Hyderabad metro rail (HMR) is poised to connect the important places in the city and decreases traffic woes and most importantly decrease the pollution levels that are expected to be facilitated with lesser vehicular use.
HMR has registered its presence in the city with its ongoing construction works.
The development in terms of economy and plethora of opportunities have reached great proportions only after metro rail services have started in many of our Indian cities.
Call Girls In Bloom Boutique | GK-1 โ 9990224454 High Class Delhi NCR 24 Hour...
ย
A Study on Environmental Impact of Hyderabad Metro Rail
1. A STUDY ON ENVIRONMENTAL
IMPACT OF HYDERABAD METRO RAIL
Presented By
MD ARSHAD AHMED, M.Sc Geoinformatics,OU
M.Kamraju,Researcher dept. of Geography CESS, Hyd
2. INTRODUCTION
๏ Hyderabad metro rail (HMR) is poised to connect
the important places in the city and decreases
traffic woes and most importantly decrease the
pollution levels that are expected to be facilitated
with lesser vehicular use.
๏ HMR has registered its presence in the city with its
ongoing construction works.
๏ The development in terms of economy and
plethora of opportunities have reached great
proportions only after metro rail services have
started in many of our Indian cities.
3. ๏ It is not going to be different either for
Hyderabad.
๏ This project will help Hyderabad establish
itself as a serious and one of the topmost
cities globally.
๏ Hyderabad gets the privilege to witness HMR
taking shape in its terrain as the latter is the
worldโs largest Public-Private Partnership
(PPP) Project in the metro sector.
4. MRTS CORRIDORS FOR THE PRESENT STUDY
Corridor-1: This corridor connects Miyapur-
Chaitanyapuri and passes through Sanath Nagar,
S.R.Nagar, Ameerpet, Khairtabad, Secretariat,
Ravindrabharati, Nampally, M.J.Market, Nalgonda โxโ
Roads, Moosarambagh. This corridor has total
length of about 26 km.
Corridor-2: This corridor starts from secunderabad
station on bowinpally side and ends at falaknuma
palace. This line runs via Musheerabad, RTCโxโ
Roads, Narayanaguda,Koti, Imliban Bus Terminus,
Salarjung Museum, Purana Haveli, Shalibanda areas.
This corridor has total lenth of about 12 km.
5.
6. OBJECTIVES
๏ The objectives of the Hyderabad Metro rail study
are as follows: The need of Metro rail project to
analyse the traffic issues in Hyderabad.
๏ Impact on the city environment and scope of EIA
(Environmental Impact Assessment) Problems
along the Metro rail corridors.
๏ Impact on the beauty of the city scape and
Impact on the land use patterns.
๏ Possibilities of using existing infrastructure.
Exploring alternative designs and solutions
7. METHODOLOGY
๏ Both primary and secondary data was collected for this
paper i.e reports on following:-
๏ Study of an operating Metro rail project in other cities.
๏ Study of proposed Hyderabad Metro rail project routes.
๏ Study on Traffic and transportation of Hyderabad.
๏ Standards for Environmental Quality.
๏ Infrastructure and Services.
๏ Climatic Aspects for the selected region.
๏ Relevant Govt. Policies.
๏ Study on existing Road Transportation and MMTS of
Hyderabad.
๏ Integration of Metro rail with other transportation modes.
8. ENVIRONMENTAL BASELINE DATA
๏ During the present study as per the scope a detailed
ambient air monitoring and Groundwater quality
assessment was carried out at different locations.
๏ The ambient air quality stations were selected taking
into the view of flow of the traffic and strategic locations
on both the corridors of the proposed MRTS.
๏ In general, an average of 4km distance is maintained in
between the stations on the corridor-1, and a distance
of 3-3.5 KM in corridor-2.
9. ๏ The locations and stations codes were provided in
table.
๏ The monitoring locations are presented in the figure
1.
๏ The air quality monitoring is performed using
Respirable Dust samples (RDS) at 8 locations in both
the corridors for 4 days at each location on 8 hourly
basis, for the following parameters.
๏ Respirable suspended Particulate Matter (RSPM)
๏ Total Suspended Particulate Matter (TSPM)
๏ Sulphur-Dioxide (SO2)
๏ Nitric oxides (NOx)
10. LOCATION OF AMBIENT AIR MONITORING
STATIONS
Station code Monitoring locations Station
code
Corridor -1 Corridor-2
A MOOSAPET JUNCTION BOIGUDA 'X' ROAD A
B S.R. NAGAR RTC 'X' ROADS B
C KHAIRATABAD 'X' ROADS PURANA HAVELI C
11. STATION WISE RESULTS OF AMBIENT AIR QUALITY FOR CORRIDOR-1
STATION NAME CODE: MOOSAPET
Paramete
r
Maximu
m
Minimum Average 75% 95% 98%
RSPM 94 56 74 78 91 93
TSPM 573 288 423 522 563 569
SO2 25.6 13.2 19.8 21.6 24.8 25.3
NOx 34.6 21.8 29.0 31.4 34.0 34.3
DAYS RSPM
(MG/M3)
24Hrs
Average
TSPM
(MG/M3)
24Hrs
Average
SO2
Average
24Hrs
Average
NOx
(mg/m3)
24Hrs
Average
DAY1
61.9
56
779.1
573
19.3
20.3
26.2
29.4
23.6 678.2 18.5 25.1
83.3 261.9 23.1 36.8
DAY2
87.8
94
281.4
505
24.7
25.6
29.2
34.6
95.2 892.8 26.8 39.4
98.6 341.0 25.4 35.2
DAY3
52.6
73
351.1
324
21.5
20.0
28.3
30.3
98.2 415.1 23.1 36.6
67.8 207.1 15.5 25.9
DAY4
41.8
71
170.8
288
14.4
13.2
20.3
21.8
88.2 440.7 12.3 27.5
83.7 253.5 13.0 17.7
17. AMBIENT QUALITY INDEX (AQI) AND CATEGORIZATION OF THE MONITORING STATIONS IN
BOTH THE CORRIDORS.
S.NO Monitoring station DAYS AQI value category
1 Day1 469 critical
2 Moosapet
Junction
Day2 401 Critical
3 Day3 185 Unhealthy
4 Day4 167 Unhealthy
5 Day1 165 Unhealthy
6 S.R.Nagar Day2 137 Unhealthy for
sensitive groups
7 Day3 170 unhealthy
8 Day4 145 Unhealthy for
sensitive groups
9 Khairatabad
'x' Roads
Day1 251 Very unhealthy
10 Day2 196 unhealthy
11 Day3 324 critical
12 Day4 185 Unhealthy
18. AMBIENT QUALITY INDEX (AQI) AND CATEGORIZATION OF THE MONITORING STATIONS IN
BOTH THE CORRIDORS.
13 Day1 158 Unhealthy
14 Day2 196 Unhealthy
15 Bhoiguda Day3 163 Unhealthy
16 Day4 110 Unhealthy for
sensitive groups
17 Day1 152 Unhealthy
18 R.T.C 'X' Road Day2 196 Unhealthy
19 Day3 198 Unhealthy
20 Day4 131 Unhealthy for
sensitive groups
21 Day1 468 Critical
22 Day2 914 Critical
23 Purana haveli Day3 776 Critical
24 Day4 601 Critical
19. IMPACT ASSESSMENT AND EVALUATION
๏ Environmental impacts both direct and indirect
on various environmental attributes due to
metro activity in the surrounding environment,
during pre-construction and operation of the
Project.
๏ The impacts due to MRTS project commence from
land identification, acquisition; construction
activities like site clearing, excavation,
construction and may continue up to completion
of the operations.
๏ The nature and extent of impacts vary through
different stages of project development.
20. IMPACT DURING PRE-CONSTRUCTION PHASE
Pre-constructional
phase
Activity Potential
Environmental Impact
Pre-constructional site
Clearance and
excavation
i) Soil investigation
ii) Environmental Monitoring
iii) Clearing and grading
iv) Temporary facilities such as,
sheds, approach roads, sanitary
facilities
v) Earth work comprising of
excavation, guarding and trenches
Negligible
Negligible
Negligible
Dust emission and
Change in traffic
intensity
Soil erosion, run off,
Increase in traffic, dust
emission
21. IMPACT DURING OPERATION PHASE
Operation Phase Activity Potential Environmental
Impact
Operational
foundation, piling,
drainage, dumpling,
Transportation.
i) Foundation work,
piling and drainage
system
ii) Construction of
permanent structures like
railway tracks, stations,
approach roads, etc.
iii) Mechanical erection
and utility systems.
iv) Dumping
v) Transportation
Dust, visual and noise pollution
Dust and noise pollution
Dust, noise and visual impact
Dust, noise and visual impact
Dust, noise and visual impact
22. IMPACT ON THE AIR ENVIRONMENT
๏ Considerable amount of air pollution will be generated at
various stages of construction operations such as excavation,
foundation works, loading and transportation of material.
๏ Suspended particulate matter (SPM) and respirable dust are
the main pollutants during construction, most of the dust
arises from excavation and transportation operations.
๏ Large quantities of dust become wind borne and is likely to
be carried away.
๏ The fugitive dust released may cause immediate effect on the
workers who are directly exposed.
๏ Simultaneously, the dust travel to longer distances and may
settle in the nearby areas.
๏ The impact on air is mainly localized in nature i.e., within 2 to
3 km.
23. IMPACT ON NOISE ENVIRONMENT
๏ The most important source of noise in the construction
area are the concrete mixer machines, compressions,
pumps, dumpers, etc.
๏ Continuous exposure of workers to high level of noise
may result in annoyance, fatigue, and temporary shift
of threshold limit of hearing and permanent loss of
hearing.
๏ The maximum noise levels at one of the site i.e. at
Ameerpet X -Roads (station no. N4) was recorded
at81.1 dB (A) during night time at Nalgonda X
increased due to running of machinery and vehicular
movement in the area. The impacts are localized.
24. IMPACT ON WATER ENVIRONMENT
๏ The impact on water environment due to this
activity is minimal, however, during excavation
and foundation works the surface run-off may
get contaminated with suspended solids.
๏ The activity may not result in lowering of ground
water levels and the consequent drying
up/depletion of yield from wells in the vicinity
may not arise
25. IMPACT ON LAND ENVIRONMENT
๏ Due to the proposed activity there will be
significant impact on land use pattern. In
addition to the land areas rendered derelict
due to the project activity it may have visual
impact.
๏ Extensive and palpable damages o the surface
and leading to total and immediate
destruction of trees and massive disfiguration
of land affecting human habitation and
ecological imbalance will be caused.
26. ๏ For reclamation of degraded the
procedures and techniques as laid down
in the EMP are to be implemented.
๏ The reclamation of land interlaid is
included creating a new landscape
compatible with the surroundings and
preferably improvement over the
original.
27. IMPACT ON SOCIO- ECONOMIC ENVIRONMENT
๏ The proposed MRTS project can have beneficial
impact on socio-economic font. During
construction phase, work force requirements will
be met from the local area thereby providing
employment opportunities to the locals.
๏ Total indirect employment potential due to the
handling operations and ancillary units, suppliers,
contractors are expected to provide job
opportunities to several people in the region.
28. ๏ Besides these the following are other benefits that are likely to be
derived:
๏ Social benefits
๏ The journey time will be reduced in the corridor
๏ Health problems arising due to air and noisy pollution of vehicular
traffic can be minimized
๏ The sub-urban areas in the corridors will develop as a result of early
access to the city
๏ Easy access to distance places and reduction, of traffic congestion
๏ Benefits in road safety:
๏ Reduction in traffic congestion the main commercial areas in the
peak time
๏ Minimizing road accidents
๏ Noise levels would be considerably reduce in the corridor
๏ Fuel consumption will be reduced due to reduction in vehicular
traffic
๏ Stress on roads will be reduced and thereby increases the life of the
road
29. CONCLUSION
It is clear from the above, that the proposed MRTS
project would have negative affect without
implementing certain environmental management
strategies.
If mitigate measures, as has been discussed in the
respective chapters, are strictly adopted and
implemented, the adverse impacts will be reduced
and the overall environmental quality o the area
would improve
