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ENVIRONMENTAL & SOCIAL IMPACT:
DELHI AIRPORT METRO EXPRESS LINE
ASSIGNMENT REPORT
CTN-503
PUBLIC PRIVATE PARTNERSHIP IN INFRASTRUCTURE
SYSTEMS
MASTER OF TECHNOLOGY
IN
INFRASTRUCTURE SYSTEMS
BY
AAYUSH KESHRI (20554010)
SUBMITTED TO:
DR. RAJAT AGRAWAL
PROFESSOR
DEPARTMENT OF MANAGEMENT STUDIES
CENTRE FOR TRANSPORTATION SYSTEMS
INDIAN INSTITUTE OF TECHNOLOGY,
Roorkee – 247667
December 2020
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1. INTRODUCTION & BACKGROUND
The Orange Line or Delhi Airport Express Line is a Delhi Metro line from New Delhi Metro
Station to Dwarka Sector 21, linking Indira Gandhi International Airport. The line was opened on 23
February 2011 after missing four previously set deadlines. It was built at a cost of ₹ 57 billion, of which
Reliance Infra paid ₹ 28.85 billion (U$580m), Reliance Infra will also pay fees on a Revenue-share
model.
The total length of the line is 22.7 km, of which 15.7 km is underground and 7 km, from Buddha Jayanti
Park to Mahipalpur, is elevated. The trains travel at up to 135 km/h, instead of up to 80 km/h as on
the rest of the metro. Travel time is 19 minutes from New Delhi to the Airport's terminal 2, T2 and
terminal 3, T3.
The Delhi Metro Rail Corporation (DMRC) was established in the mid-1990s as a company owned 50
percent by the national government and 50 percent by the local Delhi government. It was set up to
oversee the construction and operation of a metro system for the city of Delhi. Construction of the
metro system began in 1998. The first line opened in 2002. Delhi’s metro was widely regarded as a
success. Patronage was somewhat lower than projected, but was sufficient to make Delhi one of the
few metro systems in the world that did not need operating subsidies. Airline travel in India grew
rapidly from the year 2000. As a result, roads leading to airports in most large cities in India became
severely congested. Delhi experienced particularly rapid growth in air traffic. The only public transport
services to Delhi’s airport were a few city bus lines that stopped at the airport on route to and from
other destinations. Delhi was awarded the 2010 Commonwealth Games, a major event that would
see a large influx of competitors, spectators and media to the city, most of whom would arrive through
the airport.
Recognizing the increasing traffic to the airport, DMRC proposed to build a dedicated and high speed
metro line to the airport. The line would reduce the travel time between New Delhi Railway Station
and the airport to 18 minutes. This journey could otherwise take two hours by road due to traffic
congestion.
Source: Wikipedia
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2. ENVIRONMENTAL IMPACTS
General Environment
The average elevation of Delhi plains is around 198-200m above MSL. River Yamuna flows across the
eastern flank of the city. Many small watercourses intersects the terrain causing a variation in relief.
However, average gradient of terrain is gentle, of the order of 1 to 3m/km. The area has mature
topography with isolated hillocks. The groundwater table in Delhi has depleted to about 2030 meters in
various areas across the city. Compared to a level of 3040 feet at the time of Independence, the water
table has dropped to 350 feet at certain places. It is said to be falling at 10 feet per year on an average.
The ground water occurs in silty to sandy layers of the alluvial sediments. The permeability varies from
0.5 to 8m per day and transmissivity from 10 to 100 sqm/day. The hydraulic gradient is reported 1.3 to
2.0 km/m. Delhi has an extreme climate, which is very cold in winter and hot in summer. The winters
begin in November and are at its peak around the time of the New Year and the 1st half of the January.
After the middle of March, the weather begins to turn warm and soon it becomes hot so that from April
to June one experiences extreme heat as the temperature climbs to 45C at times.
Delhi has a small rainy season in winter also. Average yearly rainfall of Delhi is 73 cm, 80% of which is
received during June August. The relative humidity at Delhi does not exceed
70% for significant periods of time in the year.
Flora of the Project area
Tree survey was carried out along the proposed alignment. Trees are to be cut on the land where the
stations are proposed and on the land that will be permanently acquired at station locations. The main
species along the alignment are Pipal, Neem, Kikar, Eucalyptus, Ashok, Ficus and Bakaan, etc. No rare
or endangered species of trees had been noticed during field studies. About 14 trees exist on the
proposed alignment.
Water and Soil
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Air Quality
Seismicity
The project area falls in Zone IV of Seismic Zoning Map of India. Delhi region shows active and prolonged
seismic history. Earthquakes of 3 to 6.7 magnitude on Richter scale have occurred in the past in Delhi.
Suitable seismic factor as per the Indian Meteorological Department (IMD) needs to be considered for
design purpose for Civil Engineering structures and while finishing civil designs.
POSITIVE ENVIRONMENTAL IMPACTS
Change of Land use: The alignment changes from underground to elevated section. For different
components of this corridor 3375 sqm of DDA land shall be acquired. The positive environmental impacts
are listed below:
• Traffic congestion reduction,
• Quick service and safety,
• Less fuel consumption,
• Reduction in Air Pollution,
• Better roads, and
• Employment opportunities
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NEGATIVE ENVIRONMENTAL IMPACTS
Based on project particulars and existing environmental conditions, potential negative impacts likely to result
from the proposed development have been quantified. Negative impacts have been listed under the
following headings:
Impacts Due to Project Location:
a) Change of Land use: The alignment changes from underground to elevated section. For different
components of this corridor 3375 sqm of DDA land shall be acquired.
b) Loss of Trees:
c) Loss of Historical and Cultural Monuments: No historical/cultural monuments will be affected as result of
the proposed development of project.
Impacts Due to Project Construction:
(a) Soil Erosion and Health Risk at Construction Site:
Run off from unprotected excavated areas, and underground tunnel faces can result in excessive soil
erosion, especially when the erodability of soil is high. Mitigation measures include careful planning, timing
of cut and fill operations and revegetation. In general, construction works
are stopped during monsoon season. Problems could arise from dumping of construction spoils (Concrete,
bricks) waste materials (from contractor camps) etc, causing surface and ground water pollution. However,
it is proposed to have ready mix concrete directly from batching plant for use at site. The other
construction material such as steel, bricks, etc. will be housed in a fenced yard. The balance material from
these yards will be removed for use/disposal. Mitigation measures include careful planning, cleaning
redressing, landscaping and revegetation. Health risks include disease hazards due to lack of sanitation
facilities (water supply and human waste disposal) and insect vector disease hazards of local workers and
disease hazards to the local population. Mitigation measures should include proper water supply,
sanitation, drainage, health care and human waste disposal facilities. In addition to these, efforts need to
be made to avoid water spills, adopt disease control measures and employment of local labour. Problems
could arise due to difference in customs of imported workers and local residents. These risks could be
reduced by providing adequate facilities in worker’s camps and by preferably employing local labour.
(b) Traffic Diversions and Risk to Existing Buildings:
During construction, minimum traffic diversions on roads will be required as the stretch is very small. At
the grade and elevated section is mostly on barren land. In underground portion, the building line is
considerably away from the proposed cut and cover and tunnels. Hence, no risk is foreseen to
adjacent buildings.
(c) Impact on Water Quality:
Construction activities may have an adverse impact on water bodies due to disposal of waste. The waste
could be due to: the spillage of construction materials, dumping of used water from the stone crusher, oils
and greases and labour camp. But the quantities of such spills are very negligible. Care, however, needs to
be taken to provide adequate sanitary facilities and drainage in the temporary colonies of the construction
workers. Provision of adequate washing and toilet facilities with septic tanks and appropriate refuse
collection and disposal system should be made obligatory. Contamination of ground water can take place, if
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the dump containing above substances gets leached and percolates into the ground water table. This is not
the case with the present project, as the activity does not involve usage of any harmful ingredients.
Moreover, activities are of short duration. Hence, no adverse impact on either ground or surface water
quality is anticipated in the present project.
(d) Disposal of soil during construction:
Construction of underground metro projects is a specialised and complex task. Owing to paucity of space in
the busy cities and for safety reasons, elaborate measures need to be adopted for collection, transfer and
disposal of excavated soil. Soil collection, transportation, disposal and its treatment needs to
be carried out in a systematic manner. Soil collection should be in containers from the dredging
sites/places. These containers should be such that soil should not spill during movement to disposal site.
The excavated soil will be first collected at dumping ground and then transferred to disposal sites. Dumping
areas are essential to store the excavated earth temporarily for back filling at later date and final disposal.
Surplus earth would have to be transported to the nearby site of DMRC requiring earth filling. It is desirable
to first clean the disposal area site of vegetation biomass that exists over it. The surface of these sites
needs to be treated so that leached water does not contaminate soil and ground water. The faces and
top should be treated/vegetated to avoid erosion. During construction about 8476 m3 of soil is likely to be
excavated. Out of this 848m3 (10%) is likely to be reutilized in filling. The balance 7628m3 (90%) will be
disposed off. A truck has carrying capacity of about 810 tones. The density of soil is about 2.5t/m3 hence
about 3.2m3 of earth could be carried in every trip. About 2384 truck trips will be required in a span of
2 years i.e. 3 trips per day. It is desirable to first clean the disposal area site of vegetation biomass that
exists over it. The surface of these sites needs to be
treated so that leached water does not contaminate soil and ground water. The faces and
top should be treated/vegetated to avoid erosion.
Impacts due to Project Operation
a) Oil Pollution:
Oil spillage during change of lubricants, cleaning and repair processes, in the maintenance of rolling
stock, is very common. The spilled oil should be trapped in grit chamber for settling of suspended matter.
The collected oil should either be auctioned or incinerated, so as to avoid any underground water
contamination.
b) Noise:
The main sources of noise from the operation of trains include: engine noise, cooling fan noise, wheel
rail interaction, electric generator and miscellaneous noises like passenger’s chatting. As most of the
section is underground, there will be no impact on the ambient noise. However, due to reduction of
vehicular traffic, the road traffic noise will come down. Hence, total noise level would be about 75dB (A).
However, due to reduction of vehicular traffic, the road traffic noise as compared with existing levels
will come down by about 7 to 9%.
c) Accidental Hazards:
In view of the hazards potential involved due to failure of system and accident the onsite and off
site emergency measures have been formulated and will be implemented.
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d) Water Supply: Public Health facilities such as water supply, sanitation and toilets are very much needed at
the stations. CPHEEO has recommended 45 litres per day, water supply to persons working at stations. The
people working on stations will be about 30.
The water demands on stations will be for following components:
• Personal use of Metro staff, • Fire demands, and • Wastage.
The water demand on stations works out to be about 1,30,000 litres /day. Water requirement for the Dwarka
station and the IGI airport station has been included in the Barakhamba Cannaught Place–Dwarka section
and New Delhi IGI airport section respectively.
d) Metro Station Refuse: The refuse from metro stations includes; garbage, rubbish, and floor sweepings. The
collection and removal of refuse in a sanitary manner from the station is of importance for effective vector
control, aesthetic improvement, and nuisance and pollution abatement. There is no shop/
facilities for cooking at MRTS stations hence there is no generation of garbage. RITES has assumed about 3
gm/ person/ day of refuse generation at Metro Stations. The management of solid waste at Dwarka station
and IGI airport station has been included in the Barakhamba Cannaught Place–Dwarka section and New Delhi
IGI airport section respectively.
f) Visual Impact: The construction of the above corridor will bring about a change in visual look of the streets
through which it will operate. An architecturally well designed structure, which could be aesthetically
pleasing and able to reduce impact due to visual disfiguration have been incorporated in present corridor.
Since a low profile would cause least intrusion, the basic elevated section should be optimized at he design
stage itself.
ENVIRONMENTAL MANAGEMENT PLAN
Mitigation Measures Based on project description, Environmental Baseline Data and Environmental
Impacts, it is proposed to prepare the Environmental Management Plan for the following:
a) Compensation for Loss of Land: The land likely to come under project is 3350sqm. The cost of land
for compensation is taken under the project cost.
b) Compensation for Loss of Trees: There are approximately 14 trees on the proposed alignment, which
needs to be uprooted. The Compensation for Loss of Trees works out to Rs. 9800.
c) Compensatory Afforestation and Fencing: According to the survey, about 14 trees are likely to be lost
due to the project. 10 times the number of trees is to be planted as per the Department of Forests
stipulations. Hence, about 140 plants are required to be planted. The total area required for
afforestation of these tress comes to about 0.10ha. It is presumed that government land will be
provided for afforestation; hence no land cost will be involved. Compensatory afforestation cost
(excluding fencing) for 0.10 ha. will be about Rs. 15000 @about Rs.1,50,000 per ha. Fencing shall be
provided in order to save the saplings from the animals. The cost towards fencing is estimated to be
about Rs. 16000 . Thus, the total cost works out to be Rs. 31000
e) Water Supply & Sanitation: The public health facilities, such as water supply, sanitation and toilets
are much needed at project location. Water should be treated before use up to WHO drinking water
standards. In addition, water will be required for contractor’s camps during construction, for which
additional arrangements have to be made in consultation with the Municipal Corporation. The
collection and safe disposal of human waste are among the most important problems of environmental
health. The water carried sewerage solves the excreta disposal problems. The sewerage disposal
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systems should be adopted for sewage disposal. For safe disposal of station refuse, bins of 50120 litres
capacity will be required which can be accommodated at stations and platforms. The cost for bins at
Dwarka station and IGI airport station has been incorporated in the Barakhamba Cannaught Place –
Dwarka section and New Delhi IGI airport section respectively.
f)
Oil Pollution Control:
Oil tends to form scum in sedimentation chambers, clog fine screens, interfere with filtration and reduce
the efficiency of treatment plants. Hence oil and grease removal tank has to be installed at source. Such
tanks usually employ compressed air to coagulate oil and grease and cause it to rise promptly to surface.
Compressed air may be applied through porous plates located at the bottom of the tank. The tank may
be designed for a detention period of 5 to 15 minutes. Adding Chlorine in an amount of 2.0mg/l will increase the efficiency of removal.
g) Noise:
There will be an increase in noise level in ambient air due to construction and operation of this
Metro corridor. However, noise levels in the core city will go down. The increase in levels is marginal,
hence local population will not be adversely affected. However the exposure of workers to high noise
levels especially, near the engine, vent shaft etc. need to be minimized. This could be
achieved by job rotation, automation, protective devices,
noise barriers and soundproof compartments, control rooms etc. The workers employed in high noise
level area could be employed in low noise level areas and vice-versa from time to time. Automation of
equipment and machinery, wherever possible, should be done to avoid continuous exposure of
workers to noise. At work places, where automation of machinery is not possible or feasible, the
workers exposed to noise should be provided with protective devices. Special acoustic enclosures
should be provided for individual noise generating equipment, wherever possible. Pile driving
operation can produce noise levels up to 100 dB (A) at a distance of 25m from site.
ENVIRONMENTAL MONITORING PLAN
The environmental monitoring will be required for the construction and operational phases. The
parameters need to be monitored are: Water Quality, Air quality and Noise levels. Cost
of Environment monitoring is attributable to another system of the entire metro.
a) Water Quality: Water quality parameters shall be monitored one year before the construction, during
the construction phase and also for at least three years after the completion of the project. Monitoring
shall be carried out at least four times a year to cover seasonal variations. The parameters for
monitoring would be: pH, Dissolved Oxygen, Biochemical Oxygen Demand (BOD), Chemical Oxygen
Demand (COD), Total Coliform Count, Total Dissolved Solids, Chlorides, Nitrates, Sulphates, Total
Nitrogen, Total Phosphates, oils and greases etc.
b) Air Quality and Noise Levels: Ambient air quality and Noise levels should be monitored one year
before the construction, during the construction phase and for three years after the completion
of the project. The cost for water quality, air quality and noise level monitoring has been included in
the Barakhamba Cannaught Place–Dwarka section and New Delhi IGI airport section respectively.
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3. SOCIAL IMPACTS
A Socio-economic survey was carried out in April-May 2011 to assess the impacts of the proposed
corridors of Delhi metro rail project phase-II on the socio-economic conditions of the Project Affected
Families (PAFs). In order to assess the impact, a questionnaire was developed and used to collect
information of the families/people likely to be affected. Stakeholder consultations were also organized.
This was essential to understand the nature of impacts in documenting impacts on assets, incomes and
livelihood to develop mitigation measures and resettlement action plan for the affected people. The
information compiled are: type of impact, type of ownership, social profile of the affected people,
poverty status, the presence of titleholders and non-titleholders in the project area. The views/opinion
of the people about the project and options for rehabilitation and resettlement has also been obtained.
The major findings and magnitude of impacts of the proposed Delhi Metro phase II project are discussed
in the following sections. The project impacts have been classified into different categories such as
impacts on land, impacts on the affected families and their livelihood resources, impacts on structures
and impacts on the common property resources.
PROJECT IMPACTS
The proposed metro rail project will have a number of positive and negative impacts. In general the
proposed metro rail phase II project shall bring following positive impacts:
• Generate Employment opportunity, • Economy Growth, • Mobility in the project area, • Safety in
Travelling, • Traffic Decongestion, • Save Fossil Fuel, • Reduce Levels of Air Pollution • Save Foreign
Exchange
The proposed project is not so positive for a section of people / project affected families. The anticipated
negative impacts on these people include:
• Loss of Land, • Loss of Residential Structures, • Loss of Commercial Structures, • Loss of Jobs/Works,
• Loss of Livelihood, • Loss of fruit bearing and non-fruit bearing trees, • Loss of Common Property
Resources • Loss of Public Utility structures
Land Requirement and Acquisition
The proposed Delhi Metro project shall require land for different purposes. Land is mainly required for
route alignments of rail tracks, station buildings, platforms, entry/exit structures, traffic integration, car
shed, power sub-stations, ventilation shafts, administrative buildings, property development, depots
and work sites etc. Land is scarce commodity in Delhi metropolitan areas. Acquisition of land shall make
affected families landless in most of the cases. Therefore, every effort has been made to keep land
requirements to the barest minimum by realigning the alignments away from private property / human
habitation. After planning, the land requirement is kept at minimum and particularly, acquisition of
private land was avoided. The project shall require the acquisition/ transfer/ hire of 5.7212 ha of land.
The proposed section of New Delhi – Dwarka Sector 21 section shall require land for different purposes.
Land is mainly required for station buildings, platforms, entry/exit structures, traffic integration, car
shed, power sub-stations, ventilation shafts, administrative buildings, property development and work
sites etc. Since, the entire section is completely underground throughout the alignment except for
station areas and allied auxiliary service areas, needs for land acquisition have been minimized.
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Impact on structures and magnitude: Impact of the proposed project on the different types of
structures i.e. residential, commercial, residential cum commercial and other types and type of
affect(fully and partially). No industrial structure shall be affected due to the proposed section. The
proposed project may impact upon 87 structures.
Impact on Families: A socio-economic survey was undertaken for the proposed section to assess
the socio-economic conditions of project-affected families/people and to examine the impacts of the
proposed alignment on their conditions. On the basis of alignment drawings and field visits it was
observed that approximately 7 families are likely to be affected, as their land/house/shop shall be
acquired for the construction and operation of the metro on which these families depend. Out of 7 PAFs
only one family holds the property as Title Holder (TH) and the remaining 6 families are in Non-Title
Holders (NTH) category. The NTH category includes tenants, squatters and kiosks.
Loss of Livelihood: As assessed during social impact assessment study, business/livelihoods of 7
affected families will be affected due to the loss of the commercial structures vis-a-vis business base in
the proposed corridor.
Loss of Common Property Resources: No school, religious structures, community facilities etc
and government buildings are involved in the project. However boundary walls of few structures is likely
to be affected.
RELOCATION
The proposed project shall affect the private property resources. The loss of private property and loss
of community resource shall have social impacts on the local society. In view of social impacts,
rehabilitation of the PAFs has been proposed. During site social survey, choice and desire of affected
people have also been collected through survey questionnaires. Mitigation measure of the adverse
impacts shall be following: • to assist the PAPs in resettling them at the suitable place, • to provide
monetary assistance in the form of shifting allowance and transitional allowance, etc. to provide house
for loss of house at resettlement site by Delhi Development Authority (DDA).
As per the “Policy/Guidelines on Relocation and Rehabilitation of the PAPs of All Categories due to
Implementation of Delhi MRTS project”, DDA will rehabilitate the PAFs occupying residential dwelling
units on recommendation of Land Acquisition Commissioner (LAC) and approval of Land & Building
Department (L&B), Government of National Capital of Delhi (GNCTD) and DMRC will rehabilitate PAPs
occupying commercial unit/shop by providing constructed shop in the shopping complex.
JICA’s GUIDELINES ON INVOLUNTARY RESETTLEMENT
The JICA guidelines for environmental and social considerations are applicable to this project subject
to provisions in this SIA report. The Resettlement Action Plan (RAP) has been developed in accordance
with the requirements of the JICA on Involuntary Resettlement. The involuntary resettlement may cause
severe long-term socioeconomic hardships, impoverishment and environmental damages unless
appropriate measures are carefully planned and carried out. The JICA requires that involuntary
resettlement should be avoided where feasible, or minimize exploring all viable alternative project
designs. In cases, it becomes unavoidable, then the affected persons should be meaningfully consulted
providing them an opportunity to participate in planning and implementing the resettlement
programme. They should be assisted in their efforts to improve their livelihoods and standard of living
or at least to restore these, in real terms, to pre-displacement levels or to levels prevailing prior to the
beginning of project implementation, whichever is higher. This approach endorses the eligibility of all
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the categories of persons, whether with formal legal rights or without these rights, in a project, but
occupying project area prior to the cut-off date established by the borrower and acceptable to the Bank.
PUBLIC CONSULTATION
Public consultation is a continuous process throughout the project period, during project preparation,
implementation, and monitoring stages. The sustainability of any infrastructure development depends
on the participatory planning in which public consultation plays a major role. Experience indicates that
involuntary resettlement generally causes numerous problems for the affected population. These
problems may be reduced to a great extent if people are properly informed and consulted about the
project and allowed to make meaningful choices or preferences. This serves to reduce the insecurity
and opposition to the project which otherwise are likely to occur during project implementation. The
overall objective of the consultation program is to minimize negative impact in the project corridors and
to make people aware of the project. Keeping in mind the significance of consultation and participation
of the people likely to be affected or displaced due to the proposed project, both formal and informal
discussions were conducted with stakeholders during field visits from 16/09/2013 to 18/09/2011.
During field visits the social experts of CERD. consulted with the key stakeholders and discussed the
issues regarding land acquisition, structures likely to be affected, high social risk, presence of significant
CPR (Common Property Resource) and vulnerable population, mitigation measures, value of affected
assets, and other assistance & allowances.
COMMUNITY PARTICIPATION DURING PROJECT IMPLEMENTATION
The effectiveness of the resettlement action plan (RAP) is directly related to the degree of continuing
involvement of those affected by the project. Several additional rounds of consultations with PAPs will
form part of the project implementation. Consultations during resettlement plan implementation will
involve agreements on compensation and assistance options and entitlement package. Another round
of consultation will occur when compensation and assistance are provided. The following set of activities
will be undertaken for effective implementation of the plan:
a) PIU will conduct information dissemination sessions in the project area and solicit the help of the local
community/ leaders and encourage the participation of the PAP’s in RAP implementation.
b) Consultation and focus group discussions will be conducted with the vulnerable groups like women,
families of BPL, Scheduled Castes to ensure that the vulnerable groups understand the process and their
needs are specifically taken into consideration.
c) DMRC will organize public meetings, and will appraise the communities about the progress in the
implementation of project works and payment and assistance paid to the community. Regular update of
the program of resettlement component of the project will be placed for public display at the project
offices.
d) Taking into consideration the risks of HIV/ AIDs during the project construction period and road safety
issues, specialist will be invited to undertake activities related to their core competencies. Lastly,
participation of PAPs will also be ensured through their involvement in various local committees. PIU and
field offices will maintain an ongoing interaction with PAPs to identify problems and undertake remedial
measures.
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RESETTLEMENT ASSISTANCE PLAN AND COST ESTIMATE
ELIGIBILITY FOR ENTITLEMENT: The entitlement framework has the following provision for
providing compensation for land acquisition and resettlement and rehabilitation of project affected
families/people: Titleholder: Residential Compensation at replacement cost(both land and structure) A
LIG flat for PAFs loosing plot size less than 100sq.m. A MIG flat for PAFs loosing plot size more than
100sq.m. Rs.7882/- per Sq.m. for construction cost. Shifting allowance @ Rs.10,000/- Commercial:
Construction of shopping complex Maximum size of 15 Sq.m. per PAP family. Rs.7882/- per Sq.m for
construction cost Shifting allowance @Rs.10,000/- Non-Title Holder: Tenant in case of residential unit
Shifting allowance @Rs.10,000/- Tenants in case of commercial unit Construction of shopping complex
Maximum size of 15 Sq.m per PAP Rs.7882/- per sq.m for construction cost. Shifting allowance @
Rs.10,000/- Vulnerable to get Training @ Rs. 15000/-per PAP Assistance for Squatters and encroachers
Squatters-Occupancy before 31/03/2007, will be eligible for rehabilitation as per the relocation policy of
slum dwellers. Squatters-Occupancy after 31/03/2007, will be eligible for compensation for loss of
structure as per valuation of structure. Shifting allowance @Rs. 10,000/ Training @ Rs.15,000/Assistance for Kiosk All Kiosk to get Rs. 10,000/-as one time shifting allowance.
VALUATION AND COMPENSATION FOR LOSSES
Land requirements have been kept to the barest minimum and worked out on area basis. Acquisition of
private land has been minimised as far as possible. Cost of Government land is based on the rate
presently being charged by the concerned authorities, such as Land and Development Office, Govt. of
India, Municipal Corporation of Delhi (MCD), Delhi Development Authority (DDA), etc. Private land for
MRTS project shall be acquired by GNCT Delhi and the compensation shall be paid as per Land Acquisition
Act,1894
LOSS OF LAND AND REPLACEMENT VALUE
As per DPR, the average rate of private land has been worked out to be Rs.34,500/- per sqm on the basis
of awards issued for various cases in the recent past. An additional 30% cost has been taken as solatium
over and above the compensation in consideration of compulsory nature of acquisition. About 12% as
interest rate has also been considered. For acquiring temporary private land, compensation at the rate
of. 6% of total land cost per year for 3 years will be provided as per the provision in DPR.
LOSS OF STRUCTURE AND REPLACEMENT VALUE
For loss of structures, either commercial or residential, the title holders will be compensated at
replacement cost as per the Relocation & Rehabilitation Policy in respect of PAPs for all categories due
to implementation of Delhi MRTS Project. Rehabilitation of PAFs occupying residential/dwelling units will
be done by DDA on recommendation of LAC and approval of Land & Building Department, GNCTD, Delhi.
A LIG category flat shall be provided to the PAF loosing less than 100 sqm. A MIG category flat shall be
provided to PAF loosing residential plot size more than 100 sqm. DMRC will resettle and rehabilitate the
PAPs occupying commercial units by constructing shopping complexes at nominated locations. The rate
for construction of a residential structure has been calculated @ 7882/- per sqm as per the base unit rate
of cost of construction. All displaced PAFs shall get a flat of MIG type. Those who are partially affected
shall get only the cost of land and structures.
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ASSISTANCE FOR SQUATTERS
Squatters occupying their dwelling units before 31/03/2007 will be rehabilitated as per relocation policy
of slum dwellers. Whereas squatters occupying after 31/03/2007 will be compensated as per valuation
of the structures.
SHIFTING ALLOWANCE
Each displaced project affected families shall be provided shifting allowance of Rs.10,000/- as
transportation cost for shifting of household materials and belonging etc. Shifting allowance is one time
grant.
4. OBLIGATIONS OF DMRC:
a. Enable access to the Site, free from Encumbrances, from public roads and highways in accordance
with this Agreement progressively as per the agreed milestone;
b. To procure Right of Way (RoW) and land
c. To assist the concessionaire in procuring applicable permits and licenses.
d. To assist the concessionaire in obtaining access to all necessary infrastructure facilities and utilities,
including water, electricity and telecommunication facilities.
e. To provide necessary space and land for car depot, electric sub stations and access to station as per
the approved plans free of all encumbrances and to relocate and rehabilitate all the affected people
as per the applicable law policy of the GOM.
f. Not do any act, deed or thing that may in any manner be violative of any of the provisions of this
Agreement and.
g. To carry out shifting of underground utilities, surface utilities and overhead utilities.
h. To provide capital contribution as decided in the agreement.
i. To assist the concessionaire police assistance from GOM for patrolling and provision of security on
the project.
5. OBLIGATIONS OF THE CONCESSIONAIRE:
a. Make, or cause to be made, necessary applications to the relevant Governmental Agencies with
such particulars and details, as may be necessary for obtaining all Applicable Permits, and obtain
such Applicable Permits in conformity with the Applicable Laws:
b. Submit to DMRC certified true copies of each of the Project Agreements within 7 (seven} days of
their execution:
c. Provide to DMRC reports on regular basis during the Construction Period and the Operations Period
in the form and manner set forth in this Agreement
d. Procure, as required, the appropriate proprietary rights, licenses, agreements and permissions for
materials, methods, processes and systems used or incorporated into the Project;
e. Not make any replacement, amendment or modifications to any of the Project Agreements without
the prior written consent of DMRC;
f. Comply with all Applicable Permits and applicable laws in the performance of the Concessionaire's
obligations under this Agreement including those being performed by any of the Contractors.
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g. Appoint. supervise, monitor and control the activities of Contractors under their respective Project
Agreements as may be necessary;
h. Not claim or demand possession or control of any roads, structures or real estate which do not form
part of the Airport Metro Express Line;
i. After receiving vacant possession of the Site or part thereof, ensure that such Site remains free from
all encroachments and take all steps necessary to remove such encroachments, if any
j. Make such official payment to police department or any Government Agency as may be required for
the provision of such services as are not provided in the normal course or are available on payment;
15
REFERENCES
1.
2.
3.
4.
www.delhimetrorail.com
www.rites.com
http://www.delhimetrorail.com/otherdocuments/SIApurcorridor.pdf
https://libportal.jica.go.jp/library/Data/DocforEnvironment/RAP-RIP/EastAsiaSouthwesternAsian/DelhiMRTSPP3/IndiaitsukiRAP.pdf
5. https://en.m.wikipedia.org/wiki/Delhi_Airport_Metro_Express
6. https://www.pppinindia.gov.in/documents/20181/34422/Airport+Metro+Express+Line.pdf/b
b80f44e-3659-440a-983c-599c3c1dfe2a?version=1.0