APPENDIX 4.2

ENVIRONMENTAL ANALYSIS OF THE
TRANSPORT ALTERNATIVES

4.1   	INTRODUCTION

The focus of this section is to apply the environmental analysis methodology presented in the previous section to the four transportation options.  The analysis is carried out for the four-sub regions viz. Island city. Western Suburbs, Eastern Suburbs and the Rest of MMR, Impacts on each sub region are discussed under four categories such as pollution (air quality, noise), ecological, social and transportation service related areas. The description on environmental impacts is preceded by a short description on traffic analysis as it provides inputs for predicting air quality and noise levels.    All the impacts are summarized in a table for each sub region at the end of the sub section.

4.2  	ISLAND CITY

The city covers an area of 68.71 square kms. The predominant land uses are residential and commercial, though some area is also under industrial use. The population growth rate has stabilized over the past two decades in the city.  In fact, the last decade (1981 - 1991) registered 2.4 percent decrease in the population.  As per 1991 census, the population in the area was 3.17 million with the gross population density of 46135 per sq. km.

Although population and employment seem to have stabilized in the city, the latter continues to have the concentration of commercial jobs.  The vehicle ownership in Island City is also highest within MMR.  Both these factors contribute to high levels of traffic congestion and low traffic speeds in this sub region. High congestion levels are also caused by the port oriented transport activities. There is conflict between pedestrian and vehicular traffic in the central part of the city, which creates unsafe conditions for the operation of traffic.

There is not much scope for widening" the roads or adding additional street links in Island City. Hence, the basic street network will remain at the existing level. Three programmatic level road projects i.e. ROB at Mahim, Flyover at Dadar and Dadar W Gyratory are likely to be implemented in the city by 2001.

Under some alternatives, the length of Eastern freeway may increase marginally.  Under the high rail investment alternative 6 th corridor will be constructed between Wadala and Port market.

4.2.1  Traffic Analysis

The Regional Transport Model developed by WS Atkins for MMRDA was used to estimate traffic composition and speeds under various transport options in Island City. The results are provided in Table 4.2.1.  The results indicate that traffic speeds would increase for the road investment option for the year 2011.  The road investment option obviously shows bias toward privately owned vehicles.   However, "vehicle kms by cars and two wheelers decrease slightly under the road investment option, which may be due to decline in the growth rate in Island City.   Under the demand management option, private vehicle kilometers show decline as compared to the road investment option.

Table 4.2.1
                     Traffic Composition and Speeds under Various Options in Island City

Parameter	Vehicle Type	Year 1996	year 2011	
		Base Case	Do Min	Public Transport	Public Transport + Dem. Mgt.	Read Investment	
Road Length (kms)	114.0	120.0	120.0	120.0	128.0	
Peak hour	Buses	12,088	13,046	13,046	14495	14,793	
Veh.Hum	Trucks	22,331	34,575	34,575	31118	31,676	
	Cars	122,331	123,394	122,763	100665	125,069	
	2 Wheelers	45,000	41,131	40,921	40921	41,690	
	3 Wheelers	Nil	Nil	Nil	Nil	Nil	
Speed	Buses	17.43	17.74	17.73	22.73	20.20	
(kmph)	Trucks	19.75	19.06	19.28	24.28	24.35	
	Private Vehicles	19.10	21.07	21.24	26.24	22.25	

The road lengths shown in the table represent the length of the road links which significantly contribute to vehicle kilometers.

The traffic composition and speeds determined by the Regional Transport Model were used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels, respectively, for the transportation alternatives.

Some of the proposed road and rail projects pass through sensitive ecological areas. At some places, households and commercial establishments have to be displaced for the implementation of the proposed projects. Hence, ecological and social impacts of the projects also need to be assessed.

Air quality, noise, ecological and social impacts, and also the transportation service related impacts of the transportation alternatives are discussed in the following paragraphs.

4.2.2 	Air Quality Impacts

Baseline Air Quality:

The baseline air quality (which particularly reflects vehicular pollution) for year 1995 was determined using air quality data monitored at 5 locations in Island City.  These locations were CST station, near Mumbai Port Trust, Haji Ali, Dadar T.T. (Khodadad Circle) and Bhendi Bazaar. Pollutants monitored at these locations were sulfur dioxide, nitrogen oxides, carbon monoxide, total suspended particulate matter, PMio, lead and hydrocarbons. Measurements were taken for three or more consecutive days at each location and 24 hour average values were calculated for sulfur dioxide, nitrogen oxides, suspended particulate matter and PMio to enable the comparison of these values with their respective 24 hour average ambient air quality standards set up byCPCB and to determine quality indices associated with these concentrattons from the respective value function curves. For carbon monoxide, 8 hour and 1 hour averages values were calculated for comparison with the standards. One hour average values are used for determining the quality indices,

The air quality monitoring results are summarised in Table 4.2.2. These results show that the air quality in the city is very poor with respect to suspended particulate matter and PMio. Although, sulfur dioxide levels are in compliance with the air quality standards, the levels are higher at intersections with high traffic volumes.  The similar trend is observed in case of nitrogen oxides .except at Dadar, where the NOx levels exceed the standards.  CO levels monitored at all the sites are low except at Dadar and CST Station.
Table 4.2.2  Ambient Air Pollutant Concentrations in Island City
Location	Sulfur Dioxide ug/m3	Nitrogen Oxides ug/m3	Carbon Monoxide (ppm)	Hydro-Carbons (ppm)	TSPM
ug/m3	PM10
ug/m3	Lead
ug/m3	
			8 hr Avg	1 Hr Avg					
CST Station	44.7	50.5	9.8	19.4	2.61	1133.0	379.0	0.17	
Near Bombay Port	19.0	21.6	0.20	2.0	5.64	682.0	234.0	0.32	
Haji Ali	49.9	55.1	3.7	6.8	1.46	1110.0	272.0	0.31	
Bhebdi Bazar	22.0	37.0	3.3	6.1	3.0	739.0	158.0	0.25	
Pritam Hotel (Dedar T.T.)	NA	NA	16.88	22.8	NA	NA	NA	NA	
Khareghat (Dadar T.T.)	NA	NA	10.13	12.1	NA	NA	NA	NA	
In Dadar T.T. Circule	56.3	93.8	NA	NA	1.58	1105.0	255.35	0.65	
NA	:	Not Available
For the purpose of assessing baseline air quality, Island City was divided into square grids of size 2 x 2 sq.kms. each.  The monitored data was used to estimate concentrations at the center of each square grid by using the weighted inverse square interpolation technique.  Value function curves shown in the previous section were used to determine quality indices corresponding to (he baseline pollutant concentrations for each grid. Overall quality index for each pollutant in each of the four subregions was computed using the definition (or expression) provided in the previous section.

Air Dispersion Modelling Analysis :

As per the methodology discussed in the previous section. Roll Back Model was used to predict the concentrations of different pollutants and their respective quality indices (by using value functions) in all the grids of Island City.  Forecasted population in various grids of Island City for the year 2011 was then used to predict the overall quality indices of the pollutants.

Figure 4.2.1 shows the overall quality index for various air pollutants in Island City.  The figure indicates that quality indices for the air pollutants favor the Public Transport + Demand Management Option.

Island City has 143 major road links.   Although the six transportation alternatives will not substantially alter the number of these road links or the total road length in the sub region, these alternatives are likely to affect traffic composition and vehicular speed on the roads, which subsequently will affect traffic noise levels.   The traffic parameters required to be input to the noise prediction model were estimated by using the Regional Transport Model. The parameters were estimated for all the transportation options for years 1996, and 2011.

The US Federal Highway Administration (FHWA) model was used to predict noise levels at 30m distances from the road centerline for each road link in Island City for 1996, and 2011.

Traffic Noise Indicators (TNV for  day-time  and  night-time were calculated to represent noise impacts on population living    adjacent    to    road corridors     for    all     the transportation options in Island City.    The  TNI  values  are shown in Table 4.2.3 and Figure 4.2.2.

Table 4.2.3   Traffic Noise Indices for Various Options in Island City

Traffic Noise Index	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
TNI (day)
	61.4	65.4	65.4	63.7	70.3	
TNI (Night)
	91.5	92.1	95	98.7	95.7	

4.2.4 Impacts on Ecological Status

In  Island  city,  three  programmatic  level  projects  are  identified  to  be implemented under the minimum intervention alternative.  Under the Public Transport Option, 6th corridor will be constructed on the Central Railway between Wadala and Fort market. Since this railway alignment and programmatic level projects do not pass through any ecologically sensitive area, these project will not have any ecological impacts in the sub region.

4.2.5  Social Impacts (Limited to Displacement of People)

Island City has mixed land uses. Commercial activity in the city is very high. Pavements of the major roads are encroached by hawkers, which forces pedestrians to walk on the roads and compete with vehicular traffic for the road space.

Benefits

The obvious social benefits of the projects are improvement in traffic circulation, and subsequent reduction in traffic congestion and travel time. The three programmatic level road projects identified under the Do Minimum option,  i.e. ROB at Mahim, Flyover at Dadar and Dadar W. Gyratory, aim at improving traffic circulation. The Wadala - Fort Market rail line is expected to partially relieve the eastern road corridors of the port related traffic burden.

Adverse Effects

During the construction phase, the projects will disrupt vehicular traffic. The commuters will have to use traffic diversions and spend more time travelling due to longer diversion routes and traffic congestion. This effect will however be of temporary nature being limited to construction period.

Visual obstructions due to flyovers and ROBs will impair aesthetics and reduce sea breeze. These impacts, however, will be highly localised.

Typically, approaches to the ROBs and flyovers are encroached by slums and hawkers and the construction of these projects lead to the displacement of people and relocation cost.  However, displacement of people and their relocation are not involved for the projects identified for Island City.

4.2.6  Impact on Transportation

Both the rail and road pro)ects proposed under various alternatives are aimed at achieving various traffic objectives.  Traffic Efficiency Index (TEV Road Congestion Index (TCI), and Railway Crowding Index (RCI) are the three indices used to represent transportation service level for overall comparison of the transport options. The values of these indices for Island City are given in Table 4.2.4.  As indicated by the figure, the public transport option along with demand management provides better level of transportation service measured by TEl, TCI and RCI in Island City.

Table 4.2.5 summarizes the values of various environmental and service level indices in Island city.  The favorable values of the indicators/indices are shaded for all the options in the table in an attempt to identify the best option.

Table 4.2.4
Transport Service Level Indicators for Various Options in Island City
Service Level Indicators	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
Traffic Efficiency  Index
	0.56	0.52	0.52	0.46	0.50	
Traffic Congstion Index
	10.8	12.5	12.8	6.9	7.7	
Railway Crowding Index	2.186	2.186	1.078	1.078	2.186	

Table 4.2.5
Summary of Environmental Impacts for the Year 1996 and 2011 in Island City
Sr No.	Environmental Impact Indicator/Index 	Base Yr.
(1996)	Do Min	Public Transport	Public Transport   +Dem.Mgt.	Road Investment	
1	CO Quality Index	0.946	0.974	0.974	0.980	0.975	
2	SO2 Quality Index	0.937	0.936	0.922	0.965	0.939	
3	NOx Quality Index	0.726	0.899	0.891	0.935	0.899	
4	Pb Quality Index	0.404	1.0	1.0	1.0	1.0	
5	PM-10 Quality Index	0.063	0.054	0.056	0.090	0.055	
6	Traffic Noise Indec (Day)-TNI (day)	61.40	66.41	65.41	63.71	70.31	
7	Traffic Noise Indec (Day)-TNI (Night)	91.48	92.07	95.03	98.73	95.73	
8	Ecological Impact Indicator (Natural System) - EI 1	0	0	0	0	0.06	
9	Ecological Impact Indicator (Man-made System) - EI 2	0	0	0	0	0	
10	R & R Impacts (Number of house holds displaced)	0	0	0	0	0	
            SERVICE LEVEL INDICATORS/INDICES	
11	Traffic Efficiency Index	0.47	0.48	0.48	0.54	0.50	
12	Traffic Efficiency Index	13.0	12.5	12.8	6.9	7.7	
13	Railway Crowding Index	2.186	2.186	1.078	1.078	2.186	

Note:		(i)	For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better  
option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(ii)	The most favourable index values are shown shaded in the above table.

It is clear from the above that Public Transport and Demand Management is the best option for the Island City.

4.3  WESTERN SUBURBS

4.3.1  Introduction

There are residential areas, forests and ecologically sensitive wetlands in this sub region. The sub region is on the west of Mumbai and extends from Mahim in South to Bhayander in North. It covers an area of.210.34 sq.kms. The population growth rates in this sub region during 1971 - 1981 and 1981 - 1991 were 60 and 40.5 percent, respectively.  The growth rate of the western suburbs has been very high compared to that of the eastern suburbs. The gross population density in this area during 1991 was 17,600 per square kilometer.

A number of projects have been envisaged to be taken up in this sub region under the transport alternatives. At present, the western suburb is served by two prominent north-south corridors i.e. S. V. Road and Western Express Highway. Even under the minimum intervention alternative (Do Minimum Option), vehicle kms are expected to increase significantly in this sub region. The three important projects to be implemented in the western suburbs under the 'Do Minimum' Option are Jogeshwari - Vikhroli link road, Juhu-Tara Road widening and ROB at Jogeshwari. One of these projects, Jogeshwari Vikhroli  link road,  has been partially implemented in  1995.   The other important  road  projects  identified  for  implementation  under the  road investment alternative include Western Relief road completion, Santacruz Chembur link road and Bandra - Worii bridge.   The prominent projects identified under the Public Transport Option include quadrupling Borivali-Virar line, 5th line between Santa-cruz and Borivali, high level terminus at Bandra, quadrupling Mankhurd-KurIa, 6th corridor between Wadala and Fort market, 6th corridor Kurla-Bhandup and 6th corridor Andheri-Goregaon.

4.3.2 Traffic Analysis

The Regional Transport Model developed by WS Atkins for MMRDA has been used to estimate traffic composition and speeds under various transport alternatives. The results of the application of the Regional Transport Model are provided in Table 4.3.1. The traffic composition and speeds determined by using the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under different transport options.
Table 4.3.1
Traffic Composition and Speeds under Various Options in western Suburbs

Parameter	Vehicle Type	Year 1996	year 2011	
		Base Case	Do Min	Public Transport	Public Transport + Dem. Mgt.	Read Investment	
Road Length (kms)	114.0	120.0	120.0	120.0	128.0	
Peak hour	Buses	12,088	9,266	9266	9840	10477	
Veh.Hum	Trucks	22,331	28,305	28304	29371	292611	
	Cars	122.075	64,907	62581	67873	70716	
	2 Wheelers	45,000	56,319	76186	76186	86090	
	3 Wheelers		701110	114280	114280	129136	
Speed	Buses	17.43	19.20	19.50	19.40	20.20	
(kmph)	Trucks	19.75	25.00	25.40	24.90	26.30	
	Private Vehicles	19.10	24.00	24.40	22.0	25.20	

4.3.3 Air Quality Impacts

Baseline Air Quality:

The baseline air quality (which particularly reflects vehicular pollution) for year 1996 was determined using air quality data monitored at 5 locations in Western Suburbs.  These locations were Majas Bus Depot, Santacruz, •  Goregaon,  Borivali and Bhayander,  Except for Bhayander, pollutants monitored at these locations were sulfur dioxide, nitrogen oxides, carbon monoxide, total suspended particulate matter, PMio, lead and hydrocarbons. At Bhayander, only sulfur dioxide and nitrogen oxides concentrations were monitored. Measurements were taken up for three or more consecutive days at each location and 24 hour average values were calculated for all the pollutants monitored except for CO. For CO, 8 hourly and 1 hourly average values were determined.    The averaging period of 24 or 8 hours was considered to allow the comparison of concentration values with their respective standards.

The air quality monitoring results are summarized in Table 4.3.2. These results show that the suspended particulate matter and PMio concentrations exceed the ambient air quality standards by a factor of 2 to 5. Other pollutant concentrations were in compliance with the standards except CO at Santacruz.  At monitoring locations with high traffic levels, nitrogen oxide concentrations were found to be higher than the sites with medium traffic. Carbon monoxide levels were found low at all the monitoring locations. The concentrations monitored in the sub region .were used to estimate baseline concentrations for the square grids overlaying the entire sub region.  These baseline pollutant concentration estimates were used to calculate baseline quality index for each air pollutant in the sub region.

Air Dispersion Modelling Analysis :

The Roll Back model developed for the sub region was used for estimating ambient air pollutant concentrations under different transportation alternatives. The estimated concentrations were used to calculate quality index for each pollutant and grid under the transportation alternatives for the year 2011. Using the procedure specified in Section 3, overall quality index for each pollutant is computed.  Figure 4.3.1 shows the index values.  These values except for 802 favour the Public Transport option.

Table 4.3.2   Ambient Air Pollutant Concentrations in Western Suburbs

Location	Sulfur Dioxide ug/m3	Nitrogen Oxides ug/m3	Carbon Monoxide (ppm)	Hydro-Carbons (ppm)	TSPM
ug/m3	PM10
ug/m3	Lead
ug/m3	
			8 hr Avg	1 Hr Avg					

Majas Bus Depot
	
29.2	
30.9	
0.81	
1.2	
1.4	
725.0	
249.0	
0.31	
Santa Cruz
	30.6	24.3	3.6	9.7	1.85	463.0	155.0	0.1	
Goregaon
	35.7	46.5	0.8	1.3	1.78	554.0	184.0	0.35	
Borivali
	31.7	43.7	1.2	3.4	NA	227.6	159.0	0.08	
Bhayander
	19.2	22.3	1.3	3.1	NA	138.0	NA	NA	

NA : Not Available

4.3.4 Impact on Noise Levels

Western Suburbs has 66 major road links. New road links and widening of the existing roads are proposed under the transportation alternatives. These projects will result in the redistribution of traffic in the sub region and variation in noise levels under different alternatives.   Noise levels for the transport options are predicted using the US Federal Highway Administration (FHWA) model, for which input parameters are obtained from the Regional Transport Model. The model predicted noise  levels  are  used  to Compute   Traffic   Noise Indices for day time and night time.  These indices values for 2011 are shown in Table 4.3.3 and Figure 4.3.2.

        
 Table 4.3.3   Traffic Noise Indices for Various Options in Western Suburbs

Traffic Noise Index	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
TNI (day)
	51.7	69.5	69.5	71.1	70.4	
TNI (Night)
	86.4	94.2	98.8	96.3	93.8	

4.3.5 Impacts on Ecological Status

The ecological impacts due to the transport alternatives are assessed on the basis of the impacts each individual project would have on ecologically sensitive land use in the sub region. The impacts of such projects are described qualitatively in the following paragraphs. The major projects (which are relevant from the view point of ecological impacts) envisaged to be taken up in the western suburbs are listed in Table 4.3.4.  This table also presents. Ecological  Indicators for natural and man-made systems, which were computed using the procedure described in Section 3.

4.3.5.1 Juhu-Tara Road Widening

Existing Land use and Ecological Status :

The existing road will pass through the coastal area. The coastal area along the road is sandy and at different stages of stability and land use.  Pioneer grasses of saline sandy habitat have colonized in patches of this area. lpomoea biloba creeper, which is a sand binder, is common in the area. Salt tolerant or halophilic bushes, such as, Salvadora and Zizyphus are also commonly found in the area.  Other plant species in the area include Xanthism,   Calotropis   (nitrophytes)   and   Ociumum,   Altemanthera =(calciphytes). These species are commonly found in human habitats. None of these plants are of any economic significance.   Old palmyra palms cultivated by local villagers of the past may provide edible fruits, but are not of any commercial significance.
Impacts:
Since there are no ecologically or commercially valuable species in the area, ecological impacts due to road construction/widening would be insignificant. However, coastal sand may encroach upon the road and create traffic hazard by creating slippery conditions.

Mitigation:

Greenbelts should be developed along the road sections to prevent sand from spreading on the road.  Trees or plants, which are salt tolerant and sand binders, should be planted on the western side (sea side) of the road. Along the eastern side, bushes and trees that can tolerate salt-laden winds should be relied upon.

Table 4.3.4
List of Projects and their Impact on Ecological System in Western Suburbs

Sr.No	Project Name	Ecological Component/Importance	Width in meters	Wtg	Length (km)	Do Min	Public Transport	Public Transport +Dem.Mgt	Road Investment	
1.	Jogeshwari-vikhroli Link road	Nil	10	0	0	0	0	0	0	
2.	Western Relief Road	Marshy lands and degraded mangroves	18	1	1.5	0	0	0	1.5	
3.	Juhu-Tara road widening	Nil	0	0	0	0	0	0	0	
4.	Santacruz to Chembur	Nil	0	0	0	0	0	0	0	
5.	Western Freeway	Marine Ecology	10	1
	2
	0	0	0	0.02	
6.	Borivali-Virar Quadrupling	Mangroves and Marshy land	15	3
*1	1
*2	0
0	0.045
0.03	0.045
0.03	0
0	
7.	Bandra-Kurla Link	Mangroves creek area	15	1	2.1	0	0.0315	0.0315	0	
	Total	Natural Ecosystem Manmade Ecosystem				0	0.0765
0.03	0.0765
0.03	0.047
0	

•	Represents man-made systems
Note :	The score pf the affected ecological area = (weightage) x (affected area in sq.km)

4.3.5.2 Western Relief Road

Location:

This road is proposed to run along coastal areas of the western suburbs. The road is at different stages of development and involves the construction of new stretches of the road due to widening of the existing road .

Existing land use and Ecological status:

The proposed road passes through hutment of old residents and slums of recent origin.  Old residents of the area have planted and maintained utility trees  such  as Tamarind,  Palm,  Mango,  Bhendi,  Drumsticks and  Bor. Cultivation of radish and other vegetables is also practiced in the area. Soil in the area is saline as evidenced by several halophytic species such as Avicennia and Zizyphus. These species are, however, dying. Nitrophytes like castor, besharmi and ruderal plants are common near hutment. Overall, the area has degraded appearance.

Impacts:

The construction of new stretches of the road or widening of the existing road will not result in loss of any important species.  The project will involve the displacement of people living in hutment and slums, which is covered under social impacts.   However, growth of slums along the newly constructed stretches of road could proliferate undesirable plant species in the area.

Mitigation:

Management of slums by concerned authorities should include addressing to sanitation and solid waste management problem of the slums. Green belts" should be cultivated for the stabilisation of sand, suppression of vehicular pollution  and  prevention  of salt  sprays  from  the  sea  to  improve  the environmental quality of the area.

4.3.5.3 Quadrupling Borivali - Virar Railway

Location:

The proposed railway link will be laid parallel to the existing Borivali -Virar rail link on its eastern flank.

Existing land use and Ecological status :

The rail track will pass through three types of environmental settings - railway stations lined with trees for shade and fruit; marshland with stagnant water and habitated by halophytes species such as salt tolerant grasses, bushes, scrub and mangroves; and raised ground, bunds and railway verges supporting growth of grass, nitrophytes (which grow in organically rich waste habitat) and calciphytes (which grow in rubble).

Mangrove habitats along the proposed track contain some important species. The protected mangrove Avacennia manna appears healthy with its height reaching 3 to 4 meters on the north bank of Ulhas creek.  Other protected specie present in the same habitat is Excoecaria agallocha. There are other marshy areas which show degradation evidenced by stunted growth (1m or less height) of Avicennia or its replacement by a spiny bush — Acanthus.

Impacts:

Loss of some lowland along with its plants and ruderals, and raised ground with nitrophytes will not cause any significant impact as these plant species are of no commercial value. Moreover, these species are found in abundance in the area.  However, some trees in mangrove habitats will be lost as a result of the laying down of track and installing stilts for bridge. Since vast areas of coastal land along the creek are occupied by the same plant community, loss of a few trees will not make any significant impact on the ecosystem.

Mitigation:

Minimal destruction of the existing habitat and protection of the remaining plants would ensure sustenance of the ecosystem in productive form.

4.3.5.4 Bandra - Kuria Rail Link

Existing land use and Ecological status :

The proposed rail line will pass through ecologically sensitive areas. Mahim bird sanctuary is very dose to the rail alignment. The alignment also passes through mangrove swamps.

Natural vegetation of mangrove habitat is found to be replaced by castor plants along the stretches of the proposed rail link. The emergence of waste loving castor plants is due to human excreta and other waste originating from slums in the area. These plants represent degraded mangrove habitat, which could be however restored to its natural vegetation by better management of the solid waste and making provision for sanitation in the area.  Mangrove vegetation near Mahim bird sanctuary area is of ecological significance.

Impacts:

Laying of railway track through mangroves will have adverse effect on mangrove vegetation. The railway track is likely to attract slums along the rail route as has been the case for other rail routes in Brihan Mumbai.  These dwellings without proper sanitation system will further contribute to the growth of castor plants, and hence, degradation of mangroves.

Mitigation:                    

Mitigation measures include minimal removal of mangroves where necessary and protection of mangroves at other places: preventing coming up of slums along the rail route, and protecting rail track verge by greenery on slopes and trees at the base of the slopes. If an elevated rail track is provided, the impact on ecology will be insignificant.

Table 4.3.4 presents the potential ecological impacts, of the projects identified under various options quantitatively.

4.3.6  Social Impacts (Limited to Displacement of People)

The Western Suburbs have mixed land use, residential being predominant. Slums have come into existence along railway lines, along highways and in marshy lands. Slums and squatters exist along the stretches of Jogeshwari Vikhroli and Juhu - Tara road alignments.  There are slums on the eastern approach of the Jogeshwari ROB.   Many vendors and hawkers use the pavements of the major roads for vending. At places, there is encroachment of slums on roads in this sub region.

Benefits

The construction of ROBs on Western Railway line will eliminate respective level crossings. These ROBs will facilitate the flow of heavy traffic between the eastern and western suburbs. Also, traffic congestion on cross roads will be reduced.  Less number of interruptions in Western Railway service by eliminating level crossings is expected to increase the capacity of Western Railways.

A number of road and rail projects have been identified under the transport alternatives with the objective of improving traffic flow between the western and eastern suburbs.  These road links are expected to increase the efficiency of transportation between the two sub regions.

The alleviation of traffic congestion will mainly benefit private vehicle owners as the latter are the main users of the western arteries leading to the city.

Adverse Effects

Approaches to Jogeshwari ROB on both sides of the rail line are occupied by people. Therefore, the construction of the ROB will involve relocation of some households. Some of the households to be displaced have been living in the area for the past 30 years, and are in the possession of permanent houses. These residents are from middle class families. Others, who are 10 to 15 year old residents, also have invested in housing.  They are involved in vending.  There are also construction labour and rag picker groups living in the area for 5 years or less. These people live in temporary accommodations, Apart from the usual problems associated with the displacement of people, these three groups may not accept a uniform compensation package.

Various road and rail projects identified for implementation under the transportation alternatives will require displacement of people living along some stretches of the road and rail alignments.  Table 4.3.5 provides the number of households to be displaced for each project.

Mitigation

•  Resettlement should  be  carried  out concurrently with the  project construction and completed within a specified time frame.  This will avoid re-encroachment of the project sites. Also, rehabilitation of the displaced people within a specified time will provide some solace to the affected people, who might otherwise remain unsettled for a long time.

•  A regional plan should be developed for Vasai - Virar region to facilitate balanced growth of the region with provision for adequate infrastructure facilities including water supply and transportation.

•   In addition to providing transport linkages between Dahisar and Mira Road region, demand management measures may have to be introduced to reduce congestion in the area.

Table 4.3.5
Number of Households Displaced under different Options in Western Suburbs

Road/Rail Projects	Do Min	Public Transport	Public Transport + Demand Management	Road Investment	
	Disp #	Disp #	Disp #	Disp #	
ROBs
	
ROB at Vile Parle	Nil	1048	1048	NA	
ROB at Jogeshwari	Nil	835	835	NA	
ROB at Kandivali	Nil	246	246	NA	
ROB at Borivali		781	781	NA	
ROB at Dahisar	Nil	9	9	NA	
Rail Projects
	
Quadrupling Borivali-Virar
	Nil	798	798	NA	
5th line Santacruz-Borivali	Nil	Not Available	Not Available	NA	
Bandra-Kurla Linkl
	Nil	750	750		
Road Projects
	
Jpgeshwari-Vikhroli link road
	1164	1164	1164	1164	
Juhu-Tara road widening	Nil	Nil	Nil	Nil	
Santracruz-Chembur Link road	Nil	NA	NA	Not Available	
Western relief road
	Nil	NA	NA	588	
Total # of displaced H.H. 
and 
R & R cost	1164	5631	5631	1752	

NA : Not Applicable

4.3.7  Impacts on Transportation

Traffic Efficiency Index (TEI), Road Traffic Congestion Index (TCI) and Railway Crowding Index (RCI) are computed for the sub region in accordance with the definitions provided in Section 3. The values of these -    indices are provided in Table 4.3.6.

Table 4.3.7 summarises values of alt environmental and transport service level indicator/indices reesenting impacts for year 2011.  The favourable values of the indicators/indices are shaded for alt the options in the table in an attempt to identify the desirable or preferred option.

Table 4.3.6   Transport Service Level Indicators for Various Options in Western Suburbs

Service Level Indicators	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
Traffic Efficiency  Index (TEI)
	0.39	0.43	0.43	0.46	0.44	
Traffic Congestion Index (TCI)
	8.4	12.3	12.3	13.9	9.2	
Railway Crowding Index (RCI)	2.278	2.278	1.368	1.368	2.278	

Table 4.3.7 Summary of Environmental Impacts for the Year 1996 and 2011 in Western Suburbs

Sr No.	Environemntal Impact Incicator/Index 	Base Yr.
(1996)	Do Min	Public Transport	Public Transport   +Dem.Mgt.	Road Investment	
1	CO Quality Index
	0.514	0.0956	0.959	0.954	0.890	
2	SO2 Quality Index
	0.979	0.967	0.069	0.966	0.938	
3	NOx Quality Index
	0.703	0.851	0.859	0.846	0.770	
4	Pb Quality Index
	0.614	1.0	1.0	1.0	1.0	
5	PM-10 Quality Index
	0.066	0.008	0.016	0.012	0.002	
6	Traffic Noise Indec (Day)-TNI (day)
	51.75	69.54	69.54	71.13	70.44	
7	Traffic Noise Indec (Day)-TNI (Night)
	86.42	94.20	98.84	93.2	93.76	
8	Ecological Impact Indicator (Natural System) - EI 1
	0	0	0.0765	0.0765	0.047	
9	Ecological Impact Indicator (Man-made System) - EI 2
	0	0	0.03	0.03	0	
10	R & R Impacts (Number of house holds displaced)
	0	1164	5631	5631	1752	
            SERVICE LEVEL INDICATORS/INDICES	
11	Traffic Efficiency Index
	0.482	0.566	0.575	0.542	0.559	
12	Traffic Efficiency Index
	16.9	12.33	12.33	13.86	9.2	
13	Railway Crowding Index
	2.278	2.278	1.368	1.368	2.278	

Note:	(i)	For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better  
option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(iii)	The most favorable index values are shown shaded in the above table.

It is clear from the above that Public Transport is the best for Western Suburbs.

4.4  EASTERN SUBURBS
4.4.1  Introduction

The eastern suburbs of Brihan Mumbai has both residential and industrial land uses.  The residential areas are densely populated.  The sub region extends from Sion in South to Mulund in North. The area covered by the sub region is 158.66 sq.kms.

At present, this sub region is served by two highway corridors i.e. the LBS Marg and Eastern Express Highway.  Various road and rail projects are envisaged for this sub region under the transport alternatives. The minimum intervention or 'Do Minimum' option identifies Jogeshwari - Vikhroli link road for implementation. Apart from various programmatic level projects, the major projects proposed under the rail investment option are Bandra - Kuria rail link and the construction of the 6 th rail corridor between Kurla and Bhandup. The major road projects identified under the road investment option are Anik Panjarpole link, Santacruz - Chembur link and the extension of Eastern Expressway.

4.4.2 Traffic Analysis

The traffic composition and speed estimates under the six transport alternatives have been obtained by using the Regional Transport Model. The model results are shown in Table 4.4.1. These results indicate improvement in traffic speed for the road Option.   It is also apparent from the table that vehicle kms for private transportation modes are less for the rail investment option as opposed to the road investment option for the year 2011.

The traffic composition and speeds determined by the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under the transport alternatives.

Some of the proposed road and rail projects will pass through sensitive ecological areas and/or involve the displacement of people .   For these projects, ecological and/or social impacts are considered.

Table 4.4.1:Traffic Composition and Speeds Under Various Options in Eastern Suburbs

Parameter	Vehicle Type	Year 1996	year 2011	
		Base Case	Do Min	Public Transport	Public Transport + Dem. Mgt.	Read Investment	
Road Length (kms)	102.0	108.0	108.0	108	116.0	
Peak hour	Buses	6566	11572	11516	12437	12269	
Veh. kms	Trucks	31720	55652	55176	59590	52965	
	Cars	57820	110301	92930	103152	95537	
	2 Wheelers	33844	73755	62140	68354	91788	
	3 Wheelers	30745	54693	46079	50686	61192	
Speed	Buses	18.0	15.7	16.2	16.0	17.7	
(kmph)	Trucks	24.1	19.8	20.5	19.7	22.7	
	Private Vehicles	22.5	17.5	19.0	19.0	20.7	

4.4.3 Air Quality Impacts

Baseline Air Quality:

The baseline air quality was determined by using air quality data monitored at 6 locations in Eastern Suburbs in 1996. These locations are Larsen and Turbo (Powai), Gandhi Nagar, Vikhroli station, Panjarpole (Chembur), Vashi Naka (near RCF) and MCBM ward (Mulund). Carbon monoxide, hydrocarbons, total suspended particulate matter, PM10 and lead concentrations were monitored at these locations. At Gandhi Nagar, Vikhroli and Mulund, sulfur dioxide and nitrogen oxide levels were also monitored. The monitoring was carried out for three or more consecutive days.  The monitoring  sites covered  road intersections, straight road sections and bus depots representing heavy and moderate traffic conditions.

The air quality monitoring results are summarized in Table 4.4.2. The results indicate that lead levels in this sub region are higher as compared to other sub regions. In fact, the 24 hour average ambient lead standard set up by the CPCB is violated at Vashi Naka and except at Vikhroli station, the CO values in  all  the  rest of the  locations  have  crossed  the  standards.  Suspended particulate matter and PMio concentrations exceed the ambient air quality standards at all the monitoring locations. Other pollutant concentrations are in compliance with the standards.

The pollutant concentrations measured at various locations in the sub region were used to estimate concentrations at the square grids overlaying the sub region.    Overall quality index-for each pollutant is determined using the estimated concentrations for the grids and the respective value function curves.

Table 4.4.2
Ambient Air Pollutant Concentrations in Eastern Suburbs

Location	Sulfur Dioxide ug/m3	Nitrogen Oxides ug/m3	Carbon Monoxide (ppm)	Hydro-Carbons (ppm)	TSPM
ug/m3	PM10
ug/m3	Lead
ug/m3	
			8 hr Avg	1 Hr Avg					
Larsen & Turbo
	N.A	N.A	3.3	4.3	1.23	916.4	222.13	0.71	
Gandhi Nagar
	28.0	19.0	4.1	5.0	2.33	1099.0	249.0	0.31	
Vikhroli Station
	32.5	47.1	1.0	2.7	1.5	838.0	160.0	0.27	
Panjarpole Chembur
	N.A	N.A	2.0	5.4	1.17	1305.0	449.0	0.85	
VAshi Naka
(near RCF) 
	N.A	N.a	5.2	7.5	1.19	1663.0	591.0	1.18	
BMC ward Mulund	35.2	44.7	0	0	1.6	332.0	63.4	0.14	

Air Dispersion Modelling Analysis :

The Roll Back model developed for the sub region was used to estimate pollutant concentrations  under different transport options.   The  model estimated pollutant concentrations were used to determine quality index tor each grid under various options for the year 2011.  These quality indices determined for the various grids of the subregion were combined to provide overall quality index tor each pollutant.  The values of the indices for the concerned air pollutants favour the Public Transport option as shown in Figure 4.4.1.

4.4.4 Impact on Noise Levels

There .are 27 major road links in Eastern Suburbs.   New road links and widening of the existing roads proposed under the transportation options will redistribute traffic in the sub region and hence give rise to variations in traffic generated noise under the options.

The US Federal Highway Administration (FHWA) model was used to predict noise levels for different options  or alternatives for years 1996 and 2011.

The noise values predicted for the transportation  links  were used to calculate Traffic Noise Indices  TNI  (day)  and  TNI (night).

The values for TNI (day) and TNI (night) are presented in Table 4.4.3 and Figure 4.4.2. TNI night time values are found to be the highest for the "Public Transport     +      Demand Management" Option.
Table 4.4.3  Traffic Noise Indices for Various Options In Eastern Suburbs

Traffic Noise Index	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
TNI (day)
	79	74.8	90	90.8	88.6	
TNI (Night)
	94.4	100	63.2	68.8	100	

4.4.5  Impacts on Ecological Status

The ecological impacts due to the transport alternatives are assessed on the basis of the impacts that each individual project would have on ecologically sensitive  land  use  in  the  sub  region.  These  impacts  are  discussed qualitatively in the following sub sections.  Attempt is also made to quantify these impacts using the methodology described in Section 3. Table 4.4.4 lists the relevant projects identified for implementation under different transport alternatives in the eastern suburbs and also provides values of ecological indicators.

4.4.5.1 Jogeshwari - Vikhroli link road

Location:

This road is of significance as it provides important link between the western and eastern suburbs. The road connects Western Express Highway and Lal" Bahadur Shastri Marg. At present, construction work for widening the road into 4 lane highway is in progress.

Existing land use and Ecological status :

The road passes through various types of land uses, which include industries, hutment, often of vintage nature, (old villages) and residential complexes. There is some commercial activity also along the sections of this road. A stretch of this road, from Powai Naka (L&T) to IIT, is along Powai Lake. The road end joining LB Marg is close to quarries. The area which is critical from ecological considerations is Powai Lake.

Powai Lake provides serene aesthetic setting to the surrounding area. However, the lake is shrinking fast due to eutrophication caused by siltation due to construction activities and rapid development of the area.  Significant measures, ranging from cleaning of weeds and control of pollutants reaching the lake, are required to restore the lake to its normalcy.

Impacts:

Construction for widening the road along the lake could result in further siltation of the lake due to runoff water reaching the lake during construction. This  impact could  be particularly significant,  if construction  phase  is prolonged.   However, this effect will be considerably reduced during the operation phase of the project.

There are already some motor garages operating along this road.  The number of such garages is likely to increase as a result of demand due to increased truck traffic. Wash waters from these garages containing oil could also reach the lake if proper care is not taken.   Dust generated by heavy vehicle traffic may adversely impact vegetation, which has now remained confined to IIT campus and few road side trees, due to its deposition on the leaves.   Better communication provided by the road may induce further growth around the lake area, and result in more deterioration of the lake.

Mitigation:

Trees should be planted along the road to enhance aesthetics, reduce sediment load on Powai Lake by filtering surface runoff and suppress vehicular pollution.

4.4.5.2 Anik - Panjarpole Road

Location:

The proposed new road connects Sewri, Anik and Panjarpole white passing through the MPT estate.

Existing land use and Ecological status :

The road passes through hutment, mudflats, shallow and stagnant saline water bodies, active and abandoned salt pans, grassland and private lands. The latter are at different stages of development.  Of these, ecologically critical land uses are mudflats and mangrove vegetation.  The section of the road from Anik to Panjarpole passes through intensively urbanized area of high population and traffic density.  No semblance of natural environment exists along this stretch of the road.

Table 4.4.4    List of Projects and their Impact on Ecological System in Western Suburbs

Sr.No	Project Name	Ecological Component/Importance	Width in meters	Wtg	Length (km)	Do Min	Public Transport	Public Transport +Dem. Mgt	Road Investment	
1.	Jogeshwari-Vikhroli Link road	Powar lake	10	1	0.5 km	0.005	0.005	0.005	0.005	
2.	Anik to Panjarpolie	Salt pans, Mangroves, commercial plantations *	20	1
1
3	0.1
0.5
0.05*	0
0
0	0
0
0	0
0
0	0.002
0.01
0.003*	
3.	Santacruz to Chembur
	Nil	0	0	0	0
	0	0	0	
4.	Bandra-Kurla Link
	Nil	0	0	0	0
	0	0	0	
5.	Quadrupling Mankhurd-Kurla	Mangrove swamps	15	1	2 km	0	0.03	0.03	0	
	Total	Natural Ecological system
Manmade Ecological system				0.005
0	0.035
0	0.35
0	0.017
0.003	

•	Manmade Ecological  systems
Note :	Score are worked out based on (Area Affected in sq.km) x (weightage)

Mangrove species found in the wetlands include Avicennia marina, Salvadora, Persica,   Excoecaria   agallocha,   Suaeda   floribund   and   Sensvium Partulacastrum.  Mudflats are bound by two bunds.  The broad bund is occupied by grasses.  About three to four species of birds were frequently seen in this area.

Impacts:

The construction of this major road link in the area would result in irreversible loss of mangroves and bird habitat.  High noise levels resulting from the increased traffic will further frighten birds away from their habitat.  There is enough scope for compensating the loss of mangroves and bird habitat. Hence, ecological impacts of this road can be minimized.

Mitigation:

Adverse effects due to loss of mangroves may be alleviated to a large extent by intensive cultivation of mangroves along both sides of the road up to about 50 meters from the road edges.

4.4.6  Social Impacts (Limited to Displacement of People)

The eastern suburbs, like its western counterpart, has mixed land use. Slums form a sizeable  housing component in the eastern suburbs.  Slums are especially seen along railway lines; near the approaches to railway stations such as Kurla, Ghatkopar, Vikhroli; on low lands along highway; and on hill slopes. Many vendors and hawkers use the pavements of the major roads for vending.  At places, there is encroachment of slums on roads in this sub region.

Benefits

The construction of ROBs on Eastern Railway line will eliminate level crossings and help in better traffic circulation. Also, the capacity of Eastern Railway service would increase because of less interruptions due to the elimination of level crossings.

A number of road and rail projects have been identified under the transport alternatives with the objective of improving traffic flow between the western and eastern suburbs. These projects are : Jogeshwari - Vikhroli link road, Santacruz - Chembur link road and Bandra - Kurta rail link. These roads and rail  links  are  expected  to  increase  the  efficiency  of transportation  system between the two sub regions.  Jogeshwari - Vikhroli link road will help in smooth transportation of industrial goods between the two sub regions. Similarly, new rail links will also smoothen traffic flow and benefit commuters.

Adverse Effects

Approaches, to Chunabhatti and Vikhroli ' ROBs are occupied by slums. Therefore, the construction of the ROBs will involve relocation of some households.

Jogeshwari - Vikhroli link road passes through open space (near Vikhroli), which is probably owned by industries.  Due to better road link, the open space may be developed for industrial or residential use.  This induced development would lead to traffic load on the road.  Better transport link provided by Mankhurd - Kuria quadrupling may promote residential growth in Mankhurd marshes and Thane creek area.  This development is not desirable, and is in conflict with the regional plan.

Various road and rail projects identified for implementation in this sub region under the transportation alternatives will require displacement of people living at some stretches of the road and rail alignments.   Some commercial establishments will also have to be displaced.  Table 4.4.5 provides the number of households to be displaced for each project.

Mitigation

•  Resettlement should be  carried  out concurrently with  the  project construction and   completed within a specified time frame. This will avoid re-encroachment of the project sites. Also, rehabilitation of the displaced people within a specified time wilt provide some solace to these people.  	Services of NGOs should be sought for smooth resettlement operations.

•  Provisions should be made for the permanent settlement of the displaced commercial establishments.
Table 4.4.5
Number of Households Displaced under Different Options  in Eastern Suburbs

Road/Rail Projects	Do Min	Public Transport	Public Transport + Demand Management	Road Investment	
					
ROBs on Eastern Railway	
ROB at Kurla	Not Applicable	N.A		Not Applicable	
ROB at Vishroli	Not Applicable	184		Not Applicable	
ROB at Chunnabhati	Not Applicable	76		Not Applicable	
Rail Projects	
Bandra-Kurla Link	Not Applicable	750		Not Applicable	
6th corridor Kurla-Bhandup	Not Applicable	N.A		Not Applicable	
Quadrupling Makhurd-Kurla	Not Applicable	N.A		Not Applicable	
Road Projects	
Jpgeshwari-Vikhroli link road	Nil	Nil	Nil	Nil	
Anik-Panjarpole & Sion-Chembur link road	Not Applicable	Nil	Nil	7456	
Santracruz-Chembur Link road	Not Applicable	N.A	N.A	N.A	
Eastern Freeway Extension	Not Applicable				
Total # of displaced H.H. 
and R & R cost	0	1010	1010	7456	
     N.A. : Not Available

4.4.7  Impacts on Transportation

Table 4.4.6  show Traffic Efficiency Index (TEI), Traffic Congestion Index (TCI) and Railway Crowding Index (RCI) computed for the year 2011 in accordance with their definitions given in Section 3.

All indicator/index values for the eastern sub region are summarized in Table 4.4.7.  The favorable values of the indicators/indices are shaded for all the options in the Table in an attempt to identify the desired option.

Table 4.4.6
Transport Service Level Indicators for Various Options in Eastern Suburbs

Service Level Indicators	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
Traffic Efficiency  Index (TEI)	0.49	0.52	0.51	0.51	0.49	
Traffic Congestion Index (TCI)	10.2	20.66	16.88	22.53	13.3	
Railway Crowding Index (RCI)	1.736	1.736	1.568	1.568	1.736	

4.5  REST OF MMR

4.5.1  Introduction

Rest of MMR comprises the area outside the Brihan Mumbai.  Besides possessing natural features like forests and wetlands, the land uses in this sub region cover residential, industrial and agricultural activities.  This sub region has 38 urban centres dispersed over an area of 3991 sq.km.   The region also has three municipal corporations. The significant urban areas in the sub region are Navi Mumbai, Thane, Kalyan and Bhiwandi.  There are other urban centres such as Dombivali, Ulhasnagar and Panvet, which serve as dormitory towns for Brihan Mumbai. As per 1991 census, population in this sub region was 4.6 millions with the population density as low as 3000 per sq." km.

A large number of road and rail projects are envisaged for this sub region under the transport alternatives. The minimum intervention alternative or "Do Minimum" case focuses on the improvement of existing roads and implementation of three rail projects i.e. Belapur Panvel line, Vashi - Turbhe Kalwa passenger service and Belapur-Uran line. Under the rail investment option, Diva Jet - Vasai rail link and quadrupling of Mankhurd - Kurta link are identified  for  implementation.  The  major  road  projects  identified  for implementation under the road investment alternative are Bhiwandi - Kalyan & Kalyan - Shil road. Thane - Ghodbunder Road, Panvel Bypass, Mahape - Shil road, Kalwa - Dighe Road and Nalasopara-Bhiwandi road.  Some of these proposed road and rail alignments pass through ecologically sensitive areas.

Table 4.4.7
Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs

NO.	ENVIRONEMNTAL IMPACT INCICATOR/INDEX 	BASE YR.
(1996)	DO MIN	Public transport	Public transport   +dem.mgt.	Road investment	
1	CO Quality Index	0.590	0.953	0.956	0.946	0.710	
2	SO2 Quality Index	0.980	0.973	0.972	0.971	0.884	
3	NOx Quality Index	0.703	0.852	0.856	0.844	0.645	
4	Pb Quality Index	0.732	1.0	1.0	1.0	1.0	
5	PM-10 Quality Index	0.078	0.057	0.049	0.053	0.010	
6	Traffic Noise Index (Day)-TNI (day)	79.02	90.02	90.02	90.81	88.65	
7	Traffic Noise Index (Day)-TNI (Night)	94.41	100	100	100	100	
8	Ecological Impact Indicator (Natural System) - EI 1	0	0.005	0.035	0.035	0.017	

NO.	ENVIRONEMNTAL IMPACT INCICATOR/INDEX 	BASE YR.
(1996)	DO MIN	Public transport	Public transport   +dem.mgt.	Road investment	
9	Ecological Impact Indicator (Man-made System) - EI 2	0	0	0	0	0.003	
10	R & R Impacts (Number of house holds displaced)	0	0	1010	1010	7456	
            SERVICE LEVEL INDICATORS/INDICES	
11	Traffic Efficiency Index	0.32	0.48	0.49	0.49	0.52	
12	Traffic Efficiency Index	25.7	20.66	16.88	16.88	13.3	
13	Railway Crowding Index	1.736	1.736	1.568	1.568	1.736	
Note:	(i)	For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better  
                       option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.
(iv)	The most favorable index values are shown shaded in the above table.

Do minimum is the best option in Easter Suburbs closely followed by Public Transport option.

4.5.2 Traffic Analysis

The Regional Transport Model developed for MMRDA by WS Atkins was used for estimating traffic composition and speeds under different transport alternatives . The modelling results are depicted in Table 4.5.1. These results indicate considerable increase in vehicle kms for all the alternatives for the year 2011.

The traffic composition and speeds obtained from the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under the proposed transport alternatives  ,

Table 4.5.1 Traffic Composition and Speeds Under Various Options in Rest of MMR
Parameter	Vehicle Type	Year 1996	year 2011	
		Base Case	Do Min	Public Transport	Public Transport + Dem. Mgt.	Read Investment	
Road Length (kms)	591.o	528	530	530	602	
Peak hour	Buses	7515	10651	10707	10707	14684	
Veh.Hum	Trucks	50782	105642	106118	106118	105805	
	Cars	52803	123102	119007	116627	136192	
	2 Wheelers	133396	326219	300528	294517	343722	
	3 Wheelers	88375	160032	147429	147429	168619	
Speed	Buses	20.8	16.98	17.38	17.38	20.02	
(kmph)	Trucks	22.8	17.94	18.48	18.48	20.84	
	Private Vehicles	20.0	14.76	15.58	15.58	18.88	

4.5.3 Air Quality Impacts

Baseline Air Quality:

The baseline air quality was determined by using air quality data monitored at 5 locations in the Rest of MMR. These locations are Thane Manpada, Owala, Cherina  River  Bridge,  CBD  Belapur  and  Virar.  Carbon  monoxide, •   hydrocarbons,  total  suspended  particulate  matter,  PM10  and  lead concentrations were monitored at these locations except for Virar. At Virar, sulfur dioxide, nitrogen oxides, and particulate matter levels were monitored. The monitoring was carried out for three or more consecutive days. Virar was the only site with light traffic.     '

The air quality monitoring results are summarised in Table 4.5.2. The results indicate the violation of suspended particulate matter and PMio standards at Thane Manpada, Owala and Chenna River Bridge.  CO levels at all the monitoring stations are well within the standard except at Thane Manpada.

Table 4.5.2  Ambient Air Pollutant Concentrations in Rest of MMR

Location	Sulfur Dioxide ug/m3	Nitrogen Oxides ug/m3	Carbon Monoxide (ppm)	Hydro-Carbons (ppm)	TSPM
ug/m3	PM10
ug/m3	Lead
ug/m3	
			8 hr Avg	1 Hr Avg					
Thane Manpuda
	18.3	26.8	3.0	4.8	0.93	1065.0	232.0	0.55	
Owala
	14	16.3	0.8	3.3	0.75	826.0	171.0	0.59	
Chenna River Bridege
	17	23	1.6	2.5	0.82	970.0	146.0	0.29	
CBD Belapur
	N.A	N.A	0	0	1.27	264.0	83.0	0.07	
Virar	19.1	20.5	N.A	N.A	N.A	150.0	N A	N.A	

N.A.   Not Available

The pollutant concentrations measured at various locations in the sub region were used to estimate concentrations in square grid by using the weighted inverse square interpolation technique.  Quality indices corresponding to the concentration estimates were found using value function curves.  Overall quality index for each pollutant was then computed for the sub region.

Air Dispersion Modelling Analysis :

The Roll Back model was used to predict ambient pollutant concentrations for the transportation alternatives using ernissions estimated for the year 2011. The estimated concentrations were used to calculate quality indices for each pollutant and for each grid.  These values along with the exposed population of the grids were used to compute overall quality index for each pollutant which is shown in Figure 4.5.1.

4.5.4 Impact on Noise Levels

New road links and widening of the existing roads proposed under the, transportation alternatives in the rest of MMR  will result in redistribution of traffic in the sub region, and therefore, variation in traffic noise.  The traffic parameters required to be input to the noise prediction model were estimated by using the Regional Transport Model,

The  US  Federal  Highway Administration (FHWA) model was used to predict noise levels for each road link in the Rest of MMR.   The model estimates  noise values are used to estimate TNI - (day) and TNI - (night) indices. These values are presented in Table 4.5.3 and Figure 4.5.2.

Table 4.5.3  Traffic Noise Indices for Various Options In Rest of MMR

Traffic Noise Index	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
TNI (day)	30.4	49	49	50.1	44	
TNI (Night)	60.3	83.4	83	27.7	80.2	

4.5.5  Ecological Impacts

Many road and rail projects identified for implementation under the six transport alternatives pass through ecologically sensitive areas in this sub region. These impacts are described qualitatively in the following paragraphs. However, an attempt is also made to quantify these impacts in accordance with the procedure given in Appendix 4.1.

4.5.5.1 Shil - Kalyan Road and Kalyan - Bhivandi Road

Location:

These two roads are actually two parts of the same road.  These roads are already in service.

Existing land use and Ecological status :                              

Land use along the existing roads represents total degradation and negligence of the local ecosystem.  Considering that these roads pass through country side, lack of trees along the roads is conspicuous.  Pangara, Babbul, Morinda and Zizyphus scrub are the only trees seen in the area adjacent to the roads.  Three of these species are without any significant shade. Ruderals like Xauthium, Hyptis, Besharmis and Castor are common in the area. A better variety of cultivated trees - Mango, Neem, Bor, Banyan. Bhendi and Subabul are seen in Shil.

Impacts:

Development of this road system cannot further degrade the area which is already at its worst. In fact, remedial measures for improving the ecosystem tied to the construction of the roads may improve the surrounding environment.

Mitigation:

Mitigation measures should focus on intensive cultivation of green belts along roads and their maintenance tied up with the road construction contracts.

4.5.5.2 Thane - Ghodbunder Road

Location:

This is an existing old road which is being developed to enhance its traffic carrying capacity.  This road is located at north of MMR connecting Thane and Ghodbunder.

Existing land use and Ecological Status :

The road passes along the coastal areas of Ulhas creek and through mixed deciduous forest.

The coastal and forest ecosystems are fairly well preserved in the areas which are marshy and hilly. Mangrove vegetation in the area is reported to be rich with as many as 9 'protected' species. Though not protected, Pandannus tectorins (which is not commonly found along sea coasts) is also found along the road side. Various activities seen along the road include dredging and paddy cultivation. There is also some tourist activity in the area.

Mixed deciduous forest of the region is known for its rich diversity of flowering plants with more than 300 species reported.  Several evergreen species common to deep Western Ghats are also reported to be found in this area. Holarrhena antidysenterica, Pogostemon, Argyreia, Tinospora, Gymnema Hemidesmus, Dioscorea are some of the numerous medically important species present in the forest.

Impacts:

Both wetland and forest ecosystem in the area are prone to degradation due to human activities. Road widening is bound to result in the loss of some such trees as Pandanns, Argyreia and Holarrhena.  The reclamation of marshy area for road widening will also result in the loss of mangrove vegetation. However, direct loss of vegetation in the forest and marshy areas will be a small portion of the total vegetation in the area. Hence, the resulting impact will only be  marginally significant. Also road widening will not result in the loss of threatened or protected species.

It is possible that cutting of trees, leveling of parts of hills and reclamation of coastal marsh land for road-widening would attract more people to stay along the road as is already happening at Thane end of the road.  This induced development could significantly deteriorate both wet land and forest ecosystems in the area. Pollution due to increased vehicular traffic may also affect the local vegetation.         '

Mitigation:

Apart from trees which need to be cut, other vegetation should be protected during the road widening operation.  The cut edges of hills should be stabilized and protected.  Local forest species should be encouraged to grow or even planted along the road side open spaces. Development of industries and housing should be prevented in areas where it does not exist at present.

4.5.5.3 Panvel Byepass Road

Location:

This road starts at Kalamboli and passes behind Panvel town to meet Goa road.  The road is already in service for the past couple of years and road widening is taking place at present.

Existing land use and Ecological status :

The road passes through agricultural lands, villages, shallow marsh lands and hills. The hills are heavily degraded and devoid of any forest.  Marsh lands are also not in a healthy state.

Impacts:

Cutting of the hills for the road construction is the major irreversible change. Laying of road in marsh lands will be of significant consequence from the view point of ecological implications.   The commissioning of  the Bypass three years back has not contributed towards the growth in the area, and in future also, the growth seems to be unlikely.

Mitigation:

Mitigation measures include cultivation of slopes of the elevated road with bushes and small trees: and regeneration of marsh lands that appear dried up at present.

4:5.5.4 Panvel to Shil Road

Location:

This is an old road with heavy vehicular traffic. The project aims at improving the old road by widening and resurfacfng it.

Existing land use and Ecological status :

The road passes through several agricultural villages in Katamboli area and a large number of industrial establishments at new Panvel and Taloja.  It also passes through agricultural lands and unproductive marsh lands. There are some stagnant water bodies along the road that support weeds. The pools and puddles along the road side are hardly productive.  Some cranes are noticed visiting the wetland. Agricultural fields are either fallow or have paddy cultivation. Some brick kilns are also seen along the road.

Impacts:

Road widening of the existing road will not have any significant ecological impacts. However, the modification of the road may lead to further increase in vehicular traffic and its subsequent effects.

Mitigation:

Development of greenbelts is suggested to improve the road aesthetics and screen villages along road side from pollution.  There is ample space available along the road side for this purpose.

4.5.5.5 Nalasopara - Bhiwandi Road and Virar - Vasai to NHs Connector

Location:

These two road systems are considered together as Virar is connected to Vasai via Nalasopara.  Bhivandi is connected to Nalasopara via Kaman. Thus, the proposed road runs from Virar to Vasai via Nalasopara along the western flank of Western Railway and then from Vasai to NH8 via Navghar - Manikpur - Sativali. The existing road between Virar and Vasai is a narrow road feeding only to the green and residential areas. Roads leading to railway stations carry heavy traffic during peak hours.

Existing land use and Ecological status :

The proposed system of roads passes through greenery of banana, coconut, arecanut plantation: tiny houses and their ornamental gardens.  The road passes along Nirmal lake - a rich wetland, salt pans, hills, quarries and brick kilns.  Between Chinchoti to Bhivandi, there are numerous large scale brick kilns. At Kalwa, large hill sides have been cut off by quarries.

Mixed deciduous forests, cultivated areas (orchards) and the lake represent rich environmental resources along the road; whereas salt pans, brick kilns and quarried hills are the sights of degraded to highly degraded areas. The area from Virar to Vasai via Nalasopara is declared as green zone, and as of present is green enough to justify the name. In this area, such plantations as Banana, Coconut, Arecanut gardens, Mango trees and Banyan trees can be seen along the road sides. Residential houses with surrounding ornamental gardens also contribute to this greenness.

Impacts:

Loss of green zone land to the road is an unavoidable and irreversible impact. Widening of the road from Boling (near Virar) to Bangli (near Vasai) would adversely effect the green zone due to vehicular pollution and high noise levels.  The impact of vehicular noise will be particularly felt on Nirmal lake wetland as the proposed road runs along one side of the lake.

Loss of bushes and trees from the moist deciduous forest near Sativali will be irrevocable.  However, this impact will be marginal as it will not result in the" loss of the species diversity.  Species such as teak, arjun and kuda are present in abundance in the forest through which the road passes. Loss of Australian Acacia and Eucalyptus planted along road side is easily reversible.
The passage of road along vegetable gardens and paddy fields (which are 0 to 3 year old fallow) and salt pans (active as well as abandoned) is not likely to cause any significant effect on biota.  The road stretch from Vasai to Bhivandi is not expected to affect the local ecosystem in a harmful way.

Mitigation:

If possible, another alignment of the road for the stretch passing through the green zone may be explored.  Mitigation measures for the road sections from Manikpur to Sativali and from Chinchoti to Bhivandi should be aimed at the restoration of road side tree plantation.  Agricultural productive areas along the road may be screened off from vehicular pollution with bush and tree plantations.

4.5.5.6 Belapur - Panvel Railway

Location:

The railway line is already functional up to Khandeshwar, and construction work is in progress for extending it to Panvel. This line runs perpendicular to Panvel Bypass road.  Since, Panvel Bypass has been constructed to carry high speed traffic. ROB will have to be'constructed for crossing the railway.

Existing land use and Ecological status :

The railway line passes through agricultural and green areas. Paddy fields are seen at places. Some stretches also pass through marshy areas, which are almost dried up due to new constructions. These lands are hardly productive. A few salt tolerant species and ruderal are found in the area.

Impacts:

The development of railway line is not likely to cause any adverse effects on the environment as it passes through already dried up and low productivity marshy area.  On  the contrary, the railway line will provide essential communication link for the people of Panvel.

Mitigation:

Aesthetics along the rail route should be improved by planting trees. Slopes along track-sides should be stabilised and planted with grass to reduce erosion.  Bushy plants and trees along lower parts of the slope would help improve aesthetics.  These greenbelts created along the road are also expected to suppress vehicular pollution for the benefit of near by residents.

4.5.5.7 Diva Junction - Vasai Road Railway

Location:

The project involves doubling the existing Diva - Vasai single railway line.

Existing land use and Ecological status :

The existing line passes through coastal wetlands occupied by mangroves, agricultural areas, degraded forest land, good forest area followed again by agricultural land and coastal areas with salt pans.

Coastal wetlands near Diva are spanned by many branches of Ulhas river tributaries, and the zone is occupied by mangrove vegetation.   The plant community is made up ofAvicennia marina, Sonneration apetala, Rhizophora mucronata, Excoecaria agallocha, Den-is scandens, Ceriops tagal, Salvadora persica, Suaeda fruiticosa and Sesuvium portulacastrum.  The mangrove vegetation is dense with top canopy closed at many places and reaching a height of 5 to 6 meters.  Acanthus ilicifolius and Cyperus sp. form second storey up to a height of 1 to 2 meters. These represent degraded part of the mangrove ecosystem. Animal life, especially molluscans on stilt roots and between props (stem branches) are also present in the ecosystem.

Agricultural areas are highly degraded lands. These lands are used for rainfed paddy cultivation resulting in poor yields.  There is no rabi cultivation. Many fields are used for brick making during dry season. A few trees of mango and tamarind are seen in these fields.

Degraded forests represent low statured forest of chopped trees (teak, Mallotus, Terminalia etc.) and bushes (Holarrhena, Wrightea, Calycopteris, Pogostemon, etc.) on hill slopes. Land is generally eroded and open.

The road passes through one of the well preserved patches of forest in its middle stretch.  It is a tropical mixed moist deciduous forest.  Dominant species are teak, Terminalia and Mallotus.   Teak or Tectona grandis, Terminalia tomentosa, Mango or Mangifera indica, Shendri or Mallotus philippensis, Janum or Sygyium Cumini are the main species forming the top, storey of the forest reaching a height of 20 meters. Sterculia urens, Salmalia malabarica, Butea monosperma, Bridelia retusa are companion species. The second storey of the forest is replete with bushes and small trees of Holarrhena antidysenterica or Kuda, Wrighter finctoria or Bhura Kuda, Trewia polycarpa or Petari, Macaranga peltata or Chandada and Carrissa conjesta or Karvand.  Among climbers, Tinospora cordifolia or Gulvel, Hemidesmns indicus or Anantamool, Dioscorea pentaphylla, Smilax zeylanica, Mucuna pruriens  or Khajkuyali are worth mentioning.   Herbaceous vegetation generally exists during monsoon.   Shrubs like Holarrhena, Woodfordia, Wrightea and climbers like Tinospora, Hemidesmus, Gloriosa and Dioscorea are of medicinal importance. The last two are particularly found in abundance during rains.

Slopes on either side of the elevated track are covered by ruderal vegetation grasses and monsoon annuals such as Hyptis suaveolens. Malachra capitata.

Mtemanthera sessrtis. Xanthium stnimarium. Celosia amentea and others. Invasion of these slopes by forest species from the neighbourhood is visible in forest areas.

Impacts:

Construction of an additional railway track along the existing one would create adverse impacts on coastal mangroves and well preserved forests.  Effects will  be  significant for ecologically  sensitive  habitats of mangroves.    The stretches of the track through hills will adversely affect some medicinal plants such as Holarrhena, Woodfordia and Hemidesmus. These impacts will be confined to the track zone, where ground cutting, tree felling and land filling are unavoidable.   However, this impact could be contained by careful preparation of the ground for laying new track.  The impacts would be insignificant on already degraded areas.

Mitigation:

Minimum possible disturbance to valuable ecosystems (mangroves and forest) during the construction phase of the project will limit the potential for damage to some extent.  Slopes on the track shoulders should be made gentle and stabilized by planting local wild plant species especially at the base of the slopes. Cutting of hills for laying track should be done in a manner that hill faces have gentle slopes.  These slopes should be planted with native wild species, particularly climbers.

The ecological impacts described above are quantitatively expressed in Table 4.5.4.  Weights  used  for  different  ecologically  sensitive  areas  are  in accordance with the ratios provided in section 3.

4.5.6 Social Impacts (Limited to Displacement of People)

Rest of MMR is mainly characterized by agricultural lands, marshes, creeks, wetlands, forests and hills. The sub region shows ribbon development along road and rail alignments. As mentioned earlier, various urban centres in the sub region include New Mumbai, Thane, Kalyan, Bhiwandi, Dombivali, Ulhasnagar and Panvel. Slums are found within urban limits and peripheries.

Benefits

Both rail and road projects proposed under the transport alternatives are expected to strengthen spatial urban structure of the sub region as envisaged in  the  Regional  Plan.   The  proposed  road  /  rail  projects  such  as  NH8 Connector, Diva jcn to Vasai rail and Nalasopara to Bhiwandi road will link the eastern and western areas of the sub region, and thus provide an essential communication link between these two areas. Other road and rail projects i.e. Belapur-Panvel line, Vashi-Turbhe-Kalwa service and Panvel Bypass  are expected to induce further growth in Navi Mumbai in accordance with the regional plan.

Better transportation  infrastructure and  prospects of development may increase land prices in 'the sub region. As long as increase in land prices is riot of speculative nature, higher land prices reflect a positive impact.

Adverse effects

Induced development will reduce open space to some extent, and may also affect ecologically sensitive areas of the region.

Open spaces along road / rail alignments may attract slum development.

The development prospects of the region may lead to speculative land purchases, and thereby, deprive genuine development of this resource.

For at least one project (Thane - Ghodbunder road), households may have to be displaced and resettled.  The number of households estimated to be displaced is 275.

Mitigation

Land and real estate prices should be monitored and suitable administrative measures be taken for arresting speculative purchases.

Other infrastructure such as schools, hospitals, water supply, and adequate sanitation facilities should also be developed in areas where development is desirable, and is likely to take place.

Table 4.5.4   List of Projects and their Impact on Ecological System in Western Suburbs

Sr.No	Project Name	Ecological Component/Importance	Width in meters	Wtg	Length (km)	Do Min	Public Transport	Public Transport +Dem.Mgt	Road Investment	
1.	Kalyan-Bhiwandi
	* Agricultural Land	10	1	3.1	Nil	Nil	Nil	0.031	
2.	Kalyan-shil
	* Agricultural Land	10	1	3.4	Nil	Nil	Nil	0.034
	
3.	Mahape-shil
	* Agricultural Land	10	1	2.6	Nil	Nil	Nil	0.026	
4.	Thane Ghodbunder Road	Dense forest

Degraded forest

Mangroves

* Agricultural Land

* Pantation

Waterbodies	11

11

11

11

11

11
	3

2

2

1

1

2
	2.8

2.0

0.8

3.5

0.06

1.00	Nil

Nil

Nil

Nil

Nil

Nil
	Nil

Nil

Nil

Nil

Nil

Nil
	Nil

Nil

Nil

Nil

Nil

Nil
	8.4

0.044

0.0176

0.0385

0.06

0.022	
5.	Nalasopara to Bhiuwandi
	Dense forest

* Agricultural Land
	10

10	2

4
	2.00

15.0
	Nil

Nil	Nil

Nil	Nil

Nil	0.08

0.15	
6.	Panvel By pass	Degraded forest

Degraded Mangroves

* Agricultural Land
	10

10

10	1

1

1	1.5

2.5

1.0	Nil

Nil

Nil	Nil

Nil

Nil	Nil

Nil

Nil	0.015

0.025

0.01	

Sr.No	Project Name	Ecological Component/Importance	Width in meters	Wtg	Length (km)	Do Min	Public Transport	Public Transport +Dem.Mgt	Road Investment	
7.	Belapur-Panvel line	Degraded forest

Degraded Mangroves

* Agricultural Land
	10

10

10
	1

1

1	1.0

3.8

1.0	0.01

0.038

0.01	0.01

0.038

1	0.01

0.038

1	0.01

0.038

0.01	
8.	Diva-Vasai Jn	Dense forest

Mangroves

Degraded Mangroves

*Agricultural (Fallow) Land	10

10

10

10	2

2

1

1	4.0

1.5

0.8

6
	0

0

0

0	8

0.03

0.06	8

3

0.00

0.0	0

0

0

0	
9.	Belapur-Uran	*Agricultural Land (Fallow)

Degraded forest
	10

10
	1

1	19

2	0.19

0.02	0.19

0.02	0.19

0.02

	0.19

0.02

10.	Quadrupling of Mankhurd-Kulra	Degraded Mangroves	15	0	0	0	0	0	0	
	Total	Natural Ecosystem Man-made Ecosystem				0.068
0.2	0.186
0.26	0.186
0.26	0.364
0.42	

Provisions should be made for not allowing undesirable development, particularly  if the  development is  likely to threaten  valuable  ecological resources.

The road and rail project contracts should be tied up with tree plantation and development of greenberts.

4.5.7  Impacts on Transportation

Both rail and road projects proposed Under various alternatives are aimed at improving transportation service to commuters.

Three indices were used to reflect the quality of transportation service for the transport options considered for analysis.   These indices are :   Traffic Efficiency Index (TEI), Road Traffic Congestion Index (TCI), and Railway Crowding Index (RCI).  Table 4.5.5 present the values of these indices for the Rest of MMR under the transportation option for 2011.

Table 4.5.5: Transport Service Level Indices for Various Options in Rest of MMR

Service level Indicators	Year 1996 Base Year	
Year 2011	
		Do Min	Public
Transport	Public Transport + Dem. Mgt.	Road  Investment	
Traffic Efficiency Index (TEI)
	0.53	0.61	0.59	0.59	0.56	
Traffic Congestion Index (TCI)
	3.44	14.54	13.83	12.86	12.45	
Railway Crowding Index (RCI)	1.042	1.442	0.552	0.552	1.442	

Table 4.5.6 presents the summary of all the results for the Rest of MMR.

The objective of this section was to present the results of the environmental analysis for the identified transportation options.  The next section aims at interpreting these results in an attempt to select one of these options to be adopted as the transportations trategy for MMR.

4.6  ENTIRE MMR

The summary of environmental impacts in entire MMR is presented in Table No. 4.6.1.  These results are obtained by considering all the road links of entire  MMR area including Island City, Western and Eastern Suburbs and Rest of MMR. The methodology followed for calculating the indicator/indices values is the same as that of the methodologies followed for other regions.

From the Table 4.6.1, it is clearly evident that the Public Transport + Demand Management Option is the best option for implementation.
                 Table 4.5.6 
  Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs
NO.	ENVIRONEMNTAL IMPACT INCICATOR/INDEX 	BASE YR.
(1996)	DO MIN	Public Transport	Public Transport   +Dem.Mgt.	Road Investment	
1	CO Quality Index
	0.989	0.994	0.995	0.995	0.995	
2	SO2 Quality Index
	0.989	0.994	0.985	0.986	0.984	
3	NOx Quality Index
	0.859	0.926	0.933	0.936	0.930	
4	Pb Quality Index
	0.6	1.0	1	1.0	1.0	
5	PM-10 Quality Index
	0.413	0.330	0.347	0.316	0.232	
6	Traffic Noise Index (Day)-TNI (day)
	30.41	49.02	49.02	50.14	43.98	
7	Traffic Noise Index (Day)-TNI (Night)
	60.29	83.39	83.05	73.74	80.24	
8	Ecological Impact Indicator (Natural System) - EI 1
	0	0.068	0.186	0.186	0.364	
9	Ecological Impact Indicator (Man-made System) - EI 2
	0	0.2	0.26	0.26	0.49	
10	R & R Impacts (Number of house holds displaced)
	0	0	0	0	275	
            SERVICE LEVEL INDICATORS/INDICES	
11	Traffic Efficiency Index
	0.308	0.391	0.413	0.41	0.44	
12	Traffic Efficiency Index
	18.54	14.54	13.83	12.86	12.45	
13	Railway Crowding Index
	1.442	1.442	0.552	0.552	1.442	

Note:	(i)	For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better  
option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(v)	The most favourable index values are shown shaded in the above table.

Public Transport + Demand Manager is the best option in Rest of MMR.

Table 4.6.1
Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs

NO.	Environemntal Impact Incicator/Index 	Base Yr.
(1996)	Do Min	Public Transport	Public Transport   +Dem.Mgt.	Road Investment	
1	CO Quality Index
	0.784	0.975	0.976	0.976	0.930	
2	SO2 Quality Index
	0.957	0.969	0.967	0.977	0.954	
3	NOx Quality Index
	0.723	0.921	0.921	0.931	0.882	
4	Pb Quality Index
	0.528	1.0	1.0	1.0	1.0	
5	PM-10 Quality Index
	0.085	0.038	0.039	0.045	0.025	
6	Traffic Noise Index (Day)-TNI (day)
	42.355	58.196	58.196	58.985	55.199	
7	Traffic Noise Index (Day)-TNI (Night)
	71.573	87.739	88.591	83.046	85.927	
8	Ecological Impact Indicator (Natural System) - EI 1
	0	0.073	0.986	0.986	0.731	
9	Ecological Impact Indicator (Man-made System) - EI 2
	0	0.2	0.56	0.56	0.493	
10	R & R Impacts (Number of house holds displaced)
	0	1164	6641	6641	9483	
            SERVICE LEVEL INDICATORS/INDICES	
11	Traffic Efficiency Index
	0.395	0.4792	0.4895	0.4955	0.5147	
12	Traffic Efficiency Index
	18.53	14.55	13.77	12.57	11.49	
13	Railway Crowding Index
	1.9105	1.9105	1.1415	1.1415	1.9105	

Note:	(i)	For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better  
option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(vi)	The most favourable index values are shown shaded in the above table.

- Public Transport + Demand Manager is the best option in Rest of MMR.