Environment and Social Due Diligence Report IND: India ... · IndiaAndhra Bank, State Bank of...

Environment and Social Due Diligence Report December 2011

IND: India Infrastructure Project Financing Facility II –Navayuga Quazigund Expressway Pvt. Ltd. Prepared by India Infrastructure Finance Company Limited for the Asian Development Bank This report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.

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INDIA INFRASTRUCTURE FINANCE COMPANY LTD.

Sub Project: Four Laning of 15.350 Km. Quazigund to Banihal Section from

Km 189.350 to Km. 204.700 including two tunnels (2 lane) of 0.690Kms. And

8.450Kms of NH-1A in the state of Jammu & Kashmir on DBFOT (Annuity)

basis in the state of Jammu & Kashmir.

December, 2011


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CONTENTS

1. INTRODUCTION ......................................................................................................... 4 Background 4 DUE DILIGENCE ON ENVIRONMENTAL SAFEGUARDS: ...................................................... 7 2. AVAILABILITY OF EIA/EMP REPORTS: ................................................................... 8 3. ENVIRONMENTAL SENSITIVITY AND DUE DILIGENCE: ......................................... 8 4. CATEGORIZATION OF SUB-PROJECT: ................................................................... 9 5. STATUS OF REGULATORY CLEARANCES: ............................................................ 9 6. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE: ............................ 12 7. ALTERNATIVE ANALYSIS: ...................................................................................... 13 8. ENVIRONMENT AND SAFETY CLAUSES IN CONCESSION AGREEMENT AND EPC CONTRACT: ................................................................................................................... 13 9. EMP IMPLEMENTATION BUDGET: ......................................................................... 14 10. ENVIRONMENT MANAGEMENT PLAN (EMP) IMPLEMENTATION: ...................... 15 10.1. institutional framework for emp implementation: ................................................................ 18 10.2. ENVIRONMENTAL MONITORING: .......................................................................................... 18 11. CONCLUSION AND RECOMMENDATION: ............................................................. 19 12. MONITORING BY IIFCL: ........................................................................................... 20 DUE DILIGENCE ON SOCIAL SAFEGUARDS: .................................................................... 21 13. SOCIAL SAFEGUARDS COMPLIANCE REVIEW: ................................................... 22 13.1. Methodology adopted for social compliance review ........................................................... 22 14. MINIMIZATION OF SOCIAL IMPACTS: .................................................................... 22 15. DUE DILIGENCE OF SOCIAL IMPACTS .................................................................. 22 15.1. Magnitude of Land Acquisition in the Subproject: ............................................................... 22 16. RESETTLEMENT IMPACT IN THE SUB-PROJECT: ............................................... 23 16.1. Magnitude of Impact on Project Affected People ................................................................. 23 16.2. Magnitude of Impact by Category of people ......................................................................... 23 17. COMPENSATION AND ENTITLEMENT: .................................................................. 24 17.1. Resettlement Policy ................................................................................................................. 24 18. REHABILITATION AND RESETTLEMT (R&R) OF PROJECT AFFECTED PEOPLE 24 18.1. Monitoring and Evaluation through External Agency .......................................................... 26 19. INCOME RESTORATION AND EMPLOYMENT GENERATION: ............................. 26 20. PUBLIC CONSULTATION/FOCUS GROUP DISCUSSION ...................................... 26 20.1. Focus Group Discussion (FGD) .............................................................................................. 26 21. GRIEVANCE REDRESS CELL (GRC) ...................................................................... 28 22. CONCLUSIONS AND RECOMMENDATION: ........................................................... 28

APPENDICES:

APPENDIX-I: EIA-EMP REPORT

APPENDIX-II: RELEVANT CLEARANCES AND PERMITS

APPENDIX-III: CONCESSION AGREEMENT

APPENDIX-IV: EPC CONTRACT


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Background

1. Based on the competitive bid process, NHAI has signed the Concession Agreement with M/s Navayuga Quazigund Expressway Private Limited, a Special Purpose Vehicle (SPV) formed for implementing this project. NHAI has awarded the project to the Consortium to NECL and KPCL vide their letter of Award No.NHAI/BOT/11019/1/2009/QB/58 dated 30.04.2010 to construct Four –Laning ofQazigund to Banihal Section from km 189.350 to km 204.700 of NH-1A.

2. The Proposed Road of NH-1A starts from km 189.350 and ends at km 204.700, which matches km 221.000 of existing road. The subproject location road lies between North latitude 33º9’5” to 33º32’26” and East Longitude 75º0’39” to 75º25’8”. The length of road is 15.350 km including two tunnels (2 lane) of Km0.690 and Km8.45 and lies in the Ramban and Anantnag District of Jammu and Kashmir.

Figure -1: The proposed Project Road


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3. The project road runs parallel to the River Bichleri at most of the locations between km 190.000 to km 195.000 traversing through villages Zenihal, Asar, Lambar, Gund & Banihal Town before traversing through one of the small ridges of the main Pir Panjal Mountain ranges through a 674 m long short tunnel. The Channage wise details of the subproject improvements is given in Table-1

Table-1: The details of proposed project is as details

Sl. Chainage Proposed work Length (Km.)

1 km 189.350 to km 193.792 4 lane divided carriageway 4.442 2 km 193.792 to km 194.488 Short, bi directional tunnel 0.696 3 km 194.488 to km 195.425 2 lane divided carriageway 0.937 4 km 195.425 to km 203.865 Long, bi directional tunnel 8.440 5 km 203.865 to km 204.700 4 lane divided carriageway 0.835 Total 15.350

4. NHAI had envisaged up gradation of a section of NH1A that starts at Quazigund (at Chainage of km 189.350) and ends at Banihal (at Chainage of km 204.700) from the existing 2 lane road to 4 lane road. The total length of the project road is 15.35km long.

5. The salient features of the projectare given in Table 2.

Table 2: Project Salient Features Particulars Project Road The Concessionaire M/s Navayuga Quazigund Expressway Pvt. Ltd. (NQEPL) The Subproject Rehabilitation, Strengthening & 4 Laning of Quazigund to

Banihal section of NH-1A from Km. 189.350 to Km.204.700 including 2 Tunnels (2 lane of 0.690m & 8.450 Km. length) on DBFOT (Annuity) Basis, in the state of Jammu & Kashmir.

Length 15.350 Km. Passes The Project road passes through 5 villages and two districts

namely Ramban and Anantnag District of Jammu and Kashmir..

Carriageway 5.090 K m for four lane,0.680 Km. Short, bi directional tunnel, 1.030 Km. two lane divided carriageway and 8.450 Km. long, bi directional tunnel m for six lane and 7.0 m service road excluding the median.

Service Roads on both sides

Total length of service road is aggregating to 3.256 km with paved shoulder on both sides.(the details are in below table.

Toll Plaza Two Nos. (at Km.193.760 and203.880 Km.) ROW 30 m for tunnels, 60m for highway, 15m for access roads. Intersection There are neither major intersections nor minor junctions.


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Underpasses No underpasses Truck Lay-byes Two (at Km.196.650 to Km.193.450) and ( Km.204.100 to

Km.204.600) Bus-bays/shelter Two (at Km.193.600-village Lambar) and at Km. 204.300 at

exist of North portal of long tunnel Minor Bridges 6 Major Bridges 3 Culverts (Box) 9 Tunnel Short (T-1) Tunnel Long (T-2)

1 Short Tunnel,( From Km 193.792. to Km.194.488) Length- 696.00 Mts. 1 long tunnel,(From Km 195.425 to Km.203.865. (the details are in Table)

ROB/RUB 1 Source: Information from EIA Report

6. The debt component of the proposed project is being financed by a syndicated loan with lead Bank as State Bank of India; Navayuga Quazigund Expressway Pvt. Ltd. has signed a Common Rupee Loan Agreement with a consortium of 9 banks. The consortium comprises of Punjab National Bank, Central Bank of India, Bank of IndiaAndhra Bank, State Bank of Hyderabad, Oriental Bank of Commerce,Corporation Bank and India Infrastructure Finance Company Limited (IIFCL).

7. M/s Navayuga Quazigund Expressway Pvt. Ltd has signed a Common Rupee Loan Agreement with a consortium of 9 banks with State Bank of India as the Lead Bank on 8th January 2011. With the lenders including India Infrastructure Finance Company Ltd. (IIFCL). IIFCL as part of its infrastructure scheme has approved Rs375 Crores to NQEPL out of the total project cost of Rs2414.15Crores. Out of the approved Rs375Crores, IIFCL has already disbursed Rs48.55Crores to the subproject till October 2011.

8. Service Road has not been provided all along the road because there was no requirement of traffic. Only small service road near Banihal town from Km 189.500 to 189.900 (400 m) has been provided. The width of service road is 3.50m + 1.0m Paved shoulders on both sides. Also a haulage road to the tunnel has been provided. Details of the service road and haulage road are given as underTable-3:

Table-3: Service Road and Haulage Road Sr. No

Chainage Length (Km)

Width (m) Side

Service Road 1 189.500-189.900 0.400 3.50 + 1.0 P.S. on both sides LHS Haulage Road 1 193.000- 193.700 1.180 5.0 + 1.0 P.S. on both sides For access

to tunnel south portal and north portal.

2 193.670- 194.500 0.340 5.0 + 1.0 P.S. on both sides 3 193.670- 194.500 1.396 5.0 + 1.0 P.S. on both sides 4 203.000- 204.000 0.340 5.0 + 1.0 P.S. on both sides


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9. M/s. Navayuga Engineering Company Ltd. through its consultant M/s Green Circle, Inc. has prepared the Environmental Assessment and Environment Management Plan. A copy of the EIA/EMP report is given in Appendix-I.

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10. The environmental sensitivity of the NH-1A section between Banihal- Quazigund sections (From km 189.350 to Km 204.700), including two tunnels (2 lane of 0.690 km & 8.450 km length) has been assessed by reviewing the Environmental Assessment and Management Plan, prepared as part of the project. The environmental sensitivity assessment is given below:

The project road is passing through hilly terrain because of which topography of the area is rolling. The project road lies at an altitude of 1810 m above mean sea level.

The predominant land use along the alignment is agriculture and Pir Panjal Ranges of the Himalayas which are demarcated with fairly dense scrub and also with pine forest. However, the alignment is not demarcated in any of the dense forest.

The proposed new tunnels are passing through the Pir Panjal Ranges which are demarcated forest of Jammu and Kashmir.

The existing alignment alignment is passing through Chakore Conservation Reserve and Notified Forest resulting in fragmentation of Natural Habitat whereas the proposed alignment is passing beneath these areas. The area through which existing road is passing is rich in biodiversity and has well developed road side plantation. The new alignment is passing beneath the area so biodiversity will be least affected.

As per EIA report, no wild fauna has been reported near the road;

The rehabilitation, strengthening & 4-laning of this NH section involves diversion of 6.90 Hectares of forest land for construction of underground tunnel through Pir Panjal Range of Kashmir region in Anantnag Forest Division;

The net present value amounting to Rs. 40,02,000/- has been deposited with

the office of Principal Chief Conservator of Forests, Forest Department, J&K for diversion of above mentioned forest land


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There are no archeological monuments and sites within corridor of impact for this project;

There are some private properties as well as other Government

properties/facilities within the RoW that are likely to be affected due to proposed project.

As per LIE’s monthly progress report of November 2011, Rehabilitation and resettlement of 27 houses over tunnel-2 in Banihal has been completed by the local administration and occupants have already been shifted to new houses. There is no involvement of Concessionaire in this regard;

There are 3 major bridges, 6 minor bridges, 2 no. Toll Plaza, 2 Truck Lay bays, 9 Culverts structures are going to be constructed along the entire length of the project road.

Public consultations have been conducted during the environmental studies to disseminate the project information and to record the views/aspirations of the local people along this NH section.

Elaborate environmental management and monitoring programme has been suggested for this NH section;

As per EIA/EMP report, a cost provision of INR 5.24 Crores has been proposed for Environment Management and monitoring plan for this project which includes Chakore Conservation measures also.

As mentioned in LIE’s monthly progress report of November 2011, Periodical environmental management and monitoring during the project implementation is being carried out by the concessionaire.

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11. The sub-project can be classified as category B-Sensitive based upon ADB’s EA requirements as per their Safeguard Policy Statement (2009). This classification is based on the review of the EA report and other available documents of the sub-project with respect to the environmental sensitivity.

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12. The statutory clearances required as part of the proposed widening and strengthening of NH-1A section between Quazigund-Banihal sections was assessed and current status of


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availability of such clearances are given in Table 4. The Environment (Protection) Act, 1986 (EPA-1986) provides holistic framework for the protection and improvement to the environment. Under the EPA-1986, certain development projects have been identified requiring environmental clearance as defined under EIA notification dated 14th September 2006 including all its amendments.

Table 4: Status of Regulatory Clearances Obtained

Sl. No.

Clearances Required

Statutory Authority

Current Status of Clearance

1 Environmental Clearance

Ministry of Environment and Forests, New Delhi

NHAI has been granted the Environmental Clearance vide MoEF letters no. (i) 5-40/2006-IA-III ,dated 13.07.2007

2 Permission for Forest Land Diversion

Principal Chief Conservator of Forests, J&K Forest Dept., Kashmir

J&K Forest Dept. has sanctionedvide J&K Govt. Order No. 202-FST of 2008 ,dated 27/05/2008 for diversion of 6.90 Ha of forest land for construction of underground tunnel through PirPanjal Range of Kashmir region in Anantnag Forest Division. The net present value amounting to Rs. 40,02,000/- has been deposited with the office of Principal Chief Conservator of Forests, Forest Department, J&K for diversion of above mentioned forest land. (Details given in NHAI, PIU-Jammu communication letter to PCCF, J&K Forest Dept., Kashmir as attached in Appendix-II for Approvals).Developer has been requested to provide the copy of EC.

3 Consent to Establish for Batching Plant

J&K State Pollution Control Board

Consent has been received from J&K State Pollution Control Board for construction work of the highway under section 25/26 of the water (prevention and control of pollution) Act, 1974, and under section 21 of Air (Prevention & Control of Pollution) Act, 1981. This consent is taken for establishment at followingsites:

1. Wangund Village, Qazigund, Tehsil Dooru, District Anantnag (Consent Order no. 201/ROK of 2011, date of issue: 30-3-2011, Validity: 30-03-2012)

4. Consent to Operate for Diesel Generator Set


Consent has been received from J&K State Pollution Control Board for operation of Four DG Sets under Section 21 of the Air (Prevention & Control of Pollution) Act, 1981 and as amended to date and subject to the Noise Pollution (Regulation & Control) Rules,2000. This consent is taken for operation of DG Set at followingsites:


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1. Ujroo Village, Qazigund, Tehsil Dooru, District Anantnag (Consent Order no. 200/ROK of 2011, date of issue: 30-3-2011, Validity: 30-03-2012)

5 Consent to

Establish for Asphalt Plant


As informed by Developer, The EPC Contractor has identified 2-3 parties for supply of material directly for project execution. Moreover, the material will only be required only after two years, since the road works will be carried out only after completion of tunnel works.

6 Quarry Approvals

Additional District Magistrate (ADM) Mines & Geology and Village Sarpanch

As informed by Developer, the quarry will not be required, as the boulders will be obtained from the blasting and excavation activities for the tunnel. Hence the quarrying permits are not required for this project.

7. Borrow Earth Permission

Permission from irrigation dept. If land taken from irrigation dept. / Village Panchayat

As informed by Developer, the borrow earth will not be required, as the required material will be obtained from the blasting and excavation activities for the tunnel. Hence the borrow earth permits are not required for this project.

8. NOC for Installations of Diesel Dispensing Units

Govt. of Jammu and Kashmir, Office of the Deputy Commissioner, Anantnag & Ramban District

No objection certificate has been received from District Commissioner’s Offices of Ramban and Anantnag district regarding temporary installation of Diesel Dispensing Units.

9. NOC for setting up of Portable Explosive Magazine

Govt. of Jammu and Kashmir ,District Magistrate Office, Ramban District

No objection certificate has been received from District Magistrate’s Office of Ramban district regarding setting up of Portable Explosive Magazine.

10. License for Use of Explosives

Chief Controller of Explosives, North Circle, Faridabad

Licenseshas been obtained from CCoE office regarding possession for use of Explosives in magazine under Explosive Rules,2008

11. Blasting Permissions

Govt. of Jammu and Kashmir ,District Magistrate Office, Anantnag & Ramban District

Permissions for carrying out blasting work for Tunnels have been obtained from District Magistrate’s Offices of Ramban and Anantnag district.

12. Labour License

Govt. of India, Ministry of Labour, Office of the Licensing Officer & Regional Labour Commissioner (Central),

Labour License has been received from Regional Labour Commissioner for this project under Section 12(1) of the Contract Labour (Regulation & Abolition) Act, 1970.


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Jammu,J&K

13. Copies of all relevant clearance, approvals and permits are given in Appendix-II.

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14. Public participation and community consultation has been taken up as an integral part of social and environmental assessment process of the Project. Systematic Analysis has been done on the basis of Reconnaissance Survey and discussion with various People to identify the Stakeholders. After identification of Stakeholders, Public Consultation has been carried out from Screening Stage to Project Design Formulation Stage at different levels and using different techniques which are detailed below:

Local level (village level / Block level) villagers whose properties, land, etc arebeing affected by the project,

District level consultations involving State Pollution Control Board Officials, NHAIofficials, Local Municipal elected officials, Revenue officials etc.

Institutional Level involves Forest Department, Indian Army, Revenue Authorities andRailway People.

15. During Screening Stage, Informal discussions and Interview Surveys has been carried out with the residents of Villages from where alignment is proposed. Group Discussions (GDs) has been held at selected locations along the proposed project road and selected locations have been selected so as to be truly representative of the Stakeholders. District Level Consultation was organized by State Pollution Control Board, Jammu and Kashmir under the Guidance of District Authorities and with the support of National Highway Authority of India. There wasrepresentation of different Govt. Departments like Pollution Control Board, Department of Forest, Revenue Authorities, District Administration, Elected Municipal Representatives and Publics. The various Govt. Departments / NGO’s have been consulted to have a broader view about the Project.

16. As per the process of information propagation and collecting relevant informationfor the social

requirements of the project, various government officials wereconsulted during the census and assets inventory exercise of the affectedhouseholds. Consultation with influential local community leaders was made mainly to resolve the possible conflict creating issues likely social, political, historical, cultural and religious matters that may be barriers in project’s implementation. The local leaders were involved actively in the consultation meetings at most of the locations along the all villages falling in the proposed route area. Public consultation is a continual process that has been carried out at all stages throughout the project period. In order to document the issues raised by the potential PAPs during public consultation at DPR phase was organized along all the villages, which are falling in land acquisition area. A large number of potentially affected persons expressed their views about the proposed project.

17. The results of public consultation at most of the places are more or less related to the

issues of adequate land compensation, housing accommodation for displaced families, road safety precautions specifically for women and school going children, mode of payment in


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cash, centreline to be marked all along the land acquisition area, advantageous livelihood rehabilitation schemes, public amenities and services, new establishment of Entertainment Plaza/NHAI Dhaba, no involvement of local administration during payment of compensation to the affected people, local labour should be employed by contractor, highly sound GRC mechanism, lifting ban over new construction in agriculture land etc.

Source: Chapter-6 on Social Impact Assessment and R&R Study, EIA Report

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18. The analysis of alternatives has been made on the basis of “with and without project scenarios” in terms of potential environmental impacts and among alternatives with Project Scenario.On the basis of analysis we can say that project accrues positive/beneficial impacts “With” project scenario and will greatly improve the environment and enhance social and economic development of the region compared to “Without” project scenario, which will further deteriorate the existing environment and quality of life. Two alternatives were considered:

Alternative I : Widening of existing NH 1A to four lane from existing two lane. Alternative II : New Alignment at an elevation of 1800m with two new tunnels of length

0.69km and 8.750 km.

19. On the basis of analysis, it is concluded that existing alignment should not be widened to cater to the need of increased traffic as it will involve hill cutting with steep slopes in the area where there are already 32 known landslides spots, these number may increase and process of soil erosion may set in once hill cutting is resorted. By creating safer and comfort journey, the newly proposed road will reduce the travel time and travel length by 15 km.

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20. As per article 5 under obligations of Concessionaire in concession agreement, the concessionaire shall comply with all applicable laws and applicable permits (including renewals as required) in the performance of its obligations under this agreement. . It is also mentioned that Concessionaire shall ensure and procure that its contractors comply with all applicable permits and applicable laws in the performance by them of any of the Concessionaire’s obligations under this agreement. Concession agreement for this project is attached as Appendix-III. Safety requirements are given under Article 18 in which it is specified that the Concessionaire shall comply with the provisions of applicable laws and applicable permits and conform to good industry practices for securing the safety of the users. In particular, the Concessionaire shall develop, implement and administer a surveillance and safety programme for providing a safe environment on or about the project highway, and shall comply with the safety requirements set forth in Schedule-L.


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21. Requirement to obtain applicable permits by Concessionaire under applicable laws has also been specified in Schedule -E of Concession agreement. As per the schedule- L of CA safety requirements apply to all phases of construction, operation and maintenance with emphasis on identification of factors associated with accidents, consideration of the same, and implementation of appropriate remedial measures. The concessionaire shall abide with applicable laws and applicable permits, manual for safety in road design, issued by MORTH, relevant standards/guidelines of IRC relating to safety In accordance with the provisions of CA and good industry practices relating to safety of users. NHAI shall appoint an experienced and qualified firm or organization as a safety consultant for the project for carrying out safety audit of the project highway in accordance with the safety requirements.

22. Copy of EPC Contract has been attached as Appendix-IV. As per Clause 5 of EPC Contract, The EPC Contractor has agreed to execute the EPC works by deploying all the input resources and in accordance with the provisions of the said “Concession Agreement”, and be completely responsible for the Engineering, Procurement and Construction of the project. As per clause 5, The EPC Contractor shall comply with all labour laws and other statutory requirements as may be applicable in the work area.

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23. As part of the project, detailed EMP measures has been undertaken including a budget for implementing the same. The EMP budget exclusively includes the following measures:

i. Prevention of water pollution ii. Environmental Monitoring and Training; iii. Road side Tree plantation and maintenance; iv. Landscaping; v. Safety signs and safety provisions at construction sites vi. Enhancement of public facilities; vii. Disposal and debris management generated due to Tunnels Excavation; viii. Under Chakore Conservation, following measures will be taken:

Protection of Chakore and other Wildlife in the reserve with additional manpower and vehicle in the reserve

Creation and management of an Animal Rescue Centre with veterinary facilities Improvement of habitat through creation of water holes/water storage structures

including harvesting of water structures for ground water recharging and plantation of shrubs and herbs

Research on Chakore ecology and population survey and census Awareness development campaign including establishment of a Nature

Interpretation Centre Development of ecotourism facilities Eco-development activities around the Chakore reserve


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24. The environmental management plan as appeared in EIA report is given in Appendix-I, which describes the proposed mitigation measures that would be adopted during different stages of the project.Mitigation measures in the present project for the tunnel environment have primarily been built into the design features of both the tunnels with the requisite safeguards for the construction and the implementation phase. Anticipated impacts over ground have been proposed to be kept at acceptable levels through a combination of cost‐effective mitigation and management measures.

Topography:The solid waste generated due to the construction of tunnel will be partly used in the construction of embankment in the Banihal side and around 1 million cubic meter of muck will be disposed at identified site as per dump management plan.

Geology: In case of finding of mineralized zones or fossils along the tunnel alignment during excavation, it will be brought to the notice of the Department of Geology and Mining of theStateGovernment for directions from their end. Appropriate blasting design will be opted which willconsider safety, blast geometry, free faces, burden, spacing, initiation pattern and angled holes. Land Environment: Localquarries and borrow areas shall be landscaped and developed for a variety of recreational andeconomic uses. Slope embankments will be provided with the grass turf and run off from the roadswill be harvested to the ground water to prevent any possibility of soil erosion. Maintenance work ofthe construction machinery will be done on pre-designed cemented platforms which will be furtherprovided with oil drains/ oil segregators. The excavations from tunnel sites shall be specifically usedin following ways: (i) Soft sedimentaries from excavations shall be used in road embankments; (ii)Similarly volcanic obtained from tunnel excavation shall be used in production of aggregates for roadmaking; and (iii) Hard sedimentary rock formations/stones shall be used in engineering structures forconstruction of breast and retaining walls. Dump Management Plan: The project involves approximately 9 km of tunneling to cross the PirPanjal ranges. The excavation of the tunnels will be carried out from two ends, i.e. from Banihal and Quazigund side. The debris at collection point and disposal site will be kept moist by sprinkling water regularly. In Banihal side, these will be utilized for Rock fill Embankment; and Filling in Truck Parking. The material that is unlikely to be utilized in the works will have to be disposed. All structures like retaining walls etc. required will be constructed to retain the spoil. After filling of spoil/ debris the site will be developed as agreed initially with the owner of site before handing over of site. Safety Features in Tunnel Construction and Operation: In order to achieve optimal level of safety intunnels, the primary objective has been kept at prevention and the secondary objective will bereduction of consequences. To deal with situations as accidents and fires, the objective has been tocreate ideal conditions for: (a) People involved in accidents to rescue themselves; and (b) Immediateevacuation of road users to minimise consequences. (c) Ensuring appropriate andtimely response by emergency services; (d) Protecting the


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environment; and (e) Limiting materialdamage. Accordingly, Tunnel Safety Measures have been prepared which include areas such as fire,lightening, special safety features, power supply, natural risks, traffic management, ground support,ground water and roadway water. Very robust fire detection, control and management system will be provided. Safe tunnel operation will be ensured with installation of some state of theart systems like Global CCTV network, Automatic incident detection system, Tunnel SCADA system. Environmental Enhancements:Additional positive actions are encouraged to be taken up as part of the EAprocess apart from the remedial /mitigation measures that are being proposedto address the negative impacts due to the project. These positive actions are inaddition to several other enhancements that occur inherently because of thevery nature of the project such as improved drainage, pedestrian facilities,landslide control and stabilization, overtopping and flooding etc. as theseimprovements are in-built in the Highway design, as part of good engineeringpractices.In addition to general enhancement measures, enhancementmeasures for Chakore conservation will also be taken up for which details are given in EA report.

25. Safety & Traffic Management Plan Measures/Precautions: Safety management team headed by a safety officer, mobilized by the EPC contractor is ensuring proper traffic & safety management along the entire stretch of the project road especially at junctions. The work of providing barricades and reflective delineators are being made at junctions. Also cautionary boards at regular intervals are placed at the required locations to avoid any possibility of accidents.

(i) Personal Protective equipments like safety helmets and reflector jackets are provided to all staff and workers.

(ii) Adequate advance warning and information signs in line with IRC/MORTH standards and specification are provided.

(Source: Lender’s Independent Engineer Monthly Progress Report of November 2011)

26. As per Lender’s Independent Engineer Monthly Progress Report of November 2011, its reported that on environmental & safety regulations, LIE does not foresee any risk during project implementation. The mitigation measures/precautions being taken to safeguard environment and ensure safety are enclosed as Appendix E-5 with LIE report. It has been observed that the EPC Contractor is following these measures. M/s. LEA Associates South Asia Pvt. Ltd. has been appointed as Lender’s Independent Engineer. Details of environmental and safety compliances as given in monthly progress report(November 2011) are shown in Table 5 below.


17

Table 5: Environment and Safety Compliance at Project Site


18

10.1. INSTITUTIONAL FRAMEWORK FOR EMP IMPLEMENTATION:

27. The project institutional framework as given in the project EMP indicates that the overall implementation responsibility of the EMP lies with the Project Implementation Unit (PIU); Project Director at PIU is supported by the Environment Officer of NHAI. NHAI has appointed supervision consultant (SC) for carrying out audit of the project highway in accordance with the regulatory requirements and shall take all other actions necessary for securing compliance with such requirements. Chief Project manager of EPC Contractor is responsible for implementing the EMP during all phases of construction and ensures that all subcontractors are aware of and comply with the EMP.

28. The reporting system will operate linearly with the contractor who is at the lowest range of the implementation system reporting to the Supervision Consultant, who in turn shall report to the NHAI. All reporting by the contractor and Supervision Consultant shall be on a quarterly basis. Responsibilities for overseeing will rest with the Supervision Consultant’s staff reporting to the NHAI. Capacity to quantitatively monitor relevant ecological parameters would be an advantage but monitoring will primarily involveensuring that actions taken are in accordance with contract and specification clauses, and specified mitigation measures as per the EMP.

29. Reporting and Monitoring Systems for various stages of construction and related activities have been proposed to ensure timely and effective implementation of the EMP. The reporting system has been prepared for each of the stage of road construction namely:

Pre- construction stage Construction Stage Operation Stage

This reporting shall be done through: Reporting by the Contractor to the SC Reporting by SC to NHAI

10.2. ENVIRONMENTAL MONITORING:

30. Various physical, biological and social components identified as of particularsignificance is affecting the environment at critical locations in various stages ofthe project have been suggested as Performance Indicators (PIS) listed belowshall be the focus for monitoring. Air quality w.r.t SPM, RSPM, NOx and SOx; Surface water quality w.r.t BOD and pH Ground Water quality w.r.t pH, DO, and Coliform count; Noise levels (Leq and Maximum Noise level) around sensitive locations; Replantation success / survival rate.

31. The monitoring plan during construction and operation stages has beendescribed in detail in the respective EMP chapter. For each of theenvironmental components, the monitoring plan specifies the parameters to bemonitored; location of monitoring sites; frequency and duration of monitoring.The monitoring plan also specifies the applicable standards, implementationand


19

supervising responsibilities. Project developer is requested to provide the latest copy of Environmental Monitoring report.

11. CCCOOONNNCCCLLLUUUSSSIIIOOONNN AAANNNDDD RRREEECCCOOOMMMMMMEEENNNDDDAAATTTIIIOOONNN:::

32. Based upon the available documents and site visit, it is concluded that the concessionaire through their EPC contractor has undertaken adequate environmental safeguard measures. The conclusions for the sub-project are given below:

The sub-project has been prepared by NHAI as per its own funding requirement and not in anticipation to ADB operation.

The sub-project has most of the required national and local level environmental

clearance as well as permits and approvals for project implementation as given in Appendix-II.

The existing alignment is passing through Chakore Conservation Reserve and Notified Forest resulting in fragmentation of Natural Habitat whereas the proposed alignment is passing beneath these areas so biodiversity will be least affected.

All weather traffic flow will be maintained between Jammu and Srinagar as the new proposed alignment will avoid the 38 landslips areas and 15 Snow Avalanches zones. The traveling distance will be reduced by 15.40 km and climbing up and down the hill will be avoided as the long tunnel north portal is almost at the level of entrance to the valley.

Saving in travel time will lead to lesser fuel consumption.The proposed Project will result in substantial environmental benefits. There will be less Green House Gas emissions because of reduction in travelling time, distance, and smooth flow of traffic.

As per monthly progress report,EPC Contractor is taking mitigation measures/precautions to safeguard environment and ensure safety

Based on the due diligence findings, the sub-project developer has taken adequate

measures for environmental management so it can be deduced that the sub-project has no significant environmental safeguard issues.


20

12. MMMOOONNNIIITTTOOORRRIIINNNGGG BBBYYY IIIIIIFFFCCCLLL:::

33. IIFCL has requested the developer to provide the details of Compensatory afforestation, copies of environment related clearance/permits, Environmental quality monitoring and Six Monthly EMP Compliance Reports.

IIFCL shall further undertake site visits to monitor the development of Environmental safeguards measures and safety measures as prescribed in the EIA/EMP report.


21

DDDUUUEEE DDDIIILLLIIIGGGEEENNNCCCEEE OOONNN SSSOOOCCCIIIAAALLL SSSAAAFFFEEEGGGUUUAAARRRDDDSSS:::


22

13. SSSOOOCCCIIIAAALLL SSSAAAFFFEEEGGGUUUAAARRRDDDSSS CCCOOOMMMPPPLLLIIIAAANNNCCCEEE RRREEEVVVIIIEEEWWW:::

13.1. METHODOLOGY ADOPTED FOR SOCIAL COMPLIANCE REVIEW

34. The social safeguard due diligence study was carried out for the sub-project with the information and documents provided by the concessionaire, NavayugaQuazigund Expressway Private Limited(NQEPL). Social due diligence for the subproject was initiated by IIFCL after review of EIA/EMP report including social impact assessment and R&R studyto understand the salient features of the project and various social and resettlement concerns. Following documents were referred in order to prepare the Social Safeguard Due Diligence Report :

Environment Impact Assessment Report (EIA) Environment Management Plan (EMP) Concession Agreement (CA) Lender’s In dependent Engineer Report (October 2011)

14. MMMIIINNNIIIMMMIIIZZZAAATTTIIIOOONNN OOOFFF SSSOOOCCCIIIAAALLL IIIMMMPPPAAACCCTTTSSS:::

35. During the project planning stage efforts have been under taken by the

Concessionaire to minimize the social impacts due to the project. The Various mitigation measures adopted by NQEPL at the time of design is briefed below:

To ensure that all the Project Affected Persons (PAPs) are duly compensated on

time.

Avoiding / reducing the adverse social impacts during the project design stage, especially while finalizing the alignments;

Mitigating the unavoidable adverse impacts at the planning, construction and

implementation phase.

15. DDDUUUEEE DDDIIILLLIIIGGGEEENNNCCCEEE OOOFFF SSSOOOCCCIIIAAALLL IIIMMMPPPAAACCCTTTSSS

15.1. MAGNITUDE OF LAND ACQUISITION IN THE SUBPROJECT:

36. The total land requirement of the project is only 793925.00 sqm, out of which 6358505.00 sqm has been acquired. This envisage that 80.08% of land is available with the NQEPL The breakup of required land details is given in Table-6.

Table -6Work Front Available/Handed over as on Date

Sl.No. Particulars Forest Land

(sqm)

Private

Land

(sqm)

Total

( sqm)

A Banihal to Quazigund(Km.189.350 to Km. 204.700

185300 450505 635805


23

Work Fron Not Available/Not Hand over

B Banihal to Quazigund (Km.189.350 to Km. 204.700

0 158120 158120

Total Land Required (A+B) 793925

Existing ROW 0 Total Land Handed over as on date 31/10/2011 635805 Source: LIE progress report October 2011

16. RRREEESSSEEETTTTTTLLLEEEMMMEEENNNTTT IIIMMMPPPAAACCCTTT IIINNN TTTHHHEEE SSSUUUBBB---PPPRRROOOJJJEEECCCTTT:::

16.1. MAGNITUDE OF IMPACT ON PROJECT AFFECTED PEOPLE

37. During the project planning stage, it is found that 238households will be affected due to the land acquisition of the subproject which consists of 1494 project affected persons consists of 796 male and 698 females are affected and the average household size is 6.3.The project affected people are either commercial or residential or residential cum commercial or kiosks owners. There are 13 residential households is being affected and 225 Agricultural land households are affected due to the subproject. The distribution of affected families and persons is given in Table-7.

Table -7: Project Affected Families and Persons

Type of Loss Families affected Project Affected Persons

Male Female

Residential Households 13 796 608 Agricultural Land Households 225

Total 238 1496 Source: EIA

16.2. MAGNITUDE OF IMPACT BY CATEGORY OF PEOPLE

38. As mentioned in the SOCIAL IMPACT ASSESSMENT AND R&R STUDY report which is

a part of Environmental Impact Assessment Report (chapter VI of EIA report), there is no affected vulnerable families belong to the social category of Schedule Tribe. However, it is estimated that only 22 of the total number of households (238) fall in the vulnerable category. However, there are no SC, ST, OBC, Women House Hold (WHH) and PHH households identified along the project road. The below Table8 gives the details of the vulnerable categories.

Table -8 Vulnerable Group

Sl.No Vulnerable Group Number of Households

% of all 238 HHs

1 Below Poverty line(BPL) 22 9.2 2 Other Backward Class (OBC) 0 0 3 Woman Headed Household (WHH) 0 0 4 Physically Handicapped Household 0 0


24

(PHH) Total 22 9.2

Source: EIA

17. CCCOOOMMMPPPEEENNNSSSAAATTTIIIOOONNN AAANNNDDD EEENNNTTTIIITTTLLLEEEMMMEEENNNTTT:::

17.1. RESETTLEMENT POLICY

39. All acquisition of land would be under the National Highways Act 1956. The project authorities will follow the normal procedure laid down in the Act for acquisition. The appointed “competent authority” will pay compensation for land and assets to the titleholders and to non-titleholders for their structures.The details of the compensation and entitlement matrix As mentioned in the social impact assessment and R&R study report which is a part of Environmental Impact Assessment Report (chapter VI of EIA report)Annexure-1,

40. While preparing the budget, the R&R team laid special emphasis on arriving at an estimate of the market value of the land that is being required. Market value surveys were also conducted at the time valuation. The resettlement budget, particularly, the compensation and assistance payment components for land and non-land assets, has been computed in consultation with Revenue Department Officials. The details are given in social impact assessment and R&R study report which is a part of Environmental Impact Assessment Report (chapter VI of EIA report), Annexure-1.

18. RRREEEHHHAAABBBIIILLLIIITTTAAATTTIIIOOONNN AAANNNDDD RRREEESSSEEETTTTTTLLLEEEMMMTTT (((RRR&&&RRR))) OOOFFF PPPRRROOOJJJEEECCCTTT AAAFFFFFFEEECCCTTTEEEDDD PPPEEEOOOPPPLLLEEE

41. The estimated budget for R&R, includes compensation for structure is about 0.80 crores, R&R Assistance for House Affected People is about 1.30 lakhs, Support for Project Implementation is about Rs. 3.47 lakhs and other miscellaneous is about 2.0 lakhs. All the above costs are excluded with contingency cost. Component wise budget break-up is indicated in the following Table-9.

42. The most positive aspect on social due diligence of the rehabilitation and resettlement (R&R) is 27 houses over tunnel-2 onBanihal has been completed by the local administration and occupants have already been shifted to new houses. There is no involvement of NQEPL in this regard and this is the holistic approach of the district administration of Jammu and Kashmir.


25

Table-9 Component wise Budget Break up

Sl. No.

Item Unit Quantiy Unit Rate Amount (Crores.)

Amonut in Crores

A Compensation for Structure 1

Cost of Builtup Residential Area: Kutcha

Sqm 154.00 2200 338,800.0 0.03

2 Cost of Built up Residential Area: Semi-Pucca

Sqm 628.00 3500 2,198,000.0 0.22

3

Cost of Built up Residential Area: Pucca

Sqm 1216.00 4500 5,472,000.0 0.55

TOTAL 8,008,800.0 0.80 B Assistance R&R Assistance for

Housing Affected People

PAF 13 10000 130,000.0 0.01

TOTAL C Support for Project Implementation 1

Training to staff and NGOs

Lump Sum

50,000.0 0.01

2 Translation and printing of the Policy, I cards, etc.

PAF 238 200 47,600.0 0.01

3

Studies and updating of survey data

Lump Sum

50,000.0 0.01

4

NGO Recruitment for RAP implementation

Lump Sum

200,000.0 0.02

TOTAL 347,600.0 0.05 D Other Activities 1

HIV/AIDS Awareness Campaign

Lump Sum

100,000.0 0.01

2

M&E Consultants Lump Sum

100,000.0 0.01

TOTAL 200,000.0 0.02 GRAND TOTAL (A+B+C+D) 8,686,400.0 0.88


26

18.1. MONITORING AND EVALUATION THROUGH EXTERNAL AGENCY

43. IIFCL shall take up with the Lenders Independent Engineers to appropriately address the progress on social issues such as local employment during the construction and operation stages of the project.

44. Monitoring and Evaluation must be simultaneous with the implementation of R&R Plan

and measure. The main purpose of involving such an agency is to bring the problems and difficulties faced by the PAFs to the notice of Administrator R&R on a regular basis for their redressal as well as to help in formulating and undertaking corrective measures.

19. IIINNNCCCOOOMMMEEE RRREEESSSTTTOOORRRAAATTTIIIOOONNN AAANNNDDD EEEMMMPPPLLLOOOYYYMMMEEENNNTTT GGGEEENNNEEERRRAAATTTIIIOOONNN:::

45. Though, the subproject is a linear project and due to land acquisition the APs are losing part of their land and not getting economically displaced. However the focus of restoration of livelihoods is to ensure that the Affected Persons are able to “regain their previous living standards”. To restore and enhance the economic conditions of the affected people, local people are employed for unskilled activities during the construction and operation stage.

20. PPPUUUBBBLLLIIICCC CCCOOONNNSSSUUULLLTTTAAATTTIIIOOONNN///FFFOOOCCCUUUSSS GGGRRROOOUUUPPP DDDIIISSSCCCUUUSSSSSSIIIOOONNN

46. To ensure the peoples participation in the project planning and preparation phase of this project and treating public consultation and participation as a continuous process,numerous events were attempted at this stage of project preparation. In this project public consultation has been done in Local level, village level and also institutional level.

47. Initial Public consultation has been carried out for this this subproject with the objectives of minimizing probable adverse impacts of the project through alternate design solutions (alignment and cross-sectional). Several meetings have organized at various locations, promoting public understanding of the processes and mechanisms through which developmental problems and needs are investigated and solved.

20.1. FOCUS GROUP DISCUSSION (FGD)

During project planning stage Focus Group Discussions (FGDs) has been held at selected locations along the proposed project road. The FGD’s has been carried twice at a place. In the first instance the information has been disseminated, public has been informed about the Project, Various Activities associated with the Projects their views and concerns has been solicited. In the second instance the public has been informed about the integration of the issues in the design raised by them and what could not be integrated and reasons for the same.The village wise focus group discussion are summarized in Table-10


27

Table-10 Village wise focus group held

Source: EIA

48. District Level Consultation was organized by State Pollution Control Board, Jammu and Kashmir under the Guidance of District Authorities and with the support of National Highway Authority of India. There was representation of different Govt. Departments like Pollution Control Board, Department of Forest, Revenue Authorities, District Administration, Elected Municipal Representatives and Publics.

49. The various points raised in the meeting were mostly related to alignment modifications,

landslides, snow avalanches zone, and employment to local people, loss of productive landand compensation criteria at market rates. All those attended the meetings are unanimously in favor of the project. Some of the general issues raised during the different consultation sessions can be summed and the details are find in the Annexure-1

Sl. No

Date( Ist FGD)

Date(IInd FGD)

Place Duration

1 February15 2005

December 4,2006 Krawah Village

2.15 hrs

2 February16, 2005

December 5,2006 Kaskoot Village

2.00 hrs

3 February17, 2005

December6,2006 Kaskoot Village

2.50 hrs

4

February 18,2005

December7,2006 Zenhal Village 2.00

5

February 19,2005

December8,2006 Asher Village 2.35 hrs

6 February 20,2005

December9,2006 Lamber Village

2.00

7 February 21,2005

December10,2006 Chureel Village

1.50 hrs

8 February 22,2005

December11,2006 GundTethar 2.45 hrs


28

21. GGGRRRIIIEEEVVVAAANNNCCCEEE RRREEEDDDRRREEESSSSSS CCCEEELLLLLL (((GGGRRRCCC))) 50. GRC will assist the PAPs in resolving queries and complaints. Any disputes will be

addressed through the grievance redressal mechanism in anticipation that most, if not all grievance are settled by the GRC. The GRC will continue to function for the benefit of the Project Affected People (PAP). All possible efforts will be made to motivate the affected landowners and structure owners for a voluntary and amicable settlement of their claims outside the court as far as possible.

22. CCCOOONNNCCCLLLUUUSSSIIIOOONNNSSS AAANNNDDD RRREEECCCOOOMMMMMMEEENNNDDDAAATTTIIIOOONNN:::

51. Based upon the available documents it is concluded that the concessionaire has undertaken adequate social safeguard measures for the implementation of the sub project. The conclusions for the sub-project is given below:

The sub-project has been prepared by NHAI as per its own funding requirement and

not anticipation to ADB operation; All acquisition of land would be under the National Highways Act 1956; The project meets the social safeguard obligations of the Govt. of India legislations

and responses adequately to the ESSF of IIFCL The land acquisition would be underthe NationalHighways Act 1956 and the

compensation has been paid to the affected families before handing over the land to the concessionaire.

Adequate measures have been adopted for the minimization of social impacts during the planning stage of the sub-project. The design has been finalized with due consideration so that the alignment do not pass through any congested settlement area.

Local people’s view have been given due consideration during the implementation of the project., road side drainages along the project alignment has been incorporated in the design during the construction stage after receiving such suggestions and demands from the local people.

No one shall be adversely affected due to the implementation of the project and if there are any adverse impacts, it is to be mitigated appropriately to the best possible extent.

The Current Sub-project, therefore does not appears to involve any kind of reputational risk to ADB on social safeguards.

Development of highway projects, especially two tunnels between Quzigund and Banihal along the NH-IA reduce the number of accidents. The most positive aspect on social due diligence of the rehabilitation and resettlement (R&R) is 27 houses over tunnel-2 on Banihal has been completed by the local administration and occupants have already been shifted to new houses. There is no involvement of NQEPL in this regard and this is the holistic approach of the district administration of Jammu and Kashmir.

Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00

ENVIRONMENTAL IMPACT ASSESSMENT REPORT

PREPARED FOR

REHABILITATION, STRENGTHENING AND 4 LANING OF QAZIGUND

TO BANIHAL SECTION OF NH-1A FROM 189.350 TO KM 204.700 IN

STATE OF JAMMU & KASHMIR

OF

M/s. Navayuga Engineering Company Ltd.

CONDUCTED & PREPARED BY

GREEN CIRCLE, INC. EIA & Environmental R & D Laboratory

REGD. OFFICE: 401-402, Reign Plaza, Near Kalpvrush Complex, Gotri Road, Vadodara-390021 (Gujarat), India

Ph no: 0265-2291228, Mobile: 09427301026 E mail ID: [email protected],

Web site: www.greencircleinc.com

MUMBAI OFFICE: 506, Orchid Apts., B/h. Sanjog Hotel, Carter Road No.7 Borivali (East) Mumbai -400 066

(Maharashtra), India. Ph no: 0223207722, E mail ID: [email protected].


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to

Banihal Section of NH-1A from km 189.350 to Km 204.700 in State of J & K


Green Circle, Inc.

QUALITY CONTROL SHEET

Rev. Date Reason History by Chkd Apprd.

02 21.07.10 Final Environmental Impact

Assessment Report AS DRP PJ

AS : Ms. Aneri Shah DRP : Dr. Prabhakar Reddy PJ : Mr. Pradeep Joshi Prepared by : Ms. Aneri Shah, Executive Environment

Signature :

Cross checked by : Dr. Prabhkar Reddy, Sr. Manager (EIA & EE)

Signature :

Approved by : Mr. Pradeep Joshi, CEO

Signature :

Released by : Mr. Nachiket Joshi, Group Manager A & F

Signature :

GREEN CIRCLE, INC.

CCCEEERRRTTTIIIFFFIIICCCAAATTTEEE

This is to certify that M/s. Green Circle, Inc., has conducted the

Environmental Impact Assessment Study for the “Rehabilitation,

Strengthening and 4 laning of Qazigund to Banihal Section of NH-1A

from 189.350 km to km 204.700 in State of Jammu & Kashmir by M/s.

Navayuga Engineering Company Ltd.” and observed that the project does

not have any major negative impact to the environment.

For: Green Circle, Inc.

((PPrraaddeeeepp JJoosshhii))

Chief Executive Officer

REGD. OFFICE

GGRREEEENN CCIIRRCCLLEE,, IINNCC..

440011,, RReeiiggnn PPllaazzaa,, OOpppp.. KKaallppvvrruukksshh CCoommpplleexx,,

GGoottrrii,, VVaaddooddaarraa –– 339900 002211 Ph No: 0265-2291228, Mobile: 09427301026

E mail ID: [email protected], Web site: www.greencircleinc.com

ACKNOWLEDGEMENT

Green Circle, Inc., highly acknowledge the opportunity provided by M/s.

Navayuga Engineering Company Ltd. for assigning the preparation of

Environmental Impact Assessment report for the Proposed

Rehabilitation, Strengthening and 4 Laning of Qazigund to Banihal

Section of NH-1A from 189.350 to Km 204.700 in State of Jammu &

Kashmir.

We express our sincere gratitude to the officials of M/s. Navayuga

Engineering Company Ltd. for the cooperation and support

extended to us during this assignment, devoid of which this report

could not have been successfully prepared.

The assistance of large number of persons in government departments

and private individuals in secondary data collection is also thankfully

acknowledged.

DISCLAIMER

The information contained in this report is based on the

scientific analysis of data/information/drawings provided by

the client and also collected from other sources/nodal

agencies (if required) during the time of the study. Conscious

efforts have been made to ensure the accuracy of information

in the report, however, Green Circle, Inc. shall not own, in any

manner, any legal, financial or consequential responsibility for

any event of occurrence of any accident/hazard or direct or

indirect damage/loss to any third party or to sponsor due to

the use or inability to use the information contained in the

report.

The sponsor shall exercise Impact assessment and make their

own decision to implement the contents of this report. The

report shall not be constructed as any guarantee or warranty

from Green Circle, Inc.


EIA Report for Rehabilitation, Strengthening and 4 Laning of Qazigund to Banihal

Section of NH-1A from km 189.350 to Km 204.700 in State of J & K


Green Circle, Inc. List of Contents

TABLE OF CONTENTS

Sl. No. Title Page No. Executive Summary i-xix Chap- 1 Introduction 1.0 Preamble 1.1 1.1 About the proponent (NHAI) 1.5 1.2 Project background 1.6 1.3 Need for the project development 1.7 1.4 Scope of work 1.7 1.5 Structure of report 1.9 Chap-2 Project description 2.0 General 2.1 2.1 Type of project 2.1 2.2 Location 2.1 2.3 Project intervention 2.2 2.4 Benefits of project 2.9 2.5 Legal framework 2.9

2.5.1 Environmental clearance 2.9 2.5.2 Clearances required for the present project 2.10 2.5.3 Organizational arrangements 2.11 2.5.4 Qualifications and experience 2.13 2.5.5 Principal duties 2.14 2.5.6 Contractors 2.14 2.5.7 Environmental training 2.15 2.5.8 Environmental Monitoring 2.15

Chap-3 Description Of Environment 3.0 General 3.1 3.1 Site location 3.1 3.2 Physical environment 3.1

3.2.1 Topography 3.1 3.2.2 Physiography 3.1 3.2.3 Geology and Rocks 3.3






Sl. No. Title Page No. 3.2.4 Soil 3.7 3.2.5 Regional drainage/ natural drainage 3.9 3.2.6 Land use pattern 3.10

3.3 Climate and Meterology 3.11 3.3.1 Temperature 3.11 3.3.2 Rainfall 3.12 3.3.3 Snowfall 3.13 3.3.4 Wind 3.14 3.3.5 Humidity 3.15

3.4 Water quality assessment 3.16 3.4.1 Surface water Resources 3.16 3.4.2 Ground water Resources 3.19

3.5 Ambient air quality 3.20 3.6 Noise quality 3.23 3.7 Ecological parameters 3.25

3.7.1 Forest 3.26 3.7.2 Flora 3.27 3.7.3 Fauna 3.28

3.8 Socio economic environment 3.29 Chap-4 Environmental impact identification and mitigation

measures

4.0 Introduction 4.1 4.1 Scale of study 4.8 4.2 Impact on physical resources 4.8

4.2.1 Impact on Topography due to proposed project 4.8 4.2.2 Impact on Geology due to proposed project 4.9 4.2.3 Impact on Water Environment 4.11 4.2.4 Impact on Land Environnent 4.16 4.2.5 Air Environment 4.19 4.2.6 Noise Environment 4.23 4.2.7 Impact on Ecological Resources 4.26 4.2.8 Impact on Social & Cultural Ressources 4.28






Sl. No. Title Page No. 4.2.9 Impact on Public health & Occupational safety 4.30

4.2.10 Impact on Road safety 4.31 4.2.11 Safety features in Tunnel construction and operation 4.33

Chap-5 Environmental management plan 5.0 Introduction 5.1 5.1 Objectives of the map 5.1 5.2 Meeting the EMP objective 5.2 5.3 Environmental Management Plan Matrix (EMPM) 5.3 5.4 Environmental monitoring 5.49

5.4.1 Monitoring plans 5.49 5.4.2 Contingency and event action plans 5.50

5.5 Environmental reporting system 5.59 5.5.1 Internalizing environmental expertise in the NHAI 5.62

5.6 Environmental enhancements 5.66 5.7 Environmental Budget 5.68

Chap- 6 SOCIAL IMPACT ASSESSMENT AND R&R STUDY 6.0 Public consultation 6.1 6.1 Objectives 6.2 6.2 Methodology adopted for public consultations 6.3

6.2.1 Identification of stakeholders 6.3 6.2.2 Stages and levels of consultation 6.3 6.2.3 Methods used for consultation 6.3

6.3 Issues raised and community perception 6.8 6.3.1 Local/village level consultation 6.8

6.4 Consultation with local government officials 6.11 6.4.1 Consultation with local NGO 6.11 6.4.2 Consultation with community leaders 6.12 6.4.3 Consultation with affected people 6.15

6.5 Plan for continued public participation 6.28 6.5.1 Disclosure of information 6.31 6.5.2 Public information and transparency 6.31






Sl. No. Title Page No.

6.5.3 Community participation 6.32

6.6 Evaluation of census and socio-economic survey 6.38

6.6.1 Results of the census survey 6.38 6.7 Evaluation of baseline socio-economic survey 6.44

6.7.1 Vulnerable households 6.44 6.7.2 Possession of durable consumer items 6.45 6.7.3 Women’s participation in decision making activities 6.46 6.7.4 Migration 6.46 6.7.5 Health care 6.46

6.8 Policy and legal framework 6.47 6.9 Legal framework 6.47

6.9.1 The land acquisition act 1894 6.47 6.9.2 The (J&K) state land acquisition act, 1990 (1934 A.D.) 6.49 6.9.3 The national highways act, 1956 6.50 6.9.4 Ministry of environment and forests guidelines, 1989 6.51 6.9.5 The Indian national R&R policy, 2004 6.52 6.9.6 The NHAI R&R guidelines 6.53 6.9.7 The World Bank R&R Policy 6.54 6.9.8 The ADB policy 6.55 6.10 Proposed resettlement policy 6.56 6.11 Summary of entitlement matrix 6.58 6.12 Benefits enhancements as part of the entitlement

framework 6.61

6.13 Acquisition of land and properties 6.62 6.14 Estimated R&R budget 6.62 6.15 Registration cost and fees 6.66 6.16 Methodology for valuation of R&R assistance 6.67 6.17 Disbursement of compensation and assistance 6.66

Chap-7 Project benefits 7.0 General 7.1 7.1 Creating best transport facility to international airport 7.2






Sl. No. Title Page No. 7.2 Tourism development 7.2 7.3 Economic development 7.3 7.4 Employment opportunity 7.3 7.5 Reductions in accidents, morbidity and mortality 7.3 7.6 Reductions in operation cost 7.4 7.7 Indirect benefits 7.4 7.8 Environmental benefits 7.5


EIA Report for Rehabilitation, Strengthening and 4 Laning of Qazigund to

Banihal Section of NH-1A from km 189.350 to km 204.700 in State of J & K


Green Circle, Inc. List of Tables & Figures i

LIST OF TABLES Table No. Title Page No.

1.1 The Status of Indian Road Network 1.2

1.2 Implementation of work 1.4

2.1 Proposed configuration of road 2.2

2.2 Improvement proposal 2.5

2.3 Clearance requirement for the present project 2.10

3.1 Distribution of Litho-tectonic units along the Pir Panjal

tunnel 3.7

3.2 Temperature profile of Banihal 3.12

3.3 Rainfall profile at Banihal 3.12

3.4 Snowfall data published in Indian highways journal 3.14

3.5 Wind profile at Banihal 3.15

3.6 Relative humidity in % recorded at Banihal 3.16

3.7 Water quality of Bichleri river 3.18

3.8 Water quality criteria for Indian National Aquatic

Sources 3.18

3.9 Ground water monitoring stations 3.20

3.10 Ground water monitoring result 3.20

3.11 Monitoring locations of ambient air quality 3.22

3.12 Result of ambient air quality monitoring 3.22

3.13 Details of Noise quality monitoring locations 3.24

3.14 Results of noise quality monitoring 3.24

3.15 Distribution of forest area in Jammu Kashmir state 3.26

3.16 List of Settlement/Villages along the proposed

alignment 3.28

3.17 List of school/colleges 3.29

3.18 List of Religious structures 3.29

4.1 Details of materials 4.9





Green Circle, Inc. List of Tables & Figures ii

4.2 Tunnel safety measures 4.33

5.1 Measure adopted during the different stages of the

project 5.4

5.2 Contingency and event action plans in case of

exceeding prescribe limits 5.51

5.3 Stage-wise reporting system of NHAI 5.61

5.4 Training components for Banihal - Srinagar stretch of NH

– 1A 5.63

6.1 FGD’s locations 6.4

6.2 List of officials consulted 6.5

6.3 Issues and responses 6.8

6.4 Name of NGOs 6.12

6.5 Consultation with community leader 6.13

6.6 Continued participation of PAPs 6.29

6.7 Consultation with government official 6.33

6.8 Loss of properties 6.39

6.9 Magnitude of impact on PAPs 6.40

6.10 Magnitude of impact on households 6.40

6.11 Type of construction 6. 41

6.12 Occupation and Economic base of PAPs 6.41

6.13 Households annual income 6.42

6.14 Compensation options 6.43

6.15 Willingness to shift 6.43

6.16 Vulnerable groups 6.44

6.17 Possession of Durable consumer items 6.45

6.18 Proposed entitlement framework 6.60

6.19 Compensation for encroachment of land 6.63

6.20 The details of R&R cost 6.64

6.21 The summary of the R&R cost 6.66





Green Circle, Inc. List of Tables & Figures iii

LIST OF FIGURES

Figure No. Title Page No.

1.1 National highways development project 1.3

1.2 The proposed road stretch 1.6

2.1 Place of proposed alignment in Asar village 2.3

2.2 Bridge location at Bicheleri river between two

tunnels

2.3

2.3 Location of south portal of long tunnel 2.4

2.4 Cross section of the 4 laning of Banihal to Srinagar

section (including Srinagar bypass)

2.6

2.5 Typical tunnel section fro 4 laning of Banihal to

Srinagar Section (including Srinagar bypass) in J &

K state

2.7

2.6 Typical cross section for embankment height for

Banihal to Srinagar section (including Srinagar

bypass) in J & K state

2.8

2.7 Proposed organization chart 2.12

3.1 Proposed project location map 3.2

3.2 Geological section along south portal area of small

tunnel

3.4

3.3 Geological section along small tunnel no.1 near

Lambar

3.5

3.4 Geological sections along main Pir Panjal tunnel

no.2

3.6

3.5 Soil type package – IV & V (Km 188.000 to Km

220.700) NH 1- A

3.8

3.6 NH – 1A – Banihal to Srinagar (Package V – km 188

to km 204 ) drainage map

3.9





Green Circle, Inc. List of Tables & Figures iv

3.7 Land use / landcover map package – IV % V (Km

188.000 to Km 220.700) NH 1 – A project, J & K

3.10

3.8 Year wise average rainfall in mm 3.13

3.9 Month wise Humidity in % 3.15

3.10 Proposed bypass over Bichleri river 3.17

3.11 Ambient air quality 3.23

3.12: Ambient noise quality (Day and Night) 3.24

3.13 Map of forest area, Jammu & Kashmir 3.26

4.1 Impact network for air environment 4.3

4.2 Impact network for water environment 4.4

4.3 Impact network for land environment 4.5

4.4 Impact network for social economics of study area 4.6

4.5 Comprehensive impact network for proposed

project

4.7

6.1 Administrative discussion of land acquision with

Naib Tahsildar at Banihal

6.3

6.2 A view of public participation of Zenhal 6.6

6.3 Village level consultation at Kaskoot 6.6

6.4 Group discussion at Kaskoot 6.6

6.5 Social scientist with affected people at Krawah 6.7

6.6 Stakeholder consultation at Banihal 6.7

6.7 Stakeholder consultation at Asar 6.7

6.8 Socio Scientist with local leaders sitting in the

complex of Mosque and Madarsa at Banihal

6.11

6.9 Social scientist with affected people at Krawah 6.15

6.10 Social scientist with PAPs at Krawah 6.16

6.11 Social scientist with PAPs at Kaskoot 6.17

6.12 PAPs at Kaskoot in the second public consultation 6.19

6.13 A view of public participation of PAPs at Zenhal 6.20





Green Circle, Inc. List of Tables & Figures v

6.14 A view of public consultation at village Asher 6.22

6.15 Social scientist with affected landowners at lamber 6.24

6.16 People during consultation meeting at Chureet 6.25

6.17 A view of public participation 6.26

6.18 Social scientist with beneficiary population at

village Nowgaon

6.27

6.19 A view of household survey at village Zinhal 6.38





Green Circle, Inc. Abbreviations

ABBREVIATIONS

BIS : BUREAU OF INDIAN STANDARD

CPCB : CENTRAL POLLUTION CONTROL BOARD

DB (A) : DECIBEL

EIA : ENVIRONMENTAL IMPACT ASSESSMENT

EMP : ENVIRONMENTAL MANAGEMENT PLAN

HR : HOUR

DFO : DISTRICT FOREST OFFICER

IMD : INDIA METEOROLOGICAL DEPARTMENT

IS : INDIAN STANDARD

KM : KILOMETER

% : PERCENTAGE

TDS : TOTAL DISSOLVED SOLIDS

BOD : BIOCHEMICAL OXYGEN DEMAND

EO : ENVIRONMENTAL OFFICER

SOL : SURVEY OF INDIA

NAAQS : NATIONAL AMBIENT AIR QUALITY STANDARDS

NHDP : NATIONAL HIGHWAYS DEVELOPMENT PROJECT

CCI : CABINET COMMITTEE ON INFRASTRUCTURE

NHAI : NATIONAL HIGHWAYS AUTHORITY OF INDIA

ROW : RIGHT OF WAY

LHS : LEFT HAND SIDE

RHS : RIGHT HAND SIDE

NGO : NON-GOVERNMENTAL ORGANIZATION

HA : HECTARE

PIA : PROJECT INFLUENCE AREA

COI : CORRIDOR OF IMPACT

AVG : AVERAGE





Green Circle, Inc. Abbreviations

BOD : BIOCHEMICAL OXYGEN DEMAND

CO : CARBON MONOXIDE

CO2 : CARBON DIOXIDE

COD : CHEMICAL OXYGEN DEMAND

E. COLI : ESCHERETIA COLI

EIA : ENVIRONMENTAL IMPACT ASSESSMENT

EPI : EXAPANDED PROGRAMME OF IMMUNIZATION

FSI : FLOOR SPACE INDEX

GOI : GOVERNMENT OF INDIA

H2S : HYDROGEN SULFIDE GAS

IS : INDIAN STANDARD

EMP : ENVIRONMENTAL MONITORING PROGRAMME

NP : NATIONAL POLICY

WHH : WOMEN-HEADED HOUSEHOLDS

PAFs : PROJECT AFFECTED FAMILIES

CGO : COMMUNITY BASED ORGANIZATIONS

NGOS : NON-GOVERNMENT ORGANIZATIONS

R&R : REHABILITATION AND RESETTLEMENT

CRDD : CENTRE FOR RESEARCH AND DEVELOPMENT FOR DALITS

PAPs : PROJECT-AFFECTED PERSONS

BPL : BELOW POVERTY LEVEL

EXECUTIVE SUMMARY

1.0 Introduction

Infrastructure developmental projects bring the changes in the existing

environmental and social scenario in the project area. These changes are both

positive and negative in nature. These impacts can be minimized by making

modifications in the design, implementing cost effective technically and

environment friendly mitigation measures during pre construction, construction and

operation stages. The ultimate objective of environmental assessment is to make

the projects environment friendly and people friendly by integrating environment

concerns and Public opinion in the project and this approach has been adopted

for the environmental assessment of the present study.

National Highways constitutes only about 2% of the road network but carries about

40% of road traffic. To provide good transport facility to commuters and goods, the

NHAI has awarded the project to the Consortium to NECL and KPCL at an equal

semi-annual annuity of Rs. 245 Crs, vide their letter of Award No.

NHAI/BOT/11019/1/2009/QB/58 dated 30.04.2010 to construct Four –Laning of

Qazigund to Banihal Section from km 189.350 to km 204.700 of NH-1A. The total

length of the project length is 15.25 km.

The Proposed Road of NH-1A starts from km 189.350 and ends at km 204.600, which

matches km 221.000 of existing road. The proposed road lies between North

latitude 33º9’5” to 33º32’26” and East Longitude 75º0’39” to 75º25’8”. The length of

road is 15.25 km and lies in the Ramban and Anantnag District of Jammu and

Kashmir. The proposed 4 laning includes 2 -tunnels (2-lane) of 0.69 km & 8.45 km

length including ancillary buildings covering control centre, maintenance centre,

ventilation plant, buildings, fire brigade station, water collection basins, bridges,

viaducts, Truck Parkings, Toll Plaza and electrical and mechanical works for the

tunnels and associated buildings etc.


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal

Section of NH-1A from km 189.350 to km 204.700 in State of J & K


Green Circle, Inc. Executive Summary ii

1.1 Project Interventions

The road takes off from km 189.350, ends at km 204.600 of existing road thus making

a total length of 15.250 km. The road traverses through Doda and Anantnag district

of Jammu and Kashmir with 9.13 km of the road length comprising of two tunnels,

2.21km length of over-bridge & viaducts and balance road of 3.919 km on ground.

The alternate alignment is entirely a new 4-lane project which takes off from km

189.350, where a junction has been proposed and runs parallel to the River Bichleri

at most of the locations between km 190.000 to km 195.000 traversing through

villages Zenihal, Asar, Lambar, Gund & Banihal Town before traversing through one

of the small ridges of the main Pir Panjal Mountain ranges through a 674 m long

short tunnel. The Table 1 gives chainage wise details of proposed improvement and

Table 2 gives the details of structures.

Table 1: Chainage wise details of proposed works

Sl.

No Chainage Proposed work Length

1 km 189.35 to km

193.743

4 lane divided

carriageway 4393 mts

2 km 193.743 to km

194.423

Short, bi directional

tunnel 680 mts

3 km 194.423 to km

195.453

2 lane divided

carriageway 1030 mts

4 km 195.453 to km

203.903

Long, bi directional

tunnel 8450 mts

5 km 203.903 to km

204.60

4 lane divided

carriageway 697 mts





Green Circle, Inc. Executive Summary iii

Table 2: Improvement Proposal

Major Structures No Total

Major 4 lane bridge across river

Bichlari

km 189.460,

km 189.850 1

Across a distributory km 190.115

Across a stream km 193.250

Bridges

Minor

Across a stream km 193.660

6

7

Box culverts 9

Slab culverts - Culverts

Pipe culverts -

9

Viaduct km 192.310 1 Viaducts

Viaduct cum bridge Km 195.370 1 2

Truck parking Km 193.760,

km 203.880 2 2

Utilities Toll plaza

Km 193.760,

km 203.880 2 2

ROB New B.G. Railway line km 190.600 1 1

1.3 Need for the Project Development

The stretch is deficient in road geometrics and has sharp curves.

The stretch has 32 identified Landslip locations and 15 Snow Avalanches

zones which are required to be avoided.

The existing 2-lane road cannot be widened to 4-lane requirement without

hill cutting, which may set the process of landslips, which is common in the

area of present alignment.

To construct road below snow line to maintain all weather flow. There are

frequent closures of the road during snow season due to heavy snowfall

because the existing alignment lies above the heavy snow line.

To maintain all weather flow on NH-1A.





Green Circle, Inc. Executive Summary iv

To make road as per Latest IRC Standards and Specifications.

The present road has outlived its capacity and there is urgent need to

upgrade it to 4-lane alignment.

2.0 Scope of work

The objective of the project is to supplement capacity for safe and efficient

movement of traffic in the National Highway 1 A. The overall scope of works

includes preparation of Environmental Impact Assessment Report and preparation

of R&R cost details for the road section from km 188.000 to km 285.730 which

includes two tunnels, six bridges, ROB and one Viaduct.

3.0 Baseline Environment Setup

As a precursor for the prediction of various types of environment impacts likely to

arise due to implementation of this project, information on Physical, Natural and

Socio Cultural environment along the project road and in Project influence area

has been collected through Secondary Sources, Generation of Primary data

through field surveys, monitoring, Primary surveys and community consultations. In

order to get the picture of the existing environment condition in the project area it

has been summarized in Table 3.

Table 3: Baseline Environment

Environment

Parameter Description

Topography Hilly terrain

Geology

Strong, moderate strong and weak rocks comprising

basalt, Quartzite, Silicified limestone, marl, agglomerate

shale / Slate, phyllite, dolomitic limestone, Volcanic tuff

Soils

Fluvoglacial deposits Fluvial sand, silt, clay with pebble,

gravel and boulders Fluvioglacial materials: Calcareous

loam, clay silt, basaltic gravel etc.

Climate Dry Temperate Zone; wetter and colder weather is

experienced most part of year.

Wind Speed Wind Speed varies between 1-19 km / hr. The prevalent





Green Circle, Inc. Executive Summary v

Environment

Parameter Description

and Direction wind direction is north and northwest during daytime and it

is south during nighttime.

Land Use

Agriculture land is the predominant Land Use. Pir Panjal

Ranges demarcated with fairly dense scrub and also with

pine forest.

Relative

Humidity 70% to 85 %

Temperature Min temp: - 4.70C , Max temp: 33.40C

Rainfall 928 mm

Air Quality SPM and RSPM is slightly higher in Banihal sampling site

Water Quality All parameters monitored were found to be within

permissible limits.

Noise Levels Noise Levels are slightly higher then permissible limits

Stone metal

Quarries

Md. Amin Crusher, United Stone Crusher, Jhelum River Bed

Material Quarry

River Sand Gandrabal River, Jhelum River

Granular

Material

Nippora Quarry, Momin Abadh Dayal , Village Shankerpur,

Village Qazigund

Water

Resources River Bicheleri

Flora Predominant Species are Poplar, Willow, Kakar

Fauna

Chakooe reserve is near to the Project road lies at an

distance of 1 km from the road. However no wild fauna

near the road has been reported

Settlements 6 villages: Wagon, Zanihal, Asar, Lamber, Gund, Wangund

Religious

Structures 1 Madarasa, 1 Mosque, 1 Dargah, 2 Idgah, 2 Temples

Educational

Institutions 5


EIA Report for Rehabilitation, Strengthening and 4 Laning of Qazigund to Banihal Section of NH-1A from km

189.350 to km 204.700 in State of J & K


Green Circle, Inc. Executive Summary vi

4.0 Anticipated Impacts and Mitigation Measures

The anticipated impacts and mitigation measures have been outlined in Table 4.

Table 4: Anticipated Impacts and Mitigation Measures

Area Activities Impact Management Measures

Construction Phase

Topography Raising of Embankments

Dumping of solid waste

Permanent change of

topography but no negative

impact

Solid waste generated due to the construction of

tunnel will be partly used in the construction of

embankment

Geology Tunnel excavations

Blasting operations

Extraction of materials

Fossil finds may be disturbed

Disturbance of rock formations

, rock movements and

fragmentations

Finding of mineralized zones & fossil finds along

the tunnel alignment will be brought to the

notice of the Department of Geology and

Mining of the State Government for directions

from their end.

Procurement of boulders from authorized

suppliers

Land

Environment-

Land Use &

Soil

Acquisition of 53.23 ha land

Site clearance and

establishment of offices

Movement of heavy

Loss of productive soil

Soil Erosion

Compaction of soil

Contamination of Soil

The acquisition of fertile land has been kept

minimum.

Earth material generated from excavation of

roadways & drainage will be reused during site





Green Circle, Inc. Executive Summary vii


vehicles

Dumping of waste

Oil spills,

Storing of Bitumen &

Emulsions

development.

Construction debris will be disposed of in suitable

pre-identified dumping areas.

Disposal of muck pre-identified sites

Climate Tunelling

Operation of heavy vehicles

& machinery

Increase in temperature

Short term , localized impact

During operation phase ventilation system will

work in the tunnels and constant temperature

will be maintained in both the tunnels.

Longitudinal ventilation system has been

proposed

Air quality

Site clearance,

establishment of offices,

Demolition activities

Movement of heavy

vehicles

Transportation of

construction materials,

Fugitive emissions

Deterioration of air quality

Increase in SPM & RSPM

Construction materials will be stored in enclosed

spaces to prevent fugitive emissions.

Truck carrying soil, sand and stone will be duly

covered to avoid spilling.

Adequate dust suppression measures such as

regular water sprinkling on haul & unpaved roads

particularly near habitation will be undertaken to

control fugitive dust.





Green Circle, Inc. Executive Summary viii


Operation of construction

machineries and plants

Stringent construction material

handling/overhauling procedures will be

followed.

Low emission construction equipment & vehicles

will be used.

Noise quality Setting of workers camp

Blasting operations

Operation of construction

machineries and plants

Increase in noise level Enforcement of noise standards for all site

vehicles, equipments, and construction

machinery

Maintenance of such construction machinery

and equipments regularly with particular

attention to silencers and mufflers to keep

construction noise levels to minimum

Construction camps will be located at about

1000m away from habitations





Green Circle, Inc. Executive Summary ix


Water bodies Sewage from construction

camps.

Impact on the local water

sources due to use of

construction water.

Increase of sediment load in

the run off from construction

sites and increase in turbidity in

receiving streams/water

bodies.

Existing water resources will not be used for

extracting water for construction.

New Ground water resources will be established

as per existing rules and regulations.

Proper sanitation facilities will be provided

All the construction activities will be carried out

during dry seasons only.

Floral &

fauna

Cutting of 5549 Poplar

(Populus spp.), Willows (Salix

spp.), Walnut (Juglans

regia), Chir (Pinus

roxburghii), Bran (Ulmus

villosa), Mulberry (Morus

alba), Apple (Mallus

pumila)

Setting of construction

camps

Loss of vegetation

The possibility of poaching and

forest resource exploitation by

the workers in the close

proximity is anticipated

Impacts like injuries /casualties

of wild animals through

collision with speeding traffic

will be a remote possibility.

Development of fissures in Pir

Compensatory plantation of twice the number

of trees removed

Such compensatory afforestation/plantation will

be done in consultation with the officials of the

Department of Forests. Species composition of

compensatory plantation will be decided in

consultation with the local communities so as to

make usufructs available to the communities

that will be lost during the process of execution

of the project.





Green Circle, Inc. Executive Summary x


Blasting operations Panjal ranges. Controlled slow tunnel blasting will be done.

Archaeologic

al and Socio-

cultural

properties

Acquisition of land,

structures & Resettlement of

People: 53 private

residential and

commercial structures will

be affected.

Relocation of community

structures

Beneficial Impact as it is likely

to stimulate the economic

growth of the area.

Reduced transportation costs

and availability of high-class

transportation facilities for raw

materials and products

Resettlement and Rehabilitation of the PAP’s

Process of land acquisition along with the

compensation package

Relocation of community structures

Mechanism for keeping the proponent

organization accountable for proper

implementation of RAP

Occupational

health and

public safety

Setting of construction

camps

Digging of borrow areas will

result in

Psychological impacts on

project affected people.

Operation of machinery

and vehicles

Blasting Operations

Transmission of communicable

diseases.

Development of unhygienic

conditions around

construction camps

Water accumulation leads to

breeding of vector diseases.

Discomforts arising out of air

and noise pollution especially

Training to construction worker in respect of

safety measures as well as environmental

protection measures.

Provisions of heath care facilities at construction

camps will be made available and training will

be imparted to reduce transmission of diseases

i.e. HIV/AIDS.

Supply of potable water to the workers camp will

be ensured.





Green Circle, Inc. Executive Summary xi


due to blasting activities.

Probability of accidents and

mis-happenings

Collection and disposal of solid / liquid waste

generated from the camp as per the existing

laws.

Provision of good drainage pattern

Prior information of blasting will be given.

Road safety

Interception of traffic during

construction phase

During Operation phase

smooth vehicular

movements & Heavy traffic

inflow

Accidents in tunnels

Negative as well as positive

impacts anticipated.

It is being new alignment

intersection by road line traffic

will be nil

Adoption of pre designed traffic management

plan

Improved crossing and alternatives access

routes by use of signage, junctions with alternate

arrangements.

Installation of proper road safety system through

signage, barricades, crash barriers. New

alignment has been designed to avoid turns and

curves.

Proper lighting/ illumination will be provided in

tunnels

Elaborate safety system in the tunnels which are

automatic.





Green Circle, Inc. Executive Summary xii

5.0 Analysis of Alternatives

The analysis of alternatives has been made on the basis of “with and without

project scenarios” in terms of potential environmental impacts and among

alternatives with Project Scenario.

On the basis of analysis we can say that project accrues positive/beneficial

impacts “With” project scenario and will greatly improve the environment and

enhance social and economic development of the region compared to “Without”

project scenario, which will further deteriorate the existing environment and quality

of life. Two alternatives were considered:

Alternative I : Widening of existing NH 1A to four lane from existing

two lane.

Alternative II : New Alignment at an elevation of 1800m with two new

tunnels of length 0.69km and 8.750 km.

On the basis of analysis, it is concluded that existing alignment should not be

widened to cater to the need of increased traffic as it will involve hill cutting with

steep slopes in the area where there are already 32 known landslides spots, these

number may increase and process of soil erosion may set in once hill cutting is

resorted. By creating safer and comfort journey, the newly proposed road will

reduce the travel time and travel length by 15 km.

6.0 Social Impact Assessment and R&R Study

Extensive public consultations have been carried out in the project corridor with

the objective of minimising probable adverse impacts of the project through

alternate design solutions and to achieve speedy implementation of the project

through bringing in awareness among the project corridor community on the

benefits of the project. Several meetings were organized at various locations,

promoting public understanding of the processes and mechanisms through which

developmental problems and needs are investigated and resolved. Consultations





Green Circle, Inc. Executive Summary xiii

were also carried out with non-government organizations (NGOs); community

based organizations (CBOs) and potentially project affected persons (PAPs).

The main objective of the consultation process was to minimize negative

impacts of the project and to maximize the benefits of the project.

6.1 Institutional Setup

For implementation of the project, the following organizations and their

representatives constitute the Environmental Management System (EMS):

Environment Section at Corporate Level

PIU (NHAI)

Supervision Consultant

Design Consultant

Contractor

Ministry of Environment and Forest Government of India

Jammu and Kashmir State Pollution Control Board

Department of Forest, Jammu and Kashmir

Public Participation (Stakeholders and NGOs)

6.2 Resettlement Action Plan (RAP): The social impact assessment was carried out

to determine the magnitude of the potential and actual impacts due to

construction of new 4-lane road with tunnels across Pir Panjal ranges and to ensure

that adequate social safeguards are in place to mitigate the adverse impacts on

the project affected people. This exercise has been based on the NHAI’s

Guidelines on Implementation of the National Policy on Resettlement and

Rehabilitation (NPPR) as well on the World Bank’s and ADB’s Policy on Involuntary

Resettlement, as required in the project TOR.

6.3 Key Findings of the Survey

There are 1494 PAPs among 238 households. This number consists of

796 males (53.3%) and 698 females (46.7%)

The average household size is 6.3





Green Circle, Inc. Executive Summary xiv

There are 13 built up properties are likely to be affected and most of

these are Pucca type construction

All the affected built up properties are of the residential type

In this package nearly 225 agriculture land owners to be affected

Approximately 9.2% of the total affected households are vulnerable

and all of them fall under the category of BPL

There is no impact on SC, ST or physically challenged persons

identified along the proposed carriageway

A majority of households have opted for cash compensation in

against their land loss (84.9%) while households 4.6% has preferred

housing in against their houses loss.

94.4% affected households are willing to shift voluntarily, if they are

given full payment of compensation

The total affected area likely to be acquired for the project is

532308.2 m2. This includes area underneath 13 residential structures.

6.4 Magnitude of Land Acquisition

This new separate 2-lane carriageway will require approx. 532308.2m2 land that

involve largely agriculture (63.6%) followed by government (31.1%), community

(2.7%) and residential land (2.6%). The break up about the type of land proposed

to be acquired is given in the following Table 5.

Table 5: Magnitude of Land Acquisition

Sl. No. Type of Land Area (Sqm) %

1 Agriculture 338683.8 63.6

2 Residential Land 13719.5 2.6

3 Community Land

(Shamilat)

14236.6 2.7

4 Government Land 165668.3 31.1

Total 532308.2 100





Green Circle, Inc. Executive Summary xv

6.5 Magnitude of Property Loss

About 381 land properties likely to be affected in this package. A majority belongs

to private ownership (238) followed by government owned (136) and community

(7).

6.6 Population Dynamics: Impact on Number of PAPs

The census exercise has revealed that as many as 1496 PAPs are likely to be

affected in 238 households. Out of total number of PAPs, males constitute 796

(53.3%) numbers and females 698 (46.7%).

6.7 Magnitude of Impact on Households

As indicated below in the table, there are 238 households have been identified

due to the loss of their land and housing but agriculture land households are

highest in number (94.4%) followed by residential households (5.5%).

6.8 Type of Construction Structure

The structures likely to be affected are residential (13) in which pucca construction

constitutes (8) followed by semi-puca (4) and only one kutcha type.

7.0 Estimated R&R Budget

The social cost has been estimated as part of the overall project cost. This includes

tentative cost of asset acquisition, administrative expenses, NGO involvement, and

monitoring and evaluation. The cost estimate as discussed is only indicative and

may change depending upon the starting date of the project.

However, consultants have collected the replacement cost of structures and other

losses and mitigating measures have been suggested accordingly. These are

budgeted and organized under the heading of Compensation, Assistance,

Support, and Other Activities. The development of preliminary design of the road

indicates acquisition of substantial amount of land. i.e., 53.23 hectares and the

total compensation cost would be Rs. 33.31 crores (Table 6).





Green Circle, Inc. Executive Summary xvi

Table 6: Compensation for encroachment of Land

Sl.

No. Item Unit Quantity

Unit

Rate

(Rs)

Amount (Rs)

Amount

(in

Crores)

1 Cost of Agriculture

Land Sqm 338683.8 600 203210280.0 20.3

2 Cost of Residential

Land Sqm 13719.5 1600 21951200.0 2.2

3

Cost of

Community

Land/Shamilat to

be transferred to

NHAI

Sqm 14236.6 600 8541960.0 0.9

4

Cost of

government Land

to be transferred

to NHAI

Sqm 165668.3 600 99400980.0 9.9

Total 532,308.2 333104420 33.31

The estimated budget for R&R, includes compensation for structure is about 0.80

crores, R&R Assistance for House Affected People is about 1.30 lakhs, Support for

Project Implementation is about Rs. 3.47 lakhs and other miscellaneous is about 2.0

lakhs. All the above coat is excluded with contingency cost. Component-wise

budget break-up is indicated in the following Table 7.





Green Circle, Inc. Executive Summary xvii

Table 7: The details of R&R cost

Sl.


Unit Rate

(Rs) Amount (Rs)

Amount

Crore

(Rs)

A Compensation for Structure

1

Cost of Builtup

Residential Area:

Kutcha

Sqm 154.00 2200 338,800.0 0.03

2

Cost of Built up

Residential Area:

Semi-Pucca

Sqm 628.00 3500 2,198,000.0 0.22

3

Cost of Built up

Residential Area:

Pucca

Sqm 1216.00 4500 5,472,000.0 0.55

Total 8,008,800.0 0.80

B Assistance

R&R Assistance for

Housing Affected

People

PAF 13 10000 130,000.0 0.01

Total 130,000.0 0.01

C Support for Project Implementation

1 Training to staff

and NGOs

Lump

Sum 50,000.0 0.01

2

Translation and

printing of the

Policy, I cards, etc.

PAF 238 200 47,600.0 0.01

3 Studies and Lump 50,000.0 0.01





Green Circle, Inc. Executive Summary xviii

Sl.


Unit Rate

(Rs) Amount (Rs)

Amount

Crore

(Rs)

updating of survey

data

Sum

4

NGO Recruitment

for RAP

implementation

Lump

Sum 200,000.0 0.02

Total 347,600.0 0.05

D Other Activities

1

HIV/AIDS

Awareness

Campaign

Lump

Sum 100,000.0 0.01

2 M&E Consultants Lump

Sum 100,000.0 0.01

Total 200,000.0 0.02

GRAND TOTAL (A+B+C+D) 8,686,400.0 0.88





Green Circle, Inc. Executive Summary xix

The R&R budget for the construction of the proposed project is working out to Rs.

0.97 Crores, which includes 10 % contingency costs (Table 8).

Table 8: The summary of the R&R cost

Sl.

No. Item Cost (in Rs.)

Cost

(in crores)

1 Compensation for Structure 8008800.00 0.8

2 Support for Project

Implementation 130000.00 0.01

3 Other activities – Awareness and

M&E Consultants 347600.00 0.05

4 Assistance 200000.00 0.02

5 Cost of Land* - -

TOTAL 8686400.00 0.88

Contingency (10% of Total) 868640.00 0.09

Grand Total 9555040.00 0.97

* The cost of the land has not been included in this Resettlement Budge as the rate

and cost of the land need to be decided by the implementation agency (NHAI)

through negotiation with the affected population.

8.0 Benefits of the Project

The proposed road will reduce travel distance by 15.40 km and climbing up

and down the hill will be avoided and also will save travel time and cost.

Increased Road Safety with the construction of New Alignment as per latest

specifications and Standards.

The Vehicles will be able to travel at a speed of 70 km / hr, which in present

case is restricted to 15 km / hr.

The proposed project mainly creates safety and comfort transport facilities





Green Circle, Inc. Executive Summary xx

to commuters who are traveling in Banihal and Srinagar section.

The proposed road and tunnels between Qazigund and Banihal will give

important road connection resulting regional development through tourist

travelers.

Improved road network will create new business opportunities in the region

The proposed project will create employment opportunity during

construction period and also during operation through maintenance.

The proposed road NH-IA will reduce the number of accidents

Proposed road will drastically reduce Vehicle operating cost (VOC)

In addition to above benefits, there are various indirect benefits

Improved environmental benefits through reduced emissions, fuel, noise

and construction of green belt will improve surrounding atmosphere

CHAPTER I

INTRODUCTION

1.0 PREAMBLE

Infrastructure development particularly faster movement and transportation

of goods in a country like India is a guiding factor for economic

development. Proper transportation of goods requires comprehensive

transport systems and increasing road traffic requires better roads. Hence it

becomes necessary to widen the existing road carriageways, and construct

new roads and bypasses.

To increase safety and efficiency in trade and business and also promote free

movement of traffic India has embarked on a 10-year highway transportation

improvement program as part of the national policy to globalize its economy.

The first stage was completed in 1991.

The National Highways Authority of India was constituted by an act of

Parliament, the National Highways Authority of India Act, 1988. It is responsible

for the development, maintenance and management of National Highways

entrusted to it and for matters connected or incidental thereto. The Authority

was operationalized in February 1995 with the appointment of full time

Chairman and other Members.

India is a vast country and it is having large and diverse road network, which

serves 1.1 billion people. Roads are the most important mode of transport

carrying 85% of the passenger traffic and 65% of freight. The production of all

categories of vehicles has grown at the rate of 16% during the years between

2001-2002 and 2005-2006.

Good physical connectivity is essential for sustaining the economic growth of

the country. Major improvements are required in this sector to ensure level

playing field for the producers and manufacturers located in different parts of

the country.





Green Circle, Inc. Chapter 1 : Introduction 1.2

The development of roads and highways also starts the process of change

affecting eco-systems, productivity of land, settlements, and demographic

pattern and may induce urbanization through which it traverses. Improved

and efficient road network helps in the development of the hinterland.

It is also common knowledge that well developed and properly maintained

road brings in the benefits as given below:

Savings vehicle operating and maintenance costs

Reduced fuel consumption resulting in reduction in air and noise

pollution

Benefits to trade especially in movement of perishable goods in trade

Reduce traveling time and comfort journey to public

All round development of areas in state

The status of the Indian road network is given in Table 1.1

Table 1.1: The Status of Indian Road Network

Sl.

No. Type Length (km)

1 Expressways 1500

2 National Highways 66590

3 State Highways 12750

4 Major District Roads 470000

5 Rural and Other Roads 2650000

Total Length 3340000

Government of India has taken up an ambitious programme of National

Highway Infrastructure development called as ‘National Highway

Development Programme’ (NHDP). It comprises of construction of 4-lane road

network facility to some selected road stretches and given below (Fig. 1.1).






(i) National Highways Connecting Delhi – Mumbai – Chennai -

Kolkatta, the scheme known as ‘Golden Quadrilateral’.

(ii) National Highways connecting Porbandar to Silchar known as

East-West Corridor

(iii) National Highways connecting Srinagar to Kanyakumari known

as North – South Corridor.

Fig. 1.1: National Highways Development Project






Jammu – Udhampur – Banihal – Srinagar is a part of North – South Corridor

and it is one of the important stretchs under NHDP. To provide the good

transport facility to commuters and transport, the NHAI has awarded the

project to the Consortium of NECL and KPCL at an equal semi-annual annuity

of Rs. 245 Crs, vide their letter of Award No. NHAI/BOT/11019/1/2009/QB/58

dated 30.04.2010 to construct Four –Laning of Qazigund to Banihal Section

from km 189.350 to km 204.700 of NH-1A.

The proposed 4 laning includes 2 -tunnels (2-lane) of 0.69 km & 8.45 km length

of NH-1A on BOT (Annuity) basis in the State of Jammu & Kashmir (Length –

15.25 km) including ancillary buildings covering control centre, maintenance

centre, ventilation plant, buildings, fire brigade station, water collection

basins, bridges, viaducts, Truck Parkings, Toll Plaza and electrical and

mechanical works for the tunnels and associated buildings etc. The proposed

work is comes under Package V and other packages are given below (Table

1.2).

Table 1.2: Implementation of Work

Sl.

No. Description

Length

(km) Package

1 Structures of Srinagar Bypass i.e 4 bridges

and one flyover

I

2 km 256.000 to km 286.110 including

Pampore bypass and Awantipur bypass

30.110 II

3 Km 220.700 to km 254.84 including

Khanabal and Qazigund bypass

34.14 III

3 Km 188.000 to km 220.700 including

Banihal bypass

32.700 IV

4 Km 189.350 to km 204.600 including two

tunnels of 0.69 km and km 8.45 km length

15.250 V






1.1 ABOUT THE PROPONENT (NHAI)

The National Highways Authority of India was constituted by an act of

Parliament, the National Highways Authority of India Act 1988, it is responsible

for the development maintenance and management of National Highways

entrusted to it and for matters connected or incidental thereto. The authority

started functioning on Feb 1995.

Primary mandate of NHAI is time and cost bound implementation of National

Highways Development Project (NHDP) through host of funding options

including funding by external multilateral agencies like World Bank, Asian

Development Bank, JBIC etc. Work mainly comprises of strengthening and

four laning of high-density corridors of around 13,146 km.

National Highway Development Programme’s prime focus is on developing

international standard roads with facilities for uninterrupted flow of Traffic with

Enhanced safety features

Better road geometry

Divided carriageway and service roads

Over bridges and underpasses

Better riding surface

Better traffic management and noticeable signage

Grade Separators

Bypasses and Wayside amenities.






1.2 PROJECT BACKGROUND

NH-1A is a part National Highway Development Programme. The project road

forms the main section of NH-1A from km 189.35 to km 204.60 (which match

km 220 of the existing NH-1A). The total length of Package V is 15.25 km., out

of which the road passes through tunnels in 9.130 km and over bridges &

viaducts in 2.201 km and balance road on ground is 3.919 km. This section of

the road (Package-V) is designed entirely as a new 4-lane road as directed

by NHAI excepting the stretch between North Portal of short tunnel and South

Portal of long tunnel, which is 2-lane.

Fig 1.2: The proposed road stretch






After its start from the end of Banihal bypass it traverses the mountainous and

steep terrain astride the river Bichlari before it crosses Pirpanjal Ranges. Two

tunnels, 680m long (T1) 8.45 km long (T2) and a ROB over railway line have

been proposed on the alignment. After crossing these tunnels it crosses

another railway line (ROB) and the road joins the existing NH-1A at km. 204.60.

1.3 NEED FOR THE PROJECT DEVELOPMENT

The stretch is deficient in road geometrics and has sharp curves.

The stretch has 32 identified Landslip locations and 15 Snow

Avalanches zones which are required to be avoided.

The existing 2-lane road cannot be widened to 4-lane requirement

without hill cutting, which may set the process of landslips, which is

common in the area of present alignment.

To construct road below snow line to maintain all weather flow. There

are frequent closures of the road during snow season due to heavy

snowfall because the existing alignment lies above the heavy snow

line.

To maintain all weather flow on NH-1A.

To make road as per Latest IRC Standards and Specifications.

The present road has outlived its capacity and there is urgent need to

upgrade it to 4-lane alignment.

1.4 SCOPE OF WORK

The objective of the project is to supplement capacity for safe and efficient

movement of traffic in the National Highway 1 A. The overall scope of works

includes preparation of Environmental Impact Assessment Report and

preparation of R&R cost details for the road section from km 188.000 to km

285.730 which includes two tunnels, six bridges, ROB and one Viaduct.






The project will be developed keeping in mind the following:

Every individual concerned and likely to be affected by the project is a

partner in the development process.

No one shall be adversely affected due to the implementation of the

project and if there are any adverse impacts, it is to be mitigated

appropriately to the best possible extent.

Maximization of the benefits to the people arising from the road

rehabilitation and capacity augmentation programme while

minimizing the negative social impacts on the affected people by

incorporating the social safety guards measures.

The prime objectives of the report are given below:

To conduct studies on the environmental impacts of air, water, noise,

land, flora, fauna and socioeconomic status due to construction and

operation of this project.

To determine the magnitude of actual and potential environmental

concerns and to ensure that environmental considerations are given

adequate weightage for carrying out proposed road improvements

during detailed engineering design.

To recommend environmental considerations to be taken into account

for the selection of road section that should be improved based on the

overall environmental impacts, both adverse and beneficial.

Preparation of monitoring plan suggesting monitoring & reporting

mechanism in order to keep check on performance indicators.

The main goal is to identify the socio economic impacts of the project

and formulate compensatory plans as per the standards and also to

minimizing the impacts during and after the implementation of the

project.






1.5 STRUCTURE OF REPORT

The report has been prepared on the basis of available on-site primary data

(survey/monitoring) and secondary/literature data. The structure of the

Report is as follows:

Executive Summary

It gives insight of the Report and chapters there in.

Chapter 1: Introduction

This chapter provides background information on need of project, need of

study and brief of the project. It also covers the identification of project &

project proponent, brief description of nature, size, location of the project

and its importance to the country and the region.

Chapter 2: Project Description

This chapter deals with the project details of the proposed Project, type of

project, location, size & magnitude of operation including associated

activities required by and for the project, proposed schedule for

Development.

Chapter 3: Description of the Environment

This chapter presents the existing environmental status of the study area

around the proposed project including topography, drainage pattern, water

environment, geological, climate, transport system, land use, flora & fauna,

socio-economic aspects, basic amenities etc. Environmental assessment of

the proposed project site in regard to its capability to receive the proposed

new development is also discussed in this Chapter.

Chapter 4: Anticipated Environmental Impacts & Mitigation Measures

This chapter describes the overall impacts of the proposed project activities






and underscores the areas of concern, which need mitigation measures.

It predicts the overall impact of the proposed project on different

components of the environment viz. Air, Water, Land, Noise, Biological, and

Socio-Economic.

Chapter 5: Environmental Monitoring Plan

This chapter describes the inferences drawn from the environmental impact

assessment exercise. It describes the overall impacts of the proposed

activities during construction and operation phases and underscores the

areas of concern, which need mitigation measures.

Chapter 6: Social Impact Assessment, Public Consultation & R & R Study

This chapter describes about the social impact of the project on local people,

details of survey conducted, R & R issues, policy & Framework and cost/

budget of R & R and other compensatory issues.

Chapter 7: Conclusion & Projects Benefits

This Chapter concludes proposed project benefits

CHAPTER II

PROJECT DESCRIPTION

2.0 GENERAL

During last five decades, there is a rapid development in case of traffic volume. The

Carrying capacity of the existing roads is not able to deal with the increased traffic

and there is a demand to widen/upgrade these roads. Present chapter gives an

outlook of the present condition of the proposed project passage along with the

proposed development.

2.1 TYPE OF PROJECT

The proposed project is a highway project and the proposal is to four laning of

Qazigund to Banihal Section from km 189.350 to km 204.700 of NH-1A including 2-

tunnels (2-lane) of 0.69 km & 8.45 km length of NH-1A on BOT (Annuity) basis in the

State of Jammu & Kashmir (Length – 15.25 km) including ancillary buildings covering

control centre, maintenance centre, ventilation plant, buildings, fire brigade

station, water collection basins, bridges, viaducts, Truck Parking, Toll Plaza and

electrical and mechanical works for the tunnels and associated buildings etc. The

total length of Package V is 15.25 km., out of which the road passes through tunnels

in 9.13 km and over bridges & viaducts in 2.201 km and balance road on ground is

3.919 km.

2.2 LOCATION

The Proposed Road of NH-1A starts from km 189.350 and ends at km 204.600, which

matches km 221.000 of existing road. The proposed road lies between North latitude

33º9’5” to 33º32’26” and East Longitude 75º0’39” to 75º25’8”. The length of road is

15.25 km and lies in the Ramban and Anantnag District of Jammu and Kashmir.

The existing road is 2-lane road traversing through Pir Panjal ranges covering

a distance of approximately 32 km.

The existing road crosses Pir Panjal Ranges through 2.4 km long Jawahar

tunnel, which is approx. 2050 m above Mean Sea Level and has two tubes

one in each direction.





Green Circle, Inc. Chapter II :Project Description 2.2

There are 32 identified land slips zone and 15 snow avalanches zones.

There are steep gradients, Sharp Curves and Poor Road Geometrics in the

existing alignment.

2.3 PROJECT INTERVENTION

The proposed alternate alignment takes off from km 189.350, where a junction has

been proposed and runs parallel to the River Bichleri at most of the locations

between km 190.000 to km 195.000 traversing through villages Zenihal, Asar,

Lambar, Gund & Banihal Town before traversing through one of the small ridges of

the main Pir Panjal Mountain ranges through a 674 m long short tunnel. The

proposed configuration of road from km 189.350 to start of small tunnel is as follows

(Table 2.1):

Table 2.1: Proposed Configuration of Road

Sl. No. Description Remarks

1. Carriageway

4 lane divided carriageway 2 x

7.25m

2. Median 1.5 m

Shoulder

(a) Paved 1.5m

3.

(b) Unpaved 1m. (For Crash Barrier)

In order to avoid a very uncharacteristic feature of heavy cut on the Hill side

involving sharp horizontal alignment and exceptional gradients and also to avoid

stability problem along the hill slope, the alignment between km 189.350 to km

193.750 has been provided. On the valley side with a very smooth horizontal curve

having a minimum radius of 300m and a maximum gradient of about 5 %, between

km 189.350 and 190.00, the alignment crosses River Bichleri at two locations.






Fig. 2.1: Place of Proposed Alignment in Asar Village

Fig. 2.2: Bridge location at Bicheleri River between two tunnels

The Pir Panjal mountain ranges form a major obstacle to the North- South

Connection between Jammu to Srinagar. The Pir Panjal range is proposed to be

crossed with the help of two tunnels one short tunnel between km 193.743 and km

194.423 of length 679 m in order to maneuver one of the ridges of the main Pir

Panjal mountain range. A long tunnel has been provided between km 195.463 and

km 203.903 (8.440 m long) in order to avoid avalanche / land slide prone area to

negotiate the Pir Panjal mountain range (Ref Fig and, for cross section details).






Fig. 2.3: Location of South Portal of Long Tunnel

Between the short and long tunnel, the alignment crosses the river Bichleri (Fig. 2.2).

The alignment in this section is governed by the sound geological formation suitable

to support the tunnel section. The cross section of tunnel & road is depicted in

Figure 2.4, 2.5 and 2.6. In addition to above facilities, the following structures are

proposed (Table 2.2).






Table 2.2: Improvement Proposal

Sl. No. Description Chainage

I. Major Bridges

1. Four Lane Bridge Across River Bichleri Km 189.420

II. Minor Bridges

1. Four Lane Bridge Across River Bichleri Km 189.855

2 Four Lane Bridge Across a Distributory Km 190.110

3 Four Lane Bridge Across a Stream Km 193.250

4 Four Lane Bridge Across a Stream Km 193.660

III. ROB

1. ROB cum Bridge Over Katra- Qazigund Line Km 190.600

IV. VIADUCT

1. Viaduct Km 192.310

2. Bridge cum Viaduct Km 195.220

6


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal Section of NH-1A from km 189.350 to km 204.700 in

State of J & K



Fig 2.4: Cross section of the 4 laning of Banihal to Srinagar section (including Srinagar bypass)


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal section of NH-1A from km 189.350 to km 204.700 in

State of J & K



Fig 2.5: Typical Tunnel section for 4 laning of Banihal to Srinagar Section (Including Srinagar Bypass) in J & K state


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal section of NH-1A from km 189.350 to km 204.700 in

State of J & K



Fig 2.6: Typical Cross section for embankment height for Banihal to Srinagar Section (Including srinagar bypass) in J & K state



section of NH-1A from km 189.350 to km 204.700 in State of J & K



2.4 BENEFITS OF PROJECT

All weather flow will be maintained between Jammu and Srinagar as the

new proposed alignment is well below the snowline and will avoid the

landslips area and Snow Avalanches zones.

The traveling distance will be reduced by 15.40 km and climbing up and

down the hill will be avoided as the long tunnel north portal is almost at

the level of entrance to the valley.

Saving travel time, fuel and cost.

Increased Road Safety with the construction of New Alignment as per

latest specifications and Standards. The existing alignment will be

bypassed which has poor road geometrics like sharp curves, 38 Land slips

area and 15 snow Avalanches zone.

Increased Road safety with the construction of new alignment as per

latest specifications and standards the existing alignment will be bypasses

which has poor road geometrics like sharp curves, 32 landslips area and

15 snow Avalanches prone areas.

The Vehicles will be able to travel at a speed of 70 km / hr, which in

present case is restricted to 15 km / hr.

2.5 LEGAL FRAMEWORK

Review of the existing legislation, institutions and policies relevant to the

Environmental Impact Assessment at the National and State levels has been done

and clearance requirements for the project at various stages of the project have

been identified.

2.5.1 Environmental Clearance

In terms of the provision of Ministry of Environment and Forests 2006 notification, this

project comes under category ‘A’ of the said notification. Though, the proposed

road length is less than 30 km, there is requirement of environmental clearances.

Since, the proposed road expansion activity involves new alignment and there is





Green Circle, Inc. Chapter II : Introduction 2.10

construction of two tunnels, it is required to get the prior environmental approval

with irrespective of road length.

The requirement to obtained respective clearances from different authorities at the

central and state level for the proposed project is indicated in Table 2.3

2.5.2 Clearances required for the present project

Following clearances will be required for the present project.

Table 2.3: Clearance requirement for the present project

Sl. No. Activity Statutory Authority Relevant Statute

1 Proposed

Expansion in Road

Length

Environmental

Clearance from

MoEF

Ministry of Environment

and Forests 2006

notification

1 Construction of

tunnels and Road

in the North Portal

Committee

Constituted Under

Section 3 of Forest

Conservation Act.

Jammu and Kashmir

Forest (conservation)

Act, 1997 (Act no xxx

of 1997)

2 Construction of

Tunnel beneath

Chakore Reserve

Hon’ble Supreme

Court of India.

The Wildlife

(Protection) Act, 1972

3 Permission for

felling of Pvt. Trees

Deputy

Commissioner

Anantnag and

Ramban

PCCF, Forest

Department

4 Permission for sand

mining from river

bed

Jammu and

Kashmir Irrigation

Department

Environment

Protection Act, 1986

5 Setting of hot mix

plants, crushers

and batching

plants

Jammu and

Kashmir State

Pollution Control

Board

Air (Prevention and

Control of Pollution)

Act, 1981 and the

Noise Pollution






Sl. No. Activity Statutory Authority Relevant Statute

(Regulation and

Control) Rules, 2000

6 Storage, handling

and transport of

hazardous

materials

Jammu and

Kashmir State

Pollution Control

Board

Hazardous Waste

(Management and

handling) Rules, 1989

and Manufacturing,

storage and Import of

Hazardous chemical

Rules, 1989

7 Waste water

discharge from

labour camps

Jammu and

Kashmir state

Pollution Control

Board

Water (Prevention and

Control of Pollution)

Act, 1974

8 Opening up new

quarries

Department of

Mining, Govt. of

Jammu and

Kashmir

Environment

(Protection) Act, 1986

2.5.3 Organizational arrangements

The NHAI is responsible for the implementation of the provisions made within the

EMP through PIU. The services of a supervision consultants will be availed to assist

the PIU for monitoring the environmental aspects of the project during

implementation. The Organization chart for implementation arrangements is shown

in Fig .2.7.

As per this organization chart, the Environmental Expert of supervision consultant

and environmental officer of contractor will be ground level professionals.

Environmental expert of SC will supervise the project road and implement through

Environmental Officer of Contractor. Environmental Expert of SC will be in close

contact with Manager Environment and Technical, NHAI. The Environmental






Manager, NHAI will guide and support expert of SC to full fills all environmental

compliance. A pollution monitoring company will be engaged for generation of

environmental baseline data. This agency will provide all inputs to contractor and

environmental expert of SC. Various monthly and quarterly reports will be prepared

by environmental officer of contractor and expert of SC under the guidance of

environmental and technical manager of NHAI. All generated inputs and report will

be discussed with Project Director, PIU Jammu, who will inform progress to Member,

CGM and GM at NHAI New Delhi.

The Project Director (PD) will be overall responsible person as per the project is

concern. Each individual responsibilities are given the below flow diagram.

Fig. 2.7: Proposed Organisation Chart






The supervision consultants will assume the powers and responsibilities of the

Engineer during the implementation and assist the PIU in implementation. It is

expected that the supervision consultants will have the necessary capability to

supervise the implementation of the environmental measures proposed in the EMP.

The NH-1A portion between Jammu-Srinagar (Km 188.00-Km 220.700), integrates

environmental and social issues in the Detail Project Report of the Highway. An

Environmental Management Plan (EMP) has been prepared and is integrated in the

technical specification and contract documents. The prime duty of the

Environmental Specialist is to supervise the implementation of the EMP by the

Contractors and to ensure that the day-to-day construction activities are carried

out in an environmentally sound and sustainable basis. The scope includes

development of environmental procedures and good construction practices,

development and delivery of training programs etc.

2.5.4 Qualifications and Experience

A civil engineer preferably with postgraduate specialization in environmental

engineering.

10 years of working experience related to the integration of environmental

and social issues in the design, construction and operation of transport

projects. Experience in construction management and operational

maintenance of highways is preferred.

2.5.5 Principal Duties

Supervise the implementation of the EMP by the Contractors.

Hold regular consultation meetings with the Environmental Engineers of the PIU

at Jammu.

Review the Contractors’ Environment al Implementation Plans to ensure

compliance with the Environmental Management Plan (EMP).

Organize periodic environmental training programs and workshops for the staff

of the Contractors, Construction Supervision Consultants and the Project

Implementation Units (PIU).






Develop good practices and construction guidelines to assist the contractors

in implementing the EMP.

Monitor tree plantation programs and the periodic environmental monitoring

(air, noise, water, etc.) Programs to ensure compliance with the J&K State

requirements and the EMP.

Prepare and submit regular environmental monitoring and implementation

progress reports.

2.5.6 Contractors

The Contractors of the respective Packages too will have to employ Environmental

Engineer/s. The employees number will depending upon the number of contracts

awarded to each successful bidder. The best situation would be the use of Civil

Engineers with electives in environmental engineering during the final year or M.sc

in Environmental Science to supervise the environmental aspects. Their duty will

include the proper construction and maintenance of the facilities for the labour

camps, the measurement and verification of quantities for environmental

enhancement, ensuring that proper environmental safeguards are being

maintained at borrow sites and quarries from which the contractor procures

material for construction. They will also have to prepare the bills of quantities (BOQ)

for the work carried out for enhancement. In addition, they will have to ensure that

proper facilities are available for the monitoring of ambient air quality and

collection of water and soil samples as provided in the environmental monitoring

plan.

2.5.7 Environmental Training

Training of staff will be done at a number of levels. Some short term training is

required for the Environmental Manager, other staff members of the Environmental

Unit and contractor staff to raise their levels of environmental awareness. The

Environmental and Natural resource division and State Pollution Control Boards

conduct the training programmes and their help will be sought in this regard. In long

term training, specialized training or special environmental issues will be examined

and provided to the Environment Unit.






2.5.8 Environmental Monitoring

In order to ensure that the prescribed environmental norms are maintained during

the constructional and the operational phases, the regular monitoring is one of the

most important components of the institutional arrangements. The monitoring of Air

quality, Water quality, Noise quality and green belt development will be done at

regular intervals. The field reports of various environmental components will be done

at regular intervals. The field reports of various environmental components will be

received at quarterly basis and any lapse has to be taken care.

Adequate awareness training will be provided to the contractors and their

personnel to ensure that the EMP is implemented effectively. The project

coordinator will assess the contractor practices and if high pollution levels are

suspected at any stage, proper precautions will be implemented as per standards.

Green Circle, Inc. Chapter 3 : Description of Environment 3.1

CHAPTER III

DESCRIPTION OF ENVIRONMENT

3.0 GENERAL

As a precursor for the prediction of various types of environment impacts likely to

arise due to implementation of this project, it is essential to establish the base line

environment status of the Physical, Natural and Socio Cultural environment

parameters along the project road and in Project influence area i.e. 7 km on

either side of road. Details of the baseline environment parameters are required

for decision making for the project design, implementation and operation from

environment point of views. The data was collected from Secondary Sources,

Generation of Primary data through field surveys, monitoring, Primary surveys

and community consultations.

3.1. SITE LOCATION

The Proposed project site of NH-1A starts from km 189.350 ends at km 204.600,

which matches km 221.000 of existing road. The proposed road lies between

North latitude 33º9’5” to 33º32’26” and East Longitude 75º0’39” to 75º25’8”. The

length of road is 15.25 km and lies in the Ramban and Anantnag District of

Jammu and Kashmir (Fig. 3.1).

3.2 PHYSICAL ENVIRONMENT

3.2.1 Topography

The project road is passing through Hilly terrain because of which topography of

the area is rolling and in the valley where topography is slightly rolling. The

project road lies at an altitude of 1810 m above Mean Sea Level. There is

sudden change in the elevation pattern and having steep cut edges.

3.2.2 Physiography

Physiographically, Jammu & Kashmir, located in the extreme north of the

country, is situated between 32º 17' and 37º 5' N latitudes and 72º 40' and 80º 30'

E longitudes. Geographically, this state is divided into four zones – the

mountainous and semi-mountainous plain known as Kandi belt, hills including





Green Circle, Inc. Chapter III : Description of Environment 3.2

Siwalik ranges, mountains of Kashmir valley and Pir Panjal range and Tibetan

tract of Ladakh and Kargil. The state has a number of lakes, rivers, rivulets and

glacial regions. The important rivers of this state are Indus, Chenab and Sutlej

(Jhelum). The project area comes under the Northen part from the Jammu city.

Fig: 3.1 Proposed Project Location Map






3.2.3 Geology and Rocks

The geological setting of the proposed project area is complex and rocks are

tectonically disturbed resulting in frequent landslides and slope failures along the

existing road which crosses the Pir Panjal range about 10 km north of Banihal. Pir

Panjal Mountain ranges are marked by sharp to round linear ridges. The valleys

on both the northern and southern sides of mountain ranges have an altitude of

approximately 1800m. The highest peaks directly above the proposed tunnel

alignments are of the order of 3000m. The sharp crested ridges are

characterized by drainage controlled by the geological structural features and

lineaments. The drainage system feeds the Bichlari River on the Southern side

and Sandarin River on the northern slopes of the mountain range.

Alignment across the two tunnels is having wide variety of geological formations

ranging from Cambrian to Quaternary. The lithology of these formations is mainly

represented by mixture of Strong, moderate strong and weak rocks comprising

basalt, Quartzite, Silicified limestone, marl, agglomerate shale / Slate, phyllite,

dolomitic limestone, Volcanic tuff etc. The rocks are steeply to moderately

dipping towards South – West or North –East. The contacts of different geological

formations are faulted and rock masses are tectonically deformed resulting in

intensive fracturation and different dipping directions. The rocks are folded and

infested with numerous shear zone and faults. The axial surface of structural fold

has a strike with NW-SE direction. The geological setting of the area

encompassing the proposed two tunnels and tentative distribution of the

formations are shown in Fig 3.2. further, the geological sections along proposed

tunnels are shown in Fig 3.3 and Fig 3.4.


EIA Report for Rehabilitation, Strengthening and 4 Laning of Qazigund to Banihal section of NH-1A from km 189.350 to km 204.700

in State of J & K



Fig 3.2: Geological section along south portal area of small tunnel

M/s. Navyuga Engineering Company Ltd.

EIA Report for Rehabilitation, strengthening and 4 laning of Quazigund to Banihal section of NH-1A from km 189.350 to Km 204.700

in state of J & K

Report No: GCI/V/Navyuga/EIA/2010-11/June/EMS-014/R00


Fig 3.3: Geological section along small tunnel No.1 near Lambar


EIA Report for Rehabilitation, strengthening and 4 laning of Quazigund to Banihal section of NH-1A from km 189.350 to Km 204.700

in state of J & K



Fig 3.4: Geological sections along main Pir Panjal tunnel No.2






3.2.4 Soil

The soil of the area consists of Fluvoglacial deposits comprising Fluvial sand, silt,

clay with pebble, gravel and boulders and Fluvioglacial materials comprising

calcareous loam, clay silt, basaltic gravel etc. Fig. 3.5 gives the soil distribution

along the alignment.

Table 3.1 Distribution of Litho – tectonic Units along the Pir Panjal Tunnel

Sl.

No. Rock Description

Length (m),

% age Distribution Rock Mass Characteristics

1 Fluvioglacial deposits 100m, (1%) Soft Ground- Flowing

conditions are expected

on account of

unconsolidated sediments.

2 Quartzites, Sandstones,

Sandy shales intruded

by basic igneous rocks

1600m (19 %) Quartzites are moderately

hard and shales generally

weak – Poor to Fair.

Contact between lithounits

2 and 3 is faulted one and

width of this fault zone is

interpreted to be 100m at

tunnel grade.

3 Agglomeratic shales /

Slates tuff, Quartzite

etc.

750m

(9 %)

Moderately Hard, Highly

Jointed rock zones would

require elaborate support

system - Poor

4 Panjal Volcanics

(Andesite and Basalt)

1950 m

(23 %)

Panjal Volcanics can be

further divided in following

5 sub units 4 A to 4E.

5 Sedimentaries

comprising Quartzite,

Limestone, Shale etc.

3750 m

(44 %)

Highly Jointed Limestone

and Quartzite with the

Shale parting – very poor.






Prominent intra formation

fault zones within

sedimentaries are

observed at the contact of

limestone and shale rocks

of vihi group and Wummuh

group comprising

Sandstone, Quartzite and

limestone. The width of this

fault zone / shear zone at

tunnel grade is about 50m.

6 Shear Zones – Fault

Zones

350m

(4%)

Very poor to extremely

poor rock- difficult ground

for tunneling –

Exceptionally poor.

Fig 3.5: Soil Type Package – IV & V (Km 188.000 to Km 220.700) NH1-A






3.2.5 Regional Drainage/ Natural Drainage

The Package V near Banihal town from km 189.35 to km 204.60. The area

between Ch. 189.35 to Ch. 195.5 km lies on the Southern slopes of Pir-Panjal

range. The Pir Panjal range acts as water divide between river Jhelum on

Northern side and river Chanab on Southern side. The Southern slopes of Pir

Panjal are steep and river Bichlari a tributary of river Chanab originates from the

area. The drainage pattern is dendrite and the general gradient of streams is

moderate to steep in the area. The proposed alignment falls on Western bank of

river. Bichlari river crosses at Ch.194.80 before the main tunnel at km Ch. 195.60.

The other minor, prominent stream cutting across the alignment is Khairkot,

Lamber, Zenhal etc. The gravel gradient of these drains moderate to steep (Fig

3.6).

Fig 3.6: NH-1A - Banihal to Srinagar (Package V - km 188 to km 204) Drainage

Map






3.2.6 Land use Pattern

The predominant Land Use along the alignment is Agriculture and Pir Panjal

Ranges of the Himalyas which are demarcated with fairly dense scrub and also

with pine forest. However, the alignment is not demarcated in any of the dense

forest. The land use map of the proposed alignment surrounding area is given in

Fig 3.7.

Fig. 3.7: land use / Landcover Map Package- IV & V (Km 188.000 to Km 220.700)

NH 1-A Project, J&K






3.3 CLIMATE AND METEOROLOGY

Regional meteorological conditions and the Proposed project corridor air basin

is of high significance in road development projects because the transportation

and diffusion of all ambient air pollutants generated during proposed project

implementation and/or operational phase once they are air borne are

governed by local meteorological conditions. The data plays significant role in

location of hot mix plants and other construction plants.

The Jammu and Kashmir state exhibits variants of Climate, extending from the

cold arid in Laddakh region through predominantly temperate in Kashmir to Sub

tropical in Jammu region. The climate of Jammu and Kashmir is Chracterized by

following five macro climatic zones.

Sub tropical

Dry Temperate

Intermediate

Valley Temperate

Cold arid

The Package V of the Project area falls under Dry Temperate Zone where there

is concentration of monsoon precipitation but relatively wetter and colder

weathers are experienced.

3.3.1 Temperature

The temperature recorded at IMD center Banihal is given in Table 3.2. It is

observed from the table that maximum temperature observed at Banihal is 340C

and varies between 150C to 340C through out the year. It is also evident from the

temperature data that Climate of the area remains hot from June to September

and temperature remains above 250C at Banihal from June to September. The

minimum temperature observed is - 4.70C during the month of January and

varies between - 4.70C and 13.50C. The temperature at Banihal remains below






00C from November to March.

Table 3.2 Temperature Profile of Banihal

Sl. No. Months Maximum

Temperature

Minimum

Temperature

1 January 16.1 - 4.7

2 February 17.5 - 4.2

3 March 22.8 - 0.9

4 April 27.7 3.8

5 May 30.9 7

6 June 33.4 10.2

7 July 32 13.5

8 August 30.3 12.8

9 September 29.4 7.4

10 October 27.7 3.8

11 November 23.4 - 0.7

12 December 18.1 - 4.2

Source: IMD published data

3.3.2 Rainfall

The average yearly rainfall measured at Banihal is shown in Table 3.3 and Fig 3.8

shows Average Rainfall Bar Graph.

Table 3.3: Rainfall profile at Banihal

Sl. No. YEAR Average Rainfall

(mm)

1 1990 1543.10

2 1991 1544.20

3 1992 1884.60

4 1993 2723.90

5 1994 1955.70

6 1995 1606.20






7 1996 1996.30

8 1997 1637.40

9 1998 1332.50

10 1999 963.60

11 2000 928.00

Fig. 3.8: Year wise average Rainfall in mm

3.3.3 Snowfall

Himalayan rivers are mostly snow fed in nature. Therefore calculation of flood

discharge for these rivers involves both rainfall and snow melt discharge.

Generally region an elevation of 4500 – 4700 m is considered as permanent

snow line and snow above it is considered as not contributing to the river flow.

There is a temporary snow line upto which snow descends in winter and in this

region both rainfall and snow contribute to flow. Below temporary snow line only

rainfall causes the runoff. There is no direct method which can be used to

calculate the discharge from snowfall therefore on an average 10 to 20 % of

lean discharge is considered as discharge due to snow melt. Snow melting

contribution to runoff of this zone is very less.

Average Rainfall (mm)

0

400

800

1200

1600

2000

2400

2800

3200

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000Year

Rain

fall

in m

m






Winter precipitation, which occurs in the form of snow, goes on accumulation till

summer. As the summer advances, the accumulations melt and release water

into the stream. Glaciers are located at an altitude of 5500 mt. The permanent

snow line is at an elevation of about 4500 mts, during winter season the seasonal

snowline dips to height of about 1800 mt. The depth of snow precipitation

decreases from west to east and from north to south.

Snow season in J&K commences during mid November reaches its peak during

mid December to mid February and starts from March onwards. 8 to 10 spells of

heavy snowfall are experienced between km 102 to 125 (Patni Top) and Km 185

to 210 (Banihal) on NH-1A. Snowfall data published in Indian Highways Journal,

June 2004 is shown in Table 3.4.

Table 3.4: Snowfall data published in Indian Highways Journal

Parameter

Banihal to Jawahar

Tunnel

(Km 180 to Km 204)

Jawahar Tunnel to Lower

Munda

(Km 207 to 226)

Annual Snow

Precipitation 9.20 Mtrs 9.00 Mtrs

Minimum

temperature Minus 60 C Minus 80C

Maximum Wind

velocity 40 KMPH 45 KMPH

Sector length 15 Km 19 Km

3.3.4 Wind

It is observed from IMD data that prevalent wind direction in Banihal is 1-19 km/h

and wind speed varies from 20 - 61 km/h, the wind speed is high particularly in

winters. The data for percentage of days wind is shown in Table 3.5. The

prevalent wind direction is North and North West during daytime and South and

Northwest during Night.






Table 3.5: Wind profile at Banihal

Banihal Sl.

No. Direction

Day Night

1 North (N) 9 9

2 North East (NE) 0 0

3 East (E) 0 0

4 South East (SE) 0 1

5 South (S) 2 14

6 South West (SW) 0 1

7 West (W) 1 2

8 North West (NW) 9 13

9 Calm 79 60

Source: IMD published data

3.3.5 Humidity

The relative humidity varies from 70 % to 85 %. During rainy season relative

humidity is very high. The daytime humidity recorded at Banihal is given in Table

3.6 & fig 3.9.

Fig 3.9: Month wise Humidity in %

Percentage (%) of Humidity

0

20

40

60

80

100

Janua

ry

February

MarchApril

MayJu

neJu

ly

August

September

October

November

December

Month

Perc

enta

ge






Table 3.6 Relative Humidity in % recorded at Banihal

3.4 WATER QUALITY ASSESSMENT

The water resources may be divided into two categories Surface Water and

Ground Water Resources.

3.4.1 Surface Water Resources

The main rivers that flow through the Jammu and Kashmir region are Jhelum,

Chenab and Indus. These rivers are of Himalayan origin. The other great rivers

that originate from glaciers in the Himalayan region are the Ganges and the

Yamuna. The river Indus originates at the Mansarovar Lake in Tibet. Some of the

lakes in the Jammu and Kashmir region are Manasbal Lake, Dal Lake and the

Wular Lake. Rising from a deep spring at Vernag, the Jhelum meanders

northwest from the northern slope of the Pir Panjal Range through the Valley of

Kashmir to the Wular Lake.

Sl. No. Month Units in %

1 January 75

2 February 76

3 March 70

4 April 66

5 May 60

6 June 62

7 July 79

8 August 85

9 September 83

10 October 74

11 November 70

12 December 68






The river Jhelum flows through a long stretch through Jammu and finally drains

into the river Indus. This river flows as a muddy stream and is a famous tourist

attraction, especially for the nine old bridges over it.

The river Indus originates at the confluence of the Sengge River and the Gar

River, that is the Mansarovar Lake in Tibet. This river traces a lengthy and tortuous

course and passes through the Kashmir region. This is an excellent area for those

interested in white water rafting. The riverbanks are flanked by steep hills that

have pine and deodar vegetation. The Indus river flows in-between the Ladakh

range and the Zanskar range. The river Indus has several tributaries, principal

among them are Gilgit river, Gumal river and Kabul river.

The merging of two Himalayan rivers forms the river Chenab, these are the

Chandra river and the Bhaga rivers. Thus the river Chenab is popularly known as

the Chandrabhaga. This river is also well known for its historical importance.

However in Immediate corridor of Influence is Bichleri Nala, which drains water.

A bridge is proposed to be constructed over Bichleri Nala. The water quality was

monitored at the Bridge site in Bichleri Nala and results are given in Table 3.7.

Fig 3.10: Proposed bypass over Bichleri River






Table 3.7: Water Quality of Bichleri River

Sl. No. Parameter UNITS SW1

1 pH - 7.03

2 Color - Whitish

3 Odor Unobjectionable

4 Electrical Conductivity mhos/ cm 672

5 Total Dissolved Solids mg/l 380

6 Dissolve Oxygen mg/l 6

7 Chlorides mg/l 6.4

8 Sulphates mg/l 82

9 Phosphates mg/l 0.6

10 Calcium as CaCo3 mg/l 46.21

11 Magnesium as CaCo3 mg/l 54.79

12 Total Hardness mg/l 101

13 Alkalinity mg/l 146

14 Iron - 0.83

15 Fluoride mg/l Nil

16 Total Coliform MPN/ 100 ml 5

The water Quality criteria for Indian National Aquatic Sources as defined by

Central Pollution Control Board is Given in Table 3.8.

Table 3.8: Water Quality Criteria for Indian National Aquatic Sources

Sl.

No.

Designated

Best Use

Class of

Water Criteria

1 Drinking

Water Source

without

conventional

treatment but

after

disinfection

A Total Coliforms OrganismMPN/100ml

shall be 50 or less

pH between 6.5 and 8.5

Dissolved Oxygen 6mg/l or more

Biochemical Oxygen Demand 5 days

20oC 2mg/l or less






Sl.

No.

Designated

Best Use

Class of

Water Criteria

2 Outdoor

bathing

(Organized)

B Total Coliforms Organism MPN/100ml

shall be 500 or less

pH between 6.5 and 8.5



20oC 3mg/l or less

3 Drinking water

source after

conventional

treatment and

disinfection

C Total Coliforms Organism MPN/100ml

shall be 5000 or less

pH between 6 to 9



20oC 3mg/l or less

4 Propagation

of Wild life and

Fisheries

D pH between 6.5 to 8.5


Free Ammonia (as N) 1.2 mg/l or less

5 Irrigation,

Industrial

Cooling,

Controlled

Waste disposal

E pH between 6.0 to 8.5

Electrical Conductivity at 25oC micro

mhos/cm Max.2250

Sodium absorption Ratio Max. 26

Boron Max. 2mg/l

6 Below E Not meeting A, B, C, D and E

The water of Bichleri River is fit for drinking water source without conventional

treatment but with disinfections as per Central Pollution Control Board Norms for

National Aquatic Sources.






3.4.2 Ground Water Resources

Large number of hand pumps and irrigation wells are used for extraction of

Ground water. However dependence on groundwater is limited as there are no

of Rivers and Fresh water Nallahs in the area. The Ground water quality was

monitored at following two locations as given in Table 3.9and monitoring results

in Table 3.10.

Table 3.9: Ground Water Monitoring Stations

Station Nos. Location Chainage Remarks

GW1 Village Varinag Km 212.000 Depth of Sample

30 m

GW2 Qazigund Km 225.000 Depth of Sample

30 m

Table 3.10: Ground Water Monitoring Result

Sl. No. Parameter UNIT GW1 GW2 Drinking Water

Standards (IS)

1 pH - 7.50 7.0 6.5 to 8.5

2 Electrical

Conductivity µS/cm 325 342 -

3 Chloride mg/l 15.50 17.94 250

4 Sulphate mg/l 115.40 246.90 200

5 Calcium

hardness mg/l 26 35 75

6 Alkalinity mg/l 3.50 3.00 10.00

7 Total

Dissolved

Solids mg/l 155 135 500






3.5 AMBIENT AIR QUALITY

Deterioration of air quality in and around urban areas results mainly from

industrial emission and traffic exhaust. Ambient Air Quality (AAQ) monitoring has

been conducted for one season at 3 locations along the project site. The air

quality sampling locations were identified primarily based on regional

meteorological data and by considering the existing residential areas. The

factors considered for Selection of AAQ Monitoring Location are given below.

(i) The monitoring station should be located at a place where

interferences are not present or anticipated.

(ii) The site should be away from major pollution sources. The distance

depends upon the source, its height and its emissions.

(iii) The monitoring station should be at least 25 m away from domestic

chimneys, especially if the chimneys are lower than the sampling

point; with larger sources the distance should be greater.

(iv) The site should be away from absorbing surfaces such as absorbing

building material. The clearance to be allowed will depends on the

absorbing properties of the material for the pollutant in question, but it

will normally be at least 1 m away from such place.

(v) The instrument must be located in such a place where free flow of air

is available.

(vi) The instrument should not be located in a confined place, corner or a

balcony.

(vii) Height of the inlet must be 3 – 10 m above the ground level.

The AAQ monitoring has been conducted twice a week for 24 hours duration at

all the 3 AAQ monitoring locations. Due to limitation of availability of electricity

at few monitoring locations, 24 hourly samples were not obtained but for the

entire AAQ samples, representative sample has been taken for duration of ≥ 08

hours.






Composite air samples were collected for 8 hours duration at two locations (Ref

Table 3.11 for location) using High Volume Sampler with an average flow of

1m3/s and analysis was done for Suspended Particulate Matter (SPM), Respirable

Suspended Particulate Matter (SPM), Sulphur dioxide (SO2), Oxides of Nitrogen

(Nox), Carbon mono oxide (CO) and Hydro Carbon (HC) given in Table 3.12.

Table 3.11: Monitoring Locations of Ambient Air Quality

Sl. No. Location Chainage (km) Remarks

1 Banihal 189.000 Near Jammu and Kashmir

Tourist Center. Residential rural

and others

2 Qazigund 224.000 Market area, Residential rural

and others

Table 3.12: Result of Ambient Air Quality Monitoring

Sl. No. Parameter Unit AQ1 AQ2

Permissible

Standards

(Residential rural

and others)

1

Suspended

Particulate

Matter (SPM)

g/m3 235 190 200

2

Respirable

Suspended

Particulate

Matter (RSPM)

g/m3 105 94 100

3 Sulphur dioxide

(SO2) g/m3 16 19 80

4 Nitrogen Oxides

(NOX) g/m3 21 25 80






Ambient Air Quality

0

50

100

150

200

250

SPM RSPM SO2 NOXParameters

mic

ro g

ram

s / m

3

AQ1

AQ2

Standards

Sl. No. Parameter Unit AQ1 AQ2

Permissible

Standards

(Residential rural

and others)

5 Carbon Mono

oxide (CO) ppm 1.6 1.3 2.0

6 Hydro Carbon

(HC) ppm 0.04 0.05 -

Fig. 3.11: Ambient Air Quality

It can be seen from the results that, Suspended Particulate Matter and

Respirable Suspended Particulate Matter are slightly above permissible limits at

AQ1 site, which may be because of Heavy traffic congestion, frequent jams in

Qazigund and Banihal town, on going construction activities of Railway line by

IRCON, Quarry and Mining activities in the area. The reason for slow movement

of traffic and frequent traffic Jam in Qazigund and Banihal town is narrow

carriageway and movement of mix traffic. The RSPM and SPM in Banihal town

may also be high because of steep gradient of road before Banihal town. The

electric supply to towns is also erratic resulting in the use of Diesel Generator,






which may be responsible for slightly high values of SPM and RSPM in the area.

3.6 NOISE QUALITY

Automobiles contribute significantly to the noise pollution especially in the

congested area, particularly in crowded commercial areas and Market places.

Noise levels are going higher and higher in India due to increase in number of

vehicles on road and high industrial activities. Noise levels were monitored at

three locations along the proposed alignment. The monitoring locations were

selected to represents sample of the area. The details of locations are given

below in Table 3.13 and observed noise levels in Table 3.14.

Table 3.13: Details of Noise Quality Monitoring Locations

Sl.

No. Location Chainage Remarks

NQ1 Banihal Town Km 189 Residential cum

Commercial

NQ2 Near Jawahar Tunnel Km 204 Sensitive Area

NQ3 Hospital in Qazigund Km 223 Sensitive Area

Table 3.14: Results of Noise Quality Monitoring

DAY NIGHT Sl. No.

Leq Lmax Lmin Standard Leq Lmax Lmin Standard

NQ1 58.5 72 45 55 49.5 59 40 45

NQ2 58.0 69 47 50 42.5 46 39 40

NQ3 61.0 71 51 50 51.0 58 44 40






Ambient Noise Quality

35

40

45

50

55

60

65

Leq Standard Leq Standard

Day NightDay / Night time

dB

(A)

Leq

NQ1

NQ2

NQ3

Fig. 3.12: Ambient Noise Quality (Day and Night)

The noise levels monitored were found to be higher which may be due to

following reasons.

Slow movement of Army Convoy, which mostly consists of Heavy Traffic

Steep Gradient of Road

Inadequate carriageway width and Poor road geometrics leading to

frequent traffic jams.

Old vehicles in Jammu and Kashmir.

Congested Road Section leads to Slow Movement of Traffic

Erratic Power Supply which forces the use of generator in Commercial

Areas in Banihal and Qazigund and most of these generators are Diesel.






3.7 ECOLOGICAL PARAMETERS

Study of ecological attributes is one of the most important aspects in

environmental impact assessment. Ecological studies of both plant and animal

would help to protect the environment through proper planning.

3.7.1 Forest

Forest

The Jammu and Kashmir is blessed with rich forests spread over huge areas,

particularly in the outer and inner Himalayans ranges, which are characterized

by heavy Precipitation in the form of rains and Snow. Laddakh a high altitude

region is berefet of forests since the high mountains receive scant rainfall. (Fig.

3.13 Shows Forest Cover of Jammu and Kashmir)

The total forest area spread in Jammu and Kashmir state is estimated to be

20,230 sq. km accounting for about 20 % of its geographical area. The region

wise distribution of Forests in State is given in Table 3.15.

Fig. 3.13: Map of Forest Area, Jammu & Kashmir






Table 3.15 Distribution of Forest area in Jammu and Kashmir State

Area (sq.km)

Sl. No. Region Geographical Forest

% of forest area

w.r.t to

Geographical

area

1 Kashmir 15948 8128 50.97

2 Jammu 26293 12066 45.89

3 Ladakh 59146 36 0.06

Total 101387 20230 19.95

The principal types of forest found in Jammu and Kashmir are

Kashmir Temperate Forest (1600-2700m)

These forests are characterized by the extensive occurrence of coniferous forests

with little species diversity and often interspersed with some broad-leaved

deciduous arboreal elements. The species distribution varies greatly with altitude

and aspect as a result of which two main subgroups may be organized viz.,

The Karewa forests (1600-2500 m): These forests are distributed on the Karewa

mounds along foothills and being nearer to habitations is subjected to much

biotic interferences. This type of forest can further be classified as

Karewa Blue Pine Forest

Karewa Deciduous Forest

The Montane Forests (2100 – 2700 m): These forest comprises a variety of forests

with pure and mixed stands of coniferous and Broadleaved elements. These are

further divided into three categories based on crop characteristics.

Montane mixed coniferous Forest

Montane deciduous Forests

Montane high-level Kail forests.






Kashmir Subalpine Forests (2700 – 3400/3500m): These are characterized by the

preponderance of Silver fir in the lower reaches and birch at higher elevations,

Accordingly two types of forests are discemble Montane high-level Forest and

Birch Forest

Kashmir Alpine Forests (> 3400 / 3500 m): These forests occur above the tree line,

in very cold and rigorous climate. These comprise alpine scrubs, formed mainly

by stunted Betula utilis and Juniperus squamata. Among other scrubs occurring

in these scrubs are Rhododendron spp., Salix karelini, Lonicera spp, spiraea

affinis and Berberis Jaeschkeana. The herbaceous species such as Silene tenuis,

Cerastium dahuricum, Parnassia laxmanni and Elymus spp are frequently

associated with these scrubs.

3.7.2 Flora

The proposed road is passing through agriculture fields and the proposed two

new tunnels is passing through the Pir Panjal Ranges which are demarcated

forest of Jammu and Kashmir. There are walnut orchards, willow trees in the

area. The predominant species of the area are.

3.7.3 Fauna

The varying geographical conditions, flora and fauna of Kashmir have given rise

to many kinds of plant and animal life. The inaccessible peaks of the Himalayas

are ideal breeding grounds for the Chiru, the endangered deer, while the snow

leopard finds a home in the snows covered mountain crevices. The plains of

Jammu harbor birds like Cinnamon Sparrows, pheasants, yellow grosbeak and

other species. The Himalayan Grey Langur is found in the green valleys of

Kashmir. The rocky terrain of Ladakh harbors yak, ibex and mouse hares.

The road is passing near to Chakore Reserve and is approximately 1 km from

National Highway. The wild life has not been reported around the National






Highway, which may be because stretch of Land along National Highway is

devoid of any forest and increased human interference. However the new

proposed long tunnel will pass beneath the Chakore reserve.

3.8 SOCIO ECONOMIC ENVIRONMENT

The description of socio-economic features of the concerned districts comprise

the demographic, social and economic aspect of the population, which

includes the features of population distribution, density of population and the

Vulnerable Groups.

The details of Settlements along the proposed road alignment are given the

Table 3.16.

Table 3.16: List of Settlements/Villages along the proposed alignment

Chainage Sl.

No.

Name of

Village Side

From To Tehsil Districts

1. Wagon Left 189.350 190.00 Banihal Doda

2. Zanihal Both 190.00 192.00 Banihal Doda

3. Asar Both 192.00 193.00 Banihal Doda

4. Lamber Both 193.00 194.00 Banihal Doda

5. Gund Both 194.00 (After

Long

Tunnel)

Banihal Doda

6. Wangund Both 220.700 (Before

long

Tunnel)

Ananthnag

All the above village setups are small with very few houses in each settlement.






Table 3.17: List of School / Colleges

There are no any college existed along the proposed alignment and all are

primary and secondary schools.

Table 3.18: List of Religious Structures

Sl.

No. Name/Type

Chainage

(km)

Side

(Left/ Right)

1 Madarasa 188.950 Center

2 Mosque 195.250 Right

3 Dargah 195.265 Left

4 Idgah 195.490 Right

5 Idgah 198.190-198.250 Right

6 Temple 210.200 Right

7 Temple 212.500 Right

Much of the religious structures are belongs to Muslim community and very few

Hindu temples are existed along the alignment.

Overall, the Most of the base line monitoring samples are well with in the

permissible limits except few air and noise monitoring samples. This is mainly due

to increase in traffic load in the existing road.

Sl.

No.

Chainage

(km)

Side

(Left/

Right)

Distance

from C/L

(m)

Name

1 188.850 Left 30 High School

2 190.550 Left 25 Alam Shah Convent

School

3 195.130 Left 20 Govt. Girls High School

4 195.150 Left 20 Govt. Boys High School

5 198.320 Right 25 Primary School

CHAPTER IV

ENVIRONMENTAL IMPACT IDENTIFICATION &

MITIGATION MEASURES

4.0 INTRODUCTION

EIA is required to forecast the changes in environmental conditions due to new

proposed project. The information generated during impact assessment can be

used to make informed decisions about the proposed activities. The prediction of

change is central to the process and the better the predictions, the better will be

prescriptions on mitigation measures.

The potential environmental impacts depend on the current status of the bio-

physical parameters the eco-system. Such impacts will also to a great extent be

determined by the magnitude of different operations like leveling, stripping, cutting,

clearing of vegetation, felling of trees along the road, construction of culverts &

bridges, setting up of labour camps, installation of construction machinery and

equipment.

Mitigation of impact implies the elimination, reduction or control of the adverse

environmental effects of the project and includes restoration for any damage to the

environment caused by such effects through replacement, restoration,

compensation or any other means.

Identification of significant impacts for the proposed project is a prominent step in

the process of environmental impact assessment. This provides a way forward to

other elements of EIA study such as quantification and evaluation of site specific

impacts exclusively from proposed project. Although, variety of concerns/ issues are

identified while describing existing (baseline) environmental status, it is necessary at

this stage to identify the likely critical impacts on various components of environment

due to proposed project.

For construction and operation phases of the proposed expansion of High way

project the “Network Method” has been adopted for identification of impacts,

which involves understanding of cause-condition-effects relationships between an





Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.2

activity and the consequences/ impacts on environmental and socio-economic

parameters for identification of significant impacts and has been found to be the

most appealing tool.

The detailed list of activity corresponding to proposed project at the site identified,

as described in previous chapters of this report have been taken into consideration

for generation of cause-condition-effect networks (i.e. chains of events and

consequences). This type of method has been basically advantageous in

recognizing the series of impacts that would trigger by the proposed activities. Thus

this method has provided a “road map” type of approach for identification of

primary, secondary as well as tertiary levels of impacts.

The idea was to account for the proposed project activities and identify the

corresponding impacts, which would initially occur. The next was to select each

primary impact and identify the relevant secondary and tertiary impacts which are

induced as a result. This process was repeated until all possible impacts were

identified. The greatest advantage of this type of approach is that it allows to

identifying the impacts by selecting and tracing out the events and consequences

as they are expected to occur.

The present project is distinctive to the extent that it has two tunnels –one small and

the other long coupled with small stretches of the road providing access and exit at

the south and north portal of the long tunnel. Impacts on different parameters of the

environment for the stretches over ground and underground are likely to be different

both qualitatively and quantitatively.

Impacts on different environmental attributes and proposed mitigation measures are

described in this chapter. Road projects particularly bring in adverse impacts on

pollution load of different environmental parameters like soil, water, air, noise, and

ecological resources. There may also be impact on the socio- economic parameters

of the locality resulting in displacement / dislocation / relocation for people and

properties. This may also impact sensitive areas as far as conservation of biological

resources of a particular area is concerned. Cultural properties / heritage sites may

also be affected by such project execution.

The impact networks have been delineated for construction and operation phases






of proposed project. The identified impacts for various components of environment,

viz., air, water, land and socio-economic are presented in Figs. 4.1- 4.5. Based on

primary, secondary and tertiary impacts, the Impact statement is produced and

using Matrix analysis the Environmental Impact Assessment matrix is generated for

the proposed project.

Fig. 4.1: Impact Network for Air Environment

Proposed Project

ConstructionPhase

Releaseof

Air Pollutants

Change inAir Quality

Impacton

Human Health

Impacton

Economic Output

OperationalPhase

Releaseof

Heat

ClimateChanges

Impacton

Flora & Fauna

Impact onSocio-CulturalEnvironment

Particulates Depositionon Soil – Water Structure

Impacton

Visibility

AestheticImpact

Impacton

Agricultural Produce






Tertiary Impacts

Proposed Project

Construction Phase

Operation Phase

Change in Surface Morphology

Change in Drainage Pattern

Impact on Economic Output

Impacts on Agriculture Production

Primary Impacts

Activity

Secondary Impact

Impact on socio-cultural

Impacts on Aquatic Life

Impacts on Amenity /Recreation

Impact on Hydraulics of Water Course

Fig. 4.2: Impact Network for Water Environment


EIA Report for Rehabilitation, strengthening and 4 laning of Quazigund to

Banihal section of NH-1A from km 189.350 to Km 204.700 in state of J & K


Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Mea

Tertiary Impacts

Proposed Project

Construction Phase

Operation Phase

Change in Land Use

Impact on flora and Fauna

Impact on Economic Output

Impacts on Agriculture Production

Primary Impacts

Activity

Secondary Impact

Impact on socio-cultural Environment

Impact on Soil Biota

Change in Soil Texture and Permeability

Fig. 4.3: Impact Network for Land Environment






Activity

Secondary Impact

Impact on Landscape

Change in Income Distribution

Primary Impacts

Tertiary Impacts

Change in Socioeconomic Status and Cultural Value

Environmental Impact

Proposed Project

Construction Phase

Operation Phase

Change in Land Use

Development of Workforce

Transportation of Raw material

Impact on Amenity and Recreation

Change in Economy Trade and Commerce

Change in Resource Base

Demand for Infrastructure Facilities

Change in Employment Pattern

Fig 4.4: Impact network for social economics of study area.






Fig. 4.5: Comprehensive Impact Network for Proposed Project






4.1 SCALE OF STUDY

The proposed project is a highway project and the proposal is to four laning of

Qazigund to Banihal Section from km 189.350 to km 204.700 of NH-1A including 2-

tunnels (2-lane) of 0.69 km & 8.45 km length of NH-1A on BOT (Annuity) basis in

the State of Jammu & Kashmir (Length – 15.25 km). The total length of Package V

is 15.25 km., out of which the road passes through tunnels in 9.13 km and over

bridges & viaducts in 2.201 km and balance road on ground is 3.919 km.

Impacts on different environmental attributes and proposed mitigation measures

are described in this chapter.

4.2 IMPACT ON PHYSICAL RESOURCES

4.2.1 Impact on Topography due to proposed project

The topography of the proposed activity will be impacted in following ways:

The approaches to the short tunnel, the formation between the northern

portal of the short tunnel and the southern portal of the long tunnel will

raise/ change the topography.

The alignment runs parallel to the North Bank of River Bichleri and to contain

high embankment (> 1 mt) overpass has been proposed at km 192.310 of

330m long. This will lead to change in topography permanently.

The dumping of construction waste including tunnel construction/

excavation will generate large volume of solid waste which may alter the

topography of the area.

Thus the overall impact of the project activities is not having any negative impact

rather it will help in overcoming the flood situations.






Mitigation Measures

Impact has been assessed as low and permanent as such impacts will not

affect the drainage of watersheds in the project corridor. Therefore no

mitigation measure has been suggested.

The solid waste generated due to the construction of tunnel will be partly

used in the construction of embankment in the Banihal Side and around 10-

lakhs cubic meter of manure will be disposed at identified site as per dump

management plan which will be prepared prior to disposing of waste.

4.2.2 Impact on Geology due to proposed project

Tunnel excavation will require extraction of geological resources consisting of

sedimentatries i.e. sandstones, shales, limestone and conglomerates and

metamorphic (panjal volcanics) i.e. Basalts and andesites. Such extraction/

removal are not likely to result in loss of mineral resources as no mineralized zone

is present along the axis of the tunnel.

Excavation activity from tunnels may have some impact on the fossil finds in

the sedimentaries

The blasting operations will lead to rock movement, minor fragmentations

and vibrations. Thus directly impacting the geology.

Likely impact on the geological resources will occur from the extraction of

materials (borrow of earth, stone metals, granular sub base and

aggregates for base courses and bridges).






Table 4.1: Details of Materials

Name Distance (km) Capacity Source

Md. Amin Crusher 0.400 300 m3 / day Trawl Navder River Bed

United Stone

Crusher 0.100 250 m3/day Jhelum River Bed

Jhelum River Bed

Material Quarry 0.100 ----- Jhelum River Bed

Nippora Quarry 2.00 4000000 m3 Natural Stone Quarry

Momin Abadh

Dayal 6.00 600000 m3 Natural Stone Quarry

Village Shankerpur 5.00 3150000 m3 Sandra River Bed Material

Village Qazigund 0.150 800000 m3 Jhelum River Bed Material

Mitigation measures

In case of finding of mineralized zones along the tunnel alignment during

excavation, it will be brought to the notice of the Department of Geology and

Mining of the State Government for directions from their end. Some fossil finds in

the sedimentaries excavated from the tunnel which may generate some new

information on the stratigraphy of the Pir Panjal Range will also be brought to the

notice of the said Department.

Appropriate blasting design will be adopted which will consider safety, blast

geometry, free faces, burden, spacing, initiation pattern and angled holes.

Specific techniques used for minimizing the air overpressure and vibrations will

include:






- Delayed detonator initiation systems

- Reducing whole diameters

- Splitting of explosive charge columns into discrete charges fired on

separate delayed

- Avoiding use of exposed explosives

- Adequate confinement of explosives

- Quantity and quality of shooting

The boulders will be procured from the authorized suppliers and prevalent rules

will be followed for borrowing of soil. Hence, the impact on general geology of

the region is insignificant

4.2.3 Impact on Water Environment

(A) Surface water

Bichlari River drains from the proposed project passage. A large number of

streams and nallas feature in the dendritic pattern of drainage on the Pir Panjal

slopes on which the present project is aligned. Monitoring of the Bichlari River

indicates that as per the water quality criteria for Indian National Aquatic Sources

defined by the Central Pollution Control Board; this will be classified as ‘A’ class

implying that the water is fit for drinking water without conventional treatment

but with disinfections.

Factors which will have potential impacts on surface water quality are:

Tunnel construction and operation – including seepage, wash-down water

and spillage

Portal areas, worksites and spoil placement areas

Construction of two major bridges on the Bichlari River and 3 minor bridges

on streams and distributaries.






Pre Construction Phase

Due to tree felling, soils around the water bodies and surface drainage

channels will be exposed during the pre construction stage.

Establishment of labor camps will require water in fulfilling their day to day

activities. This may have a small impact on the locally available resources.

Such impacts, however, will be low to moderate, short term and reversible.

Construction Phase

The sources of water pollution from the construction activities include the

following:

Leachates from stored bitumen and emulsion will pollute the near by

surface water source.

Oil spill from the operation of the mechanical workshop, diesel pumps,

diesel storage, transportation and transfer

From the foundation work of bridges and culverts such as piling and

excavation for open / well foundation

Operation of construction camps will require a well developed drainage

system to manage the sewage generated and avoiding its mixing with

nearby surface water.

Water flow from scarified bitumen material

Operation of emulsion sprayer and laying of hot-mix

Soil erosion during the construction phase of the road embankment and

the bridges can contribute large amounts of sediments and silt to run-off

waters and this can affect surface water quality adversely.

Heavy metals, oils, and other toxic substances and debris from

construction traffic and spillage can be absorbed by soil at construction

site and carried with run-of water to the water courses, which can thus

lead to increase in turbidity and alkalinity & impact aquatic flora and

fauna adversely.






Operation Phase

There are chances of water quality degradation due to construction activities. It

is envisaged that there is possibility of positive impacts, during operation phase,

due to the proposed widening/strengthening of existing road. The extent of

vehicles going on to the berms causing dust would be reduced and the

drainage system along the raised embankments will be improved. This will reduce

adverse effects of soil erosion.

(B) Ground Water

Impacts on ground water due to other activities

One aquifer is coming within ROW at Asar village which is used by local villagers

for drinking purposes. Apart from that no ground water resource is being

impacted.

Impacts on ground water due to tunneling

Ground water conditions are indicative that the jointed and sheared rock

masses, and jointed lime-stones and quartzites will lead to water seepage in the

tunnel. During tunneling in situations where the water table is higher than the

project road level water may drip from the roof and also enter from the sidewalls

of the tunnel. The discharge volume of such water will primarily depend upon the

head of such ground water. Ingress of ground water under conditions of high

head of more than 100m is expected in some stretches. Ground water inflow

under variable hydraulic head is anticipated in profusely jointed rock formations,

sheared/fault zones at the contacts of different rock formations particularly in

sequence of sedimentary rocks especially in the northern part of the tunnel.

Investigations carried out for the existing tunnel renovations indicated that the

seepage along the tunnel varied from wetting/dripping seepage to heavy

seepage depending on the degree of fracturation of rocks. The cumulative






seepage rates recorded during the excavation of this tunnel ranged between 75

l/s and 115l/s.

Therefore, it is clear that the likely impacts of ground water during tunneling in

different stretches of the alignment may be of varying degrees, duration and this

will call for specific management measure both during the construction and the

operation phase.

Mitigation Measures

Mitigation measures to control degradation of surface water quality will include

both for the stretches of road over ground as well as the stretches covered by

the long and the short tunnel. Surface water in the form of run-off in areas of

construction over ground will be collected through pucca longitudinal drains

and safely led to the existing water courses through the appropriately designed

cross- drainage structures.

Mitigation measures to avoid degradation of the water quality will include:

Development of a comprehensive erosion and sediment control plan prior

to earth-moving activities

Application of erosion and sediment control practices to prevent

excessive onsite damage

Apply perimeter control practices to protect the disturbed areas from

onsite run-off and to prevent sediment damage to areas below the

construction site

Keeping run-off velocities low and trying to retain much of the run-off on

the site

Stabilization of the disturbed areas as soon as the final grade has been

attained.

The adoption of the best management practices as detailed below will meet the






desired objective of silt and sediment control:

Grassed swales: These are shallow channeled grass depressions through which

run-off is conveyed

Sodding: Establishment of grass blankets on soil embankments to provide quick

vegetative cover to lessen rill and sheet erosion

Terracing: breaking long slopes into a number of flat surfaces to help

establishment of vegetation

Infiltration trenches: Shallow excavated trenches backfilled with stones to create

underground reservoirs with diverted run-off

Detention ponds or basins: Temporary storage of run-off from a site and

controlled release to minimize downstream flooding

Silt Fences: Vertical fences of filter fabric stretched across supports to retain

sediment on the construction site and protect streams from sediment-laden run-

off.

The adoption of these measures will be strengthened and supported by:

Use of oil/ water separators to extract floating oils.

Proper storage of contaminated liquids and disposal after treatment to

bring such liquids within prescribed permissible limits.

Restricting construction activities near water courses as far practicable

during the dry season.

On site fueling area of vehicles and equipments will be selected away

from water bodies and should be protected by a berm to prevent run-

off from leaving the area.

A construction material handling protocol (e.g. storage away from

water sources and provision of retention areas to contain accidental

spills of such toxic, hazardous and harmful construction materials like

asphalt, oil and petroleum products) will be prepared and applied.






Mitigation measures for the tunnel part will include:

Installation of a water proofing system between the initial ground

support system and the final concrete lining. This will consist of a PVC

membrane with protection layers made from geo-textile material

Collection of roadway water in a dedicated drainage system to

separate it out from the clean water drainage system. As the tunnel will

be open for vehicular traffic carrying dangerous goods, the drainage

system will consist of a slotted gutter. This will be connected to the

principal longitudinal drains by gully pits containing a siphon system.

Water collection basins will be put at each end of the portals where

drainage water will be collected.

4.2.4 Impact on Land Environment

Impact on Land Environment

Loss of Productive Soil

Soil Erosion

Compaction of soil

Contamination of soil






Pre Construction Phase

The stretch of the road over ground will require acquisition of agricultural land.

The new 4-lane will require acquisition of 53.23 ha of land. This will impact

production but the impact will be low, insignificant & restricted to areas of the

project corridor of the specific stretches and irreversible. Setting of worker camps

construction camps, offices, Plants, Stockyards located on productive

agricultural soils will impact the soil productivity. Setting of site offices and worker

camps will also accelerate the movement of heavy vehicles on those sites which

may gradually lead to soil compaction and physical disruption.

Construction phase

Loosening of the top soil will take place after removal of vegetation which

will be more prone to erosion.

As a part of project proceedings huge amount of solid waste will be

generated in the form tunnel excavations, muck etc. Disposal of these

excavated materials without any proper management may pose a

problem to environment.

Near the approaches to the bridges the embankments will be higher by 1

m above ground level. During construction if proper drainage is not

maintained then soil erosion process may be set in.

Movement of construction machinery, vehicles during construction

especially haul roads will lead to physical disruption of soil.

Sub soil contamination may also be attributed to:

- Leachates from stripped bitumen waste will directly penetrate the soil

profile thus polluting it.

- Maintenance of the machinery and operation of the diesel generator

sets on site

- Oil Spill from the operation of the mechanical work shops, diesel pumps

and diesel storage, during transportation and transfer, parking places,

and diesel generator sets






- Operation of the emulsion sprayer and laying of hot mix

- Operation of the residential facilities for the labour and staff

- Storage and stock yards of bitumen and emulsion

- Excess production of hot mix and rejected materials

Operation Stage

The likelihood of soil erosion during operation phase in the regions of high

embankments is anticipated due to heavy vehicular movement.

During this stage there is a possibility of soil contamination by spills from

accidents or leakage from vehicles carrying hazardous chemicals. The

probability of incidents is low and such impacts will depend to a great

extent on how such situations are handled on ground.

Mitigation Measure

During design phase the alignment has been chosen such that acquisition

of agriculture land is minimum.

Construction camps, offices, plants, stockyards, traffic detour’s will not be

located on fertile land unless and otherwise unavoidable. If these are to be

located on fertile land topsoil should be stripped, stored and such areas will

be restored after completion of work.

Best work period will be chosen in order to limit erosion i.e. rainy season will

be avoided.

District authorities have been approached for identification and handing

over of dump disposal sites.

The solid waste generated from the worker camps would be dumped in

locally identified site. The liquid discharge from the workers camp will be

disposed to the existing drainage system in order to prevent soil pollution.

Solid waste dumps will be re-vegetated through use of stock piled top soil

obtained from areas of construction of embankments.






Local quarries and borrow areas can be landscaped and developed for a

variety of recreational and economic uses

Engineering structures like toe-walls will be constructed to prevent debris

flow from dumping as well as storage sites.

Slope embankments will be provided with the grass turf and run off from the

roads will be safely disposed of to the existing drainage system to prevent

any possibility of soil erosion.

Movement of construction machinery will be restricted to designated paths

which will not pass through agriculture fields in order to avoid compaction

and physical disruption of agricultural soil.

Maintenance work of the construction machinery will be done on pre-

designed cemented platforms which will be further provided with oil drains/

oil segregators.

The vegetal cover that will come up gradually with time through

compensatory afforestation will also hold the soil firmly through their root

system and also by cutting down on quantum of precipitation reaching the

ground through canopy interceptions and evaporation through canopy

foliage.

The excavations from tunnel sites can be specifically used in following way:

Soft sedimentaries from excavations may be used in road

embankments if necessary after proper treatment.

Similarly volcanic obtained from tunnel excavation can be used in

production of aggregates for road making.

Hard sedimentary rock formations, volcanics and quartzites can be

used in construction of breast and retaining walls as well as gabion

walls. Reuse of excavated material after testing their suitability will

minimize requirement surface areas for dumping.






4.2.5 Air Environment

Ambient Air Quality in the area may deteriorate due to following activities in

different phases as discussed below.

Pre Construction Stage

Clearing of site & excavation works required for the establishment of project

offices and portal offices involving typical construction methods through

excavators, graders, cranes etc. may result in loosening of soil particles. This may

result in rise of SPM and RSPM levels in ambient air, which will be localized, short

term and reversible.

Construction Stage

During construction stage air quality is to be impacted of dust generation and

construction vehicle emissions. The potential for air quality impacts from

construction activities will arise from:

Raising of dust from open construction areas by wind, vehicle movements

and other activities

Demolition of built up structures along the road will lead to temporary

increase in SPM & RSPM

Spill of construction material during transportation, loading, unloading &

materials transfer operations of construction material.

Haulage roads used for transportation of material and for disposal of debris

generated due to various construction activities.

Gaseous emissions from installed asphalt hot mix plants can pose a problem

to environment due to dust produced. Dust is not only a threat to lungs and

eyes, but may contribute to poor visibility, especially when trucks, front-end

loaders, or other equipment are working around the stockpiles.

Fugitive emissions from construction machinery / vehicles involved in

construction.

Vehicles working at the surface construction site, including earth/ debris






moving equipment, concrete trucks, material delivery trucks, truck-mounted

cranes etc.

i. Stationary plant emissions like mobile generators, dewatering pumps,

concrete pumps etc.

ii. Vehicles and equipment within the underground excavation area or

within the enclosed work shed including the front-end loaders, trucks,

mobile generators and the like.

iii. Stone crushers may contribute in deterioration of air quality due to

generation of dust.

Operation

Emissions from vehicles running on road and discharge from tunnels to the open

environment may deteriorate the ambient air quality in the immediate corridor of

impact. The ambient air quality of the area, as a whole will improve, as the

vehicles will not climb up and down the hills resulting in fewer emissions and with

the construction of new alignment at a uniform elevation of 1800m distance will

be reduced. The overall impact will be positive.

Mitigation Measures:

The contractor will be responsible for putting in place a comprehensive dust and

odor management strategy and typical components of such a strategy will

include:

Demolition activities will be performed using appropriate dust controls

such as consideration of meteorological conditions, use of water sprays

and ensuring proper covering of materials transported from the one site

and to other site.






Trucks transporting excavated material will be washed down and covered

with Tarpaulin prior to exit from the worksites to prevent windblown dust

during transport.

The place where muck generated due to the construction will be

collected shall be kept covered from all the sides and upto sufficient

height, So that soil/ rock particles are not carried by wind.

Water will be sprinkled regularly twice a day on haulage roads.

Provision of water sprays on unsealed trafficked areas in the worksites and

newly established stockpiles at the dumpsites.

All vehicles / construction machineries involved in the construction will

adhere to the Emission norms as specified by the State Pollution Control

Board.

Asphalt hot mix plants will be sited around 1 km away from the congested

locations & human settlements.

Management measures of diesel exhaust emission will include:

Avoiding queuing of the construction traffic vehicle fleet on the roads

adjacent to the sites to minimize the exhaust emissions generated during

construction work

Wherever possible exhaust emissions from mobile and stationary plant will

be directed away from the ground

Vehicles, plant and machinery will be fitted with appropriate emission

control equipment and maintained adequately to meet manufacturer’s

specification.

Specific Mitigation Measures

Mitigation measures identified during tunneling to reduce air pollution:

Excavation at the tunnel portals will be performed within the enclosed

work sheds constructed prior to the commencement of works






Tunnel ventilation air during construction will be treated by passing

through particulate filter prior to the exit from work sheds to meet the

required standards.

Mitigation measures identified in operational phase to maintain and monitor air

quality includes:

Installation of CO and NO censors at both the ends of tunnels connected

to the tunnel SCADA system supported by uninterrupted power supply for

monitoring of CO and NO.

Longitudinal Ventilation System in Short tunnel and Longitudinal and

Transverse Ventilation system which will be placed in long tunnels to

maintain the desired levels of ambient air quality in the tunnels.

Monitoring of ambient air quality at the ventilation outlets and airflows will

be manipulated accordingly to conform to the air discharge norms.

Monitoring of traffic flows and management in tunnel to maintain ambient

air quality in the tunnel.

4.2.6 Noise Environment

The project involves construction of new stretches on the surface. There are some

small settlements along these stretches. Noise sensitive receivers are generally

absent along this corridor of impact. The sites of Portals both North and South of

both the short and the long tunnel are located away from the settlements.

Machinery such as excavators, bulldozers, stabilizers, drills, stone crushers,

graders, vibratory rollers, concrete-mixing plants, and screening plants will

generate noise during proposed activity in the project corridor.

Pre construction

During pre-construction phase noise levels may increase due to pre- construction

activities like establishment of worker’s camp, movement of construction

materials, movement of machineries and equipments for construction. This

change of noise level will have a short term impact.






Construction phase

Impacts on different receptors will also vary considerably during the construction

stage and these impacts will be localized and limited to stretches where

construction work will be under progress, near equipment / vehicle yard, plant

sites.

During construction operation of machineries and equipment including stone

crushing, asphalt production and batching plants and diesel generators used

in construction will add some significant changes into the noise level

The duration and time of the day when vibration occurs affects human

perception of vibration. The vibration resulting from blasting generally lasts for

a few seconds. Such vibrations at night may cause sleep disturbance to

population of habitations within 1 km of the site of such blasting. Rock cover

along the tunnel alignment varies between 30m to 1075m. Therefore, it is

anticipated that regenerated noise levels from road heading will not likely to

result in sleep disturbance of the people in settlements along the alignment of

the tunnel.

Anticipated vibration levels generated by road heading are likely to be low

enough to cause any disturbance to structures in settlements along the

project corridor.

Operation Stage

During operation stage noise levels will considerable come down due to smooth

riding pavement, improvement in junctions etc. Thus impacts will be low, local

short term and reversible.






Mitigation measures for such stretches will include:

Enforcement of noise standards for all site vehicles, equipments, and

construction machinery

Maintenance of such construction machinery and equipments regularly

with particular attention to silencers and mufflers to keep construction

noise levels to minimum

Construction camps will be located at about 1000m away from

habitations

Provision of personal protective equipments like ear plugs to the work

force working in noisy environment to protect them from high noise levels

for a prolonged period.

Installation of noise screens ,if required

“No horn” sign boards will be put near all sensitive places like schools,

hospitals, etc.

Diverting traffic in sensitive areas, providing signboards will help reduce in

noise. Proper design and maintenance of vehicles will also help in

reduction of noise levels

Noise levels are likely to be high during tunnel excavation at the portals.

Such high and unreasonable noise levels are proposed to be mitigated

through adoption of the following measures:

Construction of an acoustic enclosure over the Portals

Design of continuous ventilation to ensure that mechanical plants only

operate at night within the enclosure to meet nighttime desirable noise

levels.

Monitoring of noise levels from variable noise sources such as rock drills to

ensure that those activities are only carried out during hours of the night

when noise levels are low enough to meet reasonable night time noise

limits.






4.2.7 Impact on Ecological Resources

Pre Construction Stage

Some trees and ground vegetation will be impacted during establishment of

construction workers camps, stockyards for material storage and construction

machinery and equipment camps. Such impacts will be temporary and

reversible.

Construction Stage

The project road has two tunnels namely the Lambar Tunnel (680m) & a long

tunnel spanning a length of 8.420km.The project road has also some stretches

running over ground. The stretch of the road passing over ground before the

short tunnel, between the short and the long tunnel and the stretch beyond the

northern Portal of the long tunnel has roadside vegetation.

Inventory of the road vegetation in over ground stretches of the project

road indicate that approximately 2269 trees will be impacted by the

project road. Tress impacted belong to species like Poplar(Populus spp.),

Willows (Salix spp.), Walnut (Juglans regia), Chir (Pinus roxburghii), Bran (

Ulmus villosa), Mulberry (Morus alba), Apple (Mallus pumila), etc. Bulk of

the trees belong to low girth classes of 30-60cm and 61-90cm.

Some trees in the areas of the tunnel adjoining the portals may be

impacted by vibrations during tunneling operation.

The project has a Chukor Reserve within its indirect area of influence. This is

a conservation area targeted towards conservation of avian fauna.

Vibration from drilling and blasting may scare away same birds.

Due to Construction activities in these stretches no fragmentation of any

wildlife habitat or shrinkage of such habitat is anticipated.

Impacts like injuries /casualties of wild animals through collision with

speeding traffic will be a remote possibility.

The possibility of poaching of Chukor and other wild animals and forest

resource exploitation by the workers in the close proximity is anticipated






Portals of both the tunnels are located in forest areas and these are at

high altitudes. Probability of straying of some wild animals into the

construction site of the portal cannot be ruled out and such animals may

be injured or killed by construction impacts.

Both the tunnels have more than 50m cover of rock for most part of the tunnel. As

such the vegetation and the wildlife on ground will not be impacted by the

tunneling operations.

Operation Stage

There will be only beneficial impact during this stage. With the removal of

causative factors the ground vegetation will reappear in areas not sealed off

during the up-gradation process, as most of these species are colonizers.

Compensatory afforestation will be raised along the stretch of the road and this

will cover a much larger area.

Mitigation Measures

Roadside vegetation which will be impacted because of removal of tree

vegetation coming within the proposed ROW for the stretches overground will be

mitigated through

Compensatory plantation of twice the number of trees removed

Such compensatory afforestation/plantation will be done in consultation

with the officials of the Department of Forests. Species composition of

compensatory plantation will be decided in consultation with the local

communities so as to make usufructs available to the communities that will

be lost during the process of execution of the project.

Compensatory afforestation for the small patch of forests to be impacted

at the northern portal of the long tunnel

The contractor and workers will be well informed about the issues related

to poaching and forest resource exploitation and the same will be






restrained by doing that.

Chukors are active during the early of morning and late hours of

afternoon. These periods will generally be avoided for hard drilling and

blasting operations.

Awareness camps will be organized to sensitise the workforce against

hunting of game-birds or animals. This will be organized in consultation with

wildlife officials roping in the services of local NGOs.

Chukors tend to migrate to lower altitudes during winter when they

become more vulnerable to poachers. To intensify protection during

winter months, the wildlife organization will be assisted through additional

input of manpower during the construction stage.

During the season of migration of birds, construction will be restricted in

the stretches where the tunnel runs deep down the Pir Panjal Range.

The impacts of noise and blasting will be low, medium and small because

most of tunnels runs deep underground for most of the stretches.

No construction camp will be place near forest area.

4.2.8 Impact on Social & Cultural Resources

The proposed activity in general have beneficial impact on socio- economic

front both locally and regionally through improved connectivity of the project

area with adjoining areas. But there will be also some adverse impacts resulting

from:

1. Acquisition of land, structures & Resettlement of People: 13 private

residential and commercial structures will be affected.

2. Relocation of community structures: Two villages, one school &

government properties

3. Influx of Construction Workers

4. Economic Impacts






The impact of the road improvement on the socio-economic environment will be

significantly beneficial, as it is likely to stimulate the economic growth of the area.

Reduced transportation costs and availability of high-class transportation facilities

for raw materials and products will be the most important advantage of the

improved road. More over it very basic necessary to provide safe transport

facility to local people and this will be significantly influence people and goods

movement between Jammu and Srinagar.

Mitigation Measures:

One hospital that will be impacted by the project will be relocated at a suitable

site in consultation with the local communities and the new site of the mosque

will be enhanced through drawal of a suitable plat in consultation with such

communities. As far as other government structures are, the same will be

relocated in consultation with the line departments concerned. Compensation

packages for private structures have built into Resettlement Action Plan. The

resettlement action plan provides for

Resettlement and Rehabilitation of the project affected people

Process of land acquisition along with the compensation package

Relocation of community structures

Mechanism for keeping the proponent organization accountable for proper

implementation of RAP

Mitigation measures considered for this loss are:

Provision of alternate space for local activities earlier taking place within

ROW. Continued operation of roadside stalls, customer parking, pickup

areas for public transport services by covered drains.

Service area provision adjacent to the new routes and encouraging local

community to make use of new opportunities

Provision of enhancements for various amenities and religious structures

along the alignment






The labors will be restrained from using the local resources that are held in

common by indigenous people.

Private land acquired will be compensated properly as per State Govt.

laws.

4.2.9 Impact on Public Health & Occupational Safety

Construction Stage

Communities inhabiting the area of impact corridor will obviously bear the brunt

of discomforts arising out of increasing pollution load during the construction

stage. Similarly the labors involved in the project activity may also pass through

environmental health and sanitation issues. Also both groups will be having

concern for safety measures.

The impacts on whole can be classified as:

Migration of workers and establishments of construction camps which may

lead to problems of sanitation. This might also lead to transmission of

communicable diseases.

Uncontrolled digging of borrow areas will result in water accumulation and

thus breeding of vector diseases.

Psychological impacts on project affected people.

Discomforts arising out of air and noise pollution especially due to blasting

activities.






Mitigation Measures

During construction regular training will be given to construction worker in

respect of safety measures as well as environmental protection measures.

Provisions of heath care facilities at construction camps will be made

available and training will be imparted to reduce transmission of diseases

i.e. HIV/AIDS.

Supply of potable water to the workers camp will be ensured.

There will be proper collection and disposal of solid / liquid waste

generated from the camp as per the existing laws.

Avoid water accumulation points, casual water from empty containers,

old tiers etc. which act as mosquito breeding areas i.e. provide good

drainage of site.

Construction workers will be fully trained and will be provided adequate

safety measures viz. helmets, gumboots, earplugs, and gloves.

Prior notification of blasting will be given in the COI .During blasting signals

will be provided in the form of notices, sign boards and announcements &

after blasting monitoring will be done to identify any undue impact on the

immediate COI.

4.2.10 Impact on Road Safety

Construction phase

During construction phase the proposed activity will have a negative impact on

people living in immediate vicinity.

Due to construction activities normal traffic will be intercepted and the

flow of traffic will break which can lead to some accidents in the project

area.

There has be an increased risk of accidents in the project road due to

presence of sharp curves at some locations






Operation Phase

The operation stage will obviously envisage both negative and positive impacts.

Positive impacts will arise from increase width of pavement on road way,

more effective cross and lateral drainage and increasing safety measures

at areas of urbanization.

The negative impact will ensue from larger traffic volumes exposing

commuters and users of the road to hazards of accidents.

Tunnels can be a main site of accident due to darkness inside the same

and reduced visibility especially during extreme climatic conditions.

Mitigation Measures

Special attention will be given while organizing construction work particularly in

and around minor and major settlements along the project road.

Proper traffic management plan during construction phase will be

adopted to ensure the safety of the local residents and workers.

Improved crossing and alternatives access routes by use of signage,

junctions, & alternate arrangement for local traffic circulation has been

provided.

Installation of proper road safety system through signage, barricades,

crash barriers, edge posts / parapets will add to be safety of the vehicular

traffic on the stretch of the road.

Sharp turns and curves of the roads have been realigned to improve

public safety in operational stage.

Proper lighting/ illumination will be provided in tunnels in order to avoid

accidents during night as well as adverse climatologically conditions






4.2.11 Safety Features in Tunnel Construction and Operation

For both the road tunnels, structural and technical safety installations will comply

with national and international recommendations, regulations or standards.

These safety installations will be effective only when they are well operated with

combination of an efficient emergency service. Appropriate behavior of the

tunnel users in emergency situations may also contribute significantly to tunnel

safety during operation. Tunnel Safety Measures is given in Table 4.2 as below.

To achieve optimal level of safety in tunnels, the primary objective has been kept

at prevention and the secondary objective will be reduction of consequences.

To deal with situations as accidents and fires, the objective has been to create

ideal conditions for:

People involved in accidents to rescue themselves

Immediate intervention of road users to prevent greater consequences.

This stems from the experience that tunnel fires can be extinguished

immediately after it breaks out but after a few minutes , there are chances

of development of full blaze involving loss of life and damage to tunnel

Ensure appropriate and timely response by emergency services.

Protecting the environment

Limiting material damage


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal section of NH-1A from km 189.350 to km 204.700 in State

of J & K



Table 4.2: Tunnel Safety Measures

SL Subject Short Tunnel Long Tunnel

1 Traffic

Manage

ment

Design Speed – 70 km/hr

Minimum Spacing- 100 m between two vehicles

Additional parking areas at various locations of the

Highway to control flow of traffic

Overtaking forbidden

Turning and reversing regulated

Use of headlights during travel

No stopping within tunnel will be allowed except

under emergency and in such a case the engine of

the vehicle has to be switched off immediately

Design Speed – 70 km/ hr

Minimum Spacing- 100 m between two vehicles

Additional parking areas at various locations of the

Highway to control flow of traffic

Overtaking forbidden

Turning and reversing regulated. Short transverse galleries

provided to allow emergency vehicles to take U-turn in

the tunnel

Use of headlights during travel

No stopping within tunnel will be allowed except under

emergency and in such a case the engine of the vehicle

has to be switched off immediately

2 Ground

support

Use of regularly spaced dowels and a shortcrete

lining for higher quality rocks

Installation of steel arches for poor quality ground

conditions

Use of regularly spaced dowels and shortcrete lining for

higher quality rocks

More complicated systems like installation of steel arches,

construction of an inverted arch, and the use of


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal Section of NH-1A

from km 189.350 to km 204.700 in State of J & K


Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4. 35.


Provision of final tunnel lining with un-reinforced cast

in- situ concrete to assure long term stability of the

tunnel

forepolling and grouting for poor quality ground

conditions

Use of finite element method to validate the ground

support system under very difficult and complicated

ground conditions

Provision of final tunnel lining with un-reinforced cast in

situ concrete

Reinforced concrete lining for bad ground conditions

with large in situ stresses

3 Ground

water

and

Roadway

water

Provision of water proofing system consisting of a

PVC membrane with protection layers made from

geo-textile material between the initial ground

support system and the final concrete lining

Collection of roadway water in a dedicated

drainage system through provision of 2.5% roadway

cross-fall to the western side of the tunnel.

The drainage system to consist of slotted gutter

Provision of water proofing system consisting of a PVC

membrane with protection layers made from geo-textile

material between the initial ground support system and

the final concrete lining

Collection of roadway water in a dedicated drainage

system through provision of 2.5% roadway cross-fall to the

western side of the tunnel.

The drainage system to consist of slotted gutter







connected the principal longitudinal drains by gully

pits containing siphoning arrangement

connected the principal longitudinal drains by gully pits

containing siphoning arrangement

4 Natural

risks

Tunnels being located in seismic zone V having a record of

a few major earthquakes in last 50 years, the substructures

of the tunnel like roadway slab, ventilation ducts etc , the

fixation of equipment, external structures and buildings are

designed in accordance with Indian design standards to

resist earthquake generated forces.

Tunnels being located in seismic zone V having a record of a

few major earthquakes in last 50 years, the substructures of the

tunnel like roadway slab, ventilation ducts etc , the fixation of

equipment, external structures and buildings are designed in

accordance with Indian design standards to resist earthquake

generated forces

5 Fire Installation of a mechanical ventilation system

(longitudinal) for control of heat and smoke.

Provision of evacuation routes, safety recesses to

house fire extinguishers;

Provision of fire recesses to house fire fighting

equipment of the fire brigade- such equipments will

include fire hydrants and fire hoses

Provision of a fire fighting network consisting of main

water pipe connected to the main water tank

Installation of a mechanical ventilation system ( semi-

transverse ) for control of heat and smoke. The smoke

control strategy will be based on allowing stratification of

fumes to develop.

Provision of evacuation routes, safety recesses to house

fire extinguishers;

Provision of fire recesses to house fire fighting equipment

of the fire brigade- such equipments will include fire

hydrants and fire hoses







located at the northern portal of the tunnel -the tank

capacity will be 160 cum. The steel pipe of the

network will be embedded sufficiently below the

ground level to prevent freezing during winter

months.

Installation of pumps required to maintain the fire

mains at the required pressure

Installation of emergency call network , supported

by radio-communication system dedicated to the

tunnel emergency intervention teams, traffic

management system and the tunnel closing

equipment

In case of fire detection in the tunnel, the SCADA

system will analyse the ventilation requirements

according to the fire position. The activation or

isolation of the required ventilation equipments

(exhaust fans, fresh air fans, jet fans and exhaust

Provision of a fire fighting network consisting of main

water pipe connected to the main water tank. It is

possible to provide for tanks of 500 cu m capacity at

each tunnel portal. The steel pipe of the network will be

embedded sufficiently below the ground level to prevent

freezing during winter months.

Installation of pumps required to maintain the fire mains

at the required pressure

Installation of emergency call network, supported by

radio-communication system dedicated to the tunnel

emergency intervention teams, traffic management

system and the tunnel closing equipment In case of fire

detection in the tunnel, the SCADA system will analyse

the ventilation requirements according to the fire

position. The activation or isolation of the required

ventilation equipments ( exhaust fans, fresh air fans, jet

fans and exhaust dampers will be fully automatic







dampers will be fully automatic.

Permanent fire brigades dedicate to tunnel safety

interventions will be positioned at each tunnel portal

during the period of tunnel operation.

6 Lighting i. The tunnel lighting system will be designed according to

the following parameters:

The average luminance level (L) candela per sq m.

The average illumination (E) in Lux

The transversal uniformity level of luminance (UO) at

the level of pathway and roadway

The longitudinal uniformity level of luminance(UL) at

the level of tunnel pathway and roadway

The level of uniformity on th tunnel walls upto 2

metres high and

The depreciation factor.

ii. The tunnel lighting system will be controlled by SCADA

system according to light sensors disposed outside the

tunnel located approximately 90 m away from the tunnel

i. The tunnel lighting system will be designed according to the

following parameters:

The average luminance level (L) candela per sq m.

The average illumination (E) in Lux

The transversal uniformity level of luminance (UO) at the

level of pathway and roadway

The longitudinal uniformity level of luminance(UL) at the

level of tunnel pathway and roadway

The level of uniformity on tunnel walls upto 2 metres high

and

The depreciation factor.

ii. The tunnel lighting system will be controlled by SCADA system

according to light sensors disposed outside the tunnel located

approximately 90 m away from the tunnel portals. This will be







portals. This will be in addition to the manual control

system

in addition to the manual control system

7 Power

supply

The power supply system of the long tunnel will also meet

the requirement of the short tunnel. Important features of

such system have been detailed under the long tunnel.

i. The power supply installation will consist of networks base on

the voltage level as described below:

11 kV medium voltage distribution network for the power

supply of Electrical Sub-stations of both the long and

short tunnels as well as the Tunnel Control centre.

700V low voltage power supply network for the

ventilation fans located in the ventilation plants

400/230 normal voltage power supply network

400/230V safety low voltage power supply network issued

to the Unterrupted Power Supply

ii. Since the tunnel is equipped with smoke extraction ventilation

equipment and fire fighting pressurization plants an alternative

emergency power supply system will be involved. This

emergency power supply system will meet the requirements of

power of all vital equipments such as:







Smoke extraction ventilation equipments

Jet fans inside the tunnel

Ventilation of evacuation routes

Fire fighting pressurization plants

Uninterruptible power supply equipment

8 Special

safety

features

Safe tunnel operation will be ensured with installation of

some modern systems like:

Global CCTV network: video cameras will be

installed all along the tunnel roadway and in the

transit rooms of the emergency exits. All video

pictures from the video cameras will be transmitted

in real time to the Tunnel control centre and

continuously recorded on HDD digital recording

system.

Automatic incident detection system: Such a system

will continuously analyse video pictures obtained

from the tunnel video cameras and transmit in real

Safe tunnel operation will be ensured with installation of some

modern systems like:

Global CCTV network: video cameras will be installed all

along the tunnel roadway and in the transit rooms of the

emergency exits. All video pictures from the video

cameras will be transmitted in real time to the Tunnel

control centre and continuously recorded on HDD digital

recording system.

Automatic incident detection system: Such a system will

continuously analyse video pictures obtained from the

tunnel video cameras and transmit in real time to the

control centres alarms concerning unusual events







time to the control centres alarms concerning

unusual events occurring in the tunnel. After an

alarm is generated by the system, the system will be

able to isolate the corresponding event on the HDD

digital recording system for analysis.

Tunnel SCADA system: This system will conform to the

best standards and codes of practice. Such a system

will provide the traffic operators a large number of

tools, both in practical and functional terms to

operate the tunnel installations, to obtain information

and to avoid taking wrong decisions. All equipments

will be manually controlled form the tunnel control

centre via the SCADA system.

occurring in the tunnel. After an alarm is generated by

the system, the system will be able to isolate the

corresponding event on the HDD digital recording system

for analysis.

Tunnel SCADA system: This system will conform to the

best standards and codes of practice. Such a system will

provide the traffic operators a large number of tools,

both in practical and functional terms to operate the

tunnel installations, to obtain information and to avoid

taking wrong decisions. All equipments will be manually

controlled form the tunnel control centre via the SCADA

system.

CHAPTER V

ENVIRONMENTAL MANAGEMENT PLAN

5.0 INTRODUCTION

The Environmental Management Plan (EMP) consists of mitigation measures,

monitoring programme and institutional arrangements to be taken during the

design, construction phases and operation phase of the project to eliminate

adverse environmental impacts, to offset them and to reduce them to

acceptable levels. The plan also includes the actions needed for the

implementation of these measures.

The major components of the Environmental Management Plan are:

Mitigation of potentially adverse impacts

Monitoring during project implementation and operation

Implementation Schedule and Environmental Budget

Integration of EMP with project planning, design, construction and

operation.

5.1 OBJECTIVES OF THE EMP

The main objective of the Environmental Management Plan (EMP) is to ensure

that the various adverse impacts associated with the project are properly

mitigated. The objective of the EMP at various stages of the project planning

and implementation are as follows:

Design Stage

To have minimum impact on roadside trees, forest and ground cover,

To keep land acquisition minimum,

To provide maximum safety to the highway users and as well as

segregation of local and slow moving traffic in the congested areas,

by preparing road designs to meet these needs,

Minimal widening to avoid breaking of fresh forest land,





Green Circle, Inc. Chapter V : Environmental Management Plan 5.2

To develop a design that incorporates environmental safeguards, and

To define a mitigation measure that effectively reduces all expected

environmental degradation to an acceptable level.

Construction Phase

To prevent and reduce the negative environmental impacts of the

project by implementation of techno-economically feasible mitigation

measures, and

To ensure that the provisions of the EMP are strictly followed and

implemented.

Operation Phase

To prevent deterioration of environmental components viz. air, water,

soil, noise etc.,

To improve the safety of the highway users and road side

communities.

5.2 MEETING THE EMP OBJECTIVE

The following commitments are important for effective implementation of EMP

and have been adopted to address the various objectives of EMP:

a) Commitment to address environmental health, safety and social impacts

To improve environmental conditions, including areas such as environmental

health, safety and social impacts, measures have been included as part of

the EMP

b) Commitment for constant dialogue with public and interested stakeholders

The community consultation process was carried out right from the inception

stage of the project. Continuous dialogue with local inhabitants and

stakeholders including pubic agencies have been established on various

environmental issues to obtain their feedback, Consultation would continue

throughout the implementation stage of the project.






c) Commitment to meet legal requirements

The legal clearances and permits those are necessary or mandatory for the

commencement of the project will be met. The conditions stipulated by the

various statutory authorities such as the State Pollution Control Boards, State

Forest Departments, Ministry of Environment & Forest (MoEF), etc. will be

complied with.

5.3 ENVIRONMENTAL MANAGEMENT PLAN MATRIX (EMPM)

The Environmental Management Plan is meant for mitigation/management

/avoidance of the negative impacts and the enhancement of the various

environmental components along the project road. For each mitigation

measure to be taken its location, timeframe, implementation and

overseeing/supervising responsibilities are listed in the EMP matrix. The measure

adopted and /or to be adopted during the different stages of the project have

been detailed in Table 5.1.


EIA Report for Rehabilitation, Strengthening and 4 Laning of Qazigund to Banihal Section of NH-1A from km 189.350 to km 204.700

in State of J & K



Responsibility Sl. No.

Environmental

Issue Management Measures

Planning & Execution Supervision/Monitoring

PRE-CONSTRUCTION STAGE

Pre-construction activities by Project Implementation Unit

P.1 Land Acquisition

The acquisition of land and private properties will be carried out

in accordance with the RAP and entitlement framework for the

project PIU has to ascertain that any additional environmental

impacts resulting from acquisition of land shall be addressed

and integrated into the EMP and other relevant documents.

PIU, Revenue Dept.,

NGOs, Collaborating

Agencies

PIU

P.2 Preservation of

Trees

The project road involves removal of trees for construction of

approaches to tunnel

Tree cutting is to proceed only after all the legal requirements

including obtaining of In-principle and Formal Clearances from

the Forest Dept./MoEF are completed and subsequently a

written order is issued to the Contractor.

Particular species declared as ‘protected’ by the State’s Forest

Dept. in the private land will be felled only after due clearance

from the Forest Dept. is obtained.

PIU, Forest

Department,

Contractor

Supervision Consultants

and PIU


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal section of NH-1A from km 189.350 to km 204.700

in State of J & K




Environmental



In the event of design changes, additional assessments

including the possibility to save trees shall be made.

Stacking, transport and storage of the wood will be done as per

the relevant norms.

Systematic corridor level documentation for the trees cut and

those saved will be maintained by the PIU.

P.3

Relocation of

Common

Property

Resources

Common properties resources impacted will be relocated in

consultation with the communities.

PIU, Concerned

Agencies, Contractor PIU

P.4

Relocation of

affected Cultural

and Religious

Properties

Cultural and Religious Property impacted will be relocated in

consultation with the management of these properties and

local communities.

PIU, NGOs,

Contractor PIU

Pre-construction activities by the Contractor/Environmental Expert of Supervision Consultants (SC)

P.5 Field Verification and Modification of the Contract Documents

P.5.1 Joint Field The Environmental Expert of SC and the Contractor will carry Contractor/ PIU



in State of J & K




Environmental



Verification out joint field verification to ascertain the possibility to saving

trees, environmental and community resources.

The verification exercise should assess the need for additional

protection measures or changes in design/scale/nature of

protection measures including the efficacy of enhancement

measures suggested in the EMP. Proper documentation and

justifications/reasons shall be maintained in all such cases

where deviation from the original EMP is proposed.

Environmental Expert

of SC

P.5.2

Assessment of

Impacts due to

Changes/Revision

s/Additions in the

Project Work

The Environmental Expert of SC will assess impacts and

revise/modify the EMP and other required sections of the

project document/s in the event of changes/revisions

(including addition or deletion) in the project’s scope of work.

Contractor/


of SC

PIU

P.5.3

Crushers, hot-mix

plants and

Batching Plants

Location

Hot mix plants and batching plants will be sited sufficiently

away from settlements and agricultural operations or any

commercial establishments. Such plants will be located at least

1000 m away from the nearest village/settlement preferably in

Contractor/


of SC

PIU



in State of J & K




Environmental



the downwind direction.

The Contractor shall submit a detailed lay-out plan for all such

sites and approval of Environmental Expert of SC shall be

necessary prior to their establishment.

Arrangements to control dust pollution through provision of

windscreens, sprinklers, and dust encapsulation will have to be

provided at all such sites.

Specifications of crushers, hot mix plants and batching plants

will comply with the requirements of the relevant current

emission control legislations and Consent/NOC for all such

plants shall be submitted to the SC and PIU.

The Contractor shall not initiate plant/s operation till the

required legal clearances are obtained and submitted.

P.5.4

Other

Construction

Vehicles,

Equipment and

All vehicles, equipment and machinery to be procured for

construction will confirm to the relevant Bureau of India

Standard (BIS) norms. The discharge standards promulgated

under the Environment Protection Act, 1986 will be strictly

Contractor/


of SC

PIU



in State of J & K




Environmental



Machinery adhered to.

Noise limits for construction equipments to be procured such as

compactors, rollers, front loaders concrete mixers, cranes

(moveable), vibrators and saws will not exceed 75 dB (A),

measured at one meter from the edge of the equipment in free

field, as specified in the Environment (Protection) Rules, 1986.

The Contractor shall maintain a record of PUC for all vehicles

and machinery used during the contract period.

P.6 Identification and Selection of Material Sources

P.6.1 Borrow Areas

The Contractor will not start borrowing earth from select borrow

area until the formal agreement is signed between land owner

and contractor and a copy is submitted to the SC and the PIU.

Planning of haul roads for accessing borrow materials will be

undertaken during this stage. The haul roads shall be routed to

avoid agricultural areas as far as possible (in case such a land is

disturbed, the Contractor will rehabilitate it as per Borrow Area

Rehabilitation Guidelines) and will use the existing village roads

Contractor/


of SC

PIU



in State of J & K




Environmental



wherever available.

In addition to testing for the quality of borrow materials by the

SC, the environmental personnel of the SC will be required to

inspect every borrow area location prior to approval (follow

criteria for evaluation of borrow areas). The borrow areas will

be operated & managed in line with Guidelines I attached.

P.6.2 Quarry

In case the contractor decides to use quarries other than

recommended by DPR consultants, then it will be selected

based on the suitability of the materials.

The contractor will procure necessary permission for

procurement of materials from Mining Department, District

Administration and State Pollution Control Board and shall

submit a copy of the approval and the rehabilitation plan to

the PIU and Environmental Expert of the SC.

Contractor will also work out haul road network and report to

Environmental Expert of SC and SC will inspect and in turn

report to PIU before approval. The Quarry areas will be opened

Contractor Environmental Expert of

SC and PIU



in State of J & K




Environmental



operated & managed in line with Guidelines II attached.

P.6.3

Arrangement for

Construction

Water

The contractor will use ground water/surface water as a source

of water for the construction and if necessary will set up the

own bore well facility for construction work.

Contractor can use some water bodies, which are not in use by

community, but in that case, before using any water body

contractor will obtain written consent from the owner and

submit then to SC.

To avoid disruption/disturbance to other water users, the

contractor will extract water from fixed locations and consult

the Environmental Expert of SC before finalizing the locations.

The Contractor will provide a list of locations and type of

sources from where water for construction will be used.

The contractor will not be allowed to pump from any irrigation

canal and surface water bodies used by community.

The contractor will need to comply with the requirements of the

State Ground Water Department and seek their approval for


SC and PIU



in State of J & K




Environmental



doing so and submit copies of the permission to SC and PIU.

P.7 Labor

Requirements

The contractor preferably will use unskilled labor drawn from

local communities to give the maximum benefit to the local

community.


SC and PIU

P.8

Construction

Camp Locations –

Selection, Design

and Lay-out

Siting of the construction camps will be as per the guidelines as

below.

Construction camps will not be proposed within 500 m from the

nearest settlements to avoid conflicts and stress over the

infrastructure facilities with the local community.

Location for stockyards for construction materials will be

identified at least 1000 m from water courses.

The waste disposal and sewage system for the camp will be

designed, built and operated such that no odor is generated.

Unless otherwise arranged by the local sanitary authority,

arrangements for disposal of night soils (human excreta)

suitably approved by the local medical health or municipal

authorities or as directed by Environmental Expert of SC will


SC and PIU



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Environmental



have to be provided by the contractor. The labor camps be

sited & layout in line with Guidelines III attached.

P.9

Arrangements for

Temporary Land

Requirement

The contractor as per prevalent rules will carry out negotiations

with the landowners for obtaining their consent for temporary

use of lands for construction sites/hot mix plants/traffic

detours/borrow areas etc.

The Environmental Expert of SC will be required to ensure that

the clearing up of the site prior to handing over to the owner

(after construction or completion of the activity) is included in

the contract.


SC and PIU

P.10

Orientation of

Implementing

Agency and

Contractors

The PIU shall organize orientation sessions and regular training

sessions during all stages of the project. This shall include on-site

training These sessions shall involve all staff of Environmental

Cells, field level implementation staff of PIU, Environmental

Experts of SCs and Contractors.

EMU/PIU PIU



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Sl. No. Environmental

Aspect/Issue Management Measures Execution / Civil

Work

Supervision/

Monitoring

CONSTRUCTION STAGE

Activities to be Carried Out by the Contractor

C.1 Site Clearance

C.1.1 Clearing and

Grubbing

Vegetation will be removed from the construction zone before

commencement of construction. All works will be carried out

such that the damage or disruption to flora other than those

identified for cutting is minimum.

Only ground cover/shrubs that impinge directly on the

permanent works or necessary temporary works will be removed

with prior approval from the Environmental Expert of SC.

The contractor, under any circumstances will not cut or damage

trees. Trees identified under the project will be cut only after

receiving clearance from the Forest Dept./DoEF (as applicable)

and after the receipt of PIU’s written permission in this regard. The

site clearance be done in line with Guidelines IV “ Guidelines for

site clearance” .

Contractor Environmental

Expert of SC, PIU



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C.1.2

Generation of Debris

due to construction

of tunnel /from

dismantling structures

Debris generated due to construction of tunnel / dismantling

of the structures will be suitably reused in the proposed

construction, subject to the suitability of the materials and

approval of the Resident Engineer and Environmental Expert

of SC.

The contractor will suitably dispose off unutilized debris materials either through filling up of borrow areas located in wasteland or at pre-designated disposal locations. The pre-designed disposal locations will be a part of

Comprehensive Dump Management Plan to be prepared by

Contractor in consultation and with approval of Environmental

Expert of SC. The contractor will prepare dump management

plan in line with generic dump management plan Guidelines

given in Guidelines V and will get it approved by the “ Engineer”

Debris generated from pile driving or other construction activities

shall be disposed such that it does not flow into the surface water


Expert of SC, PIU



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bodies or form mud puddles in the area.

C.1.3 Other Construction

Wastes Disposal

The pre-identified disposal locations will be a part of

Comprehensive Waste Disposal Solid Waste Management Plan to

be prepared by the Contractor in consultation and with

approval of Environmental Expert of SC. Location of disposal sites

will be finalized prior to completion of the earthworks on any

particular section of the road.

The Environmental Expert of SC will approve these disposal sites

after conducting a joint inspection on the site with the

Contractor.

Contractor will ensure that any spoils of material unsuitable for

embankment fill will not be disposed off near any water course,

agricultural land, and natural habitat like grass lands or pastures.

Such spoils from excavation can be used to reclaim borrow pits

and low-lying areas located in barren lands along the project

corridors (is so desired by the owner/community).


Expert of SC, PIU



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Non-bituminous wastes may be dumped in borrow pits

(preferably located in barren lands) covered with a layer of the

soil. All waste materials will be completely disposed and the site

will be fully cleaned and certified by Environmental Expert of SC

before handing over.

The contractor at its cost shall resolve any claim, arising out of

waste disposal or any non-compliance that may arise on

account of lack of action on his part.

C.1.4

Stripping, stocking

and preservation of

top soil

The top soil from all areas of cutting and all areas to be

permanently covered will be stripped to a specified depth of 150

mm and stored in stockpiles. A portion of the temporarily

acquired area and/or Right of Way will be earmarked for storing

topsoil. The locations for stock piling will be pre-identified in

consultation and with approval of Environmental Expert of SC.

The following precautionary measures will be taken to preserve

them till they are used:


Expert of SC, PIU



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(a) Stockpile will be designed such that the slope does not

exceed 1:2 (vertical to horizontal), and height of the pile is

restricted to 2 m. To retain soil and to allow percolation of

water, the edges of the pile will be protected by silt fencing.

(b) Stockpiles will not be surcharged or otherwise loaded and

multiple handling will be kept to a minimum to ensure that no

compaction will occur. The stockpiles shall be covered with

gunny bags or vegetation.

(c) It will be ensured by the contractor that the top soil will not be

unnecessarily trafficked either before stripping or when in

stockpiles.

Such stockpiled topsoil will be utilized for -

covering all disturbed areas including borrow areas (not those

in barren areas)

top dressing of the road embankment and fill slopes

filling up of tree pits,



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In the agricultural fields of farmers, acquired temporarily.

Residual topsoil, if there is any will be utilized for the plantation at

median and side of the main carriageway.

C.1.5 Accessibility

The contractor will provide safe and convenient passage for

vehicles, pedestrians and livestock to and from roadsides and

property accesses connecting the project road, providing

temporary connecting road.

The contractor will also ensure that the existing accesses will not

be undertaken without providing adequate provisions and to the

prior satisfaction of Environmental Expert of SC.


Expert of SC, PIU

C.1.6

Planning for Traffic

Diversions and

Detours

Temporary diversions will be constructed with the approval of the

Resident Engineer and Environmental Expert of SC.

Detailed Traffic Control Plans will be prepared and submitted to

the Environmental Expert of SC for approval, five days prior to

commencement of works on any section of road. The traffic

control plans shall contain details of temporary diversions, traffic


Expert of SC, PIU



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safety arrangements for construction under traffic, details of

traffic arrangement after cessation of work each day, safety

measures undertaken for transport of hazardous materials and

arrangement of flagmen.

The Contractor will provide specific measures for safety of

pedestrians and workers at night as a part of traffic control plans.

The Contractor will ensure that the diversion/detour is always

maintained in running condition, particularly during the monsoon

to avoid disruption to traffic flow.

The contractor will also inform local community of changes to

traffic routes, conditions and pedestrian access arrangements

with assistance from SC and PIU. The temporary traffic detours will

be kept free of dust by sprinkling of water three times a day and

as required under specific conditions (depending on weather

conditions, construction in the settlement areas and volume of

traffic).



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C.2 Procurement of Construction Material

C.2.1

Earth from Borrow

Areas for

Construction

No borrow area will be opened without permission of the

Environmental Expert of SC. The location, shape and size of the

designated borrow areas will be as approved by the

Environmental Expert of SC and in accordance to the IRC

recommended practice for borrow pits for road embankments

(IRC 10: 1961). The borrowing operations will be carried out as

specified in the guidelines for siting and operation of borrow

areas.

The unpaved surfaces used for the haulage of borrow materials,

if passing through the settlement areas or habitations; will be

maintained dust free by the contractor. Sprinkling of water will be

carried out twice a day to control dust along such roads during

their period of use.

During dry seasons (winter and summer) frequency of water

sprinkling will be increased in the settlement areas and


Expert of SC, PIU



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Environmental Expert of SC will decide the numbers of sprinkling

depending on the local requirements.

Contractor will rehabilitate the borrow areas as soon as

borrowing is over from a particular borrow area in accordance

with the Guidelines for Redevelopment of Borrow Areas or as

suggested by Environmental Expert of SC.

C.2.2 Quarry Operations

The contractor shall obtain materials for quarries only after

consent of the Department of Mining and District Administration.

The contractor will develop a Comprehensive Quarry

Redevelopment plan, as per the Mining Rules of the state and

submit a copy to PIU and SC prior to opening of the quarry site.

The quarry operations will be undertaken within the regulatory

framework of the State Government.


Expert of SC, PIU

C.2.3

Transporting

Construction

Materials and Haul

Contractor will maintain all roads (existing or built for the project),

which are used for transporting construction materials,

equipment and machineries as précised. All vehicles delivering


Expert of SC, PIU



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Road Management fine materials to the site will be covered to avoid spillage of

materials.

All existing highways and roads used by vehicles of the

contractor or any of his sub-contractor or suppliers of materials

and similarly roads, which are part of the works, will be kept clear

of all dust/mud or other extraneous materials dropped by such

vehicles.

Contractor will arrange for regular water sprinkling as necessary

for dust suppression of all such roads and surfaces.

The unloading of materials at construction sites in/close to

settlements will be restricted to daytime only.

C.2.4 Construction Water

Contractor will arrange adequate supply and storage of water

for the whole construction period at his own costs. The

Contractor will submit a list of source/s from where water will be

used for the project to SC and PIU.

The contractor will source the requirement of water preferentially


Expert of SC, PIU



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from ground water but with prior permission from the Ground

Water Board. A copy of the permission will be submitted to SC

and PIU prior to initiation of construction.

The contractor will take all precaution to minimize the wastage of

water in the construction process/ operation.

C.3 Construction Work

C.3.1

River Training and

Disruption to Other

Users of Water

While working across or close to any perennial water bodies, contractor will not obstruct/ prevent the flow of water. Construction over and close to the non-perennial streams shall

be undertaken in the dry season. If construction work is expected

to disrupt users of community water bodies, notice shall be

served well in advance to the affected community.

The contractor will serve notice to the down stream users well in advance to divert the flow of water of any surface water body. Wherever excavation for diverting water flow


Expert of SC, PIU



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will take place, contractor will ensure that the slopes are not steeper than 1:2 (vertical: horizontal) otherwise proper slope protection measures will be taken as approved by the Environmental Expert of SC. The contractor will take prior approval of the River Authority or

Irrigation Department or SC for any such activity. The PIU will

ensure that contractor has served the notice to the downstream

users of water well in advance.

C.3.2 Drainage and Flood

Control

Contractor will ensure that no construction materials like earth,

stone, ash or appendage disposed off so as not to block the flow

of water of any water course and cross drainage channels.

Contractor will take all necessary measures to prevent the

blockage of water flow. In addition to the design requirements,

the contractor will take all required measures as directed by the

Environmental Expert of SC to prevent temporary or permanent

flooding of the site or any adjacent area.


Expert of SC, PIU



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C.3.3

Siltation of Water

Bodies and

Degradation of

Water Quality

The Contractor will not excavate beds of any stream/canals/ any

other water body for borrowing earth for embankment

construction.

Contractor will construct silt fencing at the base of the

embankment construction for the entire perimeter of any water

body (including wells) adjacent to the RoW and around the

stockpiles at the construction sites close to water bodies. The

fencing will be provided prior to commencement of earthwork

and continue till the stabilization of the embankment slopes, on

the particular sub-section of the road.

The contractor will also put up sedimentation cum grease traps at the outer mouth of the drains located in truck lay byes and bus bays which are ultimately entering into any surface water bodies / water channels with a fall exceeding 1.5 m. Contractor will ensure that construction materials containing fine


Expert of SC, PIU



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particles are stored in an enclosure such that sediment-laden

water does not drain into nearby water course.

C.3.4 Slope Protection and

Control of Soil Erosion

The contractor will take slope protection measures as per design, or as directed by the Environmental Expert of SC to control soil erosion and sedimentation through use of dykes, sedimentation chambers, basins, fibber mats, mulches, grasses, slope, drains and other devices. All temporary sedimentation, pollution control works and

maintenance thereof will be deemed as incidental to the earth

work or other items of work and as such as no separate payment

will be made for them.

Contractor will ensure the following aspects:

During construction activities on road embankment, the

side slopes of all cut and fill areas will be graded and covered

with stone pitching, grass and shrub as per design specifications.

Turfing works will be taken up as soon as possible provided


Expert of SC, PIU



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the season is favorable for the establishment of grass sods. Other

measures of slope stabilization will include mulching netting and

seeding of batters and drains immediately on completion of

earthworks.

In borrow pits, the depth shall be so regulated that the

sides of the excavation will have a slope not steeper than 1

vertical to 2 horizontal, from the edge of the final section of the

bank.

Along sections abutting water bodies, stone pitching as

per design specification will protect slopes.

C.4 Pollution

C.4.1 Water Pollution

C.4.1.1 Water Pollution from

Construction Wastes

The Contractor will take all precautionary measures to prevent

the wastewater generated during construction from entering into

streams, water bodies or the irrigation system. Contractor will

avoid construction works close to the streams or water bodies


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during monsoon.

All waste arising from the project is to be disposed off in the

manner that is acceptable to the State Pollution Control Board or

as directed by Environmental Expert of SC.

The Environmental Expert of SC will certify that all liquid wastes

disposed off from the sites meet the discharge standards.

C.4.1.2 Water Pollution from

Fuel and Lubricants

The contractor will ensure that all construction vehicle parking

location, fuel/lubricants storage sites, vehicle, machinery and

equipment maintenance and refueling sites will be located at

least 500 m from rivers and irrigation canal/ponds.

All location and lay-out plans of such sites will be submitted by

the Contractor prior to their establishment and will be approved

by the Environmental Expert of SC and PIU.

Contractor will ensure that all vehicle/machinery and equipment

operation, maintenance and refueling will be carried out in such

a fashion that spillage of fuels and lubricants does not


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contaminate the ground. Oil interceptors will be provided for

vehicle parking, wash down and refueling areas as per the

design provided.

In all, fuel storage and refueling areas, if located on agricultural land or areas supporting vegetation, the top soil will be stripped, stockpiled and returned after cessation of such storage. Contractor will arrange for collection, storing and disposal of oily

wastes to the pre-identified disposal sites (list to be submitted to

SC and PIU) and approved by the Environmental Expert of SC. All

spills and collected petroleum products will be disposed off in

accordance with MoEF and state PCB guidelines.

Environmental Expert of SC will certify that all arrangements

comply with the guidelines of PCB/ MoEF or any other relevant

laws.



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C.4.2 Air Pollution

C.4.2.1 Dust Pollution

The contractor will take every precaution to reduce the level of

dust from crushers/hot mix plants, construction sites involving

earthwork by sprinkling of water, encapsulation of dust source

and by erection of screen/barriers.

All the plants will be sited at least 1 km in the downwind direction

from the nearest human settlement.

The contractor will provide necessary certificates to confirm that

all crushers used in construction conform to relevant dust

emission control legislation.

The suspended particulate matter value at a distance of 40m

from a unit located in a cluster should be less than 500 g/m3. The

pollution monitoring is to be conducted as per the monitoring

plan.

Alternatively, only crushers licensed by the PCB shall be used.

Required certificates and consents shall be submitted by the


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Contractor in such a case.

Dust screening vegetation will be planted on the edge of the RoW for all existing roadside crushers. Hot mix plant will be fitted with dust extraction units.

C.4.2.2

Emission from

Construction

Vehicles, Equipment

and Machineries

Contractor will ensure that all vehicles, equipment and

machinery used for construction are regularly maintained and

confirm that pollution emission levels comply with the relevant

requirements of PCB.

The Contractor will submit PUC certificates for all vehicles/

equipment/machinery used for the project. Monitoring results will

also be submitted to SC and PIU as per the monitoring plan.


Expert of SC, PIU

C.4.3 Noise Pollution

C.4.3.1

Noise Pollution: Noise

from Vehicles, Plants

and Equipments

The Contractor will confirm the following:

All plants and equipment used in construction (including the

and PIU, NHAI aggregate crushing plant) shall strictly conform

to the MoEF/CPCB noise standards.


Expert of SC, PIU



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All vehicles and equipment used in construction will be fitted

with exhaust silencers.

Servicing of all construction vehicles and machinery will be

done regularly and during routine servicing operations, the

effectiveness of exhaust silencers will be checked and if found

defective will be replaced.

Limits for construction equipment used in the project such as

compactors, rollers, front loaders, concrete mixers, cranes

(moveable), vibrators and saws shall not exceed 75 dB (A)

(measured at one meter from the edge of equipment in the

free field), as specified in the Environment (Protection) rules,

1986.

Maintenance of vehicles, equipment and machinery shall be

regular and up to the satisfaction of the Environmental Expert

of SC to keep noise levels at the minimum.

At the construction sites within 150 m of the nearest habitation,



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noisy construction work such as crushing, concrete mixing,

batching will be stopped during the night time between 9.00 pm

to 6.00 am.

No noisy construction activities will be permitted around

educational institutes/health centers (silence zones) up to a

distance of 100 m from the sensitive receptors

Monitoring shall be carried out at the construction sites as per the

monitoring schedule and results will be submitted to SC and PIU.

Environmental Expert of SC will be required to inspect regularly to

ensure the compliance of EMP.

C.5 Safety

C.5.1 Personal Safety

Measures for Labour

Contractor will provide:

Protective footwear and protective goggles to all workers

employed on mixing asphalt materials, cement, lime mortars,

concrete etc.

Welder's protective eye-shields to workers who are engaged


Expert of SC, PIU



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in welding works

Protective goggles and clothing to workers engaged in

Factories Act, 1948 stone breaking activities and workers will

be seated at sufficiently safe intervals

Earplugs to workers exposed to loud noise, and workers

working in crushing, compaction, or concrete mixing

operation.

Adequate safety measures for workers during handling of

materials at site are taken up.

The contractor will comply with all regulations regarding safe

scaffolding, ladders, working platforms, gangway, stairwells,

excavations, trenches and safe means of entry and egress.

The contractor will comply with all the precautions as required for

ensuring the safety of the workmen as per the International Labor

Organization (ILO) Convention No. 62 as far as those are

applicable to this contract.



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The contractor will make sure that during the construction work

all relevant provisions of the Factories Act, 1948 and the Building

and other Construction Workers (regulation of Employment and

Conditions of Services) Act, 1996 are adhered to.

The contractor will not employ any person below the age of 14

years for any work and no woman will be employed on the work

of painting with products containing lead in any form.

The contractor will also ensure that no paint containing lead or

lead products is used except in the form of paste or readymade

paint.

Contractor will provide facemasks for use to the workers when

paint is applied in the form of spray or a surface having lead

paint dry is rubbed and scrapped.

The Contractor will mark ‘hard hat’ and ‘no smoking’ and other

‘high risk’ areas and enforce non-compliance of use of PPE with

zero tolerance. These will be reflected in the Construction Safety



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Plan to be prepared by the Contractor during mobilization and

will be approved by SC and PIU.

C.5.2 Traffic and Safety

The contractor will take all necessary measures for the safety of

traffic during construction and provide, erect and maintain such

barricades, including signs, markings, flags, lights and flagmen as

proposed in the Traffic Control Plan/Drawings and as required by

the Environmental Expert of SC for the information and protection

of traffic approaching or passing through the section of any

existing cross roads.

The contractor will ensure that all signs, barricades, pavement

markings are provided as per the MoRTH specifications. Before

taking up of construction on any section of the existing lanes of

the highway, a Traffic Control Plan will be devised and

implemented to the satisfaction of the Environmental Expert of

SC.


Expert of SC, PIU

C.5.3 Risk from Electrical The Contractor will take all required precautions to prevent Contractor Environmental



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Equipment(s) danger from electrical equipment and ensure that -

No material will be so stacked or placed as to cause danger

or inconvenience to any person or the public.

All necessary fencing and lights will be provided to protect

the public in construction zones.

All machines to be used in the construction will conform to the

relevant Indian Standards (IS) codes, will be free from patent

defect, will be kept in good working order, will be regularly

inspected and properly maintained as per IS provision and to the

satisfaction of the Environmental Expert of SC.

Expert of SC, PIU

C.5.4 Risk Force Measure

The contractor will take all reasonable precautions to prevent

danger to the workers and public from fire, flood etc. resulting

due to construction activities.

The contractor will make required arrangements so that in case

of any mishap all necessary steps can be taken for prompt first

aid treatment. Construction Safety Plan prepared by the


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Contractor will identify necessary actions in the event of an

emergency.

C.5.5 First Aid

The contractor will arrange for -

a readily available first aid unit including an adequate supply

of sterilized dressing materials and appliances as per the

Factories Rules in every work zone

Availability of suitable transport at all times to take injured or

sick person(s) to the nearest hospital


Expert of SC, PIU

C.5.6 Informatory Signs and

Hoardings

The contractor will provide, erect and maintain

informatory/safety signs, hoardings written in English and local

language, wherever required or as suggested by the

Environmental Expert of SC.


Expert of SC, PIU

C.5.7 Blasting

Explosives will be stored, Handled and used as per applicable

laws.

Controlled and Slow Blasting will be carried out to minimize the

damage.



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Areas near the blasting site will be given prior information of

blasting; Flagmen will be stationed near the site.

C.6 Flora and Fauna: Plantation/Preservation/ Conservation Measures

C.6.1 Road side Plantation

Strategy

6807 nos of trees will be planted and median plantations in the

median will be carried out.

Minimum 75 percent survival rate of the saplings will be

acceptable otherwise the contractor will replace dead plants at

his own cost..

The Environmental Expert of SC will inspect regularly the survival

rate of the plants and compliance of tree plantation guidelines.


Expert of SC, PIU

C.6.2 Flora and Fauna

The contractor will take reasonable precaution to prevent his

workmen or any other persons from removing and damaging any

flora (plant/vegetation) and fauna (animal) including fishing in

any water body and hunting of any animal.

If any wild animal is found near the construction site at any point

of time, the contractor will immediately upon discovery thereof


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acquaint the Environmental Expert of SC and carry out the SC's

instructions for dealing with the same.

The Environmental Expert of SC will report to the near by forest

office (range office or divisional office) and will take appropriate

steps/ measures, if required in consultation with the forest officials.

C.7 Labor Camp Management

C.7.1 Accommodation

Contractor will follow all relevant provisions of the Factories Act,

1948 and the Building and the other Construction Workers

(Regulation of Employment and Conditions of Service) Act, 1996

for construction and maintenance of labour camp.

The location, layout and basic facility provision of each labour

camp will be submitted to SC and PIU prior to their construction.

The construction will commence only upon the written approval

of the Environmental Expert of SC.

The contractor will maintain necessary living accommodation

and ancillary facilities in functional and hygienic manner and as


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approved by the SC.

C.7.2 Potable Water

The Contractor will construct and maintain all labour

accommodation in such a fashion that uncontaminated water is

available for drinking, cooking and washing.

The Contractor will also provide potable water facilities within the

precincts of every workplace in an accessible place, as per

standards set by the Building and other Construction Workers

(Regulation of Employment and Conditions of Service) Act, 1996.

The contractor will also guarantee the following:

a) Supply of sufficient quantity of potable water (as per IS) in

every workplace/labor camp site at suitable and easily

accessible places and regular maintenance of such facilities.

b) If any water storage tank is provided that will be kept such

that the bottom of the tank at least 1mt. from the surrounding

ground level.

c) If water is drawn from any existing well, which is within 30mt.


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proximity of any toilet, drain or other source of pollution, the

well will be disinfected before water is used for drinking.

d) All such wells will be entirely covered and provided with a trap

door, which will be dust proof and waterproof.

e) A reliable pump will be fitted to each covered well. The trap

door will be kept locked and opened only for cleaning or

inspection, which will be done at least once in a month.

f) Testing of water will be done every month as per parameters

prescribed in IS 10500:1991.

Environmental Expert of SC will be required to inspect the labour

camp once in a week to ensure the compliance of the EMP.

C.7.3 Sanitation and

Sewage System

The contractor will ensure that -

The sewage system for the camp are designed, built and

operated in such a fashion that no health hazards occurs and no

pollution to the air, ground water or adjacent water courses take

place


Expert of SC, PIU



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Separate toilets/bathrooms, wherever required, screened

from those from men (marked in vernacular) are to be provided

for women

Adequate water supply is to be provided in all toilets and

urinals

All toilets in workplaces are with dry-earth system

(receptacles) which are to be cleaned and kept in a strict

sanitary condition

Night soil is to be disposed off by putting layer of it at the

bottom of a permanent tank prepared for the purpose and

covered with 15 cm. layer of waste or refuse and then covered

with a layer of earth for a fortnight.

C.7.4 Waste Disposal

The contractor will provide garbage bins in the camps and

ensure that these are regularly emptied and disposed off in a

hygienic manner as per the Comprehensive Solid Waste

Management Plan approved by the Environmental Expert of SC.



in State of J & K



Responsibility



Work

Supervision/

Monitoring

Unless otherwise arranged by local sanitary authority,

arrangements for disposal of night soils (human excreta) suitably

approved by the local medical health or municipal authorities or

as directed by Environmental Expert of SC will have to be

provided by the contractor.

C.8 Contractor’s Demobilization

C.8.1

Clean-up

Operations,

Restoration and

Rehabilitation

Contractor will prepare site restoration plans, which will be

approved by the Environmental Expert of SC. The clean-up and

restoration operations are to be implemented by the contractor

prior to demobilization. The contractor will clear all temporary

structures; dispose all garbage, night soils and POL waste as per

Comprehensive Waste Management Plan and as approved by

SC.

All disposal pits or trenches will be filled in and effectively sealed

off. Residual topsoil, if any will be distributed on adjoining/

proximate barren land or areas identified by Environmental


Expert of SC, PIU



in State of J & K



Responsibility



Work

Supervision/

Monitoring

Expert of SC in a layer of thickness of 75 mm-l50 mm.

All construction zones including river-beds, culverts, road-side

areas, camps, hot mix plant sites, crushers, batching plant sites

and any other area used/affected by the project will be left

clean and tidy, at the contractor's expense, to the entire

satisfaction to the Environmental Expert of SC.

OPERATION STAGE

Activities to be Carried Out by the PIU

O.1

Monitoring

Operation

Performance

The CMU will monitor the operational performance of the various

mitigation/ enhancement measures carried out as a part of the

project.

The indicators selected for monitoring include the survival rate of

trees; utility of enhancement provision for relocated structures;

statuses of rehabilitation of borrow areas; and utility of noise

barriers.

CMU CMU

O.2 Maintenance of CMU will ensure that all drains (side drains, median drain and all CMU CMU



in State of J & K



Responsibility



Work

Supervision/

Monitoring

Drainage cross drainages) are periodically cleared especially before

monsoon season to facilitate the quick passage of rainwater and

avoid flooding.

CMU will ensure that all the sediment and oil and grease traps set

up at the water bodies are cleared once in every three months.

O.3 Pollution Monitoring

The periodic monitoring of the ambient air quality, noise level,

water (both ground and surface water) quality, soil

pollution/contamination

in the selected locations as suggested in pollution monitoring

plan will be responsibility of CMU.

CMU will appoint PCB approved pollution-monitoring agency or

will set up its own system for this purpose.

CMU CMU

O.3.1 Atmospheric

Pollution

Ambient air concentrations of various pollutants shall be

monitored as envisaged in the pollution-monitoring plan.

Roadside tree plantation will be maintained.

CMU CMU

O.3.2 Noise Pollution Noise pollution will be monitored as per monitoring plan at CMU CMU



in State of J & K



Responsibility



Work

Supervision/

Monitoring

sensitive locations. Noise control programs are to be enforced

strictly.

Monitoring the effectiveness of the pollution attenuation barriers,

if there is any, will be taken up thrice in the operation period.

O.4.

Soil Erosion and

Monitoring of Borrow

Areas

Visual monitoring and inspection of soil erosion at borrow areas,

quarries (if closed and rehabilitated), embankments and other

places expected to be affected, will be carried out once in

every three months as suggested in monitoring plan.

CMU CMU

O.5. Monitoring of

disposal sites

Visual monitoring and inspection of disposal site will be carried

out atleast once in three months. CMU CMU

O 6.0 SAFETY AND SECURITY

0 6.1 Traffic Safety

Parking areas have been provided on both side of approaches

of Tunnel to regulate the traffic in tunnel.

Minimum spacing of 100m will be maintained between the two

tunnels, No overtaking of vehicles will be permitted. Turning,

reversing will be regulated and will be permitted in extreme



in State of J & K



Responsibility



Work

Supervision/

Monitoring

conditions through short transverse galleries provided for U

turning.

No Vehicles will be allowed to stop in tunnel except under

emergency and in such a case the engine of vehicles has to be

Switched off immediately.

O 6.2 Fire

Mechanical ventilation system for control of Heat and smoke will

be maintained. Evacuation Routes, Safety recesses and fire

extinguishers will be regularly checked.

Fire fighting network laid in tunnels will be periodically checked

O 6.3 Power Supply

Periodic Maintenance of Power Equipments will be carried out,

Alternate Power Source will also be periodically Checked when

there will be no traffic in the tunnel.






5.4 ENVIRONMENTAL MONITORING

5.4.1 Monitoring Plans

The purpose of the environmental monitoring programme is to ensure

environmental quality and desired benefits to the target population. To ensure

the effective implementation of the EMP, it is essential that an effective

monitoring programme be designed and carried out. The broad objectives are:

To evaluates the performance of mitigation measures proposed in the

EMP;

To evaluates the adequacy of Environmental Impact Assessment;

To suggests improvements in management plan, if required;

To enhance environmental quality; and

To satisfies the legal and community obligations.

Various physical, biological and social components identified as of particular

significance is affecting the environment at critical locations in various stages of

the project have been suggested as Performance Indicators (PIS) listed below

shall be the focus for monitoring.

Air quality w.r.t SPM, RSPM, NOx and SOx;

Surface water quality w.r.t BOD and pH

Ground Water quality w.r.t pH, DO, and Coliform count;

Noise levels (Leq and Maximum Noise level) around sensitive locations;

Replantation success / survival rate.

The monitoring plan during construction and operation stages has been

described in detail in the respective EMP document. For each of the

environmental components, the monitoring plan specifies the parameters to be

monitored; location of monitoring sites; frequency and duration of monitoring.

The monitoring plan also specifies the applicable standards, implementation

and supervising responsibilities.





Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.50

5.4.2 Contingency and Event Action Plans

The contingency and event action plan provides the basis for evaluating the

efficiency of mitigation and enhancement measures and suggested criteria is

exceeding the prescribed standards, authority to check including proposed and

additional mitigation measures and further actions that need to be taken to

achieve the desired effect.

The contingency and event action plan includes:

(i) Visual observations;

(ii) Selection of environmental parameters at specific locations;

(iii) Monitoring of these parameters

The objectives of the contingency and event action plans are:

Evaluation of the efficiency of mitigation and enhancement

measures;

Updating of the actions and impacts of baseline data;

Adoption of additional mitigation measures if the present measures

are insufficient;

Generating the data, which may be incorporated in environmental

management plan in future projects.

The contingency and action plans methodology covers the following key

aspects:

Components to be monitored;

Parameters for monitoring of the above components;

Monitoring frequency;

Monitoring standards;

Responsibilities for monitoring;

Direct responsibility,

Overall responsibility;

Monitoring costs.

The Contingency and Event Action Plans along with the environmental

parameters and the time frame is presented in the Table 5.2.






Table 5.2: Contingency and Event Action Plans in case of Exceeding Prescribe

Limits

Regular Monitoring Parameters Institutional

Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Con

stru

ctio

n st

age

SO2, NOX, CO,

HC, PM 10 &

PM 2.5

Air

(Preventi

on and

Control of

Pollution)

Rules,

CPCB,

1994

Amendm

ent, 2009

Wherever

the

contractor

decides to

locate the

Hot mix

plant

Near

Sensitive

locations

Thrice in a

year

winter,

post

monsoon

and

summer

season)

for three

years

Continuo

us 24

hours/ or

for 1 full

working

day

Check

and

modify

control

devices

like bag

filter/cyclo

nes of hot

mix plant.

Contract

or

through

approve

d

monitori

ng

agency

SC,

NHAI

Air

Ope

ratio

n st

age

SO2, NOX, CO,

HC, PM 10 &

PM 2.5

Air

(Preventi

on and

Control of

Pollution)

Rules,

CPCB,

1994,

Amendm

ent, 2009

Inside two

tunnels

Thrice in a

year

(winter,

summer

and post

monsoon

seasons)

for three

years

Continuo

us 24

hours/ or

for 1 full

working

day

Regulation

of Traffic

CMU

through

approve

d

monitori

ng

agency

or itself

NHAI







Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Surfa

ce W

ater

Qua

lity

Con

stru

ctio

n st

age

pH, BOD,

DO,EC, NO2

+NO3-N,

Suspended

Solids Fecal

coliform,

Static

Bioassay,

Zebra fish

Surface

Water

quality

standards

by CPCB

Bichlari

River

Once in a

year

before

the onset

of

monsoon

every

year for

three

years

- Check

and

modify

petrol

inerceptor

s, Silt

fencing

devices.

Contract

or

through

approve

d

monitori

ng

agency

SC,

NHAI

Gro

und

Wat

er Q

ualit

y

Con

stru

ctio

n st

age

pH, BOD, EC,

NO2 +NO3-N,

Suspended

Solids (except

monsoon

times), Fecal

coliform,

Static

Bioassay,

Zebra fish

Ground

Water

quality

standards

by CPCB

Banihal Once in a

year

before

the onset

of

monsoon

every

year for

three

years

- Check

and

modify

petrol

inerceptor

s, Silt

fencing

devices.

Contract

or

through

approve

d

monitori

ng

agency

SC,

NHAI







Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Noi

se le

vels

Con

stru

ctio

n st

age

Noise levels

on dB (A)

scale

Noise

standards

by CPCB

At

equipment

yards

Thrice in a

year at

an

interval of

four

months

for three

years, as

required

by the

engineer

Readings

to be

taken at

15

seconds

interval

for 15

minutes

every

hour and

then

average

d.

Readings

are to be

taken for

24 hours

of day.

Check

and

modify

equipment

and

devices

used to

protect

noise level.

Contract

or

through

approve

d

monitori

ng

agency

SC,

NHAI







Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Noise levels

on dB (A)

scale

Noise

standards

by CPCB

Sensitive

locations

Thrice a

year for

three

years

during

the

constructi

on

period.

Readings

to be

taken at

15

seconds

interval

for 15

minutes

every

hour and

then

average

d.

Readings

are to be

taken for

24 hours

of the

day.

Check

and

modify

moving

and

constructio

n

equipment

. Whether

Proper

devices

are being

used by

labour and

engineers

Contract

or

through

approve

d

monitori

ng

agency

SC,

NHAI







Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Soil

Con

stru

ctio

n st

age

Monitoring of

Pb, Cr, Cd,

Threshold

for each

contamin

ant set by

IRIS

database

of USEPA

until

national

standards

are

promulga

ted.

At

productive

agricultura

l lands

abutting

traffic

detours

and traffic

diversions,

to be

identified

by the SC

(Two

locations)

Once a

year for 3

years

Grab

sample

Check

and fine

tuning of

constructio

n vehicles

Contract

or

through

an

approve

d

monitori

ng

agency

SC,

NHAI







Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Con

stru

ctio

n st

age

Turbidity in

Storm water

Silt load in

ponds

As

specified

by the

engineer

Water

quality

standards

At the

drains,

ponds and

rivers near

constructio

n site

Pre-

monsoon

and post-

monsoon

seasons

for 3

years

Inspection

and

modificati

on of silt

fencing/

any

leakage of

drains to

these

surface

water

bodies

Contract

or under

advice

of SC

NHAI

Soil E

rosio

n

Ope

ratio

n st

age

Turbidity in

Storm water

Silt load in

ponds

As

specified

by the

engineer

/ Water

quality

standards

At major

water

bodies

identified

by the

NHAI.

Every

year

before

onset of

monsoon

and after

the

monsoon.

Check

drains,

culverts

and its

modificati

on

Contract

or under

advice

of SC

NHAI







Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Con

stru

ctio

n Si

tes a

nd C

onst

ruct

ion

Cam

ps

Con

stru

ctio

n St

age

Monitoring of:

1. Storage

Area

2. Drainage

Arrangements

3. Sanitation in

Construction

Camps

To the

satisfactio

n of the

PIU and

the

standards

given in

the

reporting

form.

At Storage

area and

constructio

n camps

Quarterly

in the

constructi

on stage.

Check

sanitation/

drainage

and

standards

of camp

sites and

bring upto

level of

satisfactio

n of PIU

Contract

or under

advice

of SC

NHAI

Roa

d sid

e pl

anta

tion

Pre-

Con

stru

ctio

n St

age

Monitoring of

felling of trees

As laid

out in the

Detailed

Design for

the

project

All along

the

corridor

During

the felling

of trees

- Check if

there is

any illegal

cutting/m

arked

trees are

being

cut/make

more visits

to road

stretch.

Contract

or and

SC in

consulta

tion with

Forest

Departm

ent

NHAI

(to

assist

in co-

ordina

tion

with

the

Contra

ctor)







Responsibilities

Envi

ronm

ent

com

pone

nt

Proj

ect S

tage

Para

met

ers

Stan

dard

s

Loca

tion

Freq

uenc

y

Dura

tion

Act

ion

plan

in

case

crit

eria

exce

eds

Impl

emen

tatio

n

Supe

rvisi

on

Fire

Fig

htin

g N

etw

ork

Ope

ratio

n

Mechanical

Ventilation

System,

Evacuation

routes, Safety

recess

As laid

out in the

Detailed

Design for

the

project

In two

Tunnels

As laid in

design

Report

During

Operatio

n

CMU NHAI

Pow

er

Ope

ratio

n

Power

Equipment

As laid

out in the

Detailed

Design for

the

project

In long

Tunnel

As laid in

design

Report

During

Operatio

n

CMU NHAI

The Environmental Reporting systems describing details of responsibilities and co-

ordination has been discussed in the following section.






5.5 Environmental Reporting System

Monitoring and Evaluation are critical activities in implementation of all projects.

Monitoring involves periodic checking to ascertain whether activities are going

according to the plans. It provides the necessary feedback for project

management to keep the program on schedule. By contrast evaluation is

essentially a summing up at the end of the project to assess whether those

activities actually achieved as was intended.

The reporting system will operate linearly with the contractor who is at the lowest

range of the implementation system reporting to the Supervision Consultant,

who in turn shall report to the NHAI. All reporting by the contractor and

Supervision Consultant shall be on a quarterly basis. The NHAI shall be

responsible for preparing targets for each of the identified EMP activities.

The compliance monitoring and the progress reports on environmental

components may be clubbed together and submitted to the NHAI quarterly

during the implementation period. The operation stage monitoring reports may

be annual or biennial provided the Project Environmental Completion Report

shows that the implementation was satisfactory. Otherwise, the operation stage

monitoring reports will have to be prepared as specified in the said Project

Environmental Completion Report.

Responsibilities for overseeing will rest with the Supervision Consultant’s staff

reporting to the NHAI. Capacity to quantitatively monitor relevant ecological

parameters would be an advantage but monitoring will primarily involve

ensuring that actions taken are in accordance with contract and specification

clauses, and specified mitigation measures as per the EMP.

During the implementation period, a compliance report may include description

of the items of EMP, which were not complied with any of the responsible

agencies. It would also report to the management about actions taken to

enforce compliance. It may however, be noted that certain items of the EMP






might not be possibly complied with for a variety of reasons. The intention of the

compliance report is not to suppress these issues but to bring out the

circumstances and reasons for which compliance was not possible (such as

jurisdictional issues). This would help in reinforcing the implementation of the

EMP.

Photographic records will also be established to provide useful environmental

monitoring tools. A full record will be kept as part of normal contract monitoring.

Reporting and Monitoring Systems for various stages of construction and related

activities have been proposed to ensure timely and effective implementation of

the EMP.

The reporting system has been prepared for each of the stage of road

construction namely:

Pre construction stage

Construction Stage

Operation Stage

This reporting shall be done through:

Reporting by the Contractor to the SC

Reporting by SC to NHAI

The stage-wise reporting system is explained in the following Table 5.3.






Table 5.3: Stage-Wise Reporting System of NHAI

Contractor Supervision

Consultant (SC)

Project

Implementation (PIU) Fo

rmat

No.

Item

Impl

emen

tati

on a

nd

Repo

rting

to

SC

Supe

rvisi

on

Repo

rting

to

NHA

I

Ove

rsee

/ Fi

eld

Com

plia

nce

Mon

itorin

g

Repo

rt to

GM

En

viro

nmen

t

C1

Monitoring

of

construction

site and

construction

camp

Before

start of

work

Quarterly Quarterly

C2

Target sheet

for Pollution

Monitoring

As

require

d

After

Monitorin

g

After

Monitoring

C3

Target sheet

for roadside

plantation

Monthl

y Quarterly Quarterly Half yearly

C4

Target sheet

for

monitoring

of cleaning

water bodies

Monthl

y Monthly Quarterly Half yearly

O1

Target sheet

for Pollution

Monitoring

As per

monitorin

g plan

After

monitoring






Contractor Supervision

Consultant (SC)

Project

Implementation (PIU) Fo

rmat

No.

Item

Impl

emen

tati

on a

nd

Repo

rting

to

SC

Supe

rvisi

on

Repo

rting

to

NHA

I

Ove

rsee

/ Fi

eld

Com

plia

nce

Mon

itorin

g

Repo

rt to

GM

En

viro

nmen

t

O2

Target sheet

for survival

reporting of

roadside

plantation

Quarterly After

monitoring

O3

Target sheet

for

monitoring

of cleaning

water bodies

Quarterly After

monitoring

5.5.1 Internalizing Environmental Expertise in the NHAI

Moreover, as a long chain of projects is envisaged over the next decade or so in

the highways sector in India, the acquired capacity needs to be fully

internalized. Two things become important in this respect. Firstly, there should be

substantial environmental capacity beyond the staff directly responsible for

implementing the EMP in different projects. This may be achieved through

training and dissemination of information.

Operationalisation

Operationalisation of the environmental set-up for this project would involve two

distinct elements. These are:

Identification and appointment of Staff

Procurement of NGOs and other agencies responsible for implementation






Training

The training modules for the present project been devised with the objective of

mainstreaming the environmental concerns into the day-to-day functioning of

the organisation. Though there will be more intensive training for member of the

staff directly involved in the project, the training intends that the environmental

awareness will percolate down to other sections of the NHAI too. The suggestive

training programme for NHAI (PIU) contractors associated with different

packages, supervision consultants and other stake holders is given below:

Table 5.4: Training Components for Banihal – Srinagar Stretch of NH– 1A

Sl. No. Training

Recipients Mode of Training

Environmental and Social Aspects to be

covered training module

Training Conducting

Agency

1 Environmental

staff of

“Environmental

Cell”

Associated

NGOs in

implementation

and PIU staff

associated with

construction

supervision

Lecture s

Workshops

Group

Discussion

Short term

training

course

Environmental overview

Environmental

Regulations and Acts

Environmental

management Plan

Environmental pollution

associated with road

projects

J&K Forest Act

Road Projects and

Environmental issues

Environmentally sound

construction

management

Planning for

environmental

sustainable operation

of roads

Long term

Specialist

Trainers;

Supervision

Consultants’

Environmental

Specialist






Sl. No. Training




Training Conducting

Agency

environmental issues in

road management

2 Supervision,

consultant and

contractors

Seminar

Workshop

Lecturers

Environmental overview

Environmental Impact

Assessment

Environmental

Management Plan

Implementation

Environmental


J&K Forest Act &

regulatory framework

Environmental pollution

associated with road

projects

Environmentally sound

construction

management

Road Projects and

Environmental Issues

Specialist

Trainers;

Supervision

Consultants’

Environmental

Specialist

3 All PIU staff /

officials

associated with

the

project/contract

or and staff

deployed on

environmental

issues.

Short term

training

courses/wor

kshop.

Land slide control

measures including bio-

engineering techniques

Specialist

Trainers;

Supervision

Consultants’

Environmental

Specialist






Sl. No. Training




Training Conducting

Agency

4 Collaborating

Government

Agencies such as

Pollution Control

Board, Traffic

and Transport

Departments,

J&K State Forest

Department etc.

Multimedia

presentatio

ns

Lectures

Environmental

Overview

Environmental


Environmental Pollution

J&K Forest Act &

regulatory framework

Environmental

Cell of PIU,

Supervision

Consultants’

Environmental

Specialist;

6 All staff of PIU

entrusted with

Environmental

Related Matters

and Contractors

staff on

environmental

issues.

Short term

training

course

Solid waste (non

hazardous) disposal site

design and selection

criteria

Hazardous waste

disposal site selection

criteria and site design

Specialist Trainers

7 All staff of PIU

entrusted

Environmental

Matters

Short term

training

course

Overview of

“Manufacture, Storage

and Impact of

Hazardous Chemicals

Rules, 1989” and their

applicability to road

users (tankers)

Risk Analysis and

Disaster Management

Plan (DMP) reports

preparation for tanker

accident.

Specialist Trainers






Sl. No. Training




Training Conducting

Agency

Vulnerability zone

estimation and

mitigatory plans for

tanker accidents

8 All workers of

contractors

Short term

course

Environmental

management in

construction

Safe handling of

animals and wild life

and chance finds

during construction.

Environmental

expert of

contractors, PIU,

SC specialist

Trainers

5.6 ENVIRONMENTAL ENHANCEMENTS

Additional positive actions are encouraged to be taken up as part of the EA

process apart from the remedial /mitigation measures that are being proposed

to address the negative impacts due to the project. These positive actions are in

addition to several other enhancements that occur inherently because of the

very nature of the project such as improved drainage, pedestrian facilities,

landslide control and stabilisation, overtopping and flooding etc. as these

improvements are in-built in the Highway design, as part of good engineering

practices.

Environmental Enhancements specifically refer to positive actions to be taken

up during the implementation of the project for the benefit of the road users

and the communities living close to project road alignment. The enhancements

have been carried out with the following objectives:

- To enhance the appeal and environmental quality of the project road to

the users;

- To enhance visual quality along the highway; and






- To add to the tree cover along the project road.

In addition to general enhancement measures, following enhancement

measures for Chukor conservation will be corrected out.

Chukors are opportunistic feeders; these birds forage on seeds of local

grasses, herbs and shrub fruits. Seeding of grasses and planting of local

fruiting shrubs may help in maintaining an optimal population level.

Groves of local shrubs planted in the preferred habitat zone restricted

to the lower altitudes of the slopes to provide the required over from

predation from large birds. These groves should be dispersed in the

reserve preferred by the Chukors. These groves may also be useful for

roosting sites of coveys of Chukors.

Awareness development through the print and the audio-visual media

during the construction and initial years of operation phase may

greatly help conservation efforts of the Chukor population and the

associated wildlife. Establishment of a Nature Interpretation Centre

may also significantly add to this effort.

Creation of waterholes and water storage structures for the Chukor

population and the associated wild animals will be taken up for the

improvement of the habitat. These will be appropriately designed and

sited all over the reserve.

Creation of animal rescue center for seized/injured wild animals in the

reserve will help in rehabilitation of such animals in this reserve or other

reserves of the state taking into consideration the habitat suitability.

Facilities for veterinary care of wildlife will also be provided.

Research on Chukor ecology, population census during the project

construction and operation stage will improve the conservation status

of the Chukor in this tract.

Development of eco-tourism facilities along with intensification of

protective arrangements with additional manpower and equipment

will assist this project. This will raise conservation ethic of the local

population through participation in promotional activities.






Taking up eco-development activities for economic uplift of the fringe

communities.

5.7 ENVIRONMENTAL BUDGET

The Environment Budget for the proposed project road has been given in the

Table No. 5.5.



in State of J & K



Table 5.5: Environmental Budget

COMPONENT STAGE ITEM UNIT

UNIT

COST

(Rs.)

QUANTITY TOTAL COST

(INR)

(A) Mitigation Costs

Water Oil Interceptors at Vehicle parking

areas No. 2,602 5

13010.00

Constructio

n

Plantation of saplings including

tree Guard and its maintenance No. 1,000 6807

6807000.00

Flora Constructio

n Median plantations Per Km - -

Covered

under

Engineering

cost

Safety

Constructio

ns

Demarcating borrow areas clearly

using fencing if needed m - -

Covered

under

Engineering

cost.


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal Section of NH-1A from km 189.350 to km 204.700

in State of J & K




UNIT

COST

(Rs.)

QUANTITY TOTAL COST

(INR)

Miscellaneous informatory signs

and others L.S. - -

Covered

under

Engineering

cost

(A) Mitigation costs 68,20,010.00

(B) Monitoring costs

Monitoring near all hot mix plant /

Batching Plants locations

approved by the Engineer

No. Of

Samples 5,000

At 2 location, Thrice in a

year for 3 years. (18

Samples)

90,000.00

Constructio

n Monitoring at construction sites in

tandem with construction

No. Of

Samples 5,000

At 2 locations Thrice in a

year for 3 years (18

samples)

90,000.00 Air

Operation

At sensitive receptors specified in

the monitoring plan and inside two

tunnels

No. of

Samples

5,000

At 2 locations, Thrice in

a year for 3 yrs. (18

samples)

90,000.00



in State of J & K




UNIT

COST

(Rs.)

QUANTITY TOTAL COST

(INR)

Surface Water Quality

(Bichlari River)

No. of

Samples

4,000

At 2 locations twice a


samples)

48,000.00

Water Quality

Constructio

n

Ground Water Quality

-do- 4,000

At 1 locations once in a

year (Before monsoon)

for 3 years (3 Samples)

12,000.00

At equipment yards No. of

Samples 3,000

At 1 location Thrice in a

year for 3 years

(9 Samples)

27,000.00

Noise

Constructio

n

As directed by the Engineer

No. Of

Samples 3,000

At 5 locations Thrice in a


Samples)

135,000.00



in State of J & K




UNIT

COST

(Rs.)

QUANTITY TOTAL COST

(INR)

Constructio

n

At productive agricultural lands

abutting traffic detours and traffic

diversions, to be identified by the

Engineer

No of

Samples 10,000

At 2 locations once in a

year for 3 years (6

samples)

60,000.00

Soil

Operation

At accident/ spill locations

involving bulk transport carrying

hazardous material

No of

Samples 10,000

At 2 Location once in a

year for 3 years. (6

Samples)

60,000.00

Sub-Total B- Monitoring Costs 612000.00

(C) Training & Mobilization Costs

Training &

Mobilisation

costs

Constructio

n and

operation

As per modules developed L.S.

Portions

of total

cost of

training

1000,000.00

Enhancemen

t Sites 1.

Enhancement of Mosque /

Madarsa No. 2,50,000 1 50,00,000.00

Sub-Total C: Training & Mobilization costs 6000000.00



in State of J & K




UNIT

COST

(Rs.)

QUANTITY TOTAL COST

(INR)

(D) Debris Disposal

Disposal

Site

1 Disposal of Debris from Tunnels

Excavation No.

1,65,0000

0

1 1,65,00000.00

Sub-Total D: land Acquisition for Dumping Debris 1,65,00000.00

(E) Chukor Conservation

Sl. No. Items Quantum Cost

1 Protection of Chukor and other wildlife in the reserve with additional

manpower in the reserve with additional manpower and vehicles

During Construction phase

and 3 yrs of operation

phase

4000000.00

2 Creation and management of an Animal Rescue Centre with

veterinary facilities Same as above 3000000.00

3

Improvement of habitat through creation of water holes/water

storage structures including harvesting of water structures for ground

water recharging and plantation of shrubs and herbs

Details to be worked out

by the Wildlife wing 4000000.00

4 Research on Chukor ecology and population survey and census Same as above 1500000.00



in State of J & K




UNIT

COST

(Rs.)

QUANTITY TOTAL COST

(INR)

5 Awareness development campaign including establishment of a

Nature Interpretation Centre Same as above 2000000.00

6 Development of ecotourism facilities Same as above 1500000.00

7 Eco-development activities around the Chukor reserve Same as above 3000000.00

8 Miscellaneous LS 1000000.00

Sub Total E: Chukor Conservation 20000000.00

SUMMARY

Sub Total A: Mitigation Costs 6820010.00

Sub Total B: Monitoring Cost 612000.00

Sub Total C: Training & Mobilization

Costs 6000000.00

Sub Total D: Land Acquisition for Dumping Debris 16500000.00

Sub Total E: Chukor Conservation 20000000.00

TOTAL 49932010.00



in State of J & K




UNIT

COST

(Rs.)

QUANTITY TOTAL COST

(INR)

Contingency @ 5% 2496600.5

TOTAL BUDGETED COSTS 52428610.5

Rupees Five Crore Twenty Four Lakhs Twenty Eight Thousand Six hundred Ten only

CHAPTER VI

SOCIAL IMPACT ASSESSMENT AND R&R STUDY

6.0 PUBLIC CONSULTATION Public participation and community consultation has been taken up as an integral

part of social and environmental assessment process of the Project. Public

participation has been viewed as a continuous two way process, involving

promotion of public understanding of the processes and mechanisms through

which developmental problems and needs are investigated and solved.

Consultation was used as a tool to inform and educate stakeholders about the

proposed action both before and after the development decisions were made. It

supported in identification of the problems associated with the project as well as

the needs of the population likely to be impacted. This participatory process

helped in reducing the public resistance to change and enabled the participation

of the local people in the decision making process. The involvement of the various

stakeholders ensured that the affected population and other stakeholders are

informed, consulted and allowed to participate at various stages of project

preparation.

Initial Public consultation has been carried out in this Project with the objectives of

minimizing probable adverse impacts of the project through alternate design

solutions (alignment and cross-sectional) and to achieve speedy implementation of

the project through bringing awareness amongst the community on the benefits of

the project. The public consultation has been taken up as an integral part of social

and environmental assessment process for this project. Several meetings were

organized at various locations, promoting public understanding of the processes

and mechanisms through which developmental problems and needs are

investigated and solved.

To ensure the peoples participation in the planning phase of this project and

treating public consultation and participation as a continuous process, numerous

events were attempted at this stage of project preparation. Aiming at promotion of





Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.2

public understanding and fruitful solutions of developmental problems such as local

needs of road users and problem and prospect of resettlement, various sections of

community people and other stakeholders were consulted through individual

Consultations.The option of alternative design was also discussed to meet their

local transport needs and to achieve speedy implementation of the project with

peoples’ involvement and support. Necessary information was already gathered

during the time of Environmental Survey.

6.1 Objectives The main objective of the consultation process was to minimize negative impacts of

the project and to maximize the benefits of the project. Other objectives of the

consultation process was the following

To promote public awareness about the proposed project especially

amongst the Stakeholders;

To educate the potentially impacted communities / individuals about the

proposed course of action and the project alternatives;

To solicit the views of affected communities / individuals on environmental

and social issues;

To gather inputs from the affected communities / individuals in crucial

decisions regarding mitigation of the identified environmental and social

issues;

To stimulate community self evaluation and analysis;

To inform Project Affected Persons (PAPs) about the entitlement framework

and Resettlement Action Plan (RAP), and to settle their problems with mutual

consent and to assist them during relocation and resettlement;

To ensure lessening of public resistance to change by providing them a

platform in the decision making process.

To minimize the negative impacts of the project and to maximise the benefits

of the project






6.2 Methodology Adopted for Public Consultations

6.2.1 Identification of Stakeholders

Systematic Analysis has been done on the basis of Reconnaissance Survey and

discussion with various People to identify the Stakeholders. After systematic analysis,

the following stakeholders has been identified.

Road Users like Truck Drivers and

Indian Army.

Resident of Kashmir Valley, Banihal

town, Villages falling in Right of way

of Proposed Alignment.

Forest Department

Wild Life Department

Agriculture Department

Public Works Department

Jammu and Kashmir

After identification of Stakeholders, Public Consultation has been carried out from

Screening Stage to Project Design Formulation Stage at different levels and using

different techniques which are detailed below:

6.2.2 Stages and Levels of Consultation

Public consultations have been held at three levels as follows:

Local level (village level / Block level) villagers whose properties, land, etc are being affected by the project,

District level consultations involving State Pollution Control Board Officials, NHAI officials, Local Municipal elected officials, Revenue officials etc.

Institutional Level involves Forest Department, Indian Army, Revenue Authorities and Railway People.

6.2.3 Methods used for Consultation Local Level (i) Informal discussion and Interview Surveys

During Screening Stage Informal discussions and Interview Surveys has

been carried out with the residents of Villages from where alignment is

Fig 6.1: Administrative Discussion of Land Acquisition with Naib Tahsildar at

Banihal






proposed. For carrying out these Informal discussions / Interview Surveys a

Professional team consisting of Environment Engineer, Social Scientist and

Local People to communicate in Local language has been formed.

Social Scientist has been included in the team with a view as Public

Consultation is a specialized job and can be performed better by a

social scientist. Local People have been included for better

communication in vernacular language.

(ii) Focus Group Discussions

Group Discussions (GDs) has been held at selected locations along the

proposed project road and selected locations have been selected so as

to be truly representative of the Stakeholders. The FGD’s has been

carried twice at a place. In the first instance the information has been

disseminated, Public has been informed about the Project, Various

Activities associated with the Projects their views and concerns has been

solicited. In the second instance the Public has been informed about the

integration of the issues in the design raised by them and what could not

be integrated and reasons for the same.

The focus Group Discussion has been carried at the following locations

(Table 6.1):

Table 6.1: FGD’ s Locations

Sl. No Date

( Ist FGD)

Date

(IInd FGD) Place Duration

1 February15 2005 December 4, 2006 Krawah Village 2.15 hrs

2 February16, 2005 December 5, 2006 Kaskoot Village 2.00 hrs

3 February17, 2005 December 6,2006 Kaskoot Village 2.50 hrs

4 February 18, 2005

December 7,2006 Zenhal Village 2.00 hrs






5 February 19, 2005

December 8,2006 Asher Village 2.35 hrs

6 February 20, 2005

December 9,2006 Lamber Village 2.00 hrs

7 February 21, 2005

December 10,2006 Chureel Village 1.50 hrs

8 February 22, 2005

December 11,2006 Gund Tethar 2.45 hrs

(iii) District Level Consultation

District Level Consultation was organized by State Pollution Control Board, Jammu and Kashmir under the Guidance of District Authorities and with the support of National Highway Authority of India. There was representation of different Govt. Departments like Pollution Control Board, Department of Forest, Revenue Authorities, District Administration, Elected Municipal Representatives and Publics.

(iv) Institutional Level / Stake Holders Consultative

The various Govt. Departments / NGO’s has been consulted to have a broader view about the Project. The following Officers were consulted which includes.

Table 6.2: List of Officials Consulted

Sl. No. Name Designation

1 Mr.Jia Lal Sharma ADC Ramban

2 Mr.G.Mir Tehsildar Banihal

3 Mr. Viqar Chairmen Municipality Banihal

4 Mr.G. Ahmed Bhat DFO Ramban

5 Mr.M.R.Mir Range Officer Ramban

6 Gulam Hasan DFO

7 Madam Afsan DFO

8 Mr. Shohail Wild Life Officer

9 C.B. Ahmad Ranger officer






Fig 6.2: A view of public participation at Zenhal

Fig. 6.3: Village level consultation at Kaskoot

Fig. 6.4: Group Discussion at Kaskoot






Fig 6.5: Social Scientist with affected people at Krawah

Fig. 6.6: Stakeholder consultation at Banihal

Fig. 6.7: Stakeholder consultation at Asar






6.3 ISSUES RAISED AND COMMUNITY PERCEPTION

6.3.1 Local / Village Level Consultation

Some of the general issues raised during the different consultation sessions can be

summed up as follows.

Table 6.3: Issues and Responses

Sl. No. Issue Raised Response

1 Existing alignment

should not be

widened as it will

involve Hill Cutting

Existing Alignment is not proposed to be

widened instead alternative alignment

has been chosen which involves

construction of two tunnels and elevation

of approx.1800m has been maintained.

2 Land Slides / Snow

Avalanches Zone

Land Slides / Snow Avalanches Zone has

been avoided by providing alternate

alignment traversing Pir Panjal ranges

through two tunnels.

3 Disposal of Muck /

debris generated

due to construction

of Tunnels

The Muck generated because of

construction of two tunnels will be used in

construction of High embankment in the

Banihal Side and on Anantnag Side it will

be disposed in an environmentally safe

manner. The disposal site is proposed to

be taken from the Govt. of Jammu and

Kashmir and a Dump Disposal

Management plan will be prepared and

accordingly muck will be disposed as per

plan in an environmentally safe manner.

4 Drainage of the

Area may be

impacted as

Proposed Alignment

runs parallel to River

Bichleri and Height

The Height of Embankment along River

Bichleri is High and no doubt all the water

is drained in Bichleri. To ensure that natural

drainage is not affected adequate

number of Cross Drainage Structures

based on Hydraulic and Drainage studies






Sl. No. Issue Raised Response

of Embankment is

High

has been Proposed which includes 11

Culverts and 7 Bridges in 5km stretch.

5 Loss of Trees Compensatory afforestation in the ratio of

1:2 will be carried out in lieu of trees felled.

6 Compensation at

Market rates

Compensation will be paid as per Jammu

and Kashmir Land Acquisition Act, ADC

(Ramban) and ADC (Anantnag) has

been appointed the competent Authority

for Land Acquistion.

For addresal of Grievances a District Level

Grievance addressal committee will be

constituted which will have Public

representatives also.

7 Longitudinal

Drainage

Longitudinal Drainage has been provided

on Hill sides with outfalls in Culvert.

8 Employment to

Local People

Preference will be given to local people in

employment.

9 All weather flow of

traffic

The alignment is well below the Snowline

at an elevation of 1800m,

10 Pollution of River

Bichleri during

construction

No Construction Material will be stored

near the Bichleri.

Two Channels along the River Bichleri near

the construction sites will be constructed

and all storm water will be collected in

these channels and made to pass

through the sedimentation chamber

before discharging in River Bichleri.

No Oil, Fuels and Chemicals will be stored

near the watercourse.

No refueling of Vehicles will be allowed

near the watercourse.






Institutional Level

Sl. No Issue Response of Project Authorities

Forest Department

1 Controlled blasting in

Pir Panjal Ranges, so

that damage is

minimized

Controlled Blasting will be done and all

relevant laws will be strictly followed.

2 Disposal of Muck at

identified locations to

avoid land

degradation

Muck will be disposed at identified location

in environment friendly manner.

Road User’s / Residents of Srinagar

1 Road Safety The proposed alignment conforms to latest

Safety Standards.

2 All weather Flow

between Jammu and

Srinagar

The proposed alignment is below the

Permanent snowline at an elevation of

about 1800m above MSL.

Agriculture Department

1 Submergence of Land

between Hill and road

due to obstruction of

Flow of water

Cross drainage structures based on

Hydrologic Studies have been provided to

maintain the natural drainage of the area.

Longitudinal drains have been proposed on

hillsides of adequate size based on

Hydrologic Study of the area with outfalls in

CD’s.

2 Loss of Productive

Land

The choice was between two evils either

acquisition of Agriculture Land or Cutting of

Hills, lesser of the evil was chosen, However

the topsoil will be preserved and reused.

Wild Life Department

1 Protection of Wild Life The Proposed Alignment is passing beneath






the Chakore Reserve and every precaution

will be taken during construction not to

disturb the fauna.

Public Works Department (Jammu and Kashmir)

1 Road Safety The proposed alignment conforms to latest

Safety Standards

2 Connectivity between

Jammu and Srinagar

The proposed alignment is devoid of any

landslips and Snow Avalanches Area and

below permanent snow line.

6.4 CONSULTATION WITH LOCAL GOVERNMENT OFFICIALS

As per the process of information propagation and collecting relevant information

for the social requirements of the project, various government officials were

consulted during the census and assets inventory exercise of the affected

households.

6.4.1 Consultation with local NGOs

Project implementation is done through government departments and the process

of resettlement and rehabilitation needs humane approach as well as closeness to

the people and community service orientation. As social development is not a

mandate of the NHAI, whose engineers are

not trained in these activities, it was

necessary to find out the capacity of the

existing NGOs to involve them in

rehabilitation and resettlement work. The

NGOs have been identified and examined

on the basis of their past work performance,

areas of work experience, organizational

set-up, the total strength of professional

and non-professional staff and total

turnover in the past five years.

Fig. 6.8: Socio Scientist with Local Leaders sitting in the complex of Mosque and Madarsa at Banihal






The identified NGOs also work in the area of HIV/AIDS related activities. They lack

experience in the area of R&R. However, with training and technical assistance,

they would be able to carry out these tasks. During consultation they had shown

deep interest to work on R&R related project. The following NGOs have been

identified along the project area as are given in Table 6.4

Table 6.4: Name of NGOs

Source: Public Consultation

6.4.2 Consultation with Community Leaders

Consultation with influential local community leaders was made mainly to resolve

the possible conflict creating issues likely social, political, historical, cultural and

religious matters that may be barriers in project’s implementation. The local leaders

Sl. No. Name of NGO

1. Social Welfare Association Banihal (SWAB)

Mr. Nazir Ahmad Wani (President)

Banihal, Distt.-Ramban.

2. Mr. Safiruddin Ahmed (Secretary)

Near New Central Bus Stand

Anantnag

3. Majestic Voluntary Organisation

Mrs. Shameema Raina (Secretary)

170-N, Bemina, Srinagar

4 Mothers and Women’s Welfare Society

Mrs. Mahajabeen Kamli (Secretary)

Kursu, Rajbagh, Srinagar

5 Human Effort for Love and Peace (HELP)

Ms. Nighat Shafi (President)

Saida Kadal, Rainawari, Srinagar






were involved actively in the consultation meetings at most of the locations along

the all villages falling in the proposed route area. However the issues discussed with

them are outlined below:

Table 6.5: Consultation with community leader

Sl.

No. Name Profession Location

1 Aijaz Ahmed Tung Municipality,

Chairman

Banihal

2 Munir Ahmed Khan Municipality, Member Banihal

3 Mohd. Sharif Ganai Municipality, Member Banihal

4 Mohd. Iqbal Ganai Municipality, Member Banihal

5 Imtiyaz Ahmed

Nayak

Municipality, Member Banihal

6 Altaf Ahmed Wani Municipality, Member Banihal

7 Imtiyaz Khandey Municipality, Member Banihal

8 Sajjad Ahmed Shah Municipality, Member Banihal

9 Abdul Quddus Malik Lambardar Kaskoot

10 Bashir Khan Lambardar Zenhal

11 Mohd. Yusuf Wani Lambardar Asher

12 Ghulam Nabi Sheikh Lambardar Lamber

13 Mohd. Ashraf Beg Lambardar Chureel

14 Asadullah Nayak Lambardar Gund Tethar


Issues Discussed

Mosque, madarsa and graveyard premises should not be shifted

Land compensation to be determined at the local market price

Payment of compensation likely to be in the mode of cash

Livelihood rehabilitation measures specifically for agriculture land losers

Road safety precautions to be followed keeping in view women and

school going children.

Transparent and people friendly R&R mechanism






Road markings specifically near schools, college, hospitals, mosque,

madarsa, graveyard, army transit camp, police ckeck post, petrol

pump, garage, PCO booth, residential area, land sliding zone, valley,

hills and blind curves etc.

Replacement cost of houses and other private structures may be paid

adequately

GRC system should be highly applicable

Cash payment disbursement should be made by NHAI/Central

government officers rather than local district administration

Housing affected households may be provided with housing that should

be established by NHAI

Resettlement site should be equipped with all facilities including water

and local road access

Centerline should be marked in the proposed 2-lane carriageway

One Entertainment plaza/NHAI Dhaba is required to be established at

Banihal along proposed new 2-lane road that should contain all

facilities likely playing cards, carom board, news papers, magazines

and TV set

Bus sheds are required to be established along all the villages falling in

new proposed 2-lane separate carriageway

Drainage system should be highly modernized

Private tree cutting should be authorized by the owners themselves

Local people are required to be employed by the contractor

Compensation should include the cost of standing crop if the possession

of land is being taken before harvesting

People have no right to reconstruct their houses on their vacant land

because of enforcement of J&K law in the region. Therefore, this ban

should be lifted for a shorter duration specifically for those losing

houses and shops

Children parks, bus sheds, parking and pedestrian facilities should be

incorporated in the road design.






6.4.3 Consultation with Affected People

Public consultation is a continual process that has been carried out at all stages

throughout the project period. In order to document the issues raised by the

potential PAPs during public consultation at DPR phase was organized along all the

villages, which are falling in land acquisition area. A large number of potentially

affected persons expressed their views about the proposed project. The location

wise public gathering, discussed issues and a list of participants are presented as

follows:

6.4.3.1 At Krawah

Sl. No. Name Profession Sex Age 1 Parvez Ahmed

Sheikh Farmer Male 65

2 Mohd. Sharif Business Male 45 3 Mohd. Qasim Farmer Male 42 4 Ajaz Ahmed Farmer Male 38 5 Abdul Rashid Shah Farmer Male 40 6 Irshad Ahmed Mir Farmer Male 56 7 Javed Ahmed Business Male 28 8 Mrs. Shahnaz Housewife Female 38 9 Mohd Yusuf Matto Farmer Male 23


The issues discussed with the likely affected people at Krawah are summarized

Fig. 6.9: Social Scientist with affected people at Krawah






below and the gathering is shown in Figure 5.4.

Replacement cost of houses and other private properties may be paid adequately

Appropriate grievance redress system be adopted

Appropriate compensation and assistance to all affected landowners

Payment should be in cash and the concerned officers who will be involved in this task, should be from NHAI/Central government rather than local district administration

Housing affected households may be provided with housing that should be developed by NHAI in nearby areas.

Safety precautionary measures for human beings specifically women and school going children.

If proposed alignment is passing through religious settings that should be avoided.

6.4.3.2 At Kaskoot (I)

Sl. No. Name Profession Sex Age

1 Saifudin Malik Business Male 55

2 Master Javed Ahmed

Farmer Male 40

3 Ghulam Qadir Dar Farmer Male 55

4 Bashrul Hasan Farmer Male 35

5 Manzoor Ahmed Najar

Farmer Male 35

6 Mohd. Yusuf Farmer Male 40

7 Ghulam Hasan Nayak

Farmer Male 45

Fig. 6.10: Social Scientist with PAPs at Krawah







8 Abdul Rashid Najar Farmer Male 50

9 Farooque Ahmed Business Male 25

10 Qaisher Hussain Business Male 25

11 Javed Ahmed Bhat Farmer Male 45

12 Jalil Iqbal Khan Farmer Male 40

13 Sanaullah Ganai Farmer Male 42


The issues discussed with the likely affected people at Kaskoot are summarized below and is shown in Figure 5.5. Appropriate compensation and assistance

to all affected landowners Housing affected households may be

provided accommodation in government housing

Replacement cost of houses and other private properties may be done adequately

Highly sound GRC mechanism to be adopted

Appropriate compensation and assistance to all affected groups Payment of compensation disbursement should be made available

through NHAI/Central government officers rather than local district administration

Road design should involve bus sheds, parking and pedestrian facilities 6.4.3.3 At Kaskoot (II)


1 Ghulam Mohd Rather Farmer Male 50

2 Naseem Dar Senior Citizen Male 80

3 Ali Mohd. Dar Senior Citizen Male 90

4 Naseem Dar Farmer Male 50

Fig. 6.11: Social Scientist with PAPs at

Kaskoot







5 Gani Sofi Farmer Male 50

6 Mohdir Sofi Farmer Male 60

7 Qadir Rather Farmer Male 60

8 Mushtaque Rather Farmer Male 60

9 Salam Sofi Business Male 40

10 Ghulam Hasan Sofi Business Male 22

11 Bashir Ahmed Mir Student Male 24

12 Bashir Ahmed Dar Business Male 48

13 Aziz Dar Farmer Male 50

14 Gulzar Rather Student Male 22

15 Arshad Rather Student Male 21

16 Iqbal Lone Business Male 24

17 Sakir Wani Student Male 18

18 Muqaddar Dar Student Male 15

19 Firdaus Ahmed Sofi Student Male 17

20 Haji Abdul Qaddir Malik Farmer Male 72

21 Mohd. Afzal Nayak Farmer Male 70

22 Ghulam Qadir Dar Farmer Male 60

23 Ghulam Qadir Nayak Farmer Male 70

24 Farooque Ahmed Wani Business Male 35

25 Mohd Afzal Lone Farmer Male 45

26 Zaheer Haque Business Male 32

27 Abdul Waheed Nayak Business Male 33

28 Qadir Nayak Farmer Male 70

29 Bahar Ahmed Malik Student Male 25

30 Mohd Iqbal Malik Farmer Male 50

31 Farooq Khan Farmer Male 67

32 Muzaffer Ahmed Business Male 40







33 Mohd. Yasir Bhat Business Male 26

34 Ishhaque Lone Farmer Male 32


The issues discussed with the likely affected people at Kaskoot (II) are outlined below: Land compensation to be given at the

local market price Payment likely to be made in the

mode of cash Specific livelihood rehabilitation

measures for agriculture land losers Private tree cutting should be

authorized by the owners themselves Replacement cost of houses and other

private structures Sound settlement system of grievances Clear signage near schools, college and hospital GRC system should be highly applicable Land and structure compensation payment disbursement should be

made by NHAI/Central government officers rather than local district administration

Housing affected households may be provided with housing that should be established by NHAI in the same area

Relocation site should be equipped with all facilities including water and approach road

In the proposed 2-lane separate highway, centerline is required to be marked

Employment of Local people during civil work should be ensured by NHAI 6.4.3.4 At Zenhal


1 Ghulam Mohd Farmer Male 50

2 Mohd Rather Farmer Male 80

Fig. 6.12: PAPs at Kaskoot in the second Public

Consultation







3 Abdul Lateef Dar Farmer Male 43

4 Aziz Sohail Farmer Male 65

5 Ghulam Qadir Farmer Male 40

6 Mohd Sharif Farmer Male 35

7 Mohd. Naseem Dar Farmer Male 60

8 Gani Safi Farmer Male 48

9 Sanaullah Rather Farmer Male 60

10 Gaffar Dar Farmer Male 58

The issues discussed with the likely affected people at Zenhal are outlined below:

Compensation disbursement to be made by the NHAI officers rather than

local district administration

Land compensation to be determined at the local market price


of land is being taken before harvesting Mode of payment likely to be in the mode of cash

Livelihood rehabilitation measures for agriculture land losers

Sound road safety management

keeping in view hilly terrain belt

Centerline should be marked in

the proposed 2-lane

carriageway

GRC system should be highly

sound

Housing affected households may

be provided with housing colony

that should be established by NHAI


Bus sheds are required to be established along all the villages falling in

new proposed 2-lane separate carriageway

Fig. 6.13: A view of public participation of PAPs at Zenhal






6.4.3.5 At Asher


1 Sultan Ahmed Bhat Business Male 32

2 Mushtaque Ahmed Wani Farmer Male 25

3 Abdullah Bhat Farmer Male 60

4 Parvez Ahmed Magrey Student Male 13

5 Bilal Ahmed Beg Student Male 23

6 Ajaz Ahmed Dar Business Male 42

7 Mohd Rafi Tantrey Farmer Male 59

8 Mohd Ishhaque Bhat Farmer Male 62

9 Mohd Irfan Dar Business Male 38

10 Asif Iqbal Business Male 22

11 Abdul Rahim Tantrey Farmer Male 64

12 Jabbar Ahmed Tantrey Farmer Male 63

13 Irfan Student Male 21

14 Mohd Yusuf Dar Farmer Male 56

15 Abdul Gani Mir Farmer Male 55

16 Manzoor Ahmed Dar Farmer Male 45

17 Javed Ahmed Bhat Farmer Male 42

18 Ajaz Ahmed Business Male 32

19 Ashique Ahmed Dar Farmer Male 34

20 Zakir Husain Business Male 22


The issues discussed with the PAPs at Asher are outlined below:







of land is being taken before harvesting

Payment should be made in the mode of cash

Livelihood affected households may be treated adequately

Road safety precautions to be followed keeping in view women and

school going children


Transparent and people friendly R&R

mechanism

Replacement cost of houses and

other private structures may be paid

adequately

GRC system should be highly sound

People have no right to reconstruct

their houses on their vacant land

because of enforcement of J&K law in

the region. Therefore, this ban should

be lifted for a shorter duration specifically for those losing houses and

shops

Blind curving may be minimized



Drainage system should be highly modernized


be established by NHAI



Private tree cutting should be authorized by the owners themselves


Fig. 6.14: A view of Public Consultation at village Asher






6.4.3.6 At Lamber


1 Salman Ahmed Shah Farmer Male 52

2 Mohd Abbas Bhat Farmer Male 43

3 Mohd. Salam Beg Business Male 42

4 Mohd Ramzan Nayak Farmer Male 62

5 Ghulam Rasool Shah Farmer Male 67

6 Abdul Aziz Gani Farmer Male 58

7 Shaukat Hussain Gani Farmer Male 54

8 Mohd Ramzan Gani Farmer Male 53

9 Shaukat Ali Khan Business Male 32

10 Ishhaque Ahmed Bhat Business Male 28

11 Haji Mohd Sharif Mir Farmer Male 68

12 Javed Hussain Gani Business Male 34

13 Nasim Ahmed Mir Farmer Male 42

14 Barkat Ali Khan Student Male 24

The issues discussed with the PAPs at Lamber are outlined below:

Land and structure cost should be determined at the latest market price



Replacement cost of houses and other private structures may be paid

adequately



Contractor should employ local labour








Housing affected households may be

provided with housing that should be

established by NHAI in nearby

location

Resettlement site should be equipped

with all facilities including water and

local road access

6.4.3.7 At Chureel


1 Haji Abdul Gani Business Male 68

2 Abdul Waheed Farmer Male 62

3 Abdul Rasheed Sheikh Farmer Male 48

4 Mohd Amin Mir Farmer Male 52

5 Iftikhar Mir Student Male 20

6 Mohd Sadiqe Sheikh Farmer Male 55

7 Salam Waghey Farmer Male 67

8 Ghulam Mohd Gani Farmer Male 72

9 Mohd Sheikh Farmer Male 58

10 Abdul Razzaq Mir Farmer Male 70

11 Mohd Akbar Khan Business Male 42

12 Ghulam Qadir Bhat Farmer Male 60

13 Mohd Ayyub Bhat Business Male 50

14 Mohd Ismail Waghey Farmer Male 59


The issues discussed with the PAPs at Chureel are outlined below:

Fig. 6.15: Social Scientist with Affected Landowners at

Lamber






Land and structure cost should be determined at the market price

Payment should be made in cash and officers likely to be involved in

cash/cheques disbursement should be from NHAI/Central government

rather than local administration

Replacement value of houses and

other private structures may be given

adequately

Centerline should be marked in the

proposed 2-lane carriageway





established by NHAI in the same

locality



6.4.3.8 At Gund Tethar


1 Ghulam Mohd Business Male 45

2 Mohd Ayyub Business Male 48

3 Ghulam Khan Business Male 32

4 Mohd Yakoob Farmer Male 56

5 Ghulam Rasool Sheikh Farmer Male 62

6 Nazir Ahmed Business Male 38

7 Ramzan Sheikh Business Male 55

8 Sanaullah Bhat Business Male 45

9 Asadullah Nayak Farmer Male 60

Fig. 6.16: People during Consultation meeting at Chureel






Fig. 6.17: A view of Public Participation

The issues discussed with the PAPs at Gund Tethar are outlined below:

Compensation should include the cost of standing crop if the possession of

land is being taken before harvesting


Livelihood affected households may be treated adequately


Structures compensation cost calculation may be done at replacement

value


People have no right to reconstruct their houses on their vacant land

because of enforcement of J&K law in the region. Therefore, this ban should

be lifted for a shorter duration specifically for those losing houses and shops


Cash payment disbursement should be made by NHAI/Central government

officers rather than local district

administration



established by NHAI

Resettlement site should be equipped

with all facilities including water and

local road access

Local people are required to be

employed by the contractor






Fig. 6.18: Social Scientist with Beneficiary Population at village

Nowgaon

6.4.3.9 At Nowgaon


1 Abdul Ali Business Male 42

2 Bilal Ahmed Student Male 22

3 Abdul Ramzan Farmer Male 64

4 Nazir Ahmed Farmer Male 54

5 Firdaus Ahmad Business Male 23

6 Imtiazuddin Farmer Male 47

7 Nazir Ahmed Farmer Male 48

8 Bashir Ahmed Business Male 60

9 Ghulam Mohd Dar Farmer Male 70

10 Ghulam Mohd Wani Business Male 58


The issues discussed with the PAPs at

Nowgaon are outlined below:

Land and structure cost should be

determined at the most recent

market price

Payment should be made in cash and

officers likely to be involved in

cash/cheques disbursement should

be from NHAI/Central government

rather than lal administration

Calculation of compensation of house and shop in the light of

replacement value









be established by NHAI in the same locality

The results of public consultation at most of the places is more or less related to the

issues of adequate land compensation, housing accommodation for displaced

families, road safety precautions specifically for women and school going children,

mode of payment in cash, centreline to be marked all along the land acquisition

area, advantageous livelihood rehabilitation schemes, public amenities and

services, new establishment of Entertainment Plaza/NHAI Dhaba, no involvement of

local administration during payment of compensation to the affected people,

local labour should be employed by contractor, highly sound GRC mechanism,

lifting ban over new construction in agriculture land etc.

6.5 Plan for Continued Public Participation

The project would continue to ensure that the affected population and other

stakeholders are informed, consulted and allowed to participate actively during

the implementation of the project. The suggested consultations to be carried out

throughout the project period are outlined below Table 6.6


EIA Report for Rehabilitation, Strengthening and 4 Laning of Qazigund to Banihal Section of NH-1A from km 189.350 to km

204.700 in State of J & K



Table 6.6: Continued Participation of PAPs

Project Stage PAPs and Representatives NGOs Local Officials

Identification

Receive information on project impacts

Participate in coordination committee

Participate in census survey

Keep records of consultations

Choose resettlement alternatives or housing schemes

Inputs of design of resettlement locations

Participate in grievance tribunals

Design and carry out information and suggestions

Assist in census and socio-economic survey

Participate in coordination committee

Participate in consultations

Representations on grievance tribunals.

Facilitate PAP inter-group meetings

Assist in census and socio-economic survey

Assist NGO in information dissemination.

Participate in arrange consultations.

Arrange PAP transport to consultation sites

Assist in the documentation of the consultations

Implementation

Monitor the provisions of entitlement

Labour and other input at site

Management of sites and project input

Management of common property resources (CPR)

Provide up dated information on PAPs

Provide support in group management

Members of implementation committee

Participate in grievance redress

Provide assistance under local schemes

Membership of implementation committee

Process documents for welfare and socio-






Project Stage PAPs and Representatives NGOs Local Officials

economic services (e.g., BPL card)

Monitoring & Evaluation

Participate in grievance tribunals

Report on service quality on sites

Provide information on project staff on vulnerable groups.

Participate in correctional strategies

Provide inputs to M&E






The following provisions and methods are required for ensuring continued public

participation. This public participation in return smoothen the implementation

process of resettlement action plan and ensure time-bound achievements of the set

objectives.

6.5.1 Disclosure of Information

The RAP will be disclosed at several locations for the benefit of the various

stakeholders and other interested group. The RAP will be disclosed and kept for

public reference at the following locations:

State Public Library at Srinagar

District Public Library at Ramban

District Public Library Anantnag

In addition, copies of the RAP report will be available at the NHAI headquarters and

Project Implementation Unit (PIU) office.

6.5.2 Public Information and Transparency

The Project Implementation Unit (PlU) will provide actual information on policies and

information related to resettlement and rehabilitation action plan to the people in a

continual manner. The following set of activities and mechanisms are proposed for

this purpose:

Organizing public meetings by NGOs to appraise the likely affected

communities about the progress in the implementation of R&R works. Inform

the community about the payment of compensation and assistance to the

likely affected people

District grievance redress committees comprising a representative of PAPs for

each district

Consultation with likely affected communities for resettlement site

development and community infrastructure to be made available to PAPs

Public discloser regarding monitoring and evaluation of R&R components of

the project.






6.5.3 Community Participation

To implement the Resettlement Action Plan (RAP) in a proper way, it is essential to

involve the local communities and the affected persons in the process.

Stakeholders’ participation throughout the stages of project implementation and

monitoring and evaluation will be ensured complying the following components of

process.

Community Participation in Implementation Process

PAPs & their representatives (viz., village heads and town leaders)

participation in monitoring provision of entitlements, managing common

property resources, managing community development funds, developing

resettlement sites, disbursing compensation and assistance as a member of

implementation committee

NGO’s participation in information dissemination, monitoring provision of

entitlements, perusing income generation programmes, managing common

property resources in capacity of a member of implementation committee

Local government official’s participation in grievance redress process,

perusing income restoration programmes and assistance under local income

generation scheme as an active member of implementation committee

Host Community’s participation in management of common property

resources and amenities and site development

Participation in Monitoring and Evaluation

PAPs and their representatives’ participation in grievance tribunals, income

generation and service quality at site

NGO’s participation in information dissemination, reporting on R&R

components

Local government official’s participation in monitoring income restoration

programmes, & action taken regarding

Host Community’s participation in providing inputs for monitoring.


EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal Section of NH-1A from km 189.350 to km




Table 6.7: Consultation with Government Officials

Sl.

No. Activity Coordination Coordination Issues

1 Census and Socio-

Economic survey to

generate RAP

Deputy Commissioner (Ramban) Information dissemination to build awareness and

inform about the objective of the project

Rehabilitation and resettlement issues such as

compensation rates for affected assets

Discussed the relocation of the potential project

displaced families and households.

2. Census and Socio-

Economic survey to

generate RAP

Naib Tehsildar, Ramban Information dissemination to make people aware of

the very objective of the project

Land rates


Economic survey to

generate RAP

Additional Commissioner,

Ramban

Information dissemination and building awareness for

the very objective of the project.

BPL level of urban population in accordance with the

annual income of the family as per state government

norms.






Sl.



Economic survey to

generate RAP

Assistant Commissioner

(Rural Development), Ramban

Information dissemination to make people aware of

the very objective of the project.

Discussed developmental schemes/programmes

mainly for tribal population, SCs and OBCs in order to

enhance their living standards.

Collection of data on ongoing development schemes

in Ramban district.

5 Census and Socio-

Economic survey to

generate RAP

Social Welfare Officer, Banihal Information dissemination to make people aware of


Discussed developmental schemes including housing,

interest free loan, free education, scholarships

specially STs, SCs and OBCs in order to raise their

socio-economic status as per the policy of the

funding agency.

Reputed NGOs working in Anantnag district.






Sl.


6 Census and Socio-

Economic survey to

generate RAP

Assistant Director (Planning)

Anantnag

Information dissemination to make the people aware

of the very objective of the project

Discussed developmental schemes/programmes

mainly for tribal population, SCs and OBCs in order to

raise their socio-economic status as per policy of the

funding agency.

BPL level of urban population in accordance with the

annual income of the family as per J&K government.

7 Census and Socio-

Economic survey to

generate RAP

Project Officer (DRDA)

Anantnag

Information dissemination to build consensus among

the people on the objective of the project.

8 Census and Socio-

Economic survey to

generate RAP

Chief Planning Officer,

Anantnag



Discussion made on ongoing developmental

schemes/program






Sl.


List of NGOs and other local social voluntary

organizations.

9 Census and Socio-

Economic survey to

generate RAP

Social Welfare Scheme

incharge,

Anantnag



NGOs in the local area.

10 Census and Socio-

Economic survey to

generate RAP

Tehsildar

Anantnag



Land rates


Economic survey to

generate RAP

District Commissioner,

Anantnag.

Information dissemination to build awareness among

the likely affected people.

Discussed rehabilitation and resettlement issues such

as compensation and assistance to all the people

who may lose their assets and livelihood.

Discussed the matter of relocation of the project

displaced families and households.






Sl.


Discussion made on ongoing development and

schemes including housing, interest free loan, free

education, and scholarships for the vulnerable

people, namely STs/SCs/OBC.


Economic survey to

generate RAP

Section Officer (Revenue)

Anantnag



Land rates







Fig. 6.19: A view of household survey at village

Zinhal

6.6 EVALUATION OF CENSUS AND SOCIO-ECONOMIC SURVEY

A census of potential Project Affected Persons (PAPs) and Project Displaced Persons

(PDPs), falling within proposed ROW, were carried out in the course of the project

cycle, when the engineering design of the road was available. The purpose of this

exercise was to gather information on the affected persons for resettlement and

rehabilitation entitlements. In essence, the purpose of a census is to find out who the

affected people are, what they do for a livelihood, and what they are likely to lose

as a result of the project.

A socio-economic survey of the PAPs, based on a

25 percent random sample was carried out

along with the census. The objective of

conducting socio-economic survey was to

generate a baseline for preparing mitigating and

support measures. The analysis of the survey has

revealed the needs and resources of different

groups and individuals including intra-household

analysis and gender analysis and the level of

socio-economic status of the PAPs. In other

words, the baseline socio-economic survey

provides baseline data to monitor and evaluate project-affected persons in the

future. Results of the Census Survey

6.6.1 Results of the Census Survey

The census of PAPs and properties are tabulated and analysed for a better

understanding of the potential loss. The findings of the survey are indicated below:

6.6.1.1 Magnitude of Property Loss

About 381 land properties likely to be affected in this package. A majority belongs

to private ownership (238) followed by government owned (136) and community (7).

However detailed break up is presented in the following Table 6.8.






Table 6.8: Loss of Properties

Sl. No. Type Land Ownership Number %

1 Private

1a Residence Owner 13 3.4

1b Agricultural Owner 225 59.1

1c Total 238 62.5

2 Government

2a Cultivation 23 6.0

2b Orchard Land/Sericulture/Fishery 17 4.5

2c No Use of Land 96 25.2

2d Total 136 35.7

3 Community Land

3a Cultivation 3 0.8

3b No Use of Land 4 1.0

3c Total 7 1.8

Grand Total (1+2+3) 381 100

6.6.1.2 Population Dynamics: Impact on Number of PAPs

The census exercise has revealed that as many as 1496 PAPs are likely to be

affected in 238 households. Out of total number of PAPs, males constitute 796

(53.3%) numbers and females 698 (46.7%) and the average household size is

6.3. The details of project-affected persons of this package are summarized in

Table 6.9.






TABLE 6.9: MAGNITUDE OF IMPACT ON PAPs

Sl. No. Particulars Number %

1 Male PAPs 796 53.3

2 Female PAPs 698 46.7

3 Total 1494 100

6.6.1.3 Magnitude of Impact on Households

As indicated below in the table, there are 238 households have been

identified due to the loss of their land and housing but agriculture land

households are highest in number (94.4%) followed by residential households

(5.5%). The break up of the same category-wise is indicated in the following

Table 6.10

Table 6.10: Magnitude of Impact on Households

Sl. No. Particulars of Households Number %

1 Residential Households 13 5.5

2 Agricultural Land

Households

225 94.5

3 Total 238 100

6.6.1.4 Type of Construction Structure

The structures likely to be affected are residential (13) in which pucca

construction constitutes (8) followed by semi-puca (4) and only one kutcha

type. However the construction break up is given in the following Table 6.11.






Table 6.11: Type of Construction

Sl. No. Type of Construction Number %

1 Pucca 8 61.5

2 Semi-Pucca 4 30.8

3 Kutcha 1 7.7

4 Total 13 100 6.6.1.5 Occupation and Economic Base of PAPs

As far as occupation of PAPs is concerned, a majority belongs to the

category of unemployed, housewives and children (34.9%) followed by

student (26.5%), business (19.9%), agriculturists (16.3%), labour (1.7%) and PAPs

involved in service only (0.6%). The detailed break up is summarised in the

following Table 6.12

Table 6.12: Occupation and Economic Base of PAPs

Gender Sl.

No. Occupation PAPs %

Male % Femal

e %

1 Agriculture 244 16.3 206 25.9 38 5.4

2 Service 9 0.6 8 1.0 1 0.1

3 Business 298 19.9 296 37.2 2 0.3

4 Labor 25 1.7 25 3.1 0 0.0

5 Student 396 26.5 198 24.9 198 28.4

6

Any other

(unemployed,

aged, housewives,

and children)

522 34.9 63 7.9 459 65.8

7 Total 1494 100.0 796 100.0 698 100.0






The gender disaggregated occupational pattern shows that an insignificant

percentage of women participate in the agricultural activities (5.4% of the

total agricultural work force). It is significant to notice the percentage of

female students (28.4%), which is more than the male student percentage.

However, women are not found to participate in any other occupations

apart from involvement in cultivation.

6.6.1.6 Annual Income of Affected Households

Income of the affected people has been grouped into 7 slabs and the

number of households falling into a defined slab has been shown against that

slab. This exercise has given a base to determine the number of BPL families

among all the affected households. The BPL yardstick in the J&K as per

Planning Commission of India estimate (1999-2000) is Rs.22047/- annually per

family of 5 members in the rural areas and Rs.25212/- in the urban areas. As

the project package passes through rural areas, a fixed amount of Rs.22000/-

has been considered to be the BPL.

Table 6.13: Households Annual Income

Sl. No. Annual Income (Rs) Number %

1 22000 (BPL limit) 22 9.2

2 22000 to 30000 24 10.1

3 30000 to 40000 34 14.3

4 40000 to 60000 91 38.2

5 60000 to 80000 16 6.7

6 80000 to 100000 23 9.7

7 Above 100000 28 11.8

8 Total 238 100

The above Table 6.13 shows that in the project area is having only 22 (9.2%)

households under BPL. However the expenditure of the same are higher than

their earnings as Consultant has observed during door-to-door household

survey. In spite of huge efforts made by consultant to find out the additional

incomes avenues of the people is an out of reach of the consultant. The






remaining households are those, who have an annual income above

Rs.22,000.00 annually.

6.6.1.7 Compensation Options

A majority of the affected people have preferred for cash for land loss (84.9%)

followed by land for land loss (9.7%), house/shop for house lost (4.6%) and

0.8% cash for house/shop lost. The detailed people perception is summarised

in the following Table 6.14

Table 6.14: Compensation Options

Sl.

No. Compensation Options

Number of

Households %

1 Land for land lost 23 9.7

2 Cash for land lost 202 84.9

3 House/Shop for House lost 11 4.6

4 Cash for House/Shop lost 2 0.8

6 Total 238 100

6.6.1.8 Willingness to Shift

It is apparent from the field survey that most of the affected households

(94.4%) are willing to shift voluntarily, if they are given full payment of

compensation at the market rate. On the other hand, 4.6% households hold

the view of not willingly moving out of their land despite the house/shop for

house/shop compensation package as indicated in the Table 6.15.

Table 6.15: Willingness to Shift

Sl. No. Willingness to Shift Number of Households %

1 Voluntarily 227 95.4






2 Non-voluntarily 11 4.6

Total 238 100

6.7 EVALUATION OF BASELINE SOCIO-ECONOMIC SURVEY

A 25% baseline socio-economic survey was carried out to assess the socio

economic conditions in order to establish a benchmark for future evaluation

of project impacts. The findings of the survey are of the following orders:

6.7.1 Vulnerable Households

The total number of properties is also differentiated on the basis of

vulnerability, i.e. those structures or properties that are owned by people

belonging to one of the vulnerable categories defined in the resettlement

policy framework for the project. The vulnerable category includes all those

people who belong to SC/ST category according to the Government of India

norms and those who come under the category of women headed

households (WHH), households headed by physically handicapped persons

(PHH) and households earning as annual income below the State poverty line

of Rs.22,000/-. However, it is estimated that only 5.5% of the total number of

households (238) fall in the vulnerable category. However, there are no SC, ST,

OBC, WHH and PHH households identified along the project road. The below

Table 6.16 gives the details of the vulnerable categories.

Table 6.16: Vulnerable Groups

Sl. No. Vulnerable Group Number of

Households

% of all

238 HHs

1 Below Poverty Line (BPL) 22 9.2

2 Other Backward Class (OBC) 0 0

3 Woman Headed Household (WHH) 0 0






4 Physically Handicapped Household

(PHH) 0 0

Total 22 5.5

6.7.2 Possession of Durable Consumer Items

The baseline data collected through the household survey shows that the

living standard of the project-affected households is quite reasonable. The

survey was carried out among 20 households offered multiple responses for

the ownership of consumer durable items. Approximately 67% of the

households had LPG connections and 39% owned television sets, while 22%

owned radio. The detailed facts are outlined in the following Table 6.17.

Table 6.17: Possession of Durable Consumer Items

Sl. No. Items Owned Number of

Households %

1 Radio 4 22.2

2 Bicycle 0 0.0

3 Music system 2 11.1

4 L.P.G Connection 12 66.7

5 Television 7 38.9

6 Refrigerator 2 11.1

7 Motor cycle/Scooter 2 11.1

8 Household (Multiple Reponses)

18 100.0






6.7.3 Women’s Participation in Decision Making Activities

The decision-making activity of women in the project-affected area is evident

from the socio-economic data, which has revealed that women’s participation

in various decision-making activities in day-to-day life is only confined to health

care of child and household work apart from little engagement in farming

related activities. And also they are consulted on matter related to business and

outdoors link likely bank, post office, police station and decision making as

revealed from household survey.

6.7.4 Migration

Usually three varieties of migration pattern is observed elsewhere: rural to

urban, rural to rural, and transhumance. The first two varieties are related to

the search of livelihoods. However, as far as project area is concerned, it was

found that the mobility of the local population is very limited and confined to

local towns because of the prevalent of terror climate in the State. Further it

was revealed during the field survey that when the Kashmiri people move out

to other states they are watched with suspicion as potential terrorists. This

forces most of the Kashmiri people not to move anywhere besides their home

State. The Consultants observed the practice of transhumance in the project

area.

6.7.5 Health Care

HIV/AIDS is inadvertently related to the highways due to the behaviour of the

long-distance truckers. But, specifically along the highways did not come to

the notice of the social survey team. This may be explained by the following

reasons:

The local socio-cultural environment is very much conservative

Jammu and Kashmir is a terminal state for a trucker; hence, the behaviour

of truckers towards this attitude are very much limited

Dominating Islamic culture that does not permit prostitution

As a disturbed state, the vigilance of military and para-military forces






It may be presumed that HIV/AIDS is not prevalent along the highway corridor

and even the entire Kashmir region

6.8 POLICY AND LEGAL FRAMEWORK

A road-upgrading project often involves the acquisition of land where the existing

right of way is not adequate to accommodate the improved road requirements. This

process leads to the involuntary displacement of the affected people and loss of

their livelihoods (both temporary and permanent), culminating in a process of

impoverishment. Both the country and the State as well as the NHAI have

administrative, policy and legal frameworks to counter this process, including the

J&K State Land Acquisition Act 1990, Indian Land Acquisition Act 1894/1984, the

National Highways Act 1956, the Indian Ministry of Environment and Forests

Guidelines 1989, and the recently published Indian National Policy on Resettlement

and Rehabilitation for Project Affected Families-20031and the subsequent NHAI

guidelines on the NPRRP (2005). An overview of these laws and policies as well as

that of the World Bank is attempted in this chapter in the context of the social

impact of the present project.

6.9 LEGAL FRAMEWORK 6.9.1 The Land Acquisition Act 1894/1984 The Land Acquisition Act (LA Act), legislated in British India in 1894 and amended as

late as 1984, guides the basis of the Indian land acquisition practices.

The LA Act facilitates the acquisition of the privately owned lands by the

Government in India. The objective of the LA Act is to empower the Government to

acquire lands only for public purpose or for a company. If lands are needed for a

public purpose they cannot be acquired by an executive action without following

the provisions of the LA Act. The provisions of the Act will apply only to the private

lands. There are separate rules for alienation or transfer of Government land in

favour of any other Government department for public purposes.

For any land acquisition by the Government, the Land Acquisition Act under section






4(1) stipulates publication of a notification to that effect in the official Gazette and

in two daily newspapers circulated in the locality, of which at least one shall be in

the regional (“vernacular”) language. After the notification, the Land Acquisition

Officer (LAO) will make a preliminary survey to ascertain the suitability of the land in

question and determine the exact portion of the land to be required. The

conclusions arrived at are announced in the form of a public notice at a convenient

place in the locality in which the land is to be acquired. Such a notification provides

an opportunity to the affected parties to objections to the proposed acquisition

under section 5A of the LA Act.

As the Government acquires private land for “public purposes” which are defined in

the Act, a court of law is not empowered to entertain any litigation regarding the

appropriateness of the “public purpose”. The law is also silent if any person, other

than the “interested person” can object to the Government order under section 4(1)

for acquisition of private land.

In order to proceed with the acquisition of the notified land or any portion of it, a

declaration under section 6 of the Act specifying the precise boundaries of the area

of the land need to be made. Every declaration is to be published in the official

gazette and in two daily newspapers, which have circulation in the local areas. With

the appearance of the notification under section 6 of the Act in the Gazette, the

Revenue Department issues a direction to the Collector under section 7 of the Act to

issue the order for acquisition of the notified land and/or other immovable

properties.

Section 8 of the Act requires land to be marked out, measured and planned, while

under section 9 notices are served to the concerned person stating the intention of

the Government to take possession of the land and that any claims for

compensation should be made to the Collector. Finally, the award of compensation

is made by the Collector under section 11 of the Act after enquiring into objections

(if any) in pursuant to the notice given under section 9, to the measurements made

under section 8 and into the value of the land on the date of publication of the

1 Published in the Gazette of India, Extraordinary Part-I, Section 1, No. 46, dated 17th

February, 2004






notification under section 4(1). The award under section 11 is made within two years

from the date of publication of the declaration and if no award is made within this

period the entire proceedings of the land acquisition lapses and a fresh notification

needs to be initiated. Once the award is made, the Collector takes possession of the

land, which thereupon vests absolutely in the Government free from all

encumbrances.

Land is in the Eminent Domain under the Indian laws and in case of urgency, section

17 of the Act empowers the Collector to take possession of the land after 15 days of

issuing notice under section 4(1). However, section 17 of the LA Act is invoked only

when it is considered to be absolutely necessary.

The above discussion makes it clear that the Indian LA Act has built in safeguard

measures to protect the interests of the common man titleholder of land under

normal circumstances. If an “interested person” is not satisfied with the award or with

the measurement of his land to be acquired by the Government, he is free to

approach a court of law for redress of his grievances. Experience and precedents

show, however, that this is a lengthy exercise and takes a long time to resolve.

6.9.2 The (J&K) State Land Acquisition Act, 1990 (1934 A.D.) Like the national LA Act 1894, the J&K LA Act, too, was enacted (by repealing the

State Land Acquisition Regulation, 1903) for the expedient acquisition of land for

public purposes. Whenever the government needs land for a recognised public

purpose, the Collector notifies it under section 4 of the J&K LA Act, 1990. The

notification is effected by the local Panchayats and the Patwaris (clause 4a), as well

as its publication in the Government Gazette (clause 4b) and two largest circulation

dailies (clause 4c).

An affected person may bring in an objection to the notification within 15 days of its

publication by writing to the Collector under section 5-A of the J&K LA Act. The

decision of the government on the objection is held final. Under section 7 of the J&K

LA Act, the Collector takes order for the acquisition of the land and under section 9

effects a public notification, indicating the government’s intention to take

possession of the land and paying compensation for the same.






The Collector makes the award of compensation under section 11 of the LA Act and

the award becomes final under section 12, and the possession of the land is taken

under section 16. Like the Indian LA Act, the J&K LA Act, too, has a provision of the

urgency clause under section 17 to take possession of land after 15 days of effecting

the notification under section 4, even without making an award for the

compensation.

An affected person, who refuses to accept the award on grounds of wrong

measurements of land or inadequate amount of compensation, may apply to the

Collector in writing for referring the matter for determination to a court of law. The

court disposes of the matter under section 23 of the LA Act, by considering the

market price of the land on the date the notification was published under section 4

of the J&K LA Act.

Furthermore, it is mentioned in J&K Laws Volume-VI, Section-3, that there is a

prohibition on building construction activities on paddy and saffron growing land.

Only the Revenue Minister of the State has authority to make amendments for the

land use.

6.9.3 The National Highways Act, 1956 The National Highways Authority of India acquires land for a public purpose by

invoking Section 3 (and its sub-sections) of the National Highways Act 1956. The Land

Acquisition Act of 1894 does not apply when the National Highways Act 1956 is

invoked. The NH Act 1956 provides for acquiring land through “competent

authority”, which means any person or authority authorized by the Central

Government by notification in the official Gazette to perform functions of the

competent authority for such areas as may be specified in the notifications. Like the

Land Acquisition Act, 1894, the National Highways Act, 1956, too does not per se

provide for mitigation measures, but the Competent Authority under this Act

determines the amount payable as compensation.

For the purpose of land acquisition, the NH Act defines the various procedures as

follows:

Section 3A : Intention of Central Government to acquire land






Section 3B : Power to enter for survey

Section 3C : Hearing of objections

Section 3D : Declaration of acquisition

Section 3E : Power to take possession,

Section 3F : Power to enter into the land where land has vested in the

central government

Section 3G : Determination of compensation and

Section 3F : Deposit and payment of the amount.

The Act requires that the processes must be completed within a year from 3A to 3D.

Although the NH Act significantly reduces the timeframe for acquisition, the rules

and principles of compensation have been derived from the LA Act of 1894. The act

covers only legal titleholders and provides for

(i) Market value of the land;

(ii) Additional amount for trees, crops, houses or other immovable properties;

(iii) Damage due to severing of land, residence, place of business.

As indicated before, the existing laws do not address many of the social and

economic issues associated with displacement and resettlement, which will be

addressed in this project with a project specific resettlement and rehabilitation

policy framework.

6.9.4 Ministry of Environment and Forests Guidelines, 1989

As this project will require acquisition of land, structures and other assets and cause

displacement of people as a consequence, the social impact requirement of the

Government of India refers to the Relocation section in the Environmental Guidelines

for Rail/Road/Highway Projects2. The Guidelines recommend the following mitigation

measures for social impacts, including a special programme for squatters:

2 The Environmental Guidelines for Rail/Road/Highway Projects, Ministry of Environment &

Forests, Government of India, New Delhi, 1989.






Advance notification of enough (say, two years) time must be given to enable

the relocates to find a suitable place. At the same time, the Project Authorities

could arrange for public relations through television, radio, and advertisement

on the need for the project and how land acquisition and compensation will

be effected

Advance realistic payment should be available in some form for the relocates

to secure a new unit.

The estimation of compensation for land and property should be based on the

fair market value. The term fair market value is defined as being the amount at

which the property would exchange between a willing buyer and a willing

seller and both parties should have reasonable knowledge of all relevant facts.

The choice of replacement of a living unit organized by the Project Authority

may be made available for the relocates who are not satisfied with the

compensation amount or who cannot find a suitable house.

Re-establishment cost must be carefully considered to offset the loss in income,

increase in expenditure resulting from disconnection of public utility services

and moving cost. Special attention must be paid to the possible loss of jobs or

business that cannot be re-established.

In case of any squatters, a special programme for construction of a low cost

housing unit (the labour provided by relocates) may be set up.

A social work subsection should be established in the PIU to follow up and

monitor the problems faced by the relocates. This sub-section should also be

entrusted with the responsibility to ensure that individual households relocated

receive sufficient compensation with enough lead-time to secure a living unit.

6.9.5 The Indian National R&R Policy, 2004 The Indian National R&R Policy (“National Policy on Resettlement and Rehabilitation

for Project Affected Families-2003”) was published in the Gazette of India on 17

February 2004. The Policy recognises the need to minimise large-scale displacement






to the extent possible and, where displacement is inevitable, the need to handle

with utmost care and forethought issues relating to resettlement and rehabilitation of

project affected families. It specifically invokes such an approach in respect of tribal

people, small and marginal farmers and women.

As mentioned in the Preamble to the Policy, it essentially addresses the need to

provide succour to the assetless rural poor and supports the rehabilitation efforts of

the resource poor sections (including the SCs/STs), which have been displaced. The

Policy is applicable to projects displacing 500 or more families en masse in plain

areas and 250 families en masse in hilly areas, Desert Development Programme

Blocks, and areas mentioned in the Schedule-V and Schedule-VI of the Constitution

of India.

The National R&R Policy proposes grants and other monetary benefits, which are the

minimum amounts and would be applicable to all project affected families,

irrespective of whether they are BPL families or not. As some States have their own

R&R policies, the National R&R Policy gives them freedom to adopt their own

packages if these are higher than those proposed in the National Policy.

The National Policy, however, has several self-imposed barriers for the affected

people to take advantage of it. The first barrier of exclusion is the clause that says

that only those losing 100% of their lands will be eligible for compensation. Another

exclusion is derived from the clauses that only if 500 families (or more) in the plains

villages and 250 families (or more) in hilly or scheduled areas are affected by the

project, will the area be declared an affected zone. Unless further clarified, these

exclusions will adversely affect the project-affected people from getting justice.

6.9.6 The NHAI R&R Guidelines

The NHAI has brought out a set of Guidelines on Implementation of the National

Policy on Resettlement and Rehabilitation based on the NPRR discussed above.

According to the NHAI Guidelines, all project-affected families will receive Rs.10000/-

as R&R assistance. This flat amount includes assistance for lost wages, shifting, rental,

etc.

As per the NHAI Guidelines, the titleholder PAPs will be identified by validating the






census data with the revenue records, such as Khasra, Khetauni, etc. For non-

titleholder PAPs, voters’ list of the area, ration card, or telephone/electricity bills will

be verified to establish their proof of residence. In the absence of any of this

documentary evidence, a certificate from the Gram Pradhan or local government

bodies on a stamp paper will be considered.

6.9.7 The World Bank R&R Policy

The World Bank has set out certain mandatory requirements for its loan projects. The

Operational Procedure 4.12 describes the Bank policy and procedures for projects

that involve involuntary resettlement. This Directive aims to improve or at a minimum,

restore the welfare of the people who will be displaced because of a development

project. It requires that projects minimize the need for involuntary resettlement.

Where displacement is unavoidable, resettlement plans should pay particular

attention to the vulnerable groups. This Directive recommends land for land

compensation as the first preference and requires that compensation be made at

replacement value, which is similar in tone to the “market value” of the Indian Land

Acquisition Act.

Displaced persons should be assisted in their efforts to improve their livelihoods and

standards of living or at least to restore them, in real terms, to pre-displacement

levels or to levels prevailing prior to the beginning of project implementation,

whichever is higher.

As discussed before, an important principle in the Indian Land Acquisition Act is that

lost assets should be compensated at the price a willing seller may reasonably

expect from a willing buyer. This is referred to as replacement cost in the World Bank

guidelines.

With reference to the replacement cost of assets of the Bank and the “market

value” of the Land Acquisition Act, what is debatable is "market value" by whose

definition? - According to the Government's revenue records (which tend to have

lesser values), or according to the open market where demand and supply are the

important parameters for determining "market price?" It is therefore necessary to

assess whether current compensation levels do in fact represent replacement.






Legal compensation criteria in India are based upon a registered market price that

systematically underestimates actual market cost. This occurs because people tend

to hide the real land transaction price to avoid larger taxation. This leads to market

value of land recorded by the Revenue Department being much lower than realistic

values. Moreover, compensation often falls below replacement cost because of

delays in actual payment of compensation.

6.9.8 The ADB Policy

The Policy on Involuntary Resettlement (1995) is a cornerstone of ADB’s safeguard

policies, which in turn are linked to the poverty reduction strategy (PRS) and long-

term strategic framework. The policy is designed to avoid the risk of impoverishment

among those displaced as a direct result of ADB investment. The policy recognizes

that restoring the incomes and living standards of the affected people is complex,

and requires a development strategy that encompasses compensation,

resettlement and rehabilitation packages to improve, or at least restore, their social

and economic base. For the poor and vulnerable, the policy requires special

measures for improvement. Socially inclusive development, as defined in the PRS,

includes protection of the poor and vulnerable from external shocks and offers

assistance to individuals, households, and communities to manage impoverishment

risks more effectively, to continue with their security of property and tenure rights,

and to ensure their economic security. These accords with the policy focus on the

needs of the poor and vulnerable, including households with female heads, ethnic

minorities, and those without land titles.

It is important to note that the ADB policy covers all categories of Affected-Persons

(APs) and requires the implementing agency to pay for all land and all other assets

affected by the project, apart from implementing measures for income restoration.

The Bank recognises that land compensation and resettlement policies vary widely

among its member countries and that each has its own framework for land

acquisition. In most countries, this framework defines procedures for land

expropriation and for compensation. When comparing these policies to those of the

ADB, it is important to note that the Bank’s policy:






Does not distinguish between those who do and do not have formal legal

title to their assets

Emphasises the need for replacement costs for lost assets: this includes the

need, not just for compensation at replacement rates to restore lost assets,

but also measures to restore living standards and livelihoods so that

people are not disadvantaged by resettlement.

6.10 PROPOSED RESETTLEMENT POLICY

The resettlement policy for the project has been proposed following the NHAI’s

recent (2004) Guidelines on Implementation of the National Policy on Resettlement

and Rehabilitation (NPRR), and also considering the principles laid down in the

Operational Policy (OP/BP 4.12) of the World Bank, as required in the TOR. The action

plan has been prepared on the basis of the broad outlines laid down in the policy.

The principles of the R & R policy are the guiding philosophy to provide a

developmental approach to resettle and rehabilitate the people affected by the

project. In particular:

Wherever possible displacement will be minimised or avoided altogether by

sensitive design of civil works (e.g., alternative designs or modifications to

the design).

Where displacement is unavoidable, those displaced will have their living

standards improved.

They will be located as a single unit among the peer groups or will be

assisted to integrate into their new community. Particular attention will be

paid to the needs of the most vulnerable groups to be resettled.

PAPs will be compensated at replacement cost for assets lost.

PAPs and the host communities will be encouraged to participate in the

design and the implementation of the RAP.

The RAP delivers a comprehensive package of compensation and assistance to

entitled persons, families, and groups suffering losses as a result of the project. It

provides mitigating measures for:






Loss of assets, including land and house or work place

Loss of livelihood or income opportunities (as part of the R&R assistance).

Support Principles for Different Categories of Impact

All losses will be compensated at replacement value and assistance will be

provided, irrespective of their legal standing in the project area. As per the

NHAI Guidelines, the latter includes people losing their livelihood as a result of

the project, viz., wage earners, sharecroppers, and agricultural labourers, etc.

whose dependence on the agricultural land/commercial structure is

established.

Entitlement for Loss of Land Tenure

The basic principle is land for land. However, given the fact that there is

hardly any land left in the hilly terrain for replacement of lost land, the

affected people have desired that they be compensated cash for land so

that they could set up some business.

As per the J&K Laws there is a prohibition of construction activities on a piece

of agricultural land (particularly on saffron and paddy fields). It is

recommended that this regulation be relaxed on a special ground for the

welfare of the displaced families losing their residences and shops due to the

project. This relaxation may enable the affected families to restore their pre-

project livelihoods.

Method of Valuation of Losses

The valuation of losses has been determined on the basis of consultation with

the local revenue officials as well as with the project affected population.

While the information obtained from the revenue officials has been treated as

the rate of official compensation, the information obtained from the affected

people is treated as the existing market value or replacement costs.






The Indian Railways had paid compensation at the rate of Rs.1.9 lakhs per

kanal (1 kanal = 506 m2) for paddy fields as replacement cost. According to

the local revenue officials, though, the replacement cost of paddy growing

field presently is to be determined @ approximately Rs.3 lakhs per kanal. The

assistance of a local government valuer shall be sought on the matter.

The NHAI Guidelines indicate that in case of assets of the PAPs other than the

titleholders, the “Administrator” by may do the valuation of structures by

engaging local Government approved valuer for specific cases. For other

assets like trees, etc., the concerned Government Departments may be

requested to assess the value.

6.11 SUMMARY OF ENTITLEMENT MATRIX

The basic features of the proposed policy framework are the following: Compensation for the loss of land, or replacement land Cash assistance to all PAFs @ Rs. 10000/- Other, advisorial assistance.

The proposed entitlement framework for this project is presented in the following Table 6.18


EIA Report for Rehabilitation, strengthening and 4 laning of Qazigund to Banihal section of NH-1A from km 189.350 to Km

204.700 in state of J & K



Table 6.18: Proposed Entitlement Framework

Land Acquisition Inside Right of Way Impacts and Assistance Criteria

Vulnerable Non -Vulnerable Vulnerable Non - Vulnerable

Corridor of Impact: Loss of Land, other Assets and Income – Support given to Families

1 Consultation, counselling regarding

alternatives, and assistance in

identifying new resettlement zones and

opportunities

2 Compensation for land/assets at

replacement cost plus allowances for

fees or other charges

3 Advance notice to harvest non-

perennial crops, or compensation for

lost standing crops

4 Compensation for perennial crops and

trees, price evaluated by valuer



EIA Report for Rehabilitation, Strengthening and 4 laning of Qazigund to Banihal section of NH-1A from km 189.350 to Km



Land Acquisition Inside Right of Way Impacts and Assistance Criteria

Vulnerable Non -Vulnerable Vulnerable Non - Vulnerable

5 Compensation for structures or other

non-land assets

6 Right to salvage materials from existing

structures

7 R&R Assistance3 4


EIA Report for Rehabilitation, strengthening and 4 laning of Qazigund to

Banihal section of NH-1A from km 189.350 to Km 204.700 in state of J & K



6.12 BENEFITS ENHANCEMENTS AS PART OF THE ENTITLEMENT FRAMEWORK The project will endeavour to provide group oriented support to mitigate

negative impacts on the community and to enhance development

opportunities, as follows:

Access to the villages during construction phase will be damaged and

population of the concerned area will face problem due to widening;

therefore, safety measures and temporary access will be undertaken.

Subways/signalised crossing would be provided to facilitate for

crossing the road near market places

The places where weekly markets are being held will be affected due

to widening and, therefore, suitable places for holding weekly markets

will be earmarked in the corridor of impact

The structure of clubs/trusts buildings/religious structures will be

removed affecting daily activities of the people and, therefore,

alternative space/site/costs will be provided to the people, which are

convenient for attending the activities of these structures

Due to increased traffic volume in future and possible uncontrolled

growth, the rates of accidents and deaths are anticipated to be

increased and therefore, measures like proper road signing, traffic

signals, road markings, road safety education programmes and proper

enforcement will be undertaken to mitigate the accident

As the J&K Law prohibits construction activities on saffron and paddy-

cultivation fields, it is recommended that the people who would be

losing their houses and shops (elsewhere along the corridor) be

allowed to construct their replacement houses and shops in their own

agricultural land (either saffron and paddy cultivation fields)

PAFs who have sold or purchased their properties without necessary

formalities like registration and documentation of the sale/purchase,

will be required to register their properties as per the rules and

regulation with the revenue department before transfer of the land title

to the NHAI. The fees for this process will have to be borne by the






affected PAFs, or this will be deducted from their compensation

amount

6.13 ACQUISITION OF LAND AND PROPERTIES

All acquisition of land would be under the National Highways Act 1956. The

project authorities will follow the normal procedure laid down in the Act for

acquisition. The appointed “competent authority” will pay compensation for

land and assets to the titleholders and to non-titleholders for their structures.

6.14 ESTIMATED R&R BUDGET

The social cost has been estimated as part of the overall project cost. This

includes tentative cost of asset acquisition, administrative expenses, NGO

involvement, and monitoring and evaluation. The cost estimate as discussed in

this chapter is only indicative and may change depending upon the starting

date of the project.

The earlier example gives that, the social survey that the Indian Railways had

paid compensation for land acquisition in the area a few years ago at the rate

of Rs.1,90,000/- per kanal of agricultural land. The local revenue officials

suggested that compensation for land at the rate of Rs. 3,00,000/- per kanal of

agricultural land and Rs.8,00,000/- per kanal of built up land would be

reasonable in compare to present days. The cost estimate that follows has been

based on this notion. An estimate of unit cost for different use of land has been

generalized as shown in Table 6.18.

The NHAI guidelines recommend that the compensation for the lost land and

structures be paid through the competent authority. In case of non-titleholder

PAFs, a government-approved valuer will carry out the valuation of the affected

structures. For structures valuation, the concerned government department may

be requested to assess the value.






However consultants have collected the replacement cost of structures and

other losses and mitigating measures have been suggested accordingly. These

are budgeted and organized under the heading of Compensation, Assistance,

Support, and Other Activities. The development of preliminary design of the road

indicates acquisition of substantial amount of land. i.e., 53.23 hectares and the

total compensation cost would be Rs. 33.31 crores which excludes registration

cost (Table 6.19).

Table 6.19: Compensation for encroachment of Land

Sl.


Unit

Rate

(Rs)

Amount (Rs)

Amount

(in

Crores)

1 Cost of Agriculture

Land Sqm 338683.8 600 203210280.0 20.3

2 Cost of Residential

Land Sqm 13719.5 1600 21951200.0 2.2

3

Cost of

Community

Land/Shamilat to

be transferred to

NHAI

Sqm 14236.6 600 8541960.0 0.9

4

Cost of

government Land

to be transferred

to NHAI

Sqm 165668.3 600 99400980.0 9.9

Total 532,308.2 333104420 33.31

The estimated budget for R&R, includes compensation for structure is about 0.80

crores, R&R Assistance for House Affected People is about 1.30 lakhs, Support for

Project Implementation is about Rs. 3.47 lakhs and other miscellaneous is about






2.0 lakhs. All the above costs are excluded with contingency cost. Component-

wise budget break-up is indicated in the following Table 6.20.

Table 6.20: The details of R&R cost

Sl.


Unit Rate

(Rs) Amount (Rs)

Amount

Crore

(Rs)

A Compensation for Structure

1

Cost of Builtup

Residential Area:

Kutcha

Sqm 154.00 2200 338,800.0 0.03

2

Cost of Built up

Residential Area:

Semi-Pucca

Sqm 628.00 3500 2,198,000.0 0.22

3

Cost of Built up

Residential Area:

Pucca

Sqm 1216.00 4500 5,472,000.0 0.55

Total 8,008,800.0 0.80

B Assistance

R&R Assistance for

Housing Affected

People

PAF 13 10000 130,000.0 0.01

Total 130,000.0 0.01

C Support for Project Implementation

1 Training to staff

and NGOs

Lump

Sum 50,000.0 0.01

2

Translation and

printing of the

Policy, I cards, etc.

PAF 238 200 47,600.0 0.01






Sl.


Unit Rate

(Rs) Amount (Rs)

Amount

Crore

(Rs)

3

Studies and

updating of survey

data

Lump

Sum 50,000.0 0.01

4

NGO Recruitment

for RAP

implementation

Lump

Sum 200,000.0 0.02

Total 347,600.0 0.05

D Other Activities

1

HIV/AIDS

Awareness

Campaign

Lump

Sum 100,000.0 0.01

2 M&E Consultants Lump

Sum 100,000.0 0.01

Total 200,000.0 0.02

GRAND TOTAL (A+B+C+D) 8,686,400.0 0.88






The R&R budget for the construction of the proposed project is working out to Rs.

0.97 crores, which includes 10 % contingency cost (Table 6.22).

Table 6.22: The summary of the R&R cost

Sl.

No. Item Cost (in Rs.)

Cost

(in crores)

1 Compensation for Structure 8008800.00 0.8

2 Support for Project

Implementation 130000.00 0.01

3 Other activities – Awareness and

M&E Consultants 347600.00 0.05

4 Assistance 200000.00 0.02

5 Cost of Land* - -

TOTAL 8686400.00 0.88

Contingency (10% of Total) 868640.00 0.09

Grand Total 9555040.00 0.97

* The cost of the land has not been included in this Resettlement Budge as the

rate and cost of the land need to be decided by the implementation agency

(NHAI) through negotiation with the affected population.

6.10 REGISTRATION COST AND FEES As per the revenue officials’ reference, the cost of registration of agricultural land

is 7% of the total value of land transfer, and that for the built up land is 21% of the

total value of the land transfer. However, PAFs who have sold or purchased their

properties without necessary formalities like registration and documentation of

the sale/purchase, will be required to register their properties as per the rules and

regulation with the revenue department before transfer of the land title to the

NHAI. The fees for this process will have to be borne by the affected PAFs, or this

will be deducted from their compensation amount.






6.17 METHODOLOGY FOR VALUATION OF R&R ASSISTANCE

As recommended in the NHAI Guidelines, the rehabilitation assistance includes

the following items, amount of money for each item and the duration of

entitlement as detailed in the R&R Principles and Policy Framework.

a) Residential/Commercial and Residential cum Commercial Families

R&R Assistance to the affected Families @ Rs.10,000 Lump sum

b) Agricultural Families (including share croppers and labourers)


c) Wage Earners


6.18 DISBURSEMENT OF COMPENSATION AND ASSISTANCE The disbursements to the PAP/PDP (EP) would be made against the purchase of

assets/ enhancement of assets and building/construction of structures.

A joint account will be opened at a local Bank. The signatories will be the EP and

the construction package level R&R Officer as Verifying Officer. All the amounts

under the R&R category would be paid from the joint bank account. Cheques

will be given for all assistance, which includes shifting, rental and loss of wage.

The EP will withdraw the amount against the proof of expense, and this would

need to be certified by the NGO/GoJ&K. In case of structures the withdrawal will

be in three instalments against the progress of construction, i.e., (a) foundation,

(b) walls, and (c) roof completion.

According to the current law the owner will receive cheques from the NHAI for

the entitled compensation. All payments of cheques will be made in the village

office in the presence of the district administration representative, the

construction package level R&R Officer and the NGO representatives. The

following organogram illustrates the disbursement mechanism from the PIU to the

affected person.

CHAPTER VII

PROJECT BENEFITS

7.0 GENERAL

Highways have varied embedded implication, like the backbone of modern

economy, the philosophy of life signifying the ’voyage unremitting’ from birth till

death, the history of mankind and its endeavor, the passion for speed and dart

non-episodically etc. Highways projects promote access to markets, materials

and opportunities by facilitating movement of persons and goods and improve

earning and thereby level of living. This in turn enhances the demand for

transport. This two-way interactions works through a host of inter-sectoral forward

and backward linkages effects and dynamic externalities, tends to relocate

industries, services and labour thus help the shape the economic geography of

the region.

The ultimate aim of the developmental activities, such as NH-IA is to promote

societal welfare of the Jammu-Kashmir State. The main aim is to provide best

transport connectivity to Banihal to Srinagar section. The developments of above

widening project play a significant roll in changing the socio-economic condition

of the living of people of a region through dynamic externalities that such

development often generates.

The benefit of proposed Tunnel of NH-IA may also be seen from a different angle,

viz., the local benefit and the wider regional or national level benefit. The entire

regional and national economy lying beyond this neighborhood should also be

benefit from the development such effect may be called the regional or

national level benefits. Further the benefit may be direct or indirect in nature.

All these should have a bearing on the level of well being of the households,

although some of them may not themselves necessarily use more of the highway

facility created. These would in turn lead to changes in the level of well-being

and human development, through their benefit on consumption level,

educational attainment, health status etc.





Green Circle, Inc. Chapter VII : Project Benefits 7.2

7.1 CREATING BEST TRANSPORT FACILITY

All weather flow will be maintained between Jammu and Srinagar as

the new proposed alignment is well below the snowline and will avoid

the landslips area and Snow Avalanches zones.

The traveling distance will be reduced by 15.40 km and climbing up and

down the hill will be avoided as the long tunnel north portal is almost at

the level of entrance to the valley.

Saving in Travel time and cost.

Increased Road Safety with the construction of New Alignment as per

latest specifications and Standards. The existing alignment will be

bypassed which has poor road geometrics like sharp curves, 38 Land

slips area and 15 snow Avalanches zone.

Increased Road safety with the construction of new alignment as per

latest specifications and standards the existing alignment will be

bypasses which has poor road geometrics like sharp curves, 32 landslips

area and 15 snow Avalanches prone areas.

The Vehicles will be able to travel at an speed of 70 km / hr, which in

present case is restricted to 15 km / hr.

The proposed project mainly creates safety and comfort transport

facilities to commuters who are traveling in Banihal and Srinagar

section.

7.2 TOURISM DEVELOPMENT

India is a multi-destination country with a variety of tourist attractions and

facilities. It hosts a number of wildlife parks, bird sanctuaries, museums and

hundreds of historical monuments. The tourist places are accessed and reached

also serves the comfort travel benefits to the people. Jammu & Kashmir is an

important tourist destination in India and this land is a combination of the mighty

splendor of mountains, of lovely glades and forests. The proposed Tunnels

between Quzigund and Banihal connectivity will give important connection to






other places of Srinagar also.

7.3 ECONOMIC DEVELOPMENT

Highways Development program can contribute to economic development by

encouraging the attraction of businesses to sites equipped with good access

and by improving the travel efficiencies of existing businesses and to start a new

avenues. They also help for:

The development of new project sites,

The development of new industrial parks,

New Infrastructure projects,

Development of IT parks,

7.4 EMPLOYMENT OPPORTUNITY

Highway development project serves as an important employment generator

and provide employment opportunity during construction period and also during

operation through maintenance. Creation of tool gate will create substantial

employment opportunities.

7.5 REDUCTIONS IN ACCIDENTS, MORBIDITY AND MORTALITY

Development of highway projects, especially two tunnels between Quzigund

and Banihal along the NH-IA reduce the number of accidents through the

following developments.

Improved crossing and alternatives access routes by use of signage, junctions &

alternate arrangement for local traffic circulation has been provided.

Installation of proper road safety system through signage, barricades, crash

barriers, edge posts will add to be safety of the vehicular traffic on the stretch of

the road.

Sharp turns and curves of the roads have been realigned to improve public

safety in operational stage.

Proper lighting/ illumination will be provided in tunnels in order to avoid accidents






during night as well as adverse climatologically conditions.

Reduces loss of life by avoiding head to head direct collision and also reduces

damages to vehicles etc.

7.6 REDUCTIONS IN OPERATION COST

Vehicle operating cost (VOC) will be reduced when a road is improved. Fuel

consumption, wear and tear of tyres, suspension will be benefited when a

geometric design is improved and the road surface is made more even. The

savings are perceived by the road user in the form of lower expenditure, VOC

consist of the following components:

Fuel Consumption

Lubricating oil consumption

Spare part consumption

Tyre consumption

Vehicle depreciation

7.7 INDIRECT BENEFITS

In addition to direct impacts, a number indirect benefit attributed to highway

project. Implementation of Proposed High way Project will take less time to reach

destination and also it reduces the distance also which help to reduce fuel

consumption. Lowering transportation cost for users and improving access to

goods and services enables new and increased economic and social activity.

Over time individuals, households and firms adjusts to take the advantage of

those benefits, leading to several indirect impacts. These indirect impacts include

changes in land use and development, changes in decision to locate houses

and business in areas where houses and land are less expensive or more

desirable, and changes in warehouse and delivery procedure for businesses in

order to take advantage of improved speed and reliability in the transportation

system. These impacts then lead to increased property values, increased

productivity, employment and economic growth.

The indirect benefit of proposed project would work through the dynamic






developmental externalities generated through the forward and backward

linkages. The change in Land use pattern in the areas that are greater

connectivity due the highway, since there will be a change in the patterns of

settlement, agricultural land use and non-farm unorganized sector activities. All

the above would reflect in the changes in the pattern of economic activities,

income generation, price evolution, employment condition and ground rent

prevailing in the region of Bangalore suburban and rural area.

A new Landuse pattern may in turn induce greater accessibility to job market,

health and educational facilities etc., attract investment for development of

feeder roads, power distribution networks, telecommunication facilities and other

modes of connectivity among other, leading to a greater access to of the local

people to markets and infrastructure facilities.

7.8 ENVIRONMENTAL BENEFITS

Reductions in adverse environmental impacts of transportations – Reduced

emissions, noise and other impacts are also the direct benefits of highways

projects. Construction of green belt area will improve surrounding atmosphere

and create employment opportunities. However, these benefits are difficult to

quantify and value them; as a result, they are less often included in cost benefit

analysis of transportation investment.

Environment and Social Due Diligence Report IND: India ... · IndiaAndhra Bank, State Bank of...

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