CONTROL OF URBAN POLLUTION SERIES

CUPS/86/2017-18

Delhi’s ambient noise levels influenced by traffic flow - Case studies

(Includes odd – even traffic experiment)

Delhi’s BRTS experiment , movement of CNG vehicles also contribute to ambient noise levels

September, 2017

Central Pollution Control Board Ministry of Environment, Forests & Climate Change Website : www.cpcb.nic.in

CONTROL OF URBAN POLLUTION SERIES CUPS/86/2017-18

Delhi’s ambient noise levels influenced by traffic flow - Case studies

(Includes odd – even traffic experiment)

September, 2017

Central Pollution Control Board Ministry of Environment, Forests & Climate Change Website : www.cpcb.nic.in

ACKNOWLEDGEMENTS

CPCB’s Team

Report preparation Mita Sharma

P K Selvi

Vishal Gandhi

Ankur Tiwary

Kedarnath Dash

Rajesh Debroy

Supported by Project staff Dr Kanika Sharma , RA

Dr Soumya Chatterji ,RA

Ramakrishna Chintapalli, JRF

Jagdeep, Sct. Assistant

Report formatting Prem Raj, Sr. IT Assistant, ENVIS

Report reviewed by

CSIR National Physical Laboratory (NPL) Delhi :

Dr. Mahavir Singh, Sr Principal Scientist ,

Acoustics , Ultrasonics & Vibrations Standards Laboratory

Dr. Naveen Garg, Sr Scientist Physico Mechanical Meteorology

Note: All PHOTOGRAPHS have been taken from the internet to highlight impacts on environment due to traffic related issues

INDEX OF CONTENTS

1. Chapter I 1 Objectives , scope and methodology of the Study 1. Traffic noise & acoustic discomfort 2. Four reasons that spurred analyses of noise levels of Delhi 3. WHO rating Delhi as 2nd noisiest city - a global survey 4. CSE study on 13 arterial roads in Delhi in June 2017 5. The 1st Odd –even traffic experiment conducted in - Delhi in year 2016 6. Key observations on Delhi’s Odd even traffic experiment in year 2016 - J-PAL South Asia 7. Key observations on Delhi’s Odd even traffic experiment (Phase I) - IIT Delhi 8. Other salient observations on Delhi’s Odd even traffic experiment in 2016 9. Odd even traffic experiment - Opportunity to examine NOISE LEVELS 10. Objectives , scope and methodology 11. Noise basics

2. Chapter II 13 Urban sprawl : Delhi – NCR move toward seamless urban continuum 1. Planning indicators of Master Plans of Delhi (MPD) 2. MASTER PLAN FOR DELHI (MPD) – 2021 : Vision 3. Demography - Population increase as per census 4. Planned land-use in focus in MPDs 5. Urbanising glimpse of India and its capital Delhi 6. Landuse Policy - Delhi 7. ZONAL DEVELOPMENT PLANS - Urban areas zones 8. Governing principles for MIXED LAND-USE 9. Generation of ‘urbanisable land’ - Physical potential within the NCT is reducing 10. Urbanization at Delhi’s fringe - Landuse NCR 11. NCR - Delhi - towards a seamless urban growth 12. Urban sprawl – strengthened by MRTS

3. Chapter III 22 Delhi’s transport sector’s key concerns - reduce road congestion , promote mass transport , improve ambient air quality 1. White Paper on Pollution in Delhi (1997) – highlighted pollution due to traffic 2. Delhi’s Transport Policy - promotes mass transit modes 3. Transportation demand – MPD 2021 4. Focus on road de-congestion – MPD 2021 5. Strategies for Delhi’s Transport Policy : promoting mass transport & de-congestion measures curbs traffic noise 6. Transit Oriented Development (TOD) proposed for Delhi - decongestion measure 7. Report of the HPC on De-congesting Traffic in Delhi (MoUD 2016) 8. MASS SYSTEM (MRTS) – popular public transport 9. ‘PARKING’ –contributes to congestion and a stress on shrinking urban landuse 10. Public transport - RAIL 11. National Capital Region Planning Board (NCRPB) – promotes seamless transport facilities

4. Chapter IV 30 Rapid increase in automobiles with population in Delhi - Signs of a noisy city

1. De-congest NCT Delhi echoes in MPD 2021 2. Vehicle population on the rise 3. Vehicle composition in Delhi 4. 2W vehicle population dominate vehicle population 5. Vehicle ownership 6. Vehicle ownership per 1000 persons 7. Projection for year 2025 : Vehicle ownership & GDP 8. Growth of Road network 9. Road length per 100 sq.kms 10. Road length per 1000 population 11. Road length per 1000 vehicles 12. Population density 13. Population and vehicle number grow over the years 14. Comparisons of vehicle growth, road length and vehicular speed 15. CLEAN FUEL - CNG for road 16. Registrations of CNG vehicles 17. Mass transport - The Delhi Transport Corporation (DTC) 18. Inter State Bus Terminus (ISBTs) 19. Delhi’s MRTS network expanding 20. Mass transport - RAIL network 21. Airport increases vehicle movement services

5. Chapter V 45 Case study – Noise levels during Diwali ( Deepawali )

1. Diwali – festival of light & SOUND 2. Standards - Ambient noise level based on area zones 3. Objective & Methodology 4. Compliance w.r.t. LAeq day during Diwali period ( 2014 , 2015 , 2016 ) - SILENCE area zones 5. Compliance w.r.t. LAeq day during Diwali period ( 2014 , 2015 , 2016 ) – RESIDENTAIL area zones 6. Compliance w.r.t. LAeq NIGHT during Diwali period ( 2014 , 2015 , 2016 ) – SILENCE & RESIDENTAIL area zones 7. LAeq (day & night) w.r.t. noise limits ( 2014 , 2015 , 2016 ) - CPCB HQ ( Commercial zone area) 8. LAeq (day & night) w.r.t. noise limits ( 2014 , 2015 , 2016 ) - ITO ( Commercial zone area ) 9. LAeq (day & night) w.r.t. noise limits ( 2014 , 2015 , 2016 ) - Anand Vihar and Civil Lines 10. Comparison of noise levels at LAeq NIGHT time - Diwali days Vs BAU weekdays 11. Overall observations

6. Chapter VI 53 Case study– Noise levels during (January 26) and (August 15) 1. National holidays - Republic Days (January 26) & Independence Days (August 15) 2. Objective & Methodology, 3. Standards - Ambient noise levels for commercial area zones 4. Status of compliance LAeq day 65 dBA 5. Background noise levels - L90 (6am to 10pm) 6. Background noise levels - L90 forenoon (6am to noon) 7. LAeq , L90 –day on BAU weekdays Vs BAU weekdays – Monday , Tuesday & Saturday 8. Noise level distribution (% exceedance) – day time 9. Overview - Salient observations 10. Graphical presentation

7. Chapter VII 62 How quiet are Sundays in Delhi ? 1. Typical traffic related activities on Sundays 2. Standards - Ambient noise level based on area zones 3. Objective & Methodology 4. Status of compliance on Sunday w.r.t. noise limits LAeq day in Delhi 5. Background noise levels L90 (day) on Sundays in Delhi 6. Overall observations

8. Chapter VIII 71 Case study : Noise levels during Delhi’s Odd – even traffic experiment in year 2016 1. Objective & Methodology 2. Delhi’s odd – even traffic experiment in year 2016 - salient features 3. Status of compliance Odd even traffic experiment Vs BAU - LAeq (day-time) MONDAYs 4. Status of compliance Odd even traffic experiment Vs BAU - LAeq (day-time) TUESDAYs 5. Status of compliance Odd even traffic experiment Vs BAU - LAeq (day-time) WEDNESDAYs 6. Status of compliance Odd even traffic experiment Vs BAU - LAeq (day-time) THURSDAYs 7. Status of compliance Odd even traffic experiment Vs BAU - LAeq (day-time) FRIDAYs 8. Status of compliance Odd even traffic experiment Vs BAU - LAeq (day-time) SATURDAYs 9. Status of compliance with noise limits LAeq (day-time) – Odd even traffic experiment Vs BAU weekdays 10. Background noise L90 (day-time) : Odd-even traffic experiment 11. Background noise L90 (day-time) : Odd-even traffic experiment Vs BAU week 12. Background noise levels L90 (forenoon : 8am to noon) - Odd-even traffic experiment 13. Overview - Salient observations 14. Constraint 15. Graphical presentations

9. Chapter IX 89 Findings & Challenges in traffic noise abatement 1. Adverse health effects of noise 2. Unsustainable trends in noise pollution future policy planning (OECD (1991) 3. Key findings - Case studies on noise levels in Delhi 4. Vehicle ownership 5. Urban sprawl : Delhi – NCR move toward seamless urban continuum 6. De-congest NCT Delhi echoes in MPD 2021 7. Factors contributing to traffic noise 8. Traffic noise – link between speed and road traffic noise (Case study by UKNA) 9. Limitations & constraints

10. Chapter X 103 Audible Warning Devices (horns & sirens) and vehicle noise 1. HORN an Audible Warning Device 2. World Forum for Harmonization of Vehicle Regulations (WP.29) 3. Some global perspectives on horns / sirens 4. Six certified testing agencies authorised by MoRTH – vehicle noise 5. Specifications for vehicle HORN as a COMPONENT - BIS & AIS 6. Specifications for SIRENS as a COMPONENT - AIS 7. Ban on noise from 2W ( motorcycles) - removal of silencers 8. Ban of use of multi-toned and pressure horns in Delhi 9. Noise limits on AWDs by MoRTH : multi-tone horns and pressure horns 10. Bureau of Indian Standard BIS : standards for horns 11. Horn noise in manufacturing stage in line with UN Regulation 28 12. Bureau of Indian Standard BIS : standards for vehicle noise 13. Vehicle noise in manufacturing stage MoEF&CC 14. Vehicle noise in manufacturing stage – MoRTH 15. Modified format Form 22 – includes vehicle noise 16. Vehicular noise under Noise Pollution (Regulation and Control) Rules, 2000 17. Challenges in noise measurement from vehicles

11. Chapter XI 119 Strategies for vehicular air pollution abatement are also applicable to reduction of traffic noise 1. White Paper on Pollution in Delhi (1997) – highlighted TRAFFIC NOISE 2. Relationship between traffic congestion , traffic speed & air pollution in Delhi (CSE) 3. # Road Rationing Policies in cities : also opportunities for traffic noise reduction 4. Delhi’s Transport needs directly proportional to urban population (MoUD 2016) 5. DELHI is dependent on road transport - a snap shot 6. Initiatives to de-congest Delhi – modal shift to public transport 7. Survey & Metro rail users - Noise abatement is an additional benefit 8. Multi-Modal Integration at Railway Stations / ISBT issue - long distance travel 9. National Environment Policy (NEP) 2006 -urban noise an environmental quality parameter 10. Traffic Noise awareness initiatives & campaigns 11. Provisions under Noise Pollution (Regulation & Control) Rules, 2000 12. MoUD approves Transit Oriented Development (TOD) Policy for Delhi 13. Funds & HPC to De-congest Traffic in DELHI - benefits traffic noise abatement 14. Synchronize public transport services with Feeder Services , Taxis & auto-

15. System (BRTS) 16. Improving Regional Connectivity Issue 17. Road Safety and Traffic Management also reduce traffic noise 18. Other De-congestion measures – Delhi government 19. Installation of Synchronized traffic signaling 20. Launch of intelligent traffic management measures by 21. Flyovers under PWD , Delhi - de-congestion measure 22. Hon’ble Supreme Court’s directions on goods vehicles – opportunity for vehicle noise reduction 23. Hon’ble Supreme Court creates funds (ECC & EPC) for abatement of vehicular pollution in Delhi 24. MoRTH’s ‘VAHAN’ - database of polluting vehicles (emissions & noise) 25. Speed reduction and traffic noise management 26. Low-noise road pavements 27. Traffic noise abatement – installation of noise barriers 28. Green cover

12. Chapter XII 145 Way forward 1. The Source-Path-Receiver framework is central to all environmental noise studies 2. Noise Measurement & Mitigation strategies 3. Noise management (EEA 1995) 4. Precautionary measures (OECD 1991 & OECD-ECMT 1995). 5. Traffic Impact Assessment (Tia) 6. Promotion of noise assessment & control as part of environmental health programmes - Utilisation of EPC funds

ANNEXURE - Abatement of ambient noise levels from other sources 154 1. Ambient noise – an environmental quality parameter 2. Noise Pollution (Regulation & Control) Rules, 2000 3. Definition of day time and night time 4. Ambient Air Quality Standards w.r.t. NOISE 5. Restrictions in SILENCE area zones 6. Restrictions in residential areas 7. Restrictions on the use of loud speakers / public address system and sound producing instruments 8. Restrictions on the use of horns, sound emitting construction equipment and bursting of fire crackers 9. National noise monitoring network 10. Protocol for Ambient Noise Monitoring 11. Noise related issues : Noise from Construction equipment 12. Noise related issues – Metro tail 13. Noise related issues : Airport noise levels 14. Noise related issues : GENSET operations 15. Noise abatement measures - Building design and sound proofing 16. Noise related issues : bursting FIRECRACKERS 17. International Noise Awareness Day (INAD)

Chapter I

Objectives, scope and methodology of the Study

Traffic noise & acoustic discomfort

Hearing impairment is typically defined as an increase in the threshold of hearing. Hearing deficits may be accompanied by tinnitus (ringing in the ears). Noise-induced hearing impairment occurs predominantly in the higher frequency range of 3000-6000 Hz, with the largest effect at 4 000 Hz. But with increasing LAeq,8h and increasing exposure time, noise-induced hearing impairment occurs even at frequencies as low as 2000 Hz.

In the European Union countries about 40% of the population are exposed to road traffic noise with an equivalent sound pressure level exceeding 55 dB(A) daytime and 20% are exposed to levels exceeding 65 dB(A). Taking all exposure to transportation noise together about half of the

European Union citizens are estimated to live in zones which do not ensure acoustical comfort Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s to residents. More than 30% are exposed at night to equivalent sound pressure levels exceeding 55 dB(A) which are disturbing to sleep. Data collected alongside densely travelled roads were found to have equivalent sound pressure levels for 24 hours of 75 to 80 dB(A). The degree to which noise leads to disturbance, annoyance and stress depends partly on individual characteristics, in particular a person’s attitude and sensitivity to noise.

Four reasons that spurred analyses of noise levels of Delhi

The four key issues that spurred analyses of noise levels of Delhi are given below and the same are briefly discussed in the following sections here.

1. WHO rating Delhi as 2nd noisiest city ( World Economic Forum 2017)

2. CSE’s survey on 13 arterial roads in June 2017

3. “No honking drive” by Times of India (ToI) between August 15 – 22, 2016

4. 1st Odd –even traffic experiment conducted in Delhi in year 2016

1 CPCB, September, 2017

WHO rating Delhi as 2nd noisiest city - a global survey

The Worldwide Hearing Index was created by digital hearing app founders Mimi Hearing Technologies GmbH. They analysed the hearing test results of 200,000 of their users and combined their results with data on noise pollution from the World Health Organization (WHO) as well as from SINTEF, a Norwegian-based research organization, and used it to plot noise pollution in 50 different cities. Key findings: As per the survey, DELHI was the second worst city for noise pollution, followed by Cairo, MUMBAI, Istanbul and Beijing. The study highlighted that typical sources of noise pollution are TRANSPORT (such as road, rail and air traffic), construction and industry and radios and televisions blaring in shops, restaurants and bars. The Mimi study found that the average city dweller has a hearing loss equivalent to 10-20 years older than their actual age. Citizens of Delhi, India have the most, with a hearing age of 20 years older. (Ref. World Economic Forum, 27th March 2017, https://www.weforum.org/agenda/2017/03/these-are-the-cities-with- the-worst-noise-pollution/) Case Delhi’s studies ambient (Includes noise levels odd – influenced even traffic by experiment) traffic

flow

2 CPCB, September, 2017

Figure : Severity of health effects of noise and number of people affected

CSE study on 13 arterial roads in Delhi in June 2017 Case Delhi’s

A study by the Centre for Science and Environment (CSE) found that “non-peak hours” have studies

almost disappeared on Delhi’s main arterial roads, i.e., there is virtually no difference in travel ambient time between peak and non- (Includes peak hours. The Delh’s typical peak hour rush – evenings noise survey based on month-long levels

CSE study in odd June 2017 on – travel time and influenced even traffic speed monitored 13 traffic arterial roads for

12 hours daily by experiment)

(8am to 8 pm). traffic The 13 arterial

roads that were flow part of the study included heavily congested ones such as Outer Ring Road; Swaroop Nagar to

3 CPCB, September, 2017

Wazirabad, Mahatma Gandhi Road (Ring Road); Indira Gandhi Stadium Complex to Majnu Ka Tilla and ; Lado Sarai to Kidwai Nagar West. Arterial roads are primary networks that provide long-distance travel through multi-modal transport system connecting all major city-level land uses. They also facilitate inter-city and regional trips by connecting with highways and expressway networks. These roads have been designed to achieve a driving speed of 50-70 km/hr as per the Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre (UTTIPEC) street design guidelines as well as Indian Road Congress guidelines for urban roads. Key findings : The analysis, which is based on data from Google Maps, showed that roads in Delhi are more congested on weekends, with an average peak speed of 25kmph, less than the weekday figure of 26kmph. It was found that vehicles are plying 50% - 60% slower than the speed these roads were built for. While the average morning and evening peak speeds were recorded at 28kmph and 25kmph, the off-peak speed remained restricted to 27kmph. (Ref - July 17, 2017) Photo – Traffic flow in DELHI at peak times in some routes

“No honking drive” – August 15 – 22 , 2016 by ToI

Recognising indiscriminate honking is a nuisance , the ‘ NO HONKING DRIVE ‘ poll was conducted by Times of India (TOI) between August 15 – 22 , 2016 , in eight major urban agglomerations in India include Mumbai, DELHI, Kolkata, Chennai, Bengluru, Hyderabad, and Lucknow. These cities are also covered under CPCB’s National Ambient Noise Monitoring Network. The queries raised to the citizens are :

1. How often do you use your horn ? 2. Are you aware that excessive honking invites a fine ? Case 3. Are you aware that there are silence zones in your city where you cannot honk ? Delhi’s 4. Do you know that noise can lead to ailments like early loss of hearing and increase in

blood pressure and stress levels ? studies 5. Who do you feel honks most ? ambient 6. What do you feel is the most actionable measure that can be taken to reduce honking ?

(Includes

Key findings : As per the ToI noise survey 78% of Delhi residents

covered are aware that excessive levels honking invites a fine , 87% aware odd

that that honking is banned in – influenced silence zones in the city, 43% say even that of the total traffic composition the 2W (two wheelers) honk the traffic most. The poll responses to by

abovementioned queries raised to experiment) traffic citizens of Delhi are summarized below in TABLE 1 flow

4 CPCB, September, 2017

The 1st Odd –even traffic experiment conducted in India - Delhi in year 2016

Delhi’s Transport Policy objective: One of the seven primary objectives of the Transport Policy is ‘Reduction in vehicular emissions to meet the National Ambient Air Quality Standard’. Like elsewhere in the other cities also, traffic related issues generally focus on the impacts of air pollution (particulate matter) w.r.t. emissions arising from increased vehicular movement and less to do with noise associated with vehicle movement.

Delhi government launched the ‘Odd-even’ traffic experiment w.e.f New Year from January 1, 2016 (Friday) at 8 am. Cars with odd numbered registration plates would be allowed to ply on odd dates and those with even numbered registration plates allowed on the other days. The INCREASING AIR POLLUTION was the driving force for conducting the odd – even traffic experiment in DELHI by curbing number of vehicles on the roads. CPCB’s air quality data indicated that there was no major reduction in air quality.

Table : Snapshot of Delhi’s Odd – even traffic experiment

Issues Phase I Phase II Effective period January 1-15 , 2016 April 15 – 30, 2016 Duration 15 days 16 days Period 8 am to 8 pm 8 am to 8 pm Days applicable Monday to Saturday Monday to Saturday Sundays No restrictions

Key observations on Delhi’s Odd even traffic experiment in year 2016 - J-PAL South Asia Case Delhi’s Key observations of the survey by J-PAL South Asia and supported by the International Growth

Centre (IGC) studies ambient

1. Public support the first round of the Odd-Even policy in Delhi in January was a success in reducing traffic congestion, seems to be the consensus about Delhi’s policy experiment to (Includes reduce traffic flows and pollution. Compliance with the policy was high, yet many drivers noise bypassed it legally by using other private vehicles

2. Compliance: Compliance was generally high, and higher in April (2nd phase). Less than levels odd half of drivers actually used their usual 4-wheeler. This number was precisely 34% in –

January, and 33% in April. The key question is what these drivers did instead of using their influenced 4-wheelers. Did they mostly switch to other cars as critics feared, or to public transport as even the policy intended? In fact, over half of those who changed their behaviour — or 18.5 percentage points of all drivers — switched to other private modes of transport, such as traffic

other cars, 2-wheelers, taxis and autos – such responses to reduce the effectiveness of the by experiment)

policy. traffic 3. Public transport & car pooling use: Between a quarter and a third switched to public transport, in decreasing order to the , carpool and buses. Specifically, 5-6% of all flow

5 CPCB, September, 2017

drivers switched to the Metro, 2-3% to carpool, and 1-2% to buses. Hence the policy was at least partly effective, which is consistent with the observed impact on traffic congestions. 4. Traffic congestion :Odd-Even led to a reasonable reduction in traffic congestion, which was remarkably stable across the two rounds. Odd-Even had remarkably consistent impacts over the two rounds. The impact on traffic congestion measured using Google Maps data was very similar in January and April. Moreover, fewer drivers switched to 2-wheelers or public transport in April, compared to January. 5. Average travel time excess delay : Results point to a precise decrease of 9-10% in average travel time excess delay . Excess delay is the time it takes to travel on a certain route, above and beyond what it would take in the absence of congestion. There was an average 10% reduction in excess delay in January, and 9% in April. This result is not wishful thinking from supporters, but real gains perceived widely by drivers in Delhi. 6. Use of 2nd car : A MIT report said that 18.8 % of the people said they used a second car as opposed to nearly 7% during phase one. So there appeared to be an increase in people using second cars. 7. Suggestions from readers : a. The consistent impact on traffic congestion over both rounds and the lack of major disruptions, recommend it strongly as a short-term or emergency measure in the future. However, suggestive warning signs in terms of driver adaptation and disrupted economic activity imply that the Delhi government should proactively explore other policies to improve traffic congestion, both in the short and medium run. b. Delhi government could also explore and rigorously evaluate traffic policies tailored to specific corridors and areas in Delhi, and focus specifically on the rush hour intervals. Compared to the sweeping Odd-Even policy, which applied across Delhi Case and throughout the day, these design tweaks will allow drivers more options to avoid Delhi’s congestion — for example, by changing their routes or travel times.

studies Ref. Economist Gabriel Kreindler of the Massachusetts Institute of Technology (MIT) Study organised by J-PAL ambient South Asia and supported by the International Growth Centre (IGC) - collected detailed data on traffic congestion on 150 routes (average travel time collected every 20 minutes between 8 am to 8 pm from Google Maps) across Delhi. (Includes

noise Key observations on Delhi’s Odd even traffic experiment (Phase I) - IIT Delhi

levels

Surveys were based on videography for traffic volume, manual observation for odd and even odd numbered cars (200 cars at each of the four locations), and manual observations for occupancy – of cars (100 cars at each location). For the survey roads were classified into four groups— influenced even arterial roads, intercity roads, commercial roads, and ring roads , the key observations are listed below : traffic

(Ref. Evaluation of the Effects of the 15-day Odd-Even Scheme in Delhi: A Preliminary Report under Transportation by

Research & Injury Prevention Programme, Indian Institute of Technology Delhi) experiment) traffic http://tripp.iitd.ernet.in/IITodd_even_prelim_rpt_Apr16.pdf

1. The survey was done to asses air pollution load due to vehicular emissions flow

6 CPCB, September, 2017

2. The surveys were done before, during, and after the odd-even experiment to examine the following : a. Traffic speed data b. Proportion of odd and even cars on the roads (four locations) c. Car occupancy (four locations) d. Traffic volume (four locations) cars & two-wheeler traffic. e. Delhi Metro ridership 3. Observations on traffic speed data : Average speeds decreased by a small amount during the experiment period between 08:00 -11:00 period in most locations. • There was a slight increase in average speeds between 11:00-17:00 during the experiment period. The maximum increase in average speeds was 9 per cent during the experiment as compared to the before period in a few locations. However, in most locations the change in speeds was less than 5%. • The effect on the experiment was less on the intercity roads • Details indicate that the effect of increase in speeds was slightly more on roads during the experiment. 4. Observations on Proportion of odd and even cars: On both odd and even days about 30% of the vehicles not with the appropriate number were on the roads probably due to exemptions and partly due noncompliance (the 30% value is equivalent in numbers to 24% presence of wrong numbered cars). Data showed that the odd-even policy did not reduce car use by 50% but by 35% 5. Observations on Car occupancy at the four locations: The above data show that car occupancy change varied from no change at one location to a maximum of 12 % increase at one location. 6. Observations on traffic volume : a) car flow rates per hour on different roads decreased by 9%-17% in parallel with approximately similar increases in bus flow and auto rates Case and significant increases in motorised two wheeler flow rates (b) Significant increase in Delhi’s motorised two-wheeler flow

7. Delhi Metro ridership: Ridership in early January in 2015 was higher than December 2104 studies by a similar amount as the increase in early January 2016 as compared to late December ambient 2015. This indicates the increase in the ridership of metro during the first week of January

2016 can be independent of odd-even implementation. (Includes

noise Other salient observations on Delhi’s Odd even traffic experiment in 2016

levels odd 1. Survey by CSIR-CRRI regarding Traffic Reduction: An animated map showed the effect of

odd-even rule on Delhi's traffic. According to a report by the Central Road Research of – influenced

India, traffic congestion in Delhi reduced by 35%. A lot of people tweeted that there average even commuting time reduced by 50-60%. In the first 6 days of odd-even scheme, only 3 times

were ambulances stuck in the traffic. An ambulance from Fortis Hospitals told NDTV that traffic 10-kilometre stretch that earlier took 35 minutes took 18 minutes. by

2. ‘During the odd-even period (Phase I ) , the use of cars fells by 30 per cent while those car- experiment) traffic pooling went up by a whopping 387.7 per cent, indicating the success of the government’s push towards that option. Delhi-ites using private auto-rickshaws went up by 156.3 per cent compared to the period before odd-even, while Metro use went up by 58.4 per cent. On flow

7 CPCB, September, 2017

average, the respondents’ took 12 minutes less to commute from home to work during the odd-even period. Car and bus users reached their workplaces 13 and 14 minutes faster during the 15-day period’ (Ref. THE HINDU http://www.thehindu.com/news/national/other-states/Two-wheels-ditched-for- Metro/article140042 20.ece (January 2015 survey) 3. TERI : TERI observed that the scheme has brought “considerable” additional benefits including reducing on road congestion, increase of average car speeds, reduced fuel usage and made significant impact on public awareness levels on air pollution and its impacts on human health. The survey found that in the second phase, there was a 17% decrease in car numbers and 13% increase in vehicle speed. In contrast, the first phase saw a 21% reduction in cars and 18% increase in speed. 4. CSE on Congestion : While CSE found that the drop in number of vehicles did have a positive impact on the quality of air, Dr A Roychowdhury pointed to a study by the School of Planning and Architecture that monitored 11 sites in Delhi and found that car journeys decreased by 30-35%. 5. Safe Road Foundation NGO : Reported that reduction in traffic congestion was marginal compared to previous time , there was a 30-35% of reduction in congestion on roads last time (phase I) while this time it was just 10-15%. 6. Two wheelers’ stood out : Campaigners highlighted that motorbikes were responsible for up to 31% of pollution from vehicles 7. Mass transport and Car pooling

a) Mass transport was over loaded – local rail services and metro rail b) The public transport system, especially buses indicated higher daily travel, according to the government, buses that had a target to cover 200 kilometres a day would manage just 160 kilometres due to traffic congestion, however in January 1-15 , Case Delhi’s 2016 fortnight, however it was reported that the service covered 220 kilometres a day. studies

8. Public support & response : ambient

a) After the completion of the scheme during the first phase, the experiment drew major (Includes

support from the citizens with 81% of them voting in favour of its return according to noise a large-scale referendum that was conducted more than 60% said the formula should be made permanent. levels

odd b) Compliance Delhi’s odd-even plan sets the template for citizen engagement – influenced

with a public policy reform experiment the following salient issues : even

 heightened awareness traffic  mass participation  intense public scrutiny and by experiment)  data-driven discourse traffic (Ref. Live Mint, January 15 , 2016 )

flow

8 CPCB, September, 2017

Odd even traffic experiment - Opportunity to examine NOISE LEVELS

URBANISATION has been mainly responsible for growing demand on transportation. The main reason for experimenting with various permutation and combination of odd-even traffic features was to ‘de-congest’ city ROADS from growing vehicular traffic and thereby reducing air pollution (tail pipe emissions), contributed mainly from growing vehicle numbers in cities. The reports from various surveys as given above on Delhi’s odd even traffic experiment conducted in year 2016 highlight the following:

 Traffic congestion is a major problem  Traffic speeds get reduced  Public awareness on harmful impacts from vehicular pollution  Rising AIR POLLUTION due to increased vehicle numbers

Noise is generated from a variety of sources – stationary ex. Genset operations and mobile sources ex. vehicle movement. In the odd even traffic experiments conducted in Delhi in year 2016 , the restrictions were imposed on certain segment of VEHICLES while there were no restrictions for other noise emitting sources. Hence any ‘noise’ reduction (if any) observed can be attributed to the restrictions applied to vehicles (odd-even number plates private vehicles ) during the TRAFFIC (vehicular) experiments only. In view of the above, the odd even traffic movement the Odd-Even traffic experiment conducted in Delhi in year 2016 offers not only an opportunity to assess impact not only on air quality (mainly PM2.5 — particulate matter measuring less than 2.5 micrometres) but also offers an opportunity to assess reduction (if any) in NOISE LEVELS due to the restrictions on license plate number ( odd / even).

Case Objectives , scope and methodology Delhi’s

The following scenarios are studied to ascertain that traffic flow is the main contributor to studies ambient ambient noise levels:

i. On Sundays (Includes ii. On National holidays -Republic day & Independence day noise iii. Odd even traffic experiment conducted in Delhi during year 2016- Phase I & Phase II

iv. Besides Diwali period ( particularly nights) levels odd

–

The city DELHI has been identified as this is the only city which conducted the odd – even traffic influenced experiment in the country. even

The noise levels reported from CPCB’s real time noise monitoring network were analysed for traffic

LAeq day for compliance with noise limits and background noise levels L90 day. by experiment)

traffic As focus is on traffic noise, the data of the FOUR noise monitoring stations located in commercial area zones (traffic prone areas) were studied as these locations should reflect flow reduction in traffic volume effectively (if any).

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Table : National Noise Monitoring Network - DELHI

Name of location Area Zone type Latitude Longitude 1. IBHAS Dilshad Garden Silence 28º40' 53.76'' N 77º19' 6.2'' E 2. DCE Silence 28º45' 00.54'' N 77º7' 3.61'' E 3. Mandir Marg Silence 28º38' 11.41'' N 77º12' 2.36'' E 4. NSIT Silence 28º36' 14.46'' N 77º2' 28.78'' E 5. R.K. Puram Residential 28º33' 46.23'' N 77º11' 12.4'' E 6. Punjabi Bagh Residential 28º40' 12.83'' N 77º7' 54.14'' E 7. Anand Vihar Commercial 28º38' 51.22'' N 77º18' 57.02'' E 8. CPCB, HQ Commercial 28º39' 20.99'' N 77º17' 39.91'' E 9. Civil Lines Commercial 28º40' 55.97'' N 77º13' 25.75'' E 10. ITO Commercial 28º37' 23.06'' N 77º14' 28.57'' E

Noise basics

Some common features on noise are listed below :

i. Sound produced from any source is stimuli and it can be measured as sound pressure. ii. Frequency : Sound is a fluctuation of air pressure. The number of times the fluctuation occurs in one second is called its frequency. Acoustical scientists measured and developed frequency response functions that characterize the way people respond to different frequencies , these are the so-called A, B and C-weighted curves, . Environmental noise generally falls into the “normal” category so that the A weighted sound level is considered best to represent the human response Case iii. A-weighted Sound Level: The "dBA" denotes the way A-weighted Sound Levels are Delhi’s typically written example 80 dBA. studies

iv. A sound level meter (SLM) or a microphone & data acquisition system is used to measure ambient sound pressure levels v. People react to the duration of noise events, judging longer events to be more annoying than shorter ones, assuming equal maximum A-Levels. (Includes noise vi. Noise from different sources can be measured or described in different ways. This is why different countries have adopted different noise descriptors for assessment of different levels

community noise sources. odd vii. Noise descriptors : It is possible to describe fluctuating noises in the environment using – SINGLE-NUMBER DESCRIPTORS. To do this allows manageable measurements, influenced even computations, and impact assessment. a. LAeq,T should be used to measure continuing sounds, such as road traffic noise or traffic types of more-or-less continuous. If ‘day’ defined between 6am to 10 pm = 16 hours),

LAeq(day) descriptor for cumulative day , is the 16-hour exposure accounts for the by experiment)

moment-to-moment fluctuations in A-weighted sound levels due to all sound sources traffic during that period. When noise or sound is measured in dB(A), it is customary to

denote the equivalent continuous sound pressure level as LAeq flow

10 CPCB, September, 2017

b. Noise descriptor – Ln , is the sound pressure level exceeded for n percent of the

time. Ln can be obtained by analysing a given noise by statistical means.

c. L10 is the noise level exceeded for 10% of the time of the measurement duration. This is often used to give an indication of the upper limit of fluctuating noise, such as that from road traffic.

d. L90 level is an indicator of the background noise level viii. Duration of noise L : Need to state the period of time when noise measurements were

taken, for example 65 dBA L10(16-hour) emphasizes that the measurements were more

extensive and statistically more reliable than a 65 dBA L10 (5-minutes) sample run. ix. The speed of sound in air varies with temperature, but at standard conditions is approximately 1000 feet per second. x. Low frequencies are associated with long wavelengths of sound. Conversely, high frequencies are the result of short wavelengths. The way in which frequency and wavelength of sound waves are related is the speed of sound. xi. The relationship is: fλ = c, xii. where f = frequency in cycles per second (Hz) λ = wavelength in feet, and c = speed of sound in feet per second. xiii. Transit noise : The Source-Path-Receiver framework is central to all environmental noise studies. xiv. In a large number of community attitudinal surveys, transportation noise has been ranked among the most significant causes of community dissatisfaction.

Precious urban land used for PARKING vehicles Case Delhi’s studies ambient (Includes noise levels odd – influenced even traffic by experiment) traffic

flow

11

Table : Responses by DELHI citizens to “NO HONKING DRIVE” conducted by Times of India (TOI) between August 15 – 22 , 2016 Note : EIGHT major urban agglomerations in India include Mumbai, DELHI, Kolkata, Chennai, Bengluru, Hyderabad, Pune and Lucknow were surveyed Query Responses in percentage ( % ) Response Only in case More than 10 Less than 10 Never Don't know/ Can't say of times a day times a day How often do you use emergency your horn? Overall 43 33 18 6 1 DELHI 16 31 53 0 0 Are you aware that Response YES NO excessive honking Overall 79 21 invites a fine ? DELHI 78 22 Are you aware that Response YES NO Don't know/ Can't say there are silence zones Overall 83 16 1 in your city where you DELHI 87 13 0 cannot honk ? 12 Do you know that noise Response YES NO Don't know/ Can't say can lead to ailments like Overall 87 12 1 early loss of hearing DELHI 84 16 0 and increase in blood pressure and stress levels ? Response 2W drivers Auto Bus Truck Cab Pvt Big / drivers drivers drivers drivers small & luxury car Who do you feel honks mid size owners most ? cars CPCB, September, 2017 Overall 43 19 17 8 6 5 2 DELHI 39 19 20 15 3 4 1 Response Cars not allowed to park Lane Strict better Improve road What do you feel is the in middle of the roads driving fines for pedestrian ways condition most actionable measure or no parking areas strictly offenders that can be taken to Overall 3 14 22 27 33 reduce honking ? DELHI 42 52 6 0 0

experiment) traffic even – odd (Includes studies

Case

flow flow traffic by influenced levels noise ambient Delhi’s Chapter II

Urban sprawl : Delhi – NCR move toward seamless urban continuum

Planning indicators of Master Plans of Delhi (MPD)

The growth of Delhi has been documented in the following Master Plans of Delhi (MPD) editions incorporating the Gazette notifications of amendments / modifications:

 Master Plan of Delhi in 1962 (MPD-62).  Master Plan for Delhi 2001 (MPD-2001)

 MASTER PLAN FOR DELHI (MPD) – 2021 Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s

The planning indicators of physical and socio-economic changes are:

i. DEMOGRAPHIC: Population size, population distribution in relation to holding capacity, age sex structure, household size, rate of migration, causes of migration etc. ii. LANDUSE : land-use pattern, development / layout plans etc. iii. TRANSPORT – highlights from MPD discussed in a separate chapter

MASTER PLAN FOR DELHI (MPD) – 2021 : Vision

The Master Plan envisages vision and policy guidelines for the perspective period upto 2021.

 VISION - 2021 : To make Delhi a global metropolis and a world-class city, where all the people would be engaged in productive work with a better quality of life, living in a sustainable environment. Extensive modifications which the Central Government proposed to make in the Master Plan for Delhi was in keeping in view the perspective for Delhi for the year 2021 and growing new dimensions in URBAN DEVELOPMENT

13 CPCB, September, 2017

Demography - Population increase as per census

The population estimates for NCTD at five year intervals are given in the following table: (Source: Census of India and projections by DDA Sub-Group (MPD- 2021)

Table: Monitoring Framework for Development Components

Components Population (in Five Yearly estimates of Projected lakhs ) Population in Delhi Phase I Year Population 138-182 Upto 2011 (in lakhs) Phase II 2001 138.0 182-199 Upto 2011- 2016 2006 162.0 Phase III 2011 182.0 199-230 Upto 2016-2021 2016 199.0 Target 2021 230.0 230 Upto 2021

Delhi, the capital of India, is experiencing a rapid population increase from 0.4 million in 1911 to 13.8 million in 2001. The Delhi Development Authority (DDA) is projecting a population of 23 million in 2021.

Planned land-use in focus in MPDs

1. Past MPDs : The process of ‘planned development’ of the National Capital began with Case enactment of the Delhi Development Act 1957, and then was followed by the promulgation Delhi’s of the Master Plan of Delhi in 1962 (MPD-62). The Master Plan for Delhi 2001 (MPD-2001)

also substantially reiterated the planning process, which was outlined in MPD-62. These studies ambient plans were mainly land-use plans with a three level hierarchy i.e. Master Plan, Zonal Plans and Layout Plans for specific development schemes within each zone (Includes The thrust areas on development of Delhi in MPD 2021 are: noise

a) Mixed land-use levels odd b) Urbanizing landuse –

c) Transportation influenced d) NCR- Delhi’s virtual urban continuum even

2. MPD 2021: MPD-2021 emphasized on re-development and densification of the existing traffic

urban areas and city improvement. The approach is a comprehensive re-development by experiment)

strategy for accommodating a larger population, strengthening of infrastructure facilities traffic accompanied by creation of more open spaces at the local level by undertaking measures for re-development of congested areas. flow Key features of re-development:

14 CPCB, September, 2017

a. Incentivized re-development with additional FAR has been envisaged as a major element of city development covering all the areas;

b. Planned Areas: Influence Zone along MRTS and Major Transport Corridor; under-utilised / low-density areas; Special Area; shopping / commercial centres; Industrial areas / clusters and resettlement colonies.

c. Unplanned Areas: Villages; unauthorized colonies and JJ Clusters

Urbanising glimpse of India and its capital Delhi

Table: Urbanising glimpse of India and its capital Delhi

India Delhi (NCT) India is urbanizing at a rapid pace with As per 2011 Census, NCT of Delhi had a population of urban population rising much faster 167.9 lakh. NCT Delhi is highly urbanized with than its total population. Level of 93.18% of its population living in urban areas as urbanisation has increased from against the national average of 27.81%. Delhi has a 17.29% in 1951 to 31.6 % in 2011. limited area of 1483 sq. kms. out of which about half of The urban population in India, which is the area is already urbanized. During 2001-2011, the nearly 377 million is poised to grow to urban population of Delhi increased at 21.2% decadal 600 million by 2030. The urban growth rate. With the continuation of the present population of India contributes 65% of population trend, the total population of National country’s Gross Domestic Product Capital Territory Delhi (NCTD) by the year 2011 and (GDP), which is expected to grow to 2021 would be 182 lakh and 225 lakh respectively. Case 75% in the next 15 years. Delhi’s

Land use Policy - Delhi studies ambient Delhi has a limited area of 1483 sq. kms., out of which about half of the area is already urbanized. For the remaining area, optimum utilization of land is required so that while providing (Includes for the urbanization requirements, the natural features like the ridge and other major green noise areas, defined water bodies and areas of ecological importance could be conserved. In order to control the development the following have been adopted: levels odd

–

i. The areas have been designated into 27 use zones identified in the Development influenced Code (DC) , development would be carried out in accordance with the regulations as even laid down in the Development Code traffic

ii. These use zones have been classified broadly in nine categories of land uses by

namely Residential, Commercial, Industrial, Recreational, Transportation, Utility, experiment) traffic Government, Public & Semi - Public Facilities and Agriculture & Water Body.

flow

15 CPCB, September, 2017

Table : Delhi LAND USE ZONES DESIGNATED

MAIN LANDUSE CATEGORIES Sub-divisions for zone-use 1. RESIDENTIAL RD Residential area RF Foreign Mission C1 Retail Shopping, General Business and Commerce, District Centre, Community Centre, Non Hierarchical 2. COMMERCIAL Commercial Centre. C2 Wholesale, Warehousing, Cold Storage and Oil Depot C3 Hotels 3. INDUSTRIAL M1 Manufacturing, Service and Repair Industry. P1 Regional Park P2 City Park, District Park, Community 4. RECREATIONAL Park. P3 Historical Monuments 197 T1 Airport T2 Terminal / Depot - Rail / MRTS / Bus / Truck 5. TRANSPORTATION T3 Circulation - Rail / MRTS / Road U1 Water (Treatment Plant etc.), U2 Sewerage (Treatment 6. UTILITY Plant etc.), U3 Electricity (Power House, Sub-Station etc.) U4 Solid Waste (Sanitary landfill etc.) U5 Drain G1 President Estate and Parliament House G2 7. GOVERNMENT Government Office / Courts G3 Government Land (use undetermined) PS1 Hospital, Education and Research University / University centre, College, Social - Cultural, Socio Cultural Complex / Centre, Police / Police Headquarter / Police 8. PUBLIC AND Lines, Fire Stations / Disaster Management Centres, SEMIPUBLIC FACILITES Religious, Burial Ground / Cremation. PS2 Transmission Site / Centre PS3 Sports Facilities / Complex / Stadium / Case Sports Centre. Delhi’s A1 Plant Nursery A2 Green Belt / Agricultural Green A3

9. GREEN BELT / AND studies River and Water body Mixed Use Zone A use zone in the WATER BODY ambient Land Use Plan could be indicated as consisting of more

than one use zones. CLA (Includes noise ZONAL DEVELOPMENT PLANS - Urban areas zones

levels

The NCTD has been divided in 15 Zones (Divisions) designated 'A' to 'P' (except Zone 'I') in the odd Master Plan 2021. The NCT of Delhi has been divided into 15 Zones from A to H and J to P, of – which 8 Zones are in the URBAN AREA, one in Riverbed and remaining 6 in the rural area. influenced even

 The Zonal Plans of eleven zones (including sub cities of Dwaraka, Rohini and Narela) traffic have been approved and notified with the approval of the Government of India

by experiment)

 the Zonal Plans for the zones 'N (North -III)', 'K' (part) between Dwarka & traffic Rohini, 'J' (South Delhi- II), L (West Delhi -III), O (River ), P- II () are

at various stages of preparation and process. flow

16 CPCB, September, 2017

Table : Urban zones of Delhi

(Note : * The above areas are approximate and the re-delineation and re-zoning of the zones can be done with the approval of the Authority.)

Sl Zone Name of Zone Area (Ha.) 1. A Old City 1159 2. B City Extn. () 2304 3. C Civil Line 3959 4. D 6855 5. E Trans Yamuna 8797 6. F South Delhi-I 11958 7. G West Delhi-I 11865 8. H -I 5677 9. J South Delhi-II 15178 10. K K-I West Delhi-II 5782 11. K-II Dwarka 6408 L West Delhi-III 22840 12. M North West Delhi-II 5073 13. N North West Delhi-III 13975 14. *O River Yamuna / River Front 8070 P P-I Narela 9866 15. P-II North Delhi 8534

Governing principles for MIXED LAND-USE Case Delhi’s

In MPD 2021 to meet the growing demand of commercial activities and overcome the shortfall studies of available commercial space, a liberalized provision of Mixed Use in residential areas has ambient been adopted adhering to the requisites of the environment, while achieving better synergy between workplace, residence and transportation. (Includes

noise i. 2183 streets have been notified by the GNCTD vide notification dated 15.09.06 for local commercial and mixed-use activities. levels

odd ii. Small shops of daily needs have been permitted on ground floor, in residential areas. – influenced

even A key governing principle for mixed use (means the provision for non-residential activity in

residential premises) is to allow access to commercial activities in the proximity of the traffic residences and reduces the need for commuting across zones in the city. However, at the same time, it needs to be regulated in order to manage and mitigate the associated adverse impact by experiment) related to congestion, increased traffic and increased pressure on civic amenities. traffic

flow

17 CPCB, September, 2017

Generation of ‘urbanisable land’ - Physical potential within the NCT is reducing

In 2001, about 702 sq km of area was estimated to have been built up, accommodating about 138 lakh population. To accommodate the projected population of 230 lakh by the year 2021, a three-pronged strategy is recommended:

i. To encourage the population to deflect to NCR towns; ii. To increase the population holding capacity of the area within existing urban limits through re-development; and iii. Extension of the present urban limits to the extent necessary

Delhi has a limited area of 1483 sq. kms., out of which about half of the area is already urbanized. NCR Plan-2021 has proposed the availability of ‘urbanisable land’ in NCT-Delhi for 2021.

a. Total ‘Urbanisable area’ in 2021 (including built up area 1999) = 97790.90 ha b. Percentage of total area (148300 ha) = 65.94 %

The area within the existing urbanisable limits of Delhi Urban Area-2001 consists of the planning zones A to H and the Dwarka, Rohini, Narela Sub-city projects. Population holding capacity of A to H zones is to be enhanced through a re-development strategy and modified development norms.

The holding capacity of year 2021 is 153 lakhs. Out of the remaining 77 lakh (230 lakhs minus 153 lakh) population for year 2021 to be accommodated in the planned new urban extensions : Case Delhi’s  29 lakh already exist in villages, census towns, unauthorized colonies and JJ

clusters in the present rural areas studies  The remaining 48 lakh additional population to be accommodated in the future ambient urban extensions.

(Includes It is envisaged that major rural areas would be absorbed as urban extension from time to time noise with due regard to balanced city development.

levels odd To accommodate the projected additional population @ 250-300 pph (persons per hectare) –

average city level density, the requirement for urban extension would be 20,000- 22,000 ha. influenced even Due to land constraint in the NCTD, the areas earmarked as rural / agricultural in the previous Master Plans have always been under pressure for utilization for various urban activities and traffic

have virtually lost their original character. Thus future urbanization has to be in the areas that by have development pressure / potential like the areas ex. along the major transport corridors and experiment) traffic fringes of already urbanised areas.

flow

18 CPCB, September, 2017

Urbanization at Delhi’s fringe - Landuse NCR

The Allahabad High Court, while going through the various Plan-enabling provisions under the NCRPB Act, 1985, considered the Regional Plan as a major instrument of development. In a judgment dated 18.12.1998 in the Civil Misc. Petition No. 13899 of 1998, it observed:

“The National Capital Region Plan Act, 1985 is a central legislation. The intention of this central legislation is to decongest Delhi, and yet retain the conforming uses of agriculture and greens, and to harmoniously coordinate and monitor industry and urbanization without compromising with the conforming areas and usage ….”

The following density norms, suggested for Regional Plan-2021, are given in Table below

Table : Density Norms Regional Plan NCR

Density Norms suggested in Density Norms proposed in Regional Plan-2021 Regional Plan -2001 Urban Centres Persons per Urban Centres Persons per ha ha Below 50,000 population 60 to 80 Up to 1.0 lakh population 80 50,000 to 1 lakh population 80 to 100 1.0 lakh to 5.0 lakhs 110 1 lakh to 5 lakhs population 110 to 125 populationMore than 5.0 lakhs 125 5 lakhs to 10 lakhs population 125 to 150 populationRealizing the fast urbanization in the 10 lakhs to 50 lakhs population 150 to 200 region, review of Regional Plan-2001 Case More than 50 lakh population 200 to 250 suggested for modification in the density Delhi’s norms

studies ambient In case of Delhi, as per the draft Master Plan for Delhi-2021, the entire NCT-Delhi has been proposed as urban sable area except a green belt of one revenue village depth wherever (Includes available along the NCT-Delhi boundary. noise

NCR - Delhi - towards a seamless urban growth levels odd

1. Delhi as the National Capital has a distinct and unique character, it is expanding and also – influenced

serving as a hub for the region surrounding it. Planning for a metropolis like Delhi, even therefore, cannot be limited within its boundaries. The physical potential for further

urbanization within the NCT is reducing although there is a virtual urban continuum between traffic Delhi and the surrounding areas, particularly which lie in the States of and by

Haryana. experiment) traffic

2. To ensure ‘Balanced Regional Development’, the Central Government enacted the National Capital Region Planning Board Act, 1985. The National Capital Region (NCR) Planning flow

19 CPCB, September, 2017

Board, constituted under the Act, is charged with the responsibility of coordinating the efforts of the adjoining States through the instrumentality of Regional and Sub-Regional Plans. Envisaging a ‘balanced regional development’, the population for the NCTD has been projected as under:

Table : Population Assignment – 2021

Area Population (Ref. NCR Plan 2021) (in lakhs) National Capital Region (NCR) 641.38 National Capital Territory of Delhi (NCTD) 220-230

3. The basic policy of the REGIONAL PLAN – 2021 is aimed at accelerated development of the urban and rural areas and has been drawn up with reference to the following FOUR policy zones:

Features of FOUR Policy zones Area sqkm NCT of Delhi. 1483 sq. kms Central National Capital Region having an area of about Central NCR comprises of the notified / controlled development 2000 sq. kms areas of the neighboring towns of – Loni, , -Manesar, FaridabadBallabhgarh, Bahadurgarh and Sonepat-Kundli, and the extension of the ridge in , Highway Corridor Zone Rest of NCR. approximately 29,795 sq. Case kms Delhi’s

4. Central NCR (CNCR) – towards seamless urban continuum studies ambient The present National Capital Region (NCR) comprises of a total area of 33,578 sq. km including: a) areas of Delhi (1483 sq. kms), (Includes noise b) Haryana (13413 sq. kms.), c) Uttar Pradesh (10853 sq. kms.) and levels

d) (7829 sq. kms). odd

– The salient features of Central NCR (CNCR) moving towards a seamless urban continuum is influenced even given below:

traffic a. Ghaziabad-Loni has its built-up area closer to NCT-Delhi and large area has been

developed outside the urbanisable area particularly towards NCT-Delhi and Noida, by experiment)

while a large portion of urbanisable area falling in between Ghaziabad- Meerut traffic highway and NH 24 is lying un-built. b. Noida has achieved its physical target and its built-up area has almost covered the flow entire urbanisable area. In the north, it has reached to the NH 24 bypass and in

20 CPCB, September, 2017

south it has extended beyond the Export Promotion Zone. c. Gurgaon has extended its urban spread up to the NCT-Delhi boundary. It has also covered substantial portion of its urbanisable area earmarked in the Regional Plan- 2001. d. The urbanized area of had already merged with NCT-Delhi. Faridabad has also made good progress in achieving its physical target. It is observed that a substantial area has been developed particularly the areas beyond the canal in the east and the stretch in between and NH1 in the south. e. The urbanisable limit of Bahadurgarh has reached NCT-Delhi particularly along the NH 10.

Urban sprawl – strengthened by MRTS

Urbanization has led to horizontal growth of the cities thus creating problems of urban sprawl. This has resulted in increase of trip lengths and higher usage of private vehicles, problems of pollution and increased demand of infrastructure. To address these issues, many cities ex. DELHI have strengthened their public transport by developing mass rapid transit systems (MRTS) such as metro rails and Bus Rapid Transit Systems (BRTS). It is however, important to efficiently use these systems by integrating the land use with the transport infrastructure to make the cities livable, healthy and smart. (Ref. TOD Policy India)

Ref. Master Plan for Delhi - 2021 (Incorporating modifications up to March 2016) Refhttps://dda.org.in/tendernotices_docs/may1/MPD-2021%20March2016BW190516.pdf

Case Delhi’s * * *

studies ambient (Includes noise levels odd – influenced even traffic by experiment) traffic flow

21 Chapter III

Delhi’s transport sector’s key concerns - reduce road congestion, promote mass transport, and improve ambient air quality

White Paper on Pollution in Delhi (1997) – highlighted pollution due to traffic

A White Paper on Pollution in Delhi with an Action Plan was brought out in year 1997 was also displayed in MoEF&CC’s website. Chapter 7 discusses ‘NOISE POLLUTION’, and highlights that the main sources of noise pollution are automobiles followed by construction equipments, loudspeakers, bursting of crackers, etc. Delhi Pollution Control Committee (DPCC) conducted

noise survey in Delhi between August to October, 1996, the findings highlight that increasing Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s traffic was an environmental concern and traffic NOISE is a major nuisance , see Table below.

Delhi’s Transport Policy - promotes mass transit modes

The Vision for Delhi is to have a mobility transition which will deliver a sustainable urban transport system for the city that is equitable, safe, comfortable, affordable, energy efficient and environment-friendly; a system that satisfies the mobility needs of all sections of the population and enhances their quality of life.

The Transport policy for Delhi aims to deliver the objectives of NUTP and NMSH through its vision, policies, strategies and standards, the seven primary objectives of the policy are :

i. 80:20 modal share, favouring Public Transport excluding walk trips by 2021. ii. Reduction in vehicular emissions to meet the National Ambient Air Quality Standard. iii. Achieving Zero fatality through an uncompromising approach to reduction of fatalities of all road and transport users. iv. Safety and accessibility for all through safe, convenient, comfortable and barrier-free movement for all users.

22 CPCB, September, 2017

v. Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus. vi. Affordability by providing range of mobility options for all users. vii. Efficiency in movement of people and goods.

Transportation demand – MPD 2021

Salient features of Delhi’s transportation as highlighted in MPD 2021 are given briefed below:

1. The period between 1981 and 2001 and subsequently 2011 has seen a phenomenal increase in the growth of vehicles and hence increased traffic flow in Delhi.

2. Trip rates rising :

a. per capita trip rate : There has been a rise in per capita trip rate (excluding walk trips) from 0.72 in 1981 to 0.87 in 2001 and exponentially more in 2011. Keeping in view the population growth, this translates into an increase from 45 lakh trips to around 118 lakh trips in 2001 and 144 lakh trips till 2008. b. As per the Transport Demand Forecast Study (TDFS) undertaken by GNCTD and approved by the UTTIPEC in 2011, it is seen that between 2001 and 2008, the private motor vehicle trips have increased from 28% to 35% and non-motorized vehicle trips from 9% to 15%, however bus trips have unfortunately decreased from 60% to 42% of the total number of trips. c. Based on the rate of increase in the number of trips between 1981 and 2001/2011, it is estimated that the total trips would rise to 280 lakh by the year 2021, including 257 Case lakh motorized trips and 23 lakh non-motorized trips. Delhi’s

3. Road space constraint - roads already occupy approx. 21 percent of the total area of the studies city, which clearly limits the potential for increase in road space. ambient

4. NCR traffic flow & urban continuum : Besides the above, Delhi has developed as a (Includes

seamless city and an urban continuum comprising of a number of rapidly growing towns in noise Haryana and UP. This has added to the flow and movement of traffic within Delhi.

levels 5. Congestion : Despite measures by way of increasing the length of the road network and odd

road surface space through widening, construction of a number of flyovers / grade – influenced

separators and, launching of the Metro, the traffic congestion has continued to increase even unabated.

traffic Focus on road de-congestion – MPD 2021 by

experiment) traffic Key issues on ‘de-congestion’ highlighted in MPD-2021 w.r.t. transportation is given below:

flow

23 CPCB, September, 2017

 Unified Metro Transport Authority  Synergy between land-use and transport  A new parking policy including private sector development of parking facilities, increase in norms for parking space, multi-level parking and underground parking.  Integrated multi-modal public transport system to reduce dependence on personalized vehicles.  Road and rail based mass transport system to be a major mode of public transport, optimal use of existing road network and development of missing links.  Restructuring of existing network through expressways, elevated roads, arterial roads, distributor roads and relief roads.  Provision for introducing cycle tracks, pedestrian and [differently- abled persons] friendly features in arterial and sub-arterial roads.

Table Modal Split Projections

Mode Modal Split (%) Year 2011 Year 2021 Public Transport 70.25 80.0 (including Rail/ / MRTS/ IRBT/ Bus/ ) Personal modes (including Personal Fast Modes / Hired Fast Modes/ 29.75 20.0 Hired Slow Modes/ Bicycle)

Strategies for Delhi’s Transport Policy: promoting mass transport & de-congestion measures curbs traffic noise

The strategies for Delhi’s Transport Policy given below promotes mass transport which curbs traffic movement of vehicles ( private 2W & 4W) and thereby reduces noise due to traffic Case Delhi’s movements. Some of the strategies proposed in order to meet the policy objectives are listed below : studies

ambient i. It is envisaged that the future transport system shall consist of a mix of rail and road based systems which may include (Includes

noise • Metro Rail, ring rail, dedicated rail corridors for daily commuters, (IRBT / RRTS corridors as identified in NCR Plan 2021), Bus Rapid Transit System (BRTS), Bus levels

(both State run and private), other mass transit modes as technologies become odd available and – • Intermediate Passenger Transport (IPT) including Feeder Services, Taxis, Auto- influenced even rickshaws and Cycle-rickshaws and private modes.

traffic ii. Preparation and operation of an integrated and mutually complementary multi-modal

transportation and traffic plan comprising the Road, Rail and Metrorail network, so that work by experiment)

centers / residences are within a walkable distance. traffic iii. Optimal use and utilisation of the existing road network and full development of ROW by

removing all impediments and equitable distribution of road space as per National Urban flow

24 CPCB, September, 2017

Transport Policy. All arterial roads will be restructured to allow for smooth and safe flow of buses non-motorised transport and pedestrians to minimize pollution and congestion. iv. Restructuring of the finer street networks and creating alternate access ways and reducing congestion on the existing roads to the extent possible. v. Planning of new road network in such a manner as to prevent possibilities of future congestion by modifying road sections to promote use of public transport, non-motorized transport and walking, which would reduce use of private transport modes vi. Planned and targeted expansion of the Metro-rail network. vii. Expansion and strengthening / restructuring of the Ring Rail System and suburban rail system. viii. Developing an integrated relationship between the bus, rail and metro-system to provide for seamless multi-modal transport, through provision of additional stations, park and ride facilities, introduction of single multi-modal ticketing, etc. The choice of technology for the multimodal public transport system (Bus Rapid Transit System, Metro, Mono-Rail, Light Rail etc.) be based on comparative cost-effectiveness analysis studies to ensure rapid development of public transport and to ensure judicious use of public funds. Public transport modes be made more reliable and affordable to the end-user to induce shift from private modes. ix. Provision of directional Goods and Passenger Terminals with adequate infrastructure. x. Establishment of a quick and efficient transport network between the NCR and the NCT of Delhi.

Transit Oriented Development (TOD) proposed for Delhi - decongestion measure

The concept of the Master Plan for Delhi 1962 was based on a poly-nodal, polycentric, Case distribution of work centres, largely based on road transport nodes. As per MPD 2021 a major Delhi’s fall-out of this has been distortion between infrastructure, transport and land use. To achieve

spatial balance, development take place according to new corridors of mass movement. This studies has implications in terms of land use planning along the Mass Rapid Transport / Transit System ambient , particularly in context the MRTS corridors upto 500 m depth on either side from centre line of

MRTS would require selective re-development and re-densification / intensification of existing (Includes land uses based on site conditions. noise The concept of Transit Oriented Development (TOD) needs to be adopted such that maximum

number of people can live, work or find means of recreation within walking/ cycling distance of levels the MRTS corridors/ stations. This proposition is a synergy between transport and land use. odd

– influenced

Report of the HPC on De-congesting Traffic in Delhi (MoUD 2016) even

The Report of the High Powered Committee (HPC) on De-congesting Traffic in Delhi (MoUD traffic 2016) highlights concerns of vehicular pollution impacting air quality, and provides by

recommendations to abate air pollution, the areas highlighted are: experiment) traffic

i. Decongestion of city roads by addressing different choke points through improvement of road geometry, construction of flyovers or underpasses; flow

25 CPCB, September, 2017

ii. Dwarka Expressway from UER-II to Northern peripheral road, Haryana with total length of 3.5Km; iii. Balance work of grade separator at Rani Jhansi road (flyover from St. Stephen Hospital, Tees Hazari to Filmistan, Karol Bagh); iv. Tunnel near Bhagya Vihar and Meet Vihar on UER-II with a length of 1.5Km; v. Railway-over-bridge at Narela on UER-I with a length of 860m; and vi. Railway-under-bridge at Holambi for a length of 1Km and Railway-over-bridge at Mundka with a length of 1.4km on UER-II.

The High Powered Inter-Ministerial Committee constituted by GoI decided on the FOUR - pronged strategic approach to meet the objectives and to move forward on the path to de- congest Delhi , they are :

1. Improving Public Transport and Dis-incentivizing use of private vehicles 2. Road Safety and Traffic Management 3. Enhancing Institutional Capacity 4. Transit Oriented Development (TOD)

The MoUD 2016 report also mentions the need to synchronizing public transport services with feeder Services , taxis & auto-rickshaws to facilitate passengers to shift to using the city’s MRTS (metro rail) , thereby reducing the number private vehicles on city roads.

MASS RAPID TRANSIT SYSTEM (MRTS) – popular public transport

Mass Rapid Transit System is defined as any system with capacity to carry greater than 10,000 Case persons per hour per direction. The Metro Rail System in Delhi is the most important component Delhi’s of a Mass Transport System (MTS) in the City. The Metro Rail network for the entire city has

been developed in various phases, which comprises of a network of underground, elevated and studies surface corridors aggregating to more than 300 Kms. and is expected to carry 108 lakh daily ambient passengers with an average trip length of 15 Km by year 2021. It is anticipated that about 60% of the urban area will be within 15-minute walking distance from the proposed MRTS stations (Includes and that vehicular trips may also progressively shift from road-based transport to MRTS, noise particularly, with reference to the longer trip lengths (greater than 10 Kms) within the city.

levels ‘PARKING’ –contributes to congestion and a stress on shrinking urban landuse odd

– influenced

With the phenomenal increase in personalized motor vehicles, one of the major problems being even faced is an acute shortage of parking space. In the absence of adequate organized parking space and facilities, valuable road space is being used for vehicular parking. As per MPD 2021 traffic the problem of parking in the city can be broadly divided into the following categories: by

experiment) traffic i. Along streets ii. In planned commercial centres. iii. In residential colonies. flow

26 CPCB, September, 2017

iv. In the large institutional complexes.

The Environment Pollution (Prevention & Control) Authority for the National Capital Region, recommends the approach should be focused more on demand management (restricting vehicle numbers) through enforcement and pricing policy rather than only on increasing supply of parking.

The National Mission on Sustainable Habitat (NMSH) on parking informs that parking management strategies should be aimed at encouraging more efficient use of existing parking facilities, reduce parking demand and shift travel to non-private modes. Individual user of personal vehicle should pay for the use of the space for parking. Therefore, the ‘user pays’ principle should govern the pricing of parking. Parking is a consumer commodity, not a legal right. No subsidized parking is to be provided in public spaces. In areas designated for public parking, short term parking must be prioritized over long-term parking, in order to maximize turnover and enable economic vibrancy.

The parking policy for the Delhi aims to deliver the objectives of NMSH, through its vision, policies, following strategies and standards: Private vehicle must be parked on ‘a fully-paid rented or owned’ space, based on the ‘user pays’ principle. ; Parking management must be effectively used as a tool to reduce overall demand for parking space.  Pricing and enforcement will be key drivers to eliminate or reduce long term on street parking demand for private vehicles.  Planning and design of public parking facilities (surface, underground or multi-level) in an area need to provide for all modes and include creation of pedestrianized areas/ public spaces in the area with necessary amenities.  Parking is permitted in all use zones except Recreational Open space, which shall not be used or converted for parking. No Case environmentally sensitive lands shall be used/ converted for parking of any kind. Surface Delhi’s Parking would only be provided to meet the parking requirement of the park premise. Creation of underground parking structures within or under green recreational open spaces is prohibited studies ambient under all circumstances.  Parking spaces will be adequately provided on priority basis for IPT, pick and ride and feeder systems especially non-motorised transport and fully subsidized. (Includes Public transport - RAIL noise

In the National Capital Territory of Delhi (NCTD) both inter-city and intra-city passenger levels odd movements are being catered to by the existing rail network comprising the Regional and Ring –

Rail Systems respectively. In order to improve the ridership on Ring Rail, the following is influenced proposed: even

1. Restructuring land use around the following: i. Anand Parbat ii. INA Colony iii. Pusa traffic

Institute iv. Kirti Nagar by experiment)

traffic 2. Accessibility improvement and augmentation of infrastructure on ring rail stations: i. Shivaji Bridge ii. Bhairon Marg iii. Kasturba Nagar (Sewa Nagar) iv. v. flow Kirti Nagar vi. Shakur Basti vii. Sarai Rohilla

27 CPCB, September, 2017

3. Provision of Halt Stations on ring rail at the following locations: i. Moti Bagh ii. Bhairon Road iii. Hans Bhawan (ITO) iv. Ganesh Nagar v. Preet Vihar vi. Shyamlal College

The interchange points of Regional Rail, MRTS, Ring Rail and any other future rail network to be developed as interchange stations/ convergence zone where guidelines for multi-modal integration are to be followed. The change over facilities should integrate ISBTs/ local bus stands/ feeder buses/ Intermediate Public Transport (IPT) modes, wherever feasible, and they should also include approach roads, pedestrian walkways, parking areas for various modes including feeder buses/ IPT modes and adequate public conveniences, etc.

National Capital Region Planning Board (NCRPB) – promotes seamless transport facilities

The National Capital Region Planning Board (NCRPB) prepared the Regional Plan for the National Capital Region (NCR) with the perspective year 2021 for balanced and harmonized development of the region. One of the objectives of the Regional Plan-2021 is to provide efficient and economic rail and road based transportation systems (including mass transport systems) well integrated with the land use patterns for balanced regional sustainable development.

As per Regional Plan-2021 for NCR, the total of 625 trains including 253 long distance passenger trains and 176 EMU trains (suburban trains) were handled at the three major railway stations in Delhi viz. , New Delhi and Hazrat Nizamuddin. Apart from this, large Case number of goods trains move into and out of NCR. The commuter traffic in NCR is about 0.61 Delhi’s million per day. Several directional Metropolitan Passenger Terminals (MPT) have been

proposed to decongest the central area. These are: Anand Vihar, ii. Bijwasan in studies Dwarka, South-West Delhi iii. Holumbi Kalan in Narela, North Delhi iv. Tikri Kalan, West Delhi v. ambient Hazrat Nizammudin, South East Delhi vi. Kashmere Gate, North Delhi

(Includes

NCR Planning Board prepared the “Functional Plan on Transport for NCR” in 2009 with a noise perspective year 2032 for systematic development of transport system for sustainable

development of NCR, with various proposals to enhance the Road / Rail connectivity and levels mobility in the region. It recommended the following eight Regional Rapid Transit System odd

(RRTS) corridors in the National Capital Region (NCR) with high speed rail based commuter – influenced transit system along with up-gradation of the National Highways from the present level of 4-6 even lanes to 8-10 lanes:

traffic

by

experiment) traffic

flow

28 CPCB, September, 2017

Table: Proposed Regional Rapid Transit System (RRTS) corridors in the NCR

Corridor Length Remarks km Delhi-Ghaziabad-Meerut 90 Following three RRTS corridors have been Delhi-Gurgaon--Alwar 180 prioritized: Delhi-- 110 i) Delhi-Sonipat-Panipat (111 km) Delhi-Faridabad-Ballabgarh- 60 ii)Delhi-Gurgaon-Rewari-Alwar (180 km) Palwal iii)Delhi-Ghaziabad-Meerut (90 km) Ghaziabad-Khurja-Aligarh 83 Delhi-Bahadurgarh-Rohtak 70 Ghaziabad-Hapur 57 Delhi-Shahdra-Baraut 56

National Capital Region Transport Corporation (NCRTC) has been registered under the Companies Act to design, develop, implement, finance, operate and maintain RRTS in NCR.

* * * Case Delhi’s studies ambient (Includes noise levels odd – influenced even traffic by experiment) traffic flow

29 Chapter IV

Rapid increase in automobiles with population in Delhi

De-congest NCT Delhi echoes in MPD 2021

The TRANSPORT SECTOR in Delhi is very unique, though passengers avail of the services of mass transport system ex. rail, metro rail and bus however the road traffic comprising of vehicles four wheelers (4W) and 2W (motorbikes, scooters etc) are significant. The report highlights the salient features in the Master Plan for Delhi (MPD) -2021 (incorporating modifications up to March 2016) acknowledges that the holding capacity of Delhi is under stress and hence the proposals in the MPD to de-congest the city (includes the TRANSPORT SECTOR) by tapping on the ‘urbanisable areas’ within it and regions that constitute the National

Capital Regions (NCR). A key observation MPD-2021– ‘ An important development observed Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s during the period of the last Master Plan is the phenomenal growth of automobiles in Delhi. This has resulted in a variety of problems pertaining to congestion, pollution, safety of travel and parking etc., which need to be addressed.’

Vehicle population on the rise

i. Increase in vehicular traffic (1999-2000 Vs 2011-12)

 In 1999-2000, the number of vehicles in Delhi was 31.64 lakhs.  In 2011-12 it was 74.53 lakhs.

ii. In 2013-14, the total numbers of registered motor vehicles in Delhi was 82.93 lakhs. iii. As on 31st March, 2015 as per the Delhi Statistical Handbook 2014-15 (released on Dec 9, 2015), a report by the Directorate of Economics and Statistics, Delhi Government, reveals 88.27 lakhs registered vehicles in Delhi. iv. Despite the above, in March 2015, a study conducted by IIT Delhi revealed that only 59% of registered cars and 42% of the registered two-wheelers are in use in Delhi.

30 CPCB, September, 2017

v. As on 31st March, 2016, the total number of motor vehicles on road in Delhi touched to 97.05 lakhs, showing an increase of 9.94 per cent over previous year (Economic Survey of Delhi, 2016-17). vi. Despite there remains a challenges regarding the actual number of vehicles plying on Delhi's roads vis-a-vis number of vehicles registered in Delhi , there are vehicles registered outside Delhi that are plying (temporarily / regularly) Delhi roads or vice versa.

Table: Growth of Motor Vehicle Population in Delhi

Vehicle 1990-91 1991-92 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98 1998-99 Cars & 398479 440166 477783 522264 575762 633802 705923 765470 818962 Jeeps Motor Cycles 1220640 1317180 1403050 1492201 1617732 1741260 1876053 1991710 2101876 & Scooters Auto 63005 67128 70459 72102 74981 79011 80210 80210 86985 Rickshaws Taxies 10157 10694 11365 11846 12547 13765 15015 16654 17136 Buses 18858 20201 23221 24211 26202 27889 29572 32333 35254 Goods 101828 107629 111277 116379 125071 133918 140922 146668 150243 Vehicles Total 1812967 1962998 2097155 2239003 2432295 2629645 2847695 3033045 3210456 % increase from - 7.64 6.39 6.33 7.95 7.50 7.65 6.11 5.52 previous year Source: Transport Department, Government of NCT of Delhi.

Total registered motor vehicles in DELHI ( as on March_ in 000s Year 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 Case Delhi’s 3635 3699 3971 4237 4186 4487 5492 5899 6302 6747 7228 7350

studies

Table: Growth of vehicle population in Delhi 2014-15 ambient

Details Number of Vehicles Growth Rate (Includes

2013-14 2014-15 Percent (%) noise Cars and Jeeps 2625250 2790566 6.30 levels

Motorcycles & Scooters 5296163 5681265 7.27 odd (64.13%) (64.35%) – Ambulance 1519 1527 0.53 influenced even Auto Rickshaws 78750 81633 3.66 Taxis 74758 79606 6.48 traffic Buses 19641 19729 0.45

Other Passenger Vehicles 11289 11284 -0.04 by experiment)

Tractors 1651 1637 -0.85 traffic Goods Vehicles (All Types) 149147 160156 7.38 Others 106 28 -73.58 flow Total 8258274 8827431 6.89

31 CPCB, September, 2017

Vehicle composition in Delhi

In 2013-14:  Vehicle composition: 2 Wheelers (scooters & motorcycles) accounted for 63.88 % of motor cycles/scooters and balance 31.70% accounted for cars & jeeps and rest are used for commercial purposes ex. , taxis, buses and goods vehicles.

As on 31 March, 2015 as per the Delhi Statistical Handbook 2014-15 (released on Dec 9, 2015), a report by the Directorate of Economics and Statistics:

 Vehicle composition: 2W accounted for 64% (nearly double the number of four- wheelers) of the vehicles plying on Delhi roads, 4W constituted 32.51% of the total vehicles registered with the Transport Department of Delhi which include cars, jeeps and taxis.

2W vehicle population dominate vehicle population

The following information shows rise of two wheelers (2W) in Delhi roads:

a. Total numbers of registered motor vehicles in Delhi during 2013-14 were 82.93 lakhs out of which: 2W: 63.88 % were of motor cycles/scooters. b. The Delhi Statistical Handbook 2014-15 (released on Dec 9, 2015), a report by the Directorate of Economics and Statistics, Delhi Government, reveals: 2W: two-wheelers far outnumber four-wheelers, accounting for 64% of the vehicles plying on Delhi roads. c. 2W ownership in Delhi (Ref. Economic survey of Delhi, 2012), the figures are based on Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s the census of 2001 and 2011 :

 2 wheelers (2W): The number of households with a scooter or motorcycle has gone up by 10% since 2001.  Scooters and motorcycles, both rural and urban households are on an almost equal footing, with 38.5% rural households having a scooter or motorcycle compared to 38.9% urban households.

Table : Increase in 2W population in Delhi

Vehicle 1990-91 1991-92 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98 1998-99 Motor Cycles 1220640 1317180 1403050 1492201 1617732 1741260 1876053 1991710 2101876 & Scooters % increase from - 7.32 6.12 5.97 7.75 7.09 7.18 5.80 5.24 previous year

32 CPCB, September, 2017

Vehicle ownership

Vehicle ownership in Delhi (Ref. Economic survey of Delhi, 2012).

The figures are based on the census of 2001 and 2011:

a. 2 wheelers (2W):

 The number of households with a scooter or motorcycle has gone up by 10% since 2001.  Regarding scooters and motorcycles, both rural and urban households are on an almost equal footing, with 38.5% rural households having a scooter or motorcycle compared to 38.9% urban households.

b. 4W:

I. The number of households with a car, jeep or van has gone up by 7%. II. The increase is more marked in urban households when it comes to four- wheelers; 21% of urban households in Delhi have a car, jeep or van, as opposed to 10.8% rural households. III. In 2001, 13.4% urban households had a four-wheeler as against 7.3% in rural areas. In contrast, 20.7% rural houses had a two-wheeler, while 28.5% urban houses owned one.

c. Bicycles:

Case Delhi’s The number of households with a bicycle has come down from 37.6% in 2001 to 30.7% in 2011. The share of bicycles has been significantly dented; 44.2% rural studies

households had a bicycle in 2011, down from 48.7% in 2001. Similarly, in urban ambient houses the percentage has dipped from 36.8 to 30.3%. The households without any specific mode of transport have come down from 43.1% in 2001 to 37.1% in 2011. (Includes

noise

Delhi’s per capita income was almost three times of the national average, both at current and levels constant prices (Economic Survey of Delhi 2016-17) , this indicates higher buying power. odd

– influenced

Vehicle ownership per 1000 persons even

Besides the above India currently has about 15 million cars, which is equivalent to 13 cars per traffic 1,000 population, that it is a national average. Some cities like Delhi, Chennai, and Coimbatore have more than 100 cars per 1,000 population. Delhi has an ownership level of 157 cars per by experiment) 1,000 population (GoI 2011; MoRTH 2012 , TERI Policy brief June 2014). traffic

flow

33 CPCB, September, 2017

Projection for year 2025 : Vehicle ownership & GDP

By year 2025 the number of cars is likely to be in the range of 45–60 million, which works out to 35 cars per 1,000 population by year 2025 (Ghate and Sundar, 2013). DELHI projected to have about 380 cars per 1,000 population taking the total cars in the city from 2 million in 2011 to about 10 million by 2025. (Ref. TERI Policy brief June 2014).)

Growth of Road network

The road network in Delhi is being developed and maintained by PWD, MCD, NDMC, Board and DDA.

i. The road network in Delhi was 25,949 kms (including 337 kms of NHs) in March 1997. ii. The road network of Delhi has increased from 32,131 lane km in 2007-08 to 33,868 lane km in 2015-16 (Economic Survey of Delhi, 2016 -17). iii. Delhi roads lengths have been growing over the years, implying increase in road space to accommodate more traffic flow.

Table : Length of Roads (Km) DELHI

Public Work Dept Total Year MCD NDMC DSIIDC I & FC DDA National Other Highways 1981 12129 1191 - - - 302 570 1419 1991 18673 1289 - - - 324 1135 21421 Case 2001 24885 1299 - - - 388 1792 28364 Delhi’s 2011 27139 1290 1434 40 - 360 2400 32663

2014* 23931 1290 1434# 40# 435# 360 5708 33198 studies ambient

Ref. Statistical Abstract of Delhi 2014; Source: Local bodies & PWD, GNCT; *provisional, #as on 31st March 2013; **

including 3208 lane km taken over from MCD till 2012-13 (Includes

noise Table : Availability of Roads in Delhi

Agency 1980-81 1990-91 1993-94 1994-95 1995-96 1996-97 levels 1 2 3 4 5 6 7 odd MCD 12129 18673 21452 21467 22769 22769 – influenced

NDMC 1191 1289 1295 1297 1298 1299 even DCB 124 143 144 144 144 144

PWD traffic i) National 302 324 337 337 337 337

Highway by experiment)

ii) Other Road 570 1135 1400 1400 1400 1400 traffic Total 14316 21564 24628 24645 25948 25949 Source: Delhi Statistical Hand Book - 1998 / Statistical Abstract 1977-96, Date. of Eco. & Stat., Government of NCT of Delhi. flow

34 CPCB, September, 2017

Road length per 100 sq. kms

Some available statistics are given below :

1. 1996-97 : Delhi had 1749 km of road length per 100 sq. km area in 1996-97 compared to the national average of 73 km per 100 sq. km area (1995-96). 2. 1971-72 : The road network has increased from 8380 km in 1971-72 to 25949 km in 1996-97, (three times), while the number of vehicles has increased from 2.14 lakh in 1971-72 to 28.48 lakh in 1996-97 (thirteen times). 3. 2001-02 : Delhi had 1922.32 km of road length per 100 sq. km area in 2001-02 as compared to national average of 74.73 km per 100 sq. km area (2001-02). (Source- Chapter 10 Infrastructure of Economics Review 2007 of Govt. of ).

The above statistics indicate that road vehicle numbers are increasing with increase in road lengths Table 9: Delhi Road length per 100 sq. km

Item 1993-94 1994-95 1995-96 1996-97 Total length of road 24628 24645 25948 25949 Average Length of road per 100 sq. Km. 1661 1662 1749 1749 Source: Delhi Statistical Hand Book - 1998, Date. of Eco. & Stat., Government of NCT of Delhi.

Area Road length per 100 sqkm Source 2001-02 Delhi 1922.32 km Chapter 10 Infrastructure of Economics National average 74.73 km Review 2007 of Govt. of Kerala). Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s

Road length per 1000 population

Table : Delhi Road length per 1000 persons

Item 1993-94 1994-95 1995-96 1996-97 Total length of road 24628 24645 25948 25949 Road length per 1000 population 2.35 2.27 2.21 2.15 Source: Delhi Statistical Hand Book - 1998, Date. of Eco. & Stat., Government of NCT of Delhi.

Road length per 1000 vehicles

Table 11: Delhi Road length per 1000 vehicles Item 1993-94 1994-95 1995-96 1996-97 Total length of road 24628 24645 25948 25949 Road length per 1000 vehicles. 10.99 10.13 9.87 9.11

Source: Delhi Statistical Hand Book - 1998, Date. of Eco. & Stat., Government of NCT of Delhi.

35 CPCB, September, 2017

Population density

Organization Area (in Sq. Km) Population Population Density (in Lacs) (No. Per sq. km.) 2012 census NCT Delhi 1484.46 180 (Approx) 12129 URBAN LOCAL BODIES MCD 1399.26 (94%) 173.2 (96%) 12378 EDMC 105.98 (7%) 40.0 (22%) 37743 SDMC 656.91 (44%) 56.0 (31%) 8525 NDMC 636.37 (43%) 84.2 (43%) 13231 Source: East Delhi Municipal Corporation presentation on ‘MSW Management in EDMC with GPS Monitoring’ on 05th June, 2017 by Arun Kumar, Superintending Engineer, EDMC.

Population and vehicle number grow over the years

Table 3: Yearly increase of population and vehicles in NCT Delhi

Years→ 1990-91 1991-92- 1992-93 1993-9493-941994 -95 1995-96 1996-97 1997-9898 1998-99 Factors 92 ↓ Total No. of Vehicles (in 18.13 19.63 20.97 24.32 26.29 22.39 28.47 30.33 32.10 lakhs http://delhiplanning.nic.in/Economic%20Survey/Ecosur2003-04/ch12tablefinal2.pdf % increase 5.52 from previous - 7.64 6.39 7.95 7.50 6.33 7.65 6.11 year Case Population (in Delhi’s 82.07 94.21 98.44 107.48 112.32102.86 117.36 122.82 128.56 lakhs) http://www.delhi.gov.in/wps/wcm/connect/DoIT_Planning/planning/economic+survey+of+dehli/content/demographic+profile studies

ambient

Delhi: Population and Vehicles growing over years (Includes 180 167.87941 noise 160 138.50507 140

120 levels 94.20644 odd 100 72.28

80 62.20406 Population of Delhi – influenced

60 even 40.55698 35.51 Vehicle Population 40 26.58612

Population in Lakhs 17.44072 19.6 20 5.7 0.135 0.37375 1.8 traffic 0

1951 1961 1971 1981 1991 2001 2011 by experiment)

Years traffic

flow

36 CPCB, September, 2017

Delhi: Population and Vehicles growing over years 180 167.87941 160

140 138.50507 120 100 Population of Delhi 94.20644

Lakhs 80 Vehicle Population 72.28 60 62.20406 40.55698 40 35.51 26.58612 20 17.44072 19.6 0.135 0.37375 1.8 0 5.7 1951 1961 1971 1981 1991 2001 2011 Years Fig. 1: Population and vehicle numbers of NCT Delhi from 1951 to 2011 Population data source: http://delhi.gov.in/DoIT/DoIT_Planning/ES201213/EN/ES_Chapter%202.pdf Vehicle data has been taken from different sources.

Comparisons of vehicle growth, road length and vehicular speed

Delhi megapolis is endowed with one of the most complex road network systems in the country which is used by more than 1/10th of the country's vehicular population. The consequences in terms of heavy traffic congestion and reduced vehicle speed are depicted below:

Case Delhi’s studies ambient (Includes noise levels odd – influenced even

traffic

Fig. : Graph on vehicle growth, road length and vehicular speed in Delhi by experiment)

(Source:http://www.delhi.gov.in/wps/wcm/connect/DoIT_Planning/planning/economic+survey+of+dehli/content/trans traffic port)

flow

37 CPCB, September, 2017

CLEAN FUEL - CNG for road transport in Delhi i. Emergence of clean fuel – CNG: Compressed natural gas (CNG) had became available in Delhi first at three filling stations for industrial and domestic users in year 1993. In year 1996 , Centre for Science & Environment (CSE) published its report on urban air pollution wherein it was estimated that vehicles were responsible for 64% of emissions followed by power sector 17% and industry accounted for 10%. The study concluded that to address urban air pollution there was a need to introduce CLEAN FUELS and introduction of improved quality of conventional transport fuels (diesel & petrol) meeting EURO II standards. In 1998, the Hon’ble Supreme Court directed that w.e.f. April 2001 Delhi Govt. to replace / convert commercial fleet i.e. all buses, three-wheelers (3W autorickshaws) and taxis to CNG, in addition necessary infrastructure to be installed for 70 CNG re-fuelling stations had to be made available. In compliance of Hon’ble Court’s orders , by 1st December 2002, Delhi’s roads had CNG operated buses only, and all taxis and public transport in Delhi are now CNG fuelled ii. Gas Ltd (IGL) in DELHI -Incorporated in 1998, IGL took over Delhi City Gas Distribution Project in 1999 from GAIL (India) Limited (Formerly Gas Authority of India Limited). The project was started to lay the network for the distribution of natural gas in the National Capital Territory of Delhi to consumers in the domestic, transport, and commercial sectors. With the backing of strong promoters – GAIL (India) Ltd. and Bharat Petroleum Corporation Ltd. (BPCL) – IGL provides natural gas in the entire capital region. The two main business objectives of the company are -

Case  To provide safe, convenient and reliable natural gas supply to it’s customers in Delhi’s the domestic and commercial sectors.

 To provide a cleaner, environment-friendly alternative as auto fuel to Delhi’s studies residents. This will considerably bring down the alarmingly high levels of ambient pollution. IGL continues to augment its infrastructure so as to meet the increasing demand of CNG (Includes noise arising out of growing number of CNG vehicles in Delhi. The growth drivers for increase in demand of CNG are - car manufacturers coming up with CNG variants and Delhi levels

Government’s directive making it mandatory for all LCVs operating in Delhi to run on CNG. odd The company is in the process of enhancing its compression capacity by adding new – stations. (content from IGL website) influenced even

iii. CNG stations by Indraprastha Gas Ltd (IGL) traffic

a. Several CNG stations established during the Commonwealth Games preparations in the by experiment) city. traffic b. In 2011-2012, there were 308 stations in the Delhi and NCR which increased to 324 the

next year. It remained almost unchanged over the next two years till the number went up flow

38 CPCB, September, 2017

to 340 in year 2015. Till date there are 414 stations and there is a directive by the Petroleum Ministry to build 90 more stations.

Registrations of CNG vehicles

1. CNG private vehicles

a. Registrations have fallen for private vehicles: The Delhi transport department divulged that CNG registrations fell from 30,343 in 2011, and then dropped steadily over the next four years to 25,221 in 2012, 17,610 in 2013, 17,067 in 2014 and 11,846 in 2015. As compared to 2011, registrations have fallen by 61 per cent in 2015 (last five years). b. Possible reasons for fall in registration: (a) the fall in preference for private cars could be because of the price differential between CNG and diesel narrowing. (b) Converting a petrol fuelled car to CNG is a possibility but converting diesel to CNG is not permitted in Delhi-NCR. (c) Other reasons behind the fall in private CNG vehicles being registered might be attributed to fluctuating prices of CNG kits which are used to convert petrol-fuelled vehicles to CNG. (d) Fluctuations in manufacturing of factory-made CNG car models are a probable reason and long queues at CNG gas stations also act as a deterrent for many buyers.

2. CNG commercial vehicles Transport department data showed the registration of commercial CNG vehicles increased by 54 per cent – from 19,227 in 2011 to 41,190 in 2015. Data showed the city has seen an increase in the annual registrations of commercial CNG-fuelled vehicles, Case which include taxis, autorickshaws and light goods vehicles. Delhi’s

Mass transport - The Delhi Transport Corporation (DTC) studies ambient Almost all the buses in Delhi are owned either by the State- DTC bus depot (air conditioned service) (Includes owned Delhi Transport noise Corporation (DTC) or the private st contractors. DTC is the 1 state levels transport department in the odd

country to have inducted CNG – influenced

Buses in its city fleet it has even taken a big drive to convert its fleet entirely to CNG (clean traffic fuel). The last major induction of by

buses in the DTC fleet was done experiment) traffic in 2010, during the Commonwealth Games, the government is in the process of flow

39 CPCB, September, 2017

procuring more such buses. The DTC has the lowest fare among five metro cities. The fuel (CNG) which accounts for nearly 21% of the operating cost of DTC. In the past five years, the corporation’s bus strength has fallen by a third and the DTC carries 847,000 fewer passengers than it in 2013. PHOTO: DTC fleet bus depot (air conditioned services, generate more noise) a) Bus fleet shrinking : Data shows the share of buses among registered vehicles has shrunk to 0.36% in 2014-15, almost 80% down from 1.52% in 1980-81 Total no. of DTC buses in the fleet are 5216 in 2013-14 out of which  2506 are of low floor Non AC,  1275 are of Low Floor AC  1435 are Standard buses

DTC operates private buses under a cluster scheme to tide over the acute shortage of buses, as well as depot space.

b) CNG fleet has advantage in Delhi’s odd even traffic experiment The generators of the AC buses generate significant noise when stationary The road rationing project exempted CNG cars from inclusion into the rule which ensured cars (petrol / diesel) with registration numbers ending with odd and even numbers stayed indoors on alternate days however private CNG cars were unaffected by the restrictions (Ref. Indian Express : Delhi: In 5 yrs, sale of CNG vehicles slides by 61 per cent by Sarah Hafeez | New Delhi , July 8, 2016)

Inter State Bus Terminus (ISBTs) Case Delhi’s Master Plan Delhi (MPD) - 2001 suggested five ISBTs for Delhi in 2001.

studies

Delhi has presently three ISBTs , with the development of two new ISBTs at Sarai Kale Khan ambient and Anand Vihar and the existing ISBT at Kashmere Gate, three ISBTs are functioning at

present. These three ISBTs handle on an average 1.54 lakh passengers and 3300 buses/trips (Includes th per day. Two more ISBTs are proposed to be constructed during the 9 Five Year Plan at noise Dwarka and in North Delhi

levels Delhi’s MRTS network expanding odd

– influenced a. The Mass Rapid Transit System (MRTS) is an ambitious project that aimed at providing a even non- polluting and efficient rail-based transport system, properly integrated with the road

transport system. With commencement of MRTS and its expansion in phases, public traffic transport in Delhi witnessed perceptible change as more passenger trips are being covered by Metro Rail services . DMRC is the mass transportation backbone of the National Capital by experiment) Region (NCR). The average daily ridership has increased by 43 percent in the last five traffic years. Delhi Metro today ranks 10th in terms of ridership among the 34 top Metro systems of

the world. flow

40 CPCB, September, 2017

b. As per Economic Survey of Delhi 2016-17)

i. The existing network of DMRC will be increased to 325 KM approximately after the completion of phase-III work of DMRC.

ii. Average Daily Ridership on DMRC has increased from 23.86 lakh during 2014-15 to 26 lakh during 2015-16.

iii. Average ridership of Delhi Metro will be increased to 40 lakh with the completion of Phase – III.

iv. 517 mini buses on 93 metro feeder routes are to be inducted out of which 291 buses are operating on 43 routes to help the commuters in having smooth movement / approach to the nearest metro station. All buses are to be fitted with GPS.

v. 1700 cluster buses are operational in 9 clusters by private sector corporate carriage operators. c. To improve passenger movement the DMRC focused on enrichment of carrying capacity with associated technological feasibility that include:

i. Shortening of route in busy lines to increase fast traffic clearance. ii. Increase number of automated ticket vending machine along with security check etc. iii. Increasing connectivity of lines iv. Besides increasing number of coaches and increasing frequency of train services. Case Delhi’s Table : DMRC passenger handling services popular

(Source: Times of India, September 2016) studies ambient DMRC Network 2014-15 2015-16 % of Variation

DMRC Line-1 12.4 13.1 5 (Includes DMRC Line-2 30.4 33.1 9 noise DMRC Line-3 / 4 33.5 35.7 6 levels

DMRC Line-5 3.2 3.6 9 odd DMRC Line-6 6.8 8.6 27 – influenced even d. Delhi Metro Rail Cumulative Ridership for the financial year 2016-2017 crosses one billion

(100 crores) traffic

by

Since the 1st of April, 2016, a total of 1.001 billion (100.165 crores) passengers have experiment) traffic traveled by the Delhi Metro, registering a 6.56 percent growth in average daily ridership since the last financial year 2015-16. The Delhi Metro currently operates with a fleet of 227 train sets comprising of 128 six coach, 58 eight coach and 41 four coach trains across all its flow

41 CPCB, September, 2017

corridors. The process of adding 258 new coaches to the fleet to augment the carrying capacity of the system has been initiated. (ref. DMRC Press release ).

Mass transport - RAIL network

1. Local trains consist of one of the cheapest means and modes of transport in Delhi. Both inter-state as well as intra-state trains ply from various railway stations in Delhi. The major railway stations in the capital city are Old Delhi, Hazrat Nizamuddin, New Delhi, Okhla, Pragati Maidan, Shahdara, Shakur Basti and Tilak Bridge. There are numerous other small stations in Delhi for local commuting purposes

2. Delhi is a major junction on the rail map of India linked with all the major metropolitan cities directly. There are four main railway stations at New Delhi, Old Delhi, Hazrat Nizamuddin and Sarai Rohila, besides Container Depots at Patparganj and Tuglakabad. A new Railway Station has come up by Northern Railway near Anand Vihar ISBT, which will helps in decongestion at New and Old Stations.

3. Railways Stations : There are 24 Railway stations in the state of Delhi tabulated below Some features highlighting the potential vehciel movement around Delhi stations :

a. No. of Passengers dealt with (2014) New DELHI railway Station (a) Per Day 4,00,000 (b) Max. at any time 24,916 (Ref. 9th Mobility Conference , 2016)

b. Traffic decongestion measures by in Old Delhi Railway Station (Ref Indian Express Case April 5, 2012) : The streamlining of traffic inside the station premises has in turn Delhi’s helped decongest the vehicle congestion on SP Mukherjee Marg. The access

point,in front of the main station building,has been closed for vehicular movement. studies Now,a turnstile located here to facilitate entry for pedestrians. The circulating area ambient revamp top priority for the station’s accessibility The previous circulation plan had a

number of entry points, leading to congestion. Signage for parking and entry has (Includes

been provided. The new circulating area also gives passengers the option of getting noise down at any of the three entrance gates in the terminal building, depending on the

location of the platforms. The length of the terminal building is adequate for the levels movement of vehicles, but the width is constrained. The new arrangement of long odd

lanes, by way of unifying circulating area, is expected to improve the capacity for – influenced

handling autos,taxis and cycle-rickshaws. Due to width constraint at the station, even buses have not been allowed inside the terminal. For pedestrians,four access points

have been provided. The process of streamlining the access points is an on-going traffic process. by

experiment) traffic

flow

42 CPCB, September, 2017

Table : 24 Railway stations in the state of Delhi

# Code Delhi - Station Name 1 ANDI Adarsh Nagar 2 ANVR Anand Vihar

3 ANVT Anand Vihar Terminus 4 BHD Badli 5 BWSN Bijwasan

6 DLI Delhi

7 DEC Delhi Cantonment

8 DKZ Delhi Kishanganj 9 DSJ Delhi Safdarjung

10 DEE Delhi Sarai Rohilla

11 DSA Delhi Shahdara

12 NZM Hazrat Nizamuddin 13 MGLP Mangolpuri 14 NNO Nangloi

15 NUR Narela

16 NDLS New Delhi 17 OKA Okhla 18 PM Palam

19 SSB Shakurbasti 20 CSB Shivaji Bridge

21 SZM Subzi Mandi 22 TKJ Tilak Bridge

23 TKD Tuglakabad 24 VVB Viveka Vihar

4. NCR rail services :

Case Delhi’s a. There are 8 rail corridors in the National Capital Territory, which bring in more than 350 passenger trains and 40 goods trains every day. studies

b. is a suburban rail service operated by Northern Railway for ambient the National Capital Region. This railway service covers Delhi, along with the adjoining districts of Faridabad, Ghaziabad and other adjoining places in Haryana and Uttar (Includes

Pradesh. These services are mostly run using EMU and MEMU rakes. This also includes noise passenger trains and DMU services up to Rewari in Haryana, which is also considered part of the National Capital Region. It not only runs through Delhi, but also offers its levels

services to parts of Haryana and Uttar Pradesh like Rewari, Faridabad, Ghaziabad and odd many others. Passenger and DMU services not only operate in Delhi, but it extends up to – influenced

Rewari district in Haryana. even c. Delhi Suburban Railway uses the same tracks that are also used for long distance trains.

In 2009, Ladies Special trains were introduced between New Delhi and Palwal and from traffic New Delhi to Ghaziabad and Panipat. is a suburban rail service operated by Northern Railway for the National Capital Region. This railway service covers Delhi, along with the by experiment) adjoining districts of Faridabad, Ghaziabad and other adjoining places traffic in Haryana and Uttar Pradesh. These services are mostly run

using EMU and MEMU rakes. This also includes passenger trains and DMU services up flow to Rewari in Haryana, which is also considered part of the National Capital Region. It not

43 CPCB, September, 2017

only runs through Delhi, but also offers its services to parts of Haryana and Uttar Pradesh like Rewari, Faridabad, Ghaziabad and many others. Passenger and DMU services not only operate in Delhi, but it extends up to Rewari district in Haryana. d. Delhi Suburban Railway uses the same tracks that are also used for long distance trains. In 2009, Ladies Special trains were introduced between New Delhi and Palwal and from New Delhi to Ghaziabad and Panipat.

Airport increases vehicle movement services

There are two airports in DELHI handling departure & arrival of flights viz 1D and T3 , the latter handling maximum traffic flow. Domestic airlines, especially budget carriers, are growing at a faster rate.

Delhi’s Airport (T3) The Delhi’s Indira Gandhi International Airport (IGIA) crossed the 50-million passenger mark in a year, with 55.65 million passengers in year 2016, almost 10 million more than the previous year. It is the busiest airport in the fastest growing aviation market, has entered the league of 25 busiest airports worldwide. In year 2017. It made a record by handling 82 flight movements in an hour. The airport has a major market share of air traffic volume to the Middle East, European, Asian and American regions. It has an annual passenger capacity of over 62 million, including Terminal-3 that can handle 34 million passengers. The airport handles over one lakh passengers every day and aircraft movements have also increased. With traffic growth at almost 20%, airport operator Delhi International Airport Limited (DIAL) is changing the master plan to increase the capacity of the terminal and the airside. The new ATC tower and fourth runway will help reduce congestion in the air and handle more flights. The Delhi airport, which already has three runways, will Case become the first airport in the Delhi airport – T3 Delhi’s country to have a fourth runway,

with construction likely to start this studies year. Airport officials are expecting ambient to commission the fourth runway by

2018, which will take the per hour (Includes

capacity of Delhi airport from 75 noise flights to 105. (Ref HT January 01,

2017). The above passenger levels handling statistics indicate that odd

movement of automobiles (that are – influenced

either airport bound / departing ) at these airports will be , mismanagement of traffic flow can even lead to congestion and increase ambient noise levels. Though the airports were once located

away from the city, however due to the employment generating potential of the areas there has traffic been a steady development of residential areas and commercial areas that have engulfed by

(urban sprawl phenomenon) the airport areas. experiment) traffic

flow * * *

44 Chapter V

Case study – Noise levels during Diwali (Deepawali)

Diwali – festival of light & SOUND

Salient features of outdoor activities during this festival :

1. Diwali , festival of light & SOUND is celebrated across the country with bursting of firecrackers particularly late into the night 2. The celebrations, bursting of firecrackers generally spread over few days immediately before and continue to next day into the night too 3. Diwali is a national holiday, all offices ( govt. and private ) , academic institutions ( schools , colleges , etc ) are closed, traffic movement is expected to be low at nights

Standards - Ambient noise level based on area zones Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s

The Noise Pollution (Regulation & Control) Rules, 2000 relate to maintaining of ambient air quality standards in respect of noise in different areas/ zones. The Rules were last amended in January 2010 to reduce noise levels at night (by restricting the use of horns, sound emitting construction equipments and bursting of fire crackers.

Table 5.1 : Ambient Air Quality Standards w.r.t. NOISE

Area Zones Day Time Night Time dB(A) code dB(A) Leq Leq 1) Day time : 6.00 a.m. to 10.00 p.m. (16 hours) A Industrial 75 70 2) Night time 10.00 p.m. to B Commercial 65 55 6.00 a.m. (8 hours) C Residential 55 45 D Silence 50 40

Objective & Methodology The objective of this chapter is to examine compliance of noise levels during Diwali period w.r.t. prescribed standards for the respective area zones as defined under Noise (Regulation & Control) Rules 2000 and to ascertain whether increase in sound levels can be attributed to

45 CPCB, September, 2017

bursting of firecrackers only. The data analysed pertain to periods shown in Table below, note noise levels on day of Diwali and next day were also compared with similar weekdays the immediate previous week.

Table 5.2 : Monitoring schedule in Delhi during Diwali period (Note : Diwali day dd/mm/yy is underlined) Year Monitoring period Monitored Day of week BAU two days (pre, post & during Diwali) period Diwali Previous week Duration (days) days days dd/mm/yy (two days) 15th October to 30th October, 23-24 Thursday & 2014 2014 16-17/10/2014 October Friday Duration – 16 days 22ndOctober to 22nd November 11-12 Wednesday & 2015 2015 4-5/11/2015 November Thursday Duration – 32 days 23rd October to 6th November 2016 30-31 Sunday & 2016 23-24/10/2016 Duration – 15 days October Monday

Presently there are TEN noise monitoring stations, however when the real time noise monitoring was established in FY 2010-11 there were then only five stations in Delhi. The noise levels reported from CPCB’s real time noise monitoring network were analysed – focus was also on noise due to traffic movement , the data from the FOUR stations located in commercial area zones was also studied as these locations should reflect reduction in traffic volume effectively (if any).

Table 5.3 : National Nose monitoring network – DELHI

Case Delhi’s Name of location Area Zone type Latitude Longitude 1. IBHAS Dilshad Garden Silence 28º40' 53.76'' N 77º19' 6.2'' E studies

2. DCE Silence 28º45' 00.54'' N 77º7' 3.61'' E ambient 3. Mandir Marg Silence 28º38' 11.41'' N 77º12' 2.36'' E

4. NSIT Silence 28º36' 14.46'' N 77º2' 28.78'' E (Includes

5. R.K. Puram Residential 28º33' 46.23'' N 77º11' 12.4'' E noise 6. Punjabi Bagh Residential 28º40' 12.83'' N 77º7' 54.14'' E

7. Anand Vihar Commercial 28º38' 51.22'' N 77º18' 57.02'' E levels 8. CPCB, HQ Commercial 28º39' 20.99'' N 77º17' 39.91'' E odd

9. Civil Lines Commercial 28º40' 55.97'' N 77º13' 25.75'' E – influenced 10. ITO Commercial 28º37' 23.06'' N 77º14' 28.57'' E even

Compliance w.r.t. LAeq day during Diwali period - SILENCE area zones traffic

by

Noise standards LAeq for day time 50 dBA in SILENCE area ZONES at four locations exceeded experiment) traffic on almost all days during the monitored period. This observation can be attributed mainly due to traffic movement as there are no other noise generating sources that can impact ambient noise levels significantly at day time TABLE 5.4 flow

46 CPCB, September, 2017

Table 5.4 : LAeq DAY in SILENCE AREA ZONE in DELHI

DELHI Noise Range DAY OBSERVATIONS monitoring station LAeq dB(A) Standard – DAY LAeq = 50 dB(A YEAR 2014 (Period - 15th October, 2014 to 30th of October, 2014 (16 days) Delhi College of 51-67 DAY Sound level data exceed the prescribed limit of 50 dB Engineering (DCE) (A) on all days Netaji Subhas Institute 55-60 Sound level data at NSIT always exceed the prescribed limit of Technology (NSIT) of day time on all days IHBAS, Dilshad Garden 49-65 DAY- sound level data less than the prescribed limit of 40 dB (A) (day time) on three days. YEAR 2015 (Period - 22nd October to 22nd November 2015 (32 days) Delhi College of 64-68 Sound level data always exceeded the prescribed limit of Engineering (DCE) day time on all days. Netaji Subhas Institute 55-60 Sound level data always exceeded the prescribed limit of of Technology (NSIT) day time on all days except on 27/10/15. IHBAS, Dilshad Garden 49-59 Out of 32 days observations, sound level data exceeded the prescribed limit of 50 dB (A) (day time) on 20 days YEAR 2016 (Period - 23rd October to 6th November 2016 (15 days) _ Delhi College of 53-56 Sound level data always exceeded the prescribed limit of Engineering day time on all days. Netaji Subhas Institute 54-57 Sound level data exceeded the prescribed limit of day time of Technology(NSIT) on all days IHBAS, Dilshad Garden 51-57 Sound level data always exceeded the prescribed limit of day time on all 15 days

Compliance w.r.t. LAeq day during Diwali period – RESIDENTAIL area zones Case Delhi’s Noise standards LAeq for day time 55 dBA in RESIDENTIAL area zones at two locations was exceeded on almost all days. This observation can be attributed mainly to traffic movement as studies ambient there are no other noise generating sources that can impact ambient noise levels significantly TABLE 5.5. Table 5.5 : LAeq DAY in RESIDNETAIL ZONE in DELHI (Includes noise

DELHI Noise Range DAY OBSERVATIONS levels

monitoring LAeq dB(A) Standard – DAY LAeq = 55 dB(A odd station nd nd –

YEAR 2015 (Period - 22 October to 22 November 2015 (32 days) influenced R.K. Puram 57-63 Sound level data always exceeded the prescribed limit of even day time.

Punjabi Bagh 56-61 Sound level data always exceeded the prescribed limit of traffic day time. YEAR 2016 (Period - 23rd October to 6th November 2016 (15 days) _ by experiment)

R.K. Puram 55-62 Sound level data always exceeded the prescribed noise traffic limit of day time - 55 dBA except on one day. Punjabi Bagh 56-60 Sound level data always exceeded the prescribed limit of day time. flow

47 CPCB, September, 2017

Compliance w.r.t. LAeq NIGHT during Diwali period ) – SILENCE & RESIDENTAIL area zones

1. Though nights are relatively quieter than the day time , the noise standard of 40 dBA for night time was exceeded in all the three locations in SILENCE area zones TABLE 5.6 2. Though nights are relatively quieter than the day time , the noise standard of 45 dBA for night time was exceeded in both the RESIDENTAIL locations in RESIDENTIAL area zones TABLE 5.7 3. SILENCE area zones are no more ‘silent’ mainly due to traffic movement mainly 2W , 3W and 4W. 4. Residential area zones are not quiet areas at night time – though vehicle movement may be relatively low there are other sources of noise ex. radio , music systems & TVs .

Table5.6: LAeq NIGHT in SILENCE AREA ZONE in DELHI

DELHI Noise Range NIGHT OBSERVATIONS monitoring station LAeq dB(A) Standard - NIGHT LAeq = 40 dB(A YEAR 2014 (Period - 15th October, 2014 to 30th of October, 2014 (16 days)

Delhi College of 43-63 NIGHT sound level always above the prescribe limits Engineering (DCE) of 40 dB (A). Netaji Subhas 52-63 Sound level data at NSIT always exceed the Institute of prescribed limit of night time. Technology (NSIT) IHBAS, Dilshad 45-67 NIGHT - sound level always above the prescribe limits Case Garden of 40 dB(A) (night time). Delhi’s YEAR 2015 (Period - 22nd October to 22nd November 2015 (32 days)

Delhi College of 45-56 Sound level data always exceeded the prescribed limit studies ambient Engineering (DCE) of night time. Netaji Subhas 51-57 Sound level data always exceeded the prescribed limit Institute of of night time. (Includes Technology (NSIT) noise IHBAS, Dilshad 44-60 Out of 32 days observations, sound level always levels

Garden exceeded the prescribed limits of 40 dB (A) during odd night time.

rd th – YEAR 2016 (Period - 23 October to 6 November 2016 (15 days) _ influenced even Delhi College of 46-55 Sound level data always exceeded the prescribed limit Engineering of night time. traffic Netaji Subhas 52-57 Sound level data always exceeded the prescribed limit

Institute of of night time. by experiment)

Technology(NSIT) traffic IHBAS, Dilshad 46-56 Sound level data always exceeded the prescribed limit

Garden of night time. flow

48 CPCB, September, 2017

Table 5.7 : LAeq NIGHT in RESIDENTIAL area zones in DELHI

DELHI Noise Range NIGHT OBSERVATIONS monitoring station LAeq dB(A) Standard - NIGHT LAeq = 45 dB(A YEAR 2015 (Period - 22nd October to 22nd November 2015 (32 days) R.K. Puram 49-59 Sound level data always exceeded the prescribed limit of night time. Punjabi Bagh 49-62 Sound level data always exceeded the prescribed limit of night time. YEAR 2016 (Period - 23rd October to 6th November 2016 (15 days) _ R.K. Puram 50-58 Sound level data always exceeded the prescribed limit of night time except on one day. Punjabi Bagh 47-60 Sound level data always exceeded the prescribed limit of night time.

LAeq (day & night) w.r.t. noise limits - CPCB HQ ( Commercial zone area)

Though nights were are quieter than the day time, the noise monitoring station at CPCB HQ exceeded noise standards , during the day 60 – 80 percent of the monitored periods during night time. The number of days the standards were exceeding prescribed noise limits were increasing implying there was increased vehicle movements both during day & night times. Table 5.8. The noise monitoring station at CPCB HQ (commercial area zone) is located before a busy road stretch which has brisk traffic movement leading to Karkadooma District Court , CPCB HQ , Hegdewar Govt Hospital and Shahdara

Case Table 5.8 : LAeq (day / night) at CPCB-HQ ( Commercial area zone) , DELHI Delhi’s

YEAR Range Range OBSERVATIONS studies DAY LAeq NIGHT Standard – NIGHT LAeq = 55 dB(A ambient dB(A) LAeq dB(A) Standard – DAY LAeq = 65 dB(A

YEAR 2014 (Period - 15th October, 2014 to 30th of October, 2014 (16 days) (Includes

2014 63-75 53-70 DAY Sound level data of CPCB HQ exceeded the prescribed noise limit of 65 dB (A) (day time) for 15 days levels

NIGHT sound level above the prescribe limits of 55 dB(A) (night odd time) for 11 days.

nd nd – YEAR 2015 (Period - 22 October to 22 November 2015 (32 days) influenced 2015 64-68 54-63 DAY Sound level data of CPCB exceed the prescribed limit of even 65 dB (A) (day time) on 20 days NIGHT Sound level was above the prescribed limits of 55 dB (A) for 16 days during night time. traffic YEAR 2016 (Period - 23rd October to 6th November 2016 (15 days) by

2016 63-66 54-61 DAY Sound level data of CPCB exceeded the prescribed limit experiment) of 65 dB (A) (day time) for 11 days out of 15 days traffic NIGHT Sound level was above the prescribed limits of 55 dB

(A) for 12 days out of 15 days during night time. flow

49 CPCB, September, 2017

LAeq (day & night) w.r.t. noise limits ( 2014 , 2015 , 2016 ) - ITO , Anand Vihar and Civil Lines ( Commercial zone area )

The noise monitoring stations at Anand Vihar and Civil Lines were not installed during year 2014.

1. ITO : The noise levels reported at ITO (major traffic crossing) exceeded noise standards prescribed for day and night for all the three years during the monitored period.Table 5.9 The area ITO area is categorized as COMMERCIAL AREA ZONE , this is a very busy traffic crossing and is has several government offices / institutions in the region. The ambient high noise levels throughout the day can be attributed ONLY to busy traffic movement. The area has briskly developed over the last two decades and there has seen corresponding increase in vehicle movement due to which several traffic de-congestion measures were undertaken in the region to ensure smooth traffic flow i.e. de-congestion. Table 5.9 . Nights are quieter than the day time

Table 5.9 : LAeq (day / night) w.r.t. noise limits - ITO , DELHI

YEAR Range DAY Range NIGHT OBSERVATIONS LAeq dB(A) LAeq dB(A) Standard – NIGHT LAeq = 55 dB(A Standard – DAY LAeq = 65 dB(A YEAR 2014 (Period - 15th October, 2014 to 30th of October, 2014 (16 days) 2014 71-79 68-78 Sound level data at ITO always exceed the prescribed limit of day and night time , observation 105 dB (A) observed on Case 22/10/2014 Delhi’s YEAR 2015 (Period - 22nd October to 22nd November 2015 (32 days)

2015 73-76 68-74 Sound level data always exceeded the studies ambient prescribed limit of day and night time YEAR 2016 (Period - 23rd October to 6th November 2016 (15 days) 2016 70-71 66-67 Sound level data always exceeded the (Includes prescribed limit of day and night time. noise

levels

2. Civil lines Table 5.10 odd

–

a. Year 2015 : Out of 32 days observations, sound level data varied between 60 dB(A) influenced to 64 dB(A) during day time and ranged between 59 dB(A) to 66 dB(A) during night even time. traffic

b. Year 2016 - Out of 15 days observations, sound level data was always less than of by experiment)

65 dB (A) (day time) whereas sound level always above the prescribed limit of 55 dB traffic (A) (night time). During day time, sound level data varied from 61 dB(A) to 62 dB(A) and during night time sound level data ranged between 58 dB(A) to 62 dB(A). flow

50 CPCB, September, 2017

3. Anand Vihar ( major traffic junction) Table 5.10

a. During year 2015 , out of 32 days observations, sound level data always above the prescribed limit of 65 dB (A) (day time) and exceeded prescribed limits of 55 dB (A) (night time). During day time, sound level data varied from 66 dB(A) to 73 dB(A) and during night time ranged from 62 dB(A) to 69 dB(A). b. Year 2016 : - Out of 15 days observations, sound level data was always above the prescribed limit of 65 dB (A) (day time) and above the prescribed limit of 55 dB (A) (night time). The sound level data varied from 66 dB(A) to 70 dB(A) day time and during night time sound level data ranged between 62 dB(A) to 68 dB(A). c. The noise monitoring station at Anand Vihar (major traffic prone area) exceeded noise standards prescribed for day and night during the monitored period in the two years on ALL the days. The ambient high noise levels through out the day can be attributed ONLY to vehicle movements only.

Table 5.10 : LAeq (day / night) w.r.t. noise limits - Civil Lines and Anand Vihar

DELHI 2015 2016 2015 2016 Noise monitoring Range DAY Range Night station LAeq dB(A) LAeq dB(A) Civil Lines 60-64 61-62 59-66 58-62 Anand Vihar 66-73 66-70 63-69 62-68

Comparison of noise levels at LAeq NIGHT time - Diwali days Vs BAU weekdays

Case Noise limits applicable for night time were exceeded during Diwali period. Regarding Delhi’s comparison of noise levels at NIGHT time - Diwali days Vs business as usual (BAU) of the immediate previous weekdays indicated that there was significant increase in noise levels studies ambient during the Diwali NIGHTS which can be attributed ONLY DUE TO BURSTING of sound emitting FIRECRAKERS. Table 5.11

(Includes Table 5.11 – Comparison of noise levels at NIGHT time - Diwali days Vs BAU previous noise week

levels odd DELHI Noise Area Zone Noise Range during DIWALI festival period monitoring stds LAeq ( LAeq NIGHT dB(A) ) – station dB(A) at (Note in year 2014 there were only FIVE operational stations in Delhi) influenced even NIGHT time YEAR 2014 YEAR 2015 YEAR 2016 10 pm to 6 October BAU November BAU October BAU

am 23 – 24, October 11-12, November 30-31, October traffic 2014 16-17, 2015 4-5, 2016 23-24,

2014 2015 2016 by

1. Delhi 60-63 43-44 61-63 55-56 53-55 49-50 experiment) College of Silence zone traffic Engineering LAeq Night – (DCE) 40 dBA

2. Netaji 56-63 52 54-57 52-54 51-54 53-54 flow Subhas

51 CPCB, September, 2017

DELHI Noise Area Zone Noise Range during DIWALI festival period monitoring stds LAeq ( LAeq NIGHT dB(A) ) station dB(A) at (Note in year 2014 there were only FIVE operational stations in Delhi) NIGHT time YEAR 2014 YEAR 2015 YEAR 2016 10 pm to 6 October BAU November BAU October BAU am 23 – 24, October 11-12, November 30-31, October 2014 16-17, 2015 4-5, 2016 23-24, 2014 2015 2016 Institute of Technology (NSIT) 3. IHBAS, 62-67 45-47 56-60 46-47 55-56 49-50 Dilshad Garden 4. Mandir Marg - - 53-55 43-44 50-51 45 5. R.K. Puram Residential - - 57-59 51 57-58 51-52 6. Punjabi zone Night – - - 59-62 51-54 58-60 49 Bagh 45 dBA 7. Central 66-70 54-55 61-63 55-56 61-61 ( 61) 56-57 Pollution Control Commercial Board zone LAeq (CPCB) Night – 55 8. Civil Lines dBA - - 60-62 60 60-62 59 9. Anand Vihar - - 65-69 62-63 62-68 62-63 10. ITO 75-78 66-67 69-70 68-70 66-67 66-67

Case Delhi’s studies ambient (Includes noise levels odd

– influenced

even Figure : Common firecrackers sold in the markets during Diwali

traffic

* * * by experiment) traffic flow

52 Chapter VI

Case study – Noise levels during Republic Day (January 26) and Independence Day (August 15)

National holidays - Republic Days (January 26) & Independence Days (August 15)

Salient features w.r.t. traffic flow during national holidays REPUBLIC DAY (January 26) viz. Republic Day (January 26) & Independence Day (August 15) : Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s

1. Both the days are gazetted National holidays across the country - All Central & State Govt offices, private organizations, schools, colleges, institutions and markets / mandis areas remain closed 2. Other vehicle movements : a. Except for emergency vehicles ( ambulance and police vans ) there are barely any private vehicles ( 2W & 4W) b. Buses and , taxis and autorickshaws (3W) plying are minimal c. Essential goods - ex Milk tankers in early hours may be observed

3. Metro rail services and DTC buses reduce their frequency services significantly 4. In view of the above noise due to vehicle movement , traffic congestion and honking are not expected to be high – generally traffic movement across the city till forenoon is less.

53 CPCB, September, 2017

Objective & Methodology,

COMMERCIAL Area Zones generally have maximum transport movement (2W , 3W & 4W) besides buses. The two national holidays viz. Republic Day (January 26) & Independence Day (August 15) are off days the objective of this chapter is ascertain whether the day – time noise levels reported at the FOUR noise monitoring stations located in COMMERCIAL Area Zones are comparable with BAU weekdays or lower due to reduced traffic flow. As the National holidays in year 2015 & 2016 occurred on Monday , Tuesday & Saturday , the corresponding noise levels for BAU weekdays were analyzed. To compare if there was any reduction in noise levels during the national holidays the noise levels were compared with a business as usual week (BAU) , between January 18 – 24, 2016. The data of the following days were analysed.

Table 6.1 : National holidays & BAU week identified for Delhi

Day of BAU week in National Holidays Remarks week Delhi dd/mm/yy Monday 18/01/16 Republic Day January 26th , 2015 To compare if there was Independence Day August 15 , any reduction in noise 2016 levels during the national Tuesday 19/01/16 Republic Day January 26th , 2016 holidays the noise levels Wednesday 20/01/16 - were compared with a Thursday 21/01/16 - business as usual week Friday 22/01/16 - (BAU) , between January Saturday 23/01/16 Independence Day August 15 , 18 – 24, 2016 , this week is Case 2015 between the two Phases of Delhi’s Duration BAU week - January  Republic Day, January 26th the odd even traffic

18 – 24, 2016 celebrated at experiment conducted in studies ambient  Independence Day, August 15 Delhi during year 2016, the celebrated at period is given below. (Includes noise Presently there are TEN Independence Day (August 15) noise monitoring stations, levels

however when the real odd time noise monitoring was – established in FY 2010-11 influenced even there were then only five stations in Delhi. The traffic noise levels reported from

CPCB’s real time noise by experiment) monitoring network were traffic analysed – focus shall be on noise due to traffic flow movement , the data of the FOUR stations located in commercial area zones were studied as

54 CPCB, September, 2017

these locations should reflect reduction in traffic volume effectively (if any). The noise monitoring stations located in commercial area zones are at Anand Vihar , CPCB- HQ , Civil Lines and ITO . Table 6.2 : National Noise Monitoring Network - DELHI

Name of location Area Zone Latitude Longitude type 1. Anand Vihar Commercial 28º38' 51.22'' N 77º18' 57.02'' E 2. CPCB, HQ Commercial 28º39' 20.99'' N 77º17' 39.91'' E 3. Civil Lines Commercial 28º40' 55.97'' N 77º13' 25.75'' E 4. Income Tax Office (ITO) Commercial 28º37' 23.06'' N 77º14' 28.57'' E

Standards - Ambient noise levels for commercial area zones

The Noise Pollution (Regulation & Control) Rules, 2000 were published in the Gazette of India, vide S.O. 123(E), dated 14.2.2000 and subsequently amended vide S.O. 1046(E), dated 22.11.2000, S.O. 1088(E), dated 11.10.2002, S.O. 1569 (E), dated 19.09.2006 and S.O. 50 (E) dated 11.01.2010 under the Environment (Protection) Act, 1986.) These rules relate to maintaining of ambient air quality standards in respect of noise in different areas/ zones. The Rules were last amended in January 2010 to reduce noise levels at night (by restricting the use of horns, sound emitting construction equipments and bursting of fire crackers).

Table 6.3 : Ambient Air Quality Standards w.r.t. NOISE

Area Zones Day Time Night Time Case code dB(A) Leq dB(A) Leq 1) Day time : 6.00 a.m. to Delhi’s 10.00 p.m. (16 hours) A Industrial 75 70 2) Night time 10.00 p.m. to B COMMERCIAL 65 55 studies 6.00 a.m. (8 hours) ambient C Residential 55 45 D Silence 50 40

(Includes noise BAU weekdays Vs National Holidays : Monday , Tuesday & Saturday - LAeq day

Observations levels odd a) Mondays : Though LAeq day dB(A) values on National holidays were higher (exceeded

prescribed noise limit of 65 dBA at ITO & Anand Vihar) however it was less than – influenced corresponding BAU Monday . even

TABLE 6.4 traffic

TABLE 6.4 LAeq day dB(A) by ANAND VIHAR CPCB HQ CIVIL LINES ITO

MONDAYs experiment) BAU Monday (18/01/16) 68 67 62 74 traffic Republic Day January 26th , 2015 66 65 61 72

Independence Day August 15 , 2016 67 63 60 74 flow

55 CPCB, September, 2017

b) Tuesdays : Though LAeq day dB(A) values on National holidays were higher (exceeded prescribed noise limit of 65 dBA at ITO & Anand Vihar) however it was less than corresponding BAU Monday

TABLE 6.5 TABLE 6.5 LAeq day dB(A) ANAND CPCB HQ CIVIL LINES ITO TUEDAYs VIHAR BAU Tuesday (19/01/16) 68 67 62 74 Republic Day January 26th , 2016 66 62 61 70

c) Saturday: On the National holiday Independence Day August 15 , 2015 the LAeq day value near the noise limit 65 dBA at ITO, Anand Vihar and CPCB HQ on Saturday.

TABLE6.6

TABLE 6.6 LAeq day dB(A) ANAND SATURDAYs CPCB HQ CIVIL LINES ITO VIHAR

BAU Saturday (23/01/16) 67 66 62 73 Independence Day August 15 , 67 67 60 70 2015

Comparison : Though LAeq day dB(A) values on National holidays were higher (exceeded prescribed noise limit of 65 dBA at ITO & Anand Vihar) however it was less / close to corresponding BAU Monday, Tuesday and Saturday, indicating that traffic movement during Case national holidays is significant , particularly at ITO and Anand Vihar Delhi’s

Status of compliance LAeq day on National Holidays studies ambient

On Republic Days (January 26) & Independence Days (August 15), the LAeq noise limit day 65 dBA was exceeded at ITO and Anand Vihar on both the years. Table 6.7 (Includes noise Table 6.7 : LAeq day dB(A)compliance status on National holidays in Delhi levels

odd LAeq (day) dB(A) Anand Vihar CPCB, HQ Civil Lines ITO –

(6am to 10pm) influenced even Std. 65 dB(A) 2015 2016 2015 2016 2015 2016 2015 2016 Republic Day 66 66 65 62 61 61 72 70 traffic (January 26th )

Independence Day by

67 67 67 63 60 60 74 70 experiment)

( August 15 ) traffic

flow

56 CPCB, September, 2017

Background noise levels , L90 (6am to 10pm) on National holidays

The noise descriptor , Ln is that noise level exceeded for n% of the measurement time. L90 i.e. noise level exceeding for 90 per cent of time is taken to be the ambient or background noise level. On Republic Days (January 26) & Independence Days (August 15) , the L90 (6am to 10pm) was less than than 65 dBA at all locations except at ITO.

Observations Table 6.8 and Table 6.9 :The background L90 (6am to 10pm) dBA noise levels in BAU week between January 18 – 24, 2016 (Table 6.9) in commercial area zones were compared with L90 on National holidays (Table 6.8) , the day background noise levels were less higher on BAU weekdays compared to National holidays except at ITO a busy traffic crossing. It can be concluded that there is significant background noise (exceeding 60 dBA) mainly due to traffic movement.

Table 6.8 : Background noise levels , L90 (6am to 10pm) on National holidays

L90 (6am to 10pm) Anand Vihar CPCB, HQ Civil Lines ITO National Holidays 2015 2016 2015 2016 2015 2016 2015 2016 Republic Day 63 63 59 57 59 59 68 67 (January 26th ) Independence Day 64 65 63 60 57 57 71 67 August 15

Table 6.9 : Background noise levels , L90 (6am to 10pm) on – Case BAU week - January 18 – 24, 2016 in commercial area zones Delhi’s

BAU weekday studies ANAND VIHAR CPCB HQ CIVIL LINES ITO ambient L90 (day) dBA Monday (18/01/16) 65 63 63 63 Tuesday (19/01/16) 65 63 60 71 (Includes Wednesday (20/01/16) 64 63 60 70 noise Thursday (21/01/16) 65 63 59 71 levels

Friday (22/01/16) 65 64 60 70 odd Saturday (23/01/16) 64 62 60 71 – influenced even Noise level distribution (% exceedance) day time : Republic day

traffic Based on the number of observations the noise levels were grouped as given in the Table below , the key observations was that on both the national holidays the maximum observations by experiment) occurred during daytime ( 6am to 10 pm ) in the range >55 - <=65 dBA except at ITO wherein traffic the observations were in the range >65 - <=75 dBA respectively , this can be attributed to the

vehicular movement at ITO which is a major traffic crossing. Table 6.10 & 6.11 flow

57 CPCB, September, 2017

Table 6.10 : Noise level distribution (% exceedance) DAY time – on REPUBLIC DAY January 26th in Delhi

Range Noise level distribution (% exceedance) DAY time dB(A) Location Year <=50 >50 - <=55 >55 - <=65 >65 - <=75 >75 2015 0 0 34.38 62.5 3.13 Anand Vihar 2016 0 0 40.63 58.33 1.04 2015 0 2.08 34.38 63.54 0 CPCB, HQ 2016 0 6.25 78.13 15.63 0 2015 0 0 98.96 1.04 0 Civil Lines 2016 0 0 96.88 3.13 0 2015 0 0 1.04 73.96 25 ITO 2016 0 0 4.17 95.83 0

Table 6.11 : Noise level distribution (% exceedance) DAY time - on INDEPENDENCE DAY , August 15 in Delhi

Range Noise level distribution (% exceedance) DAY time dB(A) Location Year <=50 >50 - <=55 >55 - <=65 >65 - <=75 >75 Anand Vihar 2015 0 0 17.71 81.25 1.04 2016 0 0 7.29 92.71 0 CPCB, HQ 2015 0 0 30.21 67.71 2.08 Case 2016 0 0 89.58 10.42 0 Delhi’s Civil Lines 2015 0 0 95.83 4.17 0

2016 0 0 95.83 4.17 0 studies ambient ITO 2015 0 0 0 71.88 28.13 2016 0 0 0 100 0 (Includes

noise Graphical presentation

levels

Graphical presentations given on Republic Day and Independence Day between 6am to noon odd time at the FOUR locations in commercial area zones for years 2015 and 2016. The variation in – noise levels during Independence Day was more prominent compared to Republic Day. influenced even

traffic by experiment) traffic flow

58 CPCB, September, 2017

Republic Day

Anand Vihar 2015 Anand Vihar 2016 90 80 70 60 50 40 30 20

Leq value in dB(A) 10 0

Time

Independence Day

Anand Vihar 2015 Anand Vihar 2016 76 74 72 70 68 66 64 62 60

Leq value in dB(A) 58 Case Delhi’s

Time studies ambient

Republic Day (Includes CPCB HQ 2015 CPCB HQ 2016 noise 80 70 levels

60 odd 50 –

40 influenced 30 even 20

10 traffic Leq value in dB(A) 0 by experiment) traffic

Time flow

59 CPCB, September, 2017

Independence Day CPCB HQ 2015 CPCB HQ 2016 70 68 66 64 62 60 58 56 54 Leq value in dB(A) 52

Time

Republic Day Civil Lines 2015 Civil Lines 2016 68 66 64 62 60 58 56 54 Leq value dB(A)in Leq value 52 Case Delhi’s

Time studies ambient

Independence Day (Includes Civil Lines 2015 Civil Lines 2016 63 noise 62

61 levels

60 odd 59 –

58 influenced 57 even 56

55 traffic 54 Leq value in dB(A) by experiment) traffic

Time

flow

60 CPCB, September, 2017

Republic Day ITO 2015 ITO 2016 76 74 72 70 68 66 64 62 60 58

Leq value in dB(A) 56

Time

Independence Day

ITO 2015 ITO 2016 78 76 74 72 70 68 66 64 62 Leq value in dB(A) Case Delhi’s studies

Time ambient

(Includes noise * * * levels odd – influenced even traffic by experiment) traffic flow

61 Chapter VII

How quiet are Sundays in Delhi ?

Typical traffic related activities on Sundays

Salient features w.r.t. traffic flow on Sundays :

1. All Central & State Govt offices , private organizations, schools , colleges , institutions remain closed

2. Buses and , taxis and auto-rickshaws (3W) services reduced

3. Metro rail services and DTC buses reduce their frequency services significantly Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s

4. In view of the above noise levels during day due to vehicle movement , traffic congestion and honking are not expected to be high – generally traffic movement across the city till forenoon is expected to be low.

Standards - Ambient Typical Sunday in INDIA GATE noise level based on area zones

The Noise Pollution (Regulation & Control) Rules, 2000 rules relate to maintaining of ambient air quality standards in respect of noise in different areas/ zones .

62 CPCB, September, 2017

Table 7.1 : Ambient Air Quality Standards w.r.t. NOISE

Area Zones Day Time Night Time dB(A) code dB(A) Leq Leq 1) Day time : 6.00 a.m. to A Industrial 75 70 10.00 p.m. (16 hours) B Commercial 65 55 2) Night time 10.00 p.m. to C Residential 55 45 6.00 a.m. (8 hours) D Silence 50 40

Objective & Methodology

The objective is to ascertain whether prescribed area zone noise limits were exceeded during day-time on Sundays. The FOUR stations located in commercial area zones in Delhi are Anand Vihar, CPCB – HQ, Civil Lines and Typical Sunday in Connaught Place Income Tax Office (ITO) were also studied - these areas are expected to have maximum transport movement (2W , 3W & 4W). Presently there are TEN noise monitoring stations, however when the real time noise monitoring was established in FY 2010-11 there were then only five stations in Delhi. The noise levels reported from CPCB’s real time noise monitoring network were Case analysed. Delhi’s

As the odd – even traffic experiment was conducted in Delhi in year 2016 , the reasons for studies identifying following SUNDAYS of year 2016 is summarized below. The noise level data was ambient analyzed to verify compliance with noise limits and assess the background noise levels (L90) on

Sundays (Includes Table 7.2 : Sundays of year 2016 in Delhi (database) noise

Sundays Remarks levels Sundays on odd dd/mm/yy Monitored period 03/01/16 April January 1-15 , 2016 (15 days) , time period 8am to 8pm ; Phase I traffic – Days – Monday to Saturday influenced experiment 10/01/16 even Note : Odd even traffic restrictions were not applicable on Sundays 17/04/16 Period - April 15-30, 2016 (16 days) , time period 8am to 8pm ; Phase II traffic 24/04/16 Days – Monday to Saturday traffic experiment Note : Odd even traffic restrictions were not applicable on Sundays Business as usual by

24/01/16 January18 – 24, 2016 ( 7 days) experiment)

(BAU) week traffic 01-11-2015 Diwali monitoring & 22-11-2015 Sundays during Diwali period in year 2015 and year 2016 period 23/10/16 flow 06/11/16

63 CPCB, September, 2017

Table 7.3 : National monitoring network - DELHI

Name of location Area Zone Latitude Longitude type 1. Institute of Human Silence 28º40' 53.76'' N 77º19' 6.2'' E Behavior & Allied Sciences (IHBAS) , Dilshad Garden 2. Delhi College of Silence 28º45' 00.54'' N 77º7' 3.61'' E Engineering (DCE) 3. Mandir Marg Silence 28º38' 11.41'' N 77º12' 2.36'' E 4. Netaji Subhas Institute of Silence 28º36' 14.46'' N 77º2' 28.78'' E Technology (NSIT) 5. R.K. Puram Residential 28º33' 46.23'' N 77º11' 12.4'' E 6. Punjabi Bagh Residential 28º40' 12.83'' N 77º7' 54.14'' E 7. Anand Vihar Commercial 28º38' 51.22'' N 77º18' 57.02'' E 8. CPCB, HQ Commercial 28º39' 20.99'' N 77º17' 39.91'' E 9. Civil Lines Commercial 28º40' 55.97'' N 77º13' 25.75'' E 10. Income Tax Office (ITO) Commercial 28º37' 23.06'' N 77º14' 28.57'' E

Status of compliance LAeq day : Sundays of Odd even traffic experiment in year 2016, PHASE I

Table 7.4 : LAeq (day) dBA on Sundays during Odd-even traffic experiment (PHASE I) in year 2016 in DELHI (Noise limits area zones dB( A) :silence zone – 50 ; residential zone - 55 ; commercial – 65 ) Case SUNDAYS Comments Delhi’s Noise Phase I traffic monitoring Area zone experiment studies locations ambient 03/01/16 10/01/16 a. Silence zone : Silence 1. Dilshad Silence 52 50 zones exceed noise limits ,

Garden NSIT reported higher LAeq (Includes

2. DCE Silence 52 52 day noise 3. Mandir Marg Silence 51 50 b. Residential area : The 4. NSIT Silence 56 57 prescribed noise limit LAeq levels

5. R.K. Puram Residential 56 56 55 dBA was almost odd 6. Punjabi Bagh Residential 56 55 complied

c. Commercial area : LAeq – 7. Anand Vihar Commercial 67 67 influenced 8. CPCB, HQ Commercial 64 64 day exceeded at ITO and even 9. Civil Lines Commercial 61 60 Anand Vihar two high traffic

10. ITO Commercial 73 75 prone areas. traffic d. Noise limits exceeded

prescribed limits at most by experiment)

locations on Sundays traffic

flow

64 CPCB, September, 2017

Status of compliance LAeq day : Sundays of Odd even traffic experiment in year 2016, PHASE II Table 7.5 : LAeq (day) dBA on Sundays during Odd-even traffic experiment (PHASE II) in year 2016 in DELHI (Noise limits area zones dB( A) :silence zone – 50 ; residential zone - 55 ; commercial – 65 ) SUNDAYS Comments Noise monitoring Area zone Phase II traffic experiment locations 17/04/16 24/04/16 a. Silence zone : Silence zones 1. Dilshad Garden Silence 51 50 exceed noise limits , NSIT 2. DCE Silence 53 52 reported higher LAeq day 3. Mandir Marg Silence 53 55 b. Residential area : The 4. NSIT Silence 56 56 prescribed noise limit LAeq 5. R.K. Puram Residential 58 56 55 dBA is exceeded 6. Punjabi Bagh Residential 57 57 c. Commercial area : LAeq day 7. Anand Vihar Commercial 67 67 exceeded at ITO and Anand 8. CPCB, HQ Commercial 55 70 Vihar two high traffic prone 9. Civil Lines Commercial 60 60 areas. ITO noise levels lower d. Noise limits exceeded 10. ITO Commercial 67 60 prescribed limits at most locations on Sundays

Status of compliance LAeq day : Sunday of BAU week

To compare if there was any reduction in noise levels the same were compared with a business as usual week (BAU) , between January 18 – 24, 2016 (see below)

Table 7.6 : National holidays & BAU week identified for Delhi Day of week BAU week in Delhi Remarks Case dd/mm/yy Delhi’s Monday 18/01/16 To compare if there was any reduction in noise

Tuesday 19/01/16 levels during the national holidays the noise levels studies Wednesday 20/01/16 were compared with a business as usual week ambient Thursday 21/01/16 (BAU) , between January 18 – 24, 2016 , this

Friday 22/01/16 week is between the two Phases of the odd even (Includes Saturday 23/01/16 traffic experiment conducted in Delhi during year noise Sunday 24/01/16 2016, the period is given below. levels

Duration BAU week - January 18 – 24, odd 2016 – influenced even Observation : LAeq day on BAU Sunday exceeded 65 dBA at ITO and Anand Vihar, both busy traffic prone areas. traffic Table 7.7 : LAeq (day) dBA on Sunday in BAU week

(Noise limits area zones dB( A) : commercial – 65 ) by experiment)

traffic SUNDAY 24/01/16 Anand Vihar CPCB, HQ Civil Lines ITO

LAeq (day) 67 63 61 69 flow

65 CPCB, September, 2017

Status of compliance LAeq day : Sundays of Diwali period in year 2015 & 2016

The noise levels LAeq day on SUNDAYS of Diwali period dd/mm/yy are summarized below. Table 7.8 : SUNDAYS during Diwali periods in year 2015 & 2016 Monitoring period Year (pre, post & during Diwali) Diwali day Day of week Sundays Duration (days) Sunday - (pre 22ndOctober to 22nd November Wednesday Diwali) 01-11-2015 2015 2015 11thNovember & Thursday Sunday - (post Duration – 32 days Diwali)22-11-2015 Sunday - (pre 23rd October to 6th November Sunday & Diwali) 23-10-2016 2016 2016 30th October Monday Sunday- (post Duration – 15 days Diwali) 06-11-2016

Observations : Noise limits for LAeq day dBA prescribed area zone noise limit were exceeded on most SUNDAYS in silence , residential and commercial area zones ( ITO & Anand Vihar). Table7.9 : Status of compliance of LAeq daydBA on Sundays (Silence & Residential are zones) Weekday SUNDAY IBHAS DCE NSIT Mandir RK Punjabi dd/mm/yy DIlshad Marg Puram Bagh Garden SILENCE area zone RESIDENTIAL Sunday 01-11-2015 50 64 56 49 55 56 (pre Diwali) Case Sunday 22-11-2015 51 64 58 51 57 55 Delhi’s (post Diwali)

Sunday 23-10-2016 53 53 57 58 57 58 studies (pre Diwali) ambient Sunday 06-11-2016 54 53 56 64 55 56 (post Diwali) (Includes

noise Table 7.10 : Status of compliance of LAeq daydBA on Sundays (Commercial area zones) levels

Weekday Dd/mm/yy CPCB HQ Civil Lines Anand Vihar ITO odd COMMERCIAL area zone – influenced

Sunday 23-10-2016 63 61 67 70 even (pre Diwali)

Sunday 06-11-2016 63 61 67 70 traffic (Post Diwali) by experiment) traffic

flow

66 CPCB, September, 2017

Background noise levels L90 (day) on Sundays in Delhi – Commercial area zones

Observation – Except at ITO the background noise levels L90 (day) on Sundays in Delhi in commercial area zones were in most cases exceeded 60 dBA except at ITO where it exceeded 65 dBA (prescribed noise limits for day ). Sundays are ‘noisy’ days too.

Table 7.11 : Background noise levels L90 (day) on Sundays in Delhi – Commercial area zones

Noise SUNDAYs in COMMERCIAL AREA ZONES

Stations in Background noise levels L90 (day 6am to 10pm) dBA – Commercial Phase I Phase II BAU Diwali Period area zones Traffic Experiment Traffic Experiment week (Diwali on 30th Oct. 2016) 03/01/16 10/01/16 17/04/16 24/04/16 24/01/16 23/10/16 30/10/16 06/11/16 Anand 65 64 64 64 64 64 64 64 Vihar CPCB HQ 59 59 45 67 57 60 59 60 Civil Lines 59 58 58 58 59 59 58 60 ITO 71 72 69 58 69 68 68 68

Background noise levels L90 (day) on Sundays in Delhi – Silence & Residential area zones

Observation – Except at NSIT ( academic institution) the background noise levels L90 (day) on Sundays in Delhi in silence and residential area zones were below the LAeq day limits implying Case the areas were quiet and in the absence any other noise source, the existing noise levels can Delhi’s be attributed to traffic movement. only.

studies

Table 7.12 : Background noise levels L90 (day) on Sundays in Delhi ambient during Phase I & II of Odd even traffic experiment

(Noise limits area zones dB( A) :silence zone – 50 ; residential zone - 55 ) (Includes

noise

Noise Monitoring Area Zone Sunday (dd/mm/yy), L90 (day) dB(A)

Stations Phase I Traffic Phase II Traffic levels experiment experiment odd

03/01/16 10/01/16 17/04/16 24/04/16 – influenced

IBHAS Dilshad Garden Silence 49 48 46 47 even DCE Silence 48 47 49 48

Mandir Marg Silence 47 45 47 47 traffic

NSIT Silence 53 54 53 53 by

RK Puram Residential 53 53 54 53 experiment) traffic Punjabi Bagh Residential 52 53 54 54

flow

67 CPCB, September, 2017

Table 7.13 : Background noise levels L90 (day) on Sundays in Delhi during Diwali period and Business as usual (BAU) week in year 2016 (Noise limits area zones dB(A) :silence zone – 50 ; residential zone - 55 )

Noise Monitoring Area Zone Sunday (dd/mm/yy) , L90 (day) dB(A) - Stations BAU) Diwali Period week (Diwali on 30th Oct. 2016) 24/01/16 23/10/16 30/10/16 06/11/16 IBHAS Dilshad Garden Silence 45 49 49 48 DCE Silence 50 50 48 48 Mandir Marg Silence 41 47 44 47 NSIT Silence 50 54 54 54 RK Puram Residential 51 54 54 52 Punjabi Bagh Residential 53 54 53 52

Case Delhi’s studies ambient (Includes

SILENCE ZONE noise

levels odd

– influenced even traffic by experiment) traffic flow

68 CPCB, September, 2017

Table 7.14 : Compliance status Noise levels) LAeq day dB(A) on SUNDAYS in year 2016 in DELHI (Noise limits area zones LAeq day dBA : silence zone – 50 ; residential zone - 55 ; commercial – 65 )

Business Noise Phase I traffic Phase II traffic as usual Diwali period monitoring Area zone experiment experiment (BAU) locations week 03/01/16 10/01/16 17/04/16 24/04/16 24/01/16 23/10/16 30/10/16 06/11/16 IBHAS Dilshad Silence 52 50 51 50 50 53 57 54 Garden DCE Silence 52 52 53 52 52 53 56 53 Mandir Marg Silence 51 50 53 55 48 58 54 64 NSIT Silence 56 57 56 56 54 57 56 56 R.K. Puram Residential 56 56 58 56 55 57 61 55 Punjabi Bagh Residential 56 55 57 57 56 58 60 56 Anand Vihar Commercial 67 67 67 67 67 67 68 67 CPCB, HQ Commercial 64 64 55 70 63 63 64 63 Civil Lines Commercial 61 60 60 60 61 61 61 61 ITO Commercial 73 75 67 60 72 70 70 70

Table 7.15 : L90 (background) Noise levels dB(A) during day - time on Sundays in year 2016 in DELHI (Noise limits for area zones dB( A) :silence zone – 50 ; residential zone - 55 ; commercial – 65 )

Noise Area Zone L90 (day) - SUNDAYs Monitoring Phase I Phase II BAU week Diwali Period Stations Traffic Experiment Traffic Experiment Case 03/01/16 10/01/16 17/04/16 24/04/16 24/01/16 23/10/16 30/10/16 06/11/16 Delhi’s IBHAS Dilshad Silence 45 49 49 48 49 48 46 47 Garden

DCE Silence 48 47 49 48 50 50 48 48 studies ambient Mandir Marg Silence 47 45 47 47 41 47 44 47 NSIT Silence 53 54 53 53 50 54 54 54 RK Puram Residential 53 53 54 53 51 54 54 52 (Includes Punjabi Bagh Residential 52 53 54 54 53 54 53 52 Anand Vihar Commercial 65 64 64 64 64 64 64 64 noise CPCB HQ Commercial 59 59 45 67 57 60 59 60 Civil Lines Commercial 59 58 58 58 59 59 58 60 levels

ITO Commercial 71 72 69 58 69 68 68 68 odd

–

influenced even traffic by experiment) traffic flow

69 CPCB, September, 2017

Table 7.16 : Compliance LAeq day dBA and background noise levels L90 dBA day for Commercial area zones in Delhi BAU week between 18 – 24 January, 2016

BAU Day Anand Vihar CPCB, HQ Civil Lines ITO dd/mm/yy LAeq L LAeq L LAeq L LAeq L 90 90 90 90 Monday 68 65 67 63 62 59 74 71 (18/01/16) Tuesday 68 65 67 63 62 60 74 71 (19/01/16) Wednesday 67 64 67 63 62 60 73 70 (20/01/16) Thursday 68 65 66 63 61 59 74 71 (21/01/16) Friday 68 65 66 64 62 60 73 70 (22/01/16) Saturday 67 64 66 62 62 60 73 71 (23/01/16) SUNDAY 67 64 63 57 61 59 69 72 24/01/16

* * * Case Delhi’s studies ambient (Includes noise levels odd – influenced even traffic by experiment) traffic flow

70 Chapter VIII

Case study : Noise levels during Delhi’s Odd – even traffic experiment in year 2016

Objective & Methodology,

The salient features of Delhi’s odd even traffic experiment conducted in year 2016 is discussed in this chapter followed by the analyses of the noise levels during the two rounds of the experiment. The aim of the traffic experiment was to reduce the number of vehicles , thereby reducing the VEHICULAR EMISSIONS (particulate matter) that impact air quality. The objective of analyses of the NOISE LEVELS during Delhi’s

ODD-EVEN TRAFFIC Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s EXPERIMENT in year 2016 to ascertain whether there was any significant decrease in noise levels during traffic experiment due to anticipated decrease in vehicle numbers. The noise levels reported from CPCB’s real time noise monitoring network were analysed – the focus was on day- time noise levels at FOUR stations located in commercial area zones viz. Anand Vihar, CPCB – HQ, Civil Lines and Income Tax Office (ITO), as these locations should reflect reduction in noise levels (if any) arising from odd – even traffic restrictions. The noise levels are compared with weekdays of a typical business as usual (BAU) week to ascertain change in noise levels. Note when the real time noise monitoring network was established in FY 2010-11 there were then, only five noise monitoring stations in Delhi, subsequently five more stations were added - presently there are TEN noise monitoring stations in Delhi.

71 CPCB, September, 2017

Table 8.1 : Duration of Delhi’s Odd – even Traffic experiment in year 2016

Day of week Phase I Phase II

Monday 04/01/16 11/01/16 - 18/04/16 25/04/16 Tuesday 05/01/16 12/01/16 - 19/04/16 26/04/16 Wednesday 06/01/16 13/01/16 - 20/04/16 27/04/16 Thursday 07/01/16 14/01/16 - 21/04/16 28/04/16 Friday 01/01/16 08/01/16 15/01/16 15/04/16 22/04/16 29/04/16 Saturday 02/01/16 09/01/16 - 16/04/16 23/04/16 30/04/16 Sunday 03/01/16 10/01/16 - 17/04/16 24/04/16 Duration January 1-15 , 2016 April 15-30, 2016 15 Days 16 Days Duration 8am to 8pm Duration - 8am to 8pm Monday till Saturday Monday till Saturday

Table 8.2: CPCB’s noise monitoring stations in DELHI

Name of location Area Zone type Latitude Longitude Institute of Human Behavior & Silence 28º40' 53.76'' N 77º19' 6.2'' E Allied Sciences (IHBAS) , Dilshad Garden Delhi College of Engineering (DCE) Silence 28º45' 00.54'' N 77º7' 3.61'' E Mandir Marg Silence 28º38' 11.41'' N 77º12' 2.36'' E Netaji Subhas Institute of Silence 28º36' 14.46'' N 77º2' 28.78'' E Technology (NSIT) R.K. Puram Residential 28º33' 46.23'' N 77º11' 12.4'' E Case Punjabi Bagh Residential 28º40' 12.83'' N 77º7' 54.14'' E Delhi’s Anand Vihar Commercial 28º38' 51.22'' N 77º18' 57.02'' E CPCB, HQ Commercial 28º39' 20.99'' N 77º17' 39.91'' E studies

Civil Lines Commercial 28º40' 55.97'' N 77º13' 25.75'' E ambient Income Tax Office (ITO) Commercial 28º37' 23.06'' N 77º14' 28.57'' E

Delhi’s odd – even traffic (Includes experiment in year 2016 - NOISE is an air pollutant – automobiles on roads impact quality of life. noise salient features a) Aim of traffic experiment – levels odd The aim of traffic experiment –

was to regulate the number influenced private vehicle use by means even of applying licence plate restrictions, it was expected traffic

that these restrictions would by experiment)

reduce cars on Delhi’s roads traffic by nearly 10 lakh each day. The main aim was to counter flow

72 CPCB, September, 2017

rising air pollution (particulate matter) arising due to growing vehicular numbers in the country’s capital. b) ‘Odd – even factor’ - The odd-even restrictions allow cars with odd-numbered licence plates to drive on odd-numbered dates and those with even-numbered plates on even number dates. Thus for example, on January 1, cars with numbers ending with 1,3,5, 7 and 9 will operate while on January 2, cars with numbers ending with 0,2, 4, 6, 8 will be allowed to ply. c) Implementation period - The odd-even scheme was conducted in two rounds, first (Phase I ) introduced between January 1-15 , 2016 and Phase II between April 15 – 30, 2016, the highlights are given below.

Table 8.3 : Snapshot of Delhi’s Odd even traffic experiment in year 2016 Issues Phase I Phase II Effective period January 1-15 , 2016 April 15 – 30, 2016 Duration 15 days 16 days Period 8 am to 8 pm 8 am to 8 pm Days applicable Monday to Saturday Monday to Saturday Sundays No restrictions on licence number plates

d) Exemptions and restrictions on vehicles during traffic experiment in Delhi

EXEMPTIONS :

i. CNG and electric cars : In a bid to promote clean fuel and reward those who have shifted away from petrol/diesel cars, exemptions applicable for CNG and hybrid cars like electric cars in the pilot scheme. CNG cars to get a Case Delhi’s hologram sticker from Indraprastha Gas Limited (IGL) studies

pumping stations and display ambient them prominently on their cars’ windshields. (Includes ii. Public transport : Vehicles noise include CNG-driven buses, taxis, auto-rickshaws. levels

iii. Two-wheelers : The reason for odd exempting two-wheelers bikes – was that that the existing public transport was inadequate to provide a viable option. influenced even iv. Women drivers : Women travelling alone or with children below the age of 12 have been allowed, the government cited safety concerns as the reason traffic v. People with disabilities : Vehicles driven or occupied by handicapped persons and

those being used for medical emergencies by experiment)

vi. Emergency services : ambulances, fire brigades, hospital vehicles, hearse vans traffic vii. Enforcement vehicles : Delhi Police vehicles, PCR vans, Transport department

vehicles flow

73 CPCB, September, 2017

viii. VVIP cars, emergency services : Vehicles of VVIPs : cars of chief ministers from other states , Cars ferrying members of Parliament, the Chief Justice of India, judges in the Supreme & High Courts , Cars with diplomatic and defence ministry license plates, the army, paramilitary force motors ,some officials’ cars, including those belonging to the president, vice president and prime minister’s convoys

RESTRICTIONS

i. Taxi aggregators : Taxi aggregators such as Ola and Uber – if not run on CNG. ii. Cars from out of Delhi : All diesel and petrol cars, irrespective of where they are coming from, will have to follow the rules. If a car is coming from out of Delhi and is breaking the odd-even rule, a fine will be levied. iii. Accessing parking : The Delhi government (Phase I) issued an order asking civic bodies and other agencies to prevent violators of odd – even from accessing authorised parking spaces in the city. iv. Heavy traffic (trucks) : Traffic police told to ensure that diesel trucks, which transit through the city at night, enter only after 11pm. The Hon’ble SC banned the entry of trucks registered before 2005 into the city. e) MRTS services increased during ‘odd-even’ traffic experiment in Delhi - Delhi Metro Rail’s transport arrangements during odd-even traffic experiment in Delhi indicated that the frequency services were increased to meet the high passenger movement , the facilities provided by Delhi Metro Rail Corporation (DMRC) as per its website are summarized below:

Table 8.4 : MRTS services increased during ‘odd-even’ traffic experiment Case Facility by Phase I Phase II Remarks Delhi’s DMRC Jan. 1-15 2016 April 15-30 , Additional 56 train trips. 200 trains be used

Duration studies 2016 daily to achieve these trips. Delhi Metro ambient pressed into service the maximum number of trains possible operationally during this Train Trips 3192 3248

period keeping only the essential maintenance (Includes reserve. noise Feeder Buses 269 284 DMRC operated 15 additional feeder buses. The routes are also reviewed, 3 new routes are

introduced and rationalized to 6-12 km range so levels

Routes in 33 36 odd as to utilize the feeder buses to the maximum as first/last mile connectivity. – Delhi Metro trips have been increased to 493 on Monday (Phase I) The Airport influenced Express Line has also shown increase in passengers. even Reported wit that target to accommodate 32 lakh people, 20 per cent more than what

Passenger the metro regularly sees. traffic handling related Delhi Metro's Cumulative Ridership for the financial year 2016-2017 crosses information one billion (100 crores) by

Source http://www.delhimetrorail.com/press_reldetails.aspx?id=ZlXC4jMrU00lld experiment) http://www.hindustantimes.com/delhi-news/delhi-metro-s-ridership-crosses-one-billion- traffic mark/story-1aFWPFS3YWpEDs5nCsABwJ.html

flow

74 CPCB, September, 2017

f) DTC services increased during ‘odd-even’ traffic experiment in Delhi -The DTC is the backbone of the odd-even traffic experiment with the Delhi government banking on its fleet of 4,500 buses and additional private buses to be deployed to ferry people going without cars , targeting a minimum of 48 lakh commuters to a maximum of 64 lakh passengers. Of the 4,500 buses the DTC has, ordinarily it outsheds 92 per cent, keeping back 8 per cent for maintenance or emergency purposes, however, for the traffic experiment DTC outshed all the buses in its fleet. On Sunday (Phase I ) DTC outshed only 70 per cent of the buses and retained 30 per cent in need of the repair and servicing. This way, DTC maintained a healthy fleet ready for 100 per cent out-shedding on Monday (1st Monday of Phase I). To cope with the extra pressure on the public transport network, Delhi's government (in Phase I ) hired around 3,000 private buses to provide shuttle services into the city from residential areas.

Status of compliance on MONDAYs : Odd even traffic experiment Vs BAU - LAeq (day- time)

Observations: Except for a day or two, at all locations the LAeq day dBA noise limits were exceeded and did not differ significantly during Phase I , Phase or BAU weekday on Mondays, except noise levels at Civil Lines were within noise limits.

Table 8.5 Status of compliance on MONDAYs : Odd even traffic experiment Delhi Vs BAU - LAeq (day-time) in commercial area zones

Location Phase II Weekday Phase I BAU week - Monday LAeq (day) dB(A) LAeq (day) dB(A) LAeq (day) dB(A) Case ANAND 67 18/04/16 Monday 04/01/16 68 Delhi’s 18/01/16 68 VIHAR 67 25/04/16 Monday 11/01/16 68 57 18/04/16 Monday 04/01/16 66 studies ambient 18/01/16 67 CPCB 69 25/04/16 Monday 11/01/16 66

CIVIL 61 18/04/16 Monday 04/01/16 61 (Includes 18/01/16 62 LINES 61 25/04/16 Monday 11/01/16 62 noise 67 18/04/16 Monday 04/01/16 74 ITO 18/01/16 74 61 25/04/16 Monday 11/01/16 75 levels odd

–

Status of compliance on TUESDAYs : Odd even traffic experiment Vs BAU - LAeq (day- influenced time) even

Observations: Except for a day or two, at all locations the LAeq day dBA noise limits were traffic

exceeded and did not differ significantly during odd even traffic experiment (Phase I & Phase II) by or BAU weekday on Tuesdays, except noise levels at Civil Lines were within noise limits. experiment) traffic

flow

75 CPCB, September, 2017

Table 8.6 Status of compliance on TUESDAYs : Odd even traffic experiment Delhi Vs BAU - LAeq (day-time) in commercial area zones

BAU week - Phase II Phase I Location Weekday Tuesday LAeq (day) dB(A) LAeq (day) dB(A) LAeq (day) dB(A) ANAND 67 19/04/16 Tuesday 05/01/16 68 19/01/16 68 VIHAR 68 26/04/16 Tuesday 12/01/16 66 55 19/04/16 Tuesday 05/01/16 66 26/04/16 Tuesday 12/01/16 19/01/16 67 CPCB 67 66 CIVIL 62 19/04/16 Tuesday 05/01/16 62 19/01/16 62 LINES 61 26/04/16 Tuesday 12/01/16 62 67 19/04/16 Tuesday 05/01/16 74 ITO 19/01/16 74 74 26/04/16 Tuesday 12/01/16 75

Status of compliance on WEDNESDAYs : Odd even traffic experiment Vs BAU - LAeq (day-time)

Observations: At all locations the LAeq day dBA noise limits were exceeded and did not differ significantly during odd even traffic experiment (Phase I & Phase II) or BAU weekday on Wednesdays , except noise levels at Civil Lines were within noise limits.

Table 8.7 Status of compliance on WEDNESDAYs : Odd even traffic experiment Delhi Vs Case BAU - LAeq (day-time) in commercial area zones Delhi’s

BAU week - studies

Phase II Phase I ambient Location Weekday Wednesday LAeq (day) dB(A) LAeq (day) dB(A) LAeq (day) dB(A) ANAND 68 20/04/16 Wednesday 06/01/16 68 20/01/16 67 (Includes VIHAR 68 27/04/16 Wednesday 13/01/16 67 noise 70 20/04/16 Wednesday 06/01/16 66

20/01/16 67 CPCB 27/04/16 Wednesday 13/01/16 70 66 levels CIVIL 61 20/04/16 Wednesday 06/01/16 61 odd 20/01/16 62 LINES 61 27/04/16 Wednesday 13/01/16 62 – influenced

68 20/04/16 Wednesday 06/01/16 74 even ITO 20/01/16 73 74 27/04/16 Wednesday 13/01/16 74

traffic Status of compliance on THURSDAYs Odd even traffic experiment Vs BAU - LAeq (day- time) by experiment) Observations: At all locations the LAeq day dBA noise limits were exceeded and did not differ traffic significantly during odd even traffic experiment (Phase I & Phase II) or BAU weekday on

Thursdays , except noise levels at Civil Lines were within noise limits. flow

76 CPCB, September, 2017

Table 8.8 Status of compliance on THURSDAYs : Odd even traffic experiment Delhi Vs BAU - LAeq (day-time) in commercial area zones

BAU week - Phase II Phase I Location Weekday Thursday LAeq (day) dB(A) LAeq (day) dB(A) LAeq (day) dB(A) ANAND 68 21/04/16 Thursday 07/01/16 68 21/01/16 68 VIHAR 68 28/04/16 Thursday 14/01/16 67 70 21/04/16 Thursday 07/01/16 66

21/01/16 66 CPCB 28/04/16 Thursday 14/01/16 70 66 CIVIL 62 21/04/16 Thursday 07/01/16 61 21/01/16 61 LINES 61 28/04/16 Thursday 14/01/16 61 62 21/04/16 Thursday 07/01/16 74 ITO 21/01/16 74 73 28/04/16 Thursday 14/01/16 75

Status of compliance on FRIDAYs : Odd even traffic experiment Vs BAU - LAeq (day- time)

Observations: Except a day or two at all locations the LAeq day dBA noise limits were exceeded and did not differ significantly during odd even traffic experiment (Phase I & Phase II) or BAU weekday on Fridays , except noise levels at Civil Lines were within noise limits.

Table 8.9 Status of compliance on FRIDAYs : Odd even traffic experiment Delhi Vs BAU - LAeq (day-time) in commercial area zones

Case Phase II Phase I BAU week -Friday Delhi’s Location Weekday LAeq (day) dB(A) LAeq (day) dB(A) LAeq (day) dB(A)

68 15/04/16 Friday 01/01/16 68 studies

ANAND ambient 68 22/04/16 Friday 08/01/16 68 22/01/16 68 VIHAR 68 29/04/16 Friday 15/01/16 67

55 15/04/16 Friday 01/01/16 65 (Includes

22/04/16 Friday 08/01/16 22/01/16 66 noise CPCB 70 66 70 29/04/16 Friday 15/01/16 66 60 15/04/16 Friday 01/01/16 61 CIVIL levels 22/04/16 Friday 08/01/16 22/01/16 62 odd LINES 62 61 61 29/04/16 Friday 15/01/16 61 – influenced

68 15/04/16 Friday 01/01/16 74 even ITO 62 22/04/16 Friday 08/01/16 74 22/01/16 73 74 29/04/16 Friday 15/01/16 75 traffic

Status of compliance on SATURDAYs : Odd even traffic experiment Vs BAU - LAeq by experiment)

(day-time) traffic Observations: Except at CPCB HQ , at all locations the LAeq day dBA noise limits were exceeded and did not differ significantly during odd even traffic experiment (Phase I & Phase II) flow or BAU weekday on Fridays , except noise levels at Civil Lines were within noise limits.

77 CPCB, September, 2017

Table 8.10 Status of compliance on SATURDAYS : Odd even traffic experiment Delhi Vs BAU - LAeq (day-time) in commercial area zones Phase II Phase I BAU week -Saturday Location Weekday LAeq (day) dB(A) LAeq (day) dB(A) LAeq (day) dB(A) LAeq LAeq LAeq BAU week Location (day) Phase II Weekday Phase I (day) (day) Saturday dB(A) dB(A) dB(A) 68 16/04/16 Saturday 02/01/16 67 ANAND 69 23/04/16 Saturday 09/01/16 67 23/01/16 67 VIHAR 68 30/04/16 Saturday - - 53 16/04/16 Saturday 02/01/16 65

69 23/04/16 Saturday 09/01/16 65 23/01/16 66 CPCB 69 30/04/16 Saturday - - 61 16/04/16 Saturday 02/01/16 61 CIVIL 61 23/04/16 Saturday 09/01/16 62 23/01/16 62 LINES 61 30/04/16 Saturday - 68 16/04/16 Saturday 02/01/16 74 ITO 61 23/04/16 Saturday 09/01/16 75 23/01/16 73 74 30/04/16 Saturday -

Status of compliance with noise limits LAeq (day-time) : Odd even traffic experiment (Phase I & Phase II )

Observations : In Phase I except a day or two at CPCB HQ, the noise limits for commercial area zones were exceeded on all days at ITO and Anand Vihar, except at Civil Lines the noise levels Case Delhi’s were within noise limits

studies

Table 8.11 : Status of compliance LAeq (day time) during PHASE I of Delhi’s ambient Odd even traffic experiment in DELHI Phase I Weekday ANAND VIHAR CPCB HQ CIVIL LINES ITO (Includes dd/mm/yy noise Friday 01/01/16 68 65 61 74 Saturday 02/01/16 67 65 61 74

Monday 04/01/16 68 66 61 74 levels odd Tuesday 05/01/16 68 66 62 74

Wednesday 06/01/16 68 66 61 74 – influenced

Thursday 07/01/16 68 66 61 74 even Friday 08/01/16 68 66 61 74

Saturday 09/01/16 67 65 62 75 traffic Monday 11/01/16 68 66 62 75

Tuesday 12/01/16 66 66 62 75 by experiment)

Wednesday 13/01/16 67 66 62 74 traffic Thursday 14/01/16 67 66 61 75 Friday 15/01/16 67 66 61 75 flow

78 CPCB, September, 2017

Observations : In Phase II except for the 1st few days at CPCB HQ, the noise limits for commercial area zones were exceeded on several days at ITO and Anand Vihar, except at Civil Lines the noise levels were within noise limits

Table 8.12: Status of compliance LAeq (day time) during PHASE II of Delhi’s Odd even traffic experiment in DELHI

Weekday Phase II ANAND VIHAR CPCB HQ CIVIL LINES ITO Friday 15/04/16 68 55 60 68 Saturday 16/04/16 68 53 61 68 Monday 18/04/16 67 57 61 67 Tuesday 19/04/16 67 55 62 67 Wednesday 20/04/16 68 70 61 68 Thursday 21/04/16 68 70 62 62 Friday 22/04/16 68 70 62 62 Saturday 23/04/16 69 69 61 61 Monday 25/04/16 67 69 61 61 Tuesday 26/04/16 68 67 61 74 Wednesday 27/04/16 68 70 61 74 Thursday 28/04/16 68 70 61 73 Friday 29/04/16 68 70 61 74 Saturday 30/04/16 68 69 61 74

Overview observations : Regarding status of compliance with noise limits LAeq (day-time) : Odd even traffic experiment (Phase I & Phase II ) Vs BAU weekdays indicated LAeq day noise Case Delhi’s limit of 65 dBA was exceeded on several days at the locations during Phase I & Phase II except at Civil lines studies

ambient Status of compliance LAeq (day time) during BAU weekdays - January 18 – 24, 2016

(Includes Observations : Regarding status of compliance LAeq (day time) during BAU weekdays - noise January 18 – 24, 2016, except at location at Civil Lines the noise levels exceeded the prescribed limit of 65 dBA on all BAU weekdays – Monday , Tuesday…Saturday at all levels locations in commercial area zones viz. ITO, Anand Vihar and CPCB HQ. The observations odd w.r.t. status of compliance of w.r.t. area zone noise limits are comparable with Odd-even traffic – experiment , indicating that noise levels due to traffic flow did not reduce influenced even

traffic

by experiment) traffic flow

79 CPCB, September, 2017

Table 8.13: Status of compliance LAeq (day time) during BAU weekdays – January 18 – 24, 2016 BAU Day ANAND VIHAR CPCB HQ CIVIL LINES ITO

Monday (18/01/16) 68 67 62 74 Tuesday (19/01/16) 68 67 62 74 Wednesday (20/01/16) 67 67 62 73 Thursday (21/01/16) 68 66 61 74 Friday (22/01/16) 68 66 62 73 Saturday (23/01/16) 67 66 62 73

Background noise L90 (day-time) dBA : BAU weekdays

Background noise L90 (day-time) Monday to Saturday - BAU weekdays : The odd-even scheme was conducted in two rounds in Delhi , the section above discussed the background noise levels L90 (daytime 6 am to 10 pm) during Phase I and Phase II of the experiment. To compare if there was any reduction in noise levels during the odd even traffic experiment a business as usual week (BAU) was selected between the two Phases of the odd even traffic experiment conducted in year 2016, the BAU week between : January 18 – 24, 2016 as given below.

Observations :The background L90 (6am to 10pm) dBA noise levels in BAU week between January 18 – 24, 2016 in commercial area zones were less than 65 dBA , the noise limit except at ITO a busy traffic crossing.

Table 8.14 : L90 (6am to 10pm) in BAU week - January 18 – 24, 2016 Case Delhi’s in commercial area zones BAU weekday ANAND VIHAR CPCB HQ CIVIL LINES ITO studies

L90 (day) dBA ambient Monday (18/01/16) 65 63 63 63 Tuesday (19/01/16) 65 63 60 71 Wednesday (20/01/16) 64 63 60 70 (Includes noise Thursday (21/01/16) 65 63 59 71 Friday (22/01/16) 65 64 60 70 Saturday (23/01/16) 64 62 60 71 levels odd

–

Background noise levels L90 (day-time) : Odd-even traffic experiment (Phase I & Phase influenced II) even

traffic Observations : Background noise levels L90 (day-time) dBA of odd-even traffic experiment of

Phase I exceeded 60 dBA however exceeded 65dBA at ITO and on some days at Anand by

Vihar. experiment) traffic

flow

80 CPCB, September, 2017

Table 8.15 : Background noise levels L90(day) during PHASE I of Delhi’s Odd even traffic experiment in DELHI Weekday ANAND Phase I CPCB HQ CIVIL LINES ITO \L90 (day) VIHAR Friday 01/01/16 66 62 59 72 Saturday 02/01/16 66 62 59 73 Monday 04/01/16 67 63 59 73 Tuesday 05/01/16 66 63 61 72 Wednesday 06/01/16 66 63 60 73 Thursday 07/01/16 65 64 61 72 Friday 08/01/16 65 64 61 72 Saturday 09/01/16 65 63 59 73 Monday 11/01/16 66 65 61 73 Tuesday 12/01/16 63 64 61 72 Wednesday 13/01/16 66 64 60 72 Thursday 14/01/16 65 65 61 72 Friday 15/01/16 65 65 60 73

Observations : Background noise levels L90 (day-time) dBA of odd-even traffic experiment of Phase II exceeded 60 dBA however exceeded 65 dBA at ITO and Anand Vihar.

Table 8.16: Background noise levels L90 (day) during PHASE II of Delhi’s Odd even traffic experiment in DELHI Weekday ANAND Phase II CPCB HQ CIVIL LINES ITO \L90 (day) VIHAR Friday 15/04/16 65 54 59 69 Saturday 16/04/16 66 53 60 68 Case Delhi’s Monday 18/04/16 66 54 60 70 Tuesday 19/04/16 66 52 60 69 studies

Wednesday 20/04/16 67 68 59 69 ambient Thursday 21/04/16 67 69 61 61

Friday 22/04/16 67 68 60 60 (Includes

Saturday 23/04/16 67 68 59 59 noise Monday 25/04/16 65 67 61 61

Tuesday 26/04/16 65 64 60 72 levels Wednesday 27/04/16 66 69 60 73 odd

Thursday 28/04/16 66 68 60 71 – influenced Friday 29/04/16 65 68 60 73 even Saturday 30/04/16 66 68 59 72 traffic

Overview observations : Background noise levels L90 (day-time) : Odd-even traffic experiment by

(Phase I & Phase II) noise levels were higher or on par with corresponding BAU week days experiment) traffic (exceeding 65 dBA). Phase II reported higher noise levels.

flow

81 CPCB, September, 2017

Overview - Salient observations

i. The noise descriptors LAeq day was compared with noise limit 65 dBA applicable for commercial area zones as stipulated under Noise (Regulation & Control) Rules 2000. The

noise descriptor , Ln is that noise level exceeded for n% of the measurement time. L90 i.e. noise level exceeding for 90 per cent of time is taken to be the ambient or background noise level.

ii. The objective of analyses of the NOISE LEVELS during Delhi’s odd-even traffic experiment conducted in Delhi in year 2016 was to ascertain whether there was any significant decrease in noise levels during traffic experiment due anticipated decrease in vehicle numbers. The data of FOUR stations located in commercial area zones were studied as these locations should reflect reduction in noise levels arising from reduction in traffic volume (if any). The noise levels are compared with weekdays of a typical business as usual (BAU) week to ascertain change in noise levels.

The odd-even traffic scheme was conducted in two rounds viz.

o first (Phase I ) between January 1-15 , 2016 (15 days) and o Phase II between April 15 – 30, 2016 (16 days) o Days applicable were Monday to Saturday between 8 am to 8 pm

iii. LAeq day 65 dBA: The levels of compliance with prescribed noise limits did not differ from BAU weekdays when compared with the period during the two rounds of odd-even traffic experiment. Case Delhi’s

iv. Background noise levels L90 (day-time) : Odd-even traffic experiment (Phase I & Phase II)

noise levels were higher or on par with corresponding BAU week days (exceeding 65 dBA). studies Phase II reported higher noise levels. ambient

v. Saturdays is as busy and noisy as other weekdays i.e. Monday to Friday, traffic flow remain (Includes

unchanged. noise

vi. CPCB HQ higher noise levels during Phase II : The road stretch in front of CPCB is parallel levels to the main road leading to Shahdara / Anand Vihar / , it is frequently used as a odd

by pass by vehicle drivers to overcome congested routes. L90-day Phase II and L90-forenoon at – influenced

location CPCB HQ was significant. even

vii. ITO & Anand Vihar noisy : The noise levels at both the locations were high exceeding traffic prescribed noise limit 65 dBA ; note ITO (major commercial hub and traffic junction ) and by

Anand Vihar (ISBT + railway station + Metro rail station) are high traffic prone areas. experiment) traffic viii. Besides the above, there are several reasons for high noise levels observed during Delhi’s odd-even traffic experiment conducted in Delhi in year 2016. They include : flow

82 CPCB, September, 2017

a) Vehicles ‘ exempted’ during the odd even traffic experiment to curb air pollution (particulate matter) include :

i. CNG vehicles and electric cars : In a bid to promote clean fuel and reward those who have shifted away from petrol/diesel cars, exemptions applied for CNG vehciles and hybrid cars ii. Two-wheelers : The reason for exempting two-wheelers / bikes was that that the existing public transport was inadequate to provide a viable option. 2W generate maximum noise.

a) Taxi aggregators : Taxi aggregators such as Ola and Uber – operating on CNG.

b) All types of vehicles ( CNG (clean fuel) or otherwise ) when stationary ‘idling’ ex. waiting at traffic signals or during their movement generate noise besides noise from honking , a widely acknowledged traffic nuisance. Though there were restrictions on odd – even number plates , there were no restrictions on CNG vehicles which may generate less vehicular emissions however their contribution to noise levels (movement & honking) remain unchanged. Due to the odd-even restrictions use of CNG vehicles could have increased (NCR areas) they include private vehicles , car pooling and private taxis ( includes Ola & Uber etc) operating on CNG c) 3W (auto rickshaws) are CNG based however they generate significant noise on the roads. Case Delhi’s d) It was estimated that Delhi has over 55 lakhs 2Ws ( motorcycles & scooters this

category was exempted from the traffic experiment – 2W are the most noisy vehicles studies in Delhi’s traffic mix followed by 3Ws ( autorickshaws). ambient

e) DTC increased its bus fleet which operate on CNG & additional buses were procured (Includes

to the regular DTC bus fleet during the experiment to cater to passenger needs. noise Movement of heavy vehicles generate more noise.

levels f) MRTS services increased odd

– influenced

MRTS services increased during ‘odd-even’ traffic experiment in Delhi. Delhi Metro even trips were increased and the services of Airport Express Line was also increased to

handle increased passenger movement. traffic

by

g) The analyses of the noise levels results indicate that ambient noise from traffic experiment) traffic flow cannot be reduced singly by adopting odd even noise experiment only, there need to be simultaneous application of other traffic control and noise mitigation measures. flow

83 CPCB, September, 2017

Constraints

The number of noise monitoring stations in commercial area zones are inadequate to represent the prevailing noise environment more effectively (constraint) across entire NCT - Delhi.

Graphical presentations

ITO and Anand Vihar are two very busy traffic junctions , the noise levels for the weeks days at these locations during Odd even traffic experiment (Phase I & Phase II) is given below. There was no significant decrease in noise levels during the traffic experiment conducted in year 2016.

Case Delhi’s Source : MAIL TODAY , December 2015

studies Anand Vihar Day Time Monday ambient 80

78 (Includes

76 noise 74

72 levels odd 70

68 – influenced

66 even 64 Leq value in dB(A) 62 traffic by 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 experiment) Time traffic 4.01.2016 M1 Phase I 11.01.2016 M2 Phase I 18.04.2016 M1 Phase II 25.04.2016 M2 Phase II 18.01.2016 M1 BAU flow

84 CPCB, September, 2017

83 ITO Day Time Monday

78

73

68

63

58Leq value in dB(A) 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 Time 4.01.2016 M1 Phase I 11.01.2016 M2 Phase I 18.04.2016 M1 Phase II

Anand Vihar Day Time Tuesday 83

78

73

68

63 Leq value in dB(A) Case 58 Delhi’s 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 studies

Time ambient 5.01.2016 T1 Phase I 12.01.2016 T2 Phase I 19.04.2016 M1 Phase II

(Includes ITO Day Time Tuesday noise 79

77 levels odd 75

73 – influenced 71 even 69 67 traffic

65 by Leq value in dB(A) experiment) traffic 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 5.01.2016 T1 Phase I 12.01.2016Time T2 Phase I 19.04.2016 M1 Phase II

26.04.2016 T2 Phase II 19.01.2016 T1 BAU flow

85 CPCB, September, 2017

Anand Vihar Day Time Wednesday 78 76 74 72 70 68 66 64 62

60Leq value in dB(A) 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 Time 6.01.2016 W1 Phase I 13.01.2016 W2 Phase I 20.04.2016 W1 Phase II

ITO Day Time Wednesday 79 77 75 73 71 69 67

65Leq value in dB(A) Case Delhi’s 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 Time 6.01.2016 W1 Phase I 13.01.2016 W2 Phase I 20.04.2016 W1 Phase II studies ambient

Anand Vihar Day Time Thursday (Includes 80 noise 78

76 levels

74 odd 72 –

70 influenced

68 even 66 64 62 traffic 60Leq value in dB(A) by experiment) traffic 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30

Time

7.01.2016 TH1 Phase I 14.01.2016 TH2 Phase I 21.04.2016 TH1 Phase II flow

86 CPCB, September, 2017

ITO Day Time Thursday 80

75

70

65

60

55Leq value in dB(A) 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 7.01.2016 TH1 Phase I 14.01.2016Time TH2 Phase I 21.04.2016 TH1 Phase II 28.04.2016 TH2 Phase II 21.01.2016 TH1 BAU

ITO Day Time Friday 85 80 75 70 65 60 55 Leq value in dB(A) 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 Case Delhi’s 1.01.2016 F1 Phase I 08.01.2016Time F2 Phase I 15.01.2016 F3 Phase I 15.04.2016 F1 Phase II 22.04.2016 F2 Phase II 29.04.2016 F3 Phase II

studies ambient Anand Vihar Day Time Friday

85 (Includes noise 80

75 levels odd 70 – influenced

65 even

60Leq value in dB(A) traffic 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 by experiment)

1.01.2016 F1 Phase I 08.01.2016Time F2 Phase I 15.01.2016 F3 Phase I traffic 15.04.2016 F1 Phase II 22.04.2016 F2 Phase II 29.04.2016 F3 Phase II

flow

87 CPCB, September, 2017

Anand Vihar Day Time Saturday 85

80

75

70

65 Leq value in dB(A)

60 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30

Time 2.01.2016 S1 Phase I 9.01.2016 S2 Phase I 16.04.2016 S1 Phase II

ITO Day Time Saturday 85

80

75

70 Case Delhi’s 65

60 studies Leq value in dB(A) ambient 55 (Includes 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 noise Time 2.01.2016 S1 Phase I 9.01.2016 S2 Phase I 16.04.2016 S1 Phase II 23.04.2016 S2 Phase II 30.04.2016 S3 Phase II 23.01.2016 S1 BAU levels odd

– influenced * * * even traffic by experiment) traffic flow

88 Chapter IX

Findings & Challenges in traffic noise abatement

Adverse health effects of noise

Community noise (also called environmental noise, residential noise or domestic noise) is defined as noise emitted from all sources except noise at the industrial workplace. As per WHO, most people are typically exposed to several noise sources, with road traffic noise being a dominant source (OECD-ECMT1995). Population growth, urbanization and to a large extent technological development are the main driving Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s forces, and future expansion of highways / road networks, airports , MRTS will increase the noise levels further. Hearing impairment is typically defined as an increase in the threshold of hearing. Hearing deficits may be accompanied by tinnitus (ringing in the ears). Noise-induced hearing impairment occurs predominantly in the higher frequency range of 3000-6000 Hz, with the largest effect at 4 000 Hz. But with increasing LAeq,8h and increasing exposure time, noise-induced hearing impairment occurs even at frequencies as low as 2000 Hz.

In the European Union countries about 40% of the population are exposed to road traffic noise with an equivalent sound pressure level exceeding 55 dB(A) daytime and 20% are exposed to levels exceeding 65 dB(A). Taking all exposure to transportation noise together about half of the European Union citizens are estimated to live in zones which do not ensure acoustical comfort to residents. More than 30% are exposed at night to equivalent sound pressure levels exceeding 55 dB(A) which are disturbing to sleep. Data collected alongside densely travelled roads were found to have equivalent sound pressure levels for 24 hours of 75 to 80 dB(A). The

89 CPCB, September, 2017

degree to which noise leads to disturbance, annoyance and stress depends partly on individual characteristics, in particular a person’s attitude and sensitivity to noise.

Unsustainable trends in noise pollution future policy planning (OECD (1991)

In a large number of community attitudinal surveys, transportation noise has been ranked among the most significant causes of community dissatisfaction. A number of trends are expected to increase environmental noise pollution, and are considered to be unsustainable in the long term. The OECD (1991) identified the following factors to be of increasing importance in the future. a. The wider geographical dispersion of noise sources, together with greater individual mobility and spread of leisure activities. b. The increasing invasion of noise, particularly into the early morning, evenings and weekends. c. The increasing public expectations that are closely linked to increases in incomes and in education levels.

Besides above, increased noise pollution is also linked to systemic changes in business practices (OECD-ECMT 1995).

Figure People(%) annoyed as a function of noise exposure (Lden in dB(A)) Source: Miedema & Oudshoorn (2001). Case Delhi’s studies ambient (Includes noise levels odd – influenced even

Key findings - Case studies on noise levels in Delhi traffic

The past chapters highlighted the concerns on traffic management due to rapid growth of by experiment) vehicle numbers on city roads. Traffic congestion is a major problem in Indian cities mainly due traffic to increasing number of vehicles and the mixed nature of traffic flow – 2W , 3W, 4W , tempos, battery operated vehicles and buses compete for limited road space – the matter get serious flow during peak hours particularly on office days. Several de-congestion measures have been

90 CPCB, September, 2017

adopted in Delhi ex. increase in number of traffic signal posts , by-passes , fly- Delhi’s unique traffic ‘mix’ : private, commercial , mass transport / light & overs , one way traffic on major routes heavy / 2W,3W,4W transport at peak hours, BRTS, car free day , no parking zones , tow – away area , removal road encroachments besides odd-even traffic experiment etc. The Rules were last amended in January 2010 to reduce noise levels at night (by restricting the use of horns, sound emitting construction equipments and bursting of fire crackers.

Table : Ambient Air Quality Standards w.r.t. NOISE

Area Zones Day Time Night Time code dB(A) Leq dB(A) Leq 1) Day time : 6.00 a.m. to 10.00 p.m. (16 hours) A Industrial 75 70 2) Night time 10.00 p.m. to 6.00 B Commercial 65 55 a.m. (8 hours) C Residential 55 45

The following events in DELHI were studied and presented in separate chapters as case studies to ascertain decrease (if any) of noise levels and attribute it to a source : a. Diwali ( 2014 , 2015 , 2016 ) Case b. Republic Day & Independence Day ( 2015 , 2016 ) Delhi’s c. Sundays ( eight Sundays in year 2016 )

d. Odd even traffic experiment in Delhi 2016 – Phase I studies e. Odd Odd even traffic experiment in Delhi 2016 – Phase II ambient

Table : National Noise Monitoring Network - DELHI (Includes

noise Name of location Area Zone type Latitude Longitude

1. IBHAS Dilshad Garden Silence 28º40' 53.76'' N 77º19' 6.2'' E levels 2. Delhi College of Silence 28º45' 00.54'' N 77º7' 3.61'' E odd Engineering (DCE) – influenced

3. Mandir Marg Silence 28º38' 11.41'' N 77º12' 2.36'' E even 4. NSIT Silence 28º36' 14.46'' N 77º2' 28.78'' E 5. R.K. Puram Residential 28º33' 46.23'' N 77º11' 12.4'' E traffic 6. Punjabi Bagh Residential 28º40' 12.83'' N 77º7' 54.14'' E

7. Anand Vihar Commercial 28º38' 51.22'' N 77º18' 57.02'' E by

8. CPCB, HQ Commercial 28º39' 20.99'' N 77º17' 39.91'' E experiment) traffic 9. Civil Lines Commercial 28º40' 55.97'' N 77º13' 25.75'' E 10. ITO Commercial 28º37' 23.06'' N 77º14' 28.57'' E flow

91 CPCB, September, 2017

The noise descriptors LAeq T and L90 (background noise levels) were used to analyse noise levels. The noise descriptor , Ln is that noise level exceeded for n% of the measurement time.

L90 i.e. noise level exceeding for 90 per cent of time is taken to be the ambient or background noise level. The noise levels were taken from data generated from CPCB’s National Noise monitoring network of TEN stations located in Delhi for LAeq (day 6am to 10 pm), LAeq (day 6 am to noon), LAeq (night 10 pm to 6 am), L90 (day 6am to 10 pm) and L90 (day 6am to noon). The key findings are summarised below :

1. Case study – Noise levels on Sundays ( 2016 )

The noise levels LAeq day of following BAU weeks of EIGHT SUNDAYS of year 2016 were analysed:

Table : Sundays of year 2016 in Delhi (database)

Sundays Remarks Sundays on dd/mm/yy Monitored period 03/01/16 April January 1-15 , 2016 (15 days) , time period 8am Phase I traffic to 8pm ; Days – Monday to Saturday experiment 10/01/16 Note : Odd even traffic restrictions were not applicable on Sundays 17/04/16 Period - April 15-30, 2016 (16 days) , time period Phase II traffic 8am to 8pm ; Days – Monday to Saturday experiment 24/04/16 Note : Odd even traffic restrictions were not applicable on Sundays Case Business as usual Delhi’s 24/01/16 January18 – 24, 2016 ( 7 days) (BAU) week studies

23/10/16 ambient Diwali monitoring 23rd October to 6th November 2016 (15 days) 30/10/16 th period Note 30 October 2016 was Diwali day (Includes

06/11/16 noise Besides : levels

1. Year 2015 : Pre-Diwali – 26th Oct. - 1st Nov., 2015 odd 2. Year 2015 : Post Diwali - 16 – 22 November 2015 – influenced

even The objective was to ascertain whether prescribed area zone noise limits were exceeded during

day-time on Sundays. The FOUR stations located in commercial area zones in Delhi are Anand traffic Vihar, CPCB – HQ, Civil Lines and Income Tax Office (ITO) were also studied - these areas are expected to have maximum transport movement (2W , 3W & 4W) particularly on office by experiment) weekdays. Key observation was that area zone noise limit LAeq day dBA were exceeded, traffic implying traffic on Sundays is significant. The noise descriptor , Ln is that noise level exceeded

for n% of the measurement time. L90 i.e. noise level exceeding for 90 per cent of time is taken to flow be the ambient or background noise level, implying Sundays traffic movement does not come to

92 CPCB, September, 2017

a standstill on Sundays. The background noise levels were less than the area zone noise limits except at NSIT (academic centre) and ITO (major traffic crossing). Sundays are as noisy as week days.

2. Case study - Noise levels during Diwali festival ( 2014 , 2015 , 2016 )

The objective of this chapter is to examine compliance of noise levels during Diwali period day & night time w.r.t. prescribed standards for the respective area zones as defined under Noise ( Regulation & Control ) Rules 2000 and to ascertain whether increase in sound levels can be attributed to bursting of firecrackers only. The noise levels were analyzed for the periods as given in Table below.

Table : Monitoring schedule in Delhi during Diwali period (Note : Diwali day dd/mm/yy is underlined)

Year Monitoring period Monitored Day of week BAU two days (pre, post & during Diwali) period Diwali Previous week Duration (days) days days dd/mm/yy (two days) 15th October to 30th October, 23-24 Thursday & 2014 2014 16-17/10/2014 October Friday Duration – 16 days 22ndOctober to 22nd November 11-12 Wednesday 2015 2015 4-5/11/2015 November & Thursday Duration – 32 days Case 23rd October to 6th November Delhi’s 30-31 Sunday & 2016 2016 23-24/10/2016 October Monday Duration – 15 days studies ambient

i. LAeq day during monitored period – Silence & Residential area zones

(Includes The LAeq limits for day time was exceeded for silence (50 dBA) and residential area noise (55dBA) zones during the monitored period of the three years

levels odd ii. LAeq NIGHT during Diwali period ) – SILENCE & RESIDENTAIL area zones –

influenced a. Though nights are relatively quieter than the day time , the noise standard for night even time of 40 dBA in the three SILENCE area zones and 45 dBA in for the two residential area zones were exceeded at all locations during the three years traffic

b. SILENCE area zones are no more ‘silent’ and so are residential areas zones , by

mainly due to movement of 2W , 3W and 4W. experiment) traffic c. Residential area zones are not quiet areas at night time – though vehicle movement may be relatively low there are other sources contributing to noise levels ex. radio , music systems & TVs . flow

93 CPCB, September, 2017

iii. LAeq (day & night) w.r .t. noise limits - CPCB HQ ( Commercial zone area) Though nights were are quieter than the day time, the noise monitoring station at CPCB HQ exceeded noise standards , during the day and 60 – 80 percent of the monitored periods during night time. The number of days the standards were exceeding prescribed noise limits were increasing implying Typical peak hour traffic late evenings there was increased vehicle movements both during day & night times. The noise monitoring station at CPCB HQ (commercial area zone) is located before a busy road stretch which has brisk traffic movement leading to Karkadooma District Court , CPCB HQ , Hegdewar Govt Hospital and Shahdara besides there are residential areas surrounding the area. This road stretch is also frequently used as a by-pass for vehicle divers (2W , 3W & 4W) to avoid the busy parallel main road leading to Shahdara and Laxmi Nagar / Anand Vihar. iv. LAeq (day & night) w.r.t. noise limits ( 2014 , 2015 , 2016 ) - ITO , Anand Vihar and Civil Lines ( Commercial zone area ) Case ITO : The noise levels reported at ITO (major traffic crossing) exceeded noise standards Delhi’s prescribed for day and night for all the three years during the monitored period. The area

ITO area is categorised as COMMERCIAL AREA ZONE , this is a very busy traffic studies crossing and is has several government offices / institutions in the region. The ambient ambient high noise levels throughout the day can be attributed ONLY to busy traffic movement.

The area has briskly developed over the last two decades and there has been (Includes

corresponding increase in vehicle movement due to which several traffic de-congestion noise measures were undertaken in the region to ensure smooth traffic flow.

a. Anand Vihar ( major traffic junction) : In the monitored period during years 2015 & levels 2016 the LAeq noise levels during day and night were always exceeded. The noise odd

levels at Anand Vihar, major traffic prone area due to ISBT , metro rail station and Delhi – influenced

– Ghaziabad (UP) border. The ambient high noise levels through out the day can be even attributed ONLY due to constant vehicle movement.

b. Civil Lines : During the monitored periods in year 2015 and 2016 , out of 32 days traffic observations the day LAeq were less than noise limits while night levels exceeded 55 by

dBA on all days. experiment) traffic v. Comparison of noise levels at LAeq NIGHT time - Diwali days Vs BAU weekdays Noise limits applicable for night time were exceeded during Diwali period at all the TEN lcoations. Regarding comparison of noise levels at NIGHT time - Diwali days Vs business flow

94 CPCB, September, 2017

as usual (BAU) of the immediate previous weekdays indicated that there was significant increase in noise levels during the Diwali NIGHTS which can be attributed ONLY DUE TO BURSTING of sound emitting FIRECRAKERS.

3. Case study - Noise levels on Republic Day & Independence Day ( 2015 , 2016 )

The two national holidays viz. Republic Day (January 26) & Independence Day (August 15) are off days the objective of study was to ascertain whether the day – time noise levels reported at the FOUR noise monitoring stations located in COMMERCIAL Area Zones viz. Anand Vihar , CPCB - HQ , Civil Lines and ITO are comparable with BAU weekdays or lower due to reduced traffic flow.

On Republic Days (January 26) & Independence Days (August 15) , the LAeq day dBA noise limit day 65 dBA was exceeded at ITO and Anand Vihar on years 2015 & 2016.

Comparison of noise limit LAeq day dBA of BAU weekdays Vs National holidays – Monday , Tuesday & Saturday indicated that the noise limits were exceeded however on par with LAeq day of corresponding BAU weekdays.

The background noise levels L90 (6am to 10pm) were less than 65 dBA at all the locations (except ITO) on the two national holidays , indicating there was reduced traffic flow on these two days.

L90-forenoon were less than 65 dBA at all locations except at ITO on Independence Day, this could due to traffic moving towards Red Fort where the event is celebrated. Case Delhi’s The observations indicated that though there was reduction in noise levels w.r.t. BAU weekdays

at ITO and Anand Vihar during the measurement times however noise levels exceeded studies prescribed day-time limits of 65 dBA, and this can be attributed to reduced traffic movement ambient only.

(Includes

4. Case study : Analyses of noise levels - Delhi’s Odd – even traffic experiment in year noise 2016

levels The objective of analyses of the NOISE LEVELS during Delhi’s odd-even traffic experiment odd

conducted in Delhi in year 2016 is to ascertain whether there was any significant reduction in – influenced noise levels in the four commercial area zones during the traffic experiment due to expected even decrease in vehicle numbers. The data of FOUR stations located in commercial area zones were studied as these locations should reflect reduction in noise levels arising from reduction in traffic traffic volume (if any). The noise levels are compared with weekdays of a typical business as by

usual (BAU) week to ascertain change in noise levels. experiment) traffic

The odd-even traffic scheme was conducted in two rounds viz. o first (Phase I ) between January 1-15 , 2016 (15 days) and flow

95 CPCB, September, 2017

o Phase II between April 15 – 30, 2016 (16 days) o Days applicable were Monday to Saturday between 8 am to 8 pm

Observations : Regarding status of compliance LAeq (day time) during BAU weekdays - January 18 – 24, 2016, the noise levels exceeded the prescribed limit of 65 dBA on all BAU weekdays – Monday , Tuesday…Saturday at all locations in commercial area zones viz. ITO, Anand Vihar and CPCB HQ except at location at Civil Lines

i. Background noise L90 (day-time) : Odd-even traffic experiment (Phase I & Phase II) noise levels were higher or on par with corresponding BAU week days. Phase II reported higher noise levels.

ii. For Phase I & II for L90-forenoon - (background noise levels , forenoon period between 8 am to

noon): The L90 (forenoon) noise levels (background ) exceeded 65 dBA on several days at ITO, Anand Vihar and CPCB HQ, indicating that vehicle noise levels were significant. Phase II reported higher noise levels. iii. Saturdays is as busy and noisy as other weekdays i.e. Monday to Friday, traffic flow remain unchanged. iv. CPCB HQ higher noise levels during Phase II : The road stretch in front of CPCB is parallel to the main road leading to Shahdara / Anand Vihar / LAxmi Nagar, it is frequently used as a

by pass by vehicle drivers to overcome congested routes. L90-day Phase II and L90-forenoon at location CPCB HQ was significant. v. ITO & Anand Vihar noisy : The noise levels at both the locations were high exceeding prescribed noise limit 65 dBA ; note ITO (major commercial hub and traffic junction ) and Anand Vihar (ISBT + railway station + Metro rail station) are high traffic prone areas. vi. Besides the above , there are several reasons for high noise levels observed during Delhi’s Case odd-even traffic experiment conducted in Delhi in year 2016 , they include : Delhi’s a) All types of vehicles (

CNG or otherwise ) studies IGL filling station : CNG vehicles also contribute to traffic noise when ‘idling’ ex. ambient waiting at traffic

signals or during their (Includes

movement generate noise noise besides noise

from honking , a levels widely acknowledged odd

traffic nuisance. – influenced

b) Though there were even restrictions on odd –

even number plates , traffic there were no by

restrictions on CNG experiment) traffic vehicles which may generate less vehicular emissions however their contribution to noise levels (movement & honking) remain unchanged. Due to the odd-even restrictions use of flow

96 CPCB, September, 2017

CNG vehicles could have increased (NCR areas) they include private vehicles , car pooling and private taxis ( includes Ola & Uber etc) c) 3W (auto ric kshaws) are CNG based however they generate significant noise on the roads. d) DTC increased its bus fleet which operate on CNG & additional buses were procured to the regular DTC bus fleet during the experiment to cater to passenger needs. Movement of heavy vehicles generate more noise. e) MRTS services increased MRTS services increased during ‘odd-even’ traffic experiment in Delhi. Delhi Metro trips were increased and the services of Airport Express Line was also increased to handle increased passenger movement. f) All vehicles ‘ exempted’ during the odd even traffic experiment to curb air pollution ( particulate matter) contribute significantly to ambient noise levels, they include : a) CNG vehicles and electric cars : In a bid to promote clean fuel and reward those who have shifted away from petrol/diesel cars, exemptions applied for CNG vehciles and hybrid cars b) Two-wheelers : The reason for exempting two-wheelers / bikes was that that the existing public transport was inadequate to provide a viable option. 2W generate maximum noise. c) Taxi aggregators : Taxi aggregators such as Ola and Uber – operating on CNG. g) The analyses of the noise levels results indicated that ambient noise from traffic flow cannot be reduced singly by adopting odd even noise experiment only , there need to be simultaneous application of other traffic control and noise mitigation measures.

Case Vehicle ownership Delhi’s

The larger cities in China namely Shanghai, Guangzhou, and Beijing have introduced quotas for studies the number of cars that can be registered per month. Beijing for instance, allowed only 20,000 ambient cars to be registered per month in 2011, which was 70% less than the number registered in

2010 i Shanghai adopts a car quota system, which allows only 7000 to 8,000 cars to be (Includes registered per month. Guangzhou allows only 10,000 car registrations per month. Even as these noise cities have restricted the registration of cars, they have made massive investments in public

transit systems. In India on the cities such as DELHI register more than 30,000 cars per month levels or 1,000–1,200 cars per day. Urban road space will never be able to match the growth of the odd

projected number of cars. (Ref. TERI Policy brief June 2014). The above features indicate that – influenced environmental issues pertaining to growing vehicle numbers affect ambient air quality i.e. even chemical composition and NOISE levels.

traffic Urban sprawl : Delhi – NCR move toward seamless urban continuum by

experiment) traffic The growth of Delhi has been documented in the Master Plans of Delhi (MPD) in beginning with the Master Plan of Delhi in 1962 (MPD-62) , Master Plan for Delhi 2001 (MPD-2001) and latest MASTER PLAN FOR DELHI (MPD) – 2021. The Master Plan for Delhi (MPD) -2021 highlights flow

97 CPCB, September, 2017

that the holding capacity (population) of Delhi is under stress and hence the need to de-congest the city by tapping on the ‘urbanisable areas’ within it and regions that adjoin National Capital Regions (NCR).

A separate chapter with above title gives further information, the thrust areas on development of Delhi are :

a. Mixed land-use b. Urbanizing landuse c. TRANSPORTATION d. NCR- Delhi’s virtual urban continuum

A major component of MPD 2021 called for a comprehensive re-development strategy for accommodating a larger population, strengthening of infrastructure facilities accompanied by creation of more open spaces at the local level by undertaking measures for re-development of congested areas. NCT Delhi is highly urbanized with 93.18% of its population living in urban areas as against the national average of 27.81%. With the continuation of the present population trend, the total population of National Capital Territory Delhi ( NCTD) by the year 2021 would be 225 lakh respectively. To accommodate the projected population of about 230 lakhs by the year 2021, a three-pronged strategy is recommended:

a. To encourage the population to deflect to NCR towns; b. To increase the population holding capacity of the area within existing urban limits through re-development; and c. Extension of the present urban limits to the extent necessary Case Delhi’s Population holding capacity is to be enhanced through a re-development strategy and modified

development norms. Delhi has a limited area of 1483 sq. kms., out of which about half of the studies area is already urbanized. NCR Plan-2021 has proposed the availability of ‘urbanisable land’ in ambient NCT-Delhi for 2021. It is envisaged that major rural areas would be absorbed as urban extension from time to time with due regard to balanced city development. In future, (Includes urbanization has to be in the areas that have development pressure / potential like the areas noise along the major transport corridors and fringes of already urbanised areas.

levels To meet the growing demand of commercial activities and overcome the shortfall of available odd

commercial space, a liberalized provision of Mixed Use in residential areas has been adopted – influenced adhering to the requisites of the environment, while achieving better synergy between even workplace, residence and transportation. A key governing principle for mixed use ( means the provision for non-residential activity in residential premises) is to allow access to commercial traffic activities in the proximity of the residences and reduces the need for commuting across zones in by

the city. However, at the same time, it needs to be regulated in order to manage and mitigate experiment) traffic the associated adverse impact related to congestion, increased traffic and increased pressure on civic amenities. flow

98 CPCB, September, 2017

The present National Capital Region (NCR) comprises of a total area of 33,578 sq. km including: a) areas of Delhi (1483 sq. kms), b) Haryana (13413 sq. kms.), c) Uttar Pradesh (10853 sq. kms.) and d) Rajasthan (7829 sq. kms).

The physical potential for further urbanization within the NCT is reducing although there is a virtual urban continuum between Delhi and the surrounding areas, particularly which lie in the States of Uttar Pradesh and Haryana.

De-congest NCT Delhi echoes in MPD 2021

The TRANSPORT COMPOSITION in Delhi is very unique, though passengers avail of the services of mass transport system ex. rail , metro rail and bus however the road traffic comprising of vehicles four wheelers (4W) ,3W and 2W (motorbikes, scooters etc) is significant. Delhi’s per capita income was almost three times of the national average, both at current and constant prices (Economic Survey of Delhi 2016-17) , this indicates higher buying power.

A key observation Master Plan Delhi (MPD) -2021 mentioned that compared to the period of the last Master Plan there is a phenomenal growth of Delhi’s traffic’s unique mix (2W,3W,4W & buses) automobiles which has busbuses)private & commercial vehicles transport resulted in congestion, - pollution, safety of travel st Case and parking etc. As on 31 Delhi’s March, 2016, the total

number of motor vehicles studies on road in Delhi touched ambient to 97.05 lakhs, showing an increase of 9.94 per (Includes cent over previous year noise (Economic Survey of Delhi, 2016-17). As per the Delhi Statistical Handbook 2014-15 the two-

wheelers (2W) far outnumber four-wheelers, accounting for 64% (nearly double the number of levels four-wheelers) of the vehicles plying on Delhi roads. Delhi roads lengths have been growing odd

over the years, implying increase in road space to accommodate more traffic flow.The road – influenced network of Delhi has increased from 32,131 lane km in 2007-08 to 33,868 lane km in 2015-16 even (Economic Survey of Delhi, 2016 -17).

traffic With commencement of MRTS and its expansion in phases, public transport in Delhi witnessed by

perceptible change as more passenger trips are being covered by Metro Rail services . DMRC experiment) traffic is the mass transportation backbone of the National Capital Region (NCR). The average daily ridership has increased by 43 percent in the last five years. flow

99 CPCB, September, 2017

Factors contributing to traffic noise

Road traffic noise is the major source contributing to ambient noise, factors contributing to traffic noise are :

i. Traffic flow, as the traffic flow increases, the noise levels increase. ii. Traffic speed - Higher speed causes higher noise levels, at lower speeds, the influence of engine transmission of noise is predominant. iii. Tyre-road surface interaction: At higher speed the tyre surface interaction assumes importance, noise level increases during acceleration. Tyre-road surface interaction is a major generator of noise , grooved cement concrete pavement is found to be source of annoying noise to neighbourhoods. iv. Road surface condition: Smooth surface generally produce less noise, rough surface and poorly maintained road with pot-holes produce more noise. v. The noise generated by various parts of vehicle: engine inlet exhaust , propulsion & transmission including gears, brakes, horns, chassis body structure, load in vehicle, door slamming etc. contribute to noise vi. Old vehicles - As the vehicle grow old and their mechanical condition (wear & tear) deteriorate generating more noise. vii. Movement of heavy vehicles : Freight carriers , Heavy diesel engine vehicles, Commercial trucks, tractor-trolleys, buses generate more noise. viii. High honking vehicles : two wheelers (Motor cycles, scooter), auto-rickshaws , tempos, and minibuses are generally noisier (due to excessive honking) compared to passenger cars. (Source -Traffic noise pollution by P. D. Marathe , IJED: Vol. 9, No. 1, (January-June 2012) Case Delhi’s Traffic noise – link between speed and road traffic noise (Case study by UKNA)

studies

Noise from road traffic is serious especially densely populated urban areas near highways, ambient railways and airports, according to a 2009 report by Paige Mitchell on the link between speed

and road traffic noise, commissioned by the UK Noise Association (UKNA) , salient features (Includes given below. noise

1. Noise levels Vs urban area : The issue of noise pollution from road traffic in urban and levels other areas, however, is not as simple as merely lowering the speed limit. Irish National odd Roads Authority (NRA) informs that noise from road traffic comprises engine-related – influenced

propulsion noise and rolling noise from the interaction between tyre and road. At higher even speeds, rolling noise is predominant, while at speeds less than 30 kph, engine noise

becomes dominant. Implying reducing speeds in the higher range, when rolling noise is traffic dominant, will decrease traffic noise levels. However, reducing speed limits from 50 kph to by

30 kph (31 to 18 mph) has the potential to increase noise levels, because one goes from experiment) predominantly rolling noise to a situation where engine noise is dominant, traffic 2. Link between Speed & Noise :In urban areas with speeds of between 20 and 35 mph,

reducing speeds by 6 mph would cut noise levels by up to 40%, Reducing 70 mph and 60 flow

100 CPCB, September, 2017

mph speeds on urban motorways would cut noise by up to 50%. In 2008 in Munich, speed limit reductions evaluated for one of the busiest roads in a densely populated area, the speed limit reduction from 60 kph (37 mph) to 30 kph (19 mph) was predicted to produce an average 3 decibel (dB) reduction with no change in traffic flow or composition. 3. Accelerating and braking influence overall traffic noise and noise peaks. Acceleration is more significant than braking and its importance is greater at lower speeds, acceleration can account for as much as 10% of all traffic noise. 4. Driver behaviour : Traffic speeds, volumes and vehicles make up the ‘driving environment’ – an factor in traffic noise ex. for driving patterns like acceleration and braking, with these patterns also depend on driver behaviour. 5. Traffic noise ‘main road problem’ : The size of the road is another factor to consider, UKNA report informs there is evidence to suggest that traffic noise, certainly in urban areas, has become predominately a main road problem. Many 'residential' roads have been traffic-calmed, cutting traffic volumes, speed and, thus noise levels 6. Noise awareness : Until now awareness about noise pollution among policy-makers as well as the public has been too low as the focus on urban environments has been on ‘ air pollution & its chemical contamination’ , there is a need to sensitise noise abatement issues. (Ref for this section : http://www.roadtraffic-technology.com/features/feature126199

Limitations & constraints

1. Land-use urbanised: Delhi as the National Capital has a distinct and unique character, it is expanding and also serving as a hub for the region surrounding it. Planning for a metropolis like Delhi, therefore, cannot be limited within its boundaries. Delhi has a limited area of 1483 Case sq. kms The physical potential for further urbanization within the NCT is reducing although Delhi’s there is a virtual urban continuum between Delhi and the surrounding areas, particularly which lie in the States of Uttar Pradesh and Haryana. There is steady flow of traffic across studies

the borders ambient 2. Area zone and landuse The Noise (Regulation & Control ) Rules 2000 has defined noise

levels based on area zones categorized as silence , residential , commercial and industrial. (Includes

Maximum complains on noise levels are received due to non-compliance to area zone noise noise limits prescribed under these Rules. The pace of development in the last two decades has

transformed DELHI from Class I to a mega city. Landuse has created several problems, levels particularly non conforming activities in area zones. odd 3. Road surfaces Vehicles are subjected to varying qualities of road surfaces which affect their – influenced

performance , including noise levels (tye road interface). even 4. There is a phenomenal growth of automobiles which has resulted in congestion, pollution,

safety of travel and parking etc these also contribute to increased noise levels traffic 5. The problem of 2W owners tampering with their vehicle, particularly by replacing the original by

exhaust silencer by a less efficient one, seems to be equally serious all over Europe, the experiment) penetration of illegal exhausts in the fleet is 35% for motorcycles and 65% for mopeds. The traffic two-wheelers (2W) in Delhi far outnumber four-wheelers, accounting for 64% (nearly double

the number of four-wheelers) of the vehicles plying on Delhi roads. flow

101 CPCB, September, 2017

6. An increased presence of electric vehicles, which are significantly quieter at lower speeds however in mixed traffic particularly nearing metro stations they contribute to congestion due unscheduled parking areas 7. Land Vs parking space requirement: The Delhi Govt had informed the Hon’ble Supreme Court that 10,000 buses would be bought however only 5000 added. The reason submitted by to the Hon’ble was lack of adequate parking spaces . The Delhi Govt would need 500 acres to accommodate 10,000 buses. Parking problems is not restricted to buses alone, private and commercial vehicles alos have parking problems. 8. Lack of health studies Traffic comprises engine-related propulsion noise and rolling noise from the interaction between tyre and road besides Typical ‘parking’ encroachments in market places by 2Ws & 4Ws indiscriminate honking. Sudden or sharp noise peaks can be as or more annoying than overall noise levels, especially at night as it disturbs sleep. In addition to loudness, the health impacts of noise depend on duration, predictability, pitch and context. Lack of health related information on impacts from traffic noise. 9. Honking nuisance : Though there is awareness on undesirable honking habit the implementation by drivers is weak. Case 10. Noise network inadequate : An effective noise monitoring network with display screen Delhi’s located at strategic locations can enhance awareness. The noise levels data is based on

TEN stations in DELHI under the National Noise Monitoring Network, the number of stations studies are inadequate to represent noise levels of the entire city effectively. ambient 11. Noise descriptors and noise mapping / modeling tools :The analyses was done using noise

descriptors LAeq T and Ln. There is a need to conduct noise surveys at hot spots and use (Includes

relevant noise mapping / modeling tools to generate a database, to analyze , predict and noise suggest noise abatement measures.

12. Post project problems : Establishment / expansion of several infrastructure projects like levels airports , ISBTs, MRTS, railway stations, hospitals, commercial hubs etc is accompanied by odd

population growth around these areas , frequently complaints are received from residents – influenced

living in the vicinity of these service centres, many relocate for availing conveniences of the even services deployed.

13. Sound proofing & building codes : Inadequate publicity on sound proofing features in traffic building codes by

experiment) traffic

* * * flow

102 Chapter 10

Audible Warning Devices (horns & sirens) and vehicle noise

HORN an Audible Warning Device

Horn is called as ‘Audible Warning Device’ (AWD) internationally in automotive regulatory terms, it basically is a safety device providing warning to other road users to avoid accidents and for signaling overtaking while driving on highways.

World Forum for Harmonization of Vehicle Regulations (WP.29)

1. United Nations Economic Commission for Europe (UNECE) (WP.29) is a unique Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s worldwide regulatory forum within the institutional framework of the UNECE Inland Transport Committee. UN Regulations contain provisions (for vehicles, their systems, parts and equipment) related to safety and environmental aspects. They include performance-oriented test requirements, as well as administrative procedures. The latter address the type approval (of vehicle systems, parts and equipment), the conformity of production (i.e. the means to prove the ability, for manufacturers, to produce a series of products that exactly match the type approval specifications) and the mutual recognition of the type approvals granted by Contracting Parties. The key objectives are :

a. Overall, the regulatory framework developed by the World Forum WP.29 allows the market introduction of innovative vehicle technologies, while continuously improving global vehicle safety. The framework enables decreasing environmental pollution and energy consumption, as well as the improvement of anti-theft capabilities. b. The same regulatory framework is also instrumental for fostering and facilitating cross- border trade, since provisions established under the 1958 Agreement include the reciprocal acceptance of approvals of vehicle systems, parts and equipment issued by other Contracting Parties (the reciprocal recognition of the entire vehicle is not yet possible under the 1958 Agreement, even if procedures for the whole vehicle type

103 CPCB, September, 2017

approval of vehicles have been established in EU Member States. In order to address this issue, WP.29 launched the International Whole Vehicle Type Approval (IWVTA) project in March 2010).

2. Three UN Agreements, adopted in 1958, 1997 and 1998, provide the legal framework allowing Contracting Parties (member countries) attending the WP.29 sessions to establish regulatory instruments concerning motor vehicles and motor vehicle equipment:

a) UN Regulations, annexed to the 1958 Agreement; b) United Nations Global Technical Regulations (UN GTRs), associated with the 1998 Agreement; and c) UN Rules, annexed to the 1997 Agreement.

3. UN Regulations contain provisions (for vehicles, their systems, parts and equipment) related to safety and environmental aspects. They include performance-oriented test requirements, as well as administrative procedures. The latter address the type approval (of vehicle systems, parts and equipment), the conformity of production (i.e. the means to prove the ability, for manufacturers, to produce a series of produ cts that exactly match the type Case approval Delhi’s specifications) and the

mutual recognition of Fire services use special sirens – emergency vehicles studies the type approvals ambient granted by Contracting Parties.

(Includes

4. UN GTRs contain globally harmonized performance-related requirements and test procedures. noise They provide a predictable regulatory framework for the global automotive industry, consumers

and their associations. They do not contain administrative provisions for type approvals and levels their mutual recognition. odd

– influenced

5. UN Rules concern periodical technical inspections of vehicles in use. Contracting Parties even reciprocally recognize (with certain conditions) the international inspection certificates granted

according to the UN Rules. traffic

by

6. UN Regulation No. 28 (Audible Warning Devices) : As per the UN Regulation No. 28 experiment) traffic (Audible Warning Devices) most of the countries have mandated installation of horn in vehicles, however no noise limits for vehicular horns have been prescribed. flow

104 CPCB, September, 2017

Some global perspectives on horns / sirens

1. Noise emitted from HORNS and SIRENS are controlled at the Manufacturing Stage - In the International context, noise emitted from Horns / Sirens are controlled at the manufacturing stage and installation stage with appropriate standards and norms.

2. Horns are Audible Warning Devices (UN Regulation No. 28) : It is generally required that a vehicle shall be equipped with a horn and that this horn shall be audible in a free field at a certain distance typically 60 m to 100 m distance.

3. UN Regulation No. 28 (Audible Warning Devices) : As per the UN Regulation No. 28 (Audible Warning Devices) most of the countries have mandated Installation of Horn in Vehicles, however no Noise Limits for Vehicular Horns have been prescribed. Thus it may be concluded that internationally NO PROTOCOL is available for measurement of VEHICLE NOISE from Horns / Sirens for Moving Vehicle in a Traffic flow. It is also noted that, as per the country wise assessment of existing regulations on the horn by UNECE, even Saudi Arabia (Abu Dhabi) Case has no limits Delhi’s specified for Horns in

Moving Vehicles, studies because ‘Horns shall ambient not be used at all

near mosques, Police patrol vans fitted with sirens (emergency vehciles) (Includes

hospitals nor school; noise nor shall they be used within inhabited areas, except in cases of extreme necessity’. levels 4. Country-wise assessment on regulation of use of HORNS by UNECE - A country wise odd

assessment of existing regulations on the HORNs has been done by United Nations – influenced

Economic Commission for Europe (UNECE). Based on the above assessment it was even observed that in most countries the requirements are much less specific. It is generally

required that a vehicle shall be equipped with a horn and that this horn shall be audible in a traffic free field at a certain distance (typically 60 m to 100 m distance). by experiment) traffic

flow

105 CPCB, September, 2017

Table: Countries that require Installation of a HORN (do not use UN Regulation No. 28 )

Country Minimum Maximum Test Procedure Regulation Code sound sound Argentina Decree 779/95 IRAM Standard - 104 dB Art. 30 Australia ADR 42/04 - - - Canada Highway Traffic Audible at 200ft distance Act 1964, Chapter - - (60m) (under normal traffic 14 conditions) Gulf Microphone at 2m distance Cooperation GSO 42/2003, and 1.25 height 88 dB(A) 125 dB (A) Council ( Art, 26 GCC) Iceland 411/1993 Art. 13 - - - Malaysia L.N. 170/1959 24 - - - Mexico Audible at 60m distance RTCPJF Art. 45 - - (under normal traffic conditions) New Zealand Audible at 100m distance Land Transport - - (under normal traffic Rule 32017/5 conditions) Republic of Tested at 2m Korea distance; KMVSS Art. 53 90dB(C) min required Case Sound is 90 Delhi’s dB(C) Saudi Arabia Horns shall not be used at all studies ambient near mosques, hospitals nor M/49Dec. 23, - - school; nor shall they be used

1971 Art. 83 (Includes within inhabited areas, except noise in cases of extreme necessity Singapore The instrument or apparatus levels

fitted to a trailer under odd paragraph (3) or (4) shall not

S 345/ 74 24 - - – have a multi-tone or produce influenced even an unduly harsh, shrill, loud or alarming noise. traffic United States Connecticut: Audible at 200ft 49 CFR 393 of America - - distance (60m) (under normal by

G S 393.81 experiment) traffic conditions) traffic flow

106 CPCB, September, 2017

5. Honking is not a habit : The above indicates there is no necessity felt by most of the developed countries to use HORNS due to reasons that can range from (a) Strict implementation of traffic rules by Traffic Police (b) smooth traffic flow / management (c) no mixed traffic (d) better road infrastructure (e) well Two wheelers (2Ws) constitute significant fraction of city maintained vehicles & vehicles – responsible for indiscriminate honking advanced technologies (vehicle manufacturing related matter)

Six certified testing agencies authorised by MoRTH – vehicle noise

Automobile manufacturers submit their vehicles for type approval (TA) to any of the six certified agencies mentioned in Rule 126 of the Central Motor Vehicles Rules, 1989. Further, Automotive Industry Standard Committee (AISC) is constituted by the MoRTH, Govt. of India for preparation of standards and review of the existing standards

The SIX agencies identified by MoRTH for the above certification are: Case Delhi’s i. The Automotive Research Association of India, Pune(ARAI)

ii. International Centre for Automotive Technology, Manesar studies iii. Central Institute of Road Transport, Pune ambient iv. Vehicle Research & Development Establishment, Ahmednagar

v. Central Farm Machinery Testing and Training Institute, Budhni (Includes

vi. Indian Institute of Petroleum, Dehradun noise

Specifications for vehicle HORN as a COMPONENT - BIS & AIS levels odd Ambulance (emergency vehicle) stuck in traffic jam

Horn/Siren as a COMPONENT : Safety – influenced components such as horns, mirrors, even lighting / signalling devices, seats, etc. are notified under specific rules of Central traffic Motor Vehicle Rules (CMVR) and it by

specifies Test Standard viz Automotive experiment) traffic Industry Standards (AIS) and Bureau of Indian Standards (BIS) to which the said component / system should conform. In flow

107 CPCB, September, 2017

general, any measurement methods / protocols related to vehicular noise are developed by BIS and the BIS committee for formulating IS standards includes ARAI, MoRTH and SIAM. Component manufacturers must approach the approved testing agencies for necessary testing and approval. Key features include : a) IS 1884-1993 : In case of vehicular Horn as a component it is to be produced as per IS 1884-1993. b) CERTIFICATION of Safety Components (Horns etc) Component Type Approval : ARAI issues ‘Type Approval Certificates (TAC) for vehicles/components/parts/assemblies etc ” based on the documents produced and/or prototypes submitted by the applicant and testing thereof. Component approval is done by the testing agencies notified under Rule 126 under CMVR, 1989. c) Automotive Industry Standard (AIS 014) : Additionally, when the horn is fitted in a particular vehicle model, it should comply with the installation requiremen t as per AIS 014. The vehicle manufacturer seeks approval as per AIS 014 for use of that specific model of horn. Industry Specific Standards (like AIS 014 for Horn Installation) are developed by ARAI d) Standards / Norms for Vehicular Horns at Manufacturing Stage and Installation Stage as notified under CMVR, 1989 of MoRTH and same summarised below.

Table : Vehicular Noise Standards w.r.t Horns & Sirens

VEHICULAR NOISE STANDARDS Vehicular Standard To be Noise Limits/Standard Noise Sources Code Norms notified by Implemented & complied by Horn as a Specification for MoRTH IS 1884- 85 dB for Type 1 horns Case Delhi’s component horns etc (Traffic 1992 90 dB for Type 2A horns (manufacturing Police) 100 dB for Type 2B horns and & installation) by 105 dB for Type 3 horns studies ambient MoRTH (Includes

Horn IS 15796- Maximum sound pressure level when noise Installation 2008 (AIS determined in accordance with

014) method of test shall meet the levels following: odd a)between 83 dB(A) for horns fitted – influenced

on 2 wheelers or 3 wheelers of a even power less than or equal to 7 kW and b)between 93 dB(A) to 112 dB(A) for traffic the horn fitted on all other motor

vehicles including tractor, 2 wheelers by

and 3 wheelers of a power greater experiment) traffic than 7 kW

flow

108 CPCB, September, 2017

Specifications for SIRENS as a COMPONENT - AIS

Only emergency and police vehicles are permitted to use multi-tone sirens. Currently no noise limit is specified for sirens under Central Motor Vehicles Rules 1989 of MORTH (commonly used in vehicles like ambulance, police Vans , Firebrigade ) under CMVR. The MoRTH has notified National Ambulance Code for road ambulance for Type L and M - National Ambulance Code (AIS 125) formulated by Ministry of Road Transport & Highways (MORTH) prescribes noise limits for sirens fitted on Ambulance in the range of 110 dB(A) to 120 dB(A). Rule 119(1) and (3) of the Motor Vehicles Rules, 1989 states that the sirens and multi tone horns shall be continued to be banned except for Police Van, Ambulance and Fire Brigade vehciles

VEHICULAR NOISE STANDARDS Vehicular To be Standard Noise Noise Limits/Standard Norms Implemented Code Sources notified by & complied by AIS 125 Noise limits for sirens fitted on (National Ambulance are in the range of Sirens MORTH MORTH Ambulance 110 dB (A) to 120 dB (A). Code)

Ban on noise from 2W ( motorcycles) - removal of silencers

Case Delhi’s Hon’ble NGT bench headed by NGT Chairperson Justice Swatanter Kumar came down heavily on two wheelers which have removed their silencers , they shall not be permitted to ply on the studies roads in the national capital was direction to MoRTH. ambient

Ban of use of multi-toned and pressure horns in Delhi (Includes

noise In a 2013 ruling, Supreme Court had banned pressure horns, multiple sound emitting horns and musical horns in vehicles. Noise pollution arising from horns in the vehicles is a major nuisance, levels odd the indiscriminate use of pressure horns is a source of serious noise pollution. The National –

Green Tribunal (NGT) imposed ban use of pressure horns in all vehicles in the national capital influenced particularly trucks and buses in year 2016. Police say that the sound from a vehicle including its even horn, should not exceed 90 decibels, but pressure horns can take it up as high as 110 decibels. Fitting a pressure horn is an offence. A first-time challan warrants a fine of Rs 100, repeat traffic

offenders have to pay Rs 300. Government removed use of pressure horns from Blueline by experiment)

buses. traffic

There is a demand for these banned horns for both - trucks and cars, the cost range between flow Rs 250 and Rs 3,000 an d are available in a variety of tones and types. Spare parts market for

109 CPCB, September, 2017

automobile parts sell these products , locations as per reports include markets in Lajpat Nagar, , Karol Bagh and Kashmere Gate. The biggest violators are trucks , followed by cars and two-wheelers

VEHICULAR NOISE is regulated by Ministry of Road Transport and Highways (MoRTH) as per the vehicular noise standards/norms and rules notified under Central Motor Vehicle Rules (CMVR), 1989.

a) REGULATIONS FOR HORNS/MULTI-TONED HORNS/SIRENS under Central Motor Vehicles Rules, 1989 (CMVR) : Rule 119 – Reduction of noise ; Horn installation requirements for motor vehicle shall be as per [AIS-014] specifications as may be amended from time to time, till such as corresponding Bureau of Indian Standards specifications are notified. b) Rule 119(1) and (3) of the Motor Vehicles Rules, 1989 - The sirens and multi tone horns shall be continued to be banned except for Police Van, Ambulance and Fire Brigades

Noise limits on AWDs by MoRTH : multi-tone horns and pressure horns

The following pertaining to curbs on noise from audible warning devices (AWDs) is discussed below : a) The MoRTH is considering a proposal to reduce the maximum permissible decibel range of vehicle horns, a move aimed at curbing noise pollution from compulsive honking on Indian roads. Under the Central Motor Vehicle Rules, 1989, the noise range for horns has been fixed between 93 decibel (dB) and 112dB. The MoRTH proposes to cap the maximum Case cut-off range to below 100dB. The noise decibel is measured at a distance of 7.5 metres Delhi’s from the horn and at a height of 0.5 to 1.5 metres. Reducing the minimum range will make the sound inaudible. studies ambient b) MoRTH is concerned on the use of loud multi-tone and pressure horns, especially on buses and trucks which is illegal and draws penalty. The decibel level of such horns can go up to 140dB. Several cities in Maharashtra and Tamil Nadu have banned use of multi-tone horns. (Includes noise c) In July 2016, the National Green Tribunal banned the use of pressure horns in Delhi and the National Capital Region. levels

d) MoRTH’s proposal for levying penalty - imposing a fine of Rs5,000 on vehicle owners odd installing multi-toned and air horns (both banned under the ), Rs500 for a first – offence for ‘needless and continuous’ honking and Rs1,000 for a second offence. influenced even Noise limits are implemented under the Central Motor Vehicles Rules, 1989

traffic Bureau of Indian Standard (BIS) : standards for horns

by experiment)

The Panel for Acoustics, Sound Insulation and Noise Control, CED 46, constituted by the traffic Bureau of Indian Standards (BIS) is responsible for amendments and revisions in National Building Codes of India flow

110 CPCB, September, 2017

1. IS 1884-1993 : In case of vehicular Horn as a component it is to be produced as per IS 1884-1993. Electric horns - Specification Feb 2014 2 (third revision) 2. IS 4050:1976 Methods of tests for horn switches for automobiles Jan 2011 2 (first revision) 3. IS 7953:1976 Specification for horn rings for automobiles Jan 2011 : IS 14813:2000 Automotive vehicles - Air horns - Specification Jan 2011 4. IS 15796:2008 Automotive vehicles - Horn installation requirements Feb 2014 5. DOC: TED 11(880) Automotive vehicles - Audible warning devices - Specification (Superseding IS 1884 and IS 14813)

Horn noise in manufacturing stage in line with UN Regulation 28

Horn Noise at Manufacturing Stage : As per Rule 119 sub-rule 2 of CMVR notified by MoRT&H fitment of multi toned horns giving a succession of different notes or any other sound producing device giving any unduly harsh shrill loud or alarming noise is prohibited. As per the CMVR at manufacturing stage it is necessary to comply with:

o IS 1884-1992 for horn as a component; and o IS 15796-2008 (AIS 014) for horn noise emission from the vehicle with horn in the installed condition on vehicle.

The Indian regulations for horns noise as component as well as horn noise in installed condition on vehicle are in line with UN Regulation 28 which is an internationally accepted regulation. All vehicles and horns fitted on vehicles by vehicle manufacturers in India meet these regulations. AWD is identified as safety critical component and needs to meet AIS-037 requirements of Type approval and CoP at component level. Case Delhi’s Bureau of Indian Standard (BIS) : vehicle noise

studies 1. IS: 3028-1988 : Noise Emitted by Moving Vehicles : Bureau of Indian Standard BIS Draft ambient Indian Standard automotive vehicles IS: 3028-1988 gives method for noting vehicles noise

at the manufacturing stage. The draft is in-line with the CE/TRANS/505/Rev.1/Add.40/Rev.2: (Includes

noise Noise Emitted By Moving Vehicles – Specification and method of measurement

levels a) Part 1: L2 CATEGORY ; Part 1 covers the requirements of L2 category of vehicles odd

and – influenced

b) Part 2: Three wheeled vehicles even c) Part 3: M & N Category of vehicles.

traffic 2. `IS 10399:1998: Noise Emitted by stationary vehicles : Bureau of Indian Standard BIS IS by

10399:1998 Automotive vehicles - Noise emitted by stationary vehicles - Method of experiment) traffic measurement (first revision) Jun 2013

flow

111 CPCB, September, 2017

Vehicle noise in manufacturing stage MoEF&CC

Vehicle noise in manufacturing stage Landuse for parking in metro cities is deterrent – 2W may occupy less space but are more in number than 4Ws specified standards under the Schedule I and Schedule VI (Part-E), 1. Notified by MoEF&CC on 19th May 1993 under section under Part E of Schedule VI section 25 under E (P) Act 1986 : 2. Vehicles noise test method to be followed as per IS:3028-1998 for vehicles at manufacturing stage. Testing method to seek compliance of noise limits for automobiles, has been published by the Bureau of Indian Standards (BIS) i.e. IS: 3028- 1988, as amended up to date. 3. Noise limits for vehicles at manufacturing stage, as specified in Schedule VI, Part E, of the Environment (Protection) Rules, 1986, specifying the noise limits for automobiles with effect from 31st December, 1993, subsequently amended on 30.12.2002 as under; Noise Limits for Automobiles [(Free Field Distance at 7.5 Metre) in dB (A) at the manufacturing stage Noise Limits for Automobiles [(Free Field Distance at 7.5 Metre) in dB (A) at the manufacturing stage Case Delhi’s (a) 2W( Motorcycles, Scooters) & Three wheelers (3W) - 80 dB (A)

(b) Passenger Cars - 82 dB (A) studies (c) Passenger or Commercial vehicles up to 4 MT -85 dB (A) ambient (d) Passenger or Commercial vehicles above 4 MT and up to 12 MT -89 dB (A)

(e) Passenger or Commercial vehicles exceeding 12 MT -91 dB (A) (Includes

Noise limits for vehicles manufactured w.e.f. year 2003: noise a) For 2W for displacement from 80 to 175 cub.cm w.e.f. 1st January 2003 st b) For 3W: for displacement upto 175 cub cm w.e.f. 1 January 2003 levels c) For passenger car: displacement 75 cub cm w.e.f. 1st January 2003 odd st

d) Passenger & commercial vehicles: for GVW upto 4 tonnes to > 12 tonnes w.e.f. 1 – influenced

January 2003 even Noise limits for vehicles manufactured w.e.f. 1st April 2005

a) For 2W for displacement upto 89 cc to above 175 cc traffic b) For 3W : for displacement upto 175 cc to > 175 cc by

c) Vehicles for carriage of passengers having nine seats including driver seat experiment) traffic d) Vehicles for carriage of passengers having more than nine seats including driver seat and maximum GVW of more than 3.5 tonnes flow

112 CPCB, September, 2017

e) Vehicles for carriage of passengers having more than nine seats including driver seat and used for carriage goods f) Vehicles used for transport of goods with maximum GVW exceeding 3.5 tonnes

Notification 5th May 2005 under section 6 & 25 of E (P) Act 1986 : For vehicles , the enforcement of noise limits for the following states: i). 1st June 2005 : Rajasthan , UP ( Mathura , Kannuaj, Muzzafarnagar , Aligarh, Farukkhabad, Saharanpur Badaun, Bareily, Moradabad , Hathras, Rampur, Bijnor, Agra, Pilbhit , JP Nagar, Mainpuri , lalitpur, Hardoi , Ferozabad, Jhansi , Shahjahanpur , Etawah, Jalun , Lakhimpuri Kheri , Etah, Mahoba, & Sitapur ) ii). 1st July 2005 : Uttranchal iii). 1st September 2005 : MP iv). 1st October 2005 : HP , J&K , Punjab

Vehicular noise in manufacturing stage – MoRTH

In Europe, the maximum permissible noise levels range from 69 dBA for motor vehicles to 77 dBA for cars, and 83 dBA for heavy two-wheeled vehicles to 84 dBA for trucks. A number of European. Directives give permissible sound levels for motor vehicles and motorcycles (EU 1970; EU 1978; EU 1996a; EU 1997).

The MoRTH provides noise level limits for new vehicles (type test)

a) Central Motor Vehicle Rules, notified by Ministry of Road Transport has, in Rule No, 120 subrule 2, (amended vide MoRT&H notification GSR 111(e) dated 10th February 2004) Case mandates the norms Delhi’s specified in Part E of Typical traffic rush - As per reports 2Ws dominated during odd even traffic experiment in Delhi Schedule VI section 25 studies under E (P) Act 1986 ambient as part of vehicle Type

Approval (TA) of all (Includes

categories of vehicles. noise Pass-by Noise Norms

for Vehicles notified by levels Ministry of odd

Environment & Forests – influenced

under part E of even Schedule VI to the

Environment traffic (Protection) Rules by

1986, vide Notification experiment) traffic GSR 849 (E) dated 30th December 2002, are included as part of vehicle Type Approval by Ministry of Road Transport & Highways under Rule 120 of Central Motor Vehicles Rules 1989 vide Notification GSR 111 (E) dated 10th February 2004. flow

113 CPCB, September, 2017

b) Automobile manufacturers submit their vehicles for type approval (TA) to any of the six certified agencies mentioned in Rule 126 of the Central Motor Vehicles Rules, 1989. c) Automotive Industry Stand ard Committee (AISC) is constituted by the MoRTH, Govt. of India for preparation of standards and review of the existing standards d) Compliance certification for vehicles at manufacturing stage are governed by the rules prescribed under CMVR. e) Currently, all vehicle models in manufacturing stage of all categories sold in India comply with the norms Noise Limits stipulated by MoRT&H with effect from 1st April 2005.

Modified format Form 22 – includes vehicle noise

Vehicle manufacturers will have to give details about emission and noise levels of each vehicle they produce from April 1, 2017 as per release the Union Ministry of Road Transport and Highways Ministry. Manufacturers of all kinds of motor vehicles including E-rickshaws and E- carts will have to give declaration about the emission ( exhaust and noise levels) levels of the vehicle manufactured. MoRTH has amended Form 22 under the Central Motor Vehicles Act, 1989, through which manufacturers provide the initial certificate of Compliance with Pollution Standards, Safety Standards of Components Quality and Road –Worthiness certificate for all vehicles. The Form will include sound level for horn and pass by noise values. The amended rules will apply to all vehicles run on petrol, CNG, LPG, electric, diesel and hybrid, including agricultural and construction vehicles, as well as E-rickshaws and E-carts. Form 22 will be issued with the signature of the manufacturer. In the case of E-rickshaws and E-carts, this form will be issued with the signature of an authorised signatory of registered E-rickshaw or E-cart association. The modified format Form 22 is placed on the website “Vahan” of MoRTH Case Delhi’s Vehicular noise under Noise Pollution (Regulation and Control) Rules, 2000

studies Noise Pollution (Regulation and ambient Control) Rules, 2000 under Pressure horns & multi-tone horns banned in DELHI

MoEF&CC – Under Rule 5A(1) of (Includes the Noise Pollution (Regulation and noise Control) Rules, 2000 the use of sirens and multi-toned horns on levels odd vehicles should be continued to be

prohibited in the silence zone and – influenced during night time in the residential even zone as prescribed under the Noise

Pollution (Regulation and Control) traffic Rules, 2000 except during a public by

emergency experiment) traffic

flow

114 CPCB, September, 2017

Challenges in noise measurement from vehicles

1. Area of concern : India produced around 2,22,66,246 vehicles during 2014-15 and there are around 159 million registered vehicles (2012-13) plying on the road. Noise from vehicles ( due to movement & honking) increases with increase in on-road vehicle numbers. In Delhi and other major cities the traffic characteristics are ‘mixed type’ ( slow to high speed) and each have horns installed. Though horns are warning devices however, indiscriminate use of horns ( honking) has become an habit serving the purpose of rapidly over-taking other vehicles, to relieve driver stress / frustration, rather than using it as a traffic warning device !

2. Challenge : Noise measurement of a moving vehicle on city roads. The concerns is whether any technology has been developed by which the sound pollution level of a particular vehicle, at a particular given point of time and place could be measured amongst several other vehicles passing that particular point ?

In the case of vehicle exhaust emission for individual moving vehicle there is mechanism to detect emissions from a moving vehicle , this has been used by Transport Authority of Kolkata,. However presently in the country, there is such experiment adopted which can detect noise caused by individual moving vehicle / or which can pin-point a particular moving vehicle found making excessive noise. The traffic characteristics in Delhi (including other major cities) are generally ‘mixed’ ( 2W,3W, 4W, tempos , mini goods carriers , buses , cycle rickshaws etc) hence measurement of noise levels of a single moving vehicle particularly during peak rush hours a major challenge

3. Challenge ‘Implementation of Standards of Noise from Horns & Sirens of Moving Case Vehicles’ : A CONCEPT NOTE for a proposal cum strategy for effectively controlling Noise Delhi’s pollution from Vehicles (Horns & Sirens) in the ambient condition was circulated among

experts from IISs , IIT (Bombay), ARAI, Maharashtra Pollution Control Board and studies SIAM by CPCB. The response highlighted that NO PROTOCOL is available for ambient measurement of noise from horns or sirens of moving vehicles in India or abroad.

(Includes

4. Methodology IS 3028:1998: noise

Method of Measurement of Noise emitted by moving vehicles is given in IS 3028:1998, levels which covers the following aspects with reference to vehicular noise; odd

– influenced

(i) Technical characteristics of the vehicle even (ii) Test site requirements

(iii) Ambient noise and wind interference traffic (iv) Test, protocol, instrumentation and Test Reports by

experiment) traffic The method refers to the maximum sound a vehicle can generate in the worst condition (full throttle condition) and is not applicable for “mixed traffic” on road. The test method requires elaborate test set up in terms of a specialized test track, accurate vehicle speed flow

115 CPCB, September, 2017

and engine rpm, measurement instruments, hence testing of noise from on-road vehicles remains a major challenge, this method is not applicable for mixed traffic conditions as observed in major cities having high traffic flow

5. Case study, Abu Dhabi: Abu Dhabi is the federal capital of the United Arab Emirates and the largest of the seven emirates. The Emirate lies on the borders with the Kingdom of Saudi Arabia, the Sultanate of Oman and the Arabian Gulf. As per available literature Abu Dhabi’s has installed a noise measuring radar system to monitor vehicular noise. The major objectives of the radar system is to monitor excessive use of car horns especially in residential areas, near hospitals, mosques and learning institutions The radar contains two systems (a) Sound level meter (SLM) and (b) A highly developed camera to capture images of noise – creating vehicles. The traffic flow that was being monitored is highly streamlined unlike the high traffic density (per km) and ‘mixed’ vehicle types as seen in major Indian cities particularly during peak rush hours. The model like Abu Dhabi is exclusive and can be applicable as suited for a stream lined traffic flow and uniform traffic type ie. cars only (4Ws). A statistical comparison of Abu Dhabi and India is given below at Table

Table : Vehicle Statistics of Abu Dhabi Vs India

Issues ABU DHABI INDIA Area 67,340 Sq Km (87% of the total area 2,972,892 Sq Km (1,147,839 of the UAE) sq. miles) Population 2.65 million (mid 2014 estimates) 1254 million ( 2015)  Number of motor  785,076 (licensed (2011)) 2,22,66,246 (2014-15) Case vehicles Delhi’s Source Statistics Center - Abu Dhabi (SCAD) Open Government Data

Platform India studies ambient

In view of the data, the above Abu Dhabi Model of capturing noisy vehicles is a major challenge when applied in India / major Indian cities which high vehicle count and high (Includes traffic density (vehicle per km). noise

6. Case study Acoustic One / Norsonic AS and SINTEF; other partners being NTNU and levels odd Norsk Elektro Optikk AS (NEO) - precision sound and vibration analyzer NOR150): In a –

dense traffic situation, it is not possible to separate acoustically individual vehicles. An influenced acoustical system has been developed to monitor noise from individual moving vehicles even using array of microphones wherein it is possible to separate two vehicles acoustically at speeds around 80-100 km/h. There is no literature / feedback available to indicate the traffic

outcomes of adopting such measures and how economically viability of such adopting such by

tools. experiment) traffic

flow

116 CPCB, September, 2017

Table . Status of Action Taken for Vehicular Noise Control

Criteria Issues Status Vehicular Noise for Provisions Method of Measurement of Vehicular Pass by In-Use / Moving Noise as per IS 3028:1998 Vehicles Notifying / MoRTH (Notifying & Implementing Agency) Implementing Agency Action Taken Status MoRTH incorporated vehicular NOISE standards in the certificate of TA & COP issued to automobile manufacturers. FORM 22 amended Pass-by Noise Provisions - Limits at Notifying / MoEF&CC (Notifying Agency) Manufacturing Stage Implementing Agency Action Taken Status Pass-by noise limits for vehicles at manufacturing stage are notified by under Part E of Schedule VI of E (P) Act, 1986 vide Notification GSR 849 (E) dated 30th Dec 2002. These norms were included as part of Vehicle Type Approval by MoRTH under Rule 120 of Central Motor Vehicles Rules 1989 vide Notification GSR 111(E) dated 10th Feb 2004 when tested as per IS 3028-1998, as amended from time to time. Noise from Horns Provisions No Method or protocol for Measurement of Case Horn Noise from Moving Vehicles. Delhi’s

Notifying / Testing of Horns at Manufacturing and studies ambient Implementing Agency Installation stage through approved testing agencies (under Rule 126) to be done by manufacturers (Includes noise Action Taken Status TA/COP issued to the manufacturers covers levels

Horn as a safety component and necessary odd testing and approval to be obtained by – Manufacturers for Horn Manufacturing, influenced even Installation and Use. Component approval is done by the testing agencies notified under traffic Rule 126 under CMVR, 1989

Noise from Sirens Provisions No Method or protocol for Measurement of by experiment)

Siren Noise from Moving Vehicles traffic Notifying / MoRTH (Notifying & Implementing Agency) Implementing Agency flow Action Taken Status Standards for Siren Noise level based on

117 CPCB, September, 2017

Criteria Issues Status National Ambulance Code (AIS-125) by ARAI notified by MoRTH Noise from Multi- Provisions Banned toned Horns Notifying / MoRTH (Notifying & Implementing Agency) Implementing Agency Action Taken Status Ban on Multi toned Horns are specified as per Rule 119(2) of the Motor Vehicles Rules, 1989 - State Transport Departments. Ambient Noise Level Provisions Ambient Noise Monitoring Protocol developed by CPCB Notifying / CPCB in association with concerned SPCBs Implementing Agency Action Taken Status CPCB has developed a ‘Protocol for Ambient Level Noise Monitoring’ which covers various sources of noise including VEHICULAR NOISE (see : www.cpcb.nic.in)

Case Delhi’s studies ambient

(Includes

Fig. HORNS are audible warning devices (AWDs), not to be used indiscriminately noise

levels

odd –

* * * influenced even

traffic by experiment) traffic flow

118 Chapter XI

Strategies for vehicular air pollution abatement are also applicable to reduction of traffic noise

White Paper on Pollution in Delhi (1997) – highlighted TRAFFIC NOISE

A White Paper on Pollution in Delhi with an Action Plan was brought out in year 1997 was also displayed in MoEF&CC’s website. Chapter 7 discusses ‘NOISE POLLUTION’ , and highlights that the main sources of noise pollution are automobiles followed by construction equipments, loudspeakers, bursting of crackers, etc.

Delhi Pollution Control Committee (DPCC) conducted noise survey in Delhi between August to October, 1996 , the findings highlight that TRAFFIC NOISE is a major nuisance , see Table Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s below.

Table : Observations & recommendations of DPCC’s traffic noise survey in year 1996 (ref. http://www.moef.nic.in/divisions/cpoll/delpolln.html)

DPCC’s traffic noise survey in Delhi between August to October, Key 1996 1. Three wheelers (3W), trucks and motorcycles (2W) remain the chief source or noise pollution on Delhi roads followed by generators in the residential, commercial and industrial locations. 2. All major commercial areas remain noisier than the tolerable limits with remaining highly noisy round the clock. Observations 3. Sensitive locations including the silence zones, including hospital areas, are alarmingly noisy. 4. All major traffic corridors are highly noisy with peaks even crossing 100 dBA mark. Mahipalpur Crossing on NH-8 is noisiest round the clock. 5. Andrew's Ganj Crossing on Ring Road is also alarmingly noisy.

119 CPCB, September, 2017

DPCC’s traffic noise survey in Delhi between August to October, Key 1996 1. Ban on pressure horns to be effectively implemented. 2. Well designed silencers and mufflers be installed on the vehicles, preferably at the manufacturers level. 3-Wheeler Autos to be phased out. 3. Synchronised traffic signaling to be introduced on Ring Road and all other major traffic corridors including National Highways within the Recommendations city limits. 4. A comprehensive Traffic Management Plan including effective implementation and extension of traffic restrictions, construction of sub-ways and fly-overs be chalked out on priority. Only mild slope to be provided on approach roads of the fly overs. 5. Adequate noise barriers be created around the hospitals schools and other locations in silence zones.

Relationship between traffic congestion , traffic speed & air pollution in Delhi (CSE)

Two traffic surveys were conducted in Delhi by CSE , the same are summarized below:

1. According to Centre for Science and Environment (CSE), the quantity of all the three major air pollutants namely CO, hydrocarbons, and nitrogen oxides, drastically increases with a reduction in motor vehicle speeds. Thus, traffic congestion not only decreases the vehicle speed but also increases the pollution level. The average peak hour speed in Indian cities is far less than the optimum one. Case 2. In another survey , CSE monitored travel time and traffic speed of 13 arterial roads for 12 Delhi’s hours daily (8am to 8

pm) for a month in Road space in cities is always a major constraint studies June 2017. Arterial ambient roads are primary

networks that provide (Includes long-distance travel noise through multi-modal

transport system levels odd connecting all major –

city-level land uses. influenced They also facilitate even inter-city and regional trips by connecting traffic

with highways and by

expressway networks and have been designed to achieve a driving speed of 50-70 km/hr as experiment) traffic per the Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre (UTTIPEC) street design guidelines as well as Indian Road Congress guidelines for urban flow

120 CPCB, September, 2017

roads. The key findings are that the average morning and evening peak speeds were recorded at 28 kmph and 25kmph, the off-peak speed remained restricted to 27kmph. Comments w.r.t. traffic noise: As per survey by UK Noise Association (UKNA) informs that noise from road traffic comprises engine-related propulsion noise and rolling noise from the interaction between tyre and road. At higher speeds, rolling noise is predominant, while at speeds less than 30 kph, engine noise becomes dominant. It is observed that when there is slow traffic movement in Delhi it encourages indiscriminate honking by Delhi drivers.

# Road Rationing Policies in cities : also opportunities for traffic noise reduction i. PARIS : On March 17th , 2014, a driving restriction was imposed in Paris and its suburbs based on license plate numbers , odd-even rationing was adopted for only a day. This exercise was done before in year 1997. ii. MEXICO : The odd-even rationing policy was introduced in year 1989. Cars would be banned for one day in the week depending on the number on their license plates. Air pollution reduced by 11% however people started buying two cars with both, even and odd numbers implying higher emission levels due to more number of cars on the roads iii. BOGOTA : The city implemented Pico-y-Placa ('peak and plate'), banning cars during the peak hours for two days a week. It failed because the drivers would start driving during the off-peak hours as reported. iv. BEIJING : A pilot test of a temporary ‘road space rationing’ initiated was conducted in year 2007, restrictions applied on about 1.3 million vehicles, about 1/3rd of Beijing's fleet, for four days. This was pre-run before the year 2008 summer Olympics, a modified version was implemented then. Case v. Other cities : Road space rotation theory based on number plates has been Delhi’s implemented in other cities too like Athens (1982), Santiago ( 1986, 2001), Metro

Manila (1995), Sao Paulo (1997), La Paz (2003), San Jose (2005), Quito (2010). studies Ref. Cities Implemented The Even-Odd Road Rationing Policy ? Rishabh Banerji , India Times ) ambient (http://www.indiatimes.com/news/india/5-cities-implemented-the-evenodd-road-rationing-policy-but-was-it- effective-248085.html (Includes

noise Comments w.r.t. traffic noise: Other Traffic density , speed and weather levels

terminologies for odd- contribute to ambient noise levels odd even traffic experiment – include ‘Road space influenced even rationing policy’ and ‘odd- even car traffic rationing experiment’ . The

experiments conducted in by experiment)

various cities show that it traffic was a short term measure

mainly to address traffic flow congestion. It was

121 CPCB, September, 2017

observed that the main reason cited for cities (including DELHI) adopting or experimenting with various versions of odd-even traffic experiments was tackling increasing vehicle emissions (ambient air contamination) arising from growing numbers of vehicles (2W, 3W and 4W) on city roads – a typical URBAN PHENOMENON. Noise is by product of unregulated traffic movement in cities, as the traffic mix (vehicles that are slow, fast and heavy vehicle) in Delhi is unique , only adopting road rationing based on number plate restrictions would be inadequate there is a need for parallel / simultaneous application of a rational mix of other traffic noise abatement measures.

Delhi’s Transport needs directly proportional to urban population (MoUD 2016)

Rapid urbanization of Delhi and migration from neighboring cities and other states has impacted mobility and transportation network in the city. With per capita income of Delhi being one of the highest in the country, there has been enormous increase in the number of personal vehicles with limited scope for expansion in road network leading to increased congestion and resultant traffic delays. In this backdrop, the Govt. of Delhi has planned various sustainable solutions to provide safe, affordable, quick, comfortable, reliable and safe access to the city’s residents by investing in transport systems that would encourage greater use of public transport (especially buses and non-motorized mode) instead of personal motor vehicles. While congestion is often sought to be dealt with increasing the road space, often this is counterproductive as it serves to increase the number of motor vehicles and results in increase in congestion due to higher traffic density (MoUD 2016). Another undesirable outcome is increased Traffic noise.

DELHI is dependent on road transport - a snap shot

Case Master Plan of Delhi (MPD) 2021 notes that the period between 1981 and 2001 and Delhi’s subsequently 2011 has seen a phenomenal increase in the growth of vehicles and traffic in

Delhi. There has been a rise in per capita trip rate (excluding walk trips) from 0.72 in 1981 to studies 0.87 in 2001 and ambient exponentially more in Delhi is dependence on road transport is significant

2011. Keeping in view (Includes the population growth, noise this translates into an

increase from 45 lakh levels trips to around 118 lakh odd

trips in 2001 and 144 – influenced lakh trips till 2008. As even per the Transport

Demand Forecast Study traffic (TDFS) undertaken by by

GNCTD and approved experiment) traffic by the UTTIPEC in 2011, it is seen that between 2001 and 2008, the private motor vehicle trips have increased from 28% to 35% and non-motorized vehicle trips from 9% to 15%; however, bus trips have flow

122 CPCB, September, 2017

decreased from 60% to 42% of the total number of trips. (Data source: TDFS 2007) Despite measures by way of increasing the length of the road network and road surface space through widening, construction of a number of flyovers / grade separators and, launching of the Metro, the traffic congestion has continued to increase unabated (MoUD 2016).

Comments w.r.t. traffic noise: Some traffic management measures to abate vehicular pollution (emissions) also address traffic noise abatement

Initiatives to de-congest Delhi – modal shift to public transport

Several initiatives taken to address traffic congestion due to increased vehicle numbers in cities includes Delhi. The National Mission on Sustainable Habitat (NMSH), 2011 provides various parameters ‘to address the issue of mitigating climate change by taking appropriate action with respect to the transport sector such as evolving integrated land use and transportation plans, achieving a modal shift from private to public modes of transportation, and encouraging the use of non-motorized transport”. The National Urban Transport Policy, 2006 (NUTP 2006) had also recognized that ‘people occupy center stage in our cities and all plans would be for their common benefit and well being and recommended to make our cities most livable and to allow the cities to evolve into an urban form that is better suited to support the main socio-economic activities that take place in the city’. The Transport policy for Delhi vision is to have a mobility transition which will deliver a sustainable urban transport system for the city and aims to deliver the objectives of NUTP and NMSH. Strategy for Delhi’s Transport Policy includes establishment of a quick and efficient transport network between the NCR and the NCT of Delhi.

The proposals in MPD 2021 target on ‘traffic de-congestion’ include the following: Case 1. Unified Metro Transport Authority Delhi’s 2. Synergy between land-use and transport Integrated multi-modal public transport

system to reduce dependence on personalized vehicles. studies 3. Road and rail based mass transport system to be a major mode of public transport, ambient optimal use of existing road network and development of missing links.

(Includes

Delhi’s mass transport data : noise i. Metro (MRTS) is currently over 211Km long with another 300Km under various stages of

construction (Phase III) and planning (Phase IV) carries about 26 lakh passengers per levels day odd

ii. Buses in Delhi carry about 52 lakh passengers per day. – influenced

iii. Besides the above, Delhi has developed as a seamless city with an urban continuum even comprising of a number of rapidly growing towns in Haryana and UP. This has added to

the flow and movement of traffic within Delhi traffic In spite of this, Delhi faces huge congestion issues by

experiment) traffic Comments w.r.t. traffic noise: NMSH, NUTP 2006, Unified Metro Transport Authority (UMTA), Transport policy for Delhi all recognize that people occupy center stage in a cities growth hence mobility services to focus on sustainable urban transport system. It is reported that National flow

123 CPCB, September, 2017

Capital Territory Delhi ( NCTD) by the year 2021 is estimated to have population of 225 lakh respectively, this signals immediate measures to reduce number of (includes private) vehicles on roads. Hence as observed above the focus has been to shift to mass transport systems. Delhi’s MRTS has been expanding / increasing its services with each year. The country’s National Environment Policy (NEP) recognizes that ‘noise’ is an environmental parameter and this is a noise abatement initiatives.

Survey & Metro rail users - Noise abatement is an additional benefit

1. Household & Metro users Survey (Dept Delhi metro services during peak rush hours of Transport, GNCTD, 2007) results: - 97% people will shift to Public Transport system if there is a significant saving in travel time. - 72% will shift if quality feeder system is available. - For 93% workers acceptable walking distance is 200m. - 45% of car users will shift to Public Transport if the parking fee is increased by 50% - Most respondents need comfort and good frequency to shift to Public Case Transport Delhi’s 2. Multi-modal integration is key to providing passenger comfort and for providing seamless

connectivity for transit services. The majority of Metro riders, almost 80% (people who studies access the Metro by foot, bus, cycle, cycle-rickshaw, e-rickshaw or auto-rickshaw) are the ambient worst affected, due to lack of seamless connectivity. Last-mile connectivity and provision of

safe and comfortable modal options for people must remain one of the primary objectives for (Includes

the city. With nearly 2.6 million people using the Delhi Metro every day, and with the future noise expansion the Delhi Metro shall soon be the city’s life-line. Therefore, it is critical that a

comprehensive strategy for affecting the modal share of the commuters goes hand-in-hand levels with metro development. Improved accessibility at the Metro stations for pedestrians and odd

non-motorized transport must form a mandatory part of all Metro Station designs. – influenced

3. The recent project in multi-modal integration at Phase-III metro stations looks specifically at even the provision of essential facilities and amenities including Intermediate Para Transit (IPT)

parking, vending zones, bus-stop locations, cycle-rental facilities, etc. within the immediate traffic station area. Metro Rail Project (Phase-III) looks at improving the last mile connectivity by

within a 2Km zone of all Metro Stations to help people optimize travel trips in terms of time experiment) traffic and money while providing efficient, comfortable and safe connectivity for all users. From the learning of earlier phases of Metro, the issue of last mile connectivity is being given priority in all subsequent phases with retrofitting of the previous ones. flow

124 CPCB, September, 2017

Comments w.r.t. traffic noise: The above observations from Report of the High Powered Committee on De-congesting Traffic in Delhi (MoUD 2016) emphasizes the measures to further facilitate public transport i.e. use of Delhi’s MRTS (metro rail). This approach discourages not only the movement of private vehicles ( 2W & 4W) besides 3Ws on city roads thereby decreasing in ambient noise levels arising from increased traffic vehicular movement

Multi-Modal Integration at Railway Stations / ISBT issue - long distance travel

In order to encourage use of public transport for long distance travel, use of Railways/ RRTS/ Interstate Bus services, etc. and their integration with local intra-city public transport systems i.e. Metro, Buses, Intermediate Para Transit ( IPT ) and non-motorised traffic (NMT) needs to be made fast, convenient and seamless. This, along with 'Planetary Model' of Ministry of Railways for Delhi will allow the city to provide a viable alternative to motor vehicle users and de-congest roads. These include :

a) The Regional Rapid Transit System (RRTS) Corridors planned by National Capital Region Planning Board (NCRPB)/ NCRTC is the most critical transit system that will reduce immigration into Delhi and facilitate growth of satellite towns with swift connectivity. b) Ring railway system is currently under-utilized public transport system.

Though affordable for long distance commuters, it is not used due to bad connectivity to the station areas, lack of integration with Metro and Bus Stops. Comments w.r.t. traffic noise: The above extract from MoUD 2016 report highlights that any viable public transport alternative ( rail , metro , bus ) to motor vehicle users to de-congest city Case roads offers additional advantage of decreasing ambient noise levels due reduction in traffic Delhi’s volumes - vehicle movement / honking.

studies National Environment Policy (NEP) 2006 - urban noise an environmental quality ambient parameter

(Includes

National Environment Policy was noise approved by the Union Cabinet on 18th

May, 2006 : Regarding , ‘Noise pollution’ levels the NEP mentions : ‘Persistent exposure odd

to elevated noise levels has been – influenced established to result in significant even adverse health impacts. At the same time, it needs to be understood that traffic certain environments in which people by

choose to live and work necessarily experiment) traffic involve a certain level of noise.’ NEP also suggests that abatement of noise pollution to be also considered in urban flow

125 CPCB, September, 2017

planning as follows : ‘Include ambient noise as among the environmental quality parameters to be routinely monitored in specified urban areas’.

Comments w.r.t. traffic noise: NCT Delhi is highly urbanized with 93.18% of its population living in urban areas as against the national average of 27.81%. Traffic noise in urban areas , significantly impacts ambient noise levels.

Traffic Noise awareness initiatives & campaigns

Awareness about vehicular noise pollution has been low as the focus w.r.t. urban environments since the focus was on ‘chemical contamination of ambient air quality pollution’ due to vehicular emissions. There is a need to sensitize public on issues pertaining to traffic noise as most of the strategies for abating noise due to vehicular movements. In urban context it has been noted that vehicles generate noise when stationary (ex. idling at traffic signals) , in transit , heavy vehicles (ex, buses) generate more noise, indiscriminate honking by drivers besides traffic congestion during peak hours. Most traffic Case management mea sures to Delhi’s curb air pollution ( vehicle emissions ) target areas studies prone to high traffic ambient congestion assist in reducing traffic NOISE. The subsequent sections highlight how measures to

reduce vehicle pollution also abate ambient noise levels due to vehicle movements. Some key (Includes

public awareness initiatives include the following : noise

1. Central Pollution Control Board (CPCB) maintains a noise monitoring network of 10 levels

stations in Delhi , the real time noise levels are being displayed in public places (LED odd screens) and in its website. Though the present coverage of the city may be inadequate – influenced

however as ‘noise’ is an important environmental quality parameter, organizations / even RWAs can come forward to install similar installations as a community initiative to

spread awareness on health impacts on exposure to high noise levels and adopt noise traffic abatement practices in their localities. 2. The key findings of ‘NO HONKING CAMPAIGN’ by ToI was discussed earlier in this by experiment) report. traffic 3. NO HONK campaign to spread awareness was also launched in Delhi by an NGO -

Earth Saviours Foundation. The NGO played an important role in converting 90% buses flow

126 CPCB, September, 2017

of commercial bus service to convert to standard (low density) horns from earlier pressure horns. The NGO observed that people still do not realize that the horn in the vehicle is to be used only for emergencies and not for getting the traffic in front of them to move faster. To promote awareness on noise the NGO has painted slogans ‘Do Not Honk’ on vehicle.

Provisions under Noise Pollution (Regulation & Control) Rules, 2000

1. The Noise Pollution (Regulation & Control) Rules, 2000 were published in the Gazette of India, vide S.O. 123(E), dated 14.2.2000 and subsequently amended vide S.O. 1046(E), dated 22.11.2000, S.O. 1088(E), dated 11.10.2002, S.O. 1569 (E), dated 19.09.2006 and S.O. 50 (E) dated 11.01.2010 under the Environment (Protection) Act, 1986.) The Rules were last amended in January 2010 to reduce noise levels at night (by restricting the use of horns, sound emitting construction equipments and bursting of fire crackers). Case 2. Definition of DAY and NIGHT : Delhi’s Under Rule 2 (j) under Noise (Regulation & Control ) Rules 2000 (j) “night time” means the period between 10.00 p.m. and 6.00 a.m. Under SCHEDULE of Noise (Regulation & Control studies ambient ) Rules 2000 , (see rule 3(1) and 4(1)) Ambient Air Quality Standards in respect of Noise day time means period between 6.00 a.m. to 10.00 p.m. 3. Restrictions in SILENCE area zones (Includes noise Rule 5A under Noise (Regulation & Control ) Rules 2000 highlights ban on the use of horns, sound emitting construction equipments and bursting of levels

fire crackers in silence zone areas. odd Rule 6 under Noise (Regulation & Control ) Rules 2000 following activities in silence area – zones that are punishable : subrule (ii) whoever, beats a drum or tom-tom or blows a horn influenced even either musical or pressure, or trumpet or beats etc. 4. Restrictions in residential areas traffic Rule 5A under Noise (Regulation & Control ) Rules 2000 highlights restrictions in residential

areas at night time - No horn shall be used and sound emitting construction equipments by experiment)

5. Under Schedule of Noise Pollution (Regulation & Control) Rules, 2000 traffic

Ambient Air Quality Standards w.r.t. NOISE have been notified as given below flow

127 CPCB, September, 2017

Table : Ambient Air Quality Standards w.r.t. NOISE

Area Zones Day Time Night Time code dB(A) Leq dB(A) Leq A Industrial 75 70 B Commercial 65 55 C Residential 55 45 D Silence 50 40 Day time : 6.00 a.m. to 10.00 p.m. (16 hours) Night time 10.00 p.m. to 6.00 a.m. (8 hours)

MoUD approves Transit Oriented Development (TOD) Policy for Delhi

India is urbanizing at a rapid pace with urban population rising much faster than its total population. Level of urbanisation has increased from 17.29% in 1951 to 31.6 % in 2011. India is competing with the fastest growing countries in the world. The urban population in India, which is nearly 377 million is poised to grow to 600 million by 2030. The urban population of India contributes 65% of country’s Gross Domestic Product (GDP), which is expected to grow to 75% in the next 15 years. With India witnessing a high economic growth, Indian cities are growing at a rate faster than other cities in the world. Urbanization has led to horizontal growth of the cities thus creating problems of urban sprawl. This has resulted in increase of trip lengths and higher usage of private vehicles, problems of pollution and increased demand of infrastructure. To address these issues, many cities have strengthened their public transport by developing mass rapid transit systems (MRTS) such as metro rails and Bus Rapid Transit Systems (BRTS). It is however, important to efficiently use these systems by integrating the land use with the Case Delhi’s transport infrastructure to make the cities livable, healthy and smart.

studies

Objective of TOD is that it integrates land use and transport planning to develop compact ambient growth centers within the influence zone of 500-800 m on either side of the transit stations that have access to open green and public spaces and at the same time transit facilities are (Includes efficiently utilized. Based on the objectives of National Urban Transport Policy, this TOD policy noise defines 12 Guiding Principles and 9 Supportive tools. The approach for TOD Implementation include Influence Zone , High Density Compact Development, Mixed Use Development, levels

Mandatory and Inclusive Housing, Multimodal Integration, Street Oriented Buildings and Vibrant odd Public Spaces and Managed Parking. National TOD policy would serve as guidelines and – play a catalytic role in formulating state/ city level policies for promotion of transit oriented influenced even development

traffic As per press releases dated July 14, 2015 , the Ministry of Urban Development (MoUD) approved Transit Oriented Development Policy for DELHI having following features: by experiment)

traffic 1. Policy seeks to promote walk to work and safety and check congestion and pollution

2. 45% of developed land to be reserved for affordable housing and for middle class flow 3. 20% of Delhi area under potential TOD Zone ;

128 CPCB, September, 2017

4. FAR of 400 to change Delhi’s landscape

Comments w.r.t. traffic noise: The features of TOD are also indirectly curbing ambient noise levels due to movement of vehicles ( private includes) and promoting mass public transport

Funds & HPC to De-congest Traffic in DELHI - benefits traffic noise abatement

The Report of the High Powered Committee (HPC) on De-congesting Traffic in Delhi (MoUD 2016) highlights concerns on vehicular pollution impacting air quality, and provides recommendations to abate air pollution. Key areas proposed by GoI are :

Delhi, ‘mixed’ transport slows down traffic flow 1. Announcement of Fund to De- congest Delhi Hon’ble Minister of Urban Development, on 22 November, 2015, announced allocation of Urban Development Fund of Rs.3,250 Crore to various projects in Delhi to help decongest the city. Case 2. Constitution of High Powered Committee (HPC) on De-congesting Traffic in DELHI Delhi’s The High Powered Inter-Ministerial Committee decided on the FOUR - pronged strategic

approach to meet the objectives and to move f orward on the path to de-congest Delhi. studies i. Strategy One: Improving Public Transport and Dis-incentivizing use of private ambient vehicles

This can be achieved by : 1.1 Parking Pricing & Management 1.2 Multi-modal (Includes

Integration & Intermediate Public Transport (IPT) 1.3 Enhancing walkability & use of noise Non-Motorized Transport (NMT) 1.4 Bus service Improvements 1.5 Improving

regional connectivity levels ii. Strategy Two: Road Safety and Traffic Management odd

Road Safety and Traffic Management can be achieved by : 2.1 Intelligent Transport – influenced

System 2.2 Road network optimisation 2.3 Junction improvements 2.4 Freight audit even of Delhi 2.5 Road safety

iii. Strategy Three: Enhancing Institutional Capacity traffic iv. Strategy Four: Transit Oriented Development (TOD) by

Comments w.r.t. traffic noise: All the FOUR strategies recommended by the High Powered experiment) traffic Committee on De-congesting Traffic in DELHI also address indirectly the concerns on increasing noise levels due to increased traffic movement in the city. flow

129 CPCB, September, 2017

Synchronize public transport services with Feeder Services , Taxis & auto-rickshaws

As per MoUD 2016 report : 1. Feeder services in the form of smaller buses, vans including shared auto-rickshaws currently play an important role in the transportation system of the city, though mostly informally, connecting commuters to not only the Metro or the Bus for the first and last mile but also for the entire journey. Currently, a fleet of 120 Metro Buses and 6,153 Grameen Seva ply in the city. 2. Taxis - Taxis play an important role in providing an integrated transport service for people who choose not to use a car and combine taxi with public transport for certain trips. Currently 47,342 private operators are registered in the city. Improved facilities for taxis can help to reduce car-dependency. 3. Auto-rickshaws are an essential and affordable option of non-shared public transport in the city and also the only mode, other than cycle-rickshaws, that one can hail in the city.

Comments w.r.t. traffic noise: Synchronizing public transport services with Feeder Services , Taxis & auto-rickshaws facilitate passengers to s hift to using the city’s MRTS (metro rail) , thereby reducing the number private vehicles on city roads. Though traffic noise reduction is an additional benefit adopting these measures, however two ‘noise related’ problems arising from these services - they contribute to traffic noise , 1stly random parking at any point on busy roads thus leading to congestion , 2ndly indiscriminate honking.

Bus Rapid Transit System (BRTS)

Public Transport Network planning work was initiated by GNCTD on the basis of the Transport Case Demand Forecast (TDF) study by Transport Department in 2008. As per the plan, the total Delhi’s length of the Integrated Public Transport Network (IPTN) was 556.7Km of which BRT system

comprised of 365.5Km. Thereafter, a revised IPTN of 843Km was proposed including a BRT studies system of 645Km. PWD agreed to implement 5 out of 14 approved corridors and the rest were ambient to be implemented by DIMTS in 2011. As per MoUD 2016 report, BRTS is a high capacity bus system and therefore should have (Includes this integration with the regular bus BRTS experiment in Delhi noise system. With efficient and

comfortable BRTS development, levels bus services will be able to provide odd

greater comfort, reduce travel time – influenced and integrate with all systems to even provide seamless travel experience.

traffic In Delhi, on the pilot corridor, by

studies have shown that the speed experiment) traffic of the bus increased thereby carrying more passengers per minute. The Bus Rapid Transit System (BRTS) of Delhi faced flak from many sections of the flow

130 CPCB, September, 2017

society including experts and technical personnel, with the result that BRTS could never gain support. PHOTO : Delhi’s BRTS pilot project

Comments w.r.t. traffic noise: Delhi is not unfamiliar to the sight of crawling cars and unending traffic snarls particularly during peak rush hours (mornings & evenings). A successful BRTS facilitates has the huge potential to remove private vehicles ( 2W and 4W) from city roads thereby decreasing city’s ambient noise levels caused due to the movement of these vehicles.

Improving Regional Connectivity Issue

As per MoUD 2016 report, the National Capital Region Planning Board (NCRPB) prepared the Regional Plan for the National Capital Region (NCR) with the perspective year 2021 for balanced and harmonized development of the region. One of the objectives of the Regional Plan-2021 is to provide efficient and economic rail and road based transportation systems (including mass transport systems) well integrated with the land use patterns for balanced regional sustainable development. NCR Planning Board prepared the “Functional Plan on Transport for NCR” in 2009 with a perspective year 2032 for systematic development of transport system for sustainable development of NCR, with various proposals to enhance the Road / Rail connectivity and mobility in the region

Comments w.r.t. traffic noise: Regional Plan-2021 aims to provide efficient and economic road based transportation systems (including mass transport systems) well integrated with the land use patterns, These features acknowledges the importance of land-use vis a vis traffic movements and hence the benefit of noise reduction indirectly.

Case Road Safety and Traffic Management also reduce traffic noise Delhi’s

Regarding road safety and traffic management as per MoUD 2016 report mentions: studies ambient a. Intelligent systems are also very helpful in traffic management, control and for real time

location mapping and providing information to the customers through means of different (Includes

devices all powered by a central control monitoring system. Intelligent Transport System noise (ITS) mainly helps in the following areas-

a) Reducing congestion through smart signal management and synchronization; levels b) Improving Road Safety through better monitoring and management; odd

c) Providing reliable public services through smart Passenger Information System – influenced

(PIS); even d) Improving operations, management of both traffic and public transportation;

e) Integration of public transport system and use of ITS for its day-to-day, short and traffic long term operations. by

b. Mobile Application - Mobile application, which is compatible with all leading softwares, experiment) traffic should be developed for the ease of use for the commuters Comments w.r.t. traffic noise: flow

131 CPCB, September, 2017

Intelligent systems & mobile application are also helpful in traffic management , additional information for Delhi include : ‘Google Launches DELHI Public Transport Offline Mobile App’. : This is the very first time Google is targeting a specific city , the app is currently available only for Android and is being. The app will show routes, timetables and directions for buses and Metro rail in New Delhi. It does work even in offline mode , so, even if one is not in a wifi zone or do not have your mobile data on, one can still use it.

Aurobindo Marg Crosswalk Delhi (pilot run) : Delhi Traffic Police & UTTIPEC Delhi Traffic Police initiated safety measures to reduce road fatalities on a number of roads in Delhi, of which, Aurobindo Marg was chosen as a pilot case study and the impact resulted in drastic reduction in road fatalities. The Delhi Traffic Police restricted the speed of vehicles by introducing pedestrian signals, marking pedestrian crossings, traffic calming measures and enforcements. Pedestrian crossings were introduced at every 250m. The success of the pilot encouraged the Traffic Police to implement these measures in virtually all the arterial roads and highways passing through Delhi city. Similarly the Crosswalk Lab was initiated jointly with Traffic Police and Municipal Authority in Ahmedabad city. It is a demonstration of tactical urbanization where temporary installation of cones, barricades, road markings – improved intersection geometrics made junction more safe for pedestrians and made traffic flow more efficient.

Other De-congestion measures – Delhi government ref. http://www.dnaindia.com/india/interview-we-want-to-decongest-traffic-by-implementing-easy-measures-ajay- kashyap-2416395

1. Classification of congested corridors : Delhi Traffic Police have identified 77 congested corridors in the city that have been classified into following categories

Case Delhi’s a. category A- High visibility/high volume traffic

studies

b. category B - B is the medium category ambient

c. category C - low volume traffic/ low visibility (Includes

noise The 77 corridors are a part of the de-congestion plan – the implementation structure includes creating six traffic ranges of the Delhi Police, each headed by an officer of the Deputy levels

Commissioner of Police rank. The Transport department has established six task forces which odd are working along with us and other agencies, including MCD, PWD, DMRC etc. There are 56 – stretches across the city that have been declared as "no tolerance zones" for influenced even unwarranted noise.

traffic 2. De-congestion plan for the ISBT terminus : The area around the Inter State Bus

Terminus (ISBT), Kashmere Gate, New Delhi, is experiencing heavy flow of pedestrian and by experiment)

vehicle traffic. Its facilities are no longer sufficient for smooth traffic flow, so that long delays traffic to its road users are very frequent. Delhi Traffic Police have proposed a plan regarding

decongestion of ISBT and other corridors. The findings of the proposed plan have also been flow approved by the Central Road Research Institute (CRRI). It is not aiming at widening the

132 CPCB, September, 2017

roads and new constructions due to structural issues. However de-congest the traffic flow other measures identified , for example, regarding ISBT – the MCD garbage point at the terminus, it has been proposed to shift , besides installing railings and signals is also a part of the plan.

3. Car pooling Ahead of the second phase of odd-even car-rationing scheme set to begin from April 15, Delhi government launched Poochh-O Carpool app to help people explore carpooling options during the 15-day exercise. After download, users will have to register themselves to find carpooling options within a radius of 1-5 km. ‘PoochhO Carpool’ app, prepared by Delhi Integrated Multi-Modal Transit System (DIMTS), can be downloaded on Google Play store for Android users.

Case 4. Car free day : Besides odd – even Delhi’s traffic experiment launched in year ‘CAR FREE DAY’ advt. at backside of DTC bus

2016 , the Delhi Govt launched ‘CAR studies FREE DAY initiative’ in year 2015. The ambient objective to sensitise public on

nuisance of growing vehicle numbers (Includes

in the city and was planned by State noise Govt for once every month for a given

road stretch. The inspiration came levels from adjoining NCR town Gurgaon, odd

which held its first ‘car-free day’ on – influenced

September 22 , 2015 known on the even Internet as ‘World Car Free Day’, in a

bid to lower vehicular pollution and emphasise on the need to promote use of cycle and traffic carpooling. The first car free day was conducted in October 2015 in Delhi. by

experiment) traffic

flow

133 CPCB, September, 2017

Car free Car free stretch Date day Red Forth to India Gate October 22nd 2015 (Thursday) Dusshera 1st 7 am to noon Dwarka Sector 3-13 to Dwarka Sector 7- November 22 , 2015 2nd 9 (West Delhi) 8am to 4 pm Vikas Marg between Nirman Vihar Dec 22 ,2015 3rd Metro station and Laxmi Nagar. 8am to 4 pm (eight hours)

Vishwa Vidyalaya Metro Station to Jan 22, 2016 4th Chhatrasal Stadium (6km) 8am to 4 pm(eight hours) Munirka T point to Hyatt Hotel T point on Feb 22 , 2016 5th Vivekanada Marg 8 am to 4 pm(eight hours) Proposed 6th Car Free Day in North- - 6th East Delhi's Shahdara area - Loni area

5. Odd-even traffic experiment :Delhi government announced the above experiment to curb the number of vehicles on the city’s roads thereby decreasing air pollution. The program was launched w.e.f. New Year from January 1 , 2016 (Friday) at 8 am , wherein odd and even numbered cars were kept off the roads on alternate days. The odd-even scheme was conducted in two rounds , first (Phase I ) introduced between January 1-15 , 2016 and next in April 2016. The main aim was to counter rising air pollution arising due to growing vehicular movement in the country’s capital.

Table : Details of 55 areas prone to congestion / traffic jam and facing encroachment Case Delhi’s problems in DELHI (Source: ANNEXURE TO RS.USQ. No. 74 FOR 24.02.2016)

studies

Sl. No. Area Sl. No. Area ambient 1. ISBT Kashmere Gate 29. IIT Flyover to Panchsheel

2. Mukarba Chowk 30. Gurgaon Road – Dhaula Kuan/RR Hospital (Includes

3. G.T.Road Shastri Park 31. noise 4. Akshardham 32. Khanpur T- Point

5. Mayur Vihar Metro Station 33. levels 6. Shastri Park Chowk 34. Rao Tula Ram Marg from Moti Bagh odd

Chowk up – influenced

7. Nanaksar towards Yamuna Bridge 35. Outer Ring Road even 8. Rohtak Road (Peeragarhi to Mundka) 36. Aurobindo Marg

9. Ring Road (Naraina to Punjabi Bagh) 37. – Gurgaon Road traffic 10. Pankha Road (Kali Mata Mandir to 38. Mehrauli – Badarpur Road by

DBlock,Janak Puri) experiment) traffic 11. Palam Flyover 39. Maa Anandmai Marg 12. Uttam Nagar on Najafgarh Road 40. Kamal T- Point 13. Dwarka Link Road 41. Asaf Ali Road flow

134 CPCB, September, 2017

14. Delhi Gate Najafgarh 42. Shradhanand Marg 15. Chandgi Ram Akhara to Nigam Bodh Ghat 43. In front of NDRS Bhavbhuti Marg 16. Hanuman Setu to ISBT Kashmiri Gate 44. JLN Marg in front of LNJP Hospital Ring Road 17. S.P.M. Marg on both carriageways 45. Chawari Bazar 18. Subhash Marg on both carriageways 46. In front of NDRS Chemsford Road 19. Rani Jhansi Road 47. DBG Road PGC Chowk to NDRS Flyover 20. Sadar Bazar 48. N.S. Marg 21. Azad Market 49. Military Road to Faiz Road Crossing 22. Roshanara Road 50. Entire Karol Bagh Market Area 23. Ghanta Ghar on GTK Road 51. Arya Samaj Road 24. Shakti Nagar 52. New Rohtak Road 25. Jawahar Nagar Road from Malka Ganj 53. Shankar Road Chowk 26. Boulevard Road opposite Tis Hazari 54. S-Block Mangol Puri 27. Banglow Road 55. NSP to Kohat Enclave 28. Kamla Nagar Market -

Comments w.r.t. traffic noise: All the Elevated traffic signals with initiatives taken to de-congest Delhi like , timers is a good traffic noise abatement practice classification of congested corridors , 56 stretches across declared as "no tolerance zones" for unwarranted noise, de-congestion plan for the ISBT terminus , pilot run of BRTS, declaration of car Case Delhi’s free day and Odd-even traffic experiment are also initiatives that reduce traffic studies

noise too. Due to urbanisation Delhi has ambient seamlessly merged with the adjoining NCR towns, for the 1st time Gurgaon’s (Includes corporate have tied with NASSCOM to noise promote shared transport through a common commuting database launched on Tuesday (05- 01-2016). The aim was to give options to employees who currently drive to work, around 39 levels companies have shown interest in the database. odd

– All the measures above though focus on reduction of vehicle emission, however these influenced even measures also provide an additional benefit of reducing ambient noise levels by reducing movement of private vehicles. traffic

Installation of Synchronized traffic signaling by experiment)

traffic Arterial roads are primary networks that provide long-distance travel through multi-modal

transport system connecting all major city-level land uses. They also facilitate inter-city and flow regional trips by connecting with highways and expressway networks and have been designed

135 CPCB, September, 2017

to achieve a driving speed of 50-70 km/hr as per the Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre (UTTIPEC) street design guidelines as well as Indian Road Congress guidelines for urban roads. Adoption of synchronized traffic signaling assists in uniform traffic flow , particularly peak hours on busy routes. This measure reduces the scope for indiscriminate honking and thereby reducing congestion and reduction in noise levels. The busy routes have been identified : (a) Delhi Traffic Police have identified 77 congested corridors in the city (b) List of 44 major choke points /congestion points in Delhi which require interventions for immediate improvement (MoUD 2016)

Table : List of 44 major choke points /congestion points in Delhi which require interventions for immediate improvement (MoUD 2016)

South/South-East Delhi West/South-West Delhi 1. Metro Station near Panchsheel 24 Uttam Nagar Chowk Flyover. 25 Peera Garhi Chowk 2. Gurgaon Road 26 Dwarka Sector 3. Ashram Chowk 27 Underpass Dwarka Link Road 4. Saket Metro Station 28 Kakrola Dwarka Mor 5. Khanpur T 29 New Moti Nagar 6. RTR – MotiBagh Parallel Flyover 7. Lajpat Nagar Market East/North-East Delhi 8. INA Market 30 Akshardham 9. Adhchini T-point 31 Mayur Vihar Metro Station 10. Malviya Nagar 32 Patparganj Road Nirman Vihar crossing 11. Aurobindo Marg 33 Vikas Marg Case 12. Under Mahipal Pur Flyover 34 Noida Delhi’s 13. Rangpuri Round About

14. C.R. Park area North/North-West/Outer Delhi studies 15. Kalindi Kunj 35 Chandni Chowk ambient Chhatarpur Area – Bhati Mines 36 ISBT Kashmere Gate

37 Kudesia Ghat/Geeta Ghat / Shyam Ghat / (Includes

Central/New Delhi Kalindi Ghat noise 17 ITO crossing 38 Baraf Khana Chowk

18 W-point Tilak Marg 39 Wazirabad bridge levels odd 19 Kamaal Ataturk Marg 40 Azad Pur Mandi, GTK Road

20 Sarojini Nagar Market 41 Kohat Enclave – influenced 21 Kamal T-point 42 Prem Bari flyover even 22 Karol Bagh Market 43 Mukarba Chowk

23 Patel Road 44 Anaj Mandi NarelaLink Road traffic

by

Launch of intelligent traffic management measures by Delhi Police experiment) traffic

Delhi Police today formally launched on 23.02.2016 the following INTELLIGENT TRAFFIC MANAGEMENT MEASURES flow

136 CPCB, September, 2017

a) HD CCTV Cameras (CCTVs) at prominent locations, vehicle mounted cameras on vehicles of Delhi Traffic Police and Body Worn Cameras for use of Traffic Police personnel. While launching this initiative, Sh. Bhim Sain Bassi, the Commissioner of Police, Delhi emphasised that it is the endeavour of Delhi Traffic Police to introduce intelligent traffic management measures to reduce traffic congestion at prominent locations, keep a check on traffic violations and resolve other traffic related issues faced by general public and police on roads of NCT of Delhi. b) HD Closed Circuit Television Cameras (CCTVs) have been installed at five prominent junctions i.e. Lala Ram Charan Aggarwal Chowk (ITO Point), AIIMS junction, Kashmere Gate ISBT, Dhaula Kuan Station Road T-Point and Laxmi Nagar Market which are prone to traffic congestion, so as to keep a continuous watch on traffic situation at these junctions and take timely remedial measures to avoid traffic jams and delays by way of devising alternative diversion plans and subsequent issue of traffic advisories and alerts to all road users. c) 50 Vehicle Mounted Cameras have been procured and being installed on vehicles of Delhi Traffic Police for capturing various violations especially dangerous driving, red light jumping and lane violations etc., so that it can prove to be deterrent for motorists indulging in dangerous traffic violations risking their own lives as well as of others. This will help the traffic police officials not only in ensuring proper traffic management but also for prosecution of traffic offenders since the traffic violations are recorded on the spot. d) 200 Body Worn Cameras will be issued to Traffic Police personnel on field duty so as to ensure foolproof and transparent prosecution of traffic violators at the spot. These cameras will help in ensuring proper conduct and behaviour of Traffic Police personnel as well as public. Introduction of body worn cameras will bring in transparency while dealing with the public and will help in avoiding malicious complaints. Case (Ref : PRESS RELEASE : : http://59.180.234.21:8787/Press_Release_Details_iframe.aspx?cid=SJZXx8VrtWc= Delhi’s Sharad Agarwal) Joint Commissioner of Police: Traffic, Delhi

studies

Flyovers under PWD , Delhi - de-congestion measure ambient

Flyovers are generally Flyovers deflect traffic , a noise mitigation measure (Includes

constructed in cities to noise ease traffic density. PWD, Govt. of Delhi is levels responsible for odd construction and – influenced

maintenance of most of even the Master Plan roads in

Delhi. Construction of traffic Flyovers at difficult traffic junctions of Delhi roads by experiment) has made a remarkable traffic improvement in the traffic flow (de-congestion measure) at various locations. PWD, Govt of

Delhi is using State-of-the-Art technologies for its flyover projects to minimize construction flow activity at busy traffic intersections. PWD, Govt. of Delhi has introduced Q-4 standards

137 CPCB, September, 2017

according to IRC:SP-47 standards on these flyovers. These standards are equivalent to ISO- 9002. a. Following works have been completed by PWD so far (Source: http://pwd.delhigovt.nic.in/roadsbridges.htm). i. Geeta Colony Bridge ii. Mangolpuri Flyover iii. Road Over Disused Canal (East Delhi) from Karkari Mor to Geeta Colony iv. Punjabi Bagh Club Flyover v. Moti Nagar Chowk Flyover vi. ROB - Marginal Bund Road (between ITO Chungi to Noida Mor) vii. B-AvenueFlyover viii. Panchsheel Club Flyover ix. Flyover at Maa Anadmai Marg near Kalkaji Temple x. Flyover at Britania Chowk xi. Grade Separator at Dhaula Kuan xii. Grade Separator at Safdarjung (AIIMS) xiii. Flyover at Mayapuri xiv. Flyover at Andrews Ganj xv. Flyover at Punjabi Bagh xvi. Flyover at Savitri Cinema (Ring Road) crossing xvii. Flyover at Nehru Place (Ring Road) crossing xviii. Flyover at Africa Avenue (Ring Road) crossing xix. Flyover at Moti Bagh Crossing xx. Flyover at Hanuman Setu Case xxi. Visvesvaraya Setu at Okhla Delhi’s xxii. Grade Separator at ISBT

xxiii. Flyover at Moolchand Intersection studies xxiv. Ring Road Intersection at I P Estate ambient xxv. Clover leaves at ITO flyover

xxvi. Second Yamuna Bridge at ITO (Includes

xxvii. Flyover at Oberoi Hotel Intersection noise xxviii. Flyover at Lodhi Road Intersection

xxix. Nizamuddin Bridge levels odd xxx. Wazirabad Bridge

xxxi. Bridge across Supplementary Drain at B-3, Rohini – influenced xxxii. Bridge on Road No 38 from Bharat Nagar to Road No 37 even xxxiii. Bridge over Barapullah Nallah on ring road near Sarai Kale Khan traffic

b. Upcoming Flyovers & Bridges - in Progress by experiment) traffic i. ROB on Road No. 63 ii. Mukerba Chowk - NH 1 at G T Road - Mar 2009 iii. Underpass & Cloverleaves at ITO Chungi - Sep 2009 flow

138 CPCB, September, 2017

iv. Grade Seperator at Azadpur - Jun 2009 v. Neela Hauz Bridge (Aruna Asaf Ali Marg) - Dec 2009 vi. Behra Enclave Underpass - Mar 2009 vii. Shyamlal College at G. T. Road - Sep 2009 viii. Munirka - Dec 2009 ix. Outer Ring Road at Rao Tula Ram Marg - Dec 2009 x. Naraina at Ring Road - Jun 2009 xi. Nangloi NH-10 - Sep 2009 xii. ROB on Road No. 58 & 64 xiii. Raja Ram Kohli Marg - Jun 2009 xiv. Flyover at Ghazipur - Apr 2010 xv. Flyover at Apsara Border - Jun 2010 xvi. Road No. 56 near ISBT Anand Vihar - May 2010 xvii. Shastri Nagar Pushta - Jun 2009 xviii. Road over Barapullah Nallah xix. U. P. Link Road c. New flyovers proposed in Delhi

a) Ring Road Byepass to Velodrome b) Sanjay Gandhi Transport Nagar c) Rajasthan Udhyog Nagar at Shalimar Bagh d) ROB at Road No. 68 e) North South Corridor f) Elevated East West Corridor g) BSZ Marg at ITO Case h) Wazirabad Bridge (by DTTDC). Delhi’s

Hon’ble Supreme Court’s directions on goods vehicles – opportunity for vehicle noise studies reduction ambient

SC bench headed by chief justice (Includes TS Thakur also banned the entry noise of trucks (heavy vehicles) registered before 2005 into the levels odd city, Delhi. The bench extended

the ban on entry of goods – influenced vehicles not bound for the capital even and also restricted entry of heavy vehicles from four more points on traffic

three national highways (NHs) by and one state highway. With this experiment) traffic order, the ban on entry of goods vehicles spans to a total of five national highways viz. NH 1, 2, 8, 10 and 58 and one state highway, SH 57, which witness largest number of vehicles passing through Delhi. These flow

139 CPCB, September, 2017

highways connect the capital to neighbouring states such as Haryana, Rajasthan and Uttar Pradesh. The court asked the authorities to divert these vehicles to alternate routes. Regarding freight audit of Delhi , as per MoUD 2016 report ,a study of movement pattern for goods vehicles entering and leaving Delhi revealed that a total of 1, 03,853 goods vehicles crossed the count stations at the borders of Delhi in a day. The freight and goods transportation system uses the same infrastructure (roads) that is used for moving people. A lack of conscious planning for the current and future freight movements, that is sustainable and environmental friendly, will lead to unstructured and hap-hazard solutions to handle freight traffic Comments w.r.t. traffic noise: Goods vehicles when over loaded move slowly , they generate more noise. Besides there are frequent complaints received indicating that several trucks have installed multi-toned horns with high decibels – as they operate at nights this practice is alarming. The restrictions on the movement of heavy vehicles also reduce ambient urban noise levels at night times

Hon’ble Supreme Court creates funds (ECC & EPC) for abatement of vehicular pollution in Delhi a) Supreme Court directed funds for pollution control in Delhi vide order dated October 09, 2015 on Environment Compensation Charge (ECC) w.r.t.  Category 2 (light duty vehicles etc.)  Category 3 (2 axle trucks)  Category 4 (3 axle trucks)  Category 5 (4 axle trucks and above). The toll collectors will put in place Radio Frequency Identification Case (RFID) system at their own cost at Delhi’s nine main entry points in the city by November 30, 2015 and by studies ambient 31st January, 2016 at all the remaining 118 entry points to the city. (Includes noise b) Hon’ble Supreme Court passed direction on 12.08.2016 to permit levels

registration of diesel cars/SUVs of odd 2000 cc capacity and above upon – deposit of 1% of the Ex-show influenced even room price towards Environment Trucks waiting to enter Delhi at the inter-state border Protection Charge (EPC) , the traffic EPC amount to be deposited in account to be opened by the Central Pollution Control Board

(CPCB) in a Scheduled public sector bank. In compliance of Hon’ble Court’s directions by experiment)

Central Pollution Control Board (CPCB) has opened a separate bank account for depositing traffic Environment Protection Charge (EPC). The proposed thrust areas for project proposals for utilisation of EPC funds is mainly on projects addressing reduction of pollution from the flow

140 CPCB, September, 2017

transport sector. Noise is an air pollutant generated significantly from vehicles hence an opportunity to undertake noise surveys ( monitoring and modelling) to

MoRTH’s ‘VAHAN’ - database of polluting vehicles (emissions & noise)

A study was commissioned by the Centre for Science and Environment to M/s. V.R. Techniche Consultants Pvt. Ltd. , the survey highlights that about 23 per cent of the commercial vehicles and 40-60 per cent of the heavy trucks entering Delhi were not destined for Delhi. NH 71 and NH 71A are toll roads connecting Rewari to Panipat via Jhajjar and Rohtak and this alternative route obviates the need to travel through Delhi. The MoRTH has implemented its VAHAN database at few entry points, including one at Ghazipur. The database, which records the registration date of all vehicles, will be used to identify the pre-2006 vehicles to prevent them from entering the city. The database serves an important input to transport planners to curb movement of vehicles that are not Delhi bound and are ‘noisy’.

Speed reduction and traffic noise management

Speed dependence is strong for automobiles, city buses (two-axle) and non-accelerating highway buses (three-axle), because tyre / pavement noise dominates for these vehicles; but it is not significant for accelerating highway buses where exhaust noise is dominant. For transit vehicles in motion, close-by sound levels also depend upon other parameters, such as vehicle acceleration and vehicle length, plus the type/condition of Case the road surfaces. Delhi’s Road traffic noise may also be studies ambient reduced by speed limits (CE Delft

2003) , reducing (Includes the speed of noise trucks from 90 to

60 km/h on levels odd concrete roads – would reduce the maximum sound pressure level by 5 dB, and the equivalent sound pressure influenced level by 4 dB. Decreasing the speed if cars from 140 to 100 km/h would result in the same noise even reduction (WHO 1995a). At 30 km/h cars produce maximum sound pressure levels that are 7 dB lower, and equivalent sound pressure levels that are 5 dB lower, than cars driving at 50 km traffic

Limiting traffic speed reduces its noise, especially between 50 and 80km/h. Speed limit by enforcement in urban areas has a positive effect on transport noise. Traffic management often experiment) traffic also has an effect on the number of vehicles. The table shows the noise reduction caused by a reduced traffic volume under assumption of no changes in either speed or percentage of heavy vehicles. Although traffic management measures have relatively limited potential compared to flow

141 CPCB, September, 2017

the long-term potential of other measures, they involve only limited investments and have a direct effect, because of their limited implementation time. However, the costs associated with travel time losses may be significant. Based on traffic surveys some of the above suggestions can be adopted for Delhi roads.

Table Effects of speed limit changes on noise reduction (Source: DRI, 2004)

Speed reduction (10% heavy traffic) Traffic reduction From 110 to 100 km/h 0.7 dB(A) 10 % 0.5 dB(A) From 100 to 90 km/h 0.7 dB(A) 20 % 1.0 dB(A) From 90 to 80 km/h 1.3 dB(A) 30 % 1.6 dB(A) From 80 to 70 km/h 1.7 dB(A) 40 % 2.2 dB(A) From 70 to 60 km/h 1.8 dB(A) 50 % 3.0 dB(A) From 60 to 50 km/h 2.1 dB(A) 75 % 6.0 dB(A) From 50 to 40 km/h 1.4 dB(A) From 40 to 30 km/h 0 dB(A)

Table Effects of traffic management measures on noise reduction

Traffic management measure (Source -CE DELFT Solutions for environment, economy and Potential noise reduction technology, Report Delft, August 2007, (LAeq) Publication code: 07.4451.27) Traffic calming / Environmentally adapted through-roads Up to 4 dB(A) Case Delhi’s 30 km/h zone Up to 2 dB(A) Roundabouts Up to 4 dB(A) studies

Round-top/circle-top road humps Up to 2 dB(A) ambient Speed limits combined with signs about noise disturbance 1 - 4 dB(A)

Night time restrictions on heavy vehicles Up to 7 dB(A) at night time (Includes

Rumble strips of thermoplastic Up to 4 dB(A) noise increase noise Rumble areas of paving stones Up to 3 dB(A) noise increase

Flat-top humps Up to 6 dB(A) increase levels odd Narrow speed cushions Up to 1 dB(A) increase –

Rumble wave devices 0 dB(A) influenced even Low-noise road pavements traffic

As per literature , low-noise road surfaces, such as thin-layer, double-layer, porous and poro- by experiment)

elastic pavements, offer considerable potential to cut road noise dramatically, and are very traffic complementary to technical measures to reduce engine, exhaust and tyre noise from cars and trucks. Such surface measures have the advantage of bringing immediate benefits, particularly flow

142 CPCB, September, 2017

for use in noise hotspots. The degree of noise reduction achieved by low-noise pavements are summarised in Table below.

Table : Low noise road pavements (source KPMG (2005))

Noise reductions due to low-noise road Urban Rural pavements in urban and rural areas Pavement 50 km/h 70 km/h 110 km/h Two-layer asphalt 3 dB(A) 4 dB(A) 5 dB(A) Thin layer asphalt 1.5 dB(A) 2 dB(A) 2 dB(A)

Low-noise pavements are a cost-effective option to reduce traffic noise. KPMG (2005) indicates that low-noise asphalt can reduce investments in noise abatement measures by up to 80% compared to noise barriers. The cost reductions are greatest for intra-urban roads, because it is here particularly that low-noise pavements can reduce the need for expensive barriers.

Traffic noise abatement – installation of noise barriers

Noise barriers and insulation of dwellings are commonly recommended for reducing propagation of the noise. Vehicle noise regulation is important, especially in light of growing traffic volumes and the proximity between transport infrastructure and residential and living areas. Every doubling of transport intensity increases noise levels by 3 dB(A).

Some key features on noise barriers are :

Case 1. On average, noise barriers reduce noise levels by 3-6 dB(A), depending on their design Delhi’s and height. 2. Sound barriers for transportation systems are typically used to attenuate noise at the studies ambient receiver by 5 to 15 decibels, depending upon barrier height, length, and distance from both source and receiver. 3. Barriers on structure, very close-in to the source, sometimes provide less attenuation (Includes noise than do barriers slightly more distant from the source, due to reverberation (multiple reflections) between the barrier and the body of the vehicle. levels

4. Roadside noise barriers are only acceptable for motorways and other bypass roads odd where there is no need for pedestrians to cross. – 5. Acoustical absorption is included as a mitigation option. influenced even (Source - CE Delft Solutions for environment, economy and technology, Report Delft, August 2007, Publication code: 07.4451.27 ) traffic

TRAFFIC IMPACT ASSESSMENT (TIA) by experiment)

traffic The goal of a traffic impact assessment is to determine potential impacts of traffic changes caused by large proposed developments on city level transportation infrastructure i.e. capacity flow of roads and transit systems, and to identify any infrastructure and transit improvements or

143 CPCB, September, 2017

mitigation measures needed to ensure that transport networks will operate acceptably and safely upon completion of the proposed development. Comprehensive policy about Traffic Impact Assessment (TIA) should be prepared

Green cover

Green plantation are reported to be decrease ambient noise levels. The total forest and tree cover area in Delhi increased to 299.77 sq km in 2015 from 297.81 sq km in 2013 which is 20.22% of the total area of Delhi. South Delhi district has the highest forest cover area at 82.14 sq. km, and the lowest forest cover is in East Delhi of 3.28 sq. Km. Plantation has almost doubled over the last decade in Delhi. (Ref. Economic Survey of Delhi 2016-17.

Case Delhi’s

studies

ambient

* * * (Includes noise levels odd – influenced even traffic by experiment) traffic flow

144 Chapter XII

Way forward

The Source-Path-Receiver framework is central to all environmental noise studies

The Source-Path-Receiver framework is central to all environmental noise studies. Vehicle propulsion units generate: (1) whine from electric control systems and traction motors that propel rapid transit cars, (2) diesel-engine exhaust noise, from both diesel-electric locomotives and transit buses, (3) air-turbulence noise generated by cooling fans, and (4) gear noise. Additional noise of motion is generated by the interaction of wheels/tyres with the road surfaces, is significant at normal operating speeds. Speed dependence is also strong for automobiles, city buses (two-axle) and non-accelerating highway buses (three-axle), because tyre / pavement noise dominates for these vehicles; but it is not significant for accelerating highway buses where Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s exhaust noise is dominant. For transit vehicles in motion, close-by sound levels also depend upon other parameters, such as vehicle acceleration and vehicle length, plus the type/condition of the road surfaces. For very high-speed rail vehicles, air turbulence can also be a significant source of noise. Figure Factors determining traffic noise emissions (Ref.: RIVM, 2003 adapted by CE Delft) Depending upon the type of source and its operating characteristics , each transit source generates close-by noise levels which. Noise levels are reduced (attenuated) by distances, intervening obstacles and other factors along the propagation path between sources and receivers. Noise combines from all sources to finally reach the each receiver.

145 CPCB, September, 2017

Noise Measurement & Mitigation strategies

The sampling procedure and the choice of equipment should be in accordance of the purpose of the measurements.

i. Traffic management designed to ensure uniform traffic flow in towns also serve to reduce noise. ii. Noise descriptors - Regarding the choice of noise measure, LAeq,T is used to measure continuing sounds such as road traffic, L90 or L95 can be used as a measure of the general background sound pressure level.

a) L10(18 hour) of 68 dB(A) at 1m outside facade of dwellings was adopted in the UK as the eligibility criterion for acoustic insulation.

b) Traffic noise planning standard in Hong Kong is L10(1 hour) of 70 dB(A) measured over the peak hour of traffic. Field measurement in Hong Kong also revealed that

L10(1 hour) of 70 dB(A) over the peak hour is roughly the same as L10(18 hour) of 68 dB(A), for the kind of normal traffic flow situations encountered in Hong Kong.

c) The traffic noise planning standard, which is L10(1 hour) of 70 dB(A), means that when this limit is just met, traffic noise will exceed 70 dB(A) for 10% of an hour. For the remaining time, the traffic noise will be less than 70 dB(A).

iii. Classification of sound pressure (noise) meters : Standards (IEC 1979) classify sound pressure meters as type 1 or type 2. Type 2 meters are adequate for broad band A- weighted level measurements, where extreme precision is not required and where very low sound pressure levels are not to be measure. Type 1 meters are usually much more Case expensive and should be used where more precise results are needed, or in cases where Delhi’s frequency analysis is required.

iv. Measurement locations should normally be selected so that there is a clear view of the studies sound source and so that the propagation of the sound to the microphone of the sound ambient pressure (noise) meters is not blocked by buildings / walls that can reduce the incident

sound pressure levels. (Includes

v. Measurements of environmental noise : noise

a) Measurements of environmental noise are usually best made close to the point of levels reception of the noise, this approach also applies to assess concerns of residents odd

exposed to road traffic noise , noise not to be monitored near highways / roads. – influenced

b) Measurements of environmental noise close to the source, need to estimate the even effect of sound propagation to the point of reception, errors can be avoided by

measuring at locations close to the point of reception traffic

by

vi. Measurements of environmental noise & positioning of the microphone experiment) traffic The positioning of the microphone of the sound pressure (noise) meters relative to building facades or other sound-reflective surfaces is also important, it significantly influences the measured noise levels (ISO 1978). If the measuring microphone is located more than flow

146 CPCB, September, 2017

several meters from reflecting surfaces, an unbiased data of the incident sound pressure levels is reported. Some standards recommend a position 2 m from the façade and an associated 3 dB correction (ISO 1978; ASTM 1992). The effect of façade reflections must be accounted for to represent the true level of the incident sound. vii. Receiver response to transit noise : Noise can interrupt ongoing activities and can result in community annoyance, especially in residential areas. Annoyance to noise has been investigated and approximate dose-response relationships have been quantified by the Environmental Protection Agency (EPA). National Building Code of India has incorporated features on acoustics and sound proofing for buildings. viii. Indiscriminate honking - Transit vehicles are equipped with horns and in general used as an audible warning system for use in emergency situations , for pedestrians and for motor vehicles. Honking (pressure , multi toned horns) generate annoying noise and are extremely annoying when exposed to longer duration. Car & 2W drivers use horns frequently, which result in noise with high peak levels, “low or no honking behavior” of drivers necessary. ix. . Noise is generated by transit vehicles even when they are stationary / idling. Opportunity to check at traffic signals non-complaint horns particularly of 2W & 4W using handy noise level meters ; installation of traffic signals with timers across the busy road sections based on study of traffic density x. Night ban - Noise emission from road traffic may be further reduced by a night-time ban for all vehicles particularly in the 56 stretches across the city that have been declared as "no tolerance zones" for unwarranted noise. Heavy vehicles (goods carriers) should be banned from using horns randomly. xi. Vehicle noise at source - The most effective mitigation measure is to reduce noise emissions at the source. Currently, all vehicle models in manufacturing stage of all Case categories sold in India comply with the norms Noise Limits stipulated by MoRT&H with Delhi’s effect from 1st April 2005.

xii. Transit noise is generated by transit vehicles in motion. Ban movement of (3W auto studies rickshaws) and 2W ( motorcycles / scooters) on prioritized busy roads during peak hours , ambient for example Delhi can experiment with homogenous traffic ( ex. one category of vehicles ) xiii. Speed dependence Road traffic noise may also be reduced by speed limits , reducing the (Includes

speed of trucks from 90 to 60 km/h on concrete roads would reduce the maximum sound noise pressure level by 5 dB, and the equivalent sound pressure level by 4 dB. At 30 km/h cars

produce maximum sound pressure levels that are 7 dB lower, and equivalent sound levels pressure levels that are 5 dB lower, than cars driving at 50 km/h. As part of transport odd

expansion / planning there is need to inventorise busy roads based on roads surface – influenced

treatment and type of pavement when considering noise mitigation strategies in Delhi . even Speed breakers need to be judiciously placed ; traffic by experiment) traffic flow

147 CPCB, September, 2017

Figure Reduction potential using current noise reduction technologies (expert judgement Ref. EC, 2005) xiv. Sound barriers. As mentioned before the Source- Path-Receiver framework is central to all environmental noise Case Delhi’s studies. Noise mitigation in the studies

Source-Receiver ambient framework w.r.t. traffic flow are (Includes achieved by noise interruption of the sound propagation path by :

levels

i. construction of noise barriers odd ii. by terrain – better when terrain is naturally undulating and planned landuse – development is undertaken influenced even iii. by rows of buildings : possible when planned landuse is undertaken iv. by vegetation – it hides the source but does not reduce sound levels significantly traffic

However erecting noise barriers are practical m eans of lowering sound levels in particularly by experiment)

in sensitive areas by breaking the direct line-of-sight between traffic flow (source) and traffic receiver (ex. residential society ) with a solid wall. Sound energy reaches the receiver’s end

by bending (diffracting) over the top of the barrier, and this diffraction reduces the sound flow level at the receiver’s end.

148 CPCB, September, 2017

xv. Other proposed traffic noise mitigation measures i. The noise of road vehicles is mainly generated from the (a) engine and (b) from frictional contact between the vehicle and the ground and air. Road – tyre inter face noise may be reduced by quiet road surfaces (porous asphalt, “drain asphalt”) or by selection of quiet tyre. The physical principle responsible for generating noise from tyre-road contact is less well understood, in general, road-contact noise exceeds engine noise at speeds higher than 60 km/h. ii. Silence zones (hospitals , schools, academic intuitions) etc are traffic prone areas . these areas need to be surveyed closely before rational mix of noise mitigation measures can be adopted . they include ensuring smooth traffic flow, ban encroachment on pavement & road space by stationary vehicles, tow away illegally parked vehicles, installation of minimum customized noise barriers, synchronized traffic signals and noise awareness programmers. iii. Delhi’s Metro rail routes / network is such that it passes through highly commercial hubs / high density population, installing noise barriers at critical junctions is important as MRTS services are likely to increase in the future as this mass transport system is popular with commuters.

Noise management (EEA 1995)

The goal of noise management is to maintain low noise exposures, such that human health is protected, hence need to develop criteria for safe noise exposure levels, and to promote noise assessment and control as part of environmental health programmes.

Table Noise Management Measures ( EEA 1995) Case Delhi’s LEGAL MEASURES Examples

Control of noise Regulations on sound-obstructive measures studies

transmission ambient Noise mapping and zoning Initiation of monitoring and modeling programmes around roads, airports The sound pressure level from traffic can be predicted from the (Includes traffic flow rate, the speed of the vehicles, the proportion of heavy noise vehicles, and the nature of the road surface. Control on noise Limits for exposure levels such as national immision standard;

immissions nose monitoring and modeling; regulations for complex noise levels situations; regulations for recreational noise odd

Speed limits Residential areas; hospitals – influenced

Minimum requirements for Construction codes for sound insulation of building parts even acoustical properties of buildings traffic ENGINEERING MEASURES

Emission reduction by Tyre profiles; low-noise road surfaces changes in engine by experiment)

source modification properties traffic New engine technology Road vehicles; aircraft; construction machines Transmission reduction Enclosures around machinery; noise screens Orientation of buildings Design and structuring of tranquil uses; using buildings for flow

149 CPCB, September, 2017

LEGAL MEASURES Examples screening purposes Traffic management Speed limits; guidance of traffic flow by electronic means Passive protection Ear plugs; ear muffs; insulation of dwellings; façade design Implementation of land- Minimum distance between industrial, busy roads and residential use planning areas; location of tranquility areas; by –pass roads for heavy traffic; separating out incompatible functions EDUCATION & INFORMATION Raising public awareness Informing the public on the health impacts of noise, enforcement action taken, noise levels, complaints National and local urban bodies dealing with transportation to promote the dissemination of information, to establish uniform methods of noise measurement and impact assessment, and to participate in the development and implementation of educational and public awareness programmes besides to include noise pollution in school curricula. Monitoring and modeling Publication of results of soundscapes Sufficient number of noise University or high school curricula experts Initiation of research and Funding of information generation according to scientific research development needs Initiation of behavior Speed reduction when driving ; use of horns; use of loudspeakers changes for advertisements

Precautionary measures (OECD 1991 & OECD-ECMT 1995) a) Sound insulation in building code - With careful planning, noise exposure can be avoided or Case reduced. A sufficient distance between residential areas and an airport will make noise Delhi’s exposure minimal, although the realization of such a situation is not always possible.

Additional insulation of houses can help to reduce noise exposure from railroad and road studies ambient traffic. For new buildings, standards or building codes should describe the positions of houses, as well as the ground plans of houses with respect to noise sources. The required sound insulation of the facades should also be described. Various countries have set (Includes standards for the maximum sound pressure levels in front of buildings and for the minimum noise sound insulation values required for facades. levels

odd b) Land use planning : The limits should be based on annoyance responses to noise. The –

construction of noise-sensitive buildings in noisy areas, or the construction of noisy building influenced in quiet areas may thus be avoided. Examples of this approach can be found in OECD even 1991 (also see OECD-ECMT 1995). More emphasis needs to be given to the design or retrofit of urban centres, with noise management as a priority (e.g. “soundscapes”) , some traffic

tools are : by experiment)

i. Noise level limits for various zones and building types. traffic ii. Noise maps or noise inventories that show the existing noise situation.

flow

150 CPCB, September, 2017

Recommendations - protect population from adverse health impacts of noise

1) For a vast country like India adopting vehicle noise levels at source is a major challenge , presently MoRTH has directed that vehicle manufacturers will have to give details about emission and noise levels of each vehicle they produce from April 1, 2017. Synchronising logistics and infrastructure ( uniform road types) w.r.t. tyre noise and noise levels from in-use vehicles will take time. Different terrains offer varying wear & tear levels. 2) Speed reduction and low-noise road surfaces are regional noise abatement measures 3) The optimal strategy would consist of a mix of regional and installation of noise barriers at hotspots 4) Projects addressing short term goals need to be evaluated closely as frequently they can be scaled up as long term implementation strategy 5) Cost-effectiveness need to be assessed in implementing action plans which are short-term ( 6 – 9 months) and long-term ( 12 to 15 months) goals for reducing traffic noise levels. 6) Integrated approach to abate vehicle noise is generally advocated which combines with landuse vehicle noise limits with effective traffic management, speed limits, improved road Case surfaces, better tyres, and adapted driver behaviour. Guidelines for weighting noise as an Delhi’s environmental impact during the decision-making process are set out in European directives

85/337/EEC and 97/11/EC. studies ambient Table : Guideline values for community noise in specific environments (WHO)

(Includes

L Time base noise Specific environment Critical health effect(s) Aeq L [dB(A)] [hours] Aeq

Outdoor living area Serious annoyance, 55 16 - levels

daytime and evening 50 16 - odd Moderate annoyance, – daytime and evening influenced even Industrial, commercial shopping Hearing impairment 70 24 110 and traffic areas, indoors and outdoors traffic Ceremonies, festivals and Hearing impairment 100 4 110 by

entertainment events (patrons:<5times/year) experiment) Public addresses, indoors and Hearing impairment 85 1 110 traffic outdoors

Music and other sounds through Hearing impairment 85#4 1 110 flow headphones/ earphones (free-field value)

151 CPCB, September, 2017

TRAFFIC IMPACT ASSESSMENT (TIA)

The goal of a traffic impact assessment is to determine potential impacts of traffic changes caused by large proposed developments on city level transportation infrastructure i.e. capacity of roads and transit systems, and to identify any infrastructure and transit improvements or mitigation measures needed to ensure that transport networks will operate acceptably and safely upon completion of the proposed development. Comprehensive policy about Traffic Impact Assessment (TIA) should be prepared, TIAs also assist in abating noise based on landuse features.

Promotion of noise assessment & control as part of environmental health programmes - Utilisation of EPC funds.

Proposals on traffic noise surveys may prepared depending on the regional landuse features on the following areas utilizing funds deposited towards Environment Protection Charges (EPC):

a) Investigating complaints for assessing the number of persons exposed to traffic noise levels. b) Monitoring compliance of regulations / restrictions. c) environmental impact assessment w.r.t. land use plans d) Assessment / performance study of noise remedial / mitigation measures e) Calibration and validation of predictions. f) Trend analyses of noise levels g) Noise mapping / modeling Case Delhi’s Table Proposed Timetable for creation of noise maps and action plans

studies Proposed Strategic noise Action plans ambient Area / Source to be mapped maps by by

Urban > One million plus population (Includes Agglomeration / < One million plus population 9 to 12 month each noise Population

Major roads Based on Vehicle density 6 to 9 month each levels odd

–

Major airports As per AAI / DGCA ranking of 9 to 12 month each influenced airports even

traffic Hon’ble Supreme Court passed direction on 12.08.2016 to permit registration of diesel cars/SUVs of 2000 cc capacity and above upon deposit of 1% of the Ex-show room price by experiment) towards Environment Protection Charge (EPC) , the EPC amount to be deposited in account traffic to be opened by the Central Pollution Control Board (CPCB) in a Scheduled public sector bank. In compliance of Hon’ble Court’s directions Central Pollution Control Board (CPCB) has opened flow a separate bank account for depositing Environment Protection Charge (EPC). The proposed

152 CPCB, September, 2017

thrust areas for project proposals for utilisation of EPC funds is mainly on projects addressing reduction of pollution from the transport sector. Noise is an air pollutant generated significantly from vehicles hence an opportunity to undertake noise surveys ( monitoring and modelling) to highlight hot spots in a city

Ref. 1. WHO Guidelines on Community Noise 2. Castle Group (10710) UK : https://www.castlegroup.co.uk/2012/06/30/percentile-levels/ 3. Traffic noise reduction in Europe (Ref DELFT ), Health effects, social costs and technical and policy options to reduce road and rail traffic noise , August 2007Publication code: 07.4451.27 4. http://www.hmmh.com/cmsdocuments/FTA_Ch_02.pdf 5. http://www.epd.gov.hk/epd/noise_education/web/ENG_EPD_HTML/m2/types_3.html

Case Delhi’s

studies

* * * ambient (Includes noise levels odd – influenced even traffic by experiment) traffic flow

153 ANNEXURES

Abatement of ambient noise levels from other sources

Ambient noise – an environmental quality parameter

National Environment Policy (NEP) was approved by the Union Cabinet on 18th May, 2006 a. Regarding, ‘Noise pollution’ the NEP mentions : ‘Persistent exposure to elevated noise levels has been established to result in significant adverse health impacts. At the same time, it needs to be understood that certain environments in which people choose to live and work necessarily involve a certain level of noise.’ b. NEP also suggests that abatement of noise pollution to be also considered in urban planning as follows : ‘Include ambient noise as among the environmental quality parameters to be routinely monitored in specified urban areas’. Case studies (Includes odd – even traffic experiment) by traffic flow ambient noise levels influenced Delhi’s

Noise Pollution (Regulation & Control) Rules, 2000

The Noise Pollution (Regulation And Control) Rules, 2000 were published in the Gazette of India, vide S.O. 123(E), dated 14.2.2000 and subsequently amended vide S.O. 1046(E), dated 22.11.2000, S.O. 1088(E), dated 11.10.2002, S.O. 1569 (E), dated 19.09.2006 and S.O. 50 (E) dated 11.01.2010 under the Environment (Protection) Act, 1986.) The Rules were last amended in January 2010 to reduce noise levels at night (by restricting the use of horns, sound emitting construction equipments and bursting of fire crackers).

Definition of day time and night time

Under Rule 2 (j) under Noise (Regulation & Control ) Rules 2000 (j) ‘night time’ means the period between 10.00 p.m. and 6.00 a.m. Under SCHEDULE of Noise (Regulation & Control ) Rules 2000 , (see rule 3(1) and 4(1)) Ambient Air Quality Standards in respect of Noise ‘day time’ means period between 6.00 a.m. to 10.00 p.m.

154 CPCB, September, 2017

Ambient Air Quality Standards w.r.t. NOISE

The increasing ambient noise levels in public places from various sources, inter-alia, industrial activity, construction activity, fire crackers, sound producing instruments, generator sets, loud speakers, public address systems, music systems, vehicular horns and other mechanical devices have deleterious effects on human health and the psychological well being of the people. It is considered necessary to regulate and control noise producing and generating sources with the objective of maintaining the ambient air quality standards in respect of noise. The ambient air quality standards in respect of noise for different areas / zones is specified in the Schedule (see rule 3(1) and 4(1)) annexed to the Noise Pollution (Regulation And Control) Rules, 2000.

Table : Ambient Air Quality Standards w.r.t. NOISE

Area Zones Day Time Night Time dB(A) code dB(A) Leq Leq 1) Day time : 6.00 a.m. to A Industrial 75 70 10.00 p.m. (16 hours) B Commercial 65 55 2) Night time 10.00 p.m. to C Residential 55 45 6.00 a.m. (8 hours) D Silence 50 40

Restrictions in SILENCE area zones

Rule 5A under Noise (Regulation & Control ) Rules 2000 highlights ban on the use of horns, sound emitting construction equipments and bursting of fire crackers in silence zone areas. Case Rule 6 under Noise (Regulation & Delhi’s

Control) Rules 2000 following activities in Typical wedding bands at night time in Delhi studies

silence area zones that are punishable : ambient i. whoever, plays any music or uses any sound amplifiers, ii. whoever, beats a drum or tom-tom (Includes noise or blows a horn either musical or pressure, or trumpet or beats or levels

sounds any instrument, or odd iii. whoever, exhibits any mimetic, – musical or other performances of influenced even a nature to attract crowds. iv. whoever, bursts sound emitting fire crackers; or traffic v. whoever, uses a loud speaker or a public address system.

by experiment)

Restrictions in residential areas traffic

Rule 5A under Noise (Regulation & Control ) Rules 2000 highlights restrictions in residential flow areas at night time - No horn shall be used and sound emitting construction equipment.

155 CPCB, September, 2017

Restrictions on the use of loud speakers / public address system and sound producing instruments

Under Rule 5 of the Noise (Regulation & Control ) Rules 2000 :

1) A loud speaker or a public address system shall not be used except after obtaining written 2) permission from the authority. 3) A loud speaker or a public Use of loudspeakers are generally misused address system or any sound producing instrument or a musical instrument or a sound amplifier shall not be used at night time except in closed premises for communication within, like auditoria, conference rooms, community halls, banquet halls or during a public emergency. 4) Notwithstanding any thing contained in sub-rule (2), the State Government may subject to such terms and conditions as are necessary to reduce noise pollution, permit use of loud speakers or public address system and the like during night hours (between 10.00 p.m. to 12.00 midnight) on or during any cultural or religious festive occasion of a limited duration not exceeding fifteen days in all during a calendar year. The concerned State Case Government shall generally specify in advance, the number and particulars of the days Delhi’s on which such exemption would be operative.

5) The noise level at the boundary of the public place, where loudspeaker or public address studies system or any other noise source is being used shall not exceed 10 dB (A) above the ambient ambient noise standards for the area or 75 dB (A) whi chever is lower;

6) The peripheral noise level of a privately owned sound system or a sound producing (Includes

instrument shall not, at the boundary of the private place, exceed by more than 5 dB (A) noise the ambient noise standards specified for the area in which it is used.

levels Restrictions on the use of horns, sound emitting construction equipment and bursting of odd

fire crackers – influenced

even Under Rule 5A of the Noise (Regulation & Control ) Rules 2000 :

traffic (1) No HORN shall be used in silence zones or during night time in residential areas except by

during a public emergency. experiment) traffic (2) Sound emitting FIRECRACKERS shall not be burst in silence zone or during night time. (3) Sound emitting CONSTRUCTION EQUIPMENT shall not be used or operated during night time in residential areas and silence zones. flow

156 CPCB, September, 2017

National noise monitoring network

Recognizing NOISE as a serious environmental concern CPCB launched the National Ambient Noise Monitoring Network Programme in March 2010. The criteria for selection of cities was population viz. cities with million plus population. The cities presently covered are Delhi, Kolkata, Mumbai (includes Navi Mumbai and ), Chennai, Bangalore, Lucknow and Hyderabad. Currently there @ 10 noise monitoring locations per city. The network was expanded in two phases. The total network strength is 70 stations as on 31st March 2016.

Table : National noise monitoring network ( CPCB )

Phase I / II / Zones Silence Commercial Residential Industrial Cities I II I II I II I II Delhi 3 1 2 2 - 2 - - Mumbai , Navi Mumbai, 2 - 3 1 - 1 - 3 Thane Lucknow 2 1 1 2 1 1 1 1 Hyderabad 1 1 2 2 1 1 1 1 Bangalore - 2 2 1 2 1 1 1 Chennai 1 1 2 2 1 2 1 - Kolkata 1 1 2 1 1 2 1 1 10 7 14 11 6 10 5 7 Total ( 70 stations) 17 25 16 12

Case Protocol for Ambient Noise Monitoring Delhi’s

Noise Monitoring System (NMS) consist of a weatherproof cabinet containing a noise level studies analyzer and a battery, a ambient communication device for LED display panel of CPCB’s noise monitoring network

transmitting data to receiving (Includes

station, a back plate and an noise outdoor microphone (for measuring sound) all being levels mounted on a mast with IP-67 odd protection. The outdoor – influenced microphone complies with IEC even 61672 Class 1 requirement. High

quality microphone is connected traffic to an advanced acquisition signal processing unit , an electronic by experiment) measurement and processed- traffic data storage unit & an integrated

GPRS modem - it allows the flow

157 CPCB, September, 2017

connection of one outdoor microphone Model 41CN. The Noise Processor 2000NP receives and digitizes, the output signal generated by the microphone, performing “A” and “C” weighting. The system computes acoustic parameters “A” and “C” weighting (Fast and Slow). Data from noise monitoring stations is directly transferred to main server (Central Receiving Station) through GPRS modem.

CPCB has developed a ‘Protocol for Ambient Level Noise Monitoring’ which covers various sources of noise including vehicular noise, while fixing the criteria for undertaking noise monitoring. Further, all predominant noise sources will be noted, which may include extraneous noise such as road traffic, aero planes and other activity. (www.cpcb.nic.in)

Noise related issues : Noise from Construction equipment

Moving towards less dependency on manual interventions and more focus on safety, quality, efficiency improvement , meeting timelines have boosted the role of construction equipment in infrastructure development. The earth moving and construction equipment industry is dependant on the pace of infrastructure development (railways , airports , roads , water supply etc ) of the country / city. In India, the rapid pace of urbanization had led to development of new construction activities and re-redevelopment of existing areas which necessitates demolition of old buildings with more energy efficient buildings.

During construction / demolition works heavy machineries are deployed and these equipment produce high noise levels. Besides construction / demolition activities equipment deployed in road works ( road widening / repair ) also generate noise. Construction activities – slowly moving away from manual interventions Case Most of the complaints pertain Delhi’s to noise caused during

operation of the these studies equipment at construction / ambient work sites. Salient noise abatement measures under (Includes

Rule 5A of the Noise noise (Regulation & Control ) Rules

2000 : on Restrictions on the levels use of sound emitting odd

construction equipment states – influenced that subrule(3) Sound emitting even CONSTRUCTION

EQUIPMENT shall not be traffic used or operated during night by

time in residential areas and experiment) traffic silence zones.

flow

158 CPCB, September, 2017

Table : A general survey of construction equipment generating noise

Stationary equipment Mobile equipment Stationary equipment that are deployed generate Mobile equipment such as noise from one area and they includes items such dozers, scrapers, graders, etc., as pumps, generators, compressors, etc. These may operate in a cyclic fashion equipment operate at a constant noise level under in which a period of full power is normal operation and are classified as non-impact followed by a period of reduced equipment. Other types of stationary equipment power. Other equipment such employed such as pile drivers, jackhammers, as compressors, although pavement breakers, blasting operations, etc., generally considered to be produce variable and sporadic noise levels and stationary when operating, can often produce impact-type noises. Impact equipment be readily relocated to another generates impulsive noise i.e. of short duration location for the next operation. (generally less than one second) , high intensity

Noise related issues – Metro rail

Installation of noise barriers at critical areas on the routes of metro rail have been done especially in busy residential / commercial areas ., particularly for the metro trains running on elevated corridors – this measure assists in controlling noise induced due to wheel–rail interaction. It may be noted that the routes of metro rail (MRTS) were selected based on serving maximum commuters / passengers so that the use of private vehicles on city roads be reduced.

Case Noise related issues : Airport noise levels Delhi’s

Earlier airports were located further away studies from cities , however over the years due to ambient urban sprawl the population around airports

have begun to increase rapidly. This has led (Includes

to frequent complaints from local population noise regarding noise levels due to aircraft

movement. Demand for transportation is levels growing as cities are developing as nodes / odd hubs for commercial activities (high potential – influenced for employment generation) – besides even roadways and railways, the civil aviation

industry is also growing at a fast pace. traffic

The main areas of noise generation in airport zones are from airport activities : by experiment) – Aircraft noise (during takeoff and landing) traffic – Ground level : noise mainly from

• Reverse thrust flow

159 CPCB, September, 2017

• Auxiliary Power Unit (APU) • Aircraft ground run-ups

After reviewing prevailing international norms in busy airports DGCA notified interim airport noise limits vide Aviation Environment Circular (No.1 of 2011 dated 14th July, 2011) the interim noise limits for IGI Airport Delhi as follows :

– Day Time (0600 Hrs to 2200 Hrs) – 105 dB(A), Lmax – Night Time (2200 Hrs to 0600 Hrs) – 95 dB(A), Lmax

The initiatives taken by civil aviation for abatement of aircraft noise include adopting the noise reduction at source itself, optimized flights paths and procedures such as continuous descent approach, land-use planning and operating.

Noise related issues : GENSET operations

1. Irrespective of the genset fuel , gensets generate noise during operation. 2. In certain areas it has been observed that several gensets operating simultaneously in close proximity generate annoying noise levels (besides emissions) when there is a power failure , such instances are observed mainly in commercial areas (ex markets ) and shopping areas. 3. Noise limits of Diesel Generator (DGs) sets in manufacturing stage (new) are done by six authorised testing institutions that undertake 'type approval' (TA) and for verification of conformity of production' (CoP) for DG noise norms under Environment (Protection ) Rules 1986, the institutions are :

Case i. The Automotive Research Association of India (ARAI) , Pune (Maharashtra); Delhi’s ii. The International Centre for Automotive Technology (I-CAT) , Manesar (Haryana);

iii. The Fluid Control Research Institute (FCRI) , Palghat (Kerala); studies iv. The National Test House, Ghaziabad (Uttar Pradesh); ambient v. The National Aerospace Laboratory (NAL) , Bangalore (Karnataka); and

vi. The Naval Science and (Includes

Technology Laboratoy, noise Visakhapatnam (Andhra

Pradesh). levels odd

CPCB is the Nodal body for – influenced processing applications for even compliance of noise levels at manufacturing stage : traffic

by th a. Under GSR 535 E dated 7 experiment)

Genset with an acoustic hood traffic August 2013 : Compliance of noise limits of generators driven by petrol & kerosene flow

160 CPCB, September, 2017

b. Under GSR 371 dated 17.5.2002 : Compliance of noise limits of generators driven by, diesel c. Under GSR 281 dated 7th March 2015 : Compliance of noise limits of dedicated CNG & LPG , bi-fuel petrol & LPG / CNG , dual fuel diesel & CNG / LPG

4. NGT matter regarding Guidelines for installation of IN -USE DGs

This pertains to matters - Market Welfare Association Vs. District Magistrate &Ors. and Fashion Market Welfare Association Vs. District Magistrate, SAS Nagar Mohali &Ors. Sadhu Singh &Ors. Vs. The Chief Administrator &Ors. The following are the Guidelines for installation of IN -USE DGs proposed by CPCB:

i. Installation of DG Sets may be permitted keeping taking into consideration the ambience of the locality. ii. Installation of a DG sets may be limited to a specified area and be governed by concerned local authority / State Government iii. The Authority for ensuring compliance of norms shall be defined by the concerned State Government. iv. Acoustic treatment as per provisions be provided to the D G Set.

Phasing out old Generator sets : In the matter of phasing out old generator sets , the useful life of DG sets may be fixed at 15 years from the effective date of utilisation as per Guidelines prescribed by CPCB.

As per GSR 371 (E ) dated 17th May 2002 and its amendments, sale of Generator sets without Case acoustic enclosure or with specification other than that declared at the time of Type Approval Delhi’s with the Certification Agency is not permitted with effect from 01.01.2005. Gensets driven by

LPG or CNG compatible with Petrol or Diesel fuel or affixed with such fuel tank is considered as studies Genset operating with Petrol or Diesel fuel as the case may be and the manufacturer should ambient have valid Type Approval certificate before selling them. Genset buyers are also advised to ask for Type Approval Certificate from the dealer while purchasing any Generator set, which can be (Includes verified from CPCB website www.cpcb.nic.in/Generator.php also. Noncompliance of the noise provision of the above said notification is punishable under The Environment (Protection) Act

1986. - For further information visit : http://cpcb.nic.in/Generator.php levels odd

Noise abatement measures - Building design and sound proofing – influenced

even The main means for noise control in buildings include careful site investigations, adequate building designs and building codes, effective means for addressing occupant complaints and traffic symptoms, and building diagnostic procedures. Buildings should be designed to be soundproof, by

to improve control over indoor noise. Soundproofing requires that outside noise be prevented experiment) traffic from entering the building, and this should be estimated as part of the architectural and engineering design process. When soundproofing for outdoor noise, the total indoor noise load and the desired quality of the indoor space should be considered. Adequate soundproofing flow

161 CPCB, September, 2017

against outdoor noise is important in residential as well as commercial properties, and should be re-evaluated when interior spaces are rebuilt or renovated. (Ref. WHO Guidelines on Community Noise) . At-source measures that reduce overall emissions are preferable to noise exposure measures reducing imissions at the local level, like insulation of houses or construction of noise barriers (EC, 2004; KPMG, 2005).

In view of acoustic comfort, there has been considerable Transport (road & metro rail) generate noise- buildings need to adopt acoustic measures research, particularly in Europe, for better sound insulation criteria. Hence several countries in Europe have adopted classification schemes for better acoustic comfort which have higher criteria than the legal requirements intended to provide the acoustic comfort. In India the Panel for Acoustics, Sound Insulation and Noise Control, CED 46:P20, constituted by the Bureau of Indian Standards (BIS) is responsible for amendments and revisions in National Building Codes of India. The National Building Codes of India recommend the sound insulation, clear-cut guidelines for sound regulation which shall be helpful in reducing the R&D costs for the building industry in India for development of suitable products or Case systems with desired noise level reductions. Delhi’s

Noise related issues : bursting FIRECRACKERS studies ambient Concerns were raised by

Hon’ble Supreme Court Some SOUND emitting firecrackers (patakas) (Includes and it observed the noise following: ‘ The

unpredictable, intermittent levels and impulsive noise odd

produced by bursting of – influenced crackers all around is a even major urban nuisance as people are unable to sleep traffic due to this excessive by

noise pollution.’ experiment) traffic On direction of Hon’ble Court , Petroleum & Explosives Safety flow

162 CPCB, September, 2017

Organization (PESO) identified four types of SOUND emitting firecrackers viz. atom bomb, chinese crackers , maroons and garland firecrackers In compliance of Hon’ble Supreme Court’s restrictions on bursting fire-crackers:

1. Under Rule 5A. under Noise Pollution (Regulation & Control) Rules, 2000 are : provides for Restrictions on the bursting of fire crackers:- sound emitting fire crackers shall not be burst in silence zone or during night time. “Night time” means the period between 10.00 p.m. and 6.00 a.m.

2. Regarding noise levels from sound emitting firecrackers in manufacturing stage the following have been done :

a. Development of Noise Standards for Firecrackers in manufacturing stage given under Schedule I (SL # 89 ) of Environment (Protection) Rules 1986 b. Under Explosive Rules 2008 , noise limits have also been stipulated – they are similar to Schedule I (Sl. # 89 ) of Environment (Protection) Rules 1986 c. Framing Procedure for testing noise firecrackers for compliance of noise standards

4. Spreading awareness – LED screens Data of CPCB’s real time noise monitoring network is displayed on LED screens for public awareness

5. Spreading awareness – reports Reports on the data of CPCB’s real time noise monitoring network are displayed in Case CPCB’s website for public awareness Delhi’s

6. Spreading awareness – print media studies For dissemination of information on the hazards of noise from firecrackers, CPCB ambient displays advertisements in several newspapers ( English , regional languages) before

Diwali festival. Petroleum Explosives & Safety Organisation (PESO) releases (Includes

advertisements for public awareness regarding pollution caused due to bursting of noise firecrackers.

levels Besides the above CPCB has been monitoring (manual SLMs) monitors noise levels during odd

Deepawali (Diwali) period for over a decade i.e. prior to installation of real time noise monitoring – influenced network even

International Noise Awareness Day (INAD) traffic

by

International Noise Awareness Day (INAD) (https://inceusa.org) is a global campaign, founded experiment) traffic in 1996 by the Center of Hearing and Communication (CHC), aiming to raise awareness of noise on the welfare and health of people. Noise affects people in many ways, but only deafness and annoyance receive actual interest from the general public. Worldwide, People are flow

163 CPCB, September, 2017

called upon to take part via various actions on this occasion: open days on hearing from acousticians, lectures in public health departments, universities and schools, panels of experts, noise level measuring actions, and readings. The day is commemorated on the last Wednesday of April of every year. It is organized in several countries all over the world. CSIR National Physical Laboratory (NPL) Delhi conducts noise awareness day every year for students and adults in its campus.

Case Delhi’s

studies

ambient * * * (Includes

noise levels odd – influenced even traffic by experiment) traffic flow

164

Ref.Jan 2017 HT 9,

Changing faces of country’s capital’s public transport service Delhi Transport Corporation (DTC)