1. MUMBAI URBAN TRANSPORT PROJECT

2. MUTP - Background Mumbai that was a group of seven islands in the 17 th century has now grown to be a financial and commercial capital of India. The original seven islands have merged into Island City. Greater Mumbai including the Island City, Western Suburbs and the Eastern Suburbs supports a population of 11.8 million The urban growth has spread much beyond the boundaries of Greater Mumbai along the rail corridors.

3. POPULATION GROWTH & DENSITY Sub region Area sq.km Population 1991 million Population 2001 million Density Per sq.km Gr.Mumbai 4679.911.825267 Island 723.23.345833 Western Suburbs 2263.95.022123 Eastern suburbs 1682.83.520833 Mira-Vasai-Virar 2500.50.93600 Thane Kalyan 3282.13.29756 Navi Mumbai 3880.51.23092 Total 14331317.111933

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

5. EXISTING MODAL SPLIT 46% 42% 7% 5% RailBusPrivate VehiclesTaxis 73% 17% 8% 2% Number of Passengers per day % Passenger Kms per day %

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

7. OVERCROWDING

8. ENVIRONMENTAL CONCERNS The road transport is a major contributor to air and noise pollution. –As per the URBAIR Study of 1992, vehicular traffic contributes to 54%of N0x emissions and 24% of PM 10 emissions in Greater Mumbai. Levels of Both N0x and PM 10 exceed AAQ standards at many residential areas and traffic intersections. –Noise levels along the roads have been found to be in the range of 65dB(A) and 85 dB(A). Given the trend of higher vehicle ownership, vehicular pollution and noise in Mumbai has become a cause of concern

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

10. CTS identified four strategic options, Do Minimum(DM), Public Transport (PT), Public Transport + Demand Management (PT+DM), and Road Investment (RI) COMPREHENSIVE TRANSPORTATION STRATEGY (CTS) CTS, based largely on economic and efficiency considerations, recommended the strategy comprising: –Priority for investment in public transport –Strengthening road networks in suburbs especially east - west links –Introduction of demand management measures for controlling traffic congestion

12. PROJECT DESCRIPTION

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

14. MUTP RAIL SUB-PROJECTS  Borivali-Virar Quadrupling project – Laying of 2 railway lines between Borivali and Virar.  Provision of 5 th and 6 th lines between Kurla and Thane  Provision of 5 th line between Santacruz and Borivali

15. MUTP ROAD SUB-PROJECTS  Jogeshwari – Vikhroli Link Road (JVLR)  Santacruz- Chembur Link Road (SCLR)  Construction of ROB’s at Jogeshwari (South and North) and at Vikhroli.  Pedestrian subways and bridges at about 25 locations  Station Area Traffic improvement Schemes (SATIS)  Other traffic management schemes  Procurement of Buses – Mainly CNG

17. PROJCET LEVEL EA

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

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

20. PROJECT LEVEL ENVIRONMENTAL ASSESSMENT Operation Phase Mild to moderate increase in air pollution and noise levels from road traffic and increased noise levels due to train movement. Beneficial impacts on traffic.

21. ENVIRONMENTAL IMPACTS OF SUB- PROJECTS During Construction Phase Partial closure of existing roads leading to diversion/disruption of traffic.  Fugitive air emissions due to earthwork, rock cutting, transportation of construction materials etc.  Residential and sensitive areas in the immediate vicinity will have impact of noise pollution  Loss of vegetation along the road side. All impacts will be temporary in nature JOGESHWARI – VIKHROLI LINK ROAD

22. Operation Phase  Positive impacts due to free flow of traffic, higher operating speeds, safety, preventing traffic jam, etc.  Moderate impacts due to increase in PM 10, CO levels.  Residential and sensitive areas in the immediate vicinity of sub- projects will have noise pollution impacts due to the vehicular movements.

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

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

25. ENVIRONMENTAL MANAGEMET PLANS FOR SECTORAL LEVEL Air Quality Encourage supply and use of clean fuels –CNG, LPG Measures to prevent fuel adulteration Upgrade infrastructure for strict implementation of vehicle emission standards. Promoting vehicle inspection and monitoring program Enhance current AAQ monitoring network of MCGM. R&R Strict adherence to R&R policy of GOM

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

27. ENVIRONMENTAL MANAGEMET PLANS FOR SECTORAL LEVEL Traffic Management and Road Safety Strengthening transport and traffic planning Modal integration outside railway stations, managing traffic demand etc. Enforcement of road safety rules

28. EMPS FOR SUB-PROJECTS The EMPs for the sub-projects were prepared in 1998. These EMPs are currently being updated to encompass the changes in baseline data and site conditions that may have changed since the year 1998. Site specific EMPs have been prepared for significant environmental impacts/issues such as: –Ambient Air Quality Deterioration –Increase in Noise Levels –Adverse Impacts on Ecology (Flora/Fauna) –Population displacement –Land degradation, Surface and groundwater degradation –Occupational health and safety

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

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

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

32. INSTITUTIONAL SET-UP, COORDINATION AND STRENGTHENING A strong coordinating authority to coordinate the activities Institutional capacity building through training. Improving air quality and noise monitoring, and effective dissemination of information

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

34. CONDITION OF CONTRACT DOCUMENT In order to facilitate smooth implementation of EMPs, the PIA shall include specific obligations in respect of EMP implementation in all tender and contract documents. The bidding and contract documents shall include the following information : EMP requirements and obligations Environmental Monitoring Requirements Reporting requirements Indicative EMP cost estimates

35. R&R- RAP and CEMP

36. RESETTLEMENT & REHABILITAION Total number of PAH 19228 (Project Affected Households) Number affected by railway projects14479 Number affected by road projects 4749. Number of PAH resettled by June10118 2001 Total Cost of resettlementRs. 4607 Million

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

38. RESETTLEMENT POLICY Every eligible household losing a dwelling place shall be allotted a dwelling unit of minimum of 225 sq.ft. at an alternate site. Similarly every PAH losing a commercial structure shall be eligible for an alternate place for commercial use of equivalent area. Compensation for economic losses e.g extra travel cost. Entitlement:

39. ENCROACHMENTS/TRESPASSING

40. PERMANENT TENEMENTS

41. TRANSIT QUARTERS

42. COMMUNITY ENVIRONMENTAL MANAGEMENT PLAN (CEMP) Every site specific RIP will include a Community Environmental Management Plan (CEMP). The objectives of CEMP are: –to provide access to basic urban environmental infrastructure services; –alleviate the environmental health risks of the community.

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

44. PHASE I Phase I began in 2002 and was completed in 2011. The total estimated cost of the MUTP Phase I was 4,526 crore (US$710 million). Most of the money was spent on railway projects, while less than a fourth was spent on road projects. The following projects were proposed to be implemented under MUTP: Road transport Widening and improvement of the Jogeshwari - Vikhroli Link RoadJogeshwari - Vikhroli Link Road Santa Cruz – Chembur Link Road (including an ROB at Kurla) Santa Cruz – Chembur Link Road ROB at Jogeshwari (South)Jogeshwari ROB at Jogeshwari (North)Jogeshwari ROB at VikhroliVikhroli Purchase of 644 eco friendly buses Pedestrian Grade Separation Schemes Area Traffic Control System in the Island CityIsland City Station Area Traffic Improvement Schemes (SATIS) at 6 stations Other traffic management and safety schemes including footpaths Environment - Air quality monitoring Different studies and technical assistance

45. Rail transport 5th line on Western Railway between Mahim and Borivali 5th and 6th lines between Kurla and Thane Borivli-Bhayandar additional pair of lines (including Virar car shed and Virar - Dahanu road track centre work) Optimisation on Western Railway Optimisation on Central Railway Optimisation on Harbour line DC/AC conversion Procurement of new EMUs (trains) EMU maintenance facilities Stabling lines Track machines Technical assistance and studies.Setting up of MRVC PPF reimbursement

46. Project Sanctioned cost (crore) Revised cost (crore) CST-Kurla, 5th and 6th track659923.78 Mumbai Central-Borivali, 6th track5221049.91 Thane–Diva, 5th and 6th track133287.62 Extension of Harbor Line to Goregaon 103147.60 1500 V DC to 25000 V AC power conversion 293739.91 EMU train procurement29303041.13 Maintenance facilities for EMU trains 205323.67 Stabling lines for EMUs141178.91 Technical assistance62 Resettlement and rehabilitation of PAPs 124 Station improvement and trespassing control 128 Total53007006.53

47. PHASE III Phase III of the Mumbai Urban Transport Project was approved on 8 December 2011. It will cost 52,000 crore (US$8.1 billion). The feasibility study for the project cost 100 million(US$1.6 million). [6] The project includes a fast corridor from Chhatrapati Shivaji Terminus to Panvel with a connection to the proposed new Navi Mumbai International Airport, extending the Harbour Line to Borivali, and multiple additional tracks being laid on existing routes. The project is scheduled for completion in 2031. [6]Chhatrapati Shivaji TerminusPanvelNavi Mumbai International AirportHarbour LineBorivali

48. ENVIRONMENTAL ASSESSMENT THE CTS STRATEGY AND THE RESULTANT INVESTMENT PROGRAM REQUIRED EA TO IDENTIFY ENVIRONMENTAL IMPACTS AND TO PROPOSE ENVIRONMENTAL MANAGEMENT PLANS TO MITIGATE ADVERSE IMPACTS. THIS PRESENTAION OF EA OF MUTP IS DIVIDED INTO FOLLOWING SECTIONS ENVIRONMENTAL BASELINE DATA EA PROCESS SECTORAL EA PROJECT DESCRIPTION PROJECT LEVEL EA EMP AT SECTOR LEVEL EMP FOR PROJECTS R & R – RAP and CEMP

49. AIR QUALITY BASELINE DATA

50. AMBIENT AIR QUALITY 1998 – 2000 Locations / Land use SO 2 (  g/m 3 )NOx (  g/m 3 ) SPM (  g/m 3 ) 1998 - 1999 1999 - 2000 2000 - 2001 1998 - 1999 1999 - 2000 2000 - 2001 1998 - 1999 1999 - 2000 2000 - 2001 Worli (C)  233022353431270218186 Khar ( C/R )132016483669280306290 Andheri (I/C) 172616294139219290231 Borivali (R)6 9 7372214252243155 Tilaknagar (C) -3522-4639-341282 Maravali (I)162726494664356424388 Note: Above yearly averages are taken for financial years (March to April) from ESR of MCGM. C = commercial; I = Industrial; R = Residential

51. AIR QUALITY AT TRAFFIC INTERSECTIONS LocationsParameters SO 2 (  g/m 3 )NOx (  g/m 3 )PM 10 (  g/m 3 ) CO (mg/m 3 ) 98- 99 99- 00 00- 01 98- 99 99- 00 00- 01 98- 99 99- 00 00- 01 98- 99 99- 00 00- 01 Mahim165040522419300451291244109.15.9 Andheri-98100-520314-520343-127.0 Wadala-6235-446276-338221-5.43.4 Note: Above yearly averages are taken for financial years from ESR of MCGM.

52. EA PROCESS

53. Comprehensive Transportation Study 4 strategic options 1. Do Minimum 2. Public transport option 3. Public transport + Demand Management 4. Road Investment option Sectoral Level Environmental Assessment (SLEA) Evaluation of strategic options with respect to the following criteria - Impact on Air, noise, - social, - ecological resources, and - transportation service quality Selection of strategic option (PT + DM) EA PROCESS

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

55. SECTORAL EA

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

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

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

59. SECTORAL ENVIRONMENTAL ASSESSMENT (SLEA) Environmental Index Air Quality CO concentration in mg/NM 3 SO 2 concentration in  g/NM 3 NOx concentration in  g/NM 3 Pb concentration in  g/NM 3 PM 10 concentration in  g/NM 3 Description Ambient CO conc. due to transport option Ambient SO 2 conc.due to transport option Ambient NOx conc.due to transport option Since unleaded petrol has been introduced this index is no longer valid Ambient PM 10 conc.due to transport option Environmental Impact Indicators/Indices Used in SEA

60. Environmental Index Noise Traffic Noise Index (Day) – TNI (day) Traffic Noise Index (Night) – TNI (night) Ecology Ecological Impact indicator (Natural system) EI-1 Ecological Impact indicator (Man-made system) EI-2 Description % of length of road links exceeding daytime standard weighted by population with 150 m of the curb % of length of road links exceeding nighttime standard Weighted total area of road/rail alignment intercepted by natural ecological system classified into different categories according to their importance Weighted total area of road/rail alignment intercepted by man-made natural systems classified into different categories according to their importance

61. Environmental Index Social – R&R impacts Service Indices Traffic efficiency Index Traffic congestion Index Railway crowding Index Description Number of displaced households Index reflecting efficiency in terms of speed and fuel consumption % of link lengths in the sub-regions exceeding the Volume /Capacity ratio Link length weighted by Volume / Capacity Ratio

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