMCA Metro Station

9A Open land +permanent structures

Parking 7174 Private Open land with permanent structures exists

48 13 YMCA Stat. (9) 9B ROW of NHAI


49 13 YMCA Stat. (9) 9C ROW of NHAI


50 13 YMCA Stat. (9) 9D Commercialuse, Private

property

Entry/Exit 261 Private Within the boundary wall of M/s Vivek Metal Kot

(p)Ltd(Factory/Commercial use)

51 13 YMCA Stat. (9) 9E Commercialuse, Private property

Parking + S/S 2168 Private Within the boundary wall of M/s Vivek Metal Kot (p)Ltd(Factory/Commerci

al use)

52 13 YMCA Stat. (9) CD-9 Open land Temp. Cons.

Depot

2330 Private Open area

53 14 Between Faridabad NT

station and Ajronda metro station

D-1 Open land Depot area 30 Ha HUDA/Govt. Partially encroached

XI

Annexure VI Indian Standards/ Specifications for Drinking Water

(IS 10500 – 1983)

Substance or

characteristics

Requirement/

desirable limit

Colour, Hazen units, Max 10

Odour Unobjectionable

Taste Agreeable

Turbidity, NTU, Max 10

pH value 6.5 to 8.5

Total Hardness (as Caco3), mg/l Max 300

Calcium (as Ca), mg/l Max 75

Magnesium (as Mg), mg/l Max 30

Copper (as Cu), mg/l Max 0.05

Iron (as Fe), mg/l Max 0.3

Manganese (as Mn), mg/l Max 0.1

Chlorides (as Cl), mg/l Max 250

Sulphate (as SO4), mg/l Max 150

Nitrate (as NO3), mg/l Max 45

Fluorides (as F), mg/l Max 0.6 – 1.2

Phenolics (as C6H5OH), mg/l Max 0.001

Mercury (as Hg), mg/l Max 0.001

Cadmium (as Cd), mg/l Max 0.01

Substance or

characteristics

Requirement/

desirable limit

Selenium (as Se), mg/l Max 0.01

Arsenic (as As), mg/l Max 0.05

Cyanide (as CN), mg/l Max 0.05

Lead (as Pb), mg/l Max 0.1

Zinc (as Zn), mg/l Max 5.0

Anionic Detergents (as MBAS), mg/l Max 0.2

Chromium (as Cr6+

), mg/l Max 0.05

Polynuclear Aromatic Hydrocarbons (as

PAH), mg/l Max

-

Mineral oil, mg/l Max 0.01

Residual Free Chlorine, mg/l Max 0.2

Pesticides Absent

Radioactive

a) alpha emitters µCi/ml, Max

b) Beta emitters µCi/ml, Max

10-8

10-7

final report(part-a) environmental impact assessment (eia

Documents