Final Report (Part-A) : Transportation Planning and Environment Division August, 2006

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)
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
ii
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
iii
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
iv
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
v
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
vi
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
vii
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
viii
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
ix
List of Tables
Table Description Page No.
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 31
Analysis
2.3 Summary of the Traffic Survey along the Mundka-Bahadurgarh 37
Corridor
2.4 Summary of the Traffic Survey along the Badarpur- Faridabad 39
Corridor
2.5 Diurnal Variation of air pollutants at Location 1 (Mundaka - 44
Bahadurgarh corridor)
2.6 Diurnal Variation of air pollutants at Location 2 (Mundaka - 46
2.7 Diurnal Variation of air pollutants at Location 3 (Mundaka – 48
2.8 Diurnal Variation of air pollutants at Location 1 (Badarpur - 52
Faridabad corridor)
Faridabad corridor)
Faridabad corridor)
Faridabad corridor)
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 64
hours ( Mundka-Bahadurgarh Corridor, NH-10)
2.16 Summary of noise pollution parameters during Lean Period 65
(Mundka-Bahadurgarh Corridor, NH-10)
2.17 Summary of noise pollution parameters during morning peak 66
hours (Mundka-Bahadurgarh Corridor, NH-10)
x
No.
2.18 Noise Survey at Location 1 (Badarpur- Faridabad corridor) 68
2.22 Summary of noise noise pollution parameters during lean 72
period (Badarpur Border-Faridabad, NH-2)
2.23 Summary of noise pollution parameters during evening peak 73
hours ( Badarpur Border-Faridabad, NH-2)
2.24 Summary of noise pollution parameters during morning peak 74
hours( Badarpur Border-Faridabad, NH-2)
2.25 Physico-Chemical Analysis of Ground Water Samples 78
(Mundka-Bahadurgarh Corridor)
2.26 Physico-Chemical analysis of Ground Water (Badarpur – 79
Faridabad Corridor)
2.27 Location details of Soil samples (Mundka- Bahadurgarh 80
Corridor)
2.28 Grain size Analysis and Atterberg Limit Test Results (Mundka- 81
Bahadurgarh Corridor)
2.29 Engineering Properties of Soil (Mundka- Bahadurgarh Corridor) 81
2.30 Location details of Soil samples (Badarpur - Faridabad 82
Corridor)
2.31 Grain size Analysis and Atterberg Limit test results (Badarpur 83
- Faridabad Corridor)
2.32 Engineering Properties of Soil (Badarpur - Faridabad Corridor) 83
2.33 Census of Trees on the proposed Mundka - Bahadurgarh 85
Corridor (On the Median of NH-10)
2.34 Census of Trees on the proposed Badarpur – Faridabad 86
Corridor (On the Median of NH-2)
4.1 List of the Metro Stations along Mundka - Bahadurgarh corridor 125
4.2 List of the Metro Stations along Badarpur - Faridabad corridor 125
corridor
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 133
monuments
4.5 Assigned Weights for Environmental Parameters 144
4.6 Environmental Evaluation of Environmental Quality and 147
Benefits of the proposed Metro corridors
4.7 Checklist of Impacts 148
xi
No.
5.1 Cost estimates for compensatory afforestation (Mundaka - 156
Bahadurgarh corridor
5.2 Cost estimates for compensatory afforestation (Badarpur - 156
Faridabad corridor)
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 169
management
6.1 Monitoring Program during the Construction and operation 186
Phase(Mundka - Bahadurgarh corridor)
6.2 Monitoring Program during the Construction and operation 187
Phase(Badarpur - Faridabad corridor)
6.3 Cost estimates for Environmental Monitoring Program(for 188
average period of 2 years) (During the Construction and
Operation phase) (Mundka - Bahadurgarh corridor)
6.4 Cost estimates for Environmental Monitoring Program (for 190
average period of 2 years)(During the Construction and
Operation phase) (Badarpur - Faridabad corridor)
6.5 Estimated Financial Implications for environmental monitoring 192
program(Construction and Operation Phase) (Badarpur -
Faridabad and Mundka - Bahadurgarh corridor)
xii
List of Figures
Figure Description Page
No. No.
1.1 Existing Delhi Metro Network along with the proposed Badarpur 13
Faridabad (along NH-2) and Mundaka -Bahadurgarh (along NH-10)
corridor(s)
1.2 Traffic Survey in progress 17
1.3 Air pollution monitoring at the Kerb-side with air pollution mobile van 19
fitted with pollutant - specific analyser
1.4 Pollutant Specific Analysers fitted in the air pollution mobile van 19
1.5 Grimm Dust Monitor with on- site measurement of meteorological 20
parameters
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 - 36

Bahadurgarh corridor
2.2 Traffic Survey Locations along the the proposed Badarpur- Faridabad 38
corridor
2.3 Air Pollution survey sites along the Mundka-Bahadur corridor 43
2.4 Temporal Variation of Pollutants at location 1 (Mundka- Bahadurgarh 45
Corridor; NH-10)
Corridor; NH-10)
Corridor; NH-10)
2.7 Air Pollution survey sites along the Mundka-Bahadur corridor 51
2.8 Temporal Variation of Pollutants at location 1 (Badarpur- Faridabad 53
Corridor; NH-2)
Corridor; NH-2)
Corridor; NH-2)
Corridor; NH-2)
2.12 24 hrs Combined Leq parameter during Lean Period ( Mundka- 64
Bahadurgarh Corridor, NH-10)
2.13 24 hrs Combined Leq parameter during Evening Peak hrs 65
( Mundka-Bahadurgarh Corridor, NH-10)
xiii
No. No.
2.14 24 hrs Combined Leq parameterduring Morning Peak hrs ( 66
Mundka-Bahadurgarh Corridor, NH-10)
2.15 24 hrs Leq Parameter(hourly) (Mundka-Bahadurgarh Corridor, NH-10) 66
2.16 24 hrs Combined Leq parameter during Lean Period 72
(Badarpur-Faridabad Corridor, NH-2)
2.17 24 hrs Combined Leq Parameter during Evening Peak hrs at 73
Badarpur-Faridabad Corridor, NH-2
2.18 24 hrs Combined Leq parameter during Morning Peak hrs at 74
Badarpur-Faridabad Corridor, NH-2
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 87
the proposed alignment along the Badarpur – Faridabad Corridor
2.21 Summary of Socio – economic survey (Mundka- Bahadurgarh 91
2.22 Observed educational qualification and occupational pattern 92
(Mundka-Bahadurgarh corridor)
2.23 :Observed vehicular ownership pattern,mode of transport and trip 93
pattern(Mundka-Bahadurgarh corridor)
2.24 Awareness about the metro and willingness to use the proposed 94
metro(Mundka-Bahadurgarh Corridor
2.25 Observed income distribution, and perception of benefits due to 95
proposed metro(Mundka-Bahadurgarh corridor)
2.26 perception of the public regarding the Expected impact of 96
Metro(Mundka- Bahadurgarh corridor)
2.27 Summary of Socio - economic survey (Badarpur-Faridabad corridor) 98
2.28 Observed educational qualification and occupational pattern 99
((Badarpur-Faridabad corridor)
2.29 :Observed vehicular ownership pattern, mode of transport and trip 100
pattern(Badarpur-Faridabad corridor)
2.30 Awareness about the metro , willingness to use the proposed metro 101
and observed income distribution found during the survey (Badarpur-
Faridabad corridor)
2.31 Perception of expected benefits and expected impact(s) due to 102
proposed metro (Badarpur-Faridabad corridor)
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 107
of Delhi Metro
2.36 The Seismic Map of the Country 111
xiv
No. No.
2.37 Ground Water Situation in Delhi in Year 1960 and 2001 113
4.1 Assigned Weights for Environmental Parameters 196
xv
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.
i
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
ii
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
iii
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
iv
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
v
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
vi
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. Pollutant(s) Emission Emission Emission

No. Loads for Loads for Loads for
Year 2006 Year 2010 Year 2010
(Existing (Without (With Metro)
Scenario) Metro) (kg/day)
(kg/day) (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. Pollutant(s)Emission Emission % Reduction

No. loads for Year Loads for
2010 Year 2010
(Without (With Metro)
Metro) (kg/day)
(kg/day)
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
viii
(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).
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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
xi
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.
xii
3.0 Checklist of Impacts
A typical checklist identifying anticipated environmental impacts is shown in Table 3.
Table 3: Checklist of Impacts
Parameter Negative Positive No
Impact Impact Impact
A) Impacts Due To Project Location
i) Change of Land Use and *
ii) Ecology *
Impact on Historical/Cultural
Monument
B) Impact Due To Project Construction
i) Soil Erosion, Pollution and *
Health Risk at Construction Site
ii) Traffic Diversions and Risk to *
iii) Existing Buildings *
Impact on Water Quality
C) Impact Due To Project Operation
i) Oil Pollution *
ii) Noise and Vibration *
iii) Accidental Hazards *
iv) Water Supply *
v) Railway Station Refuse *
vi) Visual Impacts *
D) Positive Impacts
i) Traffic Congestion Reduction, *
ii) Quick Service and Safety, *
iii) Less Fuel Consumption, *
iv) Reduction in Air Pollution, *
v) Better Roads, and *
vi) 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
xiii
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
xiv
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.
xv
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
xvi
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.
xvii
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
1
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 Global effects

effects
Physical effects Air Pollution: Air Pollution: HC and Air Pollution: CO2
Carbon monoxide, NOx contribute to smog contributes
Nitrogen oxides, and tropospheric ozone. towards climatic
Hydrocarbons, SO2 causes acid rain, change, CFC
Particulates – NOx contributes towards deplete the ozone
probable health acid rain layer-but very
hazards, soil little from
buildings, visible Land uptake for transport
smoke, exhaust transport use
Depletes fossil
smell, dust and dirt Water Pollution fuel reserves.
spray and splash.
Noise Pollution;
Vibration.
Water Pollution
Wear and tear of
transport
infrastructure
Social effects Accident, delays Land-use changes
Subjective Fear, Severance, Loss of mobility for

effects Visual intrusion people without cars
2
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
3
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
4
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)
5
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 a) Badarpur -Good year Chawk Ballabgarh (16.25 km)
Extension 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)
6
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
7
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
1
Source: 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
8
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 % Remarks
(Hectares)
Residential 1400 37.14 Residential sector adjoining to industrial areas
(including village on higher residential density of 225 PPH to
settlements within accommodate economically weaker section
urbanization area) 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 510 13.53 There is a proposal of Regional Rapid Transit
Communication 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 – 140 3.71 As per Regional NCR Plan town has been
public areas 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 650 17.24 100m green belt along bye-pass, 50m along
Green belt 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 3925
within old
Municipal limits
1
Source: Haryana Government Town and Country Planning Department Notification
Dated October 30th, 2003
9
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
10
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
11
Table 1.6: Land-Use in Faridabad- Ballbhgarh Area
Land -use Total Area % of the
(Acres) Total area
Residential 19,262 49.71
Industrial 7749 20.00
Commercial 1910 4.93
Transport and 3840 9.91
Communication
Public and 1310 3.38
semi-public
uses
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
12
Mundka-Bahadurgarh
Corridor
Badarpur-Faridabad
Corridor
Fig. 1.1: Existing Delhi Metro Network along with the proposed Badarpur - Faridabad
(along NH-2) and Mundaka -Bahadurgarh (along NH-10) corridor(s)
13
(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
14
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
15
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,
16
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
17
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, NOx, CO, HC, O3) 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
18
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
19
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
20
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
21
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
22
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.
23
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.
24
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)
25
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.
26
Table 2.1: Impacts/parameters likely to be associated with road/highway projects
Activity Potential Impact Affected
Resource/Value
Design and Pre-Construction Phase:
Inducement of uncertainties regarding Quality of life
Site Surveys and the future
Investigations Inducement of land Speculation Quality of life
Inducement of squatter flux Quality of life
Construction Phase:
Loss of cultural heritage Quality of life
Displacement of public buildings and Quality of life
facilities
Loss of sensitive or rare habitats Flora and Fauna
Loss of trees Quality of life/ Flora
Site Clearance and Fauna
Noise, vibration, dust during site Quality of life
clearance operation
Interference with services Human use
Increase in erosion/ sediment Land/human
use/water
deposits
Friction between labours and local Quality of life
population
Construction Camp Increased pressure on local services Quality of life
Establishment and
Operation Waste water generation/Water Water/solid waste
pollution from sanitary and other
wastes
Depletion of rare/endangered spices Flora and Fauna
by trapping/hunting
Loss of productive land Land/human use

Borrow Pit
Establishment and
Loss of sensitive habitat/vegetation Flora and Fauna
Operation cover
Diseases/Breeding ground for insects Quality of life
and mosquitoes
Visual alteration in landscape quality Quality of life
27
Resource/Value
Enhancement of slope instability/ Land/Water
erosion

Quarry Loss of sensitive habitat/vegetation Flora and Fauna
Establishment and cover
Operation Generation of noise and vibration Quality of life
Generation of dust Quality of life/Air
Pollution
Enhancement of slope instability/ Land/Water
erosion
Loss of sensitive habitat/vegetation Flora and Fauna
cover
Establishment and Enhancement of erosion/sediment Land/Water
Operation of Spoil deposition
Disposal Areas 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 Overloading of road structures/ Human use
Heavy Plants and damage to roads
Machineries Traffic congestion/Road safety Human use/
hazards Quality of life
Generation of noise and vibration Quality of life
Generation of dust and air pollution Quality of life/Air
Pollution
Haulage of
Increased soiling of roads/ Road Quality of life
Materials safety hazards
Overloading of road structures/ Human use
damage to roads
Traffic congestion/Road safety Human use/
Increased land Stability Land
Increased erosion/sediment deposits Land/Water/Human
use
28
Resource/Value
Construction of Interference with aquifers Water/Human use
Earth works Interference with natural drainage Human use
system
Interference with Human use
services/infrastructure
Construction of Traffic congestion/Road safety Human use/
Structures
Disturbance in sediments/reduction Water/human use
in water quality
Noise and vibration Quality of life
Base Course Air pollution from asphaltic plants Air pollution
/Surfacing Pollution from surface run off Water/Human use
Operation Phase
Increase in Noise pollution Quality of life
Increase in Air pollution Air/Quality of life
Pollution from spillage of dangerous Water/Human use
substances
Severance of communities Quality of life
Disturbance through noise/ Severance Flora and Fauna
of access
Operation Loss of trees/vegetation due to Flora and Fauna
increased access
Traffic diversion leading to loss of Quality of life
business
Increase in land values Quality of
life/human use
Increased access threatening Quality of life
traditional communities
Pressure on resources due to Quality of
unplanned ribbon development 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 -
29
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.
30
S. Attribute Parameters
Table 2.2: Measurement
Proposed Methodology for Base lineMethod/ Remarks
data Collection and Analysis
No Methodology
.
1. Air Environment • Measurement of Criteria • Air Pollution Mobile van fitted with • Kerb- side air pollution
Pollutants viz., SO2,NOX, pollutant specific analysers Monitoring along the
SPM,PM10, CO, working on the Principle of UV proposed alignment of Metro
HCs(Hydrocarbons), Florescence (SO2 ), extension
O3(Ozone) Chemiluminescence (NOX), SPM • Measurement methods as
& PM10 (Grimm Dust Monitor per CPCB Guidelines
based on Light Scattering • 24hour Monitoring along with
Technique) HCs ( FID; Flame traffic studies(traffic volume,
Ionization Detection), CO; Non classification studies) and
Dispersive Infra Red ( NDIR) Noise pollution Monitoring
Absorption, O3(Ozone) (UV • As per The CPCB and
Absorption) National ambient Air Quality
• 24 hour sampling along with Standards(NAAQS)
traffic studies Guidelines
2. Meteorology • Wind Speed (on-site) • On-site monitoring as well as • IS : 5182 Part 1-20, Site-
• Wind Direction(on-site) from secondary data from Indian specific Primary data is
• Ambient Temperature(on- Meteorological Department (IMD), required
site) New Delhi • Secondary data from IMD,
Secondary data • For Preparation of the Wind – New Delhi
• Relative Humidity Solar Rose Diagram and site specific • As per the CPCB Guidelines
Radiation meteorological data for pollution
• Cloud Cover dispersion estimation
• Environmental Lapse Rate
3. Noise • Sound Pressure • Sampling Duration 24 - hour the • IS:4954-1968 as adopted by

Levels(SPL) dB(A) kerb- side along the proposed CPCB
• Leq(Equivalent Noise alignment of Metro Extension • AS per CPCB National
Levels) along with L10, L50, • Instrument : Noise Level Meter Ambient
L90, Values Noise Quality and Continuous
Exposure Standard
Guidelines /Criteria
• 24hour Monitoring along with
traffic studies(traffic volume,
classification studies) and Air
Pollution Monitoring
4, Vehicular Traffic Studies including Fuel • Traffic Studies : Hourly traffic • To be carried out at
Movement station survey volume, Traffic Composition ( fuel representative Sites along
Studies – type, Engine Technology Type the proposed Metro
and Vintage of the vehicle ) alignment simultaneously
• 24 Hourly Manual count with Air and Noise Pollution
monitoring
5. Water Measurement of water • Grab samples • Reprentative samples from
quality parameters viz., • Samples for water quality should nearby localities to the
• Physical ( pH, Temp, be collected and analysed as per proposed alignment
Turbidity, Colour) IS : 2488 (Part 1-5) methods for
• Chemical ( magnesium sampling and testing and
hardness, total alkalinity, Standard methods for
chloride, sulphate, nitrate, examination of water and
fluoride, sodium, wastewater analysis published by
potassium, salinity, Total American Public Health
nitrogen, total phosphorus, Association
DO, BOD, COD, Phenol,
Heavy metals and
• Bacteriological (Total
coliforms, faecal coliforms)
6. Land • Measurement of Soil • Representative surface sample • Collection and analysis as per
Environment Characteristic parameters from nearby localities soil analysis reference book,
viz., Particle size distribution M.I. Jackson and soil analysis
, Texture, pH, Electrical reference book by C.A. Black
conductivity, Cation • Also from secondary sources
exchange capacity, Alkali (Agricultutue Statistics
metals, Sodium Absorption available from Agriculture and
Ratio (SAR), Permeability, Irrigation Deptt.)
Water holding capacity
7 Biological • Limited to only Terriestrial • Manual observation and counting • Identification of no. and
Environment Environment species of Tree likely to be cut
• Identification of no. and the and planted as part of
species of trees likely to be Environmental Management
cut as part of proposed Plan(EMP)
Metro alignment • Secondary data from the
concerned Forest Deptt
8. Socio-economic • Information will be • Socio-economic survey is based • Primary data collection
collected regarding on proportionate, stratified and through questionnaire
Demographic structure, random sampling method • Secondary data
Infrastructure resource
base, Economic resource
base, Cultural and
Aesthetic attributes,
Education profile etc., from
the population in nearby
localities along the
proposed Metro alignment
6 Resettlement • Identification of the Project • Primary data collection • Collection of the information
&Rehabilatation Affected Persons (PAPs) • House Hold Survey of the regarding prevalent
(R&R) Plan and properties along the people likely to be affected by Government Policy towards
proposed alignment the Project PAPS
• Socio – economic Profile • Collection of the information • Identification of the nature of
of PAPs regarding prevalent Govt. the properties through primary
• Opinion Survey of the R&R Policies data collection
PAPs regarding their
rehabilitation
7. Others Collection of Miscellaneous • Secondary data only • Secondary data collection from
information regarding the State Pollution Control
• Disposal of sites for Board(SPCB) and other Govt.
disposal of soils Departments Viz., Forest,
generated during Irrigation, Municipality, PHE
construction phase Deptt.
• 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
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.
40
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
41
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.
42
Location 1
Location 2
Location 3
Fig 2.3: Air Pollution survey sites along the Mundka - Bahadurgarh
43
Corridor
Table 2.5: Diurnal Variation of air pollutants at Location 1 (Mundaka –
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)]
3
Time SO2 (ppb) CO (ppm) O3 (ppb) NO (ppb) NO2 (ppb) NOx (ppb) THC (ppm) CH4 (ppm) NMHC (ppm) SPM (ug/m ) 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
8-hr Average 1.47 4.21 SD= Standard Deviation
Conversions:
3
SO 2 1ppb = 2.62 ug/m
3
CO 1ppm = 1.146 mg/m
3
O3 1 ppb = 1.963 ug/m
3
NO 1ppb = 1.227 ug/m
3
NO 2 1 ppb = 1.882 ug/m
44
Hydrocarbon Concentrations (ppm) Ozone Concentrations (ppb) SO2 Concentrations (ppb)
0.00
20.00
40.00
60.00
80.00
0.00
5.00
10.00
15.00
20.00
25.00
0.00
2.00
4.00
6.00
8.00
10.00
12.00
6-7 6-7 6-7

8-9 8-9 8-9
10-11 10-11 10-11
12-13 12-13 12-13
14-15 14-15
14-15
16-17
16-17 16-17
18-19
18-19 18-19
20-21
20-21 20-21
Hour of the Day

22-23
Hour of the Day
Hour of the Day

22-23 22-23
0-1
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
CH4
THC
O3
NMHC
SO2
Particulate Matter Concentrations (ug/m3) NOx Concentrations (ppb) CO Concentrations (ppm)
45
0
100
200
300
400
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.40
1.60
1.80
2.00
0.00
100.00
200.00
300.00
400.00
500.00
600.00
700.00
800.00
6-7 6-7
8-9 6-7
8-9
10-11 8-9
10-11
10-11
Corridor; NH-10)
12-13 12-13
12-13
14-15
14-15
14-15
16-17
16-17 16-17
18-19
18-19 18-19
20-21
20-21 20-21
Hour of the Day

22-23
Hour of the Day
Hour of the Day

22-23 22-23
0-1
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
SPM
NO
PM10
PM2.5
NOx
CO
NO2
Fig. 2.4: Temporal Variation of Pollutants at location 1 (Mundka- Bahadurgarh

Table 2.6: Diurnal Variation of air pollutants at Location 2 (Mundaka -
[Location 2; Shubham Vatika, Near Mundka (Delhi); (NH-10)]
3
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
SD= Standard Deviation
Conversions:
SO 2 1ppb = 2.62 ug/m 3
CO 1ppm = 1.146 mg/m 3
O3 1 ppb = 1.963 ug/m 3
NO 1ppb = 1.227 ug/m 3
NO 2 1 ppb = 1.882 ug/m 3
46
0.00
4.00
8.00
12.00
16.00
0.00
10.00
20.00
30.00
40.00
0.00
10.00
20.00
30.00
40.00
50.00
6-7 6-7 6-7
8-9 8-9 8-9
10-11 10-11 10-11
12-13 12-13
12-13
14-15 14-15
14-15
16-17 16-17
16-17
18-19 18-19
18-19
20-21 20-21
20-21
Hour of the Day

Hour of the Day
22-23
Hour of the Day

22-23
0-1 22-23
0-1
2-3 0-1
2-3
4-5 2-3
4-5
4-5
CH4
THC
SO2
NMHC
O3
Particulate Matter Concentrations (ug/m 3)
47
NOx Concentrations (ppb) CO Concentrations (ppm)
0.00
1.00
2.00
3.00
0.0
200.0
400.0
600.0
6-7
0.00
200.00
400.00
600.00
800.00
1000.00
6-7 8-9
6-7
8-9
8-9 10-11
10-11
10-11 12-13
12-13
12-13 14-15
14-15
14-15
16-17 16-17
Bahadurgarh Corridor; NH-10)

16-17
18-19 18-19
18-19
20-21 20-21
20-21
Hour of the Day
Hour of the Day

22-23 22-23
Hour of the Day

22-23
0-1
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
SPM
NO
PM10
NOx
CO
NO2
PM2.5
Fig. 2.5: Temporal Variation of Pollutants at location 2 (Mundka-

Table 2.7: Diurnal Variation of air pollutants at Location 3 (Mundaka – Bahadurgarh
corridor)
[Location 3; Tikri Kalan (Mundka-Bahadurgarh Road), Delhi; (NH-10)]
3
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: SD= Standard Deviation

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
48
0.00
2.00
4.00
6.00
0.00
10.00
20.00
30.00
40.00
0.00
10.00
20.00
30.00
6-7 6-7 6-7
8-9 8-9 8-9
10-11 10-11 10-11

12-13 12-13 12-13
14-15 14-15
14-15
16-17 16-17
16-17
18-19 18-19
18-19
20-21 20-21
20-21
Hour of the Day

Hour of the Day
22-23
Hour of the Day

22-23
22-23
0-1 0-1
0-1
2-3 2-3
4-5 2-3
4-5
4-5
CH4
THC
SO2
O3
NMHC
3
Particulate Matter Concentrations (ug/m )
49
0.00
0.50
1.00
1.50
2.00
0.0
100.0
200.0
300.0
0.00
400.00
800.00
1200.00
1600.00
6-7 6-7
8-9 6-7 8-9
10-11 8-9 10-11
Corridor; NH-10)
10-11
12-13 12-13
12-13
14-15 14-15
14-15
16-17 16-17
16-17
18-19
18-19 18-19
20-21
20-21 20-21
Hour of the Day

22-23
Hour of the Day
Hour of the Day

22-23 22-23
0-1
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
SPM
NO
PM10
NOx
CO
NO2
PM2.5
Fig. 2.6: Temporal Variation of Pollutants at location 3 (Mundka- Bahadurgarh

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.
50
Location 4
Location 1
Location 3
Fig. 2.7: Air Pollution survey sites along the Badartpur-Faridabad

corridor
51
Table 2.8: Diurnal Variation of air pollutants at Location 1
(Badarpur - Faridabad corridor)
Badarpur-Faridabad Corridor
[Location1; Tayal Motors betwwen NHPC and Badkal Crossing (Delhi-Mathura Road); NH-2]
3
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/m 3
3
3
O3 1 ppb = 1.963 ug/m
NO 1ppb = 1.227 ug/m 3
NO 2 1 ppb = 1.882 ug/m 3
52
0.00
2.00
4.00
6.00
8.00
0.00
4.00
8.00
12.00
0.00
10.00
20.00
30.00
40.00
6-7
6-7 6-7
8-9
8-9 8-9
10-11
10-11 10-11
12-13
12-13 12-13
14-15
14-15 14-15
16-17
16-17 16-17
18-19
18-19 18-19
20-21
20-21
Hour of the Day

20-21
Hour of the Day

22-23
Hour of the Day

22-23
0-1 22-23
0-1
2-3 0-1
2-3
4-5 2-3
4-5
4-5
CH4
THC
SO2
O3
NMHC
3
Particulate Matter Concentrations (ug/m )
53
0.00
1.00
2.00
3.00
0.0
100.0
200.0
300.0
0.00
200.00
400.00
600.00
6-7 6-7
6-7
8-9 8-9
8-9
10-11 10-11
10-11
Faridabad Corridor; NH-2)

12-13 12-13 12-13
14-15 14-15
14-15
16-17 16-17
16-17
18-19 18-19
18-19
20-21
20-21 20-21
Hour of the Day

22-23
Hour of the Day
Hour of the Day 22-23 22-23

0-1
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
Fig. 2.8: Temporal Variation of Pollutants at location 1 (Badarpur-

SPM
NO
PM10
NOx
CO
NO2
PM2.5
[Location 2; Sector 35, Sarai Khwaja (Delhi-Mathura Road); NH-2]
3
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: SD= Standard Deviation

SO 2 1ppb = 2.62 ug/m 3
3
O3 1 ppb = 1.963 ug/m 3
NO 1ppb = 1.227 ug/m 3
NO 2 1 ppb = 1.882 ug/m 3
54
0.00
2.00
4.00
6.00
8.00
0.00
10.00
20.00
30.00
0.00
4.00
8.00
12.00
6-7 6-7 6-7

8-9
8-9 8-9
10-11
10-11 10-11
12-13
12-13 12-13
14-15
14-15 14-15
16-17
16-17 16-17
18-19
18-19 18-19
20-21
20-21
Hour of the Day

20-21
Hour of the Day

22-23
Hour of the Day

22-23
22-23
0-1
0-1
2-3 0-1
2-3
4-5 2-3
4-5
4-5
CH4
THC
SO2
O3
NMHC
55
Particulate Matter Concentrations (ug/m3) NOx Concentrations (ppb) CO Concentrations (ppm)
0
25
50
75
100
0.00
1.00
2.00
3.00
4.00
0.00
200.00
400.00
600.00
800.00
6-7
6-7
8-9 6-7
8-9
10-11 8-9
10-11
12-13 10-11
12-13 12-13
14-15
14-15 14-15
16-17
16-17 16-17
18-19
18-19 18-19
20-21
(Badarpur- Faridabad Corridor; NH-2)

20-21 20-21
Hour of the Day

22-23
Hour of the Day
Hour of the Day

22-23 22-23
0-1
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
Fig. 2.9: Temporal Variation of Pollutants at location 2

SPM
NO
PM10
NOx
CO
NO2
PM2.5
[Location 3; Sector 28, Near Badkal Crossing, Delhi-Mathura Road; NH-2]
3
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:
SD= Standard Deviation
3
SO 2 1ppb = 2.62 ug/m
3
3
O3 1 ppb = 1.963 ug/m
NO 1ppb = 1.227 ug/m 3
NO 2 1 ppb = 1.882 ug/m 3
56
0.00
2.00
4.00
6.00
0.00
10.00
20.00
30.00
0.00
4.00
8.00
12.00
6-7 6-7 6-7
8-9
8-9 8-9
10-11
10-11 10-11
12-13
12-13 12-13
14-15
14-15 14-15
16-17
16-17 16-17
18-19
18-19 18-19
20-21
20-21
Hour of the Day

20-21
Hour of the Day

22-23
Hour of the Day

22-23
22-23
0-1
0-1
2-3 0-1
2-3
4-5 2-3
4-5
4-5
CH4
THC
SO2
O3
NMHC
57
Particulate Matter Concentrations (ug/m 3) NOx Concentrations (ppb) CO Concentrations (ppm)
0
25
50
75
100
125
0.00
1.00
2.00
3.00
0.00
200.00
400.00
600.00
6-7 6-7
8-9 6-7
8-9
10-11 8-9
10-11
Faridabad Corridor; NH-2)

12-13 10-11
12-13 12-13
14-15
14-15 14-15
16-17
16-17 16-17
18-19
18-19 18-19
20-21
20-21 20-21
Hour of the Day
Figure Temporal variation of pollutants at location 3 (Badarpur-Faridabad Corridor; NH-2)

22-23
Hour of the Day
Hour of the Day

22-23 22-23
0-1
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
Fig. 2.10: Temporal Variation of Pollutants at location 3 (Badarpur-

SPM
NO
PM10
NOx
CO
NO2
PM2.5
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]
3
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
Conversions:
SO 2 1ppb = 2.62 ug/m 3
CO 1ppm = 1.146 mg/m 3
O3 1 ppb = 1.963 ug/m 3
NO 1ppb = 1.227 ug/m 3
NO 2 1 ppb = 1.882 ug/m 3
58
0.00
2.00
4.00
0.00
4.00
8.00
0.00
10.00
20.00
30.00
40.00
6-7 6-7 6-7
8-9 8-9
8-9
10-11 10-11
10-11
12-13 12-13
12-13
14-15 14-15
14-15
16-17 16-17
16-17
18-19 18-19
18-19
20-21 20-21
Hour of the Day

20-21
Hour of the Day

22-23
Hour of the Day

22-23
22-23
0-1 0-1
2-3 0-1
2-3
4-5 2-3
4-5
4-5
CH4
THC
SO2
O3
NMHC
59
Particulate Matter Concentrations (ug/m 3) NOx Concentrations (ppb) CO Concentrations (ppm)
0
25
50
75
0.00
1.00
2.00
6-7
0.00
200.00
6-7
8-9 6-7
8-9
10-11 8-9
10-11
12-13 10-11
12-13
14-15 12-13
14-15 14-15
16-17
16-17 16-17
18-19
20-21 18-19 18-19
(Badarpur- Faridabad Corridor; NH-2)

Hour of the Day
22-23 20-21 20-21
Hour of the Day
Hour of the Day

0-1 22-23 22-23
0-1 0-1
2-3
2-3 2-3
4-5
4-5 4-5
Fig. 2.11: Temporal Variation of Pollutants at location 4

SPM
NO
PM10
CO
PM2.5
NOx
NO2
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
76
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.
77
Table 2.25: Physico-Chemical Analysis of Ground Water Samples
(Mundka-Bahadurgarh Corridor)
Concentration
Parameter (mg/l)
Site 1 Site 2 Site 3 Site 4
Kulasi Dulhera Chhara Badli
pH 7.41 7.51 8.27 7.99
EC 2940 2460 4597 3448
( µmhos /cm)
CO3 - - 0 0 0 0
(as CaCO3)
HCO3 - 704 379 975 271
(as CaCO3 )
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 685 548 853 1356
(as CaCO3)
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.
78
Table 2.26: Physico-Chemical analysis of Ground Water
(Badarpur - Faridabad Corridor)
Concentration
Parameter (mg/l)
Site 1 Site 2 Site 3 Site 4
Kot Pali Shahbad Fatehpur
pH 7.85 7.10 7.37 7.42
EC in 1255 3150 1076 428
(µmhos /cm)
CO3 - - 0 0 0 0
(as CaCO3)
HCO3 - 369 356 344 147
(as CaCO3 )
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 416 772 257 186
(as CaCO3)
79
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
88
(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.
89
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.
90
Total number of samples surveyed = 1446
6%
Male
Female
94%
Percentage of Samples Surveyed
2%
19% 16%
< 20
20-40
40-60
>60
63%
Distribution of Age of the Samples (%)
Fig. 2.21: Summary of Socio – economic survey (Mundka- Bahadurgarh corridor)
91
35.00
30.00
Percentage of Samples
25.00
20.00
15.00
10.00
5.00
0.00
Illiterate Primary Middle 10th 12th Grad. Post. Others
Gradu.
Educational Qualification
50.00
45.00
40.00
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00
ed
.
s
t.
ry
ife
ss
en
t
er
i re
Pv
ov
st
oy
w
ne
ud
th
G
du
et
se
pl
e
O
si
R
St
e
In
Em
ic
ou
Bu
ic
rv
e
rv
H
ic
Se
lf
n
Se
Se
w
rv
O
Se
Occupational Pattern
2.22: Observed educational qualification and occupational pattern

92
11%
28% Car
Two Wheeler
61%
Not Owned
Vehicle Ownership Pattern
70.00
60.00
50.00
40.00
30.00
20.00
10.00
0.00
Bus RTV Car 2-W Auto Chartered
Mode of Transport Bus
3% 7%
5%
Daily
Weekly
Monthly
Occasionally
85%
Trip Pattern
Fig. 2.23 : Observed vehicular ownership pattern , mode of transport and trip
pattern
93
8%
Yes
No
92%
Awernessof Proposed Metro Rail in
Bhagadurgarh
1%2%
Yes
No
Maybe
97%
Willing to Use the Proposed Metro Rail
Fig. 2.24: Awareness about the metro and willingness to use the proposed metro
(Mundka-Bahadurgarh Corridor
94
40.00
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00
< 3000 3000 - 5,000- 10,000 - 15,000 - 20,000 - 25,000 - 30,000 - > 50,000
5,000 10,000 15,000 20,0000 25,000 30,000 50,000
Income Distribution
90.00
80.00
70.00
60.00
50.00
40.00
30.00
20.00
10.00
0.00
e
n
t
re
er
ty
im
tio
r
fo
Fa
fe
th
ra
T
om
Sa
O
el
de
C
av
si
on
Tr
C
g
in
l
ta
uc
en
Perception of Benefits due to Proposed Metro Rail

ed
nm
R
ro
vi
En
Fig. 2.25: Observed income distribution, and perception of benefits due to proposed
metro
95
40.00
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00
Increasing Employment Increasing of Changes of All
Accessibility opportunities House rents Land value
Expected Imapct of Metro Rail
Fig. 2.26: Perception of the public regarding the expected impact of Metro
(Mundka- Bahadurgarh corridor)
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
96
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.
97
Total Number of samples surveyed = 1255
18%
Male
Female
82%
Percentage of Samples Surveyed
1% 10%
19%
< 20
20-40
40-60
>60
70%
Distribution of Age of the Samples (%)
Fig. 2.27: Summary of Socio - economic survey (Badarpur-Faridabad corridor)
98
35.00
Percentage of Samples 30.00
25.00
20.00
15.00
10.00
5.00
0.00
Illiterate Primary Middle 10th 12th Grad. Post. Others
Gradu.
Educational Qualification
45.00
40.00
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00
ed
t.
d
t.
s
ry
ife
ss
en
i re
er
Pv
ov
st
oy
w
ne
ud
th
G
du
et
se
pl
e
O
si
R
St
e
In
Em
ic
ou
Bu
ic
rv
e
rv
H
ic
Se
lf
n
Se
Se
rv
w
O
Se
Occupational Pattern
Fig. 2.28: Observed educational qualification and occupational pattern

((Badarpur- Faridabad corridor)
99
15%
40%
Car
Two Wheeler
Not Owned
45%
Vehicle Ownership Pattern
40.00
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00
TV
n
ar
to
s
Bu
ai
Bu
cl
C
Au
2-
R
cy
Tr
d
Bi
re
rte
Mode of Transport
ha
C
10%
6%
Daily
9%
Weekly
Monthly
Occasionally
75%
Trip Pattern
Fig. 2.29: Observed vehicular ownership pattern, mode of transport and trip pattern
(Badarpur- Faridabad corridor)
100
25%
Yes
No
75%
Awerness of Proposed Metro Rail in

Faridabad
2% 4%
Yes
No
Maybe
94%
Willing to Use the Proposed Metro Rail
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00
< 3000 3000 - 5,000- 10,000 - 15,000 - 20,000 - 25,000 - 30,000 - > 50,000
5,000 10,000 15,000 20,0000 25,000 30,000 50,000
Income Distribution
Fig. 2.30: Awareness about the metro, willingness to use the proposed metro and
observed income distribution found during the survey
(Badarpur-Faridabad corridor)
101
70.00
60.00
50.00
40.00
30.00
20.00
10.00
0.00
e
n
t
re
er
ty
im
tio
r
fo
Fa
fe
th
ra
T
om
Sa
O
el
de
C
av
si
on
Tr
C
g
in
l
ta
uc
en
Perception of Benefits due to Proposed Metro Rail

ed
nm
R
ro
vi
En
45.00
40.00
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00
Increasing Employment Increasing of Changes of All
Accessibility opportunities House rents Land value
Expected Imapct of the Proposed Metro Rail
Fig. 2.31: Perception of expected benefits and expected impact(s) due to proposed
metro (Badarpur-Faridabad corridor)
102
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,
108
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.
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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.
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Fig. 2.36: The Seismic Map of the Country
111
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
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(vi)
Fig.2.37: Ground Water Situation113

in Delhi in Year 1960 and 2001
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.
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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
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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
116
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
117
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
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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).
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ENVIRONMENTAL IMPACT (1000)
BIOLOGICAL ENVIRONMENT (200) ENVIRONMENTAL POLLUTION (350) AESTHETICS (100) HUMAN INTEREST (350)
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)
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

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
149
• 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
150
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
151
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.
152
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

Total loss of Trees (Nos.) 550
Average cost of one tree (Rs.) 700
Total Loss (Rs. Lakhs) 3.85 Lakhs
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
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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
Equipment Lmax Level

Category 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
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
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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 Dust mitigation plan, general
operations, transport of housekeeping
materials, loading and
unloading operations
Noise and vibration DG sets, motor pumps, Noise monitoring plan
sheet piling, ventilating fans
Spillage/Leakage Spillage/Leakage of Diesel, Spill prevention and control plan
Lubes, admixtures, gases
Fire hazard Welding equipments and On - site and off - site contingency
vehicles plans, safe storage and handling of
inflammable materials
Air pollution Construction equipments Air monitoring plan, green belt
and vehicles development
Paper and Office premises Good house keeping and waste
stationery wastes disposal practices
Water pollution Tyre wash water, toilet soak Collection and treatment for Water
pits, wash outs of the pollution ( water treatment plant)
spoilage during rainy
season, Oil and grease
getting into drainage and/or
sewerage system
Breeding of Stagnant water pools Measures to eliminate mosquito
mosquito breeding(use of insecticides, not
allowing the water to stagnant)
Hazardous waste Stores, rags/cotton, waste Hazardous waste control measures
materials material, garbage dumps, (e.g., handling, storage and disposal)
explosives
Welding operations Construction and fabrication Safety codes and shields
operations
Waste material Wastes generated during Waste control measures (e.g.,
management site clearing operations, handling, storage and disposal)
Packaging materials etc.
Accidents at site Construction activities Observing safety codes/practices
during construction
Accidents due to Mechanical equipments and Periodic maintenance
mechanical motor vehicles
equipments and
vehicles
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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
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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.
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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
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• 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 ;
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• 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.
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Table 6.1: Monitoring Program during the Construction and operation Phase
(Mundka - Bahadurgarh corridor)
Environmental Parameter Monitoring Method Proposed Monitoring

Aspect Frequency Recommended Stations
Ambient Air SPM, RSPM, SO2,NOx,HCs O3 along with Twice/Month CPCB Approved Methods (i) Near Mundka village
meteorological Parameters (Wind speed, (24-hour (High Volume Air (ii)Between Mundka
Quality
wind direction, temperature, humidity) Duration) Samplers(HVAS) village and Gherawa
(Kerb-side) Or mode (iii)Between
On – site measurements Gherawa mode and Tikri
using Instrumented air Border (iv) Bahadurgarh
pollution mobile van) town along NH-10)
Ambient Noise Sound Pressure Levels(SPL), Twice/Month Noise Level Meters (Same as above)
Monitoring Leq(Equivalent Noise Levels) along with (24-hour along with air pollution
L10, L50, L90, Values Duration monitoring
Ground water Physical ( pH, Temp, Turbidity, Once in a Grab samples , Samples Three samples from the
Colour),Chemical ( magnesium month collected and analyzed groundwater bore well
hardness, total alkalinity, chloride, as per IS : 2488 (Part (two on the Delhi side
sulphate, nitrate, fluoride, sodium, 1-5) and as per the and one along the
potassium, salinity, Total nitrogen, total standard methods for Haryana side of the
phosphorus, DO, BOD, COD, Phenol, examination of water corridor)
Heavy metals and Bacteriological (Total and wastewater analysis
coliforms, faecal coliforms published by American
Public Health
Association(APHA)
Biological Green Cover aspects( for monitoring tree During the Monitoring and Along the construction
Environment cutting, trimming and compensatory whole supervision as per the site
plantation) construction Environmental
period Management Plan(EMP)
Waste water * Characterization and Quantification as per Once in six Grab samples, analysis From Depots and metro
CPCB norms months as per APHA stations
methodology
* During operation phase only
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Table 6.2: Monitoring Program during the Construction and operation Phase
(Badarpur – Faridabad corridor)
Environmental Parameter Monitoring Method Proposed Monitoring

Aspect Frequency Recommended stations
Ambient Air SPM, RSPM, SO2,Nox,HCs, O3 along with Twice/Month CPCB Approved Methods (i)Near Badarpur Border
meteorological Parameters (Wind speed, (24-hour (High Volume Air (ii) Between Badarpur
Quality
wind direction, temperature, humidity) Duration) Samplers(HVAS) Border and Sarai Kwaja
Or (iii) Sarai Kwaja and
On – site measurements Badkal Mode (iv)Near
using Instrumented air Good year chowk along
pollution mobile van) NH-2
Ambient Noise Sound Pressure Levels(SPL), Twice/Month Noise Level Meters (Same as above)
Monitoring Leq(Equivalent Noise Levels) along with (24-hour along with air pollution
L10, L50, L90, Values Duration monitoring
Ground water Physical ( pH, Temp, Turbidity, Once in a Grab samples , Samples (i)Near Badarpur Border
Colour),Chemical ( magnesium month collected and analysed (ii)Between Sarai Kwaja
hardness, total alkalinity, chloride, as per IS : 2488 (Part and Badkal Mode
sulphate, nitrate, fluoride, sodium, 1-5) and as per the (iii)Near Good year
potassium, salinity, Total nitrogen, total standard methods for chowk along NH-2
phosphorus, DO, BOD, COD, Phenol, examination of water
Heavy metals and Bacteriological (Total and wastewater analysis
coliforms, faecal coliforms published by American
Public Health
Association(APHA)
Biological Green Cover aspects( for monitoring Tree Regular Monitoring and Along the construction
Environment cutting, trimming and compensatory monitoring supervision as per the site
plantation) during the Environmental
whole Management Plan(EMP)
construction
period
Waste water Characterization and Quantification as per Once in six Grab samples, analysis From Depots and metro
CPCB norms months as per APHA stations
methodology
187
Table 6.3: Cost estimates for Environmental Monitoring Program(for average period of 2years)
(During the Construction and Operation phase) (Mundka – Bahadurgarh corridor)
Environmental Parameters Frequency No. of Total Samples Rates per Cost of Testing
Aspect of sampling sample
monitoring locations
Ambient Air SPM, RSPM, Twice/Month 4(four) 24 samples/ Rs. 20,000/ Rs.38,40,000/-
SO2,NOx,HCs, O3 (24-hour location/ year sample
Quality
along with Duration) =96 samples/
meteorological year for all the 4
Parameters (Wind locations
speed, wind Total 192 samples
direction, (for average period
temperature, of 2 years)
humidity)
Ambient Noise Sound Pressure Twice/Month 4(four) 24 samples/ Rs.4,000/- Rs.7,68,000/-
Monitoring Levels(SPL), (24-hour location/ year
Leq(Equivalent Duration =96 samples/
Noise Levels) along year for all the 4
with L10, L50, L90, locations
Values Total 192 samples
(for average period
of 2 years)
Ground water Physical ( pH, Once in a 3(Three) 12 samples/ Rs. 15,000/ Rs.10,80,000/-
Temp, Turbidity, month location/ year per sample
Colour), Chemical = 36 samples/
(Magnesium year for all the 3
hardness, total locations
alkalinity,chloride, Total 72 samples
sulphate, nitrate (for average period
fluoride, sodium, of 2 years)
potassium, salinity,
Total nitrogen,
total phosphorus,
DO, BOD, COD,
Phenol, Heavy
188
metals and
Bacteriological
(Total coliforms,
faecal coliforms
Waste water AS per the CPCB Once in six 4(Four) 2 samples/ Rs. 15,000/ Rs. 2,40,000/
characterization* norms(D.O.,BOD, months location/ year
COD, pH etc.) =8 samples/
year for all the 4
locations
Total 16 samples
(for average period
of 2 years)
Biological Green Cover Regular Regular Will be carried out/done under the supervision of
Environment aspects( for monitoring monitoring environment/Forest officer of the DMRC.
monitoring Tree during the
cutting, trimming whole
and compensatory construction
plantation) period
189
Table 6.4: Cost estimates for Environmental Monitoring Program (for average period of 2years)
(During the Construction and Operation phase) (Badarpur - Faridabad corridor)
Environmental Parameters Frequency of No. of Total Samples Rates per Cost of Testing
Aspect monitoring sampling sample
locations
Ambient Air SPM, RSPM, Twice/Month 4(four) 24 samples/ Rs. 20,000/ Rs.38,40,000/-
SO2,NOx,HCs, O3 (24-hour location/ year sample
Quality
along with Duration) =96 samples/
meteorological year for all the 4
Parameters (Wind locations
speed, wind Total 192 samples
direction, (for average
temperature, period of 2 years)
humidity)
Ambient Noise Sound Pressure Twice/Month 4(four) 24 samples/ Rs.4,000/- Rs.7,68,000/-
Monitoring Levels(SPL), (24-hour location/ year
Leq(Equivalent Duration =96 samples/
Noise Levels) year for all the 4
along with L10, locations
L50, L90, Values Total 192 samples
(for average
period of 2 years)
Ground water Physical ( pH, Once in a 3(Three) 12 samples/ Rs. 15,000/ Rs.10,80,000/-
Monitoring Temp, Turbidity, month location/ year per sample
Colour),Chemical = 36 samples/
( magnesium year for all the 3
hardness, total locations
alkalinity, Total 72 samples
chloride, (for average
sulphate, nitrate, period of 2 years)
fluoride, sodium,
potassium,
salinity, Total
nitrogen, total
190
phosphorus, DO,
BOD, COD,
Phenol, Heavy
metals and
Bacteriological
(Total coliforms,
faecal coliforms
Waste water AS per the CPCB Once in six 4(Four) 2 samples/ Rs. 15,000/ Rs. 2,40,000/
characterization* norms(D.O.,BOD, months location/ year
COD, pH etc.) =8 samples/
year for all the 4
locations
Total 16 samples
(for average
period of 2 years)
Biological Green Cover Regular Regular Will be carried out/done under the supervision of
Environment aspects( for monitoring monitoring environment/Forest officer of the DMRC.
monitoring Tree during the
cutting, trimming whole
and construction
compensatory period
plantation)
191
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/-
192
I
ANNEXURE-I
S. Sheet Summary of
Description the
PlotLand Acquisition
Existing Plan and R&R
Proposed Area Survey along Mundka-
Ownership Remarks
No. No.* of the Land No. Land use Land use Proposed of the (if any)
use Bahadurgarh Corridor
to be Proposed
(Reference Drawing No. : HARYANA/MN-BHD/LANDAcquired Land
PLAN/2006 datedto12/06/06)
be
2
(m ) Acquired
1 1 MIA Metro 1A Open land Parking 1792 Private Open land behind
Station(1) commercial units
2 1 MIA 1B Commercial+ Entry/Exit 192 Private Narrow strip of the land
Station(1) open land along the ROW,
3 1 MIA 1C Narrow strip Entry/Exit 800 NHAI Within the ROW of NH-
Station(1) of the land 10
within ROW
of NH-10
4 1 MIA 1D Narrow strip Entry/Exit 631 NHAI Within the ROW of NH-
Station(1) of the land 10
within ROW
of NH-10
5 1 MIA 1E Commercial Entry/Exit 360 Private Narrow strip of the land
Station(1) comprising commercial
usage(shops) will have
to be acquired
6 1 MIA 1F Open land Parking+ 18,000 Private Open land behind
Station(1) P.D.(1.3Ha) commercial units
7 2 Ghewara 2A Open Land Parking+ 78,855 Govt. Open land, adjoining
Metro Station (Park P.D.(7.0Ha)+ NH-10, Near Ghewara
(2) proposed) S/S Intersection
8 2 Ghewara 2B Within the Entry/Exit 992 NHAI Within the ROW of NH-
Station (2) ROW of NH- 10, Near Ghewara
10 Intersection
II
9 2 Ghewara 2C Narrow strip of Entry/Exit 486 NHAI Within the ROW of NH-
Station (2) the land 10, Near Ghewara
within the Intersection
ROW of NH-10
10 2 Ghewara 2D Open land Entry/Exit 505 Private Open land(plots) with
Station (2) (plots)+ few commercial
commercial properties ( permanent
properties structures)
11 2 Ghewara 2E Presently Parking 400 Private Presently open land
Station (2) 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 Cons. Depot. 41,960 Private Open land presently
presently used for agricultural
used for purpose
agricultural
purpose
14 5 Tikri Border 3A Govt. Girls Parking 1082 Govt. Towards the Delhi
Metro Station School side, approx. 300-
(3) 400m from the Tikri
Border, Play ground of
the existing school
15 5 Tikri Border 3B Play ground of Entry/Exit 491 Govt. Land of the Govt. Girls
Station (3) the Govt. and adjoining Govt.
Girls and Boys School
adjoining
Govt. Boys
School
III
II
16 5 Tikri Border 3C ROW of NH- Entry/Exit 500 NHAI Within the ROW of NH-
Metro Station 10 10
(3)
17 5 Tikri Border 3D Open land Entry/Exit 992 Delhi Govt. Open Land , being used
Station (3) as “Chara Mandi”
18 5 Tikri Border 3E Parking+ 3605 Delhi Govt. Open Land , being used
Station (3) S/S as “Chara Mandi”, few
well grown Eucalyptus
trees.
19 5 Tikri Border CD-3 Open land Cons. Depot. 5500 Private Open land, presently
Station (3) being used agriculture use
for agriculture
purpose
20 6 MIE Metro 4A Presently Parking 1233 Private Along the ROW of NH-
station (4) open land 10 and adjoining to
adjoining the road to MIE Part-A
permanent
residential
buildings
21 6 MIE station 4B Commercial Entry/Exit 1204 Private Narrow strip of the land
(4) purpose & along the ROW of NH-
open land 10 will have to be
acquired, Mostly open
land with few
commercial properties
(Permanent structures)
will have to be acquired
22 6 MIE station 4C Open land Entry/Exit 992 ROW of NH- Within the ROW of NH-
(4) with few 10(NHAI) 10
Eucalyptus
trees)
IV
III
23 6 MIE station 4D Park Parking+ 1913 Govt. Existing Park with few
(4) S/S 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 5A Open Land for Parking 4010 Govt. Land for Bus Parking
Metro Station Bus Parking
(5)
26 8 Bus Stand 5B Existing Entry/Exit 992 Govt. Existing Bus Station
Station (5) Bahadurgarh with office, open space
Bus station for bus parking,
commercial shops
adjoining to road(NH-
10)
27 8 Bus Stand 5C Entry/Exit 1204 Private Several commercial
Station (5) shops (Permanent
structures) along the
NH-10 will have to be
acquired, No building
used for the
commercial purpose.
28 8 Bus Stand 5D Open land Parking+ 1698 Govt. Open land (along the
Station (5) S/S NH-10 adjoining
ROW), presently
used for the
cremation purpose,
V
29 9 City Park 6A Park Entry/Exit 992 HUDA/Govt. A Portion of the Ch.

Metro Station Devilal Park will have to
(6) be acquired
34 9 City Park 6B Open Space Entry/Exit 992 HUDA/Govt. Open space in front of
Station (6) the Public Health
Campus, no permanent
structures.
35 9 City Park 6C Open Space Parking+S/S 2995 HUDA/Govt. Open space with few
Station (6) Eucalyptus trees
36 9 City Park 6D Park Parking 900 HUDA/Govt. A part of the Ch.
Station (6) Devilal Park near the
boundary wall to the
road going to Sector
2&6
ANNEXURE-II VI
Summary of the Land Acquisition Plan and R&R Survey along the Badarpur -
S. Sheet Description of Plot Existing Proposed
Faridabad corridor Area Ownership Remarks
No. No.* the Land use No. Land use Land use Proposed of the
(Reference Drawing No. : HARYANA/BP-FBD/LAND PLAN/2006
to be dated 30/05/06)
Proposed
Acquired Land to be
(m2) Acquired
1 1 Sarai Metro 1A BSNL R.S.S+ 6000 Govt. One Permanent
Station (1) Building/ Parking Structure(Office
Store Building), Open Space
2 1 Sarai Metro 1B Commercial Entry/Exit 2485 Private Partial land of L&T Ltd,
Station (1) Use Ashok Leyland required
3 1 Sarai Metro 1C Commercial St. Services 2850 Private Partial land requirement
Station (1) Use from M/s Shi Exports
4 1 Sarai Metro 1D Petrol Pump Entry/Exit 1595 Private Indian Oil Petrol Pump to
Station (1) be displaced
5 1 Sarai Metro CD-1 Open Plot Temp. Cons. 1545 Private Surrounded by
Station (1) Depot. permanent structures
on both sides
6 2 NHPC 2A Open Plot Parking 808 Private Open Plot
Station(2)
7 2 NHPC 2B ROW of Entry/Exit 1180 NHAI Permanent Structures
Station(2) NH-2 immediately beyond
ROW
8 2 NHPC 2C Commercial Parking 772 Partial Land from
Station(2) M/s Rajshi Steering Ltd
9 2 NHPC 2D ROW of Entry/Exit 1957 NHAI Commercial Properties
Station(2) NH-2 beyond ROW
10 2 NHPC 2E Commercial Parking+ 2764 Private Partial Land from
Station(2) /Industrial Station M/s Galaxy Instruments
services Ltd, M/s Protech
Engineering Industries
and M/s Manu Nursery
11 2 NHPC CD-2 Open Land Temp. Cons. 2380 Private Bushes. Small trees
Station(2) Depot.
VII
12 3 Temp. Cons. CD-3 Open Land Temp. Cons. 3105 Private After the NHPC Chowk,
Depot. Depot. Opposite M/s Laxmi Floor
Mills, Open Land, No
Permanent Structure
13 4 Mewala Metro 3A Commercial UG Tank + 1050 Private Land Owned by M/s Rolta
Station(3) E/E 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 Entry/Exit 567 NHAI Within the ROW of NH-2
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
VIII
19 4 Mewala St. (3) 3G ROW of Entry/Exit 826 NHAI Within the ROW of NHAI,
NH-2 Permanent structures
( i.e. boundary walls)
immediately beyond
ROW
20 5 Sector 27-A 4A Open/Unocc Property 10,000 Govt. Presently open land
Metro upied land Devlop. (HUDA) without any permanent
Station(4) structure
21 5 Sector 27-A (4) 4A Open/Unocc Parking – 6914 Govt. Presently open land
upied land Station (HUDA) without any permanent
services structure
22 5 Sector 27-A (4) 4B Part of land Entry/Exit 992 Govt. Presently open land
is within (HUDA)/ without any permanent
ROW of NH- NHAI structure
2
23 5 Sector 27-A (4) 4C Open land Entry/Exit 992 Private Within the ROW of NH-2
without any
Permanent
structures
24 5 Sector 27-A (4) 4D Open land Entry/Exit 863 Private Open land without any
without any permanent structure
Permanent
structures
25 5 Sector 27-A (4) 4E Open land Parking 840 Private Partial land from
without any M/s Uni Systems (15/1)
Permanent
structures
26 6 Temp. Cons. CD-4 without any Temp. Cons. 4268 Private Opposite M/s Melco ( P)
Depot. Permanent Depot. Ltd., Open Space with no
structures permanent structure
27 6 Temp. Cons. CD-5 Open Land Temp. Cons. 4100 Private Open land between
Depot. without any Depot. M/s Garima Garments
Permanent and Escorts Corporate
IX
structures Centre
28 7 Badkhal Mor 5A ROW of NH- Entry/Exit 992 Within the Within the ROW of NH-2
Metro Stat. (5) 2 ROW of NH-
2
29 7 Badkhal Mor(5) 5B ROW of NH- Entry/Exit 992 Partially ROW of NH-2 and Trust
2 and Trust from ROW Property
Property of NH-2 and
Trust
Property
30 7 Badkhal 5C Trust Parking + 1500 Property of Dev
Mor(5) Property Station Samaj Ashram,
(open services Trust Presently open space
land) Propoerty with trees and bushes
31 7 Badkhal Mor(5) 5C Open Land, PD 9428 , adjoining M/s
(Poperty of Scorpios Appareals Ltd
Dev Samaj and Indian Oil Petrol
Ashram) Pump(16/1)
32 8 Old Faridabad 6A Commercial Parking 1663 Private Commercial Property
Metro Station Property with shops,
(6) with shops, Double Storey,
( double Permanent
Storey, Structure, at the
Permanent Intersection towards
structure) Praveen Marg
33 8 Old Faridabad 6B Commercial Parking + 2500 Govt./HUDA Partially Encroached,
Station(6) use+ Post Service Permanent Structures,
office+ Station Proposed land
Factory requirement will be
premise between M/s Hp Gas and
(J.D. Woods M/s Shivam hotel along
Products) the ROW of NH-10
34 8 Old Faridabad 6C Parking 1418 ROW/NHAI Within the ROW of NH-2,
Station (6)
35 8 Old Faridabad 6D Within the Entry/Exit 992 ROW/NHAI Within the ROW of NH-2
Station (6) ROW of NH- ( Encroached)
2
36 8 Old Faridabad 6E Within the Entry/Exit 992 ROW/NHAI Within the ROW of NH-2
Station (6) ROW of NH- ( Encroached)
2
37 9 Temp. Cons. CD-6 Park Area Temp. Cons. 3875 HUDA Open Land being used as
Depot. Depot. a park, No permanent or
temporary structures
38 10 Temp. Cons. CD-7 Open Land Temp. Cons. 3585 HUDA Land for the proposed
Depot. Depot. park, Adjoining Magpie
and M/s Delton Cables
Pvt. Ltd., no trees
39 11 Ajronda Metro 7A Parking 2760 Govt./HUDA Land partially
Station (7) 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- Entry/Exit 992 ROW of Within the ROW of NH-2
2 & HUDA NHAI & HUDA
41 11 Ajronda Stat.(7) 7C ROW of NH- Entry/Exit 992 ROW of ROW of NH-2 & HUDA, in
2 & HUDA NHAI front of the shops, bus
stand exists
42 12 Faridabad New 8A HUDA/Govt. Parking + S/S 3332 HUDA Existing park with trees,
Town Metro adjoining HP petrol pump
Station (8)
43 12 Faridabad NT 8B ROW of Entry/Exit 992 NHAI Within ROW of NH-2
(8) NHAI
XI
44 12 Faridabad NT 8C Open land Parking 2500 HUDA/Govt. Open land with

(8) trees(park proposed)
45 12 Faridabad NT 8D ROW of Entry/Exit 992 NHAI Within ROW of NH-2

(8) NHAI
46 12 Faridabad NT CD-8 Open land Temp. Cons. 3117 Private Open land with no
(8) Depot. permanent structure
47 13 YMCA Metro 9A Open land Parking 7174 Private Open land with
Station +permanent permanent structures
structures exists
48 13 YMCA Stat. (9) 9B ROW of Entry/Exit 992 NHAI Within ROW of NH-2
NHAI
49 13 YMCA Stat. (9) 9C ROW of Entry/Exit 730 NHAI Within ROW of NH-2
NHAI
50 13 YMCA Stat. (9) 9D Commercial Entry/Exit 261 Private Within the boundary wall
use, Private of M/s Vivek Metal Kot
property (p)Ltd(Factory/Commerci
al use)
51 13 YMCA Stat. (9) 9E Commercial Parking + S/S 2168 Private Within the boundary wall
use, Private of M/s Vivek Metal Kot
property (p)Ltd(Factory/Commerci
al use)
52 13 YMCA Stat. (9) CD-9 Open land Temp. Cons. 2330 Private Open area
Depot
53 14 Between D-1 Open land Depot area 30 Ha HUDA/Govt. Partially encroached

Faridabad NT
station and
Ajronda metro
station
Annexure VI
Indian Standards/ Specifications for Drinking Water
(IS 10500 – 1983)
Substance or Requirement/
characteristics 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 Requirement/
characteristics 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 10-8
b) Beta emitters µCi/ml, Max 10-7

Final Report (Part-A) : Transportation Planning and Environment Division August, 2006

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Final Report (Part-A) : Transportation Planning and Environment Division August, 2006

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Final Report(Part-A)

Environmental Impact Assessment (EIA) Studies for

Delhi Metro Rail Corporation Limited

Transportation Planning and Environment Division

Head (Transportation Planning & Environment Division)

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

Mr. P.V.Pradeep Kumar (Air)

Table of Contents (i)

1.2 Motor Vehicle and Population Growth in Delhi 4

2.4.4 Climate 114

Water Pollution 131

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

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

2.1 Traffic survey locations along the the proposed Mundka - 36

1. Environmental Baseline Data

1.1 General Environment

Table 1: Estimation of Vehicular Emission Loads for Different Scenarios

S. Pollutant(s) Emission Emission Emission

S. Pollutant(s)Emission Emission % Reduction

2.2 Negative Environmental Impacts

4.0 Environmental Management Plan

Table1.1 : Environmental Effects of Transport Activities

Local effects District and regional Global effects

Social effects Accident, delays Land-use changes

Subjective Fear, Severance, Loss of mobility for

1.2 Motor Vehicles and Population Growth in Delhi

Phase I a) Shahadara - Rithala (22 km)

1.5 Objectives and Scope of the Present Study

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

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

Fig.1.2 : Traffic Survey in progress

1.7.3 Air Pollution Survey

Fig1.5: Grimm Dust Monitor with on- site measurement of meteorological

1.7.5 Water and Soil Survey

Fig 1.6: Noise survey in progress

Fig. 1.7: Census of tree survey as a part of Green cover Survey

1.7.7 Socio-Economic Survey

1.7.8 Resettlement and Rehabilitation(R&R) Survey

Loss of productive land Land/human use

Loss of productive land Land/human use

• Green Cover Survey

• Socio – economic component

• Land – use pattern along the proposed corridors

• Resettlement and Rehabilitation(R&R) survey for the Project affected

2.3.2 Methodology for Base line data collection

3. Noise • Sound Pressure • Sampling Duration 24 - hour the • IS:4954-1968 as adopted by

2.3.2.3.1 Mundka - Bahadurgarh corridor

6-7 6-7 6-7

Hour of the Day

Hour of the Day

Hour of the Day

Particulate Matter Concentrations (ug/m3) NOx Concentrations (ppb) CO Concentrations (ppm)

Hour of the Day

Hour of the Day

Fig. 2.4: Temporal Variation of Pollutants at location 1 (Mundka- Bahadurgarh

Hour of the Day

Hour of the Day

Bahadurgarh Corridor; NH-10)

Hour of the Day

Hour of the Day

Fig. 2.5: Temporal Variation of Pollutants at location 2 (Mundka-

Conversions: SD= Standard Deviation

8-9 8-9 8-9