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Initial Environmental Examination of Proposed Metro Rail Transit System in Bengaluru, India

February 2011 1/98 Ver. 7

Initial Environmental Examination (IEE) Of Proposed Metro Rail Transit System in Bengaluru, India

Document Stage: Final Document for Submission Project Number: TA-7221 (IND) Preparing Non-sovereign Urban Infrastructure Projects Revised in February, 2011 Prepared by: Bangalore Metro Rail Corporation Ltd. (BMRCL)

The initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.



Table of Contents Initial Environmental Examination (IEE) ..............................................................................................................1 Document Stage: Draft for Consultation..............................................................................................................1 Prepared by: Bangalore Metro Rail Corporation Ltd. (BMRCL) ..........................................................................1 Table of Contents ................................................................................................................................................2 List of Tables .......................................................................................................................................................4 List of Figures ......................................................................................................................................................4 I. Preamble...............................................................................................................................................6

A. Introduction........................................................................................................................................6 B. The Project ........................................................................................................................................7 C. Purpose and Scope of the Initial Environmental Examination (IEE) Study ....................................10 D. Category of EA................................................................................................................................11 E. Extent and Scope............................................................................................................................11 F. Applicable Legal Policy Framework ................................................................................................11

II. Project Description ..............................................................................................................................13 A. Need of Project ...............................................................................................................................13 B. Analysis of Alternatives ...................................................................................................................15 C. Location of the Project ....................................................................................................................15 D. Project Components........................................................................................................................17

1. Metro stations..............................................................................................................................17 2. Elevated metro tracks .................................................................................................................20 3. Metro depots ...............................................................................................................................20 4. Rolling stocks ..............................................................................................................................21 5. Ancillary Facilities........................................................................................................................22

E. Construction details.........................................................................................................................23 1. Construction methods .................................................................................................................23 2. Manpower....................................................................................................................................25

F. Benefits of the Project .....................................................................................................................25 III. Description of the Environment...........................................................................................................27

A. Physical Environment......................................................................................................................27 1. Climate and meteorology ............................................................................................................27 2. Ambient air quality.......................................................................................................................35 3. Noise levels .................................................................................................................................38 4. Topography, Drainage and Soil conditions .................................................................................40 5. Surface and Groundwater ...........................................................................................................41

B. Ecological Environment...................................................................................................................43 C. Social Infrastructure ........................................................................................................................47

1. Population ...................................................................................................................................47 2. Transport .....................................................................................................................................47 3. Water supply & Sewerage...........................................................................................................50 4. Industries.....................................................................................................................................50

D. Archaeological Resources ..............................................................................................................51 IV. Screening of Potential Environmental Impacts and Mitigation Measures...........................................53

A. introduction......................................................................................................................................53 B. Identification of sensitive receptors.................................................................................................53 C. Screening of Potential Environmental Impacts ...............................................................................56 D. Cumulative Impacts & Induced Impacts..........................................................................................63 E. Identification of Potentially Beneficial Impacts & Enhancement Measures ....................................63 F. finding of No Significant Impacts.....................................................................................................63

1. Construction Phase.....................................................................................................................63 2. Operational Phase ......................................................................................................................64

G. Identification of Potentially Significant adverse Environmental Impacts & Mitigation Measures ....65



V. Institutional Measures and Environmental Monitoring Plan................................................................85 A. Introduction......................................................................................................................................85 B. BMRCL SHE Conditions of Contract ..............................................................................................85 C. Compliance with she coc ................................................................................................................88 D. Institutional Arrangements for Environmental Management & Monitoring .....................................91

1. SHE Management Group:...........................................................................................................91 2. Functions of SHE Management Group (SHEMG) ......................................................................92

E. Environmental Monitoring Plan .......................................................................................................93 VI. Public consultation, information disclosure and grievance redressal .................................................96

A. Public Consultation .........................................................................................................................96 B. Information Disclosure ....................................................................................................................96 C. Grievance Redressal.......................................................................................................................97

VII. Conclusion and Recommendation ......................................................................................................98 A. Conclusion.......................................................................................................................................98 B. Recommendations ..........................................................................................................................98



List of Tables

Table 1 Length wise division of East-West and North-South Corridor...................................................7 Table 2 East – West and North – South Reaches of Bengaluru Metro ........................................................8 Table 3 Percentage change in decadal traffic composition ........................................................................14 Table 4 Proposed stations in East- West corridor ......................................................................................17 Table 5 Proposed stations in North South corridor.....................................................................................18 Table 6 Attributes of the Proposed Metro Trains ........................................................................................21 Table 7 Estimated power demand (in MVA) ...............................................................................................22 Table 8 Curing water requirement calculation ............................................................................................24 Table 9 Material requirement ......................................................................................................................25 Table 10 Climatological Normal for Bengaluru (1951-1980).......................................................................27 Table 11 Monthly % calm conditions in two monitoring stations in Bengaluru ...........................................30 Table 12 Ambient Air Quality along Alignment (August 2010)....................................................................35 Table 13 AAQ Monitoring Results for 2008-09 ...........................................................................................38 Table 14 Noise Levels at Various Locations along Proposed Alignment (August 2010) ...........................38 Table 15 Planned and Implemented Tree Cutting & Pruning Plan.............................................................46 Table 16 Selected High Risk Sensitive Receptors .....................................................................................53 Table 17 Impact Identification Checklist .....................................................................................................57 Table 18 Possible Impacts & Mitigation Measures .....................................................................................66 Table 19 Cost of EMP Implementation .......................................................................................................82 Table 20 Environmental Monitoring Requirement of Contractor (as per SHE CoC) ..................................93 Table 21 Typical Environmental Monitoring Plan (Construction Phase) ....................................................94 Table 22 Typical Environmental Monitoring Plan (Operational Phase) ......................................................95

List of Figures

Figure 1 Location of Bengaluru w.r.t Karnataka and India............................................................................9 Figure 2 Overlay of Alignment on Google Earth map .................................................................................10 Figure 3 Population on Bengaluru (in million) and Decadal population growth rate..................................14 Figure 4 North South & East West Alignment Map of BMRCL.....................................................................1 Figure 5 Artist’s impression of few stations.................................................................................................20 Figure 6 Monthly average maximum and minimum temperature (oC) ......................................................28 Figure 7 Monthly average rainfall and nos. of rainy days in Bengaluru.....................................................29 Figure 8 Wind rose diagram of Bengaluru City (08:30 AM) .......................................................................31 Figure 9 Wind rose diagram of Bengaluru City (17:30 PM) .......................................................................32 Figure 10 Wind rose diagram of Old HAL Airport, Bengaluru (08:30 AM)..................................................33 Figure 11 Wind rose diagram of Old HAL Airport, Bengaluru (17:30 AM)..................................................34 Figure 12 Ambient Levels of RPM along Proposed Alignment (August 2010) ...........................................36 Figure 13 Ambient Levels of SO2 along Proposed Alignment (August 2010) ............................................36 Figure 14 Ambient Levels of NOx along Proposed Alignment (August 2010) ............................................37 Figure 15 Ambient Levels of CO along Proposed Alignment (August 2010)..............................................37 Figure 16 Daytime Equivalent Noise Levels at Various Locations .............................................................39 Figure 17 Night-time Equivalent Noise Level at Various Locations............................................................40 Figure 18 Geology of Central Bengaluru showing underground sections in Green ...................................41 Figure 19 Ground water levels in 2007 .......................................................................................................43 Figure 20 Lalbagh and proposed Reach 4 alignment.................................................................................44 Figure 21 Cubbon Park along with Proposed Underground Alignment......................................................45 Figure 22 Birds of Lalbagh..........................................................................................................................45 Figure 23 Birds of Cubbon Park..................................................................................................................46



Figure 24 % of different road types in Bengaluru .......................................................................................47 Figure 25 Growth in traffic in Bengaluru .....................................................................................................48 Figure 26 Population Vs. Cars/ 2 Wheelers in Bengaluru ..........................................................................49 Figure 27 Motorization Index for Cars & Two-wheelers..............................................................................49 Figure 28 Change in Traffic Composition across Decades (1982 – 2002).................................................50 Figure 29 Tipu Sultan’s Fort & Summer Palace Photo & Location.............................................................52 Figure 30 Corporation Hospital & alignment ...............................................................................................54 Figure 31 Wing Leprosy Hospital & alignment............................................................................................54 Figure 32 Two schools located along proposed Reach 2...........................................................................54 Figure 33 Sarojini Hospital & alignment......................................................................................................55 Figure 34 Narayana Nethralaya & Iskon Temple along with alignment......................................................55 Figure 35 National School & alignment.......................................................................................................55 Figure 36 Millege Nursing Home & Lalbagh Botanical Garden along alignment........................................55 Figure 37 Bangalore Hospital & alignment .................................................................................................55 Figure 38 Short and Long term impacts affecting various environmental components..............................61 Figure 39 Sector-wise distribution of Long (LT) and Short Term (ST) Impacts ..........................................62 Figure 40 Sector-wise distribution of Reversible (R) and Irreversible (IR) Impacts....................................62 Figure 41 Structure & Linkages of SHEG ...................................................................................................92



I. PREAMBLE

A. INTRODUCTION

1. Bengaluru, the Capital of Karnataka, is the sixth largest metropolitan city in the country. It comprises the Bruhat Bengaluru Mahanagara Palike (BBMP) with an area of 226 sq.km, seven City Municipal Councils (CMCs) covering an area of 300.9 sq. km, and peripheral villages. It is located in the heart of the Mysore Plateau (a part of the Deccan Plateau) and has an average elevation of 920 m from Average Mean Sea Level (AMSL). The city is about 1000 years old. Today the city is a bustling metropolis, aptly named as the “silicon valley of India”.

2. The majority of the city of Bengaluru lies in the Bengaluru Urban

district of Karnataka and the surrounding rural areas are a part of the Bengaluru Rural district. Bengaluru Urban is further divided into five taluks, viz. Bengaluru North, Bengaluru South, Bengaluru East, Bengaluru City and Anekal.

3. Bengaluru has grown exponentially in the past two decades. The

Booming Software, Biotech and manufacturing industries have magnified the requirements of basic and service employments, which generated and magnified urban sprawl into problematic proportions. Between 1941 and 1961, Bengaluru experienced rapid population growth, becoming the sixth most populated city in the country with a population of 1.2 million (JNNURM, 2006). From 1961 onwards, the city has been growing at an even faster rate. Between 1991 and 2001, the city experienced a population growth rate of 38% (JNNURM, 2006), which is predominantly due to population influx. The migrant population constitutes about 25% (BDA, 2007). Apart from permanent migration, a lot of the populace also migrates to the city daily, as floating population from the nearby urban and rural areas, for work, education, health, trade, etc. Population of greater Bengaluru is estimated to rise to approx. 7.3 million in 2011 and 9.0 million in 2021 (DPR, March 2003).

4. In 2006, a RITES study suggested that the modal volume of cars and

two wheelers is approx. 40% in Bengaluru. In the same year the growth of registered two wheeler and cars increase by approx. 18.5% and 24% respectively.

5. The total road network in the city is close to 5,900 km, out of which

about 3,000 km are roads in urban areas, while the rest connect to nearby rural areas (BDA, 2007). Only 16% of the total urban road network in the city is an arterial/primary road network. These too have become severely congested due to various industrial and commercial developments that have sprung up along their lengths. Almost 80% of the road network has a Right of Way (ROW) of less than 30 m. Only



about 11% of the road total network allows for journey speeds over 30 kmph. The average speed in the city area is already as low as 10-13 km/hr1, which is bad even compared to many other growing Asian cities.

6. Thus, it is reflected, that in one hand, two wheeler and car population

in Bengaluru is increasing by double digit growth; the pace of construction of roads is not that fast. It is resulting in slower vehicular speed, congestion and vehicular pollution. The Bengaluru metro is a possible solution to these perennial problems.

B. THE PROJECT 7. This project is being developed by ADB under its Non-Sovereign

Public Sector Financing facility for the Bangalore Metro Rail Corporation Ltd. (hereafter referred to as ‘BMRCL’). The primary objective of the proposed Project is to develop a viable metro railway system within the city of Bengaluru. The proposed project is a notable development towards transport decongestion of Bengaluru. It is divided into two corridors viz (a) an East-West and (b) a North South alignment.

8. The Detailed project report for the Bangalore Metro phase 1 was

prepared in 2003. It envisaged 33 km of Metro consisting of East - West Corridor (18.1 km) from Byappanahalli to Mysore road Terminal and North - South Corridor (14.9 km) from Yeshwantpur terminal to R.V. Road terminal. Out of the total length of the system proposed, 6.7 km was underground in the CBD area and the balance elevated. In view of the new Pennya industrial area and proposed BDA layout areas located in the vicinity, BMRCL decided to extend the metro line beyond Pennya. Thus, the NS line was extended by another 5.9 km to Nagasandra terminal station near Hessarghatta Crossing. Thus the total length of the NS line is now approx. 20.8 km. 6 nos. stations are proposed in this 5.9 km length.

9. The details of the corridor are as given below in Table 1.

Table 1 Length wise division of East-West and North-South Corridor

S. No. Corridor Level Length (km) East –West At grade 0.350 Elevated 14.350 Underground 3.400 18.100 North-South At grade 0.300 Elevated 11.300 Underground 3.300 14.900

1. 1Mobility for Sustainable Development: Bangalore Case Study. Yoshitsugu Hayashi. Nagoya University. www.indiaenvironmentportal.org.in/.../Prof-Hayashi-report-august.pdf



North-South Elevated 5.900 20.800

Source: Detailed Project Report. DMRC & RITES Ltd. May, 2003. DPR for Yashwantpur & Peenya Depot. DRMC & Rites Ltd. October, 2007.

10. 18 nos. stations are proposed in the East – West and 14 nos. stations

in the North-South corridor is proposed. The description of the different reaches is presented below in Table 2.

Table 2 East – West and North – South Reaches of Bengaluru Metro

Corridor Reach Start Via End

East -West Reach (R) 1 Bayapinahalli Depot

Old Madras Road, CMH Road, Ulsoor, Trinity Circle, M.G. Road

Cricket Stadium

East -West Underground (UG) Reach 2

Cricket Stadium Central College, Majestic City Railway

Station

East -West Reach 2 City Railway Station

Magadi Road, Toll Gate, Hosahalli, Vijaynagar, Deepanjali Nagar

Mysore Road Terminal

North - South Reach 3B Hessargatta crossing

T. Dasarahalli, Jalahalli, Peenya Ind. Area, Peenya Village

North -South Reach 3A Peenya Village ORR Yashwantpur

North -South Reach 3 Yashwantpur Soap factory, Mahalakhsmi Layout, Rajaji Nagar, Kevempu Road, Malleshwaram

Swastik

North - South Underground (UG) Reach 1 Swastik Majestic, Chickpet City Market

North - South Reach 4 City Market K.R. Road, Lalbagh, South End Circle, Jayanagar R.V. Road

North - South Reach 4A R.V. Road Baneshwari

North -South Reach 4B Baneshwari J.P. Nagar Puttenahalli Terminal

11. A diagram showing the location of the Bengaluru with respect to India and Karnataka is shown below in Figure 1. An indicative map of Bengaluru metro showing the 4 above ground alignment s and 2 underground alignments is presented in Figure 2.



Figure 1 Location of Bengaluru w.r.t Karnataka and India

Bruhat Bengaluru Mahanahar Palike (BBMP) Area

Karnataka



12. The details of the project are described in Chapter II.

C. PURPOSE AND SCOPE OF THE INITIAL ENVIRONMENTAL EXAMINATION (IEE) STUDY

13. The Environment Policy and Environmental Safeguards of ADB

promote environmental sustainability in all their operations. Under this policy all project loans, financial intermediation loans, program loans, sector development program loans, private sector investment operations and non-sovereign loans, need to undergo an environmental assessment (EA).

Figure 2 Overlay of Alignment on Google Earth map



14. The purpose of the IEE is to: a. Identify the major adverse issues that may arise as a result of proposed works (three

corridors to be funded by ADB) on biophysical, socio-economic and cultural environment of the project area, and carry out their rapid assessment

b. Recommend practical and site specific environmental mitigation and enhancement measures

c. Prepare and implement environmental monitoring plan for the project, and d. Examine environmental impacts and mitigation plans for corridors (other than those

funded by ADB) and asses adequacy as per ADB’s safeguard on environment e. Examine the adequacy of the IEE for the proposed project and indicate if issues due

to the project require a detailed EA

D. CATEGORY OF EA 15. The project has been classified as Category B as per ADB’s

categorization in its SPS, January 2010. For category B projects an IEE needs to be carried out to examine the environmental impacts, plan mitigation and ascertain whether a full scale EIA is necessary. Also the requirement for public disclosure 120 days prior to the consideration of the project by the ADB Board of Directors does not apply.

E. EXTENT AND SCOPE 16. The scope of this report is limited to environmental assessment only

with limited focus on occupational health & safety. A separate report has been prepared for Social Impact Assessment (SIA) and Resettlement & Rehabilitation (R&R) Plan.

17. The zone of impacts is assumed to be approx. 250 m on either side

from the centerline of the proposed metro alignment. It is anticipated, that beyond this point the impacts will be practically imperceptible. However although focus has primarily been on the 250 m x 2 sides = 500 m corridor, any sensitive receptors lying beyond this point have also been considered for analysis.

F. APPLICABLE LEGAL POLICY FRAMEWORK 18. The section below enumerates the various acts and rules and the

various generic requirements there under. These have been consulted while preparation of the IEE, along with Environmental, Health, and Safety (EHS) Guidelines from International Finance Corporation (IFC).

19. Metro or other Railway projects are exempted from seeking

Environmental Clearance (EC) as promulgated under notification no. S.O. 1533 dt. 14-06-2009, modified through notification nos. S.O. 3067 dt. 01-11-2009 under the EIA Notification, 2006.

20. The metro projects are also exempted from seeking Consent to

Establish (CtE) for Karnataka State Pollution Control Board (KSPCB) under the Water (Prevention& Control of Pollution) Act, 1974, as



amended to date and Air (Prevention& Control of Pollution) Act, 19781, as amended to date; and rules published there under. Similarly, they are also not liable to submit cess to KSPCB under the Water (Prevention& Control of Pollution) Cess Act, 1977, as amended in 2003. However there are 15 nos. casting yard (erected by the contractors), which are liable to seek CtE & CtO under the Air & Water Act. As per information received from BMRCL, all of these have already obtained CtO.

21. However, since in most cases, onsite contractors will have Diesel

Generator (DG) sets, and generate spent oil in return, they are liable to seek authorization from KSPCB under the Hazardous Waste (Management, Handling & Trans-boundary Movement) Rules, 2008, as amended in 2009.

22. Construction activities are covered under the ambit of

The Noise Pollution (Regulation and Control) (Amendment) Rules, 2010. In rule 2 & 6 of the said rules construction activities are acknowledged as a potential source of noise. In rule. 8 sec. 1 clause a, sub clause (ii) the competent authority, on receiving any complaint may prevent, prohibit, control or regulate any conduction activity which is deemed to generate noise pollution.

23. Other National Level environmental regulations such as the Wildlife

(Protection) Act, 1972, as amended 1993, the Wild Life (Protection) Amendment Act, 2002, the Biodiversity Act, 2002 are not applicable as no forest land is proposed to be diverted for non-forest purpose thus not affecting any wildlife, forest or biodiversity hotpots.

24. Although not pertinent from environmental point of view, provisions of

Building & Other Construction Workers Regulation of Employment and Conditions of Service) Act, 1996, and the same Rules, 1998 will be of specific importance from the point of Health & Safety. Further these rules have been frequently referred to in BMRCL’s Safety Health & Environment (SHE) Conditions of Contract. Similarly specific provision of Factories Act, 1948 (as amended in 1988) and Karnataka Factories Rules, 1969, esp. referring to safety & health of workers and inspections of instruments.

25. The Land Acquisition Act, 1894 and National Rehabilitation and

Resettlement Policy (RRP), 2007 are applicable as involuntary land acquisition and displacement of people is involved in the project. These will be separately dealt with in the Social Impact Assessment (SIA) report and Resettlement & Rehabilitation (R&R) plan.



II. PROJECT DESCRIPTION

26. This section delineated the various features of the proposed project in varying details. The descriptions include the Peenya and Byappannahlli Depots, apart from considering lines and stations.

A. NEED OF PROJECT 27. Bengaluru is the sixth largest metropolis in India. It has experienced a

population bloom since the last two decades. The population growth rate of Bengaluru has been phenomenal during 1941 - 1951 and 1961 - 1971. Apart from natural growth of population, this could be attributed to influx of external population. Over 60% of Bengaluru’s growth comes from natural growth. The migrant population constitutes about 25% (BDA, 2007) of the total. The remaining 15% growth can be attributed to the integration of rural areas within the urban boundaries of Bengaluru (Group SCE India Pvt. Ltd, 2006).

28. The impact of a rapidly increasing, educated and skilled migrant

population in Bengaluru is evident in terms of the added mobility needs of this section of the population, primarily for work and recreation purposes. The tertiary sector share has increased from 24% in 1960 to 48% in 2000 (TERI, 2007). Manufacturing and service dominate the employment structure profile accounting between them for almost 75 % of the total job opportunities in the city. Apart from permanent migration, a lot of the populace also migrates to the city daily, as floating population from the nearby urban and rural areas, for work, education, health, trade, etc. It is difficult to predict their exact number.

29. In Bengaluru, total traffic load has increased by almost 200% between

1982 and 1992, and by 140% between 1992 and 2002. Traffic snarls are very frequent. Daily commuting by this share of the population has created a demand for more efficient transport services to connect the peripheral and surrounding areas of Bengaluru to the city center, thereby creating huge demand for mobility and connectivity.



0

15.95%

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75.48%

41.44%37.53%

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0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

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0

1

2

3

4

5

6

7

8

9

10

1900 1920 1940 1960 1980 2000 2020 2040

Popu

latio

n (in

mill

ion)

Year

Deacadal growth rate (%)

Population (million)

Figure 3 Population on Bengaluru (in million) and Decadal population growth rate

Source: DPR (May, 2003)

Table 3 Percentage change in decadal traffic composition 2W 3W LMV HCV Others Overall 1992-2002 136.7 165.2 157.3 138.7 121.7 140.6 1982-1992 285.5 123.7 157.8 94.6 1623.9 238.3

Source: Bengaluru Metro EIA report

30. There is a glaring imbalance exists between the trip needs and the transportation modes (Prof. Hayashi. Nagoya University. 2009). The lack of efficient public transport modes has led to a sharp increase in the number of personal vehicles, especially two-wheelers, which constitute about 74% of registered motor vehicles. Another major problem in the city is the inadequate road infrastructure and the poor quality of roads. Bengaluru has a concentric radial road system that consists of ring roads, five major radial roads and five secondary radial roads that all feed in to the city centre. Commuters face serious congestion on the road network because of the poor configuration of the roads that converge on the core of the city without transverse links between the radial roads.2

31. This necessitates the development of the metro project. Metro is a

clean, environment friendly MRTS alternative. Although initial is comparatively higher than other MRTS projects; metro scores high in terms of safety, comfort, and convenience. Also the energy consumption and carbon emission profile is lower than other MRTS projects.

1. 2 Source: www.indiaenvironmentportal.org.in/.../Prof-Hayashi-report-august.pdf



B. ANALYSIS OF ALTERNATIVES 32. In the analysis of alternatives, (1) a no project scenario and (2)

underground metro project scenario and (3) a Bus Rapid Transport System (BRTS) system have been considered. Alternate location scenarios have been discussed in details in sec. 4.7 of the DPR (May, 2003). Most of the alternate alignments have been rejected to reduce adverse social impacts arising from land acquisition in densely populated areas and shifting in utilities.

33. No project scenario (scenario 1) is not acceptable as Bengaluru is

already reeling under tremendous traffic pressure and there is a demand for an efficient MRTS system from all quarters. The scenario 3 (BRTS) is also planned to come in selected 15 routes in Bengaluru. However, BRTS is restricted mostly in the peripheral routes. Construction of BRTS is slow and involved restriction of higher amount of Right of Way (RoW) and sometimes entire atria roads. The net trip capacity of BRTS will be lower than the proposed Metro. Further, an efficient metro based MRTS system requires 1/5th energy per passenger km compared to road-based system. Thus BRTS is not an exclusive ‘alternative’ to metro, and is rather a complementary MRTS system.

34. The underground metro, although in some conservative estimates

more eco-friendly, costs some 2-3 times per km than over head metro. In Bengaluru, depth of bedrock varies widely, sometimes very close to surface, rendering excavation costly. This also will affect the financial viability of completely underground metro system. Further evacuation of people from an underground metro rail will be more difficult in times of emergency.

C. LOCATION OF THE PROJECT 35. The details reach wise locations of the projects and associated

features are presented in Figure 4 below.



Figure 4 North South & East West Alignment Map of BMRCL



D. PROJECT COMPONENTS 36. The proposed project comprises of (1) Metro stations (incl. segments

and pillars); (2) elevated metro track; (3) Metro depots (at Peenya and Byappanahalli); (4) Rolling stocks and (5) Ancillary facilities as operational components. The following sections describe each separately.

1. Metro stations 37. A total of 18 nos. stations in the East West corridor. Amongst these 13

are elevated, 1 is at-grade, and 4 are underground. In the North-South corridor 14 stations are present, out of which one is at-grade, 10 are elevated and 3 are underground. A comprehensive list of stations is provided below in Table 4 and Table 5.

38. A typical elevated station has a length of approx. 136 m, and generally

has two levels. The concourse is concentrated in a width of about 80 m in the middle of station with stair case leading on either side of the road. Since the elevated stations are Passenger facilities like ticket counter/ ticket vending machine, passenger gates etc. located at the median of the road, a vertical clearance of 5.5 m is kept. The platforms are at a vertical height of 12 m from ground. The stations are provided in the concourse level. Typically the concourse is divided into public and non-public zones. Apart from the above-mentioned public facilities, the concourse contains non-public facilities like station control rooms, station master’s cabin, UPS and battery rooms, signaling room etc.

39. The underground station is essentially a concrete box 20 m wide x

13.7 m height and 230 m long with an intermediate slab of 120 mm thick RCC. Typical underground stations are two level stations where the concourse is located above the platform levels. The upper concourse has, apart from public areas, ESC Plant rooms, electrical and S&T equipment etc. Ventilation shaft, equipment hatch and chiller plants for ESC plant are located as above ground structures.

Table 4 Proposed stations in East- West corridor

# Station Name Type 1 Mysore Road (near BHEL) Elevated 2 Deepanjali nager Elevated 3 Attiguppe Elevated

4 Vijaya Nagar Elevated 5 Toll Gate Elevated

6 Magadi Road Elevated

7 City Rly Station Underground

8 Majestic Underground

9 Central College Underground

10 Vidhan Soudha Underground 11 Cricket Stadium Underground 12 M.G. Road Elevated



13 Trinity Circle Elevated

14 Ulsoor Elevated

15 CMH Road Elevated 16 Indira nagar Elevated 17 Old Madras Road Elevated

18 Byappanahalli Surface Source: Detailed Project Report. DMRC & RITES Ltd. May, 2003.

Table 5 Proposed stations in North South corridor

# Station Name Type 1 Hessargatta Crossing Elevated 2 Dasarahalli Elevated 3 Jalahalli Circle Elevated 4 Pennya village Elevated 5 Pennya Industrial Area Elevated 6 Outer Ring Road Elevated 7 Yeshwantpur Elevated 8 Mahalakshmi Elevated 9 Rajajinagar Elevated 10 Kuvempu road Elevated 11 Malleswaram Elevated 12 Swastik Surface 13 Majestic Underground 14 Chickpet Underground 15 City Market Underground 16 K.R. Road Elevated 17 Lalbagh Elevated 18 South End Circle Elevated 19 Jayanagar Elevated 20 R.V. Road Terminal Elevated

Source: Sr. No. 7 – 20. DPR. DMRC & RITES Ltd. May, 2003. Sr. No. 1-7. DPR for Yashwantpur & Peenya Depot. DRMC & Rites Ltd. October, 2007.

40. Artist’s impressions of some of the metro stations are provided in Figure 5.



Figure 5 Artist’s impression of few stations

2. Elevated metro tracks 41. Metro tracks is planned to be laid all along the alignment. 2 sets (up

and down) tracks will be provided. A third rail will be energized @ 750 V DC current for providing energy to rolling stock. The tracks will be steel made, and single block track construction will ensure that noise pollution will be minimal.

3. Metro depots 42. A depot cum workshop at Byappanahalli and Peenya has been

proposed. The Baiyapaanahalli deport will have facilities for inspection, stabling and periodic overhaul while Peenya will not have facilities for over hauling and major repairs.

43. In the Detailed Project Report of 2003 a smaller depot was proposed

at Yeshwantapur in an area of about 12 hectares for North – South Corridor. The Depot was proposed at elevated level to have stabling for 14 rakes of 6 coach each. It also provided washing plant inspection bays for normal inspection and workshop for repairs for independent functioning. The rakes from the North - South corridors were proposed to be taken to Baiyappanahalli depot (East – West Corridor) for overhauling.

44. Since the North-South Corridor is proposed to be extended up to

Hesserghatta Cross, 40.47 ha of land has already been acquired by BMRCL behind Peenya Village at about 800 m on Eastern side of NH-4. In view of this, Yeshwantpur depot earlier proposed in DPR of May, 2003 has been proposed to be replaced with Peenya Depot. Depot will have 24 nos. covered stabling shed (each 155 m long), 3 nos.



inspection bays (each 140 m long), Pit wheel lathe, 2 Repair shop for 2 x 3 car rakes, Depot & backup control centre, S&T Repair shop, ETU Repair shop & Office. Apart from these, additional ancillary facilities, like signaling room, administrative office, time office & security, OHT, underground pump room and separate Effluent Treatment Plant (ETP) and Seawage Treatment Plant (STP) are proposed.

45. Similar arrangement is proposed to be developed in Byapanahalli

Depot. Here in the stabling shed 16 lines will be there. Infrastructure similar to Peenya Depot will be established.

4. Rolling stocks

46. 3 cars train sets with net capacity of 1000 passengers will be used. The salient features of proposals for Metro (underground) and Rail (above ground) sections in respect of rolling stock, power supply and traction system and signaling are reproduced below:

47. The power/ traction system will be 25 KV AC 50 Hz in Metro and Rail

corridor with necessary traction sub-station. The underground portion will have rigid OHE while outside the tunnel overhead traction lines are planned with flexible copper OHE. 3 phase AC asynchronous motors with variable voltage and Microprocessor controlled variable frequency power supply.

48. The controlling criteria are reliability, low energy consumption, light

weight and high efficiency leading to lower annualized cost of service. The coach should have high rate of acceleration and deceleration. Traction motors are 180 KW and propulsion system is 3-phase drive with variable voltage and variable frequency (VVVF) control. Trains will have regenerative braking system to save energy cost. Current collection is through bottom collection from third rail at 750 V DC system. Trains will be air-conditioned and provided with automatic door closing and opening system. The trains will have state of the art cab signalling with continuous automatic train control and automatic train protection system. The trains will have passenger information and announcement system. Coaches have longitudinal seats with a seating capacity of 50 per coach and total dense crush capacity of 322 (MC) to 356 (TC), at 8 persons/sq.m.

Table 6 Attributes of the Proposed Metro Trains

Max. permissible speed 80 kmphr Commercial speed 32 Kmphr

Stainless steel Length - 20.8 m Width - 2.88m

Coach body

Height – 3.80m Carrying capacity About 50 sitting &306 standing

(at 8 person per sq. m .area) Axle load 15 tonnes



Class of accommodation one Traction motors: coaches 4 of 180 KW each in motor Acceleration Max 1.0 m/s2 Deceleration Max 1.1 m/s2(normal)

Air – conditioning Additional features Automatic door closing

Source: DPR (May, 2003) & DPR (October, 2007)

5. Ancillary Facilities 49. For smooth operation of activities at metro and rail corridors, various

facilities are planned such as telecommunications, fare control, fire detection and control etc. telecommunication facilities are planned on the basis of optical fibre cables. These will include radio communications, control telephones, PA systems, CCTV, department of telecommunication telephones, hotlines and centralized clock system. Fare control system is fully automatic with enclosed tickets, turnstile gates and computer accounting. The other facilities include escalators, lifts and pumps, illumination; emergency lights; ventilation and exit.

50. Continuous Automatic Train Control (CATC) system with Automatic

Train Protection (ATP), Automatic Train Operation (ATO), Fibre Optic Transmission system (FOTS), Automatic Fare Collection (AFC) System and Automatic Train Supervision System (ATSS) are planned. The temperature and humidity of underground metro tunnels and stations are planned to be controlled at 27-28 oC and 55-60% RH, with chilled water type plant and air washing system. In addition, tunnel ventilation is also planned.

51. The total power requirement in MVA of the project in traction and

ancillary units is given in Table 7. 2 nos. receiving sub-stations (RSS) are proposed in N-S and E-W corridors. The RSS will receive 66 kVA power and is step down to 33 kVA. This 33 kVA power will be distributed in a ring main cable network. Each RSS will be provided with 2 nos. 66/33kVA transformers. Traction sub-stations (TSS) will be used to step done 33 kVA to 750 V DC power supply. 9 nos. TSS in E-W line and 7 nos. TSS in N-S line is proposed. Auxiliary sub-stations (ASS) with 33 kVA / 415 V transformers will be provided at all stations incl. at 2 depots. At all locations dry type cast resin transformers will be used.

Table 7 Estimated power demand (in MVA)

52. 53. Year III.

Corridor

54. 2007 55. 2011 56. 2021 E-W corridor Traction 5 11 14 Auxiliary 13 15 17 Total 18 26 31 N-S corridor Traction 4 7.1* 12.5* Auxiliary 11 13.6* 15.9* Total 15 20.7* 28.4*

Source: DPR (May, 2003). * indicates corrected values as per DPR (October, 2007)



E. CONSTRUCTION DETAILS

1. Construction methods

57. In most of the alignment, the metro follows the road median. Approx. 8 m RoW will be apportioned for metro line construction. The same shall be barricaded in both sides.

58. Substructure of the elevated section will consists of open foundations

in rock area and pile foundations where soil is encountered. DPR proposes to pile 4 piles of 1200 mm dia. A pile cap of 2 m will be casted over the piles. Auger piling method to be followed to reduce friction and resultant noise generation. Circular pier of 1600 mm dia is proposed to be cast in a single lift.

59. Elevated stations are proposed to be constructed with elevated

concourse over the road to minimize land acquisition. In stations there will be 3 rows of piers in the median and in the footpath. Super structure will consist of 3 pre-casted U girders and / or 3 x 6 I girders.

60. Underground construction will be undertaken in Underground (UG)

Reach 1 and UG Reach 2. Hard rock is encountered in stretch between km 8.715 to km 9.018 on post office road at a depth of 8 m. The total length of tunneling for both up and down line in N-S and E-W section will be approx/ 13.4 km. TBMs will be used for boring. Modern TBMs typically consist of the rotating cutter head, followed by a main bearing, a thrust system and trailing support mechanisms. As on October, 2010 the work of construction of 4 nos. underground stations in UG Reach 2 has been awarded to M/s CEC-SOMA-CICI Joint Venture (JV). Construction of Majestic Station is excluded from JV’s scopes. They plan to use 3 nos. TBMs from (a) western flank of Cricket Stadium Station, (b) eastern flank of Central College Station; and (c) western flank of Central College Station. The average depth of TBM shaft will be approx. 18 m, and at all places approx. 11-12 m of soil strata will be above it. The average finished inner dia of the tunnel will be 5.6 m, PCC rings of 208 mm dia will be placed inside the bore. Thus the actual dia of bore and TBM will be approx. 6.106 m. The speed of the TBM is assumed to be around 9-10 m/d in semi-soft surface and will reduce further in hard rock areas.

61. In some underground section in Underground Reach 2 (E-W)

controlled blasting will be required. The station boxes are proposed to be excavated in ‘cut & cover’ method. In the soft rock areas, mechanical excavation will be used. However since bedrock (primarily igneous granite) is encountered at a depth of approx. 5-8 m at all places, blasting will be conducted in station box areas. Blasting will be undertaken by employing authorized agency. Controlled blasting will be carried out employing multiple small nos. of charges placed



strategically. As claimed by contractor, noise generated in blasting will match day time equivalent noise levels (~80-88 dB(A)). A 20 m radius area will be demarcated as critical as the shock waves (from explosion) will induce vibration. Beyond 20 m the effects of vibration will be nominal. The flying debris generated from explosion will be controlled by placing heavy ‘mats’ on the sections being exploded. After explosion, mechanical excavators will be used to clear debris. It is anticipated that approx. 1,20,000 m3 of debris will be generated in each underground station box. Thus, approx. 4,80,000 m3 of muck & debris will be generated from the entire E-W corridor (City Railway Station, Cricket Stadium, Vidhan Soudha, Central College stations). Majestic station (intersection of E-W & N-S line) will be deeper, so more debris will be generated.

62. For viaduct segments pre-cast construction requires casting yard. As

per data provided by BMRCL there are 15 casting yards for all 4 reaches. The construction depot will have facilities like casting beds, curing and stacking areas, batching plant with storage facilities for aggregates and cement, site testing laboratory, reinforcement steel yard, fabrication yard etc. Approx. area requirement is 2.5 – 3.0 ha for each line.

63. For casting of segments both long lines and short line methods could

be adopted. However the long line method is more suitable for spans and curves while short line methods are good for straight lines. The case segments will be cured in bed as well as in stacking yard. Water requirement in curing will vary from time to time and will be based on the total number of segments casted.

64. Generally for mixing concrete 0.25- 0.3 unit mass of water /unit mass

of cement is required. So, in order to mix 293.8 mil kg of concrete 73.5 mil kg of water (0.073 mil m3) will be required. Curing will be required. Water evaporation from hardened concrete will depend on climactic conditions, on water-cement ratio, and on maturity of the concrete, but rates of about 0.03 kg/m2/hr are plausible during the first few days under relatively severe drying conditions for a water/cement ratio around 0.4. If water application is carried for 28 days, for 16 hrs./day at twice the rate (with 50% contingency for spillage etc.) total curing water requirement is approx. 0.03 Million m3 spread over the entire construction period.

Table 8 Curing water requirement calculation

Length /dia Breadth Height/thickness Nos. Surface areas (sq.m) Piers 1.6 0 5.5 1000 27646.02 AG Stations 136 8 0.13 27 119525.76 UG Stations 230 12 1 5 120080 U/I beams 17 4.5 4 1500 487500 754751.78

Water application

rate (kg/m2/hr) hrs./day Days Surface area (m2) Contingency Water req.

(kg) water

req.( m3)



0.06 16 28 754751.78 50% 30431591.58 30431.59

65. Thus approx. 0.103 million m3 water will be required for construction purpose, during the entire construction phase. This water will be sourced from tankers arranged from selected contractors.

66. The total material required for the proposed project is provided in

Table 9.

Table 9 Material requirement Materials Unit Elevated portion Tunnel Stations Ramp Total Cement bags 25,76,747 11,78,082 17,77,808 3,44,064 58,76,701 Steel (for RCC) MT 36,582 15,707 24,444 4,730 81,463 Sand (for RCC) m3 1,26,628 58,903 1,00,000 19,353 3,04884 Coarse aggregates m3 2,25,117 1,04,718 1,77,780 34,405 5,42,020

67. M-30 to M-60 grade concrete will be used for construction of piers,

cantilevers, stations etc. All miscellaneous structures will be M-30 grade. HTSD 415 or TMT rebar will be used for construction (conforming to IS 14268).

2. Manpower

68. Approx. 150-300 labours will be required in each depot. Each station will require approx. 100-150 labours during peak construction period. Casting yards will have around 150 to 200 labours each. Line construction (in each reach) will have around 500-1000 labours. Since there are 6 reaches (4 over ground and 2 underground), 2 depots, 15 casting yards and 37 nos. stations, during peak construction period the nos. of labour will vary between 9500 to 15000 souls. Thus, during construction phase the daily water requirement will vary between 665 m3/d to 1050 m3/d (@70 L water/capita/day) and municipal solid waste generation will be between 0.95 to 1.5 MT/day (@~0.1 kg/d). Labours will be sourced by contractors through labour sub-contractor. All labours should be provided with adequate facilities as per the Building & Other Construction Workers Regulation of Employment and Conditions of Service) Rules, 1998. Labours will be housed in labour camps arranged by the contractor. All labours will be provided with unique identity cards, PPEs and required training to use PPEs while working. Tool box talks will be provided to train and motivate them.

F. BENEFITS OF THE PROJECT

69. Estimated total number of commuters travelling per day is approx. 820,000. By 2011, Bengaluru metro is tipped to carry 15% of Bengaluru traffic. This will decongest the major arterial roads considerably. A total of 180 coaches by 2011 and 270 coaches by 2021 are in the plan. The Metro also promises an average speed of 32



kmph (max 80 kmph), offering an end-to-end trip in 23/28 minutes (that takes nearly 1.5 hrs. by car today).

Yr. Lakh passengers/d Av. trip length (km)

2007 8.2 6.62 2011 10.2 7.07 2021 16.1 7.12



IV. DESCRIPTION OF THE ENVIRONMENT

70. The Baseline environment is useful for determining the status of the receiving environment. Effort has been made to incorporate data that is (a) recent; and (b) most relevant to the study area. Wherever more recent secondary data was not available, data available was used with suitable assumptions

A. PHYSICAL ENVIRONMENT

71. Physical environment includes meteorology; air, noise, water quality; geology, stratigraphy and drainage pattern of the study area.

1. Climate and meteorology 72. Bengaluru experiences a tropical savanna climate with distinct wet

and dry seasons. Due to its high elevation, Bengaluru usually enjoys a more moderate climate throughout the year, although occasional heat waves take place.

73. The coolest month is January with an average low temperature of

15.1°C and the hottest month is April with an average high temperature of 33.6°C. The highest temperature ever recorded in Bengaluru is 38.9 °C (recorded in March 1931) and the lowest ever is 7.8°C (recorded in January 1884). Winter temperatures rarely drop below 12°C (54 °F), and summer temperatures seldom exceed 36–37°C (100°F).

74. Bengaluru receives rainfall from both the northeast and the southwest

monsoons and the wettest months are September, October and August, in that order. The summer heat is moderated by fairly frequent thunderstorms, which occasionally cause power outages and local flooding. The heaviest rainfall recorded in a 24-hour period is 179 mm recorded on 1st October 1997.

75. The long term (1951 to 1980) climatological normal from Indian

Meteorological Department (IMD) is provided below in Table 10.

Table 10 Climatological Normal for Bengaluru (1951-1980) Temperature (oC) Mean nos. of days with

Month Monthly min. Monthly max. Mean rainfall

(mm) Mean nos.

of rainy days Hail Thunder Fog Squall Jan 15.1 27 2.7 0.2 0 0 2.5 0 Feb 16.6 29.6 7.2 0.5 0 0.3 0.7 0 Mar 19.2 32.4 4.4 0.4 0 1.1 0.2 0.2 Apr 21.5 33.6 46.3 3 0 6.7 0.1 1.4 May 21.2 32.7 119.6 7 0 10.6 0 2.5 Jun 19.9 29.2 80.6 6.4 0 4 0 1.5



Jul 19.5 27.5 110.2 8.3 0 2.3 0.1 0.8 Aug 19.4 27.4 137 10 0 2.4 0.2 0.6 Sep 19.3 28 194.8 9.3 0 5.9 0.3 0.1 Oct 19.1 27.7 180.4 9 0 5.9 1.2 0.2 Nov 17.2 26.6 64.5 4 0 1 1.1 0.1 Dec 15.6 25.9 22.1 1.7 0 0.1 1.7 0 Annual 18.63 28.97 969.8 59.8 0.3 40.3 8.1 7.4

Source: IMD (http://www.imd.gov.in/section/climate/bangaluru2.htm)

76. It could be seen from the graphs below that April is the hottest and one of the driest month in Bengaluru. On other hand January is the coldest month. Approx. 64% of the total rainfall is experienced between July to September. January to March is the time with lowest rainfall (approx. 1.5% of total rainfall).

15.1

16.619.2

21.5 21.2 19.9 19.5 19.4 19.3 19.1 17.215.6

2729.6

32.4

33.632.7

29.2 27.5 27.428 27.7

26.625.9

0

10

20

30

40

50

60

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Tem

pera

ture

(deg

. C)

Temperature Monthy max.

Temperature Monthly min

Figure 6 Monthly average maximum and minimum temperature (oC)

http://www.imd.gov.in/section/climate/bangaluru2.htm



0.2 0.5 0.4

3

76.4

8.3

109.3 9

4

1.7

2.7 7.2 4.4

46.3

119.6

80.6

110.2

137

194.8180.4

64.5

22.1

0

2

4

6

8

10

12

0

50

100

150

200

250

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Nos

. of R

ainy

Day

s / M

onth

Mea

n R

ainf

all (

mm

)

Month

Mean nos. of rainy days

Mean rainfall (mm)

Figure 7 Monthly average rainfall and nos. of rainy days in Bengaluru

77. Generally light to moderate winds prevail throughout the year with

slightly stronger winds in the early monsoon period. The seasonal wind roses are depicted in Figure 8 to Figure 11.

78. It could be seen from the wind rose diagrams (both at city and in

Airport) that the wind directions are divided into two very distinguished patterns. Wind directions during the monsoon (May to September) is primarily from the west, west-northwest and west southwestern vectors (sometimes more than 50% of times). Wind speed is also quite high during this period (up to 12-19 kmph or 3.33 – 5.28 m/s). Wind speed is generally higher in Bengaluru airport than in City.

79. During the pre- and post monsoon seasons (January, February,

March, April, October, November and December) the predominant wind directions are east, east north-east and east-southeast. During December, January and February, 50% or more of total wind is from these components.

80. Wins speed is minimal, and clam conditions prevail during March and

October. Wind speed generally is highest during monsoon (July-August) and during the post monsoon (December- February).

81. The monthly percent calm conditions are given below in Table 11. It

could be seen from the table below that, approx. 71.2%, 61%, 63.1% and 61.1% of the total calm conditions occurred during March-May and October–November months in Bengaluru city (8:30 AM). Bengaluru city (17:30 PM), Bengaluru airport (8:30 AM) and Bengaluru airport (17:30 PM) respectively.



Table 11 Monthly % calm conditions in two monitoring stations in Bengaluru Bengaluru city Bengaluru Airport 8:30 AM 17:30 PM 8:30 AM 17:30 PM Jan 1.95 3.26 2.52 0.54 Feb 8.24 4.38 3.56 1.1 Mar 9.77 5.86 2.34 0.72 Apr 9.33 7.51 1.12 1.13 May 5.19 4.59 0.54 0.91 Jun 0.68 1.03 0.19 0.38 Jul 0.65 0.97 1.62 0.18 Aug 0.65 1.62 0.18 0.36 Sept 6.02 7.36 0.75 1.25 Oct 7.79 8.74 2.34 1.99 Nov 7.07 7.05 2.07 1.68 Dec 1.95 2.61 0.91 0.54



Figure 8 Wind rose diagram of Bengaluru City (08:30 AM)



Figure 9 Wind rose diagram of Bengaluru City (17:30 PM)



Figure 10 Wind rose diagram of Old HAL Airport, Bengaluru (08:30 AM)



Figure 11 Wind rose diagram of Old HAL Airport, Bengaluru (17:30 AM)



2. Ambient air quality

82. Ambient Air Quality (AAQ) has been monitored in 22 locations along proposed alignment in 2010. Monitoring include parameters like Suspended particulate matter (SPM) and Respirable particulate matters (RPM); Nitrogen Oxide (NOx); Sulphur dioxide (SO2) and Carbon monoxide (CO). The results are produced below in Table 12. The graphical representation of the AAQ is provided below:

Table 12 Ambient Air Quality along Alignment (August 2010)

# Code Location

Average Conc. of

RPM (µg/m3)

Average Conc. of

SO2 (µg/m3)

Average Conc. of

NOx (µg/m3)

Average Conc. of

CO (mg/m3)

1 A1 Majestic 95.4 9.6 16.1 1.2 2 A2 Near Yeshwanthpur Railway Station 120.2 14.5 29.5 2.4 3 A3 Junction of Ring Road and Tumkur Road 121.3 15.4 30.8 2.5 4 A4 Near Harishchandra Ghat on MKK Road 107.6 12.8 18.8 2.1 5 A5 Junction of MKK Road & West of Chord Road 104.6 11.1 16.8 1.5 6 A6 Central Leprosium on Magadi Road 103.8 12 19.2 1.6 7 A7 Junction of Magadi Road & Chord Road 105.4 13.2 21.1 1.6 8 A8 Junction of Chord Road & Mysore Road 106.7 13.8 22.3 2.3 9 A9 Siddaiah Chowk 107 13.4 18.8 1.7 10 A10 Junction of KR Road and Albert Victor Road 106.8 13.2 22.4 1.7 11 A11 Junction of CMH Road & SV Road 110.6 13.4 21.9 1.7 12 A12 Junction of CMH Road & 100 Ft Road 112.5 12.9 21.7 1.6 13 A13 Junction of South End Road and RV Road 112 13.3 22.7 1.5 14 A14 Opposite to High Court 88.1 10.4 15 1.2 15 A15 Near Police Station, Byppanahalli Depot 150.7 15.8 27.8 2.5 16 A16 Trinity Circle 139.2 13.2 22.7 1.7 17 A17 Junction of Queens Road and MG Road 136.9 12.6 22.2 1.6 18 A18 Near City Civil Court on KG Road 97 12.3 16.5 1.5 19 A19 Near Jalahalli Junction on Tumkur Road 103.4 15.2 21.4 2.4

20 A20 Tumkur Road and Hesaraghatta Junction(8th Mile) 98.5 15.2 23.9 2.4

21 A21 Near Puttenahalli Junction 93 12.2 15.9 1.2 22 A22 Near Banashankari Bus Stand 100 9.9 11.6 1.2

Source: BMRC Monitoring Report, August 2010 by Ramky Enviro Engineers Ltd.



95.4

120.2121.3

107.6104.6103.8

105.4106.7 107 106.8

110.6112.5 112

88.1

150.7

139.2136.9

97

103.4

98.5

93

100

80

90

100

110

120

130

140

150

160

A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 A16 A17 A18 A19 A20 A21 A22

Average Conc. of RPM (µg/m3)

NAAQS standard for RPM (µg/m3)

Figure 12 Ambient Levels of RPM along Proposed Alignment (August 2010)

9.6

14.5 15.412.8 11.1 12 13.2 13.8 13.4 13.2 13.4 12.9 13.3

10.4

15.813.2 12.6 12.3

15.2 15.212.2

9.9

0

10

20

30

40

50

60

70

80

90


Average Conc. of SO2 (µg/m3)

NAAQS standard for SO2 (µg/m3)

Figure 13 Ambient Levels of SO2 along Proposed Alignment (August 2010)



16.1

29.5 30.8

18.816.8

19.2 21.1 22.318.8

22.4 21.9 21.7 22.7

15

27.8

22.7 22.2

16.5

21.423.9

15.911.6

0

10

20

30

40

50

60

70

80

90


Average Conc. of NOx (µg/m3)

NAAQS standard for NOx (µg/m3)

Figure 14 Ambient Levels of NOx along Proposed Alignment (August 2010)

1.2

2.4

2.5

2.1

1.5

1.6 1.6

2.3

1.7 1.7 1.7

1.6

1.5

1.2

2.5

1.7

1.6

1.5

2.4 2.4

1.2 1.2

1

1.2

1.4

1.6

1.8

2

2.2

2.4

2.6


Average Conc. of CO(mg/m3)

NAAQS standard for CO (mg/m3)

Figure 15 Ambient Levels of CO along Proposed Alignment (August 2010)

83. 16 out of the 22 locations register higher RPM (PM10) levels than

prescribed in the NAAQS(100 µg/m3). This is primarily owing to



vehicular emissions, re-suspension of dust, as well as emissions from industrial areas etc. No locations exceed NAAQS for SO2 or NOx and values are fairly low. NAAQS levels for CO are exceeded at 7 locations out of 22 locations. High levels of RPM and CO suggest vehicular pollution. CNG and LPG has been introduced in Bengaluru, however its impacts are not reflected on the high RPM and CO levels.

84. Karnataka State Pollution Control Board (KSPCB) monitoring ambient

air quality under the National Ambient Air Monitoring Programme (NAAMP). The monitoring was conducted from April 2008 to April 2009. A gist id provided below in Table 13. Some of the locations do not map with the corridor, however, locations like Peenya Industrial Area, Yashwantpur, and Victoria Hospital correspond to locations close to the corridor.

Table 13 AAQ Monitoring Results for 2008-09

# SO2 (µg/m3) NOx (µg/m3) RPM (µg/m3) SPM (µg/m3) 1. AMCO A1 15.04 40.79 70.67 198.33 2. Graphite India A2 16.11 43 184 479.67 3. IMTA A3 15.22 40.29 96.75 253.17 4. KHB Industrial Area A4 14.83 40.07 68.75 200.92 5. Peenya Industrial Area A5 14.9 40.85 119.64 324.82 6. Victoria Hospital A6 14.9 40.53 63.25 201 7. Yashvantpura A7 15.08 41.04 125.17 342.58

Source: KSPCB website. Visit http://kspcb.gov.in/ambient_air_quality.htm

85. It could be seen that at Yashvantpur, both KSPCB and BMRCL’s consultants have carried out AAQ monitoring. The results are also comparable.

86. Trust more sincere monitoring of ambient air quality is required along

the north –south and east-west corridor. Parameters should incorporate PM2.5, ozone (O3), benzene (C6H6), ammonia (NH3) and lead (as Pb) as per new ambient air quality standard

3. Noise levels

87. Noise level monitoring has been undertaken in August 2010. The

results of monitoring are as provided in Table 14. The day time and night time equivalent noise levels are graphically represented below in Figure 16 and in Figure 17.

Table 14 Noise Levels at Various Locations along Proposed Alignment (August 2010)

Location

Average Daytime

Noise Level (dB(A))

Average Nighttime

Noise Level (dB(A))

1 N1 Majestic 84.31 72.05 2 N2 Near Yeshwanthpur Railway Station 83.1 77.76 3 N3 Junction of Ring Road and Tumkur Road 84.04 79.61 4 N4 Near Harishchandra Ghat on MKK Road 74.96 67.35 5 N5 Junction of MKK Road & West of Chord Road 76.75 69.05

http://kspcb.gov.in/ambient_air_quality.htm



6 N6 Central Leprosium on Magadi Road 76.2 67.81 7 N7 Junction of Magadi Road & Chord Road 77.94 71.21 8 N8 Junction of Chord Road & Mysore Road 82.1 72.36 9 N9 Siddaiah Chowk 77.46 66.34 10 N10 Junction of KR Road and Albert Victor Road 81.39 67.71 11 N11 Junction of CMH Road & SV Road 79.77 67.38 12 N12 Junction of CMH Road & 100 Ft Road 78.45 66.66 13 N13 Junction of South End Road and RV Road 79.26 67.42 14 N14 Opposite to High Court 83.76 68.93 15 N15 Near Police Station, Byppanahalli Depot 83.42 74.18 16 N16 Trinity Circle “OR” Junction of Residency Road on MG Road 71.24 71.24 17 N17 Junction of Queens Road and MG Road 81.67 69.47 18 N18 Near City Civil Court on KG Road 82 64.11 19 N19 Near Jalahalli Junction on Tumkur Road 85.19 78.7 20 N20 Tumkur Road and Hesaraghatta Junction(8th Mile) 84.31 80.53 21 N21 Near Puttenahalli Junction 82.47 67.46 22 N22 Near Banashankari Bus Stand 83.2 72.11 Source: BMRC Monitoring Report, August 2010 by Ramky Enviro Engineers Ltd

84.3183.1

84.04

74.9676.75 76.2

77.94

82.1

77.46

81.3979.77

78.4579.26

83.76 83.42

71.24

81.67 82

85.1984.31

82.47 83.2

50

55

60

65

70

75

80

85

90

N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N13 N14 N15 N16 N17 N18 N19 N20 N21 N22

Average Daytime Noise Level (dB(A))

Daytime Noise Standard for Residential area (dBA(A))

Daytime Noise Standard for Commercial area (dBA(A))

Daytime Noise Standard for Industrial area (dBA(A))

Figure 16 Daytime Equivalent Noise Levels at Various Locations



72.05

77.7679.61

67.3569.05

67.81

71.2172.36

66.3467.71 67.38 66.66 67.42

68.93

74.18

71.2469.47

64.11

78.780.53

67.46

72.11

40

45

50

55

60

65

70

75

80

85

N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N13 N14 N15 N16 N17 N18 N19 N20 N21 N22

Average Nighttime Noise Level (dB(A))Night time Noise Standard for Residential area (dBA(A))Night time Noise Standard for Commercial area (dBA(A))Night time Noise Standard for Industrial area (dBA(A))

Figure 17 Night-time Equivalent Noise Level at Various Locations

88. From the above observations it could be inferred that both the day

time and night time equivalent noise levels are higher than the prescribed day time and night time noise levels standards for residential, commercial and industrial areas. This could be attributed to rapid and prolific urbanization, vehicular movements and at some locations, construction activities and / or industrial activities.

4. Topography, Drainage and Soil conditions

89. The topology of Bengaluru is flat except for a central ridge running NNE-SSW. The highest point is Vidyaranyapura Doddabettahalli, which is 962 m (3,156 ft) and lies on this ridge.

90. The major part of the Bengaluru district lies in Cauvery basin. No

major rivers run through the city. River Vrishabhavathi, a minor tributary of the Arkavathi, arises within the city at Basavanagudi and flows through the city. The major rivers draining the area are Cauvery, South Pennar, North Pennar and Polar. Cauvery along with its tributaries like Kanva, Arkavathi and Shimsha drain 67% of the area. South Polar, North Polar and Polar originate from the Nandi Hills in the northern part of the district drain 33% of the area.

91. Red soils and lateritic soils cover almost the entire urban areas with

thin cover of alluvial soils along major stream courses and nallas. The geomorphological land forms prominently seen in the area is pediment and pediplain.

92. Figure 18 shows the geology and geomorphology of central

Bengaluru region. It could be seen that the portion where the underground reaches area proposed pass through granitoid and hornblende granite. At places, the bedrock is located at surface level only. Compressive strength of granite ranges between 2200-2700



kg/cm2 (whereas compressive strength of ordinary M30 concrete mix ranges from 300-450 kg/m3).Thus, it will become necessary blasting for the construction of 7 nos. underground stations.

Figure 18 Geology of Central Bengaluru showing underground sections in Green

93. Bengaluru has been classified as a part of the seismic zone II (a

stable zone).

5. Surface and Groundwater 94. Granites and gneisses constitute the major aquifer system in

Bengaluru. Ground water occurs in unconfined condition in the



weathered rock and residium. The movement and occurrence of ground water is controlled by secondary porosity created by the weathering and fractures. Weathering of 2 to 25 m is commonly noticed in the area. Further, ground water occurs under semi confined condition especially in the fractured rocks which is seen below the weathered rock. Ground water development in the urban agglomeration is both by large diameter dug wells generally confining to the weathered zone and bore wells which mainly top fractured zone in. the hard rocks. These fractures sometimes extend very deep occurring even beyond 120 m bgl, but otherwise generally they close before 80 m depth.

95. Generally in dug wells depth to water level varies from 5 to 20 mbgl.

The dug well yields vary between 50 - 250 m3/day where as the bore wells yield ranges from 142 to 518 m3/day for 4 to 10 hours of pumping per day. Further, the specific capacity of the dug wells vary in the range from 13 -100 m3/day and in the case of bore wells the same varies from 14 - 222 m3/day.

96. Figure 19 shows the ground water depth contours in Bengaluru Urban

district.

97. A study was commissioned by BMRCL to Indian Institute of Science (IISc), Bengaluru to identify the impacts of tunneling in both the north-south and east-west corridors. The study concluded that the effect of boring the tunnels in these areas will have minimal impact on groundwater table (+ 2 m fluctuations in the nearby area only).

98. The State has adopted Rainwater harvesting (RWH) policy, and

mandated this in all new construction. Bengaluru City Corporation has already incorporated mandatory RWH in Building Bye-laws. Other ULB’s are being encouraged to do so.



Figure 19 Ground water levels in 2007 Source: Geo-Hydrological Studies along the Metro Rail Alignment in Bengaluru. IISc. Jan, 2009.

B. ECOLOGICAL ENVIRONMENT 99. There are no ecologically sensitive habitats, Important Bird Areas

(IBAs) or declared protected areas along the metro alignment apart from Lalbaug and Cubbon Park. Banerghatta National Park is approx. 10 km from Jaraganhallii, the southern tip of the north-south corridor.

100. Near Lalbaug the metro line is elevated, and passes from the

western fringe of the park. The same is shown in Figure 20. The proposed metro line on Vanivilas Road and Rashtriya Vidyalay Marg is marked yellow. In Cubbon Park and adjoining sections, the metro alignment is sub grade, so no major impacts on ecology are envisaged. Please refer to Figure 21.



a. Lalbaug is home to a number of birds species. Most of these are common to southern peninsula. Photographs of boards depicting the birds of Lalbaug & Cubbon Park are given below in Figure 22 and Figure 23 respectively.

Figure 20 Lalbagh and proposed Reach 4 alignment

Lalbaug garden Proposed Reach 4

Lalbagh lake



Figure 21 Cubbon Park along with Proposed Underground Alignment

Figure 22 Birds of Lalbagh

Proposed U/G Reach 1

Cubbon Park

Karnataka High Court

Vidhan Sourdha



Figure 23 Birds of Cubbon Park

101. None of these birds are cited in the IUCN red data book list (status of each are as ‘Least Concern’ or LC). Out of these birds, Pied Kingfisher, Ashy Drogo, Spotted Dove, Oriental White-eye, Eurasian Golden Oriole, and Purple Sunbird area featured in Schedule IV of Wildlife (protection) Act, as amended to date.

102. The EIA report describes in details about the flora along the

alignment. It states that approx. 483 nos. tree felling is envisaged along the corridor. However, as per present estimate carried out by BMRCL, about 2,500 trees are required to be removed in the alignment. For compensating this loss, 15,000 saplings have been planted in the rainy season of 2006-07 through BDA, BBMP and Forest Department. These trees have been nurtured and maintained by BMRCL. Some important trees on the boulevard of MG Road have been transplanted to the nearby Defense land and some of these transplanted trees are now growing healthily. Apart from this, BMRCL is also planning to raise plant more saplings during the project period.

103. A list of planned and implanted felling and pruning programme is

presented below in Table 15.

Table 15 Planned and Implemented Tree Cutting & Pruning Plan Tree cutting Tree pruning

Proposed to be cut

Actually cut by Oct 2010

Proposed to be pruned

Actually pruned by Oct 2010



Reach-1 315 315 142 142 Reach-2 441 441 46 45 Reach-3 282 274 56 56 Reach-3a 360 330 8 8 Reach-3b 157 - 12 - Reach-4 483 435 223 190 Reach-4a 86 80 - - Underground 1010 660 - -

Source: BMRCL. Communicated in October 2010.

C. SOCIAL INFRASTRUCTURE 104. Describing the social infrastructures will be pertinent, since the

project is driven toward greater social benefits.

1. Population 105. The population of Bengaluru is approx. 5.1 million during the

census of 2001. On a straightforward extrapolation basis for the aggregated population of the urban agglomeration, if the growth in the 2001-1991 is maintained in the subsequent (future) decades, the population of shall reach about 10.8 million by 2021 (Bengaluru, CDP, 2006). Please refer to

2. Transport

106. NH 7 and NH 4 (part of North South Corridor and Golden Quadrilateral, respectively) and NH 209 pass through Bengaluru forming five important radial roads within the Bengaluru Metropolitan Area. BMP has about 3,500 km of road (including 250 km of arterial roads and 100 km of NH and SH), 38,000 intersections, 41,000 small roads, 162 signalized intersections, and 600 manual intersections. The ULBs (around Bengaluru) have around 2,400 km of road network. The road widths vary from two lanes undivided to six lanes divided. The percentage of different road types is presented below as a pie in Figure 24 below.

Figure 24 % of different road types in Bengaluru



107. Three-wheeled, black and yellow auto-rickshaws, referred to as autos,

are a popular form of transport. Taxi service within Bengaluru is provided by several operators. The taxis are commonly called as City Taxis, and are usually available only on call.

108. Figure 25 below captures the growth between 1976 and 2002. It could

be seen that the number of two wheelers (2W) has grown exponentially. Growth of cars (LMV), trucks / buses (HCV) and autos (3W) has been moderate. A population versus no. of cars & 2 wheelers is depicted in Figure 26. A motorization index (nos. of vehicles/1000 people) is a good indicator of car use, urbanization and road usage. Figure 27 gives the motorization index of Bengaluru. In 2006, Bengaluru had 264.5 two wheelers and 56 cars/ 1000 people. By 2010, Bengaluru has approx. 280 two wheelers and 60 cars/ 1000 people. In comparison Delhi had 85 cars/1000 people3 in 2008. Other BRIC group members China, Brazil and South Africa had 32, 198 & 157 cars/1000 people respectively in 20074.

109. A comparative profiling of traffic composition in 1982, 1992 and 2002

is presented in Figure 28. It could be seen that nearly 66% to 75% if the total fleet is dominated by 2W. LMV represent between 15-20% of total traffic. HCV represent approx. 5% of total traffic. Over the years, the city traffic composition has change nominally.

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1. 3 http://en.wikipedia.org/wiki/Delhi 4 http://data.worldbank.org/indicator/IS.VEH.NVEH.P3



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Linear ( Motorization Index - cars (Nos. of Cars/1000 pop.))

Figure 27 Motorization Index for Cars & Two-wheelers



1982 1992

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Figure 28 Change in Traffic Composition across Decades (1982 – 2002)

3. Water supply & Sewerage 110. The Bangalore Water Supply and Sewerage Board (BWSSB) is

responsible for providing treated water and sanitation facilities to Bengaluru. As per Bengaluru CDP (2006), BWSSB supplies approx. 882 MLD water to city, although it has an installed capacity of approx. 994 MLD; 810 MLD (from Cauvery) and 184 MLD (from Arkavathi). Approx. 70 MLD ground water extraction is carried out by BWSSB. Estimated unaccounted for water (UFW) is approx. 39%. Per capita water supply is around 73 lpcd.

111. Approx. sewage generation is around 700 MLD. 40% area of the city

is connected with sewer network. Present sewage treatment capacity is 70 MLD, another 328 MLD is proposed. About 4 MLD is treated effluent is reused in various industrial purposes.

4. Industries 112. Bengaluru is home to fast growing industries and has a large number

of multinational companies. It is also called the Silicon valley of India. Most of the Industries are located in Peenya Industrial Estate (I, II, III stage), HMT, HAL, Yelhanka, Rajajinagar, Mysore Road, Hosur Road and White field. The major industries are aircraft, earthmoving



equipments, watches, garments, silk, machine tools, handicrafts, computer software, computer hardware, electronics, telecommunication, instrumentation and information technology, steel and coffee.

113. The tertiary sector share has increased from 24% in 1960 to 48% in

2000 (TERI, 2007). Manufacturing and service dominate the employment structure profile accounting between them for almost 75 % of the total job opportunities in the city.

D. ARCHAEOLOGICAL RESOURCES 114. While Bangalore hosts several heritage and architecturally significant

structures, one of the most prominent (in proximity to the Metro alignment) is the Tipu Sultan Fort and Summer Palace located near the city market in Bengaluru.



Figure 29 Tipu Sultan’s Fort & Summer Palace Photo & Location



V. SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. INTRODUCTION

115. This section describes the environmental components affected due to the proposed project, and their extent (wherever data is available and quantification was possible). Also this section identifies the sensitive receptor along the reaches.

B. IDENTIFICATION OF SENSITIVE RECEPTORS

116. Sensitive receptors have been identified based on the criteria that they are either schools, colleges or other types of education institutes, hospitals/ nursing homes, old age homes/ infirmary, religious monuments, parks & ecologically sensitive areas, govt. organizations and / or archaeological monuments. A buffering distance of about 300 m on either side of the proposed alignment was selected in order to isolate the sensitive receptors. In the process, about 94 such receptors were identified. Source of information was from Google Earth™, commercially available maps, survey drawings and ground truthing. No old age home/ infirmary could be identified in the original screening process. Please refer to Annexure A for a complete list of such receptors along with names, types, side, distance from the alignments, and respective latitude and longitude.

117. A screening was undertaken, based on type and distance from

alignment. Schools & Hospitals were given maximum weightage, other educational institutes and religious places were given next highest weightage. Ecologically sensitive areas/ parks, govt. organizations etc. were provided with the next highest weightage. Similarly highest weightage was provided to those receptors located within 50 m (perceptible distance) from the alignment. Weightage was gradually reduced with increasing distance. Thus, a combination matrix was developed in which those receptors, which scored high in terms of both type and distance, were selected. A list of 9 selected high risk receptors is provided below in Table 16.

Table 16 Selected High Risk Sensitive Receptors

Latitude* Longitude* # Name Type Reach Distance

(m) Side DD MM SS DD MM SS

13 Corporation Hospital Hospital 1 35.16 LHS 12 58 34.68 77 37 35.75

44 Wing Leprosy Hospital Hospital 2 44.96 RHS 12 58 31.15 77 33 51.73

56 Shri Vasavi Vidyapeeth School School 2 44.42 RHS 12 58 24.17 77 32 32.58

57 Bharatiya Samshruthi Vidyapeeth School School 2 44.42 RHS 12 58 22.96 77 32 27.28

66 Sarojini Hospital Hospital 3 32.94 LHS 13 2 42.89 77 30 29.79

70 Narayana Nethralaya Hospital Hospital 3 27.86 RHS 13 0 41.56 77 33 7.08



83 National High School School 4 25 LHS 12 56 55.97 77 34 22.85

85 Millege Nursing Home Hospital 4 24.98 LHS 12 56 42.81 77 34 47.33

88 Bangalore Hospital Hospital 4 24.97 RHS 12 56 17.62 77 34 49.04 Note : DD = Degree, MM = Minutes and SS = Seconds

118. It could be seen that out the 9 high risk sensitive receptors selected, 6 are hospitals / nursing homes and 3 are schools. Their respective locations are marked below.

Figure 30 Corporation Hospital & alignment Figure 31 Wing Leprosy Hospital & alignment

Figure 32 Two schools located along proposed Reach 2



Figure 33 Sarojini Hospital & alignment Figure 34 Narayana Nethralaya & Iskon Temple

along with alignment

Figure 35 National School & alignment Figure 36 Millege Nursing Home & Lalbagh

Botanical Garden along alignment

Figure 37 Bangalore Hospital & alignment



C. SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS

119. The screening of Impacts has been considered using activities pertinent to the development of the project in pre-constructional (planning), construction and operation phases. Environmental components, like ambient air, noise, surface and ground water, land (including land use), resource consumption, occupational health & safety of people incl. construction and operational workers have been considered in the screening process.

120. Each impact is evaluated to be either adverse or beneficial. Each

adverse or beneficial impact is further classified into either short term (ST) or long term (LT) impacts. The color coding has been used to report the degree of adverse and beneficial impacts. The legend of colors has been provided at the bottom of the Error! Reference source not found..

121. In addition, the possible location where the activity (and the impacts)

takes place is indicated as “location”. D indicates Peenya and Byapanahalli Depots. L indicates metro alignment(s); LC indicates labour camps and C indicates casting yards. O indicates locations other than these. Out of these locations, the depots and alignments are well defined. Location(s) of Labour Camps and Casting yard will depend upon and vary from contractor to contractor. Thus, while predicting impacts or designing mitigation measures, specific measures have been suggested for depots and alignments; and a more generic measure have been suggested for Labour Camps and Casting yard(s).



Table 17 Impact Identification Checklist

# Activity A N SW GW Ec L So Re HS Ast Location

A Planning Phase

1 Land Acquisition LT IR D/L/LC/C

2 Change in Land use LT IR D/L

3 Tree felling ST IR D/L/LC/C

4 Severance of Utilities ST R L

5 Loss of Aesthetics LT IR L

B Construction Phase

1 Site leveling & preparation ST R ST R D/L/LC/C

2 Mechanical piling ST R LT IR ST R D/L/LC/C

3 Excavation ST R ST R ST R ST IR ST IR ST R D/L

4 Blasting ST R ST R ST IR ST R ST R L (UG)

5 Hauling of excavated material ST R ST R ST R ST R O

6 Dumping of excavated material LT R O



7 Traffic diversion ST R ST R ST R ST IR D/L/LC

8 Restricted pedestrian movements ST R ST R D/L/LC

9 Use of TBM ST R ST R ST IR ST R L(UG)

10 Generation of muck ST R ST R ST R L(UG)

11 Preparation of raft foundation LT IR D/L

12 Steel structure preparation ST R ST R D/L

13 Hauling of raw material & RCC ST R ST R ST R ST R ST R D/C

14 Stacking of raw material ST R ST R ST R ST R D/C

15 RCC pouring (using concrete pump) ST R ST R ST R D/L

16 Setting of concrete (using needle vibrator) ST R ST R D/L

17 Curing of concrete (use of water) ST R ST IR ST R D/L

18 Use of cranes & launchers ST R ST R L

19 Construction of labour camp(s) and associated environmental issues ST R ST IR ST R ST R ST IR ST R ST R LC

20 Loading/unloading of material ST R ST R ST R D/C

21 Use of batching plant ST R ST R ST IR ST IR C



22 Casting of segments and I-beams ST IR ST IR C

23 Curing of segments & I beams LT IR C

24 Hauling of segments to site ST R ST R ST R ST R ST R C/O

25 Use of DG sets ST R ST R ST IR ST R D/L(S)/LC/C

26 Storage of Diesel LT IR ST R D/L(S)/LC/C

C Operation Phase

1 Operation of metro trains LT R LT R LT R LT R LT R LT R D/L

2 Maintenance of recks in stabling yard LT R D

3 Use of DG sets ST R ST R ST IR ST R D/L(S)

4 Storage of Diesel LT IR ST R D/L(S)

5 Development of feeder routes LT R LT R LT R O

6 Generation of employment LT R O

7 Ancillary development along metro route LT IR LT IR . O

Highyly adverse LT Long term Moderately adverse ST Short term



Highly beneficial R Reversible Moderately beneficial IR Irreversible



122. It could be seen from the activity-impacts table above, that the maximum number of impacts is taking place during the construction phase, which will be short lived and spread across the city. Some beneficial impacts are to be observed during the Operational phase. However, it is difficult to ascertain whether the benefits outweigh the adverse impacts!

123. It could be gathered from Figure 38 that the environmental sector mostly affected are

Occupational Health & Safety, Land, Noise and Aesthetics. Ecology, Surface water and Resource consumption components remain largely unaffected. While designing the possible mitigation measures, the highly affected components will be given most importance.

124. Figure 39 and Figure 40 depicts the environmental sector wise distribution of Long

(LT) and Short Term (ST) Impacts and Reversible (R) and Irreversible (IR) impacts. It could be visualized that the most long terms impacts are in Land, Social & Groundwater components. On the other hand the most number of irreversible impacts are upon Groundwater, Land, and Resources.

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125. It could be seen from the matrix that the maximum significant adverse impacts (long

terms and irreversible) are taking place in three cases; (a) during land acquisition on social components; (b) during site leveling and management on local ecology; (c) during curing activities in the casting yard on groundwater regime. The impacts of land acquisition could be multifarious, deep and long terms. These will be dealt in details in Social Impact Assessment (SIA) Report. During site clearance, vegetation will be lost permanently. Although compensatory afforestation activities will be carried out, the net damage to local ecology will be insurmountable. Similarly, while curing concrete structures in casting yard, groundwater will be used (in form of bore well and tanker). By using bore well, impacts on groundwater (say, drawdown) will be localized, while by using tankers impacts will be more dispersed.



D. CUMULATIVE IMPACTS & INDUCED IMPACTS

126. Cumulative Impacts are defined as Impacts that result from incremental changes

caused by other past, present or reasonably foreseeable actions together with the project. However, cumulative impacts could be defined both temporally and in terms of magnitude. Noise will have cumulative impacts (in terms of magnitude). Similarly impacts on ambient air quality (in terms of magnitude) and groundwater (in terms of magnitude & time) may be potentially cumulative impacts. Also where tree felling has taken place, damage to ecology may become a cumulative impact (in terms of time).

127. Induced impacts of the project will include increment in property price, infrastructure development and secondary developments along metro corridor (esp. in remote ends like Mysore Road in West; Jarganhalli, Kumaraswamy Layout & Karnpalya Village in South; Madanayakahalli & Vinayaka Layout in North). Also there will be influx of external people, during both construction & operational phase, mostly day labourers as a major adverse induced impact.

E. IDENTIFICATION OF POTENTIALLY BENEFICIAL IMPACTS & ENHANCEMENT MEASURES

128. It could be seen from the activity – impacts table, that during the operational phase,

operation of metro trains, development of feeder routes, generation of employment and development in areas adjoining metro alignment are envisaged. This will contribute in reduction of vehicular traffic, decongestion of arterial roads; reduce air and noise pollution, reduction in GHG emission, better connected fringes and well developed localities.

129. Further, metro will generate huge direct and indirect employment opportunity. This will contribute to the development of the economics of the city.

F. FINDING OF NO SIGNIFICANT IMPACTS

130. No significant impacts are found on Ecology, Resources and Surface water components.

1. Construction Phase

131. ‘No significant impact’ is defined hereunder as environmental components, which receive no or nominal impacts, either beneficial or adverse at any stage of the project cycle. During the construction phase, Surface water, Ecology and Resources are components insignificantly affected.



2. Operational Phase 132. During the operational phase, Surface water, Groundwater, Ecology and Land are

components that receive no significant or nominal impacts.



G. IDENTIFICATION OF POTENTIALLY SIGNIFICANT ADVERSE ENVIRONMENTAL IMPACTS & MITIGATION MEASURES 133. Based on



135. 136. Table 17 above, an Impact and pertinent Environmental Management Plan (EMP) matrix has been developed. Since

BMRCL already has a Safety Health & Environment (SHE) Conditions of Contract (CoC) dt. August 2008 for all contractors, EMP has been aligned with the SHE CoC wherever possible, and in places, cross referencing has been resorted to. Responsibility of implementation of mitigation / enhancement measure (both primary – implementation and secondary – supervisory) has been identified for each plan. BM mentioned here refers to BMRCL, KG to Karnataka Govt., BBMP refers to Bruhat Bengaluru Mahanagara Palike, C refers to Reach Contractor, and GC to General Consultants (RITES-OC-PBI-SISTRA consortium).

Table 18 Possible Impacts & Mitigation Measures

Responsibility # Activity Sector affected

Impact Mitigation measure Pr. Sec.

Planning Phase

1. Land Acquisition Social Land acquisition has been carried out. In some pockets land is being acquired.

LA has been carried out as per the Land Acquisition Act (1894) as amended to date. Compensation as per applicable rate has been carried out amongst the PAPs through district level officials (DM). Refer to Due Diligence report on Social Assessment.

BM KG

2. Change in Land use Land Land use will be changed Bengaluru metro was planned for a long time. The Bengaluru CDP and Bengaluru Master Plan 2011 (BDA), both account for Bengaluru Metro. Further, proper permission will be sought from competent authority before construction. Thus the impacts of land use change will be nominal.

BM KG

3. Tree felling Ecology Approx. 412 trees will be required to be cut along both the alignments, as per the EIA document of 2003. However, recent data indicates that more than 2500 trees will have to be felled. Additionally in some areas, pruning will be required.

Compensatory afforestation is being undertaken in 1:10 ratio (i.e. 15000 saplings). A visit to the plantation areas was made by the Environmental Safeguards Consultant and it was observed that the plantation process is being carried out satisfactorily including monitoring of survival ratios etc.

BM/C KG

4. Severance of utilities Social The proposed line with interfere with water pipes, sewers, OFCs, telephone wires

Wherever possible, such severances should be avoided or bypassed. Intimating local people of such construction and developing a consensus is also a good way to mitigate any adverse impacts.

BM/C KG



5. Loss of aesthetics Aesthetics Land acquisition and barricading of site will compromise the visual aesthetics esp. near Lalbaug, Bull Temple & Iskon temple etc.

Residual aesthetic impact will always remain, which is difficult to mitigate completely. Good housekeeping and proper barricading will ensure minimum complaints from locals.

Construction Phase

6. Leveling of Site Land Surface leveling will alter the soil texture and compactness, which will affect the infiltration and soil ecology. Also leveling will involve alteration of natural drainage

Infiltration losses could be countered by installing Rain Water Harvesting (RWH) pits.

C GC/ BM

7. Mechanical piling Noise During mechanical piling operations, noise will be generated which may go up to 88-90 dB(A) at a distance of 5 m.

Augur piling will be carried out in place of mechanical piling which will generate less noise than mechanical piling (around 70-75 dB(A)). Also 2 m high barricade of GI sheet will carried out on all sides of piling operations. This could effectively cut down noise levels by 10-15 dB(A). Piling operations will be restricted during day time hours only.

C GC/ BM

8. Land Piling will affect the texture of land This is an irreversible impact. Efforts will be made to reduce the impacts of piling by bioremediation of soil.

C GC/ BM

9. Health & Safety

Noise and vibration generated during piling will affect the health and safety of the workers

Augur piling methods will be used to reduce the impacts of noise. 2 m tall screens of GI sheets will be installed between source (pile driver) and receptors (workers & nearby populations).

C GC/ BM

10. Excavation Air Excavation will result into fugitive dust generation. The estimated total quantum of excavated soil and rock from the twin corridors will be approximately equivalent to about 1721050 m3. A portion of this can be used for backfilling.

Source: Data provided by BMRCL

Water sprinkling to be carried out as per SHE Conditions of Contract at regular interval(to be mutually decided by the contractor and BMRCL)

C GC/ BM

11. Noise Mechanical excavation using JCB & Shovels will create noise in excess of 85 dB(A).

All mechanical excavation will be carried out in site covered on all 3 sides with at least 6 ft (~ 2 m) tall GI sheet barricades.

C GC/ BM



12. Surface water

Mechanical excavation will disturb the soil’s texture and make it vulnerable to erosion

Garlanding drains (with proper slope) and silt traps will be constructed around active & large construction sites, e.g. Peenya & Byapanahalli depots.

C GC/ BM

13. Groundwater Dewatering (if done) will adversely affect the groundwater regime

Dewatering will be done only when required. Groundwater will be collected in sedimentation tanks and reused in non-potable uses. Refer to SHE CoC Cl. 48.3.

C GC/ BM

14. Land Excavation will adversely affect the land

Some remedial measures, incl. slope stabilization & will be taken to stop soil erosion

C GC/ BM

15. Aesthetics Loss of aesthetic value due to excavation and related activities

The excavation sites should be barricaded on all sides using GI sheets. Hauling should be carried out in non-peak hours. Noisy activities should be discontinued during the night time, esp. in congested areas like Chikpet, Cottonpet and Majestic.

C GC/ BM

16. Blasting at UG stations Air Air emissions of fugitive dust particles will take place immediately after blasting.

Dust particles above 30 µm aerodynamic diameter will automatically settle down in absence of strong gust wind. For less diameter particulates water sprinkling will take place immediately after blasting. Blasting should be discontinued in overcast, rainy or stormy conditions.

C BM / KG

17. Noise Noise will be generated at detonation

Noiseless tube detonation method will be used. At 20 m distance excessive noise level will beb comparable to ambient noise level.

Secondly the detonator will be covered with sand bags to muffle the Noise.

Thirdly the blast rubber mats which are proposed for controlling Fly Rock will act as Sound Absorbent, hence the Noise level should be further minimised.

Traffic will be diverted from the blast site for 30 minutes beyond the safety zone of 50 m.

C BM /KG



18. Vibration Vibrations will be generated due to blasting activities. This will be of specific importance while using blasting in congested areas and near old & archeological significance.

The intensity of vibration is directly proportional to the maximum explosive charge per delay used and the distance between the reference structure and the blast site. The permissible limits for the structure are governed by the limits prescribed by the Director General of Mines Safety. All precautions with regard to minimising the maximum charge per delay shall be taken such that vibration level shall not exceed the prescribed limit.

C BM /KG

19. Health & Safety

During explosions flying debris will be generated which can pose serious H&S risk

Blast design and use of through bottom initiation with a free face and effective stemming shall minimise the fly rock distance. In addition to a layer of HD rubber mats, wire mesh of 1”X 1” size will be used to cover the entire blasting block plus an radius of 3 m around it. This shall inhibit the physical movement of the fly rock within a radius of 10 m only.

In addition it is proposed to barricade the entire station area to a height to 10 m from the blasting surface.

C BM /KG

20. Aesthetics Blasting will raise aesthetics issues among local citizen

The blasting areas beyond 10 m from blast area will be barricaded using 2 m tall GI sheet barricades. Thus the visual appeal will be slightly restored. Good housekeeping practice should be adopted.

C BM /KG

21. Hauling of excavated material

Air During transportation of excavated material, fugitive dust will be generated from two sources, (1) from re-suspension of dust from road surface, (2) from the movement of air, against the excavated material being hauled.

The trucks/dumpers carrying the excavated material will be covered using tarpaulin/similar covering materials. Truck tires will be washed to excess remove soil clinging to it.

C GC/ BM/KG

22. Noise Dumper trucks carrying excavated material will result into high noise (typically in excess of 85 dB(A) at one m distance, or 57 dB(A) at 10 m distance). The adverse impacts of noise will be most intense in the residential/urban areas.

The routing, timing and logistics of the haul truck movement should be planned to have minimal impacts on noise level.

C GC/ BM



23. Social Incessant movement of trucks could create social issues. This will have higher occurrences near Peenya and Byyapinahalli depot

The local community has to be taken into confidence before the construction commences. Their advice has to be taken and incorporated in decision making.

C GC/ BM

24. Health & Safety

The movement of trucks will increase the traffic risk of the commuters.


C GC/ BM

25. Dumping of excavated materials

Air The dumping operation of excavated material will generate fugitive dust in the nearby areas.

Site of dumping will be selected in consultation with BBMP and traffic police. It will be located outside of urban habitation in Hennur, M.S Palya (off Yallahanka Road) and Anjanapura (off Kanakapura – Ramnagara Road). Sprinkling of water should be carried out.

C GC/ BM/ BBMP

26. Land Dumping may increase the height of the land and affect the natural drainage pattern of the area.

The dumping will be done in pre-designated low lying areas identified by BBMP & BMRC for this specific purpose.

C GC/ BM

27. Traffic Diversion

Air

The under construction areas will be restricted for human and vehicular movements. This will result in detouring of vehicles and /or pedestrians, esp. in busy urban areas along central Bengaluru. This may also result into traffic congestion and air pollution from stagnated vehicles in urban areas. Primary pollutants will be NOx, CO, NMHC, Lead and VOCs.

Permission from BBMP and Traffic police should be sought before commencement of work. Detours should be properly planned and enacted during non-peak hours only, if possible. Traffic marshals should be posted near such detours. Proper signage has to be posted informing motorists about detours following IRC norms.

C GC/ BM

28. Noise

Barricading & detouring may result into traffic congestion in the urban areas. This will result into (a) noise from vehicular movement and (b) honking noise due to congestion.

Permission from BBMP and Traffic police will be sought before commencement of work. Detours will be properly planned and enacted during non-peak hours only, if possible. Traffic marshals could be posted near busy intersections, to oversee the smooth flow of traffic.

C GC/ BM

29. Social Traffic diversion (esp. for public transport) will create inconvenience

Plans will be made to spare traffic diversion during peak hours (morning and evening peaks). Also separate arrangements for bus, auto and taxi parking bays should be made. Street furniture for pedestrians should be provided wherever possible.

C GC/ BM

30. Resource consumption

Detouring will increase the road length to be travelled by a car, thus, increasing the overall fuel consumption.

The detour should be planned to be optimum in terms of road length. The faster completion of works will also tend to reduce enhanced fuel consumption.

C GC/ BM/KG



31. Restricted pedestrian movement

Social Restricted pedestrian movement will cause social uproar, esp. in people living near metro stations

Safe passage for pedestrians with proper sun shade / fall protection should be planned. Public consensus should be built.

C GC/ BM

32. Health & Safety

Movement though constricted space may cause potential health & safety issues amongst pedestrians

Safe passage for pedestrians with proper fall protection should be planned. HSE officials at site may ensure this.

C GC/ BM

33. Use of TBM Noise / Vibration

Use of TBM will generate low frequency rumbling noise and vibrations. This will affect structures of old houses, archaeological monuments, roots of plants and underground installations

A study has been commissioned by BMRCL to National Physical Laboratory (NPL) to identify the impacts of using TBM near Tipu Sultan’s fort and summer residence. German standard DIN 4150 and British standard BS 7385 as a reference standard (since no Indian standard exists)

The impact found was nominal. None the less, some recommendations were made to minimize any such damage to structures.

The depth of construction will be in approx. 18 m, at this depth, chances of hitting tree roots and underground installations is minimum. The study has concluded that the resultant peak particle velocity will not cause damage to the structure. The Archaeological Survey of India (ASI) has awarded an approval to the project on this basis

C GC/ BM/KG

34. Groundwater Bi-tube arrangement and use of TBM will interfere with groundwater movements

Indian Institute of Science (IISc) has conducted a geo-hydrological modeling study to find out the impact of tubes and TBM on ground water flow. The effects were found to be nominal.

C GC/ BM

35. Land TBM use will reduce the soil texture and infiltration rate affect infiltration

TBM will operate mostly in rocky sub-strata at depth from 12 – 18 m (inner dia approx. 6 m). Thus, it will not affect soil texture or infiltration. However, u/g tunnels will interfere with ground water recharge.

However, RWH will be carried out in the project, esp. in stations and Peenya and Byyappanahalli depots.

C GC/ BM/KG



36. Health & Safety

Occupation health and safety of workers working in confined areas (near or behind TBM) could be compromised

Proper HSE evaluation & periodic audit of working condition in tunnels will be done. Air change @ 6 m3/min will be done (SHE CoC Cl. 44.1.1). Safety requirements as per SHE CoC Cl. 34.2 should be adopted.

Workers should be made aware of the risks. Training should be provided to all workers engaged in tunneling.

C GC/ BM/KG

37. Muck generation & disposal (incl. spent Bentonite & drill fluid and slurry)

Surface water

Muck generated incl. spent Bentonite & slurry from drilling operations will drain with surface runoff and pollute nearby water bodies

The construction sites will be provided with garland drains with intercepting pits to trap silt & muck. Muck will be stored in lined tanks / ponds (if such area is available). After screening & detention, supernatant liquid from such tanks should be discharged into BBMP drainage lines. Such tank/ ponds could be covered during monsoon. Refer to Cl. 48.6 of SHE CoC.

C GC/ BM

38. Ground water

Muck, spent bentonite & drill fluids may settle down from pond / tanks and will affect groundwater

The tanks/ ponds holding muck will be lined to reduce infiltration into groundwater.

C GC/ BM

39. Aesthetics Muck generation will create an aesthetic issue

The construction site will be covered from all sides to reduce visual impacts

C GC/ BM

40. Raft foundation Land Construction of raft foundation will generate concrete spoils. This will have adverse effects on land.

Concrete spoils will be collected manually and will be disposed off in proposed disposal grounds.

C GC/ BM

41. Steel structure preparation Land Steel structure preparation will create steel scraps (approx. 5% of total BOQ steel requirement; as per CPWD standard estimate)

Steel scrap will be collected, sorted by diameter and sold to scrap dealers on alter date.

C GC/ BM

42. Health & safety

Bar bending & other activities (inc. working at heights) might pose a H&S threat to workers

(a) Workers will be provided appropriate hand gloves

(b) Workers working at height or doing hot work will be required to seek permission from site HSE manager and will be provided with rigs, harness & safety belts (pl. refer to SHE CoC Cl. 18)

C GC/ BM

43. Stacking & warehousing of raw material

Surface water

Washed out raw material could pose serious threat to surface water bodies

Small dikes and garlanding drains along the periphery of the RM yard and ploy boundary could be constructed. This will control runoff and washing out of finer material.

C GC/ BM/KG



44. Land Spillage of materials / mix products on the ground could pollute land

Proper care will be taken. Such spills will be cleared by scraping and disposing the products as road sub grade material.

C GC/ BM

45. Health & Safety

Fine products like cement/ silt/ sand could cause harm to respiratory system.

Cement and sand will be stacked under tarpaulin and secured by GI sheet barricading (working & wind break). Workers will be provided with respiratory PPEs.

C GC/ BM

46. Aesthetics Stacking of raw material will cause aesthetic issues for residential areas located nearby

The height of walls between the residential area and RM yard / construction area will be raised using GI sheets

C GC/ BM

47. RCC pouring (using concrete pump)

Noise RCC pouring using concrete pump will generate low frequency rumbling noise. This will be more perceived and irritating in residential areas.

Timing of using RCC pumps will be specified. RCC pumps will be covered from all sides. Bends and excessive head will be avoided.

C GC/ BM

48. Land Spillage from concrete pouring may contaminate land

The spoils from pouring concrete will be collected and reused as sub-grade material in road constriction.

C GC/ BM

49. Aesthetics Spoils from concrete pouring will create unpleasant looking visuals

After each pouring cycle, the spoils will be manually collected and reused as sub-grade material in road constriction

C GC/ BM

50. Setting of concrete (using needle vibrator)

Noise Needle vibrators generate low frequency noise when dipped in concrete and high frequency noise when raised. Sound level vary between 82-93 dB(A).

If the consistency of concrete could be altered, the need for use of vibrator (esp. in low temperature & low thickness casting) could be reduced. Damping could be used to reduce high frequency noise, and thereby reducing the noise levels. Workers should be provided with suitable PPE.

C GC/ BM/KG

51. Land During setting, spillage from cast could take place.

The spoils from pouring concrete will be collected and reused as sub-grade material in road constriction.

C GC/ BM

52. Curing of concrete (use of water)

Surface water

Curing water will drain to the low lying areas and pollute water courses

Garland drainage is proposed to be constructed around the construction yard. This will intercept the runoff generated from site.

C GC/ BM/KG



53. Ground water

Hydrating water requirement @ 0.38 : 1 water : cement + Curing will require @ 0.06 kg/m2/hr. of water, most of it will be supplied from groundwater (through tankers)

Groundwater from CGWA designated safe areas will be used. Rainwater harvesting (as a compensatory measure) should be practiced.

C GC/ BM

54. Aesthetics Curing will create water impounding and may lead to vector propagation

Garlanding drain will be constructed around the construction area. The curing water impounded will be reused for curing.

C GC/ BM

55. Use of Crane & Launchers Noise Operation of launchers and crane will generate noise which in times may go up to 85-90 dB(A). Legris & Poulin has found that the average daily noise exposure was approx. 84 to 99 dB(A) for heavy equipment, and 74 to 97 dB(A) for the crane operators5.

The sensitive receptors (workers & external parties, if applicable) have to be isolated from heavy construction noise generated. This is possible by erecting reinforced 2 m tall GI sheet barrier around the area where heavy construction works is undertaken. Refer to SHE CoC clause 43.1. Workers working inside or near construction equipment should be provided with proper PPEs like ear plugs / muffs complying with IS 4869. Please refer to SHE CoC Cl. 39 for specs of PPEs.

C GC/ BM

56. Health & Safety

Cranes and launchers are a major safety concern. Once case has already been reported taking place in BMRCL. Delhi Metro has faced two such incidents (a) launcher failure in Laxminagar (Oct, 2008) – 2 killed and 30 injured; (b) toppling of Crane in Zamrudpur (July 2009) – 6 killed and 15 injured.

Operation of launchers and cranes should be only done under the strict supervision of a qualified engineer and a safety supervisor. Only qualified & trained crane/ launcher operators should be allowed. Proper examination of crane, launchers, labours & operators should take place before commencement of work. Refer to Cl. 21 (Lifting Appliances & Gear).

C GC/ BM

57. Construction of labour camp(s) and associated environmental issues

Surface water

Sewage from labour camps may be discharged into open slopes thus contaminating surface water

Labour camps will be constructed in semi urban / urban set-ups. Thus, sewage and other discharges from the labour camps will be discharged in public sewers. Refer to SHE Conditions of Contract (CoC) (August, 2008) Cl.48.7.

C GC/ BM

1. 5 http://www.informaworld.com/smpp/content~db=all~content=a715722142~frm=abslink



58. Ground water

In most cases, the labour camps will be supplied water from ground water. In most cases the ground water (drawn from bore well) is not metered or treated

Use of bore well should be restricted for drinking purpose only. Permission of withdrawal from Central Ground Water Authority (CGWA) must be obtained before construction of bore well. Water abstracted must be measured/ recorded periodically. Refer to SHE CoC Cl. 48.1.

C GC/ BM

59. Land Solid waste generated from the labour camps will cause land pollution

Solid waste will have to be disposed in compliance with Municipal Solid Waste (Management & Handling) Rules, 2000, as amended to date.

C GC/ BM

60. Social Influx of non-local labours will create a social issue

Mixing of skilled non-local labours with local unskilled people will reduce social frictions. However there are no permanent solutions to this problem.

C GC/ BM

61. Health & safety

Living in congested condition, make-shift temporary arrangement; the labors are prone to diseases.

Under Cl. 42.1.1. of SHE CoC, and also under the Building & Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 the employer (contractor) is liable to arrange for health care facilities of labours, free of charge.

C GC/ BM

62. Resources Labours will consume resources like wood for cooking

Labour camps are provided with canteen systems, so most of the labours don’t cook by themselves (as per BOCWR. Cooking is done with Commercial LPG gas cylinders (19.4 kg). However in isolated observations it was noted that labours were using kerosene stoves and cooking within their hutments. This was in contravention of the SHE CoC Cl. 46.5.1 (& BOCWA sec. 34.)

C GC/ BM

63. Loading/unloading of material

Air Loading & unloading of construction material will generate fugitive dust

Fugitive dust could be controlled using water sprinkling. Contractors should carry out water sprinkling as per SHE CoC Cl. 46.3.1 & 46.3.11.

C GC/ BM

64. Noise Loading & unloading of construction material will generate noise

The RM storage yard will be separately built and enclosed from all sides. This will reduce noise generation at site. Further since concrete preparation will only take place in casting yards (away from habitation) loading & unloading will not be a major problem

C GC/ BM



65. Health & safety

Fugitive dust and noise generation will have potential health & Safety implications.

Cement and sand will be stacked under tarpaulin and secured by GI sheet barricading (working & wind break). Workers will be provided with respiratory PPEs. The RM storage yard will be separately built and enclosed from all sides.

The worker will be provided with suitable PPEs. Also they will be trained and encouraged in using PPEs.

C GC/ BM

66. Use of batching plant Air Loading & unloading of construction material into batching plant will generate fugitive dust

As per SHE CoC Cl. 38; all of the 15 batching plant / casting yard shall be barricaded and made as a compulsory PPE zone. This will effectively reduce the fugitive dust generation. In addition, sprinkling will be practiced near batching plant as per SHE CoC Cl. 46.3.1 & 46.3.11.

C GC/ BM

67. Noise Operation of batching plant will generate noise

As per SHE CoC Cl. 38; batching plant / casting yard shall be barricaded and made as a compulsory PPE zone. This will reduce the impacts of noise generation

C GC/ BM

68. Groundwater Batching plant will use groundwater for mixing. In most cases water will be supplied from groundwater.

Permission from CGWA must be obtained before digging and operating bore wells. Water abstracted must be measured/ recorded periodically. Refer to SHE CoC Cl. 48.1.

C GC/ BM

69. Resources The batching plant will get its power from DG sets. A 30 m3/hr. batching plant will require approx. 60 KW/hr. (or, approx. 75 KVA, assuming PF = 0.8) energy. In most cases the Contractor has used DG sets (from 100 – 250 kVA) for batching plant & ancillary facilities. Thus, the diesel req. will range from 30 - 45L/hr (at 100% load).

Permission from BESCOM supply must be obtained by the Contractor. DG sets, if used, should: (a) conform to height of stack norms as per CPCB rules; (b) conform to emission norms as per E (P) Act, 1986; (c) noise level at 1 m distance from enclosure should not be >75 dB(A).

Diesel storage if done beyond threshold limit (1000 L) permission from CCOE should be obtained. Diesel should be stored on pukka platforms and spillages should be avoided.

C GC/ BM

70. Casting of segments and I-beams

Groundwater Casting will require use of groundwater.

Permission from CGWA must be obtained before digging and operating bore wells. Water abstracted must be measured/ recorded periodically. Refer to SHE CoC Cl. 48.1.

C GC/ BM



71. Resources Casting (incl. operation of gantry and hydraulic pre-stressing units) will consume lot of energy.

Pre-stressing and casting are basic requirements. However, most of the power should be drawn from approved BESCOM lines, not from DG sets.

C GC/ BM

72. Curing of segments & I beams

Groundwater Curing will require a significant amount of water, which will mostly supplied from groundwater

Wastages from curing could be collected separately and reused if possible. Stagnation of water (and resultant vector propagation) should be avoided.

C GC/ BM

73. Hauling of segments to site Air During transportation of segments, fugitive dust will be generated from re-suspension of dust from road surface. Plus, there will be air emission from trucks

Truck tyres will be washed to excess remove soil clinging to it. Near the entry/ exit points of the casting yards, water sprinkling will be undertaken. Trucks will need to have PUC certificate (refer to Cl. 47.3.5 SHE CoC) and conform to these norms.

C GC/ BM

74. Noise Trucks carrying segments will result into high noise (typically in excess of 85 dB(A) at1 m distance, or 57 dB(A) at 10 m distance). The adverse impacts of noise will be most intense in the residential/urban areas.


C GC/ BM

75. Social Incessant movement of trucks could create social issues.

The local community has to be taken into confidence. Their advice has to be taken and incorporated in decision making.

C GC/ BM

76. Health & safety

The movement of trucks will increase the traffic risk of the commuters.


C GC/ BM



77. Aesthetics Movement of trucks will create an aesthetic problem

Proper housekeeping activities have to be undertaken near the casting yard and nearby areas.

C GC/ BM

78. Use of DG sets Air Emission from DG sets will create air pollution problems

(a) Primary power source will be BESCOM, DG sets will be used only for power back-ups.

(a) Emission norms from DG will follow CPCB specification no. GSR 520(E) dt. 1-7-2003 for DG sets rating < 800 KW, and GSR 489(E) dt. 09-07-2002 for DG sets > 800 KW under E(P) Rules, 1986.

(b) Stack height of DG sets will be as per CPCB requirement [stack ht. = 0.2*(rating in kVA)0.5]

(c) Fuels used for DG will be High Speed Diesel (Sulphur <1% m/m)6

C GC/ BM

79. Noise Noise & vibration will be generated from the use of DG sets

DG sets should be enclosed type, with noise levels approx. 75 dB(A) at a distance of 1m in compliance with GSR 371(E) dt. 17-05-2002.

The DG sets will be mounted on damping skids, which will reduce the vibration generated from DG sets.

C GC/ BM

80. Resources DG sets will consume Diesel (and in effect reduce the levels of a non-renewable resource)

DG sets should always be use as a power back up, and not the primary sources of power. This should be made mandatory for all Contractors.

C GC/ BM

81. Aesthetics Operation of DG sets will cause an aesthetic issue

(a) PM content of DG sets smoke will be as pert the CPCB norms, thus the DG will emit dark smokes only during start-up & shut-down

(b) Noise will be controlled using acoustic enclosure

(c) DG sets will be additionally enclosed using GI sheet shuttering to keep them off from public views.

C GC/ BM

1. 6 http://www.iocl.com/Products/LightDieseloil.aspx



82. Storage of Diesel Groundwater Diesel spillage (from underground or above ground storage facility) will affect groundwater quality adversely

As per the SHE CoC Cl. 47.2 an Event Contingency Plan (ECP) has to be prepared by the contractor. Spillage will be controlled using methods mentioned in the ECP (should follow Cl. 120, 125, 126 of Chapter V of Petroleum Rules, 2002).

C GC/ BM

83. Health & safety

Storage of Diesel will attract the provisions of Hazardous Chemicals (Management & Handling) Rules and Petroleum Rules; as amended to date. It could cause serious damage to health & safety of workers / property if ignited.

Proper onsite emergency plan will be prepared and will be approved through BMRCL. If the diesel storage crosses the threshold limits permissions from Chief Controller of Explosives (CCoE). Proper fire protection norms have to be undertaken as per National Building Code, 2005 (if building)/ Oil Industry Safety Directorate Standard 117 (if installation).

C GC/ BM

Operational Phase

84. Operation of metro trains

Air The metro will have a positive impact in terms of reduced congestion at road levels and reduced air emissions

Over period of time, plans should be developed to curb emissions from (a) DG sets and (b) from metro feeder buses.

BM KG

85.

Noise The most significant source of noise will be rolling noise from contact between wheel and rail including noise from contact between the brake pad and wheel, followed by engine noise and aerodynamic noise. However, considering that the train generate a rolling noise of approx. 85 dB(A) at a ht. of approx. 8-12 m, the additional noise level will be approx. 55 - 60 dB(A) at a ht. of 1.5 m on ground. The noise level will be further reduced due to directivity, and conversion of frictional energy.

The noise level at the bottom of the line will be insignificant and could be marginally different from ambient (traffic) noise.

Since the wrecks will be air conditioned and enclosed from all side, the impacts of noise on the travelers will be nominal.

BM KG

86.

Social Metro will have a positive impact in terms of connectivity, increased access & social inclusion

Metro is planned to be disabled friendly. Additionally it should plan to run special programmes for needy, weak/ infirm, BPL, students, people with terminal illness etc. to make its acceptability universal

BM KG



87.

Resources Metro will lead to conservation of fuel, form the car/2W travels saved, that people will otherwise undertake

A detailed study is needed, to find out the exact amount of fuel conserved due to Bengaluru metro. If possible, Bengaluru Metro may apply for CDM funds.

BM KG

88.

Health & Safety

Metro rail will have profound benefit in terms of (a) reduced road risk, and (b) reduced air pollution levels

A detailed study is needed to identify the exact benefits generated from Metro.

BM KG

89.

Aesthetics Metro rail will increase the aesthetics of Bengaluru

A proper housekeeping routine should be followed to enhance the aesthetics of metro rail station & depot

BM KG

90. Maintenance of trains in stabling yard Surface

water The wastewater discharges from workshops will have high oil & grease, high COD & TSS content

Effluent Treatment Plants (ETPs) are planned in both Baiyappanahalli and Peenya Depots. This is in line with SHE CoC Cl. 48.9.

BM KG/ BBMP

91. Use of DG sets

Air Emission from DG sets will create air pollution problems

(b) Primary power source will be BESCOM, DG sets will be used only for power back-ups.

(c) Emission norms from DG will follow CPCB specification no. GSR 520(E) dt. 1-7-2003 for DG sets rating < 800 KW, and GSR 489(E) dt. 09-07-2002 for DG sets > 800 KW under E(P) Rules, 1986.

(d) Stack height of DG sets will be as per CPCB requirement [stack ht. = 0.2*(rating in kVA)0.5]

(e) Fuels used for DG will be High Speed Diesel (Sulphur <1% mass/mass)7

BM KG

92.

Noise Noise & vibration will be generated from the use of DG sets

DG sets should be enclosed type, with noise levels approx. 75 dB(A) at a distance of 1m in compliance with GSR 371(E) dt. 17-05-2002.

The DG sets will be mounted on damping skids, which will reduce the vibration generated from DG sets.

BM KG

93.

Resources DG sets will consume Diesel (and in effect reduce the levels of a non-renewable resource)

DG sets should always be use as a power back up, and not the primary sources of power. This should be made mandatory for all Contractors.

BM KG

1. 7 http://www.iocl.com/Products/LightDieseloil.aspx



94.

Aesthetics Operation of DG sets will cause an aesthetic issue

(a) PM content of DG sets smoke will be as pert the CPCB norms, thus the DG will emit dark smokes only during start-up & shut-down

(b) Noise will be controlled using acoustic enclosure

(c) DG sets will be additionally enclosed using GI sheet shuttering to keep them off from public views.

BM KG

95. Storage of Diesel

Groundwater Diesel spillage (from underground or above ground storage facility) will affect groundwater quality adversely

Spillage will be controlled using methods mentioned in the environmental contingency plan (should follow Cl. 120, 125, 126 of Chapter V of Petroleum Rules, 2002).

BM KG

96.

Health & safety

Storage of Diesel will attract the provisions of Hazardous Chemicals (Management & Handling) Rules and Petroleum Rules; as amended to date. It could cause serious damage to health & safety of workers / property if ignited.

Proper onsite emergency plan will be prepared and will be approved through BMRCL. If the diesel storage crosses the threshold limits permissions from Chief Controller of Explosives (CCoE). Proper fire protection norms have to be undertaken as per National Building Code, 2005 (if building)/ Oil Industry Safety Directorate Standard 117 (if installation).

BM KG

97. Development of feeder routes Social Along with Metro routes, metro

feeder routes will be developed. This will have a positive impacts in terms of enhanced connectivity and inclusion in the social mainstream

Metro feeder routes should be planned along major arterial and sub-arterial routes to reduce travel time to the nearest station. Better quality coaches & comfortable rides should be planned to enhance acceptability.

BM KG

98.

Health & safety

Better & frequent transport system will reduce risk of traffic accidents

The new feeder routes should (a) follow proper time table; (b) should have frequent services during the morning & evening peak; (c) should have a limited carrying capacity.

The feeder buses should arrive and depart from designated ‘bus bays’ or similar structures. Proper arrangements for road crossing should be established.

The appointed personnel should assist passengers to reach their destinations. An easily accessible grievance redressal system should be established by BMRCL.

BM KG



99.

Aesthetics Better designed coaches will enhance ride pleasure and aesthetics

The buses should be properly maintained from time to time in order to enhance the aesthetic value

BM KG

100. Generation of employment

Social The proposed project will result into generation of employment

The employment generation capacity has to be enhanced, and spread horizontally amongst the different strata of society.

BM KG

101. Ancillary development along metro route Land Ancillary developments will take

place along with metro corridor Ancillary development should be controlled and only specific types of developments should be encouraged. A strict land use policy should be developed & followed by BMRCL before commencement of operational. It should be balanced and have reasonable mix of commercial, infrastructure and common spaces.

BM KG/ BBMP

102.

Social Ancillary development along the metro alignment will have positive effect on the social environment

There should be positive participation of the common people in the ancillary development process. An open, transparent & people-centric outlook has to be adopted.

BM KG

137. There will be a cost component associated with the implementation of the EMP. Cost of EMP implementation will have to be borne by either the contractor (in specific cases by sub-contractor) or ultimately by the employer. The cost of EMP implementation wherever possible has been quantified below in Table 19. The basis of the civil cost is primarily from Central Public Works Department (CPWD) Schedule of Rates (SOR). In specific cases, where other State PWD rates have quoted, they are mentioned in remarks column. In case of commercial products the rates have been established from vendors/market. Cost of PPE is assumed to be built in contractors cost. An additional loading (+10% to +12.5% on stated price) has been considered to account for VAT, freight, octroi & miscellaneous delivery charges. Quantity is grossly approximated and is based on preliminary data available. Nos. in parenthesis in column “Head” denotes corresponding no. of EMP measure in Table 18. Values in parenthesis denote the same monitory values in US $.

Table 19 Cost of EMP Implementation # Head Rate Unit Qty. Unit Total Unit Remarks

1.

Rainwater harvesting structures (RCC UG tanks of approx. 75 L capacity, with MS strainer screen, allied 50 m nominal bore GI pipe conforming to IS: 1239(P-1)1990, say 10 RM without casing) [Cons. Phase pt. 6]

4,650 Rs./unit 84 nos. 3,90,600 (8491.38) Rs.

As per CPWD Rates, escalated to accommodate HDPE pipe & MS Strainer. 84 is arrived by = 2 depots x 5 nos. + 37 stations x 2 nos.

1. 8 Indicates US $ value of the INR amount above. Conversion rate is considered as 1 US$ = 46 Indian Rs. or 0.0217 US$ = 1 INR



2. Water sprinkling [Cons. Phase pt. 10, 16, 25, 61, 64] 1,500 Rs./

tanker 7 Tankers/d 10,500 (22,8.26) Rs./d

As per market rate. Also see SHE CoC SHE CoC Cl. 46.3.1 & 46.3.11.

3. Providing GI sheet detour/fencing along with painting [Cons. Phase 11, 19, 20, 30, 46,

400 Rs./RM 2,000 RM 8,00,000 (17,391.3) Rs. As per CPWD SoR. Quantity is

assumed.

4.

Excavation for drain (Excavating trenches of required width for pipes, cables, etc, including excavation for sockets, depth upto 1.5 m including getting out the excavated materials, returning the soil as required in layers not exceeding 20 cm in depth including consolidating ) [Cons. Phase pt. 12, 43]

88 Rs./cu.m 1,000 RM 88,000 (1,913.04) Rs.

As per CPWD SoR. Quantity is assumed as 500 RM in each depot. Stations not included

5. Compaction & stabilization of excavated soil [Cons. Phase pt. 14, 25] 4.50 Rs./cu.m 17,21,050 sq.m 77,44,725

(168,363.6) Rs. As per CPWD SoR. 1721050 cu.m. soil will be excavated in total.

6. Replantation of stabilization of excavated soil [Cons. Phase pt. 14, 25]

12.00 Rs./sq.m 11,47,367 sq.m 1,37,68,404 (299,313.13) Rs.

As per CPWD SoR. 11,47,367 is arrived at by assuming that the average depth of soil will be approx. 1.5 m

7. Fall protection net fabricated from PP / Nylon ropes as per the IS 5175 in knotted meshes [Cons. Phase pt. 31, 32]

4,000 sq. m 200 Rs./ sq.m. 8,00,000 (17,391.3) Rs.

As per market rate. Qty. is assumed to be approx. 25 sq. m in each station x 37 station = 925 sq. m + 1000 sq. m. at depots + 2000 sq. m at lines (~ 4000 sq.m)

8.

Temporary storage of construction spoils. Providing 0.63mm thick corrugated G.I. sheet roofing fixed with galvanized roof screws and G.I. limpet washers [Cons. Phase pt. 51, 70, ]

2,000 RM 460 Rs./R.m 9,20,000 (20,000) Rs.

Cost based on CPWD SoR. Length required is based on preliminary calculations. May change in future.

9. Water meters (analog) including fitting [Cons. Phase pt. 56, 61, 68] 1,850 Rs./unit 60 Nos. units 1,11,000

(2,413.04) Rs.

Cost based on DNA Oct 10, 2009 report for BWSSW 9. Nos. is based on 37 station x 1 + 2 Depots x 2 + 15 Casting yards x 2 + 4 additional.

10.Pukka platforms (RCC M20 make with nominal brickwork) [ Cons. Phase pt. 67, 76, 80, 81]

4,500 Rs. /cu., 131.25 Cu.m of RCC

5,90,625 (12,839.67) Rs.

5 sq. m/ station x 37 station = 185 sq. m +20 sq. m / depot & casting yard x (15 casting yard + 2 depots) = 340 sq. m or 525 sq.m. Thickness of slab assumed 0.25 m or vol. of RCC = 131.25 cu.m

1. 9 http://www.dnaindia.com/bangalore/interview_soon-read-your-water-meter-with-own-eyes_1295275



11. Diesel spill kits [Cons. Phase pt. 67, 76, 81] 12,500 Rs./unit 60 units 7,50,000 (16,304.34) Rs.

Cost as per market rates. Qty is based on 37 station x 1 + 2 Depots x 2 + 15 Casting yards x 2 + 4 additional.

2,59,73,854 (5,646,499)



VI. INSTITUTIONAL MEASURES AND ENVIRONMENTAL MONITORING PLAN

A. INTRODUCTION 138. In order to implement and sustain the EMP, it is imperative to establish an appropriate

institutional framework. For the proposed project, the framework for operationalizing the EMP has been developed through the principles of Environmental Management Systems (EMS).

139. In the construction phase, it is mandatory for the Contractors to appoint SHE

professionals. Well defined criteria, in terms of qualification and experience, have been laid down for SHE professionals. A SHE Conditions of Contract (SHE CoC) dt. August 2008 is in force, and all Contractors have to abide by this. All Contractors are required to prepare their own SHE plan in line with the BMRCL SHE CoC and get the same approved through BMRCL & GC SHE team.

B. BMRCL SHE CONDITIONS OF CONTRACT

140. Bangalore Metro Rail Corporation Ltd. (BMRCL) has developed a Safety, Health & Environmental (SHE) Conditions of Contract (CoC) in line with Delhi Metro Rail Corporation (DMRC’s) SHE CoC Ver. 1.2. This document is binding on the Contractor in terms of SHE requirements. The objective of these conditions is to ensure that adequate precautions are taken to avoid accidents, occupational illness and harmful effects on the environment during construction (Clause 1.4.1). The document is divided into five parts, Part –I : She Management ; Part-II : Safety; Part-III: Occupational Health and Welfare ; Part - IV: Environmental Management; and Part – V: Penalty And Awards.

141. This document applies to all aspects of the contractor’s scope of work, including all aspects conducted by sub-contractors and all other agencies. Thus, no activity to be undertaken in the project should be, technically, exempted from the scope of this document (Clause 1.3.1).

142. Clause 1.4.3 describes that the SHE CoC is to be read along with SHE Manual, ISO 14001:2004 and OHSAS 18001: 2007 requirements. Clause 3.4.1. encourages all the contractors of BMRCL to certify their management system with ISO 14001: 2004 and OHSAS 18001. Although it is not mandated. However, during visits and audits it was found that all the contactors visited are ISO 14001:2004 and OHSAS 18001: 2007 certified as on date.

143. Clause 4.2 requires that within 4 weeks of the notification of acceptance of the tender, the Contractor should submit a detailed and comprehensive Contract specific SHE Plan. The SHE Plan shall include detailed policies, procedures and regulations which, when implemented, will ensure compliance of the contract provisions. The SHE plan should contain the following details:

a. A statement of the Contractor’s policy, organization and arrangements for SHE



b. The name(s) and experience of person(s) within the Contractor’s proposed management who shall be responsible for coordinating and monitoring the Contractor’s SHE performance;

c. The number of SHE staff who shall be employed on the Works, their responsibilities, authority and line of communication with the proposed Contractor's agent;

d. A statement of the Contractor’s policy and procedures for identifying and estimating hazards, and the measures for addressing the same;

e. A list of SHE hazards anticipated for this Contract and sufficient information to demonstrate the Contractor’s proposals for achieving effective and efficient health and safety procedures;

f. A description of the SHE training courses and emergency drills which shall be provided by the Contractor, with an outline of the syllabus to be followed;

g. Details of the safety equipment which shall be provided by the Contractor, including personal protective equipment;

h. A statement of the Contractor’s policy and procedures for ensuring that Contractor's Equipment used on the Project Site are maintained in a safe condition and are operated in a safe manner;

i. A statement of the Contractor’s policy and procedures for ensuring that sub-contractors comply with the Contractor's safety plan;

j. A statement of the Contractor’s disciplinary procedures with respect to SHE related matters, and

k. A statement of the Contractor’s procedure for reporting and investigating accidents, dangerous occurrences or occupational illnesses

144. The SHE CoC requires that qualified Safety Health and Environmental professionals be recruited for implementation of the SHE plan. The SHE personnel must be approved from BMRCL; thus quality (in terms of qualifications and pertinent experience) of manpower is also evaluated. Also, it requires that the SHE professional(s) should be provided with adequate infrastructure. Also there is a requirement for having a Safety Committee (refer to Clause 7.0). The safety committee must be constituted of not less than 10 personnel having representation from workers, sub-contractors and co-contractors representatives. Also the SHE CoC also lays down the requirement of periodic internal and third party audits.

145. The SHE CoC lays down detailed activity wise SHE requirements. Part IV talks about the environmental requirements. Clause 47.1 covers primarily requirements of environmental monitoring. Stress is laid on ambient air and noise level monitoring. Clause 47.2 mandates the contractor to prepare an Event Contingency Plan (ECP). Clause 47.3 delineates measures to control air pollution during construction phase. Clause 47.4 delineates the measures for air quality monitoring. Clause 48.0 measures to control water pollution measures. Clause 50 lays down the provisions form Landscape and Greenery while Clause 51 talks about tree felling. Clauses 53 mandate the contractor to prepare a Waste Management Plan and act accordingly, while Clause 54 requires the contractor to obtain Authorization for handling Hazardous Waste from Pollution Control Board under the

146. The SHE Conditions of Contract dates back to August 2008 and has not been updates since. A few observations were made while examining this document. They are as highlighted below:



a. Cl. 6.6.1 ‘The Employer shall monitor adherence to this procedure at all times’. However no such procedure has been delineated in the SHE CoC. It should be properly defined.

b. Cl. 47.3.3 “If after commencement of construction activity, Employer believes that the Contractor’s equipment or methods of working are causing unacceptable air pollution impacts…”. However, mechanism of examining generation and / or impacts of air pollution specific to a source are not mentioned. Moreover, air pollution monitoring is a responsibility of the contractor. There should be a mechanism for periodic evaluation of environmental monitoring report through own and external experts. Also a mechanism for taking action based on these analyses or on suo moto should be mentioned in the SHE CoC.

c. Cl. 47.3.15 “The contractor shall give preference to explosives with better environmental characteristics”. However, the SHE CoC does not give details of environmental and social precautions/ safeguards to be adopted by the contractor before, during and after using explosives. Also the SHE CoC should specify conditions when use of explosives could be restricted (and alternate methods could be used).

d. Cl. 48.3 “The Contractor must comply with the requirements of the Central Ground Water Board for discharge of water arising from dewatering”. However, it is not clear whether the contractor should obtain permission from CGWB before dewatering itself. Some clarity is required.

e. Cl. 48.3 “The Contractor’s recharge proposals must be sufficient for recharging of the quantity of water remaining after deduction of water re-used for construction. During dewatering, the contractor shall monitor ground water levels from wells to ensure that draw down levels do not exceed allowable limits” this clause mandates the contractor for the reuse of rainwater. However, no concrete method is proposed, neither any contractor have been seen doing this. Further, Central Groundwater Authority (CGWA) or CGWB does not promulgate any allowable ‘draw down limits’/ permits. This point needs further clarification.

f. Cl. 54.1 “Hazardous Waste Management” refers to Hazardous Wastes (Management & Handling) Rules, 1989, amendments 2000, 2003” however, this has been superseded with hazardous Waste (Management Handling and Trans-boundary Movement) Rule, 2008 as amended in 2009. There should be a provision for updating the SHE manual keeping it at par with the regulations by periodic evaluation.

g. Appendix. 1 (Format for MoU). Clause III. “Without giving any prior notice, the EMPLOYER shall from time to time be entitled to add/or amend any or all terms and conditions with a view to improving safety and occupational health of personnel and safety of work…”. However it does not cover environmental clauses. Please refer to recommendation in sub-clause f.



147. Further to this, while comparing the SHE CoC with the ADB Safeguard Policy Statement (SPS) dt. June 2009, it was observed that at some points convergence of the COC with the SPS is required. The specific points are noted as below:

a. ADB Safeguard Policy. Appendix 1. Clause 5. Grievance Redressal Mechanism. This clause has similarity with ISO 14001: 2004’s external communication (Clause 4.4.3). However in ISO 14001 the requirements are voluntary. BMRCL should establish such communication channels.

b. ADB Safeguard Policy. Appendix 1. Clause 6. Monitoring & Reporting. Progress of EMP implementation has to be monitored and reported (ISO 14001:2004 clause 4.5.1 Monitoring & Measurement). The SHE Conditions of CoC also talks about various plans. The entre process must be documented, traceable and reported, and if possible communicated to interested parties.

c. ADB Safeguard Policy. Appendix I. Clause 7. Unanticipated Environmental Impacts. On such occurrence the EMP has to be modified. SHE plan states about approval of plan, but it does not provide for the updating and re-approval of plans. Periodic evaluation and approval method of EMP should be established.

d. ADB Safeguard Policy. Appendix I. Clause 9. e. GHG emission. SHE plan does not account for quantifying, controlling and /or reducing GHG emissions.

e. ADB Safeguard Policy. Appendix I. Clause 10. b. Community Health & Safety. “The client will assess the risks to, and potential impacts on, the safety of affected communities during the design, construction, operation, and decommissioning of the project, and will establish preventive measures and plans to address them in a manner commensurate with the identified risks and impacts.” Presently such requirements are not addressed in SHE CoC. There should e an integrated effort.

C. COMPLIANCE WITH SHE COC

148. Site visits were carried out during 13th and 14th May and 7th and 8th October, 2010. During these visits various contractors were met. A list of contractors, supplied by BMRCL is provided as Annexure B. Although the objective of the visit was more to understand the embedded SHE culture and work pattern of the Contractors.

149. M/s URC Construction (P) Limited has been engaged in the construction of the Byyappanahalii Depot. The depot will have stabling shed, workshop and repair shop, ETP etc. It was found that some workers were working at height in contravention of the SHE CoC Cl. 18. It was also observed that there were no facility for tyre washing and tyre borne soil was spread way up in NH-4. Also no traffic marshals were posted near gate.

150. M/s IVRCL has been constructing Swami Vivenkananda Road station. The construction is taking place directly in front of Indiranagar General Hospital. A TB hospital adjacent to the station has been demolished. Workers were founds without basic PPEs like safety shoes. A small labour camp was found erected opposite the proposed stations. Labours



without proper ID cards were observed (contrary to SHE CoC). It was also found that M/s Gammon India (engaged in viaduct construction) is using the hospital ground for stacking RCC segments.

151. M/s IVRCL has been constructing Indiranagar station in Reach 1. Housekeeping at site was poor (leading to enhanced accident risk). No evidences of water sprinkling were found. Workers were seen working at height without proper PPE. One working DG set was observed without suitable enclosure. Patches of diesel spill were noticed. Further, although not confirmed, it appeared that the construction activity was causing hindrance to devotes going towards nearby Shri Subramanya Swami Temple(s).

152. M/s Punj Lloyd - Sembawang - Sembawang India was engaged in construction of Trinity Circle in Reach 1. It was found, that, passage provided to the local people was grossly unsafe. People were walking directly under scaffolding where work was already under progress.

153. In Peenya Depot, M/s URC was engaged in site preparation and M/s Ahluwalia Contractors were engaged in commissioning of Peenya Depot. Housekeeping in Ahluwalia Contractors part was quite satisfactory. Evidences of water sprinkling could be found. Fire fighting arrangements were also up to mark. It was found that borewell was being used without permission from CGWA. Also a batching plant was found operational without appropriate Consent from KSPCB. Also some local people were found loitering within the premises.

154. In Mahalaxmi station M/s L&T ECC Division has been engaged in construction. Workers were using proper PPE. Housekeeping inside the premises was poor (primarily owing to lack of suitable working space). Workers were using suitable PPE. Spent Bentonite slurry was retained and reused without proper lined retention tank. Presence of Traffic marshals was not observed. Workers were being supplied lunch from central mess.

155. In Rajaji Nagar Station Punj Lloyd - Sembawang - Sembawang India was found to be engaged in construction activities. It was found that no BESCOM supply is provided to them and power is generated using a 125 kVA DG set (which runs for 24 hours/day). However the staff denied having localized diesel storage, also no such evidences were found. Rubber mat in front of DG was not present. Evidences of oil spillages could be seen near DG sets. Staff members confirmed that 2 + nos. of coconut trees were removed. Water was sourced from tankers (approx. 1 tankers x 2 times / day x 10,000 L water = 20,000 L/day water used). No bore wells were observed.

156. In K.R. Road Station M/s L&T ECC Division was engaged in construction. The site was located opposite to National College (~100 m). Some tree felling was confirmed by staff, but exact number could not be received. Further it was clarified that the tree felling was undertaken by BMRCL, before handing over site to M/s L&T. They confirmed about having 2 nos. DG sets of 180 & 125 kVA. The DG sets were found to be acoustically enclosed silence type. However, the height of the stack appeared to be lower than mandated by CPCB. The staff members also informed that initially work would go on upto 10 PM at night. After a consultation with the local public, work hour was reduced till 8:30 PM at night. Labour req. At 100% load was approx. 150-175 nos. Use of PPE was observed amongst workers. However, diesel spillage near diesel storage area was observed. Approx. 800 L diesel storage was observed. Gas cylinders without proper markings were kept together.



157. M/s IVRCL - CR 18 Consortium was found constructing Jaynagar station in Reach 4. No

senior officials were available. It was seen that staking of raw material (steel) has resulted into encroachment of nearby park areas. Overall housekeeping of site was found to be poor. Stagnation of water was notices. A small labour camp was constructed within premises. Labours were found cooking inside these ‘makeshift’ rooms. Some labours were found without basic PPEs. Electrical safety norms were violated rampantly. In some places evidences of tree cutting could be seen.

158. At Cubbon Park (U/G Reach 1) station M/s CEC-Soma-CICI JV is planning to undertake excavation cum construction of U/G station. Construction is yet commence, thus no specific observations could be made. However the consultant’s team was informed that (a) blasting will be required in hard rock areas; (b) approx. 1,20,000 m3 of excavated material will be generated; (c) BMRCL has directed them to dump excavated material in MS Paliya (an abandoned mine). (d) approx. 40 km round trip is required by each truck to collect excavated material and dump in Paliya (will increase GHG emission). Their site office is located in BSNL building which is a declared heritage structure.

159. Mr. Prabhat Singh, Sr. SHE Manager, with CEC-SOMA-CICI JV was interviewed. He informed us regarding the pros and cons of underground tunnelling. However, during discussion some of the following points came up (a) As per SHE CoC they are monitoring SPM, RPM, SO2 & NOx although there is a revised ambient air quality standard in force by GSR no. 826(E) dt. 16-11-2009; (b) They are unsure about the amount of dewatering & removal of groundwater required; (c) Requirement of Consent to Establish and Consent to Operate under the Air At. 1981 and Water Act 1974 from KSPCB. He also informed us that approx. 80,000 L underground diesel storage facility is planned and necessary permissions are being sought.

160. At Magadhi Road station, M/s Punj Lloyd - Sembawang - Sembawang India was engaged in construction. Construction was approx. 35% done. the consultant’s team was informed that they have a batching plant at Magadi Road, which has received necessary clearances from KSPCB. They have 2 borewells (1 at site and 1 at labour camp), however no permission was received from CGWA. At site, housekeeping was found to be poor. The labour camp was located approx. 1 km away. Labour camp is un-sanitary conditions. Sewage and sullage was seen being pumped into local drains without permission from proper authorities.

161. In Vijaynagara Station M/s Ahluwalia Contracts was seen engaged in construction. Approx. 35 nos. labours were engaged in construction, which was in very preliminary stage. They also informed that 1 no. Borewell was present within the premises (for which no permission from CGWA was obtained). No metering was done. However, both yield and water quality was poor. Also tankers (12,000 L = 2 x 6,000 L /day) water was obtained through sub-contractors. 2 nos. mobile DG sets (62.5 & 25 kVA) were seen. Stack height of DG sets was lower than prescribed CPCB norms. At site, piling was going on. Bentonite slurry was being used without any lined retention tank. No traffic marshals were observed on duty.

162. It was interesting to note that, as per information provided by BMRCL approx. 19 non-fatal (injury and bodily loss that may result into first aid, hospitalization & lost man-days but not cost human life) and 5 fatal incidents have taken place. Out of these 2 major fatalities have taken place with M/s Simplex Infrastructures Pvt. Ltd., and one each with



M/s IVRCL, M/s Gammon India, & M/s Navayuga Engineering Company Ltd. (NECL). However, each case has been investigated and preventive & corrective actions (PA-CA) have been undertaken.

163. BMRCL has developed a system for overseeing the implementation of EMP/ compliance with the SHE CoC. The GC has appointed five SHE professionals, one per reach and one for the underground reaches. However, it is recommended that BMRCL develops its own SHE capacity. This group could be of use during the operational phase as well. This could be either done by (a) appointing additional staff, (b) developing capacity amongst existing full time staff.

164. It is envisaged, that in order to properly implement the environment (as well as social) management plan during both the construction and the operational phase, an Environment and Social Management Cell (ESMC) may be created. The structure and the functions of the proposed ESMC are as given below.

D. INSTITUTIONAL ARRANGEMENTS FOR ENVIRONMENTAL MANAGEMENT & MONITORING

1. SHE Management Group:

165. Looking towards long terms SHE implications, it is advisable for BMRCL to come up with their own SHE Management Group (SHEMG). The SHEMG will be responsible for management of SHE affairs in the construction phase, environmental monitoring, keeping track of & addressing public concerns stemming from BMRCL’s SHE performances, performing internal SHE audits, assistance to third party SHE audits etc. The structure and the different linkages of the SHEMG is given below in Figure 41.



MD

Dy. Chief Engg.

Env. Officer

Safety Officer

Social Officer

System Auditor

Third Party Auditors

CONTRACTOR

Contractor’s SHE Team

Construction Team

Public

NGO/CBO

Media

Govt.

Statutory Bodies

Judiciary

GC SHE Team

Figure 41 Structure & Linkages of SHEG

2. Functions of SHE Management Group (SHEMG)

166. Customizing, Oversight and Implementation of the EMP: The EMP provided in the report will require to be customized on the basis of the actual project data. The progress of the project will have to be reflected for developing location specific mitigation measures. Further, translation of the findings of EMP into corresponding TORs to the contractors will have to be ensured in order to effectively avoid the potential impacts and budgeting the same.

167. Monitoring: The SHEMG shall be responsible to undertake monitoring activities.

With the emergence of new project activities newer environmental components may have to be monitored. Thus the updating of monitoring activities will be a responsibility of the SHEMG.

168. Compliance: The SHEMG shall be responsible for checking the compliance of

various project activities on the environmental components. 169. Communication: Communicating the findings of the EMP as well as any other

environmental or administrative issues forms an intrinsic part of the management



systems. Although BMRCL is not certified with EMS (ISO 14001: 2004), they may maintain an external communication scheme in order to interact with them.

170. Training and Capacity Building: The operationalizing of the EMP depends on the

level of competence of the workers and the level of understanding amongst the staff towards environmental and safety issues. The SHEMG shall be responsible for facilitating training programmes in order to build internal capacity of the organization.

171. Assessment, Review and Audits: The SHEMG will function as a coordinator for

assessment and review of all the project activities. SHEMG shall regularly check the progress of the implementation of EMP. Also SHEMG shall be responsible for conformity tracking activities.

172. Additional Functions of the SHEMG: To prepare annual environment status

reports for BMRCL and organize celebrations of World Environment Day and other functions related to environment. To create public awareness on global issues like heat island effect, global warming, ozone depletion etc. To promote public awareness regarding optimum use of potable water and awareness regarding water pollution.

173. Social Issues: Overall responsibility of planning, implementation and monitoring of

R&R activities in the Project. Coordinating with line Departments, especially with Revenue and Social welfare etc.

E. ENVIRONMENTAL MONITORING PLAN 174. Environmental monitoring in the construction phase is mandated to be in the

purview of the contractor. The SHE CoC specifies: “The Contractor’s Environmental Team shall carry out the monitoring of environmental impacts during construction. Representative sensitive receivers in the vicinity of the works shall be monitored for noise and air quality impacts.”

175. However, Govt. of India has passed a new Ambient Air Quality Standard in November, 2009 in which SPM is no longer a criteria pollutant; and PM2.5 has been introduced. The environmental monitoring requirements mentioned in the SHE manual need to be updated and implemented accordingly. BMRCLs monitoring requirement during construction is provided below in Table 20.

Table 20 Environmental Monitoring Requirement of Contractor (as per SHE CoC)

Parameter Noise Air Sampling Day Time (6.00 to 22.00 hrs):

Lmax, Leq, L10, L90, L50 Night Time (9 PM – 6AM): Lmax, Leq, L10, L90, L50, Ldn

RSPM, SPM 24-hours of the day CO: 12 hrs from 8.00 to 20.00 hrs.

Frequency At each location

Once a week (when noise generating activities are underway).

Two 24-hour Samples every fifteen days at uniform intervals.

Locations To be determined by the Contractor based on noise sensitive receptors.

To be determined by the Contractor based on air sensitive receptors.

Number of Locations 4 Locations 2 Locations



Duration of Monitoring by Contractor

During Civil Construction During Civil Construction

Additional Requirements Ad hoc monitoring as required. Ad hoc monitoring as required Source: SHE CoC. Aug, 2008. Pg.79. 176. Also, there is a requirement of monitoring ground water depth & quality esp. near

regular withdrawal zone. This is not reflected in the SHE CoC. A typical environmental monitoring plan for the Contractor in the construction phase is illustrated in Table 21.

Table 21 Typical Environmental Monitoring Plan (Construction Phase)

# Sector Parameter Locations Frequency Samples/year

Cost/sample (Rs.)

Cost/Annum (Rs.)

1. Ambient Air PM10, PM2.5, SO2, NOx, CO

3 locations at each Station + 4 locations at each Depot + 3 at each Casting Yard

2 samples / season* or, 6 samples / annum

984 4500 4428000 (96260.87)

2. Ambient Noise Level

Leq, L10, L50, L90 of 24 hourly noise samples at each location

3 locations at each Station + 4 locations at each Depot + 3 at each Casting Yard

1 sample/ season or, 3 samples / annum

492 1500 738000 (16043.5)

3. Groundwater Quality

17 essential parameters as per IS :10500 1991 (incl. depth of Gr. Water)

1 location / station + 2 locations / depot + 1 / casting yard

2 samples / annum (pre & post monsoon)

112 4000 448000 (9739.13)

4. Groundwater quality

17 essential parameters +VOC + Total Petroleum Hydrocarbon + PCE + TCE

2 locations#/ station where (a) major spill occurs; or (b) where diesel is stored beyond threshold limit

3 samples / annum 2 6500 13000

(282.61)

5. DG sets

Velocity, Temperature, PM, SO2, NOx, CO,

All DG sets must be monitored (assuming 2 DG sets present/ station & depots + casting yard)

2 sample /annum/ DG set

216 3500 756000 177. (16434.

78)

6383000

(138,760.87) Note: all unit sampling and analysis cost as per prevailing market rate in 2010. * Barring monsoon season. # assuming the criteria is satisfied in 10 locations. 178. Similarly, another environmental monitoring plan could be developed for

operational phase. The locations, parameters, frequency and outlay are delineated in Table 22.



Table 22 Typical Environmental Monitoring Plan (Operational Phase)

# Sector Parameter Locations Frequency Samples / year

Cost / sample (Rs.)

Cost / Annum (Rs.)

1. Ambient Air PM10, PM2.5, SO2, NOx, CO

8 locations each at NS & EW lines + 1 location near Majestic + 4 locations in & near each depots for 3 consecutive days (incl. a weekend)

1 sample / seasonal or, 9samples / annum)

225 4500 1012500 (22,010.87)

2. Ambient Noise Level

Leq, L10, L50, L90 of 24 hourly noise samples at each location

8 locations each at NS & EW lines + 1 location near Majestic + 4 locations in & near each depots for 3 consecutive days (incl. a weekend) (same locations where AAQM has been conducted)

1 sample / seasonal or, 3 samples / annum )

75 1500 112500 (2,445.65)

3. Groundwater Quality

as per IS : 10500 1991

5 locations each at NS & EW line (total 10 locations) in pre (April-May) & post-monsoon season (November-December) only

2 sample / annum 20 4500 90000

(1,956.52)

4. DG sets Velocity, Temperature, PM, SO2, NOx, CO,

All DG sets must be monitored, assuming 1 DG set/station say total 35 locations

1 sample / annum / DG set

35 3500 122500 (2,663.04)

1337500 (29,076.08)

Note: all unit sampling and analysis cost as per prevailing market rate in 2010 179. Thus, it could be seen that the total environmental monitoring outlay of BMRCL (in

both during the construction and operational phase) should be around Rs. 77,20,500 or approx. Rs.77.2 millions, (or US$ 167,836.95 or approx. 1.68 million) if the above plan is followed.



VII. PUBLIC CONSULTATION, INFORMATION DISCLOSURE AND GRIEVANCE REDRESSAL

A. PUBLIC CONSULTATION 180. A survey of Project Affected People (PAPs) and a general public survey were

undertaken during preparation of EIA report (March, 2003). About 121 people from different occupational background such as lawyers, academicians, journalists and doctors participated in the public survey. Questions were primarily focused on the perception of the people on the impact of Bengaluru Metro project such as socio-economic, land use / value, stress, security, safety and environmental issues.

181. Key questions asked queried whether the proposed metro rail would: 1. be a viable alternative to the existing modes of transport systems 2. entail drastic changes in the life style of urban people 3. aggravate noise pollution 4. cause visual intrusion from the aesthetic perspective 5. destroy public and historical buildings 6. cause urban people stress in coping with changes in the lifestyles 7. need to provide sufficient and reliable safety measures for travel and if yes

should BMRCL have an emergency management department 182. Overall, the survey indicated that while people realized the benefits of the metro

rail system, awareness was also seen on the need to implement appropriate mitigation measures to reduce the adverse environmental impacts. The responses also showed that the positive perceptions about the metro rail outweighed the negative ones.

183. With regard to noise pollution and visual intrusion potential the opinion of the sample was almost evenly divided with slightly more percent people responding on the likelihood of these impacts. Metro rail could cause noise pollution and visual intrusions but people seem to believe that they could be at tolerable levels.

184. On potential for destruction of public and historical buildings due to the land acquisition for metro rail, 86% opined that such impacts could be avoided

185. 86% opined that the metro rail would bring about radical changes in lifestyle and that appropriate safety / security measures would need to be provided by BMRCL.

B. INFORMATION DISCLOSURE 186. BMRCL uses its website (http://bmrc.co.in/news.html) for information

dissemination. BMRCL’s website hosts the soft copy of the EIA Report (March 2003), environmental monitoring reports (of periodic monitoring exercises), report on Geo-Hydrological studies along the Metro Rail Alignment, agreements, public notices and BMRCL newsletters.

187. These are public domain documents, free of any charge or obligations, and could be accessed by anyone. This serves as a formal general purpose vehicle for information dissemination.

http://bmrc.co.in/news.html



C. GRIEVANCE REDRESSAL 188. BMRCL does not have a formal grievance redressal system at present. During

discussions, the consultant’s team was told that an informal system exists, however no supporting evidence was made available. It was recommended to BMRCL to establish a formal grievance cell to address this requirement.

189. As mentioned above, BMRCL may also consider the use of their website (www.bmrc.co.in) as a platform for grievance reporting & response.

http://www.bmrc.co.in/



VIII. CONCLUSION AND RECOMMENDATION A. CONCLUSION

190. From the statements and Observations above, the following conclusions could be drawn:

1. The proposed project is envisaged to improve the travel experience and commuter safety of Bengaluru. This project will also result into reduced fuel consumption, air pollution and associated health benefits.

2. The construction of metro stations, viaducts, piers etc. will have impacts

largely on ambient air, noise levels, resources, health & safety and aesthetics. Mitigation measures have been designed against each impact and a comprehensive EMP has been proposed. The EMP has incorporated Bengaluru Metro’s SHE Conditions of Contract dt. August 2008 and suggested improvements thereof.

3. The implementation of the EMP shall be the responsibility of the proposed

Safety Health & Environment Management Group (SHEMG), a cell proposed within the BMRCL. It will carry out compliance management, audit, training & capacity development and implementation of SHE management plans.

B. RECOMMENDATIONS 191. The Initial Environmental Examination (IEE) has considered the project profiling,

the baseline environmental conditions, possible impacts and mitigation measures, institutional arrangements to implement the same.

192. A full EIA is not recommended based on the findings of this IEE.

193. Based on the analysis, the following recommendations are suggested:

a. There is a strong need to update the SHE Conditions of Contract (SHE CoC) dt August 2008 as per updated legislation. Also, the updated requirements should be communicated to the contractors and sub-contractors and mandated. The primary focus of the SHE CoC is on safety. There should also be more emphasis on environment and health impacts. Compliance to SHE codes should be reviewed periodically and defaulters should be asked to implement corrective actions.

b. Blasting may be required in some underground stretches. Permissions from CCoE should be obtained prior to blasting and the blasting should be carried out in strict adherence of the conditions laid down in the approvals. Measurement of ambient noise & vibration levels should be conducted.

c. Some of the benefits of the operation of the metro train, like reduction in commuter’s risk, health benefits due to reduced air pollutions, reduction in CO2/GHG gas emissions should be studied further.

IEE: India: Initial Environmental Examination of … Environmental Examination of Proposed Metro...

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