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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.
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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
J&K State Pollution Control Board
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
J&K State Pollution Control Board
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.
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Table 5: Environment and Safety Compliance at Project Site
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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
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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.
Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.
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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.
Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.
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DDDUUUEEE DDDIIILLLIIIGGGEEENNNCCCEEE OOONNN SSSOOOCCCIIIAAALLL SSSAAAFFFEEEGGGUUUAAARRRDDDSSS:::
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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
Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.
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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
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(PHH) Total 22 9.2
Source: EIA
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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.
Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.
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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
Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.
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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
Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.
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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
Environment and Social Due Diligence Report Navayuga Quazigund Expressway Pvt. Ltd.
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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].
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. List of Contents
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. List of Contents
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
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EIA Report for Rehabilitation, Strengthening and 4 Laning of Qazigund to Banihal
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Green Circle, Inc. List of Contents
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
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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
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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
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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
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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
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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
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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
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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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
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.
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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
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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.
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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
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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
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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
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Area Activities Impact Management Measures
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.
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Area Activities Impact Management Measures
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
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Area Activities Impact Management Measures
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.
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Area Activities Impact Management Measures
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.
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Area Activities Impact Management Measures
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.
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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
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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
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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
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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).
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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.
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Table 7: The details of R&R cost
Sl.
No. Item Unit Quantity
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
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Sl.
No. Item Unit Quantity
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
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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
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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.
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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).
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(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
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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
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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.
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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
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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.
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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.
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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
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Green Circle, Inc. Chapter 1 : Introduction 1.10
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.
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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.
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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).
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Green Circle, Inc. Chapter II :Project Description 2.4
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).
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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
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Fig 2.4: Cross section of the 4 laning of Banihal to Srinagar section (including Srinagar bypass)
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Fig 2.5: Typical Tunnel section for 4 laning of Banihal to Srinagar Section (Including Srinagar Bypass) in J & K state
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Fig 2.6: Typical Cross section for embankment height for Banihal to Srinagar Section (Including srinagar bypass) in J & K state
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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
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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
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Green Circle, Inc. Chapter II : Introduction 2.11
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
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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
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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).
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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.
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Green Circle, Inc. Chapter II : Introduction 2.15
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
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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
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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.
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Fig 3.2: Geological section along south portal area of small tunnel
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Fig 3.3: Geological section along small tunnel No.1 near Lambar
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Fig 3.4: Geological sections along main Pir Panjal tunnel No.2
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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.
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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
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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
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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
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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
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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
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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
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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.
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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
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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
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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
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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
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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
Dissolved Oxygen 5mg/l or more
Biochemical Oxygen Demand 5 days
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
Dissolved Oxygen 4mg/l or more
Biochemical Oxygen Demand 5 days
20oC 3mg/l or less
4 Propagation
of Wild life and
Fisheries
D pH between 6.5 to 8.5
Dissolved Oxygen 4mg/l or more
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.
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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
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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.
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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
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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,
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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
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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.
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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
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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.
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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
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Green Circle, Inc. Chapter III : Description of Environment 3.29
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.
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Green Circle, Inc. Chapter III : Description of Environment 3.30
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
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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
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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
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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
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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
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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.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.7
Fig. 4.5: Comprehensive Impact Network for Proposed Project
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.8
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.
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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).
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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:
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- 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.
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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.
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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
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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
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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.
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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
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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
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- 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.
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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.
M/s. Navayuga Engineering Company Ltd.
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Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.20
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
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.21
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.
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.22
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
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.23
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.
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.24
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.
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.25
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.
M/s. Navayuga Engineering Company Ltd.
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Banihal Section of NH-1A from km 189.350 to km 204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.26
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
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.27
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
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.28
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
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.29
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
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.30
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.
M/s. Navayuga Engineering Company Ltd.
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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
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.32
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
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.33
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
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4.34
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
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SL Subject Short Tunnel Long Tunnel
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
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SL Subject Short Tunnel Long Tunnel
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
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Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4. 37.
SL Subject Short Tunnel Long Tunnel
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4. 38.
SL Subject Short Tunnel Long Tunnel
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4. 39.
SL Subject Short Tunnel Long Tunnel
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:
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4. 40.
SL Subject Short Tunnel Long Tunnel
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter IV : Environmental Impact Identification & mitigation Measures 4. 41.
SL Subject Short Tunnel Long Tunnel
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,
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.3
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.4
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.5
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Issue Management Measures
Planning & Execution Supervision/Monitoring
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.6
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Planning & Execution Supervision/Monitoring
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/
Environmental Expert
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/
Environmental Expert
of SC
PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.7
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Issue Management Measures
Planning & Execution Supervision/Monitoring
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/
Environmental Expert
of SC
PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.8
Responsibility Sl. No.
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Issue Management Measures
Planning & Execution Supervision/Monitoring
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/
Environmental Expert
of SC
PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.9
Responsibility Sl. No.
Environmental
Issue Management Measures
Planning & Execution Supervision/Monitoring
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.10
Responsibility Sl. No.
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Issue Management Measures
Planning & Execution Supervision/Monitoring
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
Contractor Environmental Expert of
SC and PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.11
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Issue Management Measures
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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.
Contractor Environmental Expert of
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
Contractor Environmental Expert of
SC and PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.12
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Issue Management Measures
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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.
Contractor Environmental Expert of
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.13
Responsibility
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.14
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.15
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Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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).
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.16
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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:
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.17
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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,
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.18
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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.
Contractor Environmental
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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.19
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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).
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.20
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.21
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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.
Contractor Environmental
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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.22
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.23
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.24
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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.
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.25
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.26
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.27
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.28
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.29
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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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.30
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.31
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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.
Contractor Environmental
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.
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.32
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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,
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.33
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.34
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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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.35
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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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.36
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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.
Contractor Environmental
Expert of SC, PIU
C.5.3 Risk from Electrical The Contractor will take all required precautions to prevent Contractor Environmental
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.37
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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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.38
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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
Contractor Environmental
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.
Contractor Environmental
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.39
Responsibility
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Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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.
Contractor Environmental
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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.40
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.41
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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.
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.42
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.43
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
Work
Supervision/
Monitoring
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.44
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
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
Contractor Environmental
Expert of SC, PIU
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.45
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.46
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.47
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.48
Responsibility
Sl. No. Environmental
Aspect/Issue Management Measures Execution / Civil
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.49
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.51
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.52
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
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.53
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
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.54
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
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.55
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
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.56
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
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.57
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 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)
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.58
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
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.59
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.60
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.
M/s. Navayuga Engineering Company Ltd.
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Banihal Section of NH-1A from km 189.350 to km 204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.61
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.62
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
M/s. Navayuga Engineering Company Ltd.
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
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Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.63
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.64
Sl. No. Training
Recipients Mode of Training
Environmental and Social Aspects to be
covered training module
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
Regulations and Acts
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.65
Sl. No. Training
Recipients Mode of Training
Environmental and Social Aspects to be
covered training module
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
Regulations and Acts
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.66
Sl. No. Training
Recipients Mode of Training
Environmental and Social Aspects to be
covered training module
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.67
- 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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Monitoring Programme 5.68
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.69
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.70
COMPONENT STAGE ITEM UNIT
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.71
COMPONENT STAGE ITEM UNIT
UNIT
COST
(Rs.)
QUANTITY TOTAL COST
(INR)
Surface Water Quality
(Bichlari River)
No. of
Samples
4,000
At 2 locations twice a
year for 3 years (12
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
year for 3 years (45
Samples)
135,000.00
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.72
COMPONENT STAGE ITEM UNIT
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.73
COMPONENT STAGE ITEM UNIT
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.74
COMPONENT STAGE ITEM UNIT
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter V : Environmental Management Plan 5.75
COMPONENT STAGE ITEM UNIT
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.3
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
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.4
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.5
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.6
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
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.7
Fig 6.5: Social Scientist with affected people at Krawah
Fig. 6.6: Stakeholder consultation at Banihal
Fig. 6.7: Stakeholder consultation at Asar
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.8
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
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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.
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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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.11
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.12
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.13
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
Source: Public Consultation
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.14
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.
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.15
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
Source: Public Consultation
The issues discussed with the likely affected people at Krawah are summarized
Fig. 6.9: Social Scientist with affected people at Krawah
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
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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
M/s. Navayuga Engineering Company Ltd.
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.17
Sl. No. Name Profession Sex Age
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
Source: Public Consultation
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)
Sl. No. Name Profession Sex Age
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.18
Sl. No. Name Profession Sex Age
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
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Sl. No. Name Profession Sex Age
33 Mohd. Yasir Bhat Business Male 26
34 Ishhaque Lone Farmer Male 32
Source: Public Consultation
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
Sl. No. Name Profession Sex Age
1 Ghulam Mohd Farmer Male 50
2 Mohd Rather Farmer Male 80
Fig. 6.12: PAPs at Kaskoot in the second Public
Consultation
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Sl. No. Name Profession Sex Age
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
Compensation should include the cost of standing crop if the possession
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
Local people are required to be employed by the contractor
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
M/s. Navayuga Engineering Company Ltd.
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.21
6.4.3.5 At Asher
Sl. No. Name Profession Sex Age
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
Source: Public Consultation
The issues discussed with the PAPs at Asher are outlined below:
Compensation should include the cost of standing crop if the possession
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.22
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
Centerline should be marked in the proposed 2-lane carriageway
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
Cash payment disbursement should be made by NHAI/Central
government officers rather than local district administration
Drainage system should be highly modernized
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
Private tree cutting should be authorized by the owners themselves
Local people are required to be employed by the contractor
Fig. 6.14: A view of Public Consultation at village Asher
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.23
6.4.3.6 At Lamber
Sl. No. Name Profession Sex Age
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
Payment should be made in the mode of cash
Centerline should be marked in the proposed 2-lane carriageway
Replacement cost of houses and other private structures may be paid
adequately
GRC system should be highly sound
Blind curving may be minimized
Contractor should employ local labour
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Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.24
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 in nearby
location
Resettlement site should be equipped
with all facilities including water and
local road access
6.4.3.7 At Chureel
Sl. No. Name Profession Sex Age
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
Source: Public Consultation
The issues discussed with the PAPs at Chureel are outlined below:
Fig. 6.15: Social Scientist with Affected Landowners at
Lamber
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.25
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
GRC system should be highly sound
Contractor should employ local labour
Housing affected households may be
provided with housing that should be
established by NHAI in the same
locality
Resettlement site should be equipped with all facilities including water
and local road access
6.4.3.8 At Gund Tethar
Sl. No. Name Profession Sex Age
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
M/s. Navayuga Engineering Company Ltd.
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.26
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
Payment should be made in the mode of cash
Livelihood affected households may be treated adequately
Centerline should be marked in the proposed 2-lane carriageway
Structures compensation cost calculation may be done at replacement
value
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
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
Local people are required to be
employed by the contractor
M/s. Navayuga Engineering Company Ltd.
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.27
Fig. 6.18: Social Scientist with Beneficiary Population at village
Nowgaon
6.4.3.9 At Nowgaon
Sl. No. Name Profession Sex Age
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
Source: Public Consultation
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
Centerline should be marked in the proposed 2-lane carriageway
Contractor should employ local labour
Housing affected households may be provided with housing that should
M/s. Navayuga Engineering Company Ltd.
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.28
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
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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-
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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
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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.
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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.
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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
3. Census and Socio-
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.
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.34
Sl.
No. Activity Coordination Coordination Issues
4. Census and Socio-
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
the very objective of the project
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.
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.35
Sl.
No. Activity Coordination Coordination Issues
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
Information dissemination to make the people aware
of the very objective of the project
Discussion made on ongoing developmental
schemes/program
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Sl.
No. Activity Coordination Coordination Issues
List of NGOs and other local social voluntary
organizations.
9 Census and Socio-
Economic survey to
generate RAP
Social Welfare Scheme
incharge,
Anantnag
Information dissemination to make the people aware
of the very objective of the project
NGOs in the local area.
10 Census and Socio-
Economic survey to
generate RAP
Tehsildar
Anantnag
Information dissemination to make people aware of
the very objective of the project
Land rates
11 Census and Socio-
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.
M/s. Navayuga Engineering Company Ltd.
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204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.37
Sl.
No. Activity Coordination Coordination Issues
Discussion made on ongoing development and
schemes including housing, interest free loan, free
education, and scholarships for the vulnerable
people, namely STs/SCs/OBC.
12 Census and Socio-
Economic survey to
generate RAP
Section Officer (Revenue)
Anantnag
Information dissemination to make people aware of
the very objective of the project
Land rates
Source: Public Consultation
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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.
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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.
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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.
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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
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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
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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
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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
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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
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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
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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
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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
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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.
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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
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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.
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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
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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
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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.
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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:
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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:
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Section of NH-1A from km 189.350 to km 204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.57
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.58
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.59
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
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.60
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.61
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
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.62
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.
M/s. Navayuga Engineering Company Ltd.
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Banihal Section of NH-1A from km 189.350 to km 204.700 in State of J & K
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.63
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.
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.64
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.
No. Item Unit Quantity
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.65
Sl.
No. Item Unit Quantity
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
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Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.66
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.
M/s. Navayuga Engineering Company Ltd.
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
Report No: GCI/V/Navayuga/EIA/2010-11/July/EMS-014/R00
Green Circle, Inc. Chapter 6: Social impact assessment and R&R study 6.67
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)
R&R Assistance to the affected Families @ Rs.10,000 Lump sum
c) Wage Earners
R&R Assistance to the affected Families @ Rs.10,000 Lump sum
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.
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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
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Green Circle, Inc. Chapter VII : Project Benefits 7.3
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
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Green Circle, Inc. Chapter VII : Project Benefits 7.4
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
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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.