Shonter Rattu Road

Download as pdf or txt
Download as pdf or txt
You are on page 1of 199

National Highway Authority

Pre-Feasibility Study and Feasibility Study


of Shounter (Neelum Valley AJ&K) –
Rattu (Astor Valley G&B) Road Tunnel

For Rattu (Astor Valley G&B)


October 2019
PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

EXECUTIVE SUMMARY
The executive summary herein developed is for the project titled ―Shounter Road & Tunnel Project
Report‖. National Highway Authority (NHA), aims to Construct Shounter - Rattu (12.7km long) road
tunnel. The length of road corridors from (Kel to Shounter) and (Shounter to Gorikot) are about
26.9km and 41.5km respectively. It will traverse adjacent to town of Kel, Lower Domel, Dhakki Nakka,
Khora, Chitta katha, Upper Domel, and Chattian, Shounter in Neelum AJ&K area and Morcha Guzair,
Mirmalik, Rattu, Nasirabad, Chugam, Rehmanpur and Gorikot in Astore GB area. The project site is
approximate 65km away from Astore. The Route via Neelum Valley to Astore Valley, through
Shounter is very important socially, economically and geographically. Shounter - Rattu road tunnel
project would save the five hours‘ travelling of Gilgit Baltistan residents to Islamabad, the capital of
Pakistan via District Neelum (AJK). During field visits the people of the project area, confirmed that
this was the main route which was used by traders to travel from Astore to Islamabad in the past.
Later on, it was disconnected having no communication between the two territories. In the past people
of the region used mules and donkeys to transport goods from AJ&K area to GB area. The project
location map shown in Figure: 1.1.

Figure:1.1 Project Location Map

It is desired by people of the project area to add this project in China Pakistan Economic Corridor
(CPEC). The National Highway Authority (NHA) under the Federal Ministry of Communications is
focusing on advanced road and tunnels facilities in Pakistan to connect the low lands of Pakistan with
project area. DOHWA Engineering Co., Ltd. In Association with Prime Engineering & Testing
Consultants (Pvt.) Ltd. has been assigned to prepare a complete feasibility of the project; including
the preparation of the EIA. The project falls under Schedule-II of the EPA regulations requiring an
extensive environmental investigation for the construction of a tunnel and access roads across in GB
and AJK. The AJ&K part EIA report is approved from competent Authority and this isGB part EIA
report.

To carry out the present EIA Study, the environmental legislation and Guidelines enforced by the
Pakistan Environmental Protection Agency (PEPA) & Gilgit-Baltistan Environmental Protection
Agency (GB-EPA) have been followed. The Prime Engineering & Testing Consultants (Pvt.) Ltd. with
the assignment of carrying out an EIA Study of the proposed tunnel and access roads project.

DOHWA ENGINEERING CO. PRIME ENGINEERING I


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

The Report lists the identified environmental impacts and their mitigation measures. The report
includes an Environmental Management Plan to cover the mitigation measures, monitoring
requirements and institutional responsibilities (during design, construction and operation phases of the
proposed project).

This study has been conducted using standard environmental assessment methodology, in
accordance with the environmental legislation and Guidelines enforced by the Pakistan Environmental
Protection Agency (PEPA) & Gilgit-Baltistan Environmental Protection Agency (GB-EPA). The study
evaluates the proposed project according to the environmental assessment requirements of the
Pakistan Initial Environmental Examination and Environmental Impact Assessment Review
Regulations 2000.

The specific objectives of this EIA are to:

 Assess the existing conditions in the project area and develop a baseline of its current
environmental and socioeconomic conditions;

 Assess the proposed activities of the project to identify their potential impact, evaluate these
effects, and determine their significance;

 To propose mitigation measures that would help the Project Proponent in conducting the
operation in an environmentally sustainable manner;

 To develop an Environmental Management Plan that would assist the Project Proponent in the
effective implementation of the recommendations of the EIA.

The discussion and analysis of alternatives in Environmental Impact Assessment (EIA) should
consider other practicable strategies that will promote elimination of identified negative environmental
impacts. This section is a requirement of the EPA Pakistan including GB and is critical in
consideration of the ideal development with minimal environmental disturbance. This report has
identified the major environmental impacts noted by scientific experts. The findings of these impacts
were utilized to analyze possible options for the final development.

Efforts were made to develop a holistic approach to study all of the environmental, physical, socio-
economic aspects of the project region. As the project falls in GB and AJK areas.

Stakeholder consultation was carried out with the objective of involving people in the project. Local
residents, industrialists, shop keepers, vendors, hospital owners, teachers, pedestrians, businessmen
and government officials from various departments were identified as potential stakeholders for the
project. Survey and scoping sessions were held with these stakeholders to find out their perceptions
and perceived impacts about the existing road and proposed tunnel between AJK and GB. Majority of
the residents contacted, showed their satisfaction about the tunnel between both areas, and
considered the proposed project a necessary component for the betterment of the region. The
proposed project will also contribute in reducing travel time between both areas and also link the
northern part of Pakistan to the southern end more conveniently.

The potential impacts associated with the proposed project construction and operation activities
included: loss of vegetation and habitat; soil erosion due to earthwork, vehicle movement; soil
contamination; increase in water consumption, air pollution from vehicle, generator exhausts and fuel
combustion, waste generation, noise and disturbance; increased pressure on the wildlife of the area.

For effective implementation and management of mitigation measures, an Environmental


Management & Monitoring Plan has been prepared. The EMMP provides a delivery mechanism to
address potential impacts of project activities, to enhance project benefits and to introduce standards
of good practice in all project activities. The EMMP has been prepared with the objective of:

DOHWA ENGINEERING CO. PRIME ENGINEERING II


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Defining legislative requirements, guidelines and best industry practices that apply to the project;

 Defining mitigation/ monitoring plan required for avoiding or minimizing potential impacts
assessed by the EIA;

 Defining roles and responsibilities of the project proponent and the contractor;

 Defining requirements for environmental monitoring and reporting;

 Defining the mechanism with which training will be provided to the project personnel.

The study concludes that the project does not involve any long term irreversible negative impacts.
Most of the negative impacts identified in the study are temporary and manageable through adopting
mitigation measures. Generally, the proposed project is an environmental improvement project aimed
to facilitate sustainable development of GB, and therefore the overall impacts on the environment and
the socio-economic conditions will be very much positive.

DOHWA ENGINEERING CO. PRIME ENGINEERING III


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

T AB LE O F CON TE N TS

Executive Summary ......................................................................................................................................... 1


Executive Summary ......................................................................................................................................... 1
Chapter-1 Introduction ................................................................................................................................ 4
1.1 Project Title and Project Proponents .................................................................................................... 4
1.1.1 Project Title ............................................................................................................................................ 4
1.1.2 Project Proponent ............................................................................................................................... 4
1.2 Consultants ...................................................................................................................................................... 5
1.3 Purpose of the Report ................................................................................................................................. 5
1.4 Brief Description of Nature, Size, and Location of the Project ................................................... 5
1.5 EIA PROCESS ................................................................................................................................................... 5
1.5.1 Overview of EIA .................................................................................................................................... 5
1.5.2 Objective of EIA .................................................................................................................................... 5
1.5.3 Scope of EIA ........................................................................................................................................... 6
1.5.4 Spatial Scope .......................................................................................................................................... 6
1.6 EIA Methodology ........................................................................................................................................... 6
1.6.1 Scoping ..................................................................................................................................................... 6
1.6.2 Data Collection ...................................................................................................................................... 7
1.6.3 Baseline.................................................................................................................................................... 7
1.6.4 Stakeholder Consultation ................................................................................................................. 7
1.6.5 Evaluation of Alternatives................................................................................................................ 7
1.6.6 Impact Assessment and Mitigation .............................................................................................. 8
1.7 Structure of the Report ............................................................................................................................... 8
Chapter-2 Policy, Legal & Administrative Framework .................................................................................. 9
2.1 General............................................................................................................................................................... 9
2.2 Policy Framework ......................................................................................................................................... 9
2.3 National Environmental Policy - 2005 ................................................................................................. 9
2.4 Legal Framework .......................................................................................................................................... 9
2.4.1 Gilgit Baltistan Environmental Protection Act, 2014 (GBEPA-14) ...............................10
2.4.2 EPA (Review of IEE and EIA) Regulations, 2000 ..................................................................10
2.4.3 Pakistan Environmental Assessment Procedures, 1997 ...................................................10
2.5 Other Relevant Laws ..................................................................................................................................10
2.5.1 Land Acquisition Act (1894) .........................................................................................................10
2.5.2 Project Implementation and Resettlement of Affected Persons Ordinance 2000 ..10
2.5.3 Canal and Drainage Act, 1873 ......................................................................................................11
2.5.4 Forest Act 1927 and later amendments ...................................................................................11
2.5.5 Draft National Forest Policy 2001 ..............................................................................................11

DOHWA ENGINEERING CO. PRIME ENGINEERING i


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

2.5.6 Northern Areas Forest Rules 1983.............................................................................................11


2.5.7 Private Forest Regulation 1970 ...................................................................................................11
2.5.8 Cutting of Trees (Prohibition) Act, 1975 .................................................................................11
2.5.9 Northern Areas Customary Laws ................................................................................................11
2.5.10 Northern Area Strategy for Sustainable Development 2003 ..........................................12
2.5.11 Highways Safety Ordinance, 2000 ..............................................................................................12
2.5.12 The Antiquities Act, 1975 ...............................................................................................................12
2.5.13 Motor Vehicle Rules, 1969 .............................................................................................................12
2.5.14 Explosive Act, 1884...........................................................................................................................12
2.5.15 Pakistan Penal Code, 1860.............................................................................................................12
2.5.16 The Telegraphy Act 1910 ...............................................................................................................12
2.5.17 Labor laws ............................................................................................................................................13
2.5.18 Local Government Ordinance 2001 ...........................................................................................13
2.5.19 Factories Act, 1934 ...........................................................................................................................13
2.5.20 Environmental Assessment Procedures ..................................................................................13
2.5.21 Convention on Biological Diversity ............................................................................................14
2.5.22 Guidelines for the Preparation and Review of Environmental Reports .....................15
2.5.23 Guidelines for Public Consultation .............................................................................................16
2.5.24 Guidelines for Sensitive and Critical Areas .............................................................................16
2.5.25 Sectoral Guidelines: Major Sewerage Schemes .....................................................................16
2.5.26 Solid Waste Management Policy .................................................................................................16
Chapter-3 Project Description ................................................................................................................... 17
3.1 Type and Category of the Project .........................................................................................................17
3.2 Need Assessment of the Project & Objectives .................................................................................17
3.3 Project Location ...........................................................................................................................................18
3.4 Project Administrative Jurisdiction .....................................................................................................18
3.5 Land Use on the Site ...................................................................................................................................18
3.6 Road Access ...................................................................................................................................................18
3.7 Vegetation Features of the Site ..............................................................................................................19
3.8 Project Implementation Schedule ........................................................................................................19
3.9 Alignment Alternatives .............................................................................................................................19
3.10 Components of the Project ......................................................................................................................19
3.11 Project Cost & Magnitude ........................................................................................................................20
3.12 Design of Proposed Tunnel & Access Roads ....................................................................................20
3.12.1 Approach and Methodology ..........................................................................................................20
Chapter-4 Project Alternatives .................................................................................................................. 29
4.1 Alternative-I “No Development Option” ............................................................................................29
4.2 Alternative-II ‘Site Option - Site Selection Criteria’ .......................................................................29

DOHWA ENGINEERING CO. PRIME ENGINEERING ii


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

4.2.1 Review of snowline elevation .......................................................................................................30


4.2.2 Key Considerations for Alternative Tunnel Corridors .......................................................31
4.2.3 Key Considerations for Existing Road .......................................................................................31
4.2.4 Selection of Route Corridors .........................................................................................................36
4.2.5 The Main Characteristics of Route Alternatives ...................................................................36
4.3 Tunnel Alignment Comparison .............................................................................................................43
4.3.1 Evaluation Criteria ............................................................................................................................46
4.3.2 Site Selection .......................................................................................................................................46
4.4 Alternative-III Other Transport Modes ..............................................................................................46
4.5 Selection of Alternative Tunnel Alignment ......................................................................................46
Chapter-5 Environmental & Socio-Economic Baseline ............................................................................... 47
5.1 Physical Environment ...............................................................................................................................47
5.1.1 Geography.............................................................................................................................................47
5.1.2 Topography ..........................................................................................................................................48
5.1.3 Geology ..................................................................................................................................................48
5.1.4 Seismology............................................................................................................................................49
5.1.5 Water Supply .......................................................................................................................................50
5.1.6 Climate ...................................................................................................................................................50
5.2 Environmental Baseline Monitoring ...................................................................................................52
5.2.1 Ambient Air Quality ..........................................................................................................................53
5.2.2 Water Sampling and analysis........................................................................................................53
5.2.3 Noise Monitoring results ................................................................................................................54
5.2.4 Soil ...........................................................................................................................................................55
5.2.5 Greenhouse Gases .............................................................................................................................55
5.2.6 Slopes Failure ......................................................................................................................................55
5.2.7 Land Use ................................................................................................................................................56
5.2.8 Natural Disasters ...............................................................................................................................57
5.2 Biological Environment ............................................................................................................................57
5.2.1 Floral Attributes of the Project Area..........................................................................................57
5.2.2 Fauna Attributes of the Project Area .........................................................................................61
5.2.3 Protected Areas ..................................................................................................................................63
5.2.4 Wetlands ...............................................................................................................................................63
5.2.5 Aquatic Ecology ..................................................................................................................................64
5.3 Socio-economic Environment ................................................................................................................65
5.3.1 Methodology ........................................................................................................................................65
5.3.2 Structures of Authority ...................................................................................................................65
5.3.3 Demographics .....................................................................................................................................65

DOHWA ENGINEERING CO. PRIME ENGINEERING iii


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.3.4 Community Structure ......................................................................................................................69


5.3.5 Family Structure ................................................................................................................................69
5.3.6 Vulnerable Groups ............................................................................................................................69
5.3.7 Ethnic Groups and Religions .........................................................................................................70
5.3.8 Safety ......................................................................................................................................................70
5.3.9 Recreation Facilities .........................................................................................................................70
5.3.10 Basic Infrastructure and Facilities..............................................................................................70
5.3.11 Electric Power .....................................................................................................................................71
5.3.12 Domestic Water Supplies ...............................................................................................................71
5.3.13 Telecommunication ..........................................................................................................................71
5.3.14 Transportation....................................................................................................................................71
5.3.15 Post Office .............................................................................................................................................71
5.3.16 Banking ..................................................................................................................................................71
5.3.17 Industries ..............................................................................................................................................71
5.3.18 Land Holding and Tenancy Status ..............................................................................................72
5.3.19 Cost of Agricultural Land ................................................................................................................72
5.3.20 Food Habits and Food Supply .......................................................................................................72
5.3.21 Occupations and Income, Livelihood.........................................................................................72
5.3.22 Family Expenditure ..........................................................................................................................73
5.3.23 Poverty ...................................................................................................................................................73
5.3.24 Credit availability ..............................................................................................................................74
5.3.25 Social Organizations and NGO Involvement ...........................................................................74
5.3.26 Tourism .................................................................................................................................................74
5.3.27 Archaeology and Cultural Heritage ............................................................................................74
5.3.28 Community Perceptions about the Project Area ..................................................................74
5.3.29 Status of Women ................................................................................................................................75
5.3.30 Offspring ................................................................................................................................................75
5.3.31 Occupation............................................................................................................................................75
5.3.32 Health Status........................................................................................................................................76
5.3.33 Decision Making Process and Skill Development.................................................................77
5.3.34 Pressing Needs....................................................................................................................................77
5.3.35 Activities ................................................................................................................................................77
5.3.36 Awareness and Perceived Impacts of Project Area .............................................................77
5.3.37 Secondary Consultation ..................................................................................................................78
Chapter-6 Stakeholder Consultation & Disclosure ..................................................................................... 79
6.1 General.............................................................................................................................................................79
6.2 Identification of Main Stakeholders ....................................................................................................79

DOHWA ENGINEERING CO. PRIME ENGINEERING iv


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

6.3 Consultation Process .................................................................................................................................79


6.4 Primary Stakeholder ..................................................................................................................................80
6.5 Community Concerns ................................................................................................................................80
6.5.1 Project Approval ................................................................................................................................80
6.5.2 Local Employment.............................................................................................................................80
6.5.3 Interaction with Local Community ............................................................................................80
6.6 Secondary Stakeholders Consultation ................................................................................................81
Chapter-7 Impact Prediction, Evaluation & Mitigation Measures .............................................................. 82
7.1 Identification of Potential Impacts.......................................................................................................82
7.2 Impact Classification ..................................................................................................................................82
7.3 Impact Scoping Criteria ............................................................................................................................83
7.4 Impact Assessment Methodology .........................................................................................................83
7.5 Potential Impacts and Mitigation Measures during Design Phase .........................................85
7.5.1 Topography ..........................................................................................................................................85
7.5.2 Landscape .............................................................................................................................................85
7.5.3 Formation Width in Built-up Areas............................................................................................90
7.5.4 Impacts on Land Use ........................................................................................................................91
7.5.5 Floral Attributes .................................................................................................................................91
7.5.6 Road Safety ...........................................................................................................................................91
7.5.7 Public Utilities .....................................................................................................................................91
7.6 Impacts Associated with Construction Activities ..........................................................................92
7.7 Discussion on Key Environmental Aspects ......................................................................................95
7.7.1 Tunnel construction .........................................................................................................................95
7.7.2 Geomorphology and Soils ..............................................................................................................97
7.7.3 Slope Failure ........................................................................................................................................98
7.7.4 Water Resources ................................................................................................................................99
7.7.5 Air Quality .......................................................................................................................................... 100
7.7.6 GHG Emissions ................................................................................................................................. 102
7.7.7 Ozone Depletion .............................................................................................................................. 102
7.7.8 Noise Pollution................................................................................................................................. 102
7.7.9 Waste Discharges............................................................................................................................ 103
7.7.10 Traffic .................................................................................................................................................. 105
7.7.11 Wildlife and Habitat....................................................................................................................... 105
7.7.12 Natural Vegetation ......................................................................................................................... 107
7.7.13 Socio-economic Impact ................................................................................................................ 108
7.7.14 Impacts Associated with Operation Activities and Mitigation Measures ................ 109
7.7.15 Water Resources ............................................................................................................................. 110

DOHWA ENGINEERING CO. PRIME ENGINEERING v


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.7.16 Environmental and Social Benefits ......................................................................................... 115


Chapter-8 Environmental Management Plan (EMP) ..................................................................................... 117
8.1 Purpose and Objectives of the EMP .................................................................................................. 117
8.2 Components of the EMP ........................................................................................................................ 117
8.3 Legislation and Guidelines ................................................................................................................... 118
8.4 Organizational Structure and Responsibilities ............................................................................ 118
8.5 Roles and Responsibilities of NHA .................................................................................................... 118
8.6 Planning and Design of the Operation ............................................................................................. 120
8.7 Implementation of the EMP ................................................................................................................. 120
8.8 Environmental Management Plan ..................................................................................................... 121
8.9 Communication and documentation ................................................................................................ 135
8.9.1 Meetings and Reporting ............................................................................................................... 135
8.9.2 General Guidelines for Reporting ............................................................................................ 135
8.9.3 Social Complaints Register ......................................................................................................... 135
8.9.4 Change Record Register ............................................................................................................... 136
8.9.5 Photographic Record..................................................................................................................... 136
8.9.6 Audit Reports ................................................................................................................................... 136
8.9.7 Compliance Monitoring................................................................................................................ 136
8.10 Effects Monitoring.................................................................................................................................... 136
8.10.1 Monitoring Roles and Responsibilities .................................................................................. 137
8.11 Environmental Mitigation (Plantation) Cost ................................................................................ 140
8.12 Environmental Training ........................................................................................................................ 140
8.12.1 Objectives of the Training Programme.................................................................................. 140
8.12.2 Roles and Responsibilities .......................................................................................................... 140
8.12.3 Training Topic .................................................................................................................................. 141
8.13 Grievance Redress Mechanism (GRM) ............................................................................................ 141
8.13.1 Regulatory Requirement for Grievance Redress Mechanism ...................................... 141
8.14 Change Management Plan .................................................................................................................... 143
8.15 Environmental Budget Estimate ........................................................................................................ 144
Chapter-9 Conclusions ................................................................................................................................. 145
References ................................................................................................................................................... 146
Annexure-1 List of Respondents, Participants of Socio-Economic Survey and Public Consultation .............. 149
List of Government Offices, Line Agencies and NGOs visited and Persons Contacted ............... 149
List of Respondents Interviewed for village Profile Survey.................................................................. 150
Annexure-2 Trees, Shrubs, Herbs, Grasses, and Fruit Trees in the Region .................................................... 151
Trees ............................................................................................................................................................................ 151
Shrubs.......................................................................................................................................................................... 151
Herbs ............................................................................................................................................................................ 152

DOHWA ENGINEERING CO. PRIME ENGINEERING vi


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Grasses ........................................................................................................................................................................ 152


Fruit Trees ................................................................................................................................................................. 153
Annexure-3 Socio-Economic Survey Questionnaires .................................................................................... 154
Annexure-4 Project Team of Road and Shounter Tunnel Project ................................................................. 160
Annexure-5 Photographs of Consultations of the Project Area .................................................................... 161
Annexure-6 Disaster Management Plan for the Project Area ....................................................................... 163
Disaster Management Plan ................................................................................................................................. 163
General ................................................................................................................................................................... 163
Objectives .............................................................................................................................................................. 163
Need for Disaster Management Measures ............................................................................................... 163
Annexure-7 Glacier Management Plan of the Project Area .......................................................................... 164
Glacier Management Plan.................................................................................................................................... 164
Introduction ......................................................................................................................................................... 164
Methodology ........................................................................................................................................................ 164
Disposal Characteristics of the Sites .......................................................................................................... 164
Management Plan .............................................................................................................................................. 165
Responsibilities................................................................................................................................................... 165
Annexure-8 Dumping Sites .......................................................................................................................... 166
General ........................................................................................................................................................................ 166
Dumping Sites Selection Criteria ...................................................................................................................... 166
Shounter Side....................................................................................................................................................... 167
Rattu Side .............................................................................................................................................................. 168
Methodology of Dumping .................................................................................................................................... 168
Dumping Process ............................................................................................................................................... 169
Rehabilitation of Spoil Dumps ...................................................................................................................... 170
Engineering Measures ..................................................................................................................................... 170
Retaining Walls ................................................................................................................................................... 171
Compaction & Leveling .................................................................................................................................... 171
Fencing ................................................................................................................................................................... 171
Biological Measures .......................................................................................................................................... 171
Soil treatment ...................................................................................................................................................... 171
Plantation .............................................................................................................................................................. 171
Monitoring & Compliances............................................................................................................................. 172
Annexure-9 Phographs of Environmental Monitoring .................................................................................. 173
Annexure-10 Ambient Air Qauality, Water and Noise Monitoring Results ................................................... 174
ANNEXURE-11 Report Maps & Images ......................................................................................................... 175

DOHWA ENGINEERING CO. PRIME ENGINEERING vii


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

List of Tables

Table 1-Typical Cross-Sections (Roadway, Bridges & Tunnel) ...................................................................24


Table 2- Salient Features of Road Tunnel ............................................................................................................24
Table 3-Proposed Design for Flexible Pavement (Additional Carriageway) .........................................25
Table 4-Proposed Design for Flexible Pavement (Existing Carriageway) ..............................................25
Table 5- Electrical Supplies by Location ...............................................................................................................27
Table 6-Predicted Snowline in the Future ...........................................................................................................31
Table 7- Tunnel Alignment Corridor Comparison ............................................................................................43
Table 8- Proposed Project Districts and Tehsils................................................................................................48
Table 9- Maximum, Minimum and Mean Monthly Temperature................................................................51
Table 10- Wind Speed and Direction......................................................................................................................52
Table 11- Results of ambient air quality Monitoring at propsed Project Area .....................................53
Table 12- Results of water quality analysis .........................................................................................................53
Table 13- Noises level results within the propsed Project Area .................................................................54
Table 14-Land Use of the Gilgit Baltistan .............................................................................................................56
Table 15-Land Use of the District Astore..............................................................................................................56
Table 16-Distribution of the Forest in Project Area.........................................................................................58
Table 17-Customary Rights of Local Communities ..........................................................................................59
Table 18-Type of Rangelands in the Region ........................................................................................................60
Table 19-Livestock Population of the Project Area ..........................................................................................60
Table 20-Mammals Found in the Project Area ...................................................................................................61
Table 21-Bird Species in the Project Area ............................................................................................................62
Table 22- Endangered, Threatened and Vulnerable Species of the Area ................................................63
Table 23-Wetlands of the Area .................................................................................................................................63
Table 24- Fish Species in the Project Area ...........................................................................................................64
Table 25- Estimated Population of the Settlements in the Project Area .................................................66
Table 26-Housing Status of Sample Villages in the Project Area ................................................................66
Table 27- Age Distribution of Surveyed Population ........................................................................................67
Table 28- Educational Facilities in the Project Area ........................................................................................68
Table 29- Literacy Rate in Project Area.................................................................................................................68
Table 30- Ethnic Groups, Religion and Spoken Language in the Project Area ......................................68
Table 31- Disabled Persons in Project Area ........................................................................................................69
Table 32- Existing Infrastructures Facilities in the Project area ................................................................70
Table 33- Occupations in the Project Area...........................................................................................................72
Table 34- Total Monthly Household Expenditure.............................................................................................73
Table 35- Number of Children of Respondent Women ..................................................................................75
Table 36- Occupations of Respondents in the Project Area ..........................................................................76
Table 37- Women Health Conditions .....................................................................................................................76
Table 38- Pressing Needs (Multiple Responses) ...............................................................................................77
Table 39- Impact Scoping Matrix .............................................................................................................................83
Table 40- Definitions for Consequence and Likelihood of Impacts ...........................................................84
Table 41- Impact Significant Matrix .......................................................................................................................84
Table 42- Impact Assessment Criteria ...................................................................................................................84
Table 43 Proposed Solutions for Slope Instability Problems .......................................................................86
Table 44 Sample Images for Different Types of Slope Collapses ................................................................89
Table 45 Stability Analysis Method of Slope .......................................................................................................89
Table 46 Stability Analysis Method of Soil ...........................................................................................................90
Table 47- Impact Assessment of Construction Activities ..............................................................................92
Table 48- Construction Activities Waste ........................................................................................................... 103
Table 49- Management and Monitoring Plan – Design /Pre-construction Phase ............................ 123

DOHWA ENGINEERING CO. PRIME ENGINEERING viii


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Table 50- Management and Monitoring Plan – Construction Phase ...................................................... 124
Table 51- Management and Monitoring Plan – Operational Phase ........................................................ 133
Table 52- Environment Monitoring Plan and Budgeting ............................................................................ 139
Table 53- Environmental Budgeting and Plantation Cost .......................................................................... 144

DOHWA ENGINEERING CO. PRIME ENGINEERING ix


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Abbreviations

AD Assistant Director
ADB Asian Development Bank
AJ&K Azad Jammu & Kashmir
AKRSP Aga Khan Rural Support Programme
BHU Basic Health Unit
CFC Chloro-Flouro Carbons
CMS Conservation of Migratory Species
CPEC China Pakistan Economic Corridor
DD Deputy Director
EC Environmental Committee
EDO Executive Director Officer
EHS Environmental Health and Safety
EIA Environmental Impact Assessment
EMMP Environmental Management Plan
EPAs Pakistan Environment Protection Agency‘s
ES Executive Summary
ESPS Emergency Standby Power System
FWO Frontier Works Organization
GB Gilgit Baltistan
GCMs Global Climate Models
GHG Greenhouse Gasses
GIIP Good International Industry Practice
GRM Grievance Redress Mechanism
ha Hectare = 10,000 m2
HBIB Habib Metro Bank
HCFC Hydro-Chloro-Flouro Carbons
HSSE Health Safety Security and Environmental Management
IEE Initial Environmental Examination
IFC International Finance Corporation
IUCN International Union for Conservation of Nature
JICA Japan International Caption Authority
KKB Karakorum Bank
KKH Karakorum Highway
km Kilometer
Km Kilometer
Km2 Square Kilometer
m Meter
M Million

DOHWA ENGINEERING CO. PRIME ENGINEERING x


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

max Maximum
MC Monitoring Consultant
ME Monitoring Evaluation
MFB Micro Finance Bank
min Minimum
MMP Management Mitigation Plan
MP Monitoring Plan
MSDS Material Safety Data Sheet
MVEs Motor Vehicle Examiners
MVR Motor Vehicle Rules
NBP National Bank Pakistan
NCCW National Council for Conservation of Wildlife
NCS National Conservation Strategy
NEP National Environmental Policy
NEQS National Environmental Quality Standard
NFPA National Fire Protection Association
NGOs Non- Governmental Organizations
NHA National Highway Authority
NOC No-Objection Certificate
NPS Normal Power Supply
NRSPB Northern Rural Support Project Bank
NTC National Trade Corridor
O&M Operation and maintenance
ODSs Ozone depleting Substances
P&D Planning and Development
PAPs Project Affects Persons
PBL Punjab Bank Limited
PEMC Project Environmental Management Committee
PEPA Pakistan Environmental Protection Act 1997
PEPC Pakistan Environmental Protection Council
PEQS Pakistan Environmental Quality Stranded
PESMU Project Environmental and Social Management Unit
PGRC Project Grievance Resolution Committee
PM Particulate Matter
PMC Project Management Consultant
PMD Pakistan Meteorological Department
PNCS Pakistan National Conservation Strategy
PPE Personal Protective Equipment
PTDC Pakistan Tourism Development Corporation
RAP Resettlement Action Plan

DOHWA ENGINEERING CO. PRIME ENGINEERING xi


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ROW Right of Way


SC Supervision Consultant
SCO Special Communication Organization
SPS Safety Power Supply
TOR Terms of Reference
UNFCCC National Framework Convention on Climate Change
UPS Uninterruptible Power Supply
WB World Bank
WHO World Health Organization
WWF World Wide Fund
ZTB Zarai Taraqiati Bank Ltd.

DOHWA ENGINEERING CO. PRIME ENGINEERING xii


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

EXECUTIVE SUMMARY
The executive summary herein developed is for the project titled ―Shounter Road & Tunnel Project
Report‖. National Highway Authority (NHA), aims to Construct Shounter - Rattu (12.7km long) road
tunnel. The length of road corridors from (Kel to Shounter) and (Shounter to Gorikot) are about
26.9km and 41.5km respectively. It will traverse adjacent to town of Kel, Lower Domel, Dhakki Nakka,
Khora, Chitta katha, Upper Domel, and Chattian, Shounter in Neelum AJ&K area and Morcha Guzair,
Mirmalik, Rattu, Nasirabad, Chugam, Rehmanpur and Gorikot in Astore GB area. The project site is
approximate 65km away from Astore. The Route via Neelum Valley to Astore Valley, through
Shounter is very important socially, economically and geographically. Shounter - Rattu road tunnel
project would save the five hours‘ travelling of Gilgit Baltistan residents to Islamabad, the capital of
Pakistan via District Neelum (AJK). During field visits the people of the project area, confirmed that
this was the main route which was used by traders to travel from Astore to Islamabad in the past.
Later on, it was disconnected having no communication between the two territories. In the past people
of the region used mules and donkeys to transport goods from AJ&K area to GB area. The project
location map shown in Figure: 1.1.

Figure:1.1 Project Location Map

It is desired by people of the project area to add this project in China Pakistan Economic Corridor
(CPEC). The National Highway Authority (NHA) under the Federal Ministry of Communications is
focusing on advanced road and tunnels facilities in Pakistan to connect the low lands of Pakistan with
project area. DOHWA Engineering Co., Ltd. In Association with Prime Engineering & Testing
Consultants (Pvt.) Ltd. has been assigned to prepare a complete feasibility of the project; including
the preparation of the EIA. The project falls under Schedule-II of the EPA regulations requiring an
extensive environmental investigation for the construction of a tunnel and access roads across in GB
and AJK. The AJ&K part EIA report is approved from competent Authority and this isGB part EIA
report.

To carry out the present EIA Study, the environmental legislation and Guidelines enforced by the
Pakistan Environmental Protection Agency (PEPA) & Gilgit-Baltistan Environmental Protection
Agency (GB-EPA) have been followed. The Prime Engineering & Testing Consultants (Pvt.) Ltd. with
the assignment of carrying out an EIA Study of the proposed tunnel and access roads project.

DOHWA ENGINEERING CO. PRIME ENGINEERING 1


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

The Report lists the identified environmental impacts and their mitigation measures. The report
includes an Environmental Management Plan to cover the mitigation measures, monitoring
requirements and institutional responsibilities (during design, construction and operation phases of the
proposed project).

This study has been conducted using standard environmental assessment methodology, in
accordance with the environmental legislation and Guidelines enforced by the Pakistan Environmental
Protection Agency (PEPA) & Gilgit-Baltistan Environmental Protection Agency (GB-EPA). The study
evaluates the proposed project according to the environmental assessment requirements of the
Pakistan Initial Environmental Examination and Environmental Impact Assessment Review
Regulations 2000.

The specific objectives of this EIA are to:

 Assess the existing conditions in the project area and develop a baseline of its current
environmental and socioeconomic conditions;

 Assess the proposed activities of the project to identify their potential impact, evaluate these
effects, and determine their significance;

 To propose mitigation measures that would help the Project Proponent in conducting the
operation in an environmental sustainable manner;

 To develop an Environmental Management Plan that would assist the Project Proponent in the
effective implementation of the recommendations of the EIA.

The discussion and analysis of alternatives in Environmental Impact Assessment (EIA) should
consider other practicable strategies that will promote elimination of identified negative environmental
impacts. This section is a requirement of the EPA Pakistan including GB and is critical in
consideration of the ideal development with minimal environmental disturbance. This report has
identified the major environmental impacts noted by scientific experts. The findings of these impacts
were utilized to analyze possible options for the final development.

Efforts were made to develop a holistic approach to study all of the environmental, physical, socio-
economic aspects of the project region. As the project fall GB and AJK areas.

Stakeholder consultation was carried out with the objective of involving people in the project. Local
residents, industrialists, shop keepers, vendors, hospital owners, teachers, pedestrians, businessmen
and government officials from various departments were identified as potential stakeholders for the
project. Survey and scoping sessions were held with these stakeholders to find out their perceptions
and perceived impacts about the existing road and proposed tunnel between AJK and GB. Majority of
the residents contacted, showed their satisfaction about the tunnel between both areas, and
considered the proposed project a necessary component for the betterment of the region. The
proposed project will also contribute in reducing travel time between both areas and also link the
northern part of Pakistan to the southern end more conveniently.

The potential impacts associated with the proposed project construction and operation activities
included: loss of vegetation and habitat; soil erosion due to earthwork, vehicle movement; soil
contamination; increase in water consumption, air pollution from vehicle, generator exhausts and fuel
combustion, waste generation, noise and disturbance; increased pressure on the wildlife of the area.

For effective implementation and management of mitigation measures, an Environmental


Management & Monitoring Plan has been prepared. The EMMP provides a delivery mechanism to
address potential impacts of project activities, to enhance project benefits and to introduce standards
of good practice in all project activities. The EMMP has been prepared with the objective of:

DOHWA ENGINEERING CO. PRIME ENGINEERING 2


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Defining legislative requirements, guidelines and best industry practices that apply to the project;

 Defining mitigation/ monitoring plan required for avoiding or minimizing potential impacts
assessed by the EIA;

 Defining roles and responsibilities of the project proponent and the contractor;

 Defining requirements for environmental monitoring and reporting;

 Defining the mechanism with which training will be provided to the project personnel.

The study concludes that the project does not involve any long term irreversible negative impacts.
Most of the negative impacts identified in the study are temporary and manageable through adopting
mitigation measures. Generally, the proposed project is an environmental improvement project aimed
to facilitate sustainable development of GB, and therefore the overall impacts on the environment and
the socio-economic conditions will be very much positive.

DOHWA ENGINEERING CO. PRIME ENGINEERING 3


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-1 INTRODUCTION
This chapter presents the data relevant to the undertaking of the Environmental Impact Assessment
(EIA) carried out by DOHWA Engineering Co., Ltd. in association with Prime Engineering & Testing
Consultants (Pvt) Ltd. The project is between Shounter and Rattu (12.7 km long) road tunnel the
length of road cooridoors from (Ke to Shounter) and (Shounter to Gorikot) are about 26.9km and
41.5km respectively. It will traverse adjacent to town of Kel, Lower Domel, Dhakki Nakka, Khora,
Chitta katha, Upper Domel, and Chattian, Shounter in Neelum AJ&K area and Morcha Guzair,
Mirmalik, Rattu, Nasirabad, Chugam, Rehmanpur and Ghorikot in Astore GB area. The AJ&K area
EIA report is approved from competent Authority and this EIA report is under juristruction of Gilgit
Balistan area. The project site is approximate 65km away from Astore.The consultants, project
rationale and the approach taken to the EIA study.

1.1 PROJECT TITLE AND PROJECT PROPONENTS

1.1.1 PROJECT TITLE

The proposed project to which this Environmental Impact Assessment (EIA) relates is entitled as
“Proposed Shounter Tunnel Project”. A key map showing the location of the project area is shown in
Figure: 1.1.

Figure: 1.1 Proposed Project Location Map

1.1.2 PROJECT PROPONENT

DOHWA ENGINEERING CO. PRIME ENGINEERING 4


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

The proponent of the project is ―National Highway Authority (NHA)‖; while DOHWA Engineering Co.,
Ltd. In Association with Prime Engineering & Testing Consultants (Pvt) Ltd. has been assigned to
prepare a complete feasibility of the project; including the preparation of the EIA of the said project to
be submitted by them to NHA.

1.2 CONSULTANTS

The EIA study was carried out by environmental team of Prime Engineering & Testing Consultants
(Pvt) Ltd. comprising of Environmentalist, Sociologist and Geologist with diversified experience on
local and international assignments. The project environmental team list provided in Annex: 4.

1.3 PURPOSE OF THE REPORT

EIA is mandatory according to the Gilgit Baltistan Environmental Protection Act 2014 states that: No
proponent of a project shall commence construction or operation unless he has filed an environmental
impact assessment, and has obtained from the GB EPA approval in respect there of.

1.4 BRIEF DESCRIPTION OF NATURE, SIZE, AND LOCATION OF THE


PROJECT

The proposed project to which this Environmental Impact Assessment (EIA) relates is entitled as
“Proposed Shounter Tunnel Project”. The project is between Shounter and Rattu (12.7 km long) road
tunnel the length of road cooridoors from (Ke to Shounter) and (Shounter to Gorikot) are about
26.9km and 41.5km respectively. The project once completed will provide a good link to the towns
and villages along the alignment as well as prove to be advantageous for the freight traffic moving
goods, products and material within areas.

1.5 EIA PROCESS

1.5.1 OVERVIEW OF EIA

EIA is a systematic process to identify, predict and evaluate the environmental impacts of proposed
actions and projects. The process is applied prior to major decisions and commitments being made.
Wherever appropriate, social, cultural and health effects are considered as an integral part of EIA.
Particular attention is given to practical implementation of EIA to prevent and mitigate significant
adverse effects of proposed undertakings.

1.5.2 OBJECTIVE OF EIA

The main objective of the EIA Study is to highlight anticipated impacts of the proposed project
covering environmental and occupational health and safety issues and to suggest mitigation
measures to eliminate or reduce the foreseen negative impacts to an acceptable level. These
objectives can be further elaborated as below:

• Description of the proposed project, including an estimate of emissions, effluent and waste and
consideration of the project alternatives;

• Identify and investigate all impacts of the proposed project on the physical, biological, and
socio-economic environment;

DOHWA ENGINEERING CO. PRIME ENGINEERING 5


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

• Evaluation of the baseline environmental conditions in the impact zone to provide a basis for
assessing the incremental impacts of the proposed project, including existing pollution levels
and nuisance conditions;

• Identification and assessment of the potential impacts on the environment during each of the
project phases;

• To propose mitigation measures that would help the Project Proponent in conducting the
operation in an environmental sustainable manner; and to develop an Environmental
Management Plan that would assist the Project Proponent in the effective implementation of the
recommendations of the EIA.

1.5.3 SCOPE OF EIA

This EIA covers the construction& operational anticipated impacts of “Proposed ShounterTunnel
Project”. An approximate length of the project would be around 81.1km including access roads. The
scope of the EIA includes:

• Construction activities at the proposed project site;


• Relevant off-site construction activities;
• Operation.

1.5.4 SPATIAL SCOPE

Impacts are assessed within the area of influence of the proposed project defined as:

• Immediate Area of Influence: at immediate foot print of proposed project location.

• Direct Area of Influence: within the proposed project corridor and immediate surrounding of
Right of Way (ROW).

1.6 EIA METHODOLOGY

The EIA project passes through series of stages prior to report preparation. The EIA process and the
approach followed for the proposed project is defined below:

1.6.1 SCOPING

Scoping is an early stage of the process and is designed to ensure that the environmental studies
provide all the relevant information on:

• the impacts of the project, in particular focusing on the most important impacts;
• the alternatives to the project;
• Other environmental sensitivities to be addressed at early stage.
• The EIA process started with the scoping.

The purpose of scoping was to identify:

• the important issues to be considered in an EIA;


• the appropriate time and space boundaries of the EIA study;
• the information necessary for decision-making;

DOHWA ENGINEERING CO. PRIME ENGINEERING 6


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

• the significant effects and factors to be studied in detail.

The scoping was followed by data collection describes in subsequent section.

1.6.2 DATA COLLECTION

Following literature review and data collection was carried out for EIA:

• A generic description of the proposed project and its related activities was collected from the
Prime Engineering & Testing Consultants (Pvt.) Limited.

• Legislative review of the applicable laws, regulations, guidelines and standards from various
organisations and literature search.

• Baseline of the area‘s environmental and socio-economic settings was collected through
different departments and offices, literature search and field surveys.

1.6.3 BASELINE

The environmental impact is measured through a change in the environment, resulting from a
designated action or activity. In order to identify such a change, it is essential to have as complete as
practicable understanding of the nature of the existing environment, prior to its interaction with the
proposed activity.This translates into the need to characterize the existing baseline environmental
conditions, including establishing prevailing conditions for a range of environmental media, particularly
air, water, soil and groundwater, flora, fauna and the human environment. This was achieved through
a detailed review of all secondary resources (i.e. existing documentation, literature and different
departments and offices); and the undertaking of project specific baseline studies and surveys to
collect supplementary data in the following areas:

• Geology;
• Flora and fauna;
• Water quality characteristics;
• Soil quality;
• Traffic;
• Ambient air quality;
• Noise conditions;
• Socio-economic conditions.

Both the existing secondary sources, literature studies and different departments/offices were
conducted and integrated into one coherent description of baseline characteristics.

1.6.4 STAKEHOLDER CONSULTATION

Communities within the project area were consulted during the field work to record their concerns and
suggestions.

1.6.5 EVALUATION OF ALTERNATIVES

To establish an environmentally sound preferred option for achieving the objectives of the proposed
project, different alternatives including site selection, raw material and technology alternatives were
studied in collaboration with the project proponent.

DOHWA ENGINEERING CO. PRIME ENGINEERING 7


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

• Technology selection was made taking in to consideration environmentally, economically and


socially suitable as well as technically feasible options.

1.6.6 IMPACT ASSESSMENT AND MITIGATION

The information collected in the previous phases was used to assess the potential environmental
impacts of the proposed project activities. The impact assessment approach and methodology is
included in Chapter 7 of the report. Mitigation measures were evaluated to reduce the impacts of
project activities on environment. The issues studied during impact assessment include potential
impacts on:

• Physical environment of the area


• Biological environment of the area
• Socio-economic environment of the area.

1.7 STRUCTURE OF THE REPORT

This Report includes following sections, which cover all the requirements provided by EPA:

1. ―Introduction‖ briefly presents the project background, objectives and need for the EIA study.

2. ―Policy, Legal and Administrative Framework‖ comprises policy guidelines, statutory


obligations and roles of institutions concerning EIA study of the proposed project.

3. ―Project Description‖ furnishes information about the location of the proposed project, cost
and size of the project, and its major components.

4. “Analysis of Alternatives” discusses different alternatives considered for the proposed


project to arrive at the preferred alternative for detailed environmental assessment.

5. ―Baseline Data‖ establishes baseline conditions for the physical, biological and socio-
economic and cultural conditions prevalent in and around the project area.

6. ―Stakeholder Consultation and Disclosure‖ describes the outcome of the public


consultation sessions held with different stakeholder groups that may be impacted by the
project.

7. ―Environmental Impacts and Mitigation Measures‖ identifies, predicts and evaluates


environmental impacts of the proposed project activities at the design, construction and
operation stages. It also details the measures (including the mitigations costs) to
reduce/eliminate potential adverse impacts of the project on different environmental
conditions at respective stages.

8. ―Environmental Management Plan‖ lays out the mitigation measures for the impacts
identified, defines responsibilities of the project proponent, contractor(s) and other role
players; identifies training requirements at different levels; specifies supervision and
monitoring mechanisms and parameters; and provides budgetary requirements to ensure that
all the mitigation measures are effectively implemented during construction and operation
stages of the project.

9. ―Conclusions and Recommendations‖ describes the outcome of the study with


recommendations to get full benefits of the project in an environmentally sound and
acceptable way.

DOHWA ENGINEERING CO. PRIME ENGINEERING 8


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CONTACT DETAILS

Mr. Aamir A Ghori


CEO & Director: M/s Prime Engineering and Testing Consultants (Pvt.) Ltd.
Apartment No.8, Block C-10, PHA Apartments, G-11/3
Islamabad
T: 051 236 4010 E: [email protected]

CHAPTER-2 POLICY, LEGAL & ADMINISTRATIVE FRAMEWORK

2.1 GENERAL

This section deals with the relevant policy, legal and administrative framework instituted by the
Government of Pakistan and Gilgit Baltistan for the protection of environment. All the relevant
provisions of these policy and legal frameworks have been duly considered in this EIA study and a
brief overview has been included for each regulation. In addition to this, the roles and responsibilities
of the proponent as well as the PEPA and Gilgit-Baltistan Environmental Protection Agency (GB-EPA)
have been mentioned in this section.

2.2 POLICY FRAMEWORK

The Federal Ministry of Environment has been devolved under 18th amendment in the constitution of
Islamic Republic of Pakistan and similarly provinces were enabled to legislate on the subject of
environment, therefore Gilgit Baltistan assembly under schedule 4 of ―Gilgit-Baltistan (Empowerment
and Self-Governance) Order 2009‖ can make laws on the list of subjects provided in it. In that context,
Gilgit Baltistan has its own Environmental Protection Act and hence the Gilgit Baltistan Environmental
Protection Agency (GB-EPA) is the responsible authority for policy making on environmental
protection in Gilgit Baltistan. The proposed project will be financed by Govt. of Pakistan which
requires compliance to the Environmental Policy and Guidelines, so it is obligatory on the part of the
Proponent to follow these for environmental assessment.

2.3 NATIONAL ENVIRONMENTAL POLICY - 2005

The National Environmental Policy (2005) provides an overarching framework for addressing the
environmental issues (particularly pollution of fresh water bodies and coastal waters, air pollution, lack
of proper waste management, deforestation, loss of biodiversity, desertification etc.) confronting
Pakistan. It recognizes the goals and objectives of the Pakistan National Conservation Strategy
(PNCS, 1992), National Environmental Action Plans, and other existing environment related national
policies, strategies, and action plans. It also provides broad guidelines to the federal government,
provincial governments, federally administered territories and local governments to address their
environmental concerns and to ensure effective management of their environmental resources.

2.4 LEGAL FRAMEWORK

The Government of Gilgit Baltistan has promulgated laws/acts, regulations and standards for the
protection, conservation, rehabilitation and improvement of the environment. In addition to this, they
have also developed environmental assessment procedures governing developmental projects.
Following are the excerpts of these laws and procedures relevant to the proposed project.

DOHWA ENGINEERING CO. PRIME ENGINEERING 9


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

2.4.1 GILGIT BALTISTAN ENVIRONMENTAL PROTECTION ACT, 2014 (GBEPA-14)

The Act was enacted in 2014 by repealing the Pakistan Environmental Protection Act (1997). It
provides the framework for establishment of the Gilgit Baltistan Environmental Protection Council,
establishment of Gilgit-Baltistan Environmental Protection Agency, Establishment of the Gilgit-
Baltistan Sustainable Development Fund, protection and conservation of species, conservation of
renewable resources, establishment of Environmental Courts and Green Courts, Initial Environmental
Examination (IEE), and Environmental Impact Assessment (EIA). Section 16 of the Act stresses the
need to carry out environmental assessment study prior to construction or operation of a project.

2.4.2 EPA (REVIEW OF IEE AND EIA) REGULATIONS, 2000

These regulations provide lists of the projects requiring IEE and EIA. They also briefly describe the
preparation and review of environmental reports.

2.4.3 PAKISTAN ENVIRONMENTAL ASSESSMENT PROCEDURES, 1997

Pakistan Environmental Assessment Procedures (1997) is, in fact, a package which contains the
following sets of information relevant to the proposed Project:

Policy and Procedures for Filing: Review and Approval of Environmental Assessment Reports It
describes environmental policy and administrative procedures to be followed for filing of
environmental assessment reports by the proponents and its review and approval by the concerned
environmental protection agency/department.

National Environmental Quality Standards, 2000: The Pakistan Environmental Protection Council
first approved these standards in 1993. They were later revised in 1995 and 2000. They furnish
information on the permissible limits for discharges of municipal and industrial effluent parameters and
industrial gaseous emissions in order to control environmental pollution.

2.5 OTHER RELEVANT LAWS

2.5.1 LAND ACQUISITION ACT (1894)

Projects may require government procurement of privately owned land and the displacement of land
users. Land may be acquired through:

i) Expropriation (Compulsory Acquisition)

ii) Voluntary negotiation with the owners for sale of land

iii) Donation from the land owners

The Land Acquisition Act (1894) deals with the government acquisition of private properties for public
purposes including large development projects. There are 55 sections in this Act mainly dealing with
area notifications, surveys, acquisition, compensation, apportionment awards, disputes resolution,
penalties and exemptions.

2.5.2 PROJECT IMPLEMENTATION AND RESETTLEMENT OF AFFECTED PERSONS


ORDINANCE 2000

DOHWA ENGINEERING CO. PRIME ENGINEERING 10


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

This ordinance will be used to safeguard the interests of persons and groups involuntarily displaced
from the existing places to new resettlement areas.

2.5.3 CANAL AND DRAINAGE ACT, 1873

This Act entails provisions for the prevention of pollution of natural or man-made water bodies.

2.5.4 FOREST ACT 1927 AND LATER AMENDMENTS

This act is applicable to all regions of Pakistan including proposed project areas. It includes
procedures for constituting and managing various types of forests, such as reserved forests, village
forest and protected forests. There are a few shrubs, but no forests in the primary or secondary
impact zone of the Proposed Project area however, in case of any deviation from the ROW,
proponent shall intimate to the Department about the same.

2.5.5 DRAFT NATIONAL FOREST POLICY 2001

A draft of the National Forest Policy was prepared in 2001 which is also applicable to the Northern
Areas. It emphasizes the sustainable use of natural resources with community participation and
recommends that timber harvesting be used for poverty alleviation. It also aims to rehabilitate the
environment.

2.5.6 NORTHERN AREAS FOREST RULES 1983

The Northern Areas Forest Rules protected forests which are either the property of the government or
have property rights to the whole or part of the forest produce. However local people may have some
concessions and user rights. They may be able to use these forests for grazing and collection of fuel
wood and other non-timber products.

2.5.7 PRIVATE FOREST REGULATION 1970

Forests in state ownership in the Northern Areas have been designated as ―protected forests‖ under
the Pakistan Forest Act (1927). The other legal category of forests here is ―private forest‖ which is
owned by the local communities. These forests are legally covered under the Gilgit Private Forests
Regulations (1970) and the rules framed thereafter.

2.5.8 CUTTING OF TREES (PROHIBITION) ACT, 1975

This Act prohibits cutting or lopping of trees along roads and tunnel planted by the Forest Department,
without permission of the Forest Department.

The Northern Areas Province Wildlife (Protection, Preservation, Conservation and Management).Act,
1975.

This Act defines rules and regulations for the protection, preservation, conservation and management
of wildlife.

2.5.9 NORTHERN AREAS CUSTOMARY LAWS

In Northern Areas customary laws are also practiced besides national laws. This system provides for
at least one authority, chosen by the community either by nomination or election, with responsibility

DOHWA ENGINEERING CO. PRIME ENGINEERING 11


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

for managing natural resources and enforcing customary laws. This customary normative framework
includes provisions for: community and individual ownership; resource use fees; and fines as
penalties for violations of these laws. Most of the occupants, who claim to be the owner, do not have
any written tenancy agreement. For such cases in the non-settled area, confirmation by the village
jirgas on land possession is accepted at community, court and local administration levels. Adoption of
current ‗Northern Areas Neuter Rule‘ (1980) envisages that the occupant of land will be treated as its
owner. All other land beyond the settlements, mostly barren, will belong to the Northern Areas
Administration. This position was also reaffirmed by the Courts of NA.

2.5.10 NORTHERN AREA STRATEGY FOR SUSTAINABLE DEVELOPMENT 2003

The Northern Area Strategy for Sustainable Development presents a vision and a strategic framework
for economic, social, cultural, and ecological well-being of the people of the Northern Areas. It
provides a road map to improve governance, integrated gender, environment and sustainability,
prioritized development needs, and creation of an enabling environment by improving policies and
legislation.

Regulations of Mines and Oil Fields and Mineral Development Act, 1948.

This Act provides regulatory procedures for the quarrying and mining of construction material on
public as well as private lands.

2.5.11 HIGHWAYS SAFETY ORDINANCE, 2000

This ordinance includes provisions for the licensing and registration of vehicles and construction
equipment; maintenance of road vehicles; traffic control, offences, penalties and procedures; the
establishment of a police force for motorways and national highways charged with regulating and
controlling traffic on the national highways and keeping the highways clear of encroachments.

2.5.12 THE ANTIQUITIES ACT, 1975

Archaeological sites and monuments are specifically protected by this Act.

2.5.13 MOTOR VEHICLE RULES, 1969

Motor Vehicle Rules 1969 (MVR 1969) define powers and responsibilities of Motor Vehicle Examiners
(MVEs). The establishment of MVE inspection system is one of the regulatory measures that can be
taken to tackle the ambient air quality problems associated with the vehicular emissions.

2.5.14 EXPLOSIVE ACT, 1884

Under the Explosives Act, the project contractors are bound by regulations on licensing, handling,
transportation, storage and using explosives during quarrying, blasting, and other purposes.

2.5.15 PAKISTAN PENAL CODE, 1860

This Act defines the penalties for violations concerning pollution of air, water bodies and land.

2.5.16 THE TELEGRAPHY ACT 1910

DOHWA ENGINEERING CO. PRIME ENGINEERING 12


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

This act was promulgated for the installation of telegraph poles and lines. This Act makes provision of
installing poles and towers without acquiring any land. However, provision is also made for temporary
acquisition of land during the construction period. As such, compensation is made for the loss of
crops for a specific period.

2.5.17 LABOR LAWS

The Gilgit Baltistan has yet to put forward the regulations for labors and laws pertaining to them
hence, till now, GB follows the labor laws of Pakistan. Labor laws in Pakistan are governed by several
legislative tools. However, the principal labor rights are provided by the constitution of Pakistan. The
following articles enforce key labor rights.

 Article 11 of the constitution prohibits all forms of slavery, forced labor and child labor.

 Article 17 provides for a fundamental right to exercise the freedom of association and the right
to form union.

 Article 18 prescribes the right of its citizen to enter upon any lawful profession or occupation
and to conduct any lawful trade or business.

 Article 25 lays down the right to equality before the law and prohibition of discrimination on
the grounds of sex alone.

 Article 37 (e) makes provisions for securing just and human conditions of work, ensuring that
children and women are not employed in vacations unsuited to their age or sex, and for
maternity benefits for women employment.

In addition to constitutional rights, Act and Ordinances have been enforced for limiting working hours,
minimum working age, and conditions of employment.

2.5.18 LOCAL GOVERNMENT ORDINANCE 2001

This Act empowers the Government of Pakistan and provincial governments to enforce laws for land
use; conservation of natural vegetation; air, water, and land pollution; disposal of solid waste and
wastewater effluents; and public health and safety, including some provisions for environmental
protection.

2.5.19 FACTORIES ACT, 1934

The clauses relevant to the project are those which concern health, safety and welfare of workers,
disposal of solid wastes and effluents, and damage to private and public property. The Factories Act
also provides regulations for handling and disposal of toxic and hazardous materials. As construction
activity is classified as ‗industry‘, these regulations will be applicable to the project construction
contractor.

2.5.20 ENVIRONMENTAL ASSESSMENT PROCEDURES

The EPA has published a set of environmental procedures and guidelines for carrying out
environmental assessments and the environmental management of different types of development
projects. The guidelines that are relevant to the Proposed Tunnel Project are listed below, followed by
comments on their relevance to the proposed project.

Policy and Procedures for Filing, Review and Approval of Environmental Assessments

DOHWA ENGINEERING CO. PRIME ENGINEERING 13


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

These guidelines define the policy context and the administrative procedures that will govern the
environmental assessment process, from the project pre-feasibility stage to the approval of the
environmental report.

2.5.21 CONVENTION ON BIOLOGICAL DIVERSITY

The Convention on Biological Diversity was adopted during the Earth Summit of 1992 at Rio de
Janeiro. The Convention requires parties to develop national plans for the conservation and
sustainable use of biodiversity, and to integrate these plans into national development programs and
policies. Parties are also required to identify components of biodiversity that are important for
conservation, and to develop systems to monitor the use of such components with a view to
promoting their sustainable use.

2.5.21.1 THE CONVENTION ON CONSERVATION OF MIGRATORY SPECIES OF WILD


ANIMALS, 1979
The Convention on the Conservation of Migratory Species of Wild Animals (CMS), 1979, requires
countries to take action to avoid endangering migratory species. The term "migratory species" refers
to the species of wild animals, a significant proportion of whose members cyclically and predictably
cross one or more national jurisdictional boundaries. The parties are also required to promote or co-
operate with other countries in matters of research on migratory species. The Convention contains
two appendices. Appendix I contain the list of migratory species that are endangered according to the
best scientific evidence available. For these species, the member states are required to endeavor to:

 Conserve and restore their habitats.

 Prohibit their hunting, fishing, and capturing, harassing and deliberate killing.

 Remove obstacles and minimize activities that seriously hinder their migration.

 Control other factors that might endanger them, including control of introduced exotic species.

 Appendix II lists migratory species, or groups of species, that have an unfavorable


conservation status as well as those that would benefit significantly from the international co-
operation that could be achieved through intergovernmental agreements.

2.5.21.2 CONVENTION ON INTERNATIONAL TRADE IN ENDANGERED SPECIES OF


FAUNA AND FLORA (CITES)
This convention came into effect in March 1973 at Washington. In all 18 countries are signatory to this
convention with Pakistan signing the convention in 1976. The convention requires the signatories to
impose strict regulations (including penalization, confiscation of the specimen etc.) regarding trade of
all species threatened with extinction or that may become so, in order not to endanger further their
survival. The Convention contains three appendices. Appendix I include all species threatened with
extinction, which are or may be affected by trade. The Convention requires that trade in these species
should be subject to strict regulations. Appendix II includes species that are not necessarily
threatened presently but may become so unless trade in specimen of these species is subject to strict
regulations. Appendix III includes species which any contracting party identifies as subject to
regulations in trade and requires other parties to co-operate in this matter.

International Union for Conservation of Nature and Natural Resources (IUCN) Red List

The red list is published by IUCN and includes those species that are under potential threat of
extinction. These species have been categorized as:

DOHWA ENGINEERING CO. PRIME ENGINEERING 14


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Endangered: species that are sent to be facing a very high risk of extinction in the wild in the
near future, reduction of 50% or more either in the last 10 years or over the last three
generations, survive only in small numbers, or have very small populations.

 Vulnerable in Decline: species that are seen to be facing a risk of extinction in the wild, having
apparent reductions of 20% or more in the last 10 years or three generations.

 Vulnerable: species that are seen to be facing a high risk of extinction in the wild, but not
necessarily experiencing recent reductions in population size.

 Lower Risk: species that are seen to be facing a risk of extinction that is lesser in extent that
for any of the above categories.

 Data Deficient: species that may be at risk of extinction in the wild but at the present time
there is insufficient information available to make a firm decision about its status.

2.5.21.2 INTERNATIONAL AND NATIONAL NGOS


International environmental and conservation organizations such as IUCN and the World-Wide Fund
for nature (WWF) have been active in Pakistan for some time. Both these organizations have worked
closely with government and act in an advisory role with regard to the formulation of environmental
and conservation Policies. Since the convening of the Rio Summit, a number of national
environmental NGO‘s have also been formed, and have been engaged in advocacy, and in some
cases, research. AKRSP also engaged in this area on different projects.

2.5.21.3 PROJECT ADMINISTRATIVE BODIES


The implementing agency of the proposed project is NHA, therefore, NHA is responsible for liaising
with line departments to ensure that the Project complies with the laws and regulations controlling the
environmental concerns of highway, road and tunnel construction and operation, and that all pre-
construction requisites, such as permits and clearances are met. The Office of Environment,
Afforestation, Land and Social (EALS) of NHA will be responsible for ensuring that all the measures
proposed in the Environmental Management Plan are effectively implemented by the contractor
during construction phase and by Directorate of Operation & Maintenance of NHA during operation
phase of the proposed Project.

2.5.21.4 WILDLIFE DEPARTMENT GILGIT BALTISTAN


Gilgit Baltistan Wildlife Department controls the district wildlife through District Officers Wildlife DO
(W). According to wildlife department setup, this project comes under the jurisdiction of DO (W) of the
District Astore. Wildlife related issues pertaining to such areas and associated with the jurisdiction of
Astore (GB) during all stages of the Project, the contractor/ proponent will resolve it with the
consultation of respective wildlife offices.

2.5.22 GUIDELINES FOR THE PREPARATION AND REVIEW OF ENVIRONMENTAL


REPORTS

These guidelines on preparation of environmental reports address project proponents, and specify:

 The nature of the information to be included in environmental reports

 The minimum qualifications of the EIA consultant

 The need to incorporate suitable mitigation measures into every stage of project
implementation

DOHWA ENGINEERING CO. PRIME ENGINEERING 15


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 The need to specify monitoring procedures.

 The terms of reference for the reports are to be prepared by the project proponents
themselves. The reports must contain baseline data on the project area, a detailed
assessment thereof, and mitigation measures.

2.5.23 GUIDELINES FOR PUBLIC CONSULTATION

The guidelines deal with possible approaches to public consultation and techniques for designing an
effective programme of consultation that reaches out to all major stakeholders and ensures the
incorporation of their concerns in impact assessment

2.5.24 GUIDELINES FOR SENSITIVE AND CRITICAL AREAS

The guidelines identify officially notified protected areas in Pakistan, including critical ecosystems,
archaeological sites, etc., and present checklists for environmental assessment procedures to be
carried out inside or near such sites. Environmentally sensitive areas include, among others,
archaeological sites, biosphere reserves and natural parks, and wildlife sanctuaries and preserves.

The guidelines state that the approach recommended in the document should extend to areas near
such sensitive and critical sites, although the term ‗vicinity‘ is not explicitly defined. Since there are no
other sensitive areas within or near the project area, these guidelines will not apply.

2.5.25 SECTORAL GUIDELINES: MAJOR SEWERAGE SCHEMES

This guideline identifies and explains issues that should be addressed for a sewage collection,
transportation, treatment, and disposal system. The guidelines primarily address the issues
associated with domestic sewage but are applicable to the Proposed Tunnel Project. The guidelines
should be consulted during planning and designing the disposal of sewage from the contractors‘
camps, offices and colonies at project sites.

2.5.26 SOLID WASTE MANAGEMENT POLICY

This policy was promulgated by PEPA in collaboration with JICA in 2000, which aims to facilitate
control on waste by providing the principles of good waste management and reducing waste at
source. The guidelines should be consulted during planning and designing the disposal of solid waste
from contractors‘ camps, offices and colonies.

DOHWA ENGINEERING CO. PRIME ENGINEERING 16


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-3 PROJECT DESCRIPTION


This section provides the brief detail of the proposed project construction of the 12.7 km long tunnel
and access roads of GB and AJ&K areas about 26.9 km and 41.5km length (from Kel to Shounter and
Shounter to Gorikot). The project traverses through two districts Astore (GB) and Neelum (AJK).
Proposed project aims are to connect the major towns of Kel, Lower Domel, Dhakki Nakka, Khora,
Chitta katha, Upper Domel, and Chattian, Shounter in Neelum AJ&K area and Morcha Guzair,
Mirmalik, Rattu, Nasirabad, Chugam, Rehmanpur and Gorikot in Astore GB area.

3.1 TYPE AND CATEGORY OF THE PROJECT

According to Pakistan Environment Protection Agency regulations for review of IEE and EIA highway,
road and tunnel projects fall into Schedule-II, i.e. projects requiring EIA. The environmental guidelines
of the road and Shounter Tunnel Project would fall within the category ‗C‘ projects having significant
impacts on the environment and requiring a full scale EIA.

3.2 NEED ASSESSMENT OF THE PROJECT & OBJECTIVES

National Highways play an important role from regional perspective as they carry transit traffic from
Pakistan to China, Iran, Afghanistan and Central Asian States and provide access to almost all parts
of the country. Under this project National Highway Authority (NHA) has planned the project tunnel
and access roads project. The project is expected to benefit both areas communities as well as
tourism in these regions. The implementation of the project is envisaged to have the following
objectives:

 To provide a safe, efficient, unobstructed, controlled, congestion free and high-speed


transport route to road and tunnel users across the districts and country with improved
environment and services;

 To open up this land of producing high quality of agriculture products and expose it to new
vistas of development, providing villages and towns along the roads and tunnel smoother,
easier and unobstructed access to larger cities and larger markets.

 To provide a safe and more efficient passage across the settled areas where people are
suffering serious and acute accidents on existing narrow and broken road.

 Promotion of industry and other infrastructure on either side of the road and tunnel for efficient
transport of agriculture produce from farm to markets and to industries between GB and AJK
areas requiring agriculture based inputs

 Creation of job opportunities for the locals in the project area during the construction and
operational phase of the project;

 To boost harmony in the country by providing efficient means of transport for the people of
this area to different parts of the country to meet one another

 Connect cities of GB with AJK, Gilgit, Skardu and Islamabad etc. bringing more population in
the stream of benefits.

Reduce the rate of crime in this area. In addition, the road project will serve the following objectives:

 Improve the horizontal curves, stopping and passing sight distances, steep grades and sharp
curves.

DOHWA ENGINEERING CO. PRIME ENGINEERING 17


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Strengthen the road pavement structure to sustain heavy loads.

 Improve the existing road as divided 2-lane road and 4-lane tunnel with median and
shoulders.

 Assure Design speed as a 60km/h in level terrain, 50km/h in rolling terrain and 30km/h in
mountainous terrain. The vertical grade in tunnel section, one of the most important geometric
design conditions of this project, is a 1.5% vertical grade as an optimum condition, to improve
travelling conditions.

3.3 PROJECT LOCATION

The proposed Shounter tunnel project is located in Shounter valley. The Proposed Project is start
from Kel to Shounter and ends at Gorikot. The project site is approximate 65km away from Astore.

3.4 PROJECT ADMINISTRATIVE JURISDICTION

The project corridors will pass through administrations of two districts Astore (GB) and Neelum
(AJ&K).

3.5 LAND USE ON THE SITE

The proposed project initiates between Neelum Valley (AJ&K) and Astore Valley (GB), alignment of
this section passes entirely through mountainous terrain and crossing water channels and connecting
roads to villages. The entire stretch crosses the different streams and Nallahs. These are major
surface water body of the project area. Land use of proposed project is mostly agricultural. Dualization
and improvement include the widening way of existing road. Topography of the area is almost
mountains or hills within the project area. A detail on land/topography and socioeconomic setting of
the area is described in Chapter 5.

3.6 ROAD ACCESS

The existing road of section passes through deep gorges, landslide and snow avalanche susceptible
area with rather fair horizontal and vertical alignment. In winter season, this road is closed for five or
six months due to heavy snowfall. The total length of this section (Astore District) from east portal of
the tunnel to Gorikot intersection along the existing road is approximately 41.5 km. The road section is
located in mountainous terrain. The formation width of existing road varies from 4.0m to 10.0m
irregularly. Most of the road section is unpaved. Even if some section of the existing road is paved, it
is worn out and has deteriorated rapidly by a lot of potholes, rutting, and cracks. The lowlands in the
existing road pass through a river bed that will be under water in rainy season. Proper measures have
been provided in the design of access roads on both sides to counteract these negative impacts of
water to the road to be constructed. Therefore, remedial measures and/or partial realignment will be
reviewed for designing an all-weather road. The project area access road existing condition of the
road is shown in image-1.

DOHWA ENGINEERING CO. PRIME ENGINEERING 18


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Image 1- Proposed Access Road Existing Condition

3.7 VEGETATION FEATURES OF THE SITE

The number of anthropogenic activities in the area is very high. The area is under cultivation, leaving
little room for natural flora. Major crops in the project area are wheat and maize. The main species
were recorded with reference to their existence in the project area like Pinus wallichiana (blue
pine/cheer), Pinus macropoda (chalghoza pine/tholesht), Betula utilis (birch/jongji), Salix tetrasperma
(willow/beyo), Ailanthus altissima (ailanthus/kikar) and Juglans rigia (walnut/khakai). At present, there
is generally a mixture of species found in the tract. The area has been used for agricultural purposes
for almost a century; the few small natural floras have been completely replaced. The detail of
vegetation is provided in Chapter 5.

3.8 PROJECT IMPLEMENTATION SCHEDULE

The construction of the proposed project is expected to be completed within a time period of 108
months in 2027.The construction of the proposed project will be executed after receiving all relevant
approvals.

3.9 ALIGNMENT ALTERNATIVES

Keeping in view the environmental, social and economic aspects of the development; three locations
were considered for the proposed tunnel project. Most feasible option in the context of environment,
economic and social sustainability was considered for further development. The options that were
evaluated to achieve the required goal are provided in Chapter 4 – ―Project Alternatives‖.

3.10 COMPONENTS OF THE PROJECT

The proposed tunnel project is designed as a 60km/h in level terrain, 50km/h in rolling terrain and
30km/h in mountainous terrain. The vertical grade in tunnel section, one of the most important
geometric design conditions of this project, is a 1.5% vertical grade as an optimum condition speed
facility. The project is designed for 2-lane divided roadway. The Right of Way (ROW) is 16ft for each

DOHWA ENGINEERING CO. PRIME ENGINEERING 19


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

side. The civil works will involve construction of four lanes, fence, under passes, bridge on streams
and nallas etc. The Typical Cross Section of design is shown in Table-1 and The Salient Features of
Road Tunnel are shown in Table-2.

The project road follows the existing road and track except at bridge locations where it has been
rerouted. The plan and profile drawings for the designed access roads have been attached as
Annexure-10.

3.11 PROJECT COST & MAGNITUDE

The total cost of the proposed project is estimated to be around Rs.40 billion in Pak rupees. The
project will be a 4 Lane tunnel with an approximate length of 12.7Km and 2 Lane access roads are
about 26.9km and 41.5km.

3.12 DESIGN OF PROPOSED TUNNEL & ACCESS ROADS

3.12.1 APPROACH AND METHODOLOGY

APPROACH
The project development stages of a Shounter tunnel project are subdivided into 4 different stages:

 Conceptual Design
 Preliminary Design
 Tender Design (Detailed Design, phase 1)
 Construction Design (Detailed Design, Phase 2)

The Consultants have performed the conceptual design and preliminary design in accordance with
TOR; however, the Consultants have also studied in line with tender design and construction design.
At the beginning of a project, the following basics were prepared:

 Proposed alignment in plan and profile


 Standardized cross section
 Topographic investigation and description
 Environmental investigation including noise, vibration, air pollution, etc.

For the project development of road tunnels the following additional aspects were prepared:

Preliminary considerations to M&E (electromechanical) design, in particular ventilation aspects.

 Traffic forecast and study


 Meteorological investigations

The following general aspects of a project were carried out before the start of design:

 Site visits
 Literature research
 Research into published data and documentation
 Research into relevant standards and guidelines.

DOHWA ENGINEERING CO. PRIME ENGINEERING 20


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

3.12.1.1 METHODOLOGY

3.12.1.1.1 GROUND INVESTIGATION


It is commonly agreed that high standards and quality for ground investigation lead to an economical
and technically sound tunnel construction. However, investigation items and quantities depend largely
on the geological complexity of the ground and their requirements of the project.

In general, the investigations were conducted in stages commencing with fast and simple
investigation methods and moving towards more time and cost consuming techniques. A combination
of cost constraints and the necessary information determined the most suitable investigation program.

As such, after collecting and reviewing existing geological map, aerial photos, available, references,
and the results of a preliminary site reconnaissance, surface geological mapping of rock outcrops
shall be performed by experienced engineering geologists to obtain detailed, site-specific information
on rock quality and structure, which is in compliance with the TOR. Geological mapping was done to
collect local, detailed geological data systematically, and was used to characterize and document the
condition of rock mass or outcrop for rock mass classification such as discontinuity type, discontinuity
orientation, discontinuity infilling, discontinuity spacing, discontinuity persistence, and weathering.

By interpreting and extrapolating all these data, the geologist had a better understanding of the rock
conditions likely to be present along the proposed tunnel and at the proposed portal and shaft
excavations. The collected mapping data was used in stereographic projections for statistical analysis
using appropriate computer software (e.g. DIPS). In addition, the following surface features were
observed and documented during the geological mapping program:

 Landslide new and old, particularly in proposed portal and shaft areas
 Faults; Rock weathering
 Groundwater springs
 Presence of talus or boulders

The mapping data also helped in targeting subsurface investigation borings and in-situ testing in
areas of observed variability and anomalies. The Consultant carried out the geological mapping with
aims to correlate rock mass properties with rock mass behavior through rock and project specific key
parameters during the early design.

3.12.1.1.2 DESIGN STANDARDS


AASHTO‘s ―A Policy on Geometric Design of Highways and Streets, 6th Edition (2011)‖ provides the
general design considerations used for Shounter tunnel and recommendations for other requirements
specifically for this road tunnel. In addition to the highway standards, geometrical design for road
tunnel must consider tunnel systems such as fire safety elements, ventilation, lighting, traffic control,
fire detection and protection, communication, etc. Therefore, design of the alignment and cross
section of a road tunnel must also comply with National Fire Protection Association (NFPA) 502-
Standard for Road Tunnel, Bridges, and Other Limited Access Highways and other international
standards.

3.12.1.1.3 TUNNEL GEOMETRY CONTROLS


The principal factors determining the center line include the relative positions of the portals and
directions of approach, geology, clearances from external obstacles, gradients, vertical curve, and
horizontal curves.

DOHWA ENGINEERING CO. PRIME ENGINEERING 21


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

3.12.1.1.4 APPROACHES
For very short and simple tunnel, approach road to a tunnel portal is made with a straight line joining
the portals, otherwise introduces curves to suit the approaches with varying gradients to the portal. In
general, probability of traffic accidents at portals is significantly high because of climate and
environmental changes between open road and inside of proposed tunnel. The Consultant has
designed the approach road to the proposed tunnel taking into account the traffic density and taken
efforts for the reduction of accidents due to traffic.

3.12.1.1.5 GEOLOGY
Proposed Tunnel is situated in good topographic and geologic conditions and having enough
overburden and lower ground level, considering the investigation results and measures to preserve
the surrounding environment. The tunnel portal is usually situated in a slope having small overburden.
The preferred portal position is at the edge of a mountain ridge and nearly perpendicular to the
maximum angle of slope, and in solid ground with no danger of landslides.

3.12.1.1.6 CLEARANCE FROM EXTERNAL OBSTACLES


As a broad generalization, it is usually satisfactory if uniform undisturbed ground outside the proposed
tunnel extends for one tunnel diameter; more careful analysis is required if discontinuities and
obstructions occur within this zone.

3.12.1.1.7 GRADIENTS
A steep gradient should not be used for road tunnel because heavy vehicles resort to use of their
lowest gears, reducing traffic capacity and increasing demand on the ventilation system. Gradient
should be limited to 2-3% in a long tunnel. Maximum effective grades in main road tunnel should not
exceed 4%. A minimum gradient should be specified (0.25%, usually) to ensure longitudinal drainage
of the roadway.

3.12.1.1.8 VERTICAL CURVES


Changes of gradient are normally small in mountain tunnel and connecting curves are
correspondingly short, and should follow applicable roadway geometry specifications.

3.12.1.1.9 HORIZONTAL CURVES


In plan, curves may be necessary to align the tunnel with its approach roads and to avoid obstacles in
the ground. The same considerations apply in determining the radius as in surface roads: design
speed, centrifugal force, super elevation, and line of sight. On very sharp curves, some extra lane
width for vehicles is desirable, but may be prohibitively expensive.

3.12.1.1.10 TUNNEL CROSS SECTIONAL REQUIREMENTS


The cross section of proposed tunnel is the important factor in designing the tunnel as construction
costs vary greatly accordingly. The cross section is determined by the space required for traffic, space
required for other facilities, and by construction methods.

3.12.1.1.11 TRAFFIC SPACE


This shall be defined by the lane width and maximum load height of vehicle. The minimum normal
tunnel will accommodate two lanes of traffic.

3.12.1.1.12 OTHER SPACE

DOHWA ENGINEERING CO. PRIME ENGINEERING 22


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Walkways are used for inspection, maintenance, and emergency use for access to the site of an
accident and for escape. Additional space may also be necessary for ventilation ducts.

In case of longitudinal ventilation, jet-fan, at least 200mm marginal space between the bottom of jet-
fan and the construction limit should be secured. Separation distance of 0.3 Diameter of jet-fan
between the top of jet fan and the crown should be kept. In a circular tunnel, the spaces beneath the
roadway and above the clearance line are available without extra excavation, and in a horseshoe
tunnel there is normally a substantial area in the crown.

3.12.1.1.13 CYCLISTS AND PEDESTRIANS


In the construction of proposed tunnels, there is a demand for crossing facilities for cyclists and
pedestrians. This can be disproportionately costly if incorporated in a vehicular traffic system. Other
facilities, in addition to ventilation, to be incorporated within the proposed tunnel and are the services
for the tunnel itself: lighting, emergency services such as telephones and fire alarms, fire mains, air
quality monitoring devices and visibility, public address systems, traffic lights and signals, drainage
and pumping. Reference was made to National Fire Protection Association (NFPA) Standard 502
(2001).

3.12.1.1.14 CONSTRUCTION REQUIREMENTS


The shape of a proposed tunnel, whether rectangular, circular or horseshoe in form, is dictated by the
method of construction adopted to suit the ground conditions. For excavation by full face machine,
usually, the circular form pertains. In long mountain tunnels, a rising gradient is preferred to simplify
drainage during construction; in shield-driven tunnel, sharp curves, horizontal or vertical, present
difficulties in steering the shield and building the lining. The Consultants will develop the proposed
tunnel cross section based on the space required for traffic, space required for other facilities, tunnel
driving method and marginal space for construction error.

3.12.1.2 TUNNEL DESIGN OF PROPOSED PROJECT (GB AREA)


It is envisaged that the Project shall be constructed as 4-Lane tunnel with bridges over streams and
nallas. Road furniture comprising of lane markings, traffic signs, guard rails and reflectors shall be
provided. Proper intersections shall be designed where required. The 12.7 km long tunnel and access
road is about 41.5km (from Shounter to Gorikot). Shounter tunnel and access road shall be a limited
access facility and shall conform to the following specifications entailing Design speed as a 60km/h in
level terrain, 50km/h in rolling terrain and 30km/h in mountainous terrain. The vertical grade in tunnel
section, one of the most important geometric design conditions of this project, is a 1.5% vertical grade
as an optimum condition, road width (Travel Lanes) consisting of two lane. Various locations along the
proposed ROW require provision for smooth connection for the existing route for communication.

3.12.1.3 BRIDGES
Four bridges are located in this section crossing Mir Malik Gah Nallah and its tributaries. All the
bridges are a concrete girder type. The replacement is needed when an existing bridge is dangerous
or functionally obsolete, but a bridge becomes functionally obsolete, even though it is structurally
sound, due to incompliance with the adopted geometric design standards. Therefore, the replacement
or preservation of the existing bridges shall be determined during the alignment design. No drainage
system is identified on the existing road.

DOHWA ENGINEERING CO. PRIME ENGINEERING 23


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 1-TYPICAL CROSS-SECTIONS (ROADWAY, BRIDGES & TUNNEL)

Roadway Section (Level, Rolling) Roadway Section (Mountainous)

Bridge Section Tunnel Section

TABLE 2- SALIENT FEATURES OF ROAD TUNNEL

Division Shounter-Rattu Road Tunnel Remarks


Including 10m of Open Cut
Tunnel Length 12.7km
Tunnel at Two Portals
Horizontal Alignment Straight + Curve + Straight R=5,000m, L=2.995km
Vertical Grade +1.5% ~ (-)1.5%
Vertical Clearance 5.1m
Left Shoulder:1.0m, Lane
Width:3.25m
Road Width and Shoulders 1.0+3.25+0.5+3.25+2.5=10.5m
Median:0.5m, Emergency
Lane:2.5m
Super elevation -2.0% Concrete Pavement
Portal West Portal Arch-shaped Wall Type
Structure East Portal Arch-shaped Wall Type
Diameter of Shaft = 7.0m
Ventilation Shaft with Jet Fan Height = 333m
Ventilation System
Longitudinal Ventilation Raise Climber Excavation
Method
Tunnel Excavation Method Drill and Blasting Conventional Tunneling, NATM
Lay-bys (3.0m width)
+ Emergency Lane (2.5m width) Lay-bys are installed every
Tunnel Safety Facility
+Evacuative Passage (1.2m 750m
width)

DOHWA ENGINEERING CO. PRIME ENGINEERING 24


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

3.12.1.4 CIVIL WORKS


The civil works will involve construction of four lanes, grade-separated cross bridge on streams etc.
The tunnel will be 4 lanes (2 lanes each direction) and access road will be 2 lanes. The proposed
pavement structure is as under: Table-3 and Table-4.

3.12.1.4.1 PAVEMENT DETAILS


TABLE 3-PROPOSED DESIGN FOR FLEXIBLE PAVEMENT (ADDITIONAL CARRIAGEWAY)

Proposed Thickness
Layer
(mm)

Asphalt Wearing Course 50

Asphalt Base Course 190

Aggregate Base Course 200

Granular Sub-base Course 200

Subgrade (CBR ≥ 15%) 300

TABLE 4-PROPOSED DESIGN FOR FLEXIBLE PAVEMENT (EXISTING CARRIAGEWAY)

Proposed Thickness
Layer
(mm)
Asphalt Wearing Course 50
Asphalt Base Course New Layer 90 90
Aggregate Base Course Existing 100 100
WBM Existing 300 300
Sub- Base course Existing 200 200

3.12.1.5 CONSTRUCTION MATERIALS


The materials to be used in construction of this access road and Proposed Tunnel Project would
include coarse aggregates (crush), fine aggregates (sand), soil, water, asphalt, reinforcement, cement
etc. Almost all these raw materials are mostly locally available along the alignment. Huge magnitude
of construction material for access road and proposed tunnel project will be procured from approved
quarries and new quarries may be required by the contractor to be approved during that stage.

3.12.1.6 CONSTRUCTION CAMPS


Camp sites will be selected keeping in view the availability of adequate area for establishing camp
sites, including parking areas for machinery, stores and workshops, access to local markets, and an
appropriate distance from sensitive areas in the vicinity. Final locations will be selected by the
contractor after approval from client- NHA. The area requirement for construction camps will depend
upon the deployed manpower and the type and quantity of machinery mobilized. In view of the area
required, it will be possible to locate camp sites within the ROW and the contractors will not have to
acquire additional land for the establishment of Camps. Environmental Management Plan (EMP)
considerations will have to be considered before the selection of sites for the required purpose.

3.12.1.7 MANPOWER REQUIREMENTS

DOHWA ENGINEERING CO. PRIME ENGINEERING 25


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

The contractor will mobilize staff depending on the stretch of site to be constructed and package
length awarded to the contractor. The manpower required during the construction and operation of the
proposed tunnel and access road would be approximately 250- 300 during construction phase and
approximately 50-70 staff during operation phase of the project.

3.12.1.8 CONSTRUCTION MACHINERY AND EQUIPMENT


The list of the machinery and the equipment required but not limited to for the access road and
proposed tunnel project is given below:

1. Dump Truck 12. Asphalt Distributor


2. Front End Loader 13. Batching Plant/Crusher
3. Dozer 14. Concrete Transit Truck
4. Grader 15. Concrete Pump
5. Vibratory Roller 16. Excavator
6. Water Tankers 17. Water Pumps
7. Spreader 18. Cranes
8. Three Wheel Rollers 19. Vibrators
9. Tandem Roller 20. Tunnel Boring Machine (TBM)
10. Asphalt Plant 21. Generators
11. Self-Propelled Pneumatic Roller

3.12.1.9 ENERGY RESOURCES AT CAMP AREAS


With regard to electric power supply, the most important task in the early stage of the Project is the
estimation of the power required for supply. In order to attain a high level of efficiency, the
components should work with a load of 70 to 80 % of the maximum power output. Under sizing
causes malfunctions, while over sizing results in excess costs. The network configuration is
determined dependent on the requirements resulting from the Project facilities‘ use. In line with the
specifications made by the installation company and the intended use of the Project facilities, the
required power output must be distributed between different sources of supply. If redundancy is a
system requirement, an additional reserve must be considered in the planning. Besides the demand
to be met by the normal power supply (NPS), the power required from a safe and reliable source of
supply must also be estimated. This demand of safety power supply (SPS) is divided between the
emergency stand by power system (ESPS) and the uninterruptible power supply (UPS). When the
NPS fails, the UPS shall be supplied from the ESPS.

During construction period, the consultant has planned electrical equipment to supply steady electrical
power without excessive fluctuation of voltage. The NHA will be reasonable to installing a small
hydropower unit for environmentally friendly energy resources in the view of environmental sensitivity
of the region, where project is going to be executed on Shounter stream/Nullah for tunneling
machinery such as ventilation fans and jumbo drills, site camps and illumination, etc.

Following Table-5 shows each required electric power at each location. During construction period,
7,500 kVA would be needed, and during road sections operation period, approximately 8,850kVA
would be needed.

DOHWA ENGINEERING CO. PRIME ENGINEERING 26


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 5- ELECTRICAL SUPPLIES BY LOCATION

Required Electric Power


Location
During Construction Period During Operation Period
Shounter Side 3000kVA 2200kVA
Rattu Side 3000kVA 2200kVA
Ventilation Complex 1500kVA 4,250kVA
Sum 7,500kVA 8,850kVA

3.12.1.10 RESTORATION AND REHABILITATION PLAN


After the completion of construction phase of the proposed project, it is the responsibility of the
contractor to restore the site that has been disturbed due to construction activities. It is responsibility
of NHA to ensure that environmental value of the project area is maintained for future generations.
There may be areas that could be affected by construction activities which may require rehabilitation
such as stockpile sites, campsites, side-tracks, borrow pits and washing yard.

Stockpile sites: Stockpile areas and construction camp sites should be developed to sustain the
visual aspect of the project area. Limits of disturbance and/or clearing must be clearly
settlement/market out on the site using posts or flagging tape before any ground disturbing activity
takes place.

Side-tracks: Sidetracks may create a much greater impact than the actual construction site itself. If
sidetracks are justified, limits of disturbance must be clearly marked out on the site before any ground
disturbing activity takes place. Rehabilitation of sidetracks requires removal and disposal of fill
materials used for temporary approaches, abutments, crossings or embankments. All remaining areas
must be reshaped to blend back in with preexisting landforms.

Borrow Pits: Borrow pits are areas either in a road reserve or adjacent land holdings that have been
used to extract materials such as gravels and soils. They can vary considerably in size, depending on
the quantity of material taken and the borrow pits‘ reserve body of remaining material. The variable
size, shape and nature of borrow pits preclude very specific recommendations; however, the following
general conditions apply.

 Before extraction commences, licenses and permits should be checked and limits of
disturbance and/or clearing must be clearly settlement/marked out on the site before any
ground disturbing activity takes place; and

 At the completion of extraction, the former borrow pit must be made stable and safe.

This usually requires the sides of the pit to be reshaped with gentle safe grades. All disturbed areas
associated with borrow pits must be retopsoiled, seeded, fertilized and mulched (if appropriate) as
part of the restoration plan. Tunnel and Roads has been discouraging the conversion of borrow pits to
stock watering points.

Monitoring: To achieve continuous improvement and ensure the activities specified in contracts are
being adhered to, regular monitoring will be undertaken with emphasis placed on the continuity
between site characteristics and the adjacent landscapes. Restoration of sites disturbed by
construction activities is unlikely to ever mimic the original landscape. Performance of the contractor
can usually be gauged by comparing adjacent landscapes. Low continuity between these landscapes
usually indicates that no attention has been given to site stability.

DOHWA ENGINEERING CO. PRIME ENGINEERING 27


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

2018 2019 2020 2021 2022 2023 2024 2025 2026


Description
4 8 12 4 8 12 4 8 12 4 8 12 4 8 12 4 8 12 4 8 12 4 8 12 4 8 12
Detailed
Design
Procurement
of Contract

Road Works

Bridge Work
Tunnel
Excavation
and Support
works
Tunnel
Concrete
Lining and
Waterproof
Tunnel
Portal Works
Tunnel
Pavement
Works
Electro-
Mechanical
Works
Operation
Building
Works
Ancillary
Works

DOHWA ENGINEERING CO. PRIME ENGINEERING 28


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-4 PROJECT ALTERNATIVES


The discussion and analysis of Alternatives in an Environmental Impact Assessment (EIA) considers
different practicable strategies that will promote the elimination of identified negative environmental
impacts. This section is a requirement of the EPA Gilgit Baltistan and is critical in consideration of the
ideal development with minimal environmental disturbance. This report has identified some major
environmental impacts as noted by scientific experts. The findings of these impacts were utilized to
analyze possible options for the final development. The following alternatives have been identified and
are discussed in further detail below:

 Alternative-I ‗No Development Option‘

 Alternative II ‗Site Option - Site Selection Criteria‘

 Alternative-III ‗Other Transport Modes‘

4.1 ALTERNATIVE-I “NO DEVELOPMENT OPTION”

The ―No Development‖ alternative is required to ensure the consideration of the original environment
without any development. This is necessary for the decision makers in considering all possibilities.
The development will have a minimal effect on the physical environment. In terms of the social
environment, the ―No Development‖ alternative would result in traffic density on the existing roads,
detour during floods / rains, increase travel hazard, eliminate job opportunities, higher transport costs,
higher travel time, less efficient traveling, lack of incentive for frequent longer distance travels, non-
development of the hinter-land, increase the dust nuisance created by driving on deteriorated
tunnel/road and increase the wear and tear on the vehicles. Residents of the proposed belt will keep
on suffering from degraded or lacking efficient transportation access. The No Project conditions will
result in further worsening the present environmental conditions and increased disturbance to
residents of the existing road and proposed tunnel network areas and the road users. Keeping in view
increased population, lack of vibrant and efficient economic corridor across the country, lack of job
opportunities, lack of good governance and security control, it is important that the existing road and
proposed tunnel network should be improved to cater for the increased vehicular movement carrying
the freight and passengers across the two districts; Astore (GB) and Neelum (AJK) and to provide
impetus for regional connectivity to country.

4.2 ALTERNATIVE-II ‘SITE OPTION - SITE SELECTION CRITERIA’

Keeping in view the environmental, social and economic aspects of the development, three locations
were considered for the proposed project. Most feasible option in the context of environment,
economic and social sustainability was considered for further development. For the tunnel corridor
route of Rattu-Shounter, three (03) alternative alignments were considered. The proposed project
consists and salient features and their differences are listed below:

The proposed project consists of the following:

1) Access Road (AJ&K – Neelum District)

a) From Kel to Shounter

2) Tunnel

a) Connecting Shounter to Morcha Guzair

DOHWA ENGINEERING CO. PRIME ENGINEERING 29


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

3) Access Road (Gilgit Baltistan – Astore District)

a) Morcha Guzair to Gorikot

The existing snowline in of the region was first done to understand and estimate the variability of snow
cover for the future.

4.2.1 REVIEW OF SNOWLINE ELEVATION

Basically, the project goal is the


provision of a reliable all-weather
road as requested in TOR. To
decide an optimal route, the
Consultant investigated the past
snowfall data and snowline
elevation of project area using
regression analysis based on
reliable source and climate
change data issued by Climate
Change Division of Pakistan, and
ADB.

Snowline is the extent of down


slope elevations up to which WEIGHTED MEAN TEMPERATURE(1960-2010)
snow used to occur during the CLIMATE CHANGE DIVISION OF PAKISTAN
winter season. They are the regions where air temperatures drop below zero for an extended time
period.

Observed air temperature trends in Pakistan go along with the global trends. The latest observed
temperature data obtained from Pakistan Meteorological Department (PMD) shows that the mean
surface air temperature in Pakistan has risen at the rate of 0.099℃ per decade from 1960-2010
resulting in total change of 0.47 ℃. Drastic rise in temperature in the last decade has been observed.

The northern mountains producing the Himalayan-Karakoram-Hindukush glaciers have retained more
heat than the low elevation plains. A research (Global warming and expected snowline shift along
northern mountains of Pakistan, Proc. of 1st Symposium Yokohama, Japan.) conducted by Rasul, et
al., 2006, pointed out that snowline has risen up sharply slope by about a 1 km during the last 25
years. It is shown that snow line has been increased up to 40m per 1 year. And according to the
report (A Report on climate change and its impact in Kashmir, authored by Arjimand Hussain Talib),
the snow line in project area is predicted about 3,200~3,700m in 2016.

Growth of Glacial Lake Over a Period of 3 Years

DOHWA ENGINEERING CO. PRIME ENGINEERING 30


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Based on these research reports, we can predict that snow line will be increased as below Table-6 in
the future. Among these data, the Consultant will apply the medium snowline elevation predicted.

TABLE 6-PREDICTED SNOWLINE IN THE FUTURE

Snowline 2006 2008 2010 2012 2014 2016 2018 2020


Minimum(m) 3,000 3,040 3,080 3,120 3,160 3,200 3,240 3,280
Medium(m) 3,250 3,290 3,330 3,370 3,410 3,450 3,490 3,530
Maximum(m) 3,500 3,540 3,580 3,620 3,660 3,700 3,740 3,780

The elevation of the existing road ranges from 2,100m to 3,300m. The snowline elevation of project
area is predicted about 3,450m. Therefore, the snowline elevation is not so important factor to
determine the final vertical alignment and the length of tunnel since the design level of tunnel portal is
lower than predicted snowline elevation at tunnel portal.

4.2.2 KEY CONSIDERATIONS FOR ALTERNATIVE TUNNEL CORRIDORS

 The location of tunnel portal and tunnel length on the basis of terrain conditions
 Avoidance of the major landslides
 Longitudinal gradient of tunnel and ventilation system
 Avoidance of excessive slope cutting at tunnel portal sites
 Avoidance of steep sloped area for tunnel portals due to snow avalanche
 Improvement of the horizontal and vertical alignment of existing road

4.2.3 KEY CONSIDERATIONS FOR EXISTING ROAD

 Improvement of existing alignment by providing tunnel route corridor


 The horizontal and vertical alignment between tunnel and access road
 Consideration of problematic areas such as major landslides, steep gradients and tight curve
of the existing road alignment

Key Issues for Optimal Route Selection

The existing road can be divided into two sections given engineering, terrain characteristics and
anticipated tunnel portals. Two sections divided are as follows:

i) Section 1 is from Shounter Valley Road, starting from Kel intersection at Kel village, to Upper
Domail (South portal of the tunnel). The length of this road section is about 26.1km.

ii) Section 2 is from North portal of the tunnel at Buttwash village to Astore Valley Road at
Gorikot intersection. The length of this road section is about 41.6km

Existing road plan and overall findings of each section are described below:

DOHWA ENGINEERING CO. PRIME ENGINEERING 31


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

SECTION 1 (KEL ~ SHOUNTER ~ UPPER DOMAIL ~ WEST PORTAL OF THE TUNNEL)

1. Starting Point of Project, Kel


2. Existing Wooden Bridge 3. Existing Road Condition
Intersection

4. Need to Drainage System 5. Variation of Road Width 6. Rugged Unpaved Road

7. Steep Vertical Grade 8. Shounter Village 9. Tight Hairpin Curve

DOHWA ENGINEERING CO. PRIME ENGINEERING 32


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Kel intersection, a start of the project road, is the crossing point of Shounter Valley road and Tao Butt
road. From Kel intersection to Shounter Valley, the villages that come across are Kel, Bagnuwali,
Shounter and Upper Domail.

The existing road has steep vertical grade and tight curve on hairpin bend, causing vehicles in
dangerous circumstances. The elevation varies from 2,105m at Kel intersection to 3,150m at
anticipated west portal of the project. The road length of section 1 from Kel to west portal along the
existing road is approximately 26.1km.

Existing Road Conditions: Most of the alignment Existing Acrow Panel Bridge
conditions are badly poor and risky except some road
sections. The risks of existing road alignment are steep
vertical grades and tight hairpin curves. The formation
width of existing road varies from 4m to 10m irregularly.
Most of the existing road is unpaved. The lowlands in the
existing road pass through a river bed that will be under
water in rainy season unless proper measures put into
practice. Therefore remedial measures and/or partial
realignment will be reviewed for designing the all-
weather road.

Assessment of Slope: The slopes along the existing


Steep Colluvium Slope along the Road
road are steep and materials exposed are composed of
highly weathered sedimentary, metamorphic rock or
colluvium deposits. Unstable slopes with highly
weathered fragile materials are likely to trigger off
landslide steadily and progressively. And rock falls are
ongoing from place to place, so that high risks of traffic
accidents are anticipated. Sweeping away rock
fragments and soil particles due to rainfall/snow melting
causes debris-flow gully leading to block the existing
road. Moreover snow avalanche still remains on site to
produce run-off, which will contribute to a potential
landside.

Requirements for Bridging and Other Structures:

Total three (3) bridges, crossing the tributaries of Baral Nallah, are located on the existing road i.e.
temporary wooden bridge (L=10m), Acrow panel bridge (L=21m) at Lower Domali, and Acrow panel
bridge (L=24m) at Upper Domali. The replacement is needed when an existing bridge is dangerous or
functionally obsolete, but a bridge becomes functionally obsolete, even though it is structurally sound,
due to incompliance with the adopted geometric design standards. Therefore, the replacement or
preservation of the existing bridges shall be determined during the alignment design.

Key issues for route corridor selection are:

i) Route corridor should avoid the major landslide and landslide prone area.

ii) The horizontal and vertical alignment of existing road will be improved considering topography
condition, construction cost, environmental and social aspects.

iii) Route corridor shall be selected after considering whether the slope reinforcement is feasible
or partial realignment is reasonable to avoid landslide areas.

SECTION 2 (EAST PORTAL OF THE TUNNEL ~ MORCHA GUZAIR ~ RATTU ~ GORIKOT)

DOHWA ENGINEERING CO. PRIME ENGINEERING 33


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

1. Need to Drainage System 2. Rock falls 3. Snow Avalanche Area

4. Rattu Village 5. Unpaved Road Condition 6. Existing Concrete Beam Bridge

9. End Point of Project,


7. Prone to Landslide Area 8. Deteriorated Pavement
Gorikot Intersection

The Gorikot intersection, an end of the project road, is the crossing point of Astore Valley road and
Rattu road. The existing road of section 2 passes through deep gorges, landslide and snow avalanche
area with rather fair horizontal and vertical alignment. In winter season, this road has been closed for

DOHWA ENGINEERING CO. PRIME ENGINEERING 34


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

five or six months due to a heavy snowfall. The total length of section 2 from east portal to Gorikot
intersection along the existing road is approximately 41.6km.

Existing Road Condition: The road section 2 is located


Existing Road Condition
in mountainous terrain. The formation width of existing
road varies from 4.0m to 10.0m irregularly. Most of the
road section 2 is unpaved. Even if some section of the
existing road is paved, it is worn out and deteriorated
rapidly by a lot of potholes, rutting, and cracks.

The lowlands in the existing road pass through a river


bed that will be under water in rainy season unless
proper measures put into practice. Therefore remedial
measures and/or partial realignment will be reviewed for
designing an all-weather road.

Assessment of Slope: The slope is comprised of Debris Flow Prone Slope near Gorikot
mainly metamorphic and sedimentary rock. Some
section of the existing road is covered with rock
fragments due to weathering and erosion. Nevertheless,
fewer landslide prone areas are identified than section 1.
Most of landslides are mainly debris flow and rock falls
due to the geological weak formation and a steep slope.

A section from Gorikot to Rattu needs to clear slope


surface where rock falls are ongoing sporadically. After
Rattu village, sweeping away due to rainfall /snow
melting is the same problematic issue of debris-flow with Section-1 but the existing route passes apart
from the unstable slope at a distance.

Requirements for Bridging and Other Structures: Four bridges are located in this section crossing
Mir Malik Gah Nallah and its tributaries. All the bridges are a concrete girder type. The replacement is
needed when an existing bridge is dangerous or functionally obsolete, but a bridge becomes
functionally obsolete, even though it is structurally sound, due to incompliance with the adopted
geometric design standards. Therefore, the replacement or preservation of the existing bridges shall
be determined during the alignment design. No drainage system is identified on the existing road. The
hydrological and hydraulic investigation will be carried out for preliminary drainage design.

Key issues for route corridor selection are:

i) Route corridor should avoid the major landslide and landslide prone area.

ii) Preservation and widening of the existing bridges shall be considered since the existing
bridges are structurally in sound conditions.

iii) Remedial measures and/or partial realignment shall be reviewed for the flood prone area of
the existing road on the basis of high-water level.

DOHWA ENGINEERING CO. PRIME ENGINEERING 35


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

4.2.4 SELECTION OF ROUTE CORRIDORS

1) Control Points for Selection of Route Corridor

The Consultants confirmed three alternative routes through desk study and site reconnaissance.
Overall findings concerning control points for selection of route corridor as mentioned earlier can
be summarized as follow;

i) The primary objective of project road is the provision of basic all-weather access even in
winter season to satisfy a proven demand.

ii) Route corridor should balance the socio-economy and transport requirements, given the
challenge in meeting basic access needs is deriving standards which can deliver the
minimum level of services necessary to promote and sustain the development of rural
community.

iii) Route corridor should avoid the major landslide and landslide prone area. Major landslide is
neither possible, nor feasible, nor even desirable to prevent.

iv) Realignment of some sections where the sharp u-turn on hairpin curves exist, is essential for
all-weather access. Tunnel route corridor should cover this problem.

v) Minimum length of tunnel, wherever possible, should be provided in accordance with basic
access road concept, since a tunnel is an expensive option.

Focusing above mentioned key issues/control points for route corridor selection, the Consultant
proposed three (3) candidate routes, which is compliance with the terms of reference (TOR).

4.2.5 THE MAIN CHARACTERISTICS OF ROUTE ALTERNATIVES

The salient features of each alternative are described as below;

4.2.5.1 ALIGNMENT 1 (TUNNEL LENGTH 12.68KM)

DESCRIPTION OF ALIGNMENT
The length of alignment No.1 is almost 81.13km (west access road 26.93km + tunnel 12.68km + east
access road 41.52km=81.13km). It starts from Kel village and culminates at near Gorikot village. The
west portal of Alignment No.1 is located at a road distance of approximately 26.93km from Kel village.
The Alignment 1 can avoid the potential problematic zone.

4.2.5.1.1 GEOMETRIC ALIGNMENT CONDITIONS


The horizontal alignment of alternative No. 1 traverses level, rolling and mountainous terrain. Also, the
geometric design of horizontal alignment No. 1 meets the design criteria based on the design speed
as a 60km/h in level terrain, 50km/h in rolling terrain and 30km/h in mountainous terrain. The vertical
grade in tunnel section, one of the most important geometric design conditions of this project, is a
1.5% vertical grade as an optimum condition.

DOHWA ENGINEERING CO. PRIME ENGINEERING 36


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

4.2.5.1.1 TUNNEL PORTAL CONDITION


WEST PORTAL CONDITIONS (SHOUNTER SIDE)
The geological formation of the west portal is composed
of colluvium deposit including rock fragments fallen West Portal of Alignment 1 (Shounter side)
down along the steep slope. Rock unit exposed at the
portal is meta-igneous rock having horizontal schistosity
induced by the regional metamorphism.

Under the portal area, Baral Nallah flowing toward Kel is


located and scouring the bottom of the mountain slope.
Water ingression from the slope face of the portal is not
detected and relatively thin colluvium deposit on the bed
rock is anticipated in view of geomorphology. An access road will travel to the slope face of the portal
with 73°, so that the portal condition is relatively favorable in a tunnel engineering perspective
compared with surrounding regional geological conditions.

A few houses are located near the west tunnel. Control of noise, vibration and stability of existing
building is required timely because the inhabitant moves here and lives in the village in only farming
season but there is no inhabitant in the village in winter season.

Reinforcement of steel pipe with grouting which is umbrella arch method type must be applied to
guarantee the tunnel stability because tunnel portal will be constructed in frequently changing ground.
With respect to the tunnel portal structure, application of retaining-wall-type tunnel portal, which can
shorten the open cut tunnel length, may be required to avoid interference between tunnel portal
construction and abutment construction of the bridge overpassing Baral Nallah to be constructed.

EAST PORTAL CONDITIONS (RATTU SIDE)


The slope of the mountain at the east portal is rather East Portal of Alignment 1 (Rattu side)
gentle and it is covered with soil and rock debris layers.
The exposed outcrops cannot be found at the portal
location. However thickness of soil layer seems to be
shallow. Geology of the east portal area is paragneiss
having inclined schistosity as a bed rock.

At upper-left side of the portal, small gully is located. The


gully has no water stream at present but the water flow
along the gully is expected during rainfall. And water ingression from the slope face of the portal is not
detected. Intersection angle of tunnel axis and the slope face is about 43° and it means that tunnel will
be excavated within unsymmetrical surrounding rock mass in view of terrain-tunnel relationship.
Therefore the geology condition of the east portal is better than one of the west portal but
geomorphological condition is worse than the west because of presence of small gully which needs
drainage remedial works and inclined advancing tunnel toward the slope face.

There is no house near the west tunnel to consider hazards due to tunnel blasting, but it is necessary
to give careful attention to the tunnel blasting while some livestock such as horses and sheep passes
by tunnel construction area.

Reinforcement of steel pipe with grouting which is umbrella arch method type must be applied to
guarantee the tunnel stability because tunnel portal will be constructed in unsymmetrical topography.
With respect to the tunnel portal structure, application of retaining-wall-type tunnel portal, which can
shorten the open cut tunnel length, may be required to avoid interference between tunnel portal
construction and abutment construction of the bridge overpassing Mir Malik Gah Nallah to be
constructed.

DOHWA ENGINEERING CO. PRIME ENGINEERING 37


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

GEOLOGICAL CONDITION
Main rock type along the alternative 1 (tunnel length L=12.68km) is Meta volcanic, metasediment,
metaigneous, amphibolite. Geological characteristics of Alternative 1 are that strike direction of joint
and tunnel axis are about 34° to the tunnel axis within tunnel section. According to RMT distribution
designated in Tunnel Profile of Excavation Class, Alternative 1 has more competent ground conditions
than ones of Alternative 2. Thus, Alternative 1 is quite better condition for tunneling than Alternative 2.
Furthermore Alternative 1 has challenging condition for tunneling because 12 faults are crossing the
tunnel route. However the numbers of faults are fewer than ones of Alternative 2.

Geological Features of Alternative 1

Characteristic of Alternative 1 Geotechnical Description


• Major Rock Units:
- Alluvial and glaciofluvial deposit
- Meta volcanic, meta sediment, meta igneous
and amphibolite
• Strike Direction of Joint:
- The Strike direction runs about 34° to the
tunnel axis
• Major RMTs:
- RMT 1, 3, 4, 5, 7, 8 and 11.
• Faults and Water Condition:
- 12 faults are crossing the tunnel route
- 10 liter to 30liter/sec of water ingression is
anticipated.
• Risk of Tunnel Excavation:
- West portal site is located in a steep slope
- A small gully is located in in Upper-left of east
portal site
- Rock burst is anticipated in some high
overburden area
• Horizontal alignment:
-Straight + Curve (with radius 5,000m) +
Straight
• Vertical grade: (+)1.5% ~ (-)1.5%

CONDITION OF BRIDGE LOCATION


There is a wooden bridge at the beginning point and two Acrow panel bridges in the middle of the
route. These are required to be replaced by concrete girder bridges. On the access road to Shounter
portal, a new bridge with a length of 380m is required to align the approach road to Shounter tunnel
portal. On the access road to Rattu portal, there are four concrete girder bridges which are planned to
be widened based on the alignment design.

4.2.5.2 ALIGNMENT 2 (TUNNEL LENGTH 12.72KM)

DESCRIPTION OF ALIGNMENT
The length of alignment No.2 is almost 81.05km long (west access road 26.88km + tunnel 12.72km +
east access road 41.45km=81.05km). It starts from Kel village and culminates at near Gorikot village
likewise alignment 1. The west portal of Alignment No.2 is located at a road distance of approximately
26.88km from Kel village. The tunnel portal is located near the valley.

DOHWA ENGINEERING CO. PRIME ENGINEERING 38


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

4.2.5.2.1 GEOMETRIC ALIGNMENT CONDITIONS


The horizontal alignment of alternative No. 2 traverses level, rolling and mountainous terrain. Also, the
geometric design of horizontal alignment No. 2 meets the design criteria based on the design speed
as a 60km/h in level terrain, 50km/h in rolling terrain and 30km/h in mountainous terrain. The vertical
grade in tunnel section, one of the most important geometric design conditions of this project, is a
1.5~2.5% vertical grade as a good condition.

4.2.5.2.2 TUNNEL PORTAL CONDITION


WEST PORTAL CONDITIONS (SHOUNTER SIDE)
The west portal of alignment 2 is located at about 106m
distance away from the west portal of Alignment 1. West Portal of Alignment 2 (Shounter side)
Basically, geological condition is same with one of
Alignment 1. But colluvium deposit including rock
fragments of the portal is thicker than one of Alignment 1
and a large quantity of debris flow toward a tunnel portal
are expected. Water ingression from the rock fragment
slope is not detected but Baral Nallah scours bottom of
mountain slope. Thus, it makes the portal slope
dangerous.

The intersection angle of tunnel axis and the slope face is about 69° and portal condition is rather
unfavorable than one of Alignment 1. The horizontal curve is required to align access road to tunnel
portal, so that it is not recommended in view of road safety.

A few houses are located near the west portal but farther than the west portal of alignment 1. Thus
concern about tunnel blasting affection may be not considered.

Reinforcement of steel pipe with grouting which is umbrella arch method type must be applied to
guarantee the tunnel stability because tunnel portal will be constructed in unsymmetrical terrain and
frequently changing ground. With respect to the tunnel portal structure, application of retaining-wall-
type tunnel portal like one of alignment 1 may be required to avoid interference between tunnel portal
and abutment of the bridge overpassing Baral Nallah.

EAST PORTAL CONDITIONS (RATTU SIDE)


The east portal location of alignment 2 is located at East Portal of Alignment 2 (Rattu side)
about 130m distance away from the east portal of
Alignment 1. The exposed outcrops were not found at
the portal location. Furthermore, thickness of soil layer,
alluvium deposit, seems to be thicker than one of
Alignment 1. Geology of the east portal area is
paragneiss having inclined schistosity as a bed rock.

Water ingression from the slope face of the portal is not


detected because of dry season. Intersection angle of
tunnel axis and the slope face is about 54° and it means that tunnel will be excavated within
unsymmetrical surrounding rock mass in view of terrain-tunnel relationship. Therefore, the geology
condition of the portal of alignment 2 is worse than one of Alignment 1 but geomorphological condition
is better than one of the portal of Alignment 1. In this case, the geological condition shall be
considered in priority for selection of portal positioning.

DOHWA ENGINEERING CO. PRIME ENGINEERING 39


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

There is no house near the east tunnel to consider hazards due to tunnel blasting, but it is necessary
to give careful attention to the tunnel blasting while some livestock such as horses and sheep passes
by tunnel construction area.

Reinforcement of steel pipe with grouting which is umbrella arch method type must be applied to
guarantee the tunnel stability because tunnel portal will be constructed in unsymmetrical topography.
With respect to the tunnel portal structure, application of retaining-wall-type tunnel portal, which can
shorten the open cut tunnel length, may be required to avoid interference between tunnel portal
construction and abutment construction of the bridge overpassing Mir Malik Gah Nallah to be
constructed.

GEOLOGICAL CONDITION
Main rock type along the alternative 2 (tunnel length L=12.72km) is metaigneous, quartz, amphibolite,
metasediment, paragneiss and granite. Geological characteristics of Alternative 2 are that strike
direction of joint and tunnel axis are about 35° to the tunnel axis within tunnel section and water
ingression would be similar to Alternative 1. According to RMT distribution designated in Tunnel
Profile of Excavation Class, Alternative 2 has unfavorable ground conditions comparing with ones of
Alternative 1 which are RMT 8 and 11. Thus, Alt.2 has worse condition for tunneling than Alternative
1. In addition to RMT distribution, Alternative 2 has unfavorable conditions for tunneling because 13
faults are crossing the tunnel route.

Geological Features of Alternative 2

Characteristic of Alternative 2 Geotechnical Description


• Major Rock Units:
- Alluvial and glaciofluvial deposit
- Meta igneous, quartz, amphibolite,
metasediment, paragneiss and granite
• Strike Direction of Joint:
- The Strike direction runs about 35° to the
tunnel axis
• Major RMTs:
- RMT 3, 4, 7, 8 and 11.
• Faults and Water Condition:
- 13 faults are crossing the tunnel route
- 10 liter to 30 liter/sec of water ingression is
anticipated.
• Risk of Tunnel Excavation:
- West portal site is located in a steep slope
- East portal site is located in relatively deep
alluvium deposit
- Rock burst is anticipated in some high
overburden area
• Horizontal alignment:
-Straight + Curve (with radius 10,000m) +
Straight
+ Curve(with radius 5,000m) + Straight
• Vertical grade: (+)1.5% ~ (-)2.5%

CONDITION OF BRIDGE LOCATION

DOHWA ENGINEERING CO. PRIME ENGINEERING 40


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

There is a wooden bridge at the beginning point and two acrow panel bridges in the middle of the
route, which are required to be replaced by reinforced concrete bridges with the length of 25m. On the
access road to Shounter portal, a new bridge with a length of 420m is required to align the approach
road to Shounter tunnel portal. On the access road to Rattu portal, there are four concrete girder
bridges which are planned to be widened by the road alignment design.

4.2.5.3 ALIGNMENT 3 (TUNNEL LENGTH 7.51KM)

DESCRIPTION OF ALIGNMENT
The length of alignment No.3 is almost 81.60km long (west access road 26.98km + tunnel 7.51km +
east access road km=47.11km). It starts from Kel village and culminates at near Gorikot village
likewise alignment 1 and 2. The west portal of Alignment No.3 is located at a road distance of
approximately 26.98km from Kel village. The Alignment 3 has minimum length of tunnel among the
alternative routes. However, the existing access road condition of near north portal is very dangerous
due to tight hairpin curve, steep vertical grade, and narrow road width.

4.2.5.3.1 GEOMETRIC ALIGNMENT CONDITIONS


The horizontal alignment of alternative No. 3 traverses‘ level, rolling and mountainous terrain. Also,
the geometric design of horizontal alignment No. 3 meets the design criteria based on the design
speed as a 60km/h in level terrain, 50km/h in rolling terrain and 30km/h in mountainous terrain. The
vertical grade in tunnel section, one of the most important geometric design conditions of this project,
is a 6.5%. The vertical grade does not meet the standard criteria of tunnel design for traffic flow and
tunnel ventilation.

Also, the condition of horizontal alignment is relatively worse in comparison with alignment No. 1 and
No. 2.

4.2.5.3.2 TUNNEL PORTAL CONDITION


WEST PORTAL CONDITIONS (SHOUNTER SIDE)
West portal location of Alignment 3 is located at about
50m distance away from the west portal of Alignment 1. West Portal of Alignment 3 (Shounter side)
The portal location of Alignment 3 is positioned at almost
similar alignment on Alignment 1. But the elevation of
the tunnel portal is about 32m higher compared with the
portal elevation of Alignment 1.

Tunnel surrounding condition is the same with one of


Alignment 1, but upward shift of the portal location will
make lots of portal cut because of steep slope. An
access road will travel to the slope face of the portal with 65°, so that the portal condition is worse
than one of Alignment 1 in a tunnel engineering perspective compared with surrounding regional
geological conditions. Nevertheless, overall conditions of the portal site, such as geological,
geomorphological conditions and correlation of tunnel axis and slope face, are relatively favorable.
And other positional features, blasting concerns and tunnel reinforcement schemes are similar with
ones of alignment 1.

DOHWA ENGINEERING CO. PRIME ENGINEERING 41


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

EAST PORTAL CONDITIONS (RATTU SIDE)


The east portal of Alignment 3 is located in middle of East Portal of Alignment 3 (Rattu side)
Shounter Pass to shorten tunnel length.

Geology of the east portal is comprised of meta-igneous


rock having inclined schistosity as bed rock, and mostly
covered with colluvium and rock debris. Near the portal
area, a medium size gully is located where water is
flowing. The water-flowing gully requires a large size of
drainage structures near the portal site. Moreover, an
angle of tunnel axis and slope face is about 22°. Thus,
the portal site condition is extremely poor, so that a large quantity of reinforcement is required for
tunneling and slope stabilization against unsymmetrical portal cut. These are weak points of the east
portal. And there is no house near the east portal to concern about hazards of tunnel blasting. With
respect to the tunnel portal structure, application of retaining-wall-type tunnel portal may be required
because the wall type portal is effective to bear unbalanced earth pressure induced by unsymmetrical
terrain. Furthermore, about 300m of NATM tunnel from the portal will be affected by the unbalanced
earth pressure so that large quantity of tunnel reinforcement will be required against tunnel
deformation.

GEOLOGICAL CONDITION
Main rock type along the alternative 3 (tunnel length L=7.51km) is metaigneous and metasediment
such as mica schist and gneiss. Geological characteristics of Alternative 3 are that strike direction of
joint and tunnel axis are about 20° to the tunnel axis within tunnel section and water ingression would
be less than one of Alternative 1 and 2. According to RMT distribution designated in Tunnel Profile of
Excavation Class, Alternative 1 has similar geological conditions comparing with alternative 1
because its tunnel route corridor goes with similar path until valley of Shounter Pass. According to
RMT distribution designated in Tunnel Profile of Excavation Class, Alternative 3 has relatively
competent ground conditions for tunneling than Alternative 2. However, the east portal is located in
unsymmetrical terrain so that the portal to about 300m of NATM would be affected by unbalanced
earth pressure and much of quantities of tunnel reinforcement would be required against tunnel
deformation.

Geological Features of Alternative 3

Characteristic of Alternative 3 Geotechnical Description


• Major Rock Units:
- Alluvial and glaciofluvial deposit
- Metaigneous and metasediment such as mica
schist and gneiss.
• Strike Direction of Joint:
- The Strike direction runs about 20° to the
tunnel axis
• Major RMTs:
- RMT 3, 4, 7, 8 and 11.
• Faults and Water Condition:
- 5 faults are crossing the tunnel route
- 10 liter to 20 liter/sec of water ingression is
anticipated.
• Risk of Tunnel Excavation:
- West portal site is located in a steep slope
- From east portal to about 300m of NATM

DOHWA ENGINEERING CO. PRIME ENGINEERING 42


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

would be affected by unbalance earth pressure


• Horizontal alignment:
-Straight + Curve (with radius 2,000m) +
Straight
• Vertical grade: (+) 6.51%

CONDITION OF BRIDGE LOCATION


There are a wooden bridge at the beginning point and two Acrow panel bridges in the middle of the
route, which are required to be replaced by reinforced concrete bridges with the length of 25m. On the
access road to Shounter portal, a new bridge with a length of 420m is required to align the approach
road to Shounter tunnel portal. On the access road to Rattu portal, there are four concrete girder
bridges which are planned to be widened by the road alignment design.

4.3 TUNNEL ALIGNMENT COMPARISON

The Alignments Corridor Comparison and Selection are shown in the Table-7.

TABLE 7- TUNNEL ALIGNMENT CORRIDOR COMPARISON

Item Alignment 1 Alignment 2 Alignment 3


Outline of Route  Route corridor can  Route corridor can  Route corridor can‘t
Corridor provide the all- provide the all- provide the all-
weather season as an weather season as an weather season as an
avoidance the snow avoidance the snow avoidance the snow
line line line
 Good for horizontal  Moderate for  Bad for horizontal and
and vertical alignment horizontal and vertical vertical alignment in
in tunnel section. alignment in tunnel tunnel section.
section.
Route Length L = 81,132m L = 81,052m L =81,596m
Major Tunnel 12,680m / 1ea 12,720m / 1ea 7,510m / 1ea
Works Bridge 1,306m / 14ea 1,370m / 14ea 1,050m / 12ea
Review Traffic  Easy connection  Easy connection  Difficult connection
Aspects Aspect between Shounter to between Shounter to between Shounter to
Rattu Rattu Rattu
 VOC (Vehicle  VOC (Vehicle  VOC (Vehicle
Operation Cost) and Operation Cost) and Operation Cost) and
VOT (Vehicle of VOT (Vehicle of VOT (Vehicle of
Time) savings are Time) savings are Time) savings are
significant significant considerable
Socio-  Reliable and cost-  Reliable and cost-  Reliable and cost-
Economic effective access to effective access to effective access to
Aspect Rattu Rattu Rattu
 Cost is too high  Cost is too high  Cost is too low
Technical  Horizontal  Horizontal  Horizontal
Aspect alignment(R=5,000) is alignment(R=5,000) is alignment(R=2,000) is
good condition in good condition in bad condition in
comparison with alt 3 comparison with alt 3 comparison with alt 1
and 2.
 Vertical  Vertical
grade(S=1.5%) of grade(S=2.5%) of  Vertical
tunnel section is the tunnel section is grade(S=6.5%) of

DOHWA ENGINEERING CO. PRIME ENGINEERING 43


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Item Alignment 1 Alignment 2 Alignment 3


best condition among moderate condition tunnel section is so
the alternatives. among the steep that heavy
alternatives. vehicles resort to use
 Long Tunnel
of their lowest gears,
(L=12.68km)  Long Tunnel
reducing traffic
(L=12.72km)
 Vertical Ventilation capacity and
Shaft:  Vertical Ventilation increasing demand
Shaft: on the ventilation
 Height: 333m
system. Vertical
 Height: 271m
 Rock mass condition grade should be
has more competent  Rock mass condition limited below 3%.
ground conditions has unfavorable And the.
than ones of Alt 2. for ground conditions
 Short Tunnel
tunneling and portal compared with Alt. 1
(L=7.51km)
construction for tunneling and
portal construction.  Vertical Ventilation
 Because 12 faults are
Shaft:
crossing the tunnel  Because 13 faults are
route, Alt. 1has fewer crossing the tunnel  Height: 779m (highest
risks than Alt. 2 route, Alt. 2 has more risks)
risks than Alt. 1
 West portal is located  Rock mass condition
in a steep slope and  West portal is located has relatively good
small gully is located in a steep slope and geological conditions
in in Upper-left of east east portal is located which is similar to first
portal site. in relatively deep half of Alt. 1.
alluvium deposit.
 Because 5 faults are
crossing the tunnel
route, Alt. 3 has the
smallest ricks.
 East portal will be
affected by unbalance
earth pressure
Economic  Low economic  Low economic  Good economic
Aspect feasibility due to high feasibility due to the feasibility due to low
construction and highest construction construction and
maintenance cost and maintenance cost maintenance cost
Estimated 29.3 Billion Pak. Rs. 30.4 Billion Pak. Rs. 27.1 Billion Pak. Rs.
Construction Cost
Review/  Alternative 1 has the most possible feasibility in terms of traffic, technical,
Comments economical and environmental aspects
 The reasons are as below;
- Even though the construction cost of Alt 1 is higher than Alt 3, the
horizontal alignment as well as vertical alignment of Alt 1 has good
condition in comparison with Alt 3.
- The tunnel length of Alt 3 is short compared with Alt 1 and 3. However,
the route corridor of Alt 3 can‘t provide the all-weather season as an
avoidance the snow line. Besides, the vertical grade(S=6.5%) of Alt 3 in
tunnel section is very steep and fails to meet the geometric design
criteria.
- Alt. 1 and Alt. 3 have relatively competent rock mass but Alt.2 has many
excavation risks which are many faults and poor rock mass quality. Alt 3
has the highest vertical vent shaft so that high risks exist in vertical
excavation.
- The tunnel and bridge length is short in comparison with alt 2.

DOHWA ENGINEERING CO. PRIME ENGINEERING 44


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Figure 3- Alignment Drawings Options of Proposed Tunnel Project and Access Road

DOHWA ENGINEERING CO. PRIME ENGINEERING 45


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

4.3.1 EVALUATION CRITERIA

The sites were evaluated for the proposed project in order to control and mitigate the environmental
and socioeconomic impacts at an early stage. The evaluation of sites was based on following
criterion:

 Sufficient land should be available for development.

 It should be easily accessible not putting an additional construction/transportation cost to access


the proposed tunnel and access road project.

 The shortest route must be selected to reduce the travelling time and construction cost.

 There is no any resettlement requirement.

 No any cutting of the trees within ROW and any other site of project activities.

 Avoiding all the locations/structures of cultural and archeological importance.

 It is better management control and to achieve lower construction and operational cost.

4.3.2 SITE SELECTION

Recognizing that the proposed development may have adverse impacts on surrounding environment,
site selection exercise was carried out in close consultation with the Divisional Forest Officer and
others at Astore, Prime Engineering Design team and environmental team. Option-1 was decided as
an appropriate option to achieve a balance between the area to be used for the construction and
resources required maintaining the operations. The routes of all the options are presented in figure-2
and 3 above.

4.4 ALTERNATIVE-III OTHER TRANSPORT MODES

The alternative transport mode includes using railway and air transport. Air access is not found
feasible on financial grounds. The road transport service currently working in the area is insufficient to
meet the requirement of transportation and trade.

The terrain through which the project road passes through is very steep and as such is not suitable for
the development of a railway track. The gradient is too steep. Thus this alternative was dropped.

4.5 SELECTION OF ALTERNATIVE TUNNEL ALIGNMENT

The tunnel alternatives from Gorikot to Morcha Guzair- Shounter were developed, in order to explore
the best and most efficient alignment/route that meets the project goals such as time saving, minimum
travel time, straighter route, cost efficient etc. Out three alignments developed, Option-1 was selected
as the final alignment for the tunnel Option 1 is 12.7Km approx. in length and opted due to the
following reasons:

 No resettlement is required for construction of the proposed tunnel project.


 No additional land is required in this Option.
 Low budget as compared to other options
 Follows mostly existing road
 No structures falling in this option
 No people will be affected by this option

DOHWA ENGINEERING CO. PRIME ENGINEERING 46


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-5 ENVIRONMENTAL & SOCI O-ECONOMIC BASELINE


This chapter defines the prevailing environmental and socioeconomic settings of the project area and
surroundings. The project (corridor) in this document is defined as ‗the area where the project related
activities to be carried out which include the proposed tunnel corridor and its surroundings area that
can interact with the project‘s positive and negative externalities in the long run‘. The impact of any
proposed activity or process will be assessed on the basis of a deviation from the baseline or normal
situation. Followings are the main components of the baseline:

 Physical Environment
 Biological Environment
 Socioeconomic Environment

The description provided in this section is acquired from primary and secondary data collection
approach based on followings:

 Desk-top study and literature review;


 Field surveys;
 Interviews of local communities;
 Utilization of available information sources and data from Government department such as district
census report;
 Meetings and data gathering from various organizations/offices and surrounding villages;
 Divisional Forest office Astore;
 Agriculture Department Gilgit –Baltistan;
 District Wildlife office Astore;
 Livestock Department Astore;
 AKRSP office Gilgit –Baltistan;
 WWF office Gilgit –Baltistan;
 Karakorum International University GB;
 Planning and Development Department GB
 Fishery Department Gilgit – Baltistan etc.

5.1 PHYSICAL ENVIRONMENT

This part examines the physical resources such as physical features, topography, geography, soil &
geology, climate, air & noise quality, surface & ground water resources quality which is not only
limited to the project area but also related the project surrounding to assess whether the project under
assessment can or does have any impacts on any of these parameters. The description of physical
environment is presented in the following sub sections.

5.1.1 GEOGRAPHY

The proposed tunnel project site is mostly fall in tehsil Shounter and district Astore. Astore is located
at 35-22-0 N;-74.51-0 E. with elevation from 2,646 meters (8,500feet).The project site is approximate
65km away from Astore. The proposed project construction of the 12.7 km long tunnel and access
roads is about 26.9km and 41.5km (from Kel to Shounter and Shounter to Gorikot).The project
traverses through two districts Astore (GB) and Neelum (AJK). Proposed project aims are to connect
the major towns of Shounter, Morcha Guzair, Mirmalik, Rattu, Nasirabad, Chugam, Rehmanpur and

DOHWA ENGINEERING CO. PRIME ENGINEERING 47


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Gorikot. The proposed location areas shown in Table-8 and the proposed project location map are
attached as figure-4.

TABLE 8- PROPOSED PROJECT DISTRICTS AND TEHSILS

Name of Districts Name of Tehsils


Astore; Gilgit – Baltistan (GB) Shounter
Neelum; Azad Jammu & Kashmir (AJ&K) Sharda

FIGURE-4 PROPOSED PROJECT LOCATION MAP

5.1.2 TOPOGRAPHY

The project area is mostly fall in tehsil Shounter and district Astore, The project is in the region of
three mountain ranges: the Himalayas, the Karakoram, and the Hindu Kush. Most mountain
elevations in the region are at least 2,648 m above sea level, with more than half the area above
3,500 m. Three of the world‘s highest peaks, K2; Nanga Parbat; and Rakaposhi, are located in the
region of Gilgit-Baltistan (GB), and Hari Parbat also located in the project area. The area is
surrounded by steep mountains with little or no vegetative cover. The topography effectively cuts off
the entire province from Pakistan‘s mainland and, therefore, creates geographical barriers that affect
economic and administrative processes in GB. The area generally consists of rugged and precipitous
terrain classified as alpine scrub zone and is characterized by heavy snowfall at higher altitudes in
winter.

5.1.3 GEOLOGY

DOHWA ENGINEERING CO. PRIME ENGINEERING 48


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Based on the physical environment and geology, the project area falls in the Himalaya range is a
series of several parallel or converging ranges. The geological features have been observed, during
geological reconnaissance and geotechnical mapping. Fault zones exist on most of the project area.
The Geology Conditions specific to proposed tunnel site is as under:

 Main rock type along the proposed tunnel site (tunnel length L=12.68km) is Meta volcanic,
metasediment, metaigneous, amphibolite. Geological characteristics of the project area are that
strike direction of joint and tunnel axis are about 34° to the tunnel axis within tunnel section.
According to RMT distribution designated in Tunnel Profile of Excavation Class, proposed site has
more competent ground conditions than ones of other areas. Thus, proposed site is quite better
condition for tunneling than other areas. Furthermore proposed site has challenging condition for
tunneling because 12 faults are crossing the tunnel route. However the numbers of faults are
fewer than ones of other areas.

5.1.4 SEISMOLOGY

The project area lies near the edges of Indian and Eurasian tectonic plates. The plate boundary is
considered as part of a seismically active zone. In the past, epicenters of a large number of
earthquakes have been located in this region. In October 2005 an earthquake of very high intensity
(7.8) hit the area near Muzaffarabad and disturbed the ground to a significant extent in that area. The
geological, tectonic and geodynamic conditions of the project area has been assessed and detailed
mapping of the ground surface has been done to define the geology and tectonic features of the area.
According to the seismic zone map of Pakistan, the Project Area lies in Zone 3 of Modified Mercalli
(M.M.) intensity scale, i.e. negligible damage zone as given in map-2.

MAP 2- SEISMIC ZONING MAP OF PAKISTAN

DOHWA ENGINEERING CO. PRIME ENGINEERING 49


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.1.5 WATER SUPPLY

In the project area, the Astore river flows in a deep gorge making it difficult to use the water for
drinking, agricultural and other purposes. All the settlements are on the banks of perennial streams
(nullahs) and on both sides of the river and some settlements away from river bank. The people use
the water from nullahs for drinking, household and agriculture purposes. Generally, there is shortage
of potable water in the project area as it is very difficult to fetch the river water due to the very steep
slopes. People generally use water from streams, nullahs and springs for drinking, washing and other
domestic purposes. Some streams and Nullahs falling in the project area are like mirmalik, parsheen,
kalapani, rattu, bulkanand and shounter etc. During the socio-cultural survey of the project area, none
of the respondents from any of the villages falling in the project area reported any waterborne
disease. Tapped water supply is considered to be the most hygienic source of drinking water which is
available in the project area. In project area there is a water supply system which has been built by
local people with the help of AKRSP. Water supply is partially available in Astore, Gorikot, Rattu and
Shounter valleys.

5.1.6 CLIMATE

The climatic parameters that influence the climate of an area include temperature, precipitation,
humidity and evaporation. In general, two seasons prevail in the project area:

The climate of the area during summer is moderate and in winters receives 6 inches to 3 feet snow in
the area. June, July and August are dry and hot months whereas December, January and February
are coldest months. During consultation with metrological officer informed the temperature in Astore
may become -9°C in January, 2019 higher than the present level by the end of the 21st century. The
Astore is with global warming. River flow due to varying climates can be highly variable and pose
threats to the stability of landscape especially in the vicinity of streams. Future temperature
projections by Global Climate Models (GCMs). The mean monthly rainfall at selected stations is
graphically shown in graph-1.

45

40

35

30
rainfall (mm)

Astore
25 Bunji
20 Gilgit
Skardu
15

10

0
r
ry

ne
ry

ch

ly

r
ril

er
r
st
ay

be

be
be
Ju
Ap
ua
a

gu

ob
Ju
ar

m
nu

m
em
M
br

Au

ct

ve

ce
Ja

Fe

O
pt

No

De
Se

GRAPH-1 MEAN MONTHLY RAINFALL IN PROJECT AREA

DOHWA ENGINEERING CO. PRIME ENGINEERING 50


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.1.6.1 TEMPERATURES
Air temperature is one of the most important factors of climate of any area. In the river, flows are
mostly due to the snow and glacier melt which entirely depend on the air temperature. The
temperature data of some sites close to the project area has been collated and presented in Table-9
and graph-2. The summer season is generally dry and precipitation during the winter season is in the
form of snow fall. The data shows that hottest month is July with average maximum and minimum
temperature of 27.1 °C and 14.5 °C respectively. January is the coldest month with average maximum
and minimum temperature of 2.4°C and -7.5°C respectively. The months of June to September are
the hot and mean maximum temperature ranges between 23.5°C to 27.1 °C respectively. November
to February is very cold and means minimum temperature varies between - 0.7°C to -7.5°C
respectively.

TABLE 9- MAXIMUM, MINIMUM AND MEAN MONTHLY TEMPERATURE

Station Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
O
Maximum Temperature ( C)
Bunji 9.6 12.5 17.9 24 28 33.7 36.2 35.7 32.5 25.7 18.5 11.8
Gilgit 9.2 12.3 17.7 23.7 28 33.9 36.1 35.4 31.9 25.3 18 11.21
Skardu 2.6 5.4 11.7 18.3 22.5 28.2 31.5 31.2 27.2 20 12.7 6
Astore 2.4 4 8.4 14.6 19.2 24.5 27.1 27 23.5 17.2 11.1 5
O
Minimum Temperature ( C)
Bunji -0.1 2.7 7.6 12.1 15.2 19.6 23.4 22.8 18.1 11.3 5.2 1.4
Gilgit -2.5 0.6 5.7 9.4 11.9 15 18.5 17.9 13 6.8 0.8 -1.9
Skardu -8.2 -5 1.5 6.5 9.6 13.5 16.6 16.2 12 4.7 -1.6 -5.4
Astore -7.5 -5.7 -1.1 3.5 7.1 11 14.5 14.6 10.5 4.4 -0.7 -4.5
Mean Temperature
Bunji 4.9 7.6 12.7 18 21.6 26.7 29.8 29.2 25.1 18.3 11.7 6.5
Gilgit 3.3 6.4 11.7 16.6 20 24.4 27.3 26.6 22.5 16 9.4 4.7
Skardu -2.8 0.2 6.6 12.4 16.1 20.8 24.1 23.7 19.6 12.3 5.5 0.3
Astore -2.5 -0.8 3.6 9 13.1 17.7 20.8 20.8 17 10.8 5.2 0.2
O
Mean Temperature Ranges between Minimum and Maximum ( C)
Bunji 9.5 9.8 10.3 11.9 12.8 14.1 12.8 12.9 14.4 14.4 13.3 10.4
Gilgit 11.7 11.7 12 14.3 16.2 18.9 17.6 17.5 18.9 18.4 17.1 13.1
Skardu 10.8 10.3 10.2 11.8 12.9 14.8 14.9 14.9 15.2 15.3 14.4 11.4
Astore 10 9.8 9.5 11.1 12.1 13.5 12.7 12.4 13 12.8 11.8 9.6

DOHWA ENGINEERING CO. PRIME ENGINEERING 51


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

35

30

25
Temperature 0C

20
Bunji
Gilgit
15
Skardu
Astore
10

0
1 2 3 4 5 6 7 8 9 10 11 12
-5
Months

GRAPH-2 MEAN MONTHLY TEMPERATURES IN PROJECT AREA

5.1.6.2 WIND SPEED AND DIRECTION


Wind affects evaporation and sublimation from soil and glaciers and it is potentially an indicator of the
prevailing influence of air masses. The speed and direction data of some stations adjacent to project
area are given in Table-10. Wind speeds tend to be higher between April and September and lowest
from November to January. However, these averages conceal the fact that often the wind is
accumulated over short bursts of gusty convectional wind especially during the late spring and
summer when heating effects cause strong but short-lived convectional winds.

TABLE 10- WIND SPEED AND DIRECTION

Maximum
Mean wind
Station Calm N NE E SE S SW W NW observed
speed
Speed
Astore 50% 17% 1% 0 0 29% 1% 0 1% 3.0 knots 29.0 knots
Gilgit 74% 0 1% 4% 7% 1% 1% 9% 2% 2.0 knots 28.0 knots
Skardu 80% 0 2% 2% 0 9% 5% 3% 0 2.9 knots 69.0 knots

5.2 ENVIRONMENTAL BASELINE MONITORING

To assess the environmental conditions of the project area, following environmental parameters were
monitored;
1. Ambient air quality monitoring,
2. Water sampling and analysis
3. Noise level monitoring

Environmental baseline monitoring was conducted at project area. The details of the sampling/
monitoring locations along with discussions on results are given in the subsequent sections.
Photographic record of environmental monitoring for ambient air Quality, water and noise levels is
given in Annexture- 9 and Monitoring results are attached in Annexure-10 of report.

DOHWA ENGINEERING CO. PRIME ENGINEERING 52


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.2.1 AMBIENT AIR QUALITY

There is no significant source of air pollution in the project site. The project area is rural, and
cultivation is the main occupational activity. The potential existing sources of air pollution in the
project area are road traffic, farm machines, agricultural and domestic activities.

Major air pollutants including CO, SO2, NO2, NO, NOX, Particulate Matter (PM10) and Suspened
Particulate Matter (SPM) were monitored during field visit at 04 points of the proposed project site.
The results of all ambient air quality monitoring were observed below the standards.
Results of ambient air monitoring are presented in Table 11.

TABLE 11- RESULTS OF AMBIENT AIR QUALITY MONITORING AT PROPSED PROJECT AREA

Limits Monitoring Locations


Parameters Methodology as per Unit Gorikot Rattu Mirmalik Morcha
NEQS Guzahir
Non-Dispersive
Carbon
Infrared 3
Monoxide 5 mg/m 0.45 0.41 0.39 0.44
Spectrophotometry
(CO)
(NDIR)
Sulfur UV Fluorescent 3
120 µg/m 31.48 30.9 20.90 12.53
Dioxide (SO2)
Nitrogen Chemiluminescence 3
80 µg/m 24.08 29.7 27.25 14.25
Dioxide (NO2)
Nitric Oxide Chemiluminescence 3
40 µg/m 7.85 0.53 8.90 8.91
(NO)
Oxides of Chemiluminescence
3
Nitrogen 120 µg/m 31.93 31.6 36.13 23.17
(NOx)
Particulate Beta-Attenuation 3
150 µg/m 14.71 43 25.22 13.56
Matter (PM10)
Suspended Gravimetric
3
Particulates Sampling 500 µg/m 39.13 56.34 35.1 34.91
(SPM)

5.2.2 WATER SAMPLING AND ANALYSIS

Number of water nallahas and springs are present in the vicinity of the proposed project area. The
local community mostly used these sources for domestic as well as agricultural purposes.
During site visit, water samples have been collected at five different locations along the project
alignment.
The samples were analyzed for 20 parameters. The analysis results for the water samples are
provided in following Table 12.

TABLE 12- RESULTS OF WATER QUALITY ANALYSIS

Water Sampling Locations


Parameters Testing Method Unit NEQS
Limit Gorikot Rattu Mirmalik Morcha Nasirabad
Guzahir
pH ASTM-D-1293 -- 6.5-8.5 7.51 7.8 7.32 7.94 7.2
Total
Dissolved APHA 2540-C mg/L <1000 80 90 58 30 110
Solids (TDS)

DOHWA ENGINEERING CO. PRIME ENGINEERING 53


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Chloride APHA 4500 Cl- B mg/L <250 25 5 13.6 9.8 29


Lovibond
Boron Azomethine mg/L ≤0.3 <0.2 <0.1 <0.1 0.2 <0.1
Method
Cadmium Lovibond Cadion mg/L ≤0.01 <0.01 <0.01 <0.01 <0.01 <0.01
Method
Lovibond 4-(2-
Lead Pyridylazo)- mg/L ≤0.05 <0.02 <0.02 <0.015 <0.02 <0.02
resorcin
Lovibond
Copper Biquinoline mg/L ≤2 <0.05 <0.05 <0.05 <0.05 0.5
Method
mg/L as
Total <500 40 90 35 40 90
ASM D-1126
Hardness CaCO3
Coliform
No./100
bacteria APHA9222-B 0 5 90 3 2 11
(total) mL

No./100
E. Coli APHA 9222-D 0 0 2 0 Nil 0
mL
Lovibond
Aluminum Eriochrome mg/L ≤0.2 0.01 0.02 0.05 0.02 0.09
Cyanine R
Antimony APHA 3111 B mg/L <0.005 0.0017 0.001 0.002 0.001 0.0024

Lovibond
Turbidity Attenuated NTU <5 <5 <5 <5 19 <5
Radiation Method
Lovibond 1,5-
Chromium diphenyl- mg/L ≤0.05 0.03 0.036 0.026 0.04 0.016
Carbohydrazide
Method
Lovibond Pyridine
Cyanide Barbituric Acid mg/L ≤0.05 <0.02 <0.02 <0.01 <0.02 <0.02
Method
Lovibond
Fluoride SPADNS Reagent mg/L ≤1.5 0.31 0.61 0.21 0.45 0.28
Method
Lovobond
Manganese Formaldoxime mg/L ≤0.5 0.08 0.1 0.18 0.1 0.31
Method
Nitrate Lovibond mg/L ≤50 15 12 7 5 19
chromotropic acid
Nitrite APHA 4500-B mg/L ≤3 0.20 0.14 0.6 0.11 0.8
Barium ASTM D-4382 mg/L ≤0.7 0.05 0.09 0.1 0.04 0.13

5.2.3 NOISE MONITORING RESULTS

There is no industry and any other source of noise pollution in the project area and only source of
noise within the project area is associated with vehicular traffic. Traffic vehicles moving in the area are
also very low. Noise level exceeding 75 dB is harmful to the human health. The noise levels in the
project area are shown in the Table-13.

TABLE 13- NOISES LEVEL RESULTS WITHIN THE PROPSED PROJECT AREA

DOHWA ENGINEERING CO. PRIME ENGINEERING 54


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Location Unit Sound (dB) NEQS* (Day Time)

1 GoriKot dB 54.9 75

2 Rattu dB 53.2 75

3 Mir Malik dB 53.7 75

4 Morcha Guzair dB 51.5 75

5.2.4 SOIL

Soils provide moisture, nutrients and a foothold to plants. The soils of the project area are the most
unstable and subject to active water erosion. The intensity, however, depends upon the vegetation
cover and the slope gradient. The mountains on both sides of the river have steep slopes and hold
very little vegetation. Alluvial fan deposits are created as a result of glaciated materials carried by
stream flows or where these streams create space due to meandering within the valley. The fertile
lands in the project area are located in the fans and the terraces close to streams and Nullahs. All the
farmlands and orchards are irrigated by streams as rainfall in the area is very meagre. Soils are well
drained and medium texture. The soil fertility of the area is low for the crop production as it contains a
low quantity of organic matter. A variety of crops and vegetables could be grown in such soils subject
to water availability and the use of fertilizers. There is very thin cover of soil on the mountainous
terrain and it supports sparse shrubs and trees.

5.2.5 GREENHOUSE GASES

Greenhouse gases are those gases (Co2, CH4, O3, CFCs and NO) which contribute to global
warming. The main sources of these gases are industries and vehicles using fossil fuel as fuel. At
present there is no industry in the project area that emits greenhouse gasses and vehicles intensity is
also very low. The main sources of carbon and nitrogen oxide emissions are the automobiles being
operated in the project area. The traffic count data (Table-11) shows that the greenhouse emissions
from these vehicles may not be in a quantity to have a significant contribution to global warming.
Similarly, there is no volume of stagnant water body in the project area which could trap significant
amounts of organic matter that could cause emissions of methane or other greenhouse gases.

5.2.6 SLOPES FAILURE

The slope is comprised of mainly metamorphic and sedimentary rock. Some section of the existing
road is covered with rock fragments due to weathering and erosion. Nevertheless, fewer landslide
prone areas are identified in the project area. Most of landslides are mainly debris flow and rock falls
due to the geological weak formation and a steep slope. A section from Gorikot to Rattu needs to
clear slope surface where rock falls are ongoing sporadically. After Rattu village, sweeping away due
to rainfall /snow melting is the same problematic issue of debris-flow within the project area, but the
existing route passes apart from the unstable slope at a distance. The landslides are very common
features in the project area because of the high steep terrain image-2. Erosion and sediment input to
the river is a function of landslides and riparian erosion processes. There are frequent talus
accumulations along the side slopes of the river and road. These are typically in a state of stable
equilibrium at their current slope angle and environment, but become unstable when the equilibrium is
disturbed. Excess water and earthquake shakings often triggers landslides are in the project area.

IMAGE-2 SLOPE FAILURE IN THE PROJECT AREA

DOHWA ENGINEERING CO. PRIME ENGINEERING 55


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.2.7 LAND USE

A few human settlements exist on alluvial fans and terraces on either side of the Astore and its
tributaries where water is available for human consumption and agriculture. The Mountains on both
sides of the project area have steep slopes and many streams and nullahs join the river in the area.
The nullahs span out near the project road, forming some cultivable land masses. The alluvial fans
contain clay silt layer with an undulated topography over hard bedrock. The available flat land is used
for residential purposes as well as for agriculture, orchards and grazing for cattle, goats and sheep
etc. Summary of land use in the Gilgit Baltistan and District Astore is shown in Table-12 and Table-13
respectively.

TABLE 14-LAND USE OF THE GILGIT BALTISTAN

S.No. Land Use Area (ha) Area (%)


1 Agricultural Area 48 0.68
2 Commercial Area 1601 22.74
3 Residential Area 9.4 10
4 Forest Cover 666 9.46
5 Barren Land 27 0.38
6 Water Bodies 1 0.01
7 Unclassified Land 4697 66.72
Total 7040 100
Source: Forestry Master Plan Astore District (GB)

TABLE 15-LAND USE OF THE DISTRICT ASTORE


2
S.No. Land Use Area Km Area (%)
1 Conifer Forest 213.36 4.29
2 Broadleaved Forest 74.17 1.5
3 Mix Forest 10.9 0.22
Forest Area 298.43 6.01
4 Grasslands/Rangelands 1131.03 22.71
5 Agriculture Lands 80.52 1.62
6 Barren Land 2851.36 57.26
7 Snow/Glaciers 322.37 6.47
8 Water Bodies 201.87 4.05
9 Unidentified/Shades/Cloudes 93.74 1.88

DOHWA ENGINEERING CO. PRIME ENGINEERING 56


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Total 4979.32 100


Forest 29843ha (6.01%)
Agriculture Area in Hectares
Total Farm Area 4075 ha
Total Area per Family 0.46ha
Farm Area per Capita 0.56ha
Households depending upon farming 98%
Average Farm Size 0.83ha
Source: Forestry Master Plan Astore District (GB)

5.2.8 NATURAL DISASTERS

Astore and its surrounding valleys are highly susceptible to natural disasters such as landslides, flash
floods and avalanches, which affect civic life in the town and areas within its vicinity. According to the
Pakistan Meteorological Department (PMD), Astore is located in a seismically active zone with a
shake potential equivalent to an earthquake of magnitude 6 to 7 on the Richter scale. A recent
example of the types of natural hazards facing region is the Ata Abad Lake, which formed due to a
massive landslide in 2010 and dammed the Hunza River. The unstable lake poses a threat to the
downstream populations of region More than 90% of inhabitants engaged in agriculture and 70% in
livestock are likely to be highly affected by natural disasters there. With agriculture making up 23% of
the source of livelihood for region inhabitants, the economy of the area is at a significant risk of being
adversely affected by natural disasters.

5.2 BIOLOGICAL ENVIRONMENT

In this section, the baseline environmental conditions pertaining to biological environment have been
described on the basis of primary and the secondary data. These conditions have subsequently been
used to identify the potential impacts on the biological environment that are likely to arise from the
project activities.

5.2.1 FLORAL ATTRIBUTES OF THE PROJECT AREA

Based upon observations during the field visit; many species of plants were directly observed in the
project area. The vegetation of the region has also been grouped as trees, shrubs, herbs, grasses
and fruit trees shown in the Annex 2.

5.2.1.1 FOREST IN THE AREA


The project area is fall under Montane Temperate Forests the groups of Himalayan dry temperate.
The area fall between 1,500 to 3,600 meters and form the most important timber resources of the
area. The Dominant species include Chilgoza (Pinus geradina), dry deodar (Cedrus deodara), and dry
spruce (Picea smitiana). The climate is severe, resulting in ideally spaced, free standing, low
branching and comparatively low tree cover. The vegetation is xerophytic and includes Artemisia spp.,
Rosa spp. and Dephne oleoides. The type of also include dry forests oak (Olea cuspedata), deodar
(Cedrus deodara), blue pine (Pinus wallichiana), spruce (picea simthiana), fir (Abies webbiana and
juniper (Juniperus marcopoda) etc. The grasses species are Chrysopogon spp., Cymbopogon spp.,
Dichanthium annulatum, Pennisetum orientale, Aristida spp., Oryzopsis spp., Dactylis glomerata, Poa
spp., Bromus inormis, Agropyron dentatum, A. caninum, Agrostis spp., Rottboellia exaltata,
Phacelurus speciosus and Eragraostis spp. The forbs species are Iris spp., Tulips spp., |olygonum

DOHWA ENGINEERING CO. PRIME ENGINEERING 57


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

spp., Sambucus ebulus, Lotus comiculatus, Medicago spp., Plantago lanceolata, Lathyrus spp.,
Thgmus serphyllum,Nepata spicata, Viola spp.,Taraxicum officinalis, Ferns, etc. The fruit species are
Apricot, Apple, Grapes, Pears, Peaches, Pomegranate, Cherry, Mulberry, Walnut and Almond etc.
The agriculture cropes are Wheat, Maize, Potato and also vegetables grown in the project area. Area
under Protected forests (Conifers) in Astore is 184,454 ha but further classification into private or
protected forests is not reported. The Distribution of forests is shown in the Table-15.

TABLE 16-DISTRIBUTION OF THE FOREST IN PROJECT AREA

Name of Forest Name of Plant Species Status Forest Area


Gorikot/ Bulashbar Blue Pine,Sliver Silver Fir, Spruce and Birch Very Good 1010
Chaurit Sliver Silver Fir, Spruce and Juniper Poor 9
Bullan Blue Pine,Sliver Silver Fir, Spruce and Birch Poor 67
Chugam Blue Pine,Sliver Silver Fir, Spruce and Birch Very Good 437
Blue Pine,Sliver Silver Fir, Spruce, Birch and
Rehmanpur/Zaipur Very Good 903
Juniper
Blue Pine,Sliver Silver Fir, Juniper, Spruce and
Rattu Poor 510
Birch
Mirmalik Juniper, Sliver Silver Fir, Spruce and Birch Very Good 714
Finna Birch and Juniper Poor 210
Pakora/Nogam Blue Pine,Sliver Silver Fir and Spruce Poor 126
Blue Pine,Sliver Silver Fir, Spruce, Birch and
Gudai Very Good 893
Juniper
Blue Pine,Sliver Silver Fir, Spruce, Birch and
Bobin Good 671
Juniper
Kalapani Sliver Silver Fir, Spruce and Juniper Very Good 3180
Blue Pine,Sliver Silver Fir, Spruce, Birch and
Minimarg/Domail Very Good 3690
Juniper
Qamri/Zian Blue Pine, Sliver Silver Fir and Spruce Very Good 5530
Dirlay Blue Pine,Sliver Silver Fir and Spruce Poor 1368
Total 29843
Source: Forest Department District Astore (GB)

5.2.1.2 MEDICINAL PLANTS


The project area is very rich in the wealth of medicinal plants. The following medicinal plants are
located at different forest area within the project. Some common and so for of commercial value are
(Jadwar) Aconiturm heterophyllum, (Besh molo) Aconitum chasmanthum, (Rhainh) Abies webbian,
(Saibooma) Aconitum napellus, (Zoon) Artimisia maritime, (Sumlo) Berberis iycium, (Zeera) Carum
bulbocastanum, (Khampoosh) Colchicum iuteum, (Kamsal zeera) Cumium cyminum, (Soom) Ephedra
intermedia, (Suff) Ferula foetida and Ferula asafetida, (itchmaday) Fragaria vesca, (Buru) Hippophae
rhamnoides, (Bazarbhang) Hyoscyamus niger, (Padum) Juniperus macropoda, (Gugal Dhup) Jurinea
macrocephala, (Chhama) Lavatera kashmiriana, (Gaozaban) Onosma bracteatum, (Salap Misri)
Orchis latifolia, (Ispander) Peganum harmala, (Kurro) Picrorhiza kurrooa, (Shilete) Plantago major,
(Podophyllum emodi, (Rono badam) Prunus amygdalus, (Jaro chuntal) Rheum emodi, (Menal)
Sassurea lappa, (Mumiri) Swertia petioiata, (Hookero) Tamarix gallica, (Tumuro) Thymus seprpyllum,
(Jomi) Utrica diocia, (Ganesh pawrobati) Valeriana wallichii, (Tamakusak) Verbascum thapsus, (Lillo)
Viola serpens, (Jonjii) Betula utilis, (Goglimoolo) Geum urbanun, (poshkar) Inula racemosa, (Khakai)
Juglans regia, (Suranjan sherin) Merendera persica,(Toot) Morus alba, (Yunij) Pinus Gerardiana,

DOHWA ENGINEERING CO. PRIME ENGINEERING 58


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

(Byer/Kail) Pinus wallichiana, (Chinar) Platanus orientalis, (Ratanjot) Potentilla nepalensis, (papler)
Populus alba, (Falchoa) Populus nigra, (Badiyane khatai) Prangos pabularia, (Mori bayao) Salix
willow and (Byao) Salix tetrasperma. (Source: Medicinal Plants of the NA of Pakistan by Ghulam
Rasool)

5.2.1.3 PASTURES AND GRAZING LANDS


Rangelands are an important natural resource and ecosystem of ecological roles which include
provision of feed for livestock and wildlife, food for human, habitat for wildlife, support to biodiversity,
watershed values, provision of medicinal plants and pollution buffer. These are primary resource for
rural economy due to being major and most economical source of forage for livestock, particularly for
sheep and goats. These are defined as the land on which the native vegetation is predominately
grasses, grass like plants, forbs and shrubs. Their productivity and vegetation depend upon types of
soil, relative elevation, climatic variations and patterns of use. The project area is generally
mountainous and rainfall is meagre. Therefore, pastures and grazing lands are very limited and are
scattered in small patches where the area is relatively flat. The main reason for this is that the majority
of the villagers are employed by the government or private organizations and also in the Pakistan
Army. Some pasture is available on top of the mountains adjacent to the project area. However, the
people of the project area move along with their livestock during the summer and in the winter, they
come back again to their original places. The Customary Rights of Communities according to valley
shown in the Table-16, and the type of rangelands shown in the Table-17. The average number of
livestock per household is about 17 to 18, which is comparatively better from other areas of the Gilgit
Baltistan. The livestock population in the area, as recorded during the 1998 census and estimated in
2012, is shown in the Table-18.

TABLE 17-CUSTOMARY RIGHTS OF LOCAL COMMUNITIES

Customary rights of
Name of valley Name of vcc Name of major villages
communities
Gaiynike, Dingoat, Domosur,
Gariki, Duedas, Kutaan, Shring-
Fuel
Darr, Sargale, Ahmadabad,
wood,timber,medicinal
Hillbich, Majini, Kamarote,
Gorikot/Bulashbar Gorikot plants, tophy hunting,
Sakaliat, Peridot,
ecotourism and
Gotomo,Jail,Dangaat, Trezay
grazing
Pakoroye, Daryaal bala, Kinidas,
Daryaal Paeen, and Pariot.
Fuel wood, tourism,
Gudai, Shikaang, Khuma,
Gudai Gudai construction wood and
Karbay, Bomray and Booban
grazing
Fuel wood, tourism,
Kharbey, Bumurai, Yagham,
Bubin Bubin construction wood and
Bubin and Muraat
grazing
Gishat paeen,Pishwari 1,
Fuel wood, grass
Pishwari-2,Gishat bala,
collection,
Nasirabad, Naigon 1, Naigon 2,
timber,medicinal
Qamri/Zian Qamri Darban-1, Darban-2, Darban-3,
plants, tophy hunting,
Qamri khas, Thail paeen, Thail
ecotourism and
bala,Gorikot,Banglaban,
grazing
Dodakhas and Zian etc.
Kolalot, Salehabad,Rattu Fuel
Rattu - khas,Dado jail,Nasirabad, and wood,timber,medicinal
Saahabad etc. plants and grazing
Fuel wood, grass
collection,
Mirmalik Mirmalik Mirmalik and Foffon
timber,medicinal plants
and grazing

DOHWA ENGINEERING CO. PRIME ENGINEERING 59


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Customary rights of
Name of valley Name of vcc Name of major villages
communities
Fuel wood, tourism,
Chorit Chorit Chorit, Naakay and Gagay etc. construction wood and
grazing
Minimarq-1, Minimarg-2,
Fuel wood,medicinal
Minimarg/Domail - Minimarg -3, Nagai, Mapno -1,
plants and grazing
Mapno -2 and Mapno-3
Chorit, Chaeen, Facirtct, Gomat Fuel wood,timber and
Kalapani -
and Mamrai etc. grazing
Fuel wood,
Makial, Naugaam, Nagaam,
construction
Pakora/Nogam Pakora Pakora, Kushunat Zial,
wood,grass collection
Komaydas and Khomay
and grazing
Abbas town, Aliabad, Eilldar,
Finna Finna Centeral finna, Gromain, Maja- Fuel wood and grazing
fuchung and Gorichi fuchung
Fuel wood,
Bullan Bullan Bulan paeen and Bulan bala timber,grass collection
and grazing
Fuel wood,
Chomguam paeen, Chogaam
construction
Choguam Choguam bala, Pari het, bulan paeen and
wood,grass collection
Bulan bala
and grazing
Fuel wood, timber,
Dadsheri het Hussini het, construction
Rehmanpur/Zaipur Rehmanpur/Zaipur
Sulemani het and Shamtti het wood,grass collection
and grazing
Majini het, Numberdar mohalla,
Thinging Thinging darri mohalla, Thooko mohla, Fuel wood and grazing
Tarishing bala and Rupal
Khiram, Khiram Dddri, kakan,
Fuel wood,timber
Das peen, Das bala, Parinaat,
Chilim/Khiram Chilim grass collection and
Dairlay, Chilim, Chillim das and
grazing
Sherqulli
Source: Forest Department District Astore (GB)

TABLE 18-TYPE OF RANGELANDS IN THE REGION

Rangeland Category Mountain Ranges Area (million ha)


Foothill grassland Karakoram – Hindu Kush 0.02
Dry temperate grazing lands Himalaya-Karakoram-Hindu Kush 0.28
Valley grazing areas Himalaya-Karakoram-Hindu Kush -Alpine 0.21
Pastures Himalaya-Karakoram-Hindu Kush 1.83
Total 2.34
Source: Forest Department District Astore (GB)

TABLE 19-LIVESTOCK POPULATION OF THE PROJECT AREA

Name of
Cattle Goat Sheep Yak Zoh/Zmoh Horse Donkey Mule Poultry T. Population
Villages/Dispensary
Astore 7717 5314 6050 103 546 14 210 0 7985 28439
Gorikot 3013 4150 2262 2 266 8 432 9 2454 12596

DOHWA ENGINEERING CO. PRIME ENGINEERING 60


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Name of
Cattle Goat Sheep Yak Zoh/Zmoh Horse Donkey Mule Poultry T. Population
Villages/Dispensary
Chorit 4190 1884 6576 49 1426 289 1141 0 2407 17971
Chugam 2171 1959 1550 0 290 0 48 0 1235 7253
Rattu 2720 2536 255 0 497 0 94 0 2380 8482
Mirmalik 1459 1518 2875 4 526 420 148 0 677 7627
Dirlah 1097 1430 3533 0 543 5 227 0 1099 7934
Shankergarh 919 2219 3619 4 610 2220 343 7 873 10814
Gudai 2214 3229 3989 3 599 0 142 0 3268 13444
Bobin 298 1283 721 9 415 0 625 0 578 3929
Daskhrum 1009 752 2272 0 513 63 133 0 1536 6278
Minimarg 1228 2389 2304 270 406 296 15 30 2275 9213
Qamri 3371 4185 4388 15 941 80 13 26 3335 16354
Kilishi 659 837 2265 0 0 42 80 73 1996 5952
Total 32065 33685 42659 459 7578 3437 3651 145 32098 156286
Source: Department of Livestock & DD Astore 2012

5.2.2 FAUNA ATTRIBUTES OF THE PROJECT AREA

The district Astore falls under Himalayan Highlands where a large variation in climatic factors results
into variation of fauna and flora. The diversity in large mammal‘s species include Markhor, Himalayan
Ibex, Ladakh Urial, Musk Deer, Snow Leopard, Brown and Black Bear. The project area is not very
rich in natural fauna because of hilly, bare, dry and hard climatic conditions but some very special
type of wildlife is found on the tops of the hills. Wildlife and other fauna generally consist of mammals,
reptiles, amphibians, insects, butterflies, vectors, livestock and poultry, freshwater fish, birds and
fowls. The biodiversity of the GB is believed to include some 230 species of birds, 54 species of
mammals, 20 species of freshwater fish, 23 species of reptiles and 6 species of amphibians. The
common fauna of the project area is discussed as under:

5.2.2.1 MAMMALS IN THE PROJECT AREA


Some mammals reported in the project area are shown in Table-20. The wild mammals in the project
area and surrounding are mostly trespassers and seldom enter the settlements.

TABLE 20-MAMMALS FOUND IN THE PROJECT AREA

Scientific Name Common Name Local Name


Canis lupus Wolf Shahnel
Vulpes vulpes Fox Loyian
Capra falconeri falconeri Astore markhor Bumb mairoo
Capra siberica Ibex Kel mairoo
Moschus Chrysogaster Musk deer Roz
Uncia uncial Snow leopard Dee
Ursus srctos Brown bear -
Ursus thibetanus Black bear -
Lepus capensis Hare -
Marmota caudate Marmot Turshon

DOHWA ENGINEERING CO. PRIME ENGINEERING 61


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Scientific Name Common Name Local Name


Eupetaurus cinerius Woolly flying squirrel Gillo
Hylopetes cinerius Kashmir flying squirrel -
Source: Wildlife Department District Astore (GB)

5.2.2.2 BIRDS WITHIN THE PROJECT AREA


Birds are not common in the project area due to the specific terrain characteristics, scattered
population and limited agricultural activities. A list of birds generally found in the area is given in
Table-21. The project area falls within the ―Indus Flyway‖ which is used by a variety of migrating birds,
especially duck travelling from Siberia to Pakistan and India. On their return in spring to Europe, these
birds also follow the north before turning to the west and heading north over Afghanistan to avoid the
high Himalayan mountains. The main migration times are around December when the southwards
migration commences and in April when the flocks again return to the north. Main migratory birds
reported in the project area are Buteo rutinus (pintail) Garrulous sp. (common teal) Nucefraga
caryocatactes (coot) Corvus macrorhynchos (gray heron) and Troglodytes trogloglodytes (sand piper).

TABLE 21-BIRD SPECIES IN THE PROJECT AREA

Scientific Name Common Name Scientific Name Common Name


Falco peregineus Peregrine falcon Myiophoneus careuleus Whistling thrush
Pyrrhocorax graculus Alpine chough Tichodroma muraria Wall crapper
Corvus macrorhynchos Jungle crow Accipiter nisus Sparrowhawk
Passer domesticus House sparrow Gypactus barbatus Bearded vulture
Alectoris chukar Chukar partridge Motacilla alba White wagtail
Aquila chrysaetos Golden eagle Lerwa lerwa Snow partridge
Upupa epops Hoopoe Apus melba Alpine swift
Tetraogallus himalayensis Himalayan snow cock Apus apus Common swift
Bubo bubo Northern eagle owl Hirumdo daurica Red rumped swallow
Cinclus pallasii Brown dipper Lanius schach Long tailed shrike
Columba rupestris Hill pigeon Anas acuta Northern pintail
Falco tinnunculus Kestrel Streptopelia orientalis Oriental turtledove
Garrulax lineatus Laughing thrush Marmaronetta angustirostris Marbled teal
Dendrocopos mahrattensis Wood pecker Anas crecca Common teal
Pica pica Black billed magpie
Source: Wildlife Department District Astore (GB)

5.2.2.3 INSECTS
The GB is rich in biodiversity of insects including butterflies found in the project area, particularly
during the humid months of July and August. In addition, caterpillars, bugs, beetles, black bees,
weevils, mosquitoes, ants, green aphids, codling moths, leaf miners, mitts, fruit flies, woody aphids,
stray grass hoppers, leaf hoppers, mealy and woolly bugs, peach leaf curling aphids, scale insects,

DOHWA ENGINEERING CO. PRIME ENGINEERING 62


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

walnut weevils, blister mites, and dusky veined aphides are all found in the Gilgit Baltistan including
the project sites.

5.2.2.4 ENDANGERED, THREATENED AND VULNERABLE SPECIES OF FAUNA


The IUCN Red List of endangered, threatened and vulnerable species in the Gilgit Baltistan is shown
in Table-22. However, none of these species have been recorded within the project area.

TABLE 22- ENDANGERED, THREATENED AND VULNERABLE SPECIES OF THE AREA

Category Species
Astore Markhor (Capra flconeri)
Snow leopard (Unica unica)
Endangered Species
Ladakh urial (Ovis vignei)
Woolly flying squirrel (Eupegaurus cinereus)
Musk deer (Moschus chrusogaster)
Threatened Species
Marmot (Matmota caudate)
Black bear (Ursus thibetanus)
Vulnerable Species
Brown bear (Ursus srctos)
Source: Wildlife Department District Astore (GB)

5.2.3 PROTECTED AREAS

A protected area is an area of land dedicated to the protection and maintenance of biological diversity
of natural and associated cultural resources managed through legal or other effective means. Under
Pakistan‘s current provincial and territorial legislation, three categories of protected areas have been
established: Wildlife Sanctuaries, National Parks, and Game Reserves. In this area, one protected
area has been declared so for, the Gorikot/Tarashing CCHA. The protected area is planned to be
managed with the local communities‘ active participation and spread over 151sq.km area but no land
exists within the project area.

5.2.4 WETLANDS

Wetlands are vital part of ecosystem and having global importance as these are source of many
ecosystem services like regulation of water, support biodiversity, provide livelihoods, produce food
and possess potential for tourism. From social and economic aspects these resources have direct
impact upon agriculture, industry, power generation and tourism but no important wetlands exist within
project area. Some valley wise wetlands are shown in the Table-23.

TABLE 23-WETLANDS OF THE AREA

Name of Area Glaciear Area (ha) Water Bodies (ha) Name of Wetlands
Gorikot/ Two lakes, Domosar glacierand Stream,
4.82 0.46
Bulashbar three ponds and bulashbar glacier
Gudai nullah, Shikan lakes-2 and glacier
Gudai 8.19 0.65
and Thoika glacier
Kalapani 6.96 28.31 Riaat lake
Domail lake, Minimerg stream and sattar
Minimarg 0.39 13.24
nullaha

DOHWA ENGINEERING CO. PRIME ENGINEERING 63


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Name of Area Glaciear Area (ha) Water Bodies (ha) Name of Wetlands
Mirmalik 30 12.9 Main stream water
Pakroa/Nogam 4.39 0.97 Naugaam nullaha
Kachali harayo glacier, rangdano glacier,
Parishing 62.57 38.44
kino wal glacier and parishing nullaha
Qamri 0.01 7.8 Gaagai nullaha glacier,
Rattu 2.11 0.44 Snowmelt water and main rattu nullaha
Rehmanpur 32.03 9.43 Cheecha nullaha
Tarishing glacier, Rupal top glacier and
Tarishing 125.17 9.57
top nullaha
Chugam 0.31 0.07 Chugam Nallaha/Stream
Chorit N/A N/A Somaill Glacier
Bubin 18.15 43.67 Bubin Glacier and Stream
Bullan 0.53 0.09 Bullan Nallaha and Glacier
Source: Forestry Master Plan Astore District

5.2.5 AQUATIC ECOLOGY

The aquatic ecology of the Astore River and its tributaries within the project area has been studied to
assess the prevailing aquatic ecology. The survey has shown that the diversity and composition of
aquatic life vary throughout the system. The prominent aquatic life include fish, phytoplanktons
(spirogyra) and zooplanktons (Paramecium), benthic insects, larvae of mayfly, caddis flies, mosquito
larvae, stone fly and water mite.

5.2.5.1 FISHERIES
The GB possess large cold-water resources with a variety of habitat ranging from shallow torrent and
deep gorged rivers to gently flowing streams and then from semi to completely stagnant perennial
waters in lakes and reservoirs. The common fish species found in the Gilgit Baltistan are given in
Table-24. Clear water is suitable for trout and turbid water is suitable for local fish. Since the stream
waters are fed by snowmelt, only cold-water fish are found in the area.

TABLE 24- FISH SPECIES IN THE PROJECT AREA

Name of Area Name of species Fishing


Gorikot/ Bulashbar Trout fish Fishing throughout license
Chugam Trout fish License issues
Chillim/Khiram Trout fish Regularized by Govt.
Rattu Trout fish License issues
Pakora/Nogam Trout fish Regularized by Govt.
Gudai Trout fish License issues by Govt.
Kalapani Trout fish License issues
Qamri/Zian Trout fish and local carp fish Not regularized
Minimarg/Domail Trout fish and local carp fish Not regularized

DOHWA ENGINEERING CO. PRIME ENGINEERING 64


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Dirlay Trout fish Fishing throughout license


Source: Fishery Department District Astore (GB)

There is no commercial fishing in the project area. A trout fish hatchery under the Pakistan
Agricultural Research Council is functioning at Sai Nullah near Jaglot town. Sport fishing is a popular
and dominant feature of the project area. The market price of fish is about PKR 300 per kg for local
fish and PKR 1000 per kg for trout; while the price of trout in big cities of Pakistan is in the range PKR
1500 to 1800 per kg. Fishermen also reported the presence of masher and rainbow trout in the River
Astore. Fish caught by the local people is usually consumed in the household, but it is also offered for
sale in the market at Astore. It is not a regular part of food for the local people. Only rod and line are
permitted for trout fishing by the Fisheries Department. However, cast netting is also allowed in main
rivers.

5.3 SOCIO-ECONOMIC ENVIRONMENT

5.3.1 METHODOLOGY

This section describes the key socioeconomic features of the study area, including the administrative
setup, population, education, health, infrastructure, occupations, and cultural resources. Primary and
secondary data sources were used to develop the socioeconomic baseline of the area. Secondary
data was collected using published data in the form of literature, research journals and internet.
Primary data was collected through community meetings. Stakeholder consultation was carried out
with local community and Government departments. There were two basic aims of the study; first to
inform and consult with the local communities about what is the proposed project and what would be
the likely impacts and second to carry out an in-depth socio-economic survey of the villages/towns
falling in the project area. To this end, a detailed study of the area was conducted. Focused group
discussion and field survey was carried out to arrive at community needs and their concerns regarding
the proposed activities. The socio-economic survey questionnaires for data collection from project
area is include as Annexure: 3.

5.3.2 STRUCTURES OF AUTHORITY

5.3.2.1 FORMAL STRUCTURE


The two areas like Neelum (AJK) and Astore (GB) falling in project work are under the general charge
of the Deputy Commissioner, who combines the functions of the District Magistrate as well as the
District Collector. He is also responsible for the co-ordination of the functions of all nation building
departments in the district. As District Magistrate, he is responsible for maintaining law and order in
their district. For the purpose, the Executive Magistrate and the police assist him.

5.3.3 DEMOGRAPHICS

5.3.3.1 POPULATION
During field visit approximately 65km distance was covered along the proposed project alignment.
Population at and near vicinity of the proposed project area was consulted in order to get
socioeconomic profile of the area. The average household size of the consulted population was found
9.13 persons per household in tehsil Shounter District Astore.

The Proposed Project is located in two districts: Neelum (AJK) and Astore (GB) and the mostly area
fall in Astore district. There are some villages (Gorikot, Chorit, Chugam, Rattu, Mirmalik, Dirlah,

DOHWA ENGINEERING CO. PRIME ENGINEERING 65


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Shankergarh, Gudai, Bobin, Daskhrum, Minimarg, Qamri, Morcha Guzair, Shounter and Kilishi) in the
project area which are expected to be affected directly or indirectly by the implementation of the
project. The actual population of these settlements for the year 1998 and the estimated population for
the year 2012 are given in Table-25.

TABLE 25- ESTIMATED POPULATION OF THE SETTLEMENTS IN THE PROJECT AREA

S.No. Name of Villages Total Population


1 Gorikot 6995
2 Chorit 7779
3 Chugam 1521
4 Rattu 2623
5 Mirmalik 2983
6 Dirlah 3569
7 Shankergarh 2761
8 Gudai 8286
9 Bobin 1402
10 Daskhrum 2339
11 Minimarg 9213
12 Qamri 2040
13 Kilishi 5952
Total 57463
Source: Department of Livestock & DD Astore 2012

5.3.3.2 HOUSING
All villages in the project area have mostly Kacha and some semi-pakka houses were observed but
majority of the families live in Kacha houses. About 70% of Kaccha and 30% of semi-pakka, houses
were found are in the project area. The total area of housing units varied from 5 marlas to 20 marlas
with an average of 10marlas. The area reported included both covered and uncovered areas. The
average age of housing units was 15 years and varied from 8 to 18 years. During the social survey it
was observed that all respondents were living in self owned houses. The total cost including the cost
of land and construction of housing units varied between PKR 375,000 to PKR 533,000 per house.
The approximate value of a house according to the respondents was higher in Gorikot (PKR 533,000)
and lowest at Morcha Guzair (PKR 375,000). The housing characteristics of project area are given in
Table-26.

TABLE 26-HOUSING STATUS OF SAMPLE VILLAGES IN THE PROJECT AREA

Average Area Type of Houses


Name of Value
Uncovere Semi- Age
Villages Total Covered Kacha (PKR)
d pakka
Gorikot 9 4 5 50% 50% 15 533,000
Paroit 15 8 7 70% 30% 10 375,000
Chugam 5 3 2 80% 20% 12 350,000

DOHWA ENGINEERING CO. PRIME ENGINEERING 66


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Rattu 10 7 3 60% 40% 20 420,000


Mirmalik 20 15 5 75% 25% 11 385,000
Batbash 5 3 2 65% 35% 18 430,000
Rehmanpur 7 4 3 70% 30% 10 380,000
Guzair 6 4 2 85% 15% 15 365,000
2
Notes: 1. One marla = 21 m
2. Kacha House = Made of mud, Semi Pacca House = made of stones, blocks and mud

5.3.3.3 AGE STRUCTURE


During field survey, public consultation was carried with different age group of community members. A
total of 60 community members were interviewed during field survey, 25% of the respondents were
below 25 years age, 35% between 26-35, which is an active group of community members; 20%
between 36-50 and 20% above 50 years of age. The age distribution of population surveyed is
presented in Table-27.

TABLE 27- AGE DISTRIBUTION OF SURVEYED POPULATION

Age Distribution Number of Persons %


<25 15 25
26 – 35 21 35
36 – 50 12 20
>50 12 20

5.3.3.4 HEALTH PROFILE


The health facilities are not adequate in the project area. The ten beds hospital operational at Gorikot
and 10 beds are at Rattu that provides health facilities mainly to the residents of the project area
villagers. A qualified doctor is posted here, but shortage of medicine, lack of X-ray machine and
clinical laboratory adversely affect the performance of the hospital. There is a dispensary in Mirmalik
but due to shortage of qualified staff and medicine this is not working effectively. The people of
Morcha Guzair and Shounter have to travel to Gorikot and Astore for serious illnesses. In case of
emergency, the patients visit Basic Health unit at Gorikot and District Government Hospital at Astore
and Lack of adequate medical facilities is the main cause of illness, mortality and infertility. In Astore
50 beds Hospital and the common diseases reported from the project area are joint problems,
diarrhea, dysentery, and skin problems. The main reasons for such diseases are poverty, poor diet
and unhygienic living conditions.

5.3.3.5 EDUCATIONAL FACILITIES


As with the health services, better educational facilities are available in district Astore including project
area. In Astore Government Collage for Boys, two government high schools (each for boys and girls)
and five primary schools are functional in Astore and One High School and one Middle School in
Gorikot and one High School at Rattu and also two private School in operation. These institutions
provide educational facilities not only to the local population but also to the surrounding areas. It may
be concluded that primary education facilities are available in all villages but there are only very
limited places available a high school stage. For higher education, people consider moving to major

DOHWA ENGINEERING CO. PRIME ENGINEERING 67


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

areas like Gilgit, Muzaffarabad (AJK), Islamabad, Lahore and Karachi etc. Table-28 shows the
number of schools in the project area.

TABLE 28- EDUCATIONAL FACILITIES IN THE PROJECT AREA

Non-Formal /
Government Schools
Private Dine
Village Primary Middle High Co-education Maddresa
Boys Girls Boys Girls Boys Girls High Primary
Astore 1 1 - 2 2 7 9 1
Gorikot 1 1 1 - - - - 1 1
Rattu 1 1 - 1 1 - 2 2 1
Mirmalik 1 - - - - - - 1
Morcha Guzair 1 - - - - 1
Parort 1 - - - 1 1
Source: Consultant Environmental team of SRT

5.3.3.6 LITERACY RATE


According to the social survey the overall literacy rate in the project area is about 45%, with a
minimum (25%) in Morcha Guzair and maximum in Astore (62%). Literacy rate in project area is
shown in Table-29.

TABLE 29- LITERACY RATE IN PROJECT AREA

Village Literacy Rate (%)


Astore (In all District) 62
Gorikot 45
Rattu 42
Mirmalik 27
Paroit 33
Morcha Guzair 25
Source: Forestry Master Plan Astore District

5.3.3.7 LANGUAGE
Shina is the main spoken language (a local language) in the project area followed by Urdu, Hindko
and Pashto in Table-29 shows ethnic groups, affiliation and language spoken in the project area.

TABLE 30- ETHNIC GROUPS, RELIGION AND SPOKEN LANGUAGE IN THE PROJECT AREA

Spoken Language by
Village Ethnic Groups Affiliation
the Majority
Sheen, Yashkoon Kashmiri,
Astore Seha, Sunni Shina
Pathan, Syed. Raja and Derked
Gorikot Sheen Sunni Shina
Rehmanabad Sheen Sunni Shina

DOHWA ENGINEERING CO. PRIME ENGINEERING 68


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Chugam Sheen Sunni Shina


Nasirabad Sheen Sunni Shina
Rattu Sheen Sunni Shina
Mirmalik Sheen Sunni Shina
Morcha Guzair Sheen Sunni Shina
Source: Consultant Environmental team of SRT

5.3.4 COMMUNITY STRUCTURE

In all villages, the majority of the people belong to Sheen tribes who are relatives to each other with
the same origin and language. In Tehsil shounter, some people belong to other tribes, who have
migrated from other parts of the country. Efforts on community-based projects such as irrigation
channels, tracks and roads, education and conservation of nature are made jointly. Important issues
and disputes are solved by the heads of families and village elders. However, there is no major role of
women in the decision-making process.

5.3.5 FAMILY STRUCTURE

The joint family system is very much prevalent in the project area which is traditional and considered
to be Islamic. The eldest male member is the head of the family, male members dominate in decision
making in most of family matters, whereas women have no or little role in the decision-making
process. The members in a family include parents, their children and grandchildren. From the
household survey, the average family size in the project area is about 10 members.

5.3.6 VULNERABLE GROUPS

The vulnerable groups identified in the project area are disabled person (person who depend on other
family members because of loss of any body part), widows and some landless people. 61 disabled
people were identified in the social survey of the project area in Table-31. There were 8 widows in
Rattu area; therefore, these widows will require special attention. They are most vulnerable and will
require appropriate rehabilitation. Sheen and Yashkun are generally local and are big landowners
while landless people belong to non-local tribes. The under-privileged position and many social
conflicts are basically the outcome of uncertain ownership of land and other immoveable properties.
The local tribes (Sheen Yashkun) represent the majority of the population in the project area and
claim to be the original owners of the land. The poorest groups are therefore those non-local people,
who are not owners of any land, but are working as tenants or only as agricultural workers.

TABLE 31- DISABLED PERSONS IN PROJECT AREA

Village Disabled Persons


Astore (In all District) 8
Gorikot 4
Nasirabad 3
Mirmalik 6
Chugam 5
Rattu 5
Morcha Guzair 4

DOHWA ENGINEERING CO. PRIME ENGINEERING 69


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Total 35
Source: Consultant Environmental team of SRT

5.3.7 ETHNIC GROUPS AND RELIGIONS

Sheen and Yashkoon are the main ethnic groups residing in the project area. The whole population of
project area belongs to the Yashkoon tribe. In Astore, Gorikot, Nasirabad Rattu and Mirmalik the
majority of the people belong to Sheen and some are Yashkoon tribes. Kashmiris, Syeds, Rajajpoot,
Derked and Pathans reside in project addition to the Yaskoon and Sheen groups. All the peoples are
in the project area belong to religion of Islam. However, affiliations vary from village to village and the
whole population of the project area is Muslim. The people have lived in ethnically mixed populations
for hundreds of years and have very close relations with each other. They observe all the festivals and
customs together.

5.3.8 SAFETY

The project area is located in the settled parts of the country that are controlled by the local
governments. The provision of security to the people in the project area rests with the administration
of each district. The police posts established in the area provide security to the people as well as to
the public property. The present crime rate is very low and the records show that no murder case has
been registered at Gorikot police station since 1998. Travelling in the area is secure and safe as the
people are peaceful and helpful.

5.3.9 RECREATION FACILITIES

The project areas are located in narrow valleys and space for extensive recreational facilities is not
available. Small patches in the settlements are present which are used mainly for playing cricket and
volleyball. There are no cinemas or clubs in the entire project area. As mostly people are religiously
minded, the use of television, radio and music is very limited. Polo is a popular sport in Astore and GB
but it is not being played in the project area because of poor socio-economic conditions.

5.3.10 BASIC INFRASTRUCTURE AND FACILITIES

The GB of Pakistan possesses one of the most rugged landscapes on earth. For centuries, this
mountainous landscape made the GB one of the most remote and inaccessible regions of the sub-
continent. At the time of independence, the GB had only nine pony tracks, 13 suspension bridges and
a small airport. The existing infrastructure facilities in the project area are given in Table-32.

TABLE 32- EXISTING INFRASTRUCTURES FACILITIES IN THE PROJECT AREA

Distance from Access Road Health Facilities


Villages

Astore Project Site Metalled Not metalled Dispensary Hospital


Gorikot 10 km 40 km Yes - - Yes
Rattu 40 km 20 km Yes - - Yes
Mirmalik 50 km 10 km Yes - Yes -
Nasirabad 25 km 30 km Yes - Yes -

DOHWA ENGINEERING CO. PRIME ENGINEERING 70


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Chugam 23 km 27km Yes - - -


Rehmanpur 30 km 20 km Yes - Yes -
Source: Consultant Environmental team of SRT

5.3.11 ELECTRIC POWER

Electricity is available at throughout the Project area. The whole project area is short of power
supplies. The communities of the area totally depend on fuel wood. The project area villagers are lack
of Natural Gas facility.

5.3.12 DOMESTIC WATER SUPPLIES

Tapped water supply is considered to be the most hygienic source of drinking water which is available
in the project area. In project area there is a water supply system which has been built by local
people with the help of AKRSP. Water supply is partially available in Astore, Gorikot, Rattu and
Shounter valleys.

5.3.13 TELECOMMUNICATION

The telecommunication services in the Throughout the GB are provided by the Special
Communication Organization which is a wireless and satellite telephone company. This organization
is managed by the Signals Corps of the Pakistan Army. Telephone facilities in the project area are
available at Project area. The mobile service of S.com is also available within the project area.

5.3.14 TRANSPORTATION

Northern Areas Transport Corporation provides transport services from Rawalpindi to Gilgit, Astore
and Skardu. The KKH is an all-season road which was built by FWO, Pakistan Army and China from
1966 to 1978. In addition, several other private transport companies provide services in the Gilgit,
Skardu and Astore areas. The transport service between Astore and other villages of the project
areas are usually by private taxi, jeeps, coster and vans etc.

5.3.15 POST OFFICE

Postal facilities in the project area are very poor. There is one Sub-post office at Astore which
provides services to the residents of Astore and adjoining areas. Postal service is also available at
project areas only one person is deputed here for collection and distribution of letters and parcels.

5.3.16 BANKING

Banking services are available in District Astore where there are branches of NBP, ZTB, MFB,
NRSPB, PBL, KKB and HMB etc. The residents of project area go to Astore, Gorikot, Gilgit and
Skardu for banking services.

5.3.17 INDUSTRIES

There is no important industry in the project area. However, a number of flour mills have been
running for the past six to seven years in Project area and also Jaglot on the opposite bank of the
Indus from the link road of Astore. Few water power operated wheat grinding machines (flour mills)

DOHWA ENGINEERING CO. PRIME ENGINEERING 71


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

have been installed in the past in some villages but presently some are in operation. These mills
have been gradually converted to electricity and are milling wheat and maize. The farmers deliver the
grain to the mills and pay the charge in kind at the rate of 4 kg flour per 40 kg grain. The mills can
grind on average about 40 kg of grain per hour.

5.3.18 LAND HOLDING AND TENANCY STATUS

The majority of the farmers in the area are owner operators; only 3% are owner cum tenants. In tehsil
shounter, most of the respondents do not cultivate their land which is being cultivated by tenants on a
⅓ share basis. The average land holding in the project area is 20 kanal with the maximum in tehsil
shounter 30 kanal and the minimum in Morcha Guzair 10 kanal.

5.3.19 COST OF AGRICULTURAL LAND

The average price of land in the project area is PKR 350,000 per kanal. In Gorikot the land price is
PKR 400,000 per kanal. In Shounter valley average price of land is PKR 300,000 per kanal.

5.3.20 FOOD HABITS AND FOOD SUPPLY

Wheat, maize, potato is the staple food of people in the project area. However, wheat produced in the
area is not sufficient and does not meet the demand of local population. Wheat is provided to the
people at subsidized rates through the Food Supply Department of the GB. The Food Supply
Department purchases wheat from which some is given to flour mills and the remainder is distributed
among people in the GB through the Sales Depot Network. The wheat quota is fixed for each
household at 200 kg per month. The Government of Pakistan gives a 50% subsidy on the purchase of
wheat for the GB. The Food Supply Department has an established sale depot for wheat and small
utility stores in the area.

5.3.21 OCCUPATIONS AND INCOME, LIVELIHOOD

The socio-economic survey shows that agriculture is the main source of income for 60% of the
respondents and for the remaining the main source of income was employment and services. Other
sources of income include small scale businesses, village shops and roadside hotels, mining, labor
and private services in Table-33. About 05% households have an income below PKR 10,000 monthly,
30% between PKR 10,000 and 15,000 per month, however, a small portion of respondents (05%)
have a monthly income equal or more than PKR 50,000. It can be concluded that the monthly
earnings of majority of population in the project area are less than PKR 15,000. Residents of tehsil
shounter are mainly involved in government jobs as at least one person from each family is engaged
in government service, mostly people in the army and education sectors.

TABLE 33- OCCUPATIONS IN THE PROJECT AREA

Occupation Nos. of Households Proportion


Business 4 4%
Agriculture 60 60%
Government service 30 30%
Private service 2 2%
Shop or hotel business 4 4%
Source: Consultant Environmental team of SRT

DOHWA ENGINEERING CO. PRIME ENGINEERING 72


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.3.22 FAMILY EXPENDITURE

The total monthly expenditures reported by households are summarized in Table-34 which shows that
about 40 % of the respondents spend up to PKR 10,000 per month, whereas monthly expenditure of
23.48 % and 13.91 % of the respondents was between PKR 10,001 to 15,000 and PKR 15,001 to
PKR 20,000 respectively. About 14.78 % of the respondents were spending monthly PKR 20,001 to
PKR 30,000. The remaining 7.84 % spend more than PKR 30,000. The average monthly expenditure
in project area was about PKR 16,756.

About 53.91 % of the respondents in the project area spend up to PKR 6,000 on food items, whereas
the kitchen expenditure of 20% and 11.3 % of the households was between PKR 6,001 to PKR 9,000
and PKR 9,001 to PKR 12,000 per month respectively. While 7.83 % of respondents are spending
PKR 12,001 to PKR 15,000 on food items, the remaining 6.96 % are spending more than PKR 15,000
per month as kitchen expenses. The average monthly expenditure on food items was estimated as
PKR 7,822 in the project area. The proportion of expenditures on food items is about 46 % of total
monthly expenditure of a family.

TABLE 34- TOTAL MONTHLY HOUSEHOLD EXPENDITURE

No. of Households Proportion Amount (Rs)


8 6.95% Below 5,000
38 33.04% 5,001 to10,000
27 23.48% 10,001 to 5,000
16 13.92% 15,001 to 20,000
7 6.09% 20,001 to 25,000
10 8.69% 26,001 to 30,000
2 1.74% 31,001 to 35,000
7 6.09% 35,001 to 50,000
Source: Consultant Environmental team of SRT

5.3.23 POVERTY

The Project area communities are particularly susceptible to the shocks and stresses created by
economic, governance, social and environmental causes, which make the poor especially vulnerable.
Major issues related to poverty in the project area are identified as under:

 Lack of improved physical infrastructures i.e. roads, communication, irrigation and drainage and
delivery of utility services.

 Absence of a social security system for the effective coverage of vulnerable populations and the
poor.

 Lack of horizontal and vertical social mobility among ethnic groups.

 Unequal employment and access to economic resources for rural women folk.

 Gender inequality in access to formal educational opportunities and health facilities.

DOHWA ENGINEERING CO. PRIME ENGINEERING 73


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.3.24 CREDIT AVAILABILITY

Credit practices are a regular part of the lives of poor families. The main sources of loans are
shopkeepers, relatives and well-off families in the village. Debts are mainly used for the domestic
expenditures such as marriages, deaths and education. The institutional credit is very limited in the
project area mainly due to lack of banking services and secondly due to the high interest rates
charged by the banks.

5.3.25 SOCIAL ORGANIZATIONS AND NGO INVOLVEMENT

Social organizations refer to group dynamics, role playing and conflict resolution mechanisms in a
given social situation aiming at making functional networks and linkage prevail in a given community.
Essentially, the tribal system in the project area is the guiding force in social interaction processes,
group dynamics, institutional arrangements and economic activities at village level. Tribal and village
elders command respect and hold higher status compared to an ordinary village inhabitant. His
opinion and wish is considered final in development activities in the area.

The GB has been at the center of the NGO movement in Pakistan. The NGO Sector has made an
enormous contribution to sustainable development in the GB. About 500 NGOs have been registered
under the voluntary Social Welfare Agencies (Registration and Control) Ordinance 1961. The Aga
Khan Rural Support Programme (AKRSP), in particular stands out for its contribution to physical
infrastructure, poverty alleviation, agricultural production and development of women. In addition to
these NGOs, many local support organizations and women organizations are working under the
supervision and guidance of AKRSP in the project area.

5.3.26 TOURISM

The scenic beauty and adventurous terrain of the GB attract a variety of tourists throughout the year.
However, tourist activities in project area are limited. After the completion of the proposed tunnel
project the tourist visit this area. The only tourist spot in this region is at the junction of the three
highest mountain ranges, i.e. Hindukush, Himalayas and Karakoram near Partab Bridge at KKH. A
large number of local and foreign tourists visit this site every year. The Gilgit to Skardu and also
Astore road is used by tourists to visit most of the peaks in the Himalayan region. The Pakistan
Tourism Development Corporation (PTDC) has constructed a motel at different areas of GB.

5.3.27 ARCHAEOLOGY AND CULTURAL HERITAGE

The GB of Pakistan has a long and turbulent history. The history of the earliest inhabitants of this area
can be traced back to about the 5th millennium BC. The locals could be termed as ―People of Rock
Art‖, as they started the tradition of ―rock engraving‖ in the GB. The GB has special characteristics in
cultural and historical construction. The forts at Hunza, Nagar and Baltistan especially Baltit, Altit and
Ganish have a cultural heritage of international importance. The historical buildings and houses
designed by the people of the area belong to Tibet and Central Asia. The GB has a number of cultural
heritage and archaeological sites. All the artefacts, petrography, monuments and buildings of
historical importance are part of archaeological heritage. No other historical or archaeological site is
located in the project area.

5.3.28 COMMUNITY PERCEPTIONS ABOUT THE PROJECT AREA

The community consultation process conducted in the project area and the outcome of the social
survey findings both revealed that there was a complete consensus on implementation of the

DOHWA ENGINEERING CO. PRIME ENGINEERING 74


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Proposed Project. There were no over-intra- or inter-group rivalries, hostilities, disputes or tensions on
the execution of the proposed project.

5.3.29 STATUS OF WOMEN

An independent ―Gender survey‖ was conducted through applying the random sampling technique as
used for the socio-economic household survey. A total of 50 women representing of households
covering Gorikot, Rehmanpur, Chugam, Nasirabad, Rattu, Mirmalik and Morcha Guzair and Shounter,
were selected for the interviews. The survey was conducted through a female numerator by using a
separately developed questionnaire. Almost all the respondent women were mature between the
ages of 20 and 50 years and 82% of them were married. A general observation during the survey was
that the women of the project are being contacted for the first time in connection with shounter project.
Therefore, before commencing the interview, they were briefed about the project components in
detail. The outcome of this survey is given in subsequent sections.

5.3.30 OFFSPRING

Among the married women, the average number of children per respondent woman comes to 5.0,
which was minimum at Morcha Guzair (3.4) and maximum at Gorikot (8.7). 3.19% of the respondents
did not have any child and 12.77 % had 1 or 2 children, 24.47 % had 3 or 4 children, 27.66 % had 5 or
6 children, 21.27 % had 7 or 8 children while the remaining 10.64 % had more than 8 or 10 children.
The majority of the women (52.13 %) had between 6 and 7 children shown in Table-35. Out of the
total number of living children reported by the respondents, 55 % were boys and 45 % were girls. The
overall sex ratio of the project area comes to 107 males per 100 females which is nearly equal to the
sex ratio of Pakistan.

TABLE 35- NUMBER OF CHILDREN OF RESPONDENT WOMEN

No. of Children No. of Respondents Proportion


None 3 3.19%
1 7 7.45%
2 5 5.32%
3 13 13.83%
4 10 10.64%
5 12 12.77%
6 14 14.89%
7 9 9.57%
8 11 11.70%
9 3 3.19%
10 5 5.32%
11 2 2.19%
Total 94 100%
Source: Consultant Environmental team of SRT

5.3.31 OCCUPATION

DOHWA ENGINEERING CO. PRIME ENGINEERING 75


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

The majority of the respondent women (75 %) were housewives. A small portion (about 15 %) was
engaged in different occupations while 10% were students. Table-36 shows the occupations of the
respondent women in the project area.

TABLE 36- OCCUPATIONS OF RESPONDENTS IN THE PROJECT AREA

Village Morcha
Mirmalik Rattu Paroit Nasirabad Astore Gorikot
Occupation Guzair
Housewife 100% 100% 85.71% 83.33% 62.96% 70.21% 74.78%
Teacher - - 7.14% 5.56% 7.41% 10.64% 7.83%
Voluntary Teacher - - - - - 6.38% 2.61%
Tailor - - - - - 4.26% 1.74%
Shopkeeper - - - - - 2.13% 0.87%
Shepherd - - - - - 2.13% 0.87%
Student - - 7.14% 5.56% 29.63% 4.26% 1.30%
Source: Consultant Environmental team of SRT

5.3.32 HEALTH STATUS

About 15 % of respondent women in the sample villages enjoy a healthy life in good environmental
conditions. The majority of the respondents (about 65%) feel better health with minor and occasional
illness. However, the remaining 20% of respondents were suffering from different diseases. In case of
illness, the majority of the respondent women (72%) take medical treatment from hospitals at Astore
and Gorikot, while the remaining 28% take treatment from dispensaries at Rattu and Mirmalik. About
half (55%) of respondents go with their husbands for treatment, 30% respondents get treatment with
their fathers or brothers while the remaining 17 % women go for treatment with their sons or any other
relative. A trained child birth attendant is available in Astore and Gorikot only. The most common
diseases reported among women are gastric problems, headache, ulcer, joint pains (in elder women
only) and asthma. The most common diseases among children are reported to be simple fever,
cough, flu, diarrhea, dysentery and pneumonia. The health status, place of treatment and who
accompanies women for treatment are presented in Table-37.

TABLE 37- WOMEN HEALTH CONDITIONS

Health status Place of treatment Who takes for Treatment

Villages Father
Good Better Bad Hospital Dispensary Husband or Other
brother
Astore 17.70% 66.60% 17.70% 66.70% 33.30% 50.00% 16.70% 33.30%
Gorikot - 33.30% 66.70% 100.00% - - 33.30% 66.70%
Rattu - 100% - 100.00% - 78.60% 14.30% 7.10%
Mirmalik 11.10% 55.60% 33.30% 50.00% 50.00% 72.20% 11.10% 16.70%
Paroit 18.50% 37.00% 40.70% 25.90% 74.10% 48.10% 33.30% 18.50%
Rehmanpur 17.60% 76.60% 6.40% 97.90% 2.10% 46.80% 42.60% 10.60%
Morcha
13.90% 65.20% 20.90% 72.20% 27.80% 53.90% 30.40% 15.70%
Guzair
Source: Consultant Environmental team of SRT

DOHWA ENGINEERING CO. PRIME ENGINEERING 76


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

5.3.33 DECISION MAKING PROCESS AND SKILL DEVELOPMENT

According to the survey, the majority of the respondents (60%) have no role in decision making
process except at Gorikot where 50 % of respondents have expressed their views that they have
some role in decision making process in the family. However, final decisions are taken by the male
members of the family, either by the husband or by the family head. In the project area about 15 %
respondent women have ownership and rights of selling the property. About 75% of the respondents
reported that they have some sort of skill. The most common skills were embroidery and knitting.
However, none of the respondents reported about the use of these skills for income generation.
Women are interested in obtaining training in knitting, embroidery, woolen fabrics and modern
agricultural techniques for sowing of vegetables.

5.3.34 PRESSING NEEDS

The respondents tried to identify the pressing needs of the women and their village or community.
Table-38 shows the pressing needs most frequently mentioned by the respondents. According to
these results, the most important need (32%) was to improve the education and health facilities in the
area, followed by a well-equipped girl‘s school or college (20%), agriculture training center for
vegetable growing techniques (20%) and water supply (17%).

TABLE 38- PRESSING NEEDS (MULTIPLE RESPONSES)

Needs Respondent (Nos.) Proportion


Improvement in health, education facilities 50 31.60%
Water supply 26 16.50%
Vocational/computer training center 4 2.60%
Lady doctor/LHV/ maternity home 6 3.80%
Agricultural training center for growing vegetables 30 18.90%
Well-equipped girls school and college 31 19.90%
Handicraft training center 5 3.20%
Adult education training center 6 3.80%
Total 158
Source: Consultant Environmental team of SRT

5.3.35 ACTIVITIES

In rural areas of Pakistan, the majority of the women work in the fields along with their male family
members. This pattern was also prevalent in the project area. Almost all the respondents said that
they work in their fields except at Rattu valley where about 20% of respondents replied that their
routine activities are usually limited to indoor activities. Women are engaged in looking after the fields,
hoeing the vegetables and watering them. However, their participation was also reported in the
seasonal activities of picking of vegetables, fruits and harvesting of wheat and maize. The majority of
the respondents (80%) participate in income generating activities by selling poultry products,
vegetables and livestock. Among these women about 10% of respondents are engaged in off-farm
activities such as teaching, shop keeping, and tailoring.

5.3.36 AWARENESS AND PERCEIVED IMPACTS OF PROJECT AREA

DOHWA ENGINEERING CO. PRIME ENGINEERING 77


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Almost all the respondent women were aware of the fact that proposed tunnel project is likely to be
constructed in their area. It was observed during the survey that the women had come to know about
the project from the male members of their families and relatives. Respondent women were asked
about the foreseeable effects of the project on their community and life. The majority of the
respondents (about 90%) were of the view that project has both positive and negative effects.
However, about 10% of the respondents were of the view that project has no negative affects; on the
contrary, they considered that it will be very beneficial for the whole country in general and for the
project area and GB of Pakistan in particular.

According to the perception of the women the impacts of the project would be:

 Better facility of transport for the area


 More job opportunities
 Increase in land values
 Improvement in infrastructure
 Noise, air and traffic pollution
 Threat of dislocation and disturbance of livelihood
 Crops damage due to employees during construction
 Social and cultural life disturbance due to increase in population
 Free movement of women and children may get disturbed due to project activities
 Access to pastures and grazing lands may be disturbed
 Slope distribution due to construction of tunnel and access road.

5.3.37 SECONDARY CONSULTATION

Stakeholder consultation was also carried out with Government departments. The following
Government departments were visited in the Project Area.

 Environment Protection Agency, Gilgit Baltistan,


 AKRSP office, Gilgit Baltistan,
 Agriculture Department, Gilgit Baltistan,
 P&D Department, Gilgit Baltistan,
 WWF Office, Gilgit Baltistan,
 Karakorum University, Gilgit Baltistan,
 Divisional Forest Offices, Astore and Gilgit Baltistan,
 Wildlife Divisional Forest Offices, Astore and Gilgit Baltistan,
 Livestock Office, Astore Gilgit Baltistan,
 Climate Department, Astore Gilgit Baltistan and
 District Health Officer, Astore Gilgit Baltistan.

The participation of project stakeholders in project planning, design and implementation is now
universally recognized as an integral part of environmental assessment. During the discussion, the
brief project description and details were communicated with the concerned departments and their
comments and suggestions were noted. None of the government official expressed any serious issue
regarding the implementation of the proposed project. In general, all of the officials welcomed the
project as it will bring development in the area and betterment for the community. Detailed on
Secondary stakeholder consultation is presented in Chapter-6 of the report.

DOHWA ENGINEERING CO. PRIME ENGINEERING 78


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-6 STAKEHOLDER CONSULTATION & DISCLOSURE

6.1 GENERAL

This section describes the outcome of the impact assessment survey and public consultation sessions
held with different stakeholder groups that may be impacted by the project. The consultation process
was carried out in accordance with the guidelines laid by EPA. The objectives of this process were to:

 Share information with stakeholders on proposed project and expected impacts on the physical,
biological, and socio-economic environment of the project area,

 Understand stakeholder concerns regarding various aspects of the project and the likely impact of
construction and operation related activities,

 Identify the weaknesses and problems of the projects; Find out valuable suggestions by the
stakeholders to improve the project area,

 Understand the perceptions, assessment of social impacts and concerns of the communities of
the project area; and find out the awareness level and situation of acceptability to identify any
issues for the implementation of the proposed project.

 To invite people to express their views about the positive / negative impacts on their life styles /
environment of the villages by the project area.

 To disclose information about contact offices/officers for any complains/queries

This report includes all the comments, which were taken into account in preparing the definitive
development concept for the tunnel and access road project.

6.2 IDENTIFICATION OF MAIN STAKEHOLDERS

There are two types of stakeholders related to the project i.e. primary and secondary stakeholders.
Primary stakeholders are those which are directly affected by the Project activities and secondary
stakeholders are those which are affected indirectly. The proposed project does not have direct
impacts on any individual; therefore, no primary stakeholders are identified. Secondary stakeholders
are institutional stakeholders, which includes local Government representatives, Government Officials
of the relevant departments, NGO, general public, local residents, shop keepers, vendors, hospital
owners/staff, teachers, pedestrians, and businessmen/traders of the area. All those stakeholders have
different types of stakes according to their involvements in various aspects of the project. The
consultant tried to contact all the stakeholders and shared their views and concerns and also
interacted with the community-based organizations that can support the community.

6.3 CONSULTATION PROCESS

In the consultation process for EIA, following key stakeholders were consulted:

 Primary Stakeholders i.e.


o Local communities;
 Secondary Stakeholders i.e.,
 Environment Protection Agency, Gilgit Baltistan,
 AKRSP office, Gilgit Baltistan,

DOHWA ENGINEERING CO. PRIME ENGINEERING 79


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Agriculture Department, Gilgit Baltistan,


 P&D Department, Gilgit Baltistan,
 WWF Office, Gilgit Baltistan,
 Karakorum University, Gilgit Baltistan,
 Divisional Forest Offices, Astore and Gilgit Baltistan,
 Wildlife Divisional Forest Offices, Astore and Gilgit Baltistan,
 Livestock Office, Astore Gilgit Baltistan,
 Climate Department, Astore Gilgit Baltistan and
 District Health Officer, Astore Gilgit Baltistan.

Meetings with stakeholders consisted of community consultation meetings, focus of the meetings, the
process followed, and the outcomes are discussed in this section. The list of respondents, participants
of socio-economic survey and list of the Government of Gilgit Baltistan Departments/Line Agencies,
NGOs visited and persons Contacted are included as Annexure: 1.

6.4 PRIMARY STAKEHOLDER

The findings of the Community consultations are given as follow. All these have been addressed in
various sections of the EIA, and the mitigation plans have been incorporated into the EMP. There is
no any primary stakeholder identified.

6.5 COMMUNITY CONCERNS

6.5.1 PROJECT APPROVAL

The community consultations demonstrated that goodwill towards the project proponents indeed
exists; approval for project activities by the communities was evident. The consultations were
considered a good gesture and appreciated, especially by the men and village elders. The poverty
level is such that communities are looking to any project proponent to improve their financial well-
being to a great extent. Project proponent recognizes that benefits from the project should be
distributed judiciously and equitably especially among local community of the project area, and will
continue to ensure that this principle is followed in its projects and community development program.

6.5.2 LOCAL EMPLOYMENT

Communities in the project area emphasized that local villagers should be given priority when
employing people for various project-related works and activities according to their skills.

6.5.3 INTERACTION WITH LOCAL COMMUNITY

Non-Local work force coming in the project area that will not be aware of the local customs and norms
may result in conflicts with the local community. Most of the project area people welcomed the project
idea and showed their comfort-ability in case of non-local work force. The local communities are in
favor of proposed project. They said this proposed project will have positive impacts on their life.

DOHWA ENGINEERING CO. PRIME ENGINEERING 80


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

6.6 SECONDARY STAKEHOLDERS CONSULTATION

The secondary stakeholder consultation was conducted in order to provide details about the proposed
project and get suggestions if any about the proposed project and its activities. Some of the main
offices are mentioned as follow:

 Environment Protection Agency, Gilgit Baltistan,


 AKRSP office, Gilgit Baltistan,
 Agriculture Department, Gilgit Baltistan,
 P&D Department, Gilgit Baltistan,
 WWF Office, Gilgit Baltistan,
 Karakorum University, Gilgit Baltistan,
 Divisional Forest Offices, Astore and Gilgit Baltistan,
 Wildlife Divisional Forest Offices, Astore and Gilgit Baltistan,
 Livestock Office, Astore Gilgit Baltistan,
 Climate Department, Astore Gilgit Baltistan and
 District Health Officer, Astore Gilgit Baltistan.

Meetings were held with all above mentioned stakeholders. Brief detail about the project was provided
to all available officers. All the stakeholders welcomed the idea of proposed tunnel and access road
project.

A meeting was held with EPA officers: Mr. Shehzad Hasan Shigri (Director) and Mr. Manwar Hussain
Shah (AD). Both were pointed out due to the construction of tunnel and access road may be the slope
failure and should be mitigate the measure through bioengineering approach and methodology, also
Proper EMP should be followed during construction.

A detail meeting was held with Divisional Forest Officer, Astore: Mr. Jabran Haider (DFO): During the
construction of proposed project, the contractor should be avoiding no cutting of trees from any area
of construction activities within the project. The DFO was pointed out that after the completion of
proposed tunnel and access road project proponent, plantation should be carried out along the access
road and other areas where space available in the area.

A meeting was held with Divisional Forest Officer Wildlife, Astore: Mr. Zahid highlighted no hunting
rule and said that hunting shall not be allowed in the project area and its vicinity.

A meeting was held with Livestock Office, Astore: Mr. Altaf Hussain welcomed the idea of proposed
project and suggested that proponent should do some welfare work for local communities. He added.
Further he said this project will have need of this region. Further he gave positive view regarding
proposed project. Also, he asks generally, all of the secondary stakeholders were in favor of proposed
project. Further, the proposed project should be executed with appropriate mitigation measures to
reduce the environmental and social impacts. The Photographs of consultations are included as
Annexure: 6.

DOHWA ENGINEERING CO. PRIME ENGINEERING 81


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-7 IMPACT PREDICTION, EVALUATION &


MITIGATION MEASURES
This chapter discusses the potential environmental and social impacts of the proposed activities,
predicts the magnitude of the impact and assesses the significance. The proposed mitigation
measures to minimize adverse impacts, resulting residual impacts of the project and environmental
management plan (EMP) are discussed in the next chapter. The discussion of the environmental and
socioeconomic impacts is then organized in the following manner:

Impacts Associated with Proposed Project Activities:

 Environmental Impact—Construction and Operation Activity


 Socioeconomic Impact—Construction and Operation Activity

7.1 IDENTIFICATION OF POTENTIAL IMPACTS

In the first step, potential impacts of the project are identified by desktop screening exercise, using
checklist during field visits for collection of baseline data, professional judgment, published literature
on environmental impact of similar projects and standard environmental guidelines. A critical step in
identifying potential impacts is discussion with project proponent, consultation with stakeholders and
communities to identify their concern. Public consultation was carried out to identify the concerns of
primary and secondary stakeholders. The main aspects associated with potential impacts are as
follow;

 Geomorphology, soil
 Water resources
 Ambient air quality
 Waste discharges
 Noise pollution
 Greenhouse gases emissions
 Ozone depleting substance
 Protected areas
 Ecology of the area, including flora and fauna
 Vehicle movement
 Socio-economic conditions; and
 Archaeology

7.2 IMPACT CLASSIFICATION

The potential impacts are classified according to the type of potential receptors. The following
receptor categories were used:

 Community (people, their social and cultural values, aspirations and archaeological sensitivity)
 Land and soil (land resources, soil resources)
 Air quality (ambient air quality, GHG emissions, Ozone depletion)
 Water resources
 Ecosystem (vegetation, wildlife, and biodiversity).

DOHWA ENGINEERING CO. PRIME ENGINEERING 82


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.3 IMPACT SCOPING CRITERIA

 Identified potential impacts are evaluated on the basis of following criteria;


 The present baseline conditions, the change in environmental parameters likely to be affected by
proposed project related activities,
 Is there an impact that environmental standards or environmental guidelines applicable to the
project will be breached? This includes the National Environmental Quality Standards (NEQS)
and guidelines such as the World Bank, International Finance Corporation (IFC) and WHO
environmental guidelines.
 Is there a high risk of a permanent, irreversible, and significant change to environmental
conditions due to the particular project activity? Some impacts are transitory; they last until the
activity that is the cause of the impact is there. Others may last much longer than the activity.
After a long period, the environmental parameter may or may not revert back to its natural state.
 Did the community express any concern about this aspect? An impact scoping matrix is described
in below Table-39.
TABLE 39- IMPACT SCOPING MATRIX

Project Phase Environmental Impact Social Impact


Construction • Water resources depletion, • Traffic disturbance, unrest, road
Activity contamination. accident
• Dust Emission During Construction • Land acquisition
• Vegetation Loss • Employment conflicts
• Vehicle and Equipment Exhaust • Archaeological resources damage
• Soil Contamination • Safety and security
• Drainage and Storm Water Run-off • Mobility and transportation
• Camp Effluent • Project and Community Interface
• Hazardous and Non-Hazardous • Cultural and religious sites
Waste • Local Economy
• Management • Local Employment
• Wildlife
Operation • Air Pollution • Unskilled labor jobs
Activities • Noise Pollution • Occupational Health and Safety
• Wastewater Economic Activity (Primary and
• Green House Gas emissions multiplier effects)
• Water Resources Depletion • Human Rights
• Hazardous and non-hazardous
substances
• Waste Management

7.4 IMPACT ASSESSMENT METHODOLOGY

The impacts have been assessed following standard international guidelines and best available
practices. The method defines three levels of consequence (or severity) and likelihood (or probability
of occurrence) - High, Medium or Low - of an impact. A standard risk-based approach has been used
in which;

The significance of an impact is determined on the basis of the level of consequence and likelihood of
the impact e.g. an impact of medium severity is assigned a low significance if the likelihood of
occurrence of the impact is low and high significance if the likelihood of occurrence is high or almost
certain. The definition of consequence and likelihood is illustrated in Table-39 and impact significant
matrix is provided in Table-40.

DOHWA ENGINEERING CO. PRIME ENGINEERING 83


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 40- DEFINITIONS FOR CONSEQUENCE AND LIKELIHOOD OF IMPACTS

Level Consequence (Severity of Impact) Likelihood


• Serious/catastrophic damage to local and • High likelihood of occurrence during
regional environment lifetime of operation
• Direct legislative requirements of EPA • Regular/continuous part of operations
High
and World Bank •
• Corporate requirement •
• Serious threat to corporate •
reputation/profitability/ability to do •
business
• Measurable damage to the environment • Moderate possibility of occurrence
Medium
• Subject to potential future legislation during life time of operation
• Potential to affect reputation/cost • Periodic/occasional part of operations
• Implication/reduced efficiency •
Low
• Negligible damage to the environment • Unlikely to occur during life time of
• No risk to business operation

TABLE 41- IMPACT SIGNIFICANT MATRIX

Items Likelihood
Consequence High Medium Low
High High High Medium
Medium High Medium Low
Low Medium Low Low

The prediction of impacts also include the duration of impacts (in terms of long-medium and short-
term), nature of impact, geographical location of the impact and reversibility of the impact. Impact
assessment criteria for the above mention parameters are illustrated in Table-42.

TABLE 42- IMPACT ASSESSMENT CRITERIA

Impact
Categories
Characteristics
Direct: The environmental parameter is directly changed by the project.
Nature of the
Indirect: The environmental parameter changes as a result of change in
Impact
another parameter.
Short term: Lasting only till the duration of the project such as noise from
the construction activities.
Medium term: Lasting for a period of few months to a year after the project
before naturally reverting to the original condition such as contamination of
Duration of the impact
soil or water by fuels or oil.
Long term: Lasting for a period much greater than medium term impacts
before naturally reverting to the original condition such as loss of soil due to
soil erosion.
Local: Within the area of project i.e. operation site, tunnel and access road.
Geographical Location
Regional: Within the boundaries of the project area.
of the impact
National: Within the boundaries of the country.
Defined as
Reversibility of the
Reversible: When a receptor resumes its pre-project condition.
impact
Irreversible: When a receptor cannot resume its pre-project condition.

DOHWA ENGINEERING CO. PRIME ENGINEERING 84


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Identification of the mitigation measures: If it is determined that the predicted impact is significant,
suitable mitigation measures are identified. There is a range of mitigation measures that can be
applied to reduce impacts. This is discussed in following sections.

Evaluation of the residual impact: Incorporation of the suggested mitigation measures reduces the
adverse impact of the project and brings it within the acceptable limit. This step refers to the
identification of the anticipated remaining impacts after mitigation measures have been applied the
residual impacts. This is discussed in following sections.

Identification of the monitoring requirements: The last step in the assessment Process is the
identification of the monitoring requirements. The scope and frequency of the monitoring depends on
the residual impacts. The purpose of monitoring is to confirm that the impact is within the predicted
limits and to provide timely information if unacceptable impact is taking place. An environmental
management plan (EMP) will be developed with identification of monitoring requirements. This is
discussed in next chapter.

7.5 POTENTIAL IMPACTS AND MITIGATION MEASURES DURING DESIGN


PHASE

7.5.1 TOPOGRAPHY

The topography along the project area will change to some extent because of construction of project
related structures such as embankments, culverts etc. Visual changes to the topography will be of
permanent and minor in nature and do not require any mitigation measures, except that the project
design should consider aesthetic concerns.

7.5.2 LANDSCAPE

The proposed project of Shounter Tunnel and access road passes through two Districts, Astore of
Gilgit Baltistan and Neelum of Azad Jammu & Kashmir (AJ&K). The project area consists mainly of
hilly terrain with steep slopes. The interventions of the Shounter tunnel project are not likely to impact
the topography of the area on a large scale except for those areas where the physical activities of
excavation, and movement of heavy machinery will take place. Similarly, areas where excavated
material from tunnel will be disposed, dumped or stored will be negatively affected. The proposed
Shounter tunnel and the access road is existing road.

However, after the construction of proposed project, the landscape of the project area will be changed

in terms of better road infrastructure, construction of bridges and planned plantation of trees along the

RoW and will have a positive impact in terms of socio-economic development of the project area.

There are many methods to increase the stability of a slope and to stabilize a failed slope. These
methods may be adopted singly or in combination. In general, common adopted remedial measures
can be grouped into three main categories.

A. Geometrical method

This method is usually simple and cost effective. By changing the slope geometry from a steep slope
to a gentler slope, the stability of the slope can be increased. This method can be done by cutting the

DOHWA ENGINEERING CO. PRIME ENGINEERING 85


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

slope and removal of any external load on top of the slope or to backfill the toe of the slope. However,
this method can only be adopted if there is sufficient space.

B. Drainage method

One of the slope failure factors is saturation and pore water pressure building up in the subsoil. If
drainage system is to be provided, the chances of building up pore water pressure and saturation of
subsoil can be minimized. This method can be very effective. However, the drainage system must be
maintained in order to perform effectively. It is easy to maintain the surface drains, but it is difficult to
maintain the subsoil drains. In general, this method is used in combination with other methods.

C. Retaining structures method

This method is generally more costly. However, due to its flexibility in a constrained site, it is always
the most commonly adopted method. The principle of this method is to use a retaining structure to
resist the downward forces of the soil mass. The retaining structures include gravity types of retaining
wall, cantilever wall, contiguous bored piles, caisson, steel sheet piles etc. Ground anchors or other
tie back system may be used together with the retaining structures if the driving forces are too large to
resist.

7.5.2.1 PROPOSED SOLUTIONS FOR THE SLOPE INSTABILITY PROBLEMS


The Consultants will review the remedial measures only if the existing road sections seem to be
closed by potential landslides. In addition, the Consultants will give top priority to low-cost and labour-
based remedial measures.

TABLE 43 PROPOSED SOLUTIONS FOR SLOPE INSTABILITY PROBLEMS

Sr # Slope Instability Problems Remedial Measures


Stabilization work is carried out only at those sites
Falls: Different type of falls e.g. Earth fall, where treatment is possible. For earth debris fall,
rock fall, debris fall are frequent in hilly series of gabion check dams are constructed and
areas. The rock fall can be treated in most the water is diverted by surface and subsurface
1
cases but the rockslide is like a landslide drains to the safer location. For rock fall, gabion
and may become difficult to stabilize. retaining walls are built. Besides, combination of
Falls generally occur along steep slopes. vegetative turfing and jute & coir netting are
also used to control falls.
Topple: It is a type of fall. It generally Generally it is difficult and expensive to stabilize
2 involves pivoting or forward motion of the topple falls. Hence such sites are usually
rocks, debris or soil. avoided for treatment.

Rotational Landslide: Rotational slide is It usually consists of a combination of slope


that form of failure which occurs along a dressing, surface and subsurface drainage and
distinct more or less semi-circular or provision of restraining structures (such as soil
curved shear slip surface (spoon shape), nailing, bolting, and anchoring). Mostly soil
and usually occurs in shales, mudstones anchors, horizontal gravity drains, surface drains,
and clays (Homogeneous mass). These toe protection walls (retaining wall), sealing of
3
usually have a steep scarp at the upslope surface cracks, use of live plants (vegetative
end and a bulging "toe" of the slid turfing) are used to control the Rotational slide.
material at the bottom of the slide. These Retaining wall (cement masonry I gabion wall)
may creep slowly or move large distances application at the toe of the landslide area are
suddenly. They usually develop after quite common in roadside slopes.
prolonged rainfall.
4 Translational Landslide: Translational It usually consists of a combination of slope

DOHWA ENGINEERING CO. PRIME ENGINEERING 86


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Slides or Plane failure are those in which dressing, surface and subsurface drainage and
the moving material slides along a more provision of retaining structures (gabion wall,
or less planar surface. These occur on breast wall).Use of live plants (vegetative turfing) ,
surfaces of weaknesses, such as faults jute coir & netting are used to control this slide. In
and bedding planes or at the contact special cases, soil nailing followed by shotcreting
between firm rock and overlying loose and stone pitching is in use. Shotcreting of the
soils. Plane failure may creep slowly or slope surface is recommended to protect the slope
move large distances rather suddenly. from infiltration of rainwater as well as from direct
The shallow deposit above the bed rock impact of the intense rainfall and runoff to prevent
slips down due to the loss of interface excessive erosion. However shot-creting is
shear strength. expensive, hence its use is limited to big projects.
Debris Flow: It is a common landslide in
the project area. It is usually associated
Management of surface and sub-surface water
with the high intensity of rainfall. Debris
comes under the first priority to control all type of
Flows (also called debris torrents) are
landslides. Gabion Check dams at suitable
movements in which loose soils, rocks
locations are usually built to control debris flows.
5 and organic matter combine with
Sometimes concrete check-dams are also built,
entrained water to form slurries that flow
especially when there is excessive quantity of
rapidly downslope or within a stream
debris flow with big boulders.
channel. Generally in steep slopes, they
become more powerful and dangerous as
they move down further.
Bio-engineering Mitigation Measure: The use of living plants either alone or in combination
with small scale civil engineering structures (gabion wall, check dams, surface drains, retaining
walls, etc.) or non-living plant material for reducing the shallow seated instability and controlling
erosion on slope is called bio-engineering. It is cost effective and involves no high tech. The
6 main advantage in bio-engineering technique is that civil engineering structures (gabion wall,
retaining wall, check dams) function very well for the first few years. Then their strength slowly
decreases with time, while live plants gain strength with time and they perform very well in the
end when civil engineering structures become almost functionless with time. Thus the
combination of these two makes a perfect solution for long-term slope stabilization.
Reinforced Earth Retaining Walls using Geogrids: Use of Geoogrid Retaining Walls is
7
illustrated with the following Pictures

DOHWA ENGINEERING CO. PRIME ENGINEERING 87


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.5.2.2 COLLAPSE TYPE OF SLOPE AT PROJECT SITE


Various scales of collapses are displayed due to slope surface sliding form small to large scale.
Dominant failure type is circular and wedge failure. In addition, risk of rock fall is exhibited, and
significant damage might be happened. Sample images for reference are shown in table – 44.

DOHWA ENGINEERING CO. PRIME ENGINEERING 88


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 44 SAMPLE IMAGES FOR DIFFERENT TYPES OF SLOPE COLLAPSES

Small Scale Collapse Medium Scale Collapse

Large Scale Collapse Rock Fall

7.5.2.3 STABILITY ANALYSIS METHOD OF THE SLOPE


TABLE 45 STABILITY ANALYSIS METHOD OF SLOPE

Section Limit Equilibrium Analysis Numerical Analysis


Stability Analysis on soil body at failure Stress-Strain analysis can determine
Feature
along virtual plane. displacement and stress condition in soil

Diagram

(Analysis program PLAXIS)

7.5.2.4 STABILITY ANALYSIS METHOD OF SOIL

DOHWA ENGINEERING CO. PRIME ENGINEERING 89


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 46 STABILITY ANALYSIS METHOD OF SOIL

Analysis program Stability Analysis

 Formulated in terms of moment


and force equilibrium factor of
safety equations. 2D
SLOPE/  Limit equilibrium methods
W (Morgenstem-price, GLE,
Spencer, Bishop, Ordinary,
Janbu)
 GEO-SLOPE International Ltd.
Cananda Stability Consideration at dry and wet season

 Failure calculations (no stress-


strain or displacement
calculation), 2D
 Slice methods (Felleniuus,
TALREN Bishop), Global method
(Perturbations), Yield Design
method (Logarithmic Spirals)
 Stability Evaluation on
reinforced slope Stability evaluation and seismic analysis on
 TERRASOL, France reinforced slope

 Analyse deformation and


stability in geotechnical
Engineering using FEM.
PLAXIS
 Simulates non-linear, time
dependent and anisotropic
behaviour of soils or rock.
 PLAXIS BV. Netherlands
Stability and displacement characteristics by
strength reduction methods

7.5.3 FORMATION WIDTH IN BUILT-UP AREAS

The formation width in built-up areas may result in creating hindrance to market opportunities, loading
and vending activities for the locals. This impact is temporary and minor negative in nature. The
impact of formation width on built-up area with respect to effects as discussed above may be in the
area where the alignment is passing through major areas are Muzaffarabad to Neelum valley Azad
Kashmir and Astore to Gilgit Baltistan which are the hub of economic activities. The mitigation
measures will include:

 Flexibility in design is adopted in built-up area to avoid any activities;


 Incorporate technical design features that allows flexible shoulder width in villages; and

DOHWA ENGINEERING CO. PRIME ENGINEERING 90


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Explore the incorporation of additional parking lots.

7.5.4 IMPACTS ON LAND USE

After construction and during the operation phase, some positive changes in land use are expected as
areas under construction camps and other auxiliary services will revert to their pre-project use.

7.5.5 FLORAL ATTRIBUTES

The proposed tunnel project and access road are not passing through any forest. Hence no loss of
forest is anticipated. The few shrubs are getting affected along alignment, and at other activity areas.
There are no mature trees observed along the alignment and at other proposed project construction
activity areas.

7.5.6 ROAD SAFETY

The increased vehicular traffic and speed on the road may result in road safety issues like traffic
accidents. The accidents may also be due to tiredness of the drivers. This impact will be major and
negative in nature. The mitigation measures include:

 These impacts will be mitigated by providing traffic signs to facilitate road users about speed limits
for light and heavy vehicles.
 All lanes and sharp bends will be reflectorized to facilitate travelers at night.
 Phone numbers to be contacted in an emergency shall be displayed at intervals.
 Necessary road safety features have been incorporated in design to address safety issues.

7.5.7 PUBLIC UTILITIES

There is no any public utilities will be affected creating disruption of public services and inconvenience
to the local residents Due to the proposed project.

DOHWA ENGINEERING CO. PRIME ENGINEERING 91


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.6 IMPACTS ASSOCIATED WITH CONSTRUCTION ACTIVITIES

In this section the environmental and socioeconomic impacts associated with the proposed project construction activities are discussed. Construction
activities here mean construction of camp site, road, tunnel, and associated activities. The identified impacts assessment is detailed in the below Table-47.

TABLE 47- IMPACT ASSESSMENT OF CONSTRUCTION ACTIVITIES

Environmental Project
Potential Impact Description CSR LF NOI GLOI DOI ROI SOI
Aspects Phase
Tunnelconstru Proper spoil disposal C To the extent possible reuse spoils as embankment /sub grade or Medium Low Direct Local Short Reversi High
ction other facilities of the railway Consultation with local government and term ble
community as to reuse spoils for urban or community infrastructure
construction
Tunnel Fossil finds may be C Finding of mineralized zones & fossil finds along the tunnel alignment Medium Low Direct Local Short Reversi High
excavations: disturbed Disturbance of will be brought to the notice of the Department of Geology and Mining term ble
Blasting rock formation, rock of the State Government for directions from their end Procurement of
operationsExtr movements and boulders from authorized suppliers
action of fragmentation
materials
Earth-stone Loss of vegetation C Woodland take will be conducted in compliance with relevant laws. Medium Low Direct Local Short Reversi High
excavation, Soil erosion issues Top soil to be reserved for future reclamation. Temporary drainage term ble
borrowing system will be built during dumping operation. Cutting/filling slopes will
be timely protected with engineering or green education on
environmental protection and identification of key Slopes, borrow /
disposal sites, stations and green belt along the alignment. Protected
plants will be provided to construction personnel. Education on
environmental protection and identificationof key.
Geology and Soil erosion, soil C The construction activity will involve clearing of land for the purpose of Medium Low Direct Local Short Reversi High
Soils contamination by the construction of proposed Tunnel and Road. No any other land will be term ble
spillage of fuel, oil and acquired. During construction, there is a potential for spills of fuel,
chemicals lubricating oils and chemicals that could lead to soil contamination.

DOHWA ENGINEERING CO. PRIME ENGINEERING 92


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Environmental Project
Potential Impact Description CSR LF NOI GLOI DOI ROI SOI
Aspects Phase
Slope Clearing and levelling for C The existing route passes apart from The unstable slope at a distance Medium Low Direct Local Short Reversi High
Failure/Landsli tunnel and road in the area. The landslides are very common features in the project term ble
de construction, Physical area because of the high steep terrain. Erosion and sediment input to
scarring of the the river is a function of landslides and riparian erosion processes.
landscape, Accelerated There are frequent talus accumulations along the side slopes of the
soil erosion, Disturbance river. These are typically in a state of stable equilibrium at their current
caused by the slope angle and environment, but become unstable when the
earthquake and equilibrium is disturbed. Excess water and earthquake shakings often
aftershocks, triggers landslides are in the project area. This issue is temporary
Reconstruction and within the area.
rehabilitation activities
and Aggravated the
landslides etc.
Water C During Construction activity surface water resources are used so there Medium Medium Direct Local Short Irreversi Medium
Resources is no chance of over exploitation or depletion of water resources in the term ble
project area. Groundwater source in the proposed project area is
stream/Nullahs used by locals, so proposed project activities will not
impact on local water resources. The main water resources are
springs, streams and Nullahs within the project area. so no major
issue will be raised due to water resources.
Air Quality C Construction activities can generate locally exhaust emission and dust Medium Medium Direct Local Short Irreversi Medium
during activities such as ‘earthmoving’ operations by using tower term ble
cranes, bulldozers etc. and other pollutants emission from heated
asphalt, generators and vehicles.
C The main source for GHG asphalt, generators and emissions will be Low Low Indirect National Long Irreversi Low
heated term ble
C HCFC and CFC’s if any of them used during project activities, can Low Low Indirect National Long Irreversi Low
deplete ozone layer. term ble
Noise Impacts at nearest C There is a potential of disturbance to nearby community due to noise. Medium Medium Direct Local Short Reversi Medium
community, Disturbance There is also potential of wildlife temporary relocation because of term ble
to the wildlife noise.
Waste Liquid waste: Risk of C The proposed project activity would generate liquid waste from Medium Low Direct Local Short Reversi Low
liquid waste campsite. term ble
contaminating aquifer, or
surface water

DOHWA ENGINEERING CO. PRIME ENGINEERING 93


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Environmental Project
Potential Impact Description CSR LF NOI GLOI DOI ROI SOI
Aspects Phase
Solid Waste (Non- C The proposed project works will result in the generation of a range of Low Low Direct Regiona Short Reversi Low
hazardous): Aesthetic non- hazardous solid wastes. l term ble
issues
Hazardous waste: soil, C Hazardous waste such as waste oil / asphalt, batteries, chemicals and Medium Medium Direct Local Short Reversi Medium
surface and aquifer clinical waste generated during construction and fabrication activities. term ble
contamination
Traffic Disturbance to local C During the project activities, the traffic movement on the linked/nearby Medium Medium Direct Local Short Reversi Medium
community roads and project site will increase. These roads are having term ble
appropriate movement, so no major issue will be raised due to
movement of vehicles.
Wildlife and Direct habitat loss and C The operation under consideration can result in short term Medium Low Direct Low Short Reversi Low
Habitat migration of wildlife, displacement of wildlife species along work areas corridors. There is term ble
Temporary Disturbance also potential of habitat loss because of clearing of area during
to Fauna, Hunting, construction activities.
Accidental killing of
wildlife
Natural Clearing of vegetation C There are no any mature trees cut and uprooted within the corridor. If Medium Low Direct Local Short Reversi Low
Vegetation the any plants cut and uprooted from the alignment. Every single tree term ble
being cut for road construction will be replaced by 10 trees
Socio- Local Procurement of C Local Procurement of Goods and Services will be Procured from local Positive Positive
economic Goods and Services and market, so it is benefit for locals. Due to Proposed Project activities Impact Impact
Environment Local Employment there will be employment opportunities for locals. Almost 250 to 300
personal will be required during construction activities unskilled jobs
which will generate work opportunities for locals
Disturbance to C The project area located near the existing road of Shounter to Astore, Low Low No Local Short Reversi Low
communities from there will be low medium traffic on average so there will be no major impact term ble
material and equipment issue for disturbance for local due project.
transport
Employment of Conflicts C The Potential employment related issue includes dissatisfaction
among local communities over the number of job offered to them,
disagreement of on definition of local and also on distribution of jobs
with the local communities.
Project and Communities C Intra-cultural differences between project staff and other areas and the Low Low No No No No Low
interference local communities can result in frictions. Impact impact impact impact
Consequence Severity Rating (CSR) Likelihood/Frequency (LF) Nature of Impact (NOI) Geographical Location of Impact (GLOI) Duration of Impact (DOI) Reversibility of Impact (ROI)
Significance of Impact (SOI)

DOHWA ENGINEERING CO. PRIME ENGINEERING 94


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.7 DISCUSSION ON KEY ENVIRONMENTAL ASPECTS


Mitigation Measures and Residual Impacts during Construction Phase of Project

The potential impacts of the proposed project have been discussed in the following sections. Where
appropriate, mitigation measures have also been included to reduce the unacceptable impacts. This
section includes a priority list of the most important measures that the project proponent should adopt
to ensure a practical, cost-effective and sufficient approach to impact mitigation. Information is
included as to how the recommended mitigation measures should be incorporated into detailed
project design and in the contract documents. Broadly, these measures can be classified into
following categories:

 Avoiding the impact altogether by not taking certain proposed activity or parts of an activity, for
example, using Halon, HCFC and CFC-free equipment to avoid impact on ozone layer.

 Minimizing impacts by limiting the degree or magnitude of the activity, for example, minimizing dust
emission by using water sprinkler.

 Rectifying the impact by repairing, rehabilitating, or restoring the affected environment.

 Compensating for the impact by replacing or providing substitute resources or environments.

 The project proponent plays a vital role in developing the mitigation plan by identifying possible
mitigation measures and assessing the feasibility of proposed measures.

 This section provides a summary of the residual effects that are likely to be present following
implementation of the mitigation measures.

7.7.1 TUNNEL CONSTRUCTION

Impacts on tunnel and road may arise from the following project activities:

 Clearing and levelling for tunnel and road construction,

 Contamination of soil due to spillage of fuels, oils, asphalt or chemicals. Likely impacts of these
activities can include:

 Physical scarring of the landscape,

 Accelerated soil erosion,

 Alteration of soil quality by loss of topsoil,

 Soil contamination,

 Blast on community safety concern and impact on wildlife.

Potential Impacts

The following Impacts on project activities as under:

 Ground water contamination can take place only if chemical substances get leached by
precipitation of water resources.

 This is not the case with the present project, as the activity does not use any harmful ingredients,
which could leach down to water resources.

DOHWA ENGINEERING CO. PRIME ENGINEERING 95


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 The tunneling is to be done in hard strata by Tunnel Boring Machine (TBM), which is widely used
throughout the world. The tunneling underground portion of proposed project alignment will be done
through hard strata hence no major impact on flow of water resources.

 The physical scarring caused by clearing and levelling during construction activities.

 The total area affected would include approximately 12.7km of tunnel and 41.5km of access road, it
is expected that the project crew will use existing roads and tunnel for transportation of goods.

 Construction should follow good industry practices to avoid unnecessary clearing outside of the
work corridors and likelihood of soil erosion along or across natural drainage paths.

 Loss of topsoil may take place along the alignment of the proposed project.

 The spillage and leakage of fuels, oils, asphalt and other chemicals may lead to soil contamination.
Possible contaminant sources include fuel, lubricant oil, asphalt and chemical storage areas at
sites, and all project vehicles.

 A spill prevention plan will be developed and implemented.

The mitigation measures listed in following section of the report are adhered with.

Mitigation Measures

 The extent possible reuse spoils as embankment /sub grade or other facilities of the tunnel and
road Consultation with local government and community as to reuse spoils for community
infrastructure construction and proper disposal of remain spoils in the identified spoils sites.
Geological advanced probe boring and prediction will be adopted.

 Grouting will used to seal the leakage, and water discharge will limit.

 Tunnel liner will be timely and properly installed.

 Sedimentation and filtration ponds will be adopted at tunnel construction sites to treat wastewater
before discharged to nearby irrigation ditches strictly follow blast operation and safety codes.

 Prior notice will be announcement to local community Prior safety inspection of nearby buildings for
determination of blasting method and dosage.

 Presplitting blasting, perimeter Blasting and millisecond blasting technique will be used for tunnels
in sensitive areas to minimize blasting impact on wildlife Blast time arranged in daytime to minimize
disturbance on wildlife.

 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 Woodland take will be conducted in compliance
with relevant laws.

 The top soil is also to be reserved for future reclamation. Temporary drainage system will be built
during dumping operation. Cutting/filling slopes will be timely protected with engineering or green
education on environmental protection and identification of key Slopes, borrow / disposal sites,
stations and green belt along the alignment.

 Protected plants will be provided to construction personnel.

 Education on environmental protection and identification of key Crushers and Batching Plants
should be sited sufficiently away from settlements and agricultural operations or any commercial

DOHWA ENGINEERING CO. PRIME ENGINEERING 96


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

establishments.

 Such plants will be located at maximum distance away from the nearest village/settlement
preferably in the downwind direction. The Contractor shall submit a detailed lay-out plan for all such
sites and approval of Environmental Expert of Site Engineer 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 and batching plants will comply with the requirements of the relevant
current emission control legislations for all such plants shall be submitted to the Site Engineer and
NHA.

 The Contractor shall not initiate plant/s operation till the required legal clearances are obtained and
submitted.

Residual Impact

The land use will change as a result of construction of the tunnel and road project. The nature of
impact is direct and its duration is short term in nature but takes time to rehabilitate the natural
environment of the area, so the overall significance of impact is high. If the mitigation measures are
effectively implemented, the residual impact of the proposed activities on the area‘s geophysical
environment is expected to be reduced in significance.

7.7.2 GEOMORPHOLOGY AND SOILS


Potential Impacts

Impacts on geomorphology and soils may arise from the following project activities:

 Clearing and levelling for tunnel and road construction.


 Contamination of soil due to spillage of fuels, oils, asphalt or chemicals. Likely impacts of these
activities can include:
 Physical scarring of the landscape,
 Accelerated soil erosion,
 Alteration of soil quality by loss of topsoil,
 Soil contamination.

Assessment of Potential Impacts

The physical scarring caused by clearing and levelling during construction activities could lead to
alteration of soil quality by removal of topsoil, losses of plant cover and limited soil erosion induced by
disturbance to native soil.

 The total area affected would include approximately 12.7km of tunnel and 41.5km of access road, it
is expected that the project crew will use existing roads and tunnel for transportation of goods.
Construction should follow good industry practices to avoid unnecessary clearing outside of the
work corridors and likelihood of soil erosion along or across natural drainage paths.

 Loss of topsoil may take place along the alignment of the proposed project. The spillage and
leakage of fuels, oils, asphalt and other chemicals may lead to soil contamination. Possible
contaminant sources include fuel, lubricant oil, asphalt and chemical storage areas at sites, and all
project vehicles. A spill prevention plan will be developed and implemented. The mitigation

DOHWA ENGINEERING CO. PRIME ENGINEERING 97


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

measures listed in following section of the report are adhered with.

Mitigation Measures

The proposed mitigation measures to reduce the impacts on geology, topography, and soil during the
proposed construction activities are:

 Vegetation clearing will be kept minimum;

 Unnecessary clearing of vegetation and offset clearing shall be strictly prohibited; Vehicle speeds
shall be regulated and monitored to avoid excessive dust emissions;

 Off-road travel should be avoided and observance of this should be monitored during the operation;

 Use of tunnel and existing road for transportation of goods.

 Vehicles and equipment would not be repaired in the field. If unavoidable, impervious sheathing /
drip trays will be used to avoid soil and water contamination.

 Waste oils should be collected in drums and disposed-off through recycling / waste contractors.

 Regular inspections would be carried out to detect leakages in construction vehicles and
equipment.

 Fuels, lubricants, and chemicals will be stored in covered and with bunded walls, underlain with
impervious lining.

 Appropriate arrangements for spill control, including shovels, plastic bags and absorbent materials,
will be available near fuel and oil storage areas.

Residual Impact

The land use will change as a result of construction of the tunnel and road project. The nature of
impact is direct and its duration is short term in nature but takes time to rehabilitate the natural
environment of the area, so the overall significance of impact is high. If the mitigation measures are
effectively implemented, the residual impact of the proposed activities on the area‘s geophysical
environment is expected to be reduced in significance.

7.7.3 SLOPE FAILURE


Potential Impacts

Impacts on slope failure may arise from the following project activities:

 Clearing and levelling for tunnel and road construction,


 Physical scarring of the landscape,
 Accelerated soil erosion,
 Disturbance caused by the earthquake and aftershocks,
 Reconstruction and rehabilitation activities and
 Aggravated the landslides etc.

Assessment of Potential Impacts

The slope is comprised of mainly metamorphic and sedimentary rock. Some section of the existing
road is covered with rock fragments due to weathering and erosion. Nevertheless, fewer landslide

DOHWA ENGINEERING CO. PRIME ENGINEERING 98


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

prone areas are identified in the project area. Most of landslides are mainly debris flow and rock falls
due to the geological weak formation and a steep slope. A section from Gorikot to Rattu needs to
clear slope surface where rock falls are ongoing sporadically. After Rattu village, sweeping away due
to rainfall /snow melting is the same problematic issue of debris-flow within the project area, but the
existing route passes apart from the unstable slope at a distance. The landslides are very common
features in the project area because of the high steep terrain. Erosion and sediment input to the river
is a function of landslides and riparian erosion processes. There are frequent talus accumulations
along the side slopes of the river. These are typically in a state of stable equilibrium at their current
slope angle and environment, but become unstable when the equilibrium is disturbed. Excess water
and earthquake shakings often trigger landslides are in the project area.

Mitigation Measures

The following proposed mitigation measures to reduce the impacts on during the proposed
construction activities are:

 Hard Engineering (Protection wall, Check drawing, Diversion channels, Breast walls, Surface drains
and Retaining walls

 Bio-Engineering (Contour Watling, Hedges laying and Bruch hedge laying),

 Soil Cover (Vegetative cover by synthetic materials, Reforestation and Green grid with plantation,

 Preventive Measure (Fencing/Hedging, By-passing of road, ceasing the construction, cutting to


reduce load and Slope creeping.

Residual Impact

The nature of impact is direct and its duration is short term in nature but takes time to rehabilitate the
natural environment of the area, so the overall significance of impact is high. If the mitigation
measures are effectively implemented, the residual impact of the proposed activities on the area‘s
geophysical environment is expected to be reduced in significance.

7.7.4 WATER RESOURCES


Potential Impacts

Proposed activities could affect the area‘s water resources in two ways:

 Reduction due to overuse, and


 Contamination (surface or groundwater)

Estimate demand in water resources to meet the requirements would be fulfilled from Sperings and
Streams/Nullahas within the project area. The main source of water is Gorikot, Rehmanpur, Chugam,
Nasirabad, Rattu, Mirmalik and Morcha Guzair and Shounter, and top nullahas and streams and
springs of the project area. The surface water resource of the project area is snow melt and
streams/nullaha. Groundwater is also available in the majority of the area springs and streams/nullahs
etc.Tapped water supply is considered to be the most hygienic source of drinking water which is
available in the project area. In project area there is a water supply system which has been built by
local people with the help of AKRSP. Water supply is partially available in Astore, Gorikot, Rattu and
Shounter valleys.

DOHWA ENGINEERING CO. PRIME ENGINEERING 99


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Assessment of Potential Impacts

Water will be required during construction activities. Water will be procured from both ground and
surface water resources. Water conservation practices will be utilized to reduce the overall water
consumption during proposed project activities. The water is fit for construction process while ground
water resources will be utilized at camp sites. Surface or groundwater quality may deteriorate if
pollutants are mixed with surface runoff during rain and snowmelt carried to water resources in the
vicinity, or seeped in the ground. Potential sources of pollution in such cases may include:

 Domestic waste (sanitary and kitchen discharge);


 Oil and grease from vehicles and machinery;
 Stored fuel, oil and other chemicals;

Sewage from the camp should go into an impermeable septic tank. The impermeable septic tank will
prevent untreated sewage from polluting surface water.

Mitigation Measures

The mitigation measures described below will ensure that the project area‘s surface and aquifer
resources are not significantly affected by project activities.

 The water extraction will be kept at minimum;

 A water management plan will be developed. The plan will also include strategies to minimize water
use (and therefore volume of discharge) and maintain reserves;

 Follow good housekeeping practices with all machinery that may potentially discharge wastewater;

 No untreated effluents will be released to the environment

 Effluents from the camp offices and the residential camps will be treated in the septic tank before its
disposal. The treated water (if confirming to NEQS) will be used for tree plantation or will be
disposed-off through waste contractor (if effluent does not confirm to NEQS). The septic tank will be
completely covered, so that surface runoff may not come in contact with the effluent.

 Fuels, lubricants, and chemicals will be stored in covered and with bund walls, underlain with
impervious lining.

 Spill prevention plan shall be followed to mitigate any kind of spill.

Residual Impact

Water is available along the entire alignment of proposed project. Some locations surface water will
be used and some locations ground water will be used. The main sources of the project area are
springs and stream/nullas. The streams and Nullahs are main source of irrigation system in the
project area. Further, proper implementation of the required mitigation and monitoring techniques will
prevent any adverse water quality impacts. Residual impacts are foreseen to be negligible / low in this
case.

7.7.5 AIR QUALITY


Potential Impacts

Air emissions from proposed project-related activities are likely to include:

 Dust emissions produced during construction activities;

DOHWA ENGINEERING CO. PRIME ENGINEERING 100


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Combustion products (nitrogen oxides, sulfur dioxide, particulate matter, carbon monoxide, and
volatile organic compounds) from generators;

 Combustion products from vehicles used for project-related activities;

 Combustion products from molten asphalt

Assessment of Potential Impacts

The sources of emissions during construction activities will not be significantly enough to alter the
ambient air quality at a regional level. The emissions will disperse quickly with the prevalent wind
currents. All generators, vehicles, equipment and machinery will be properly maintained during the
operation to minimize emissions. Other factors that support the insignificant nature of the impact are:

Dust Emissions: Dust emissions during construction can be an issue. Potential sources of dust
emission during construction activities include earthworks (dirt or debris pushing and grading),
exposed surfaces, exposed storage piles, truck dumping, hauling, vehicle movement, blasting, and
concrete mixing and batching. Dust emitted during construction activities can result in deterioration of
ambient air quality in the vicinity of the source, and be a nuisance to the communities, bad for
agriculture fields and construction workers itself. Dust clouds also reduce road visibility, creating a
traffic hazard.

Vehicle and Equipment Exhaust Emissions: Combustion processes in generators and other
construction equipment result in exhaust gases that can affects the ambient air quality locally.
Emissions produced by vehicles and equipment will be in terms of the resulting pollutants (SO2, NOX,
PM, etc.). However, the environmental issue can be avoided by using properly maintained equipment.

Emissions from Heated Asphalt: Raw asphalt may be heated at site (open burning) during the road
asphalting process. This process is results in exhaust gases that can affect the ambient air quality
locally. Emissions produced by open burning will be in terms of the resulting pollutants (SO2, NOX,
CO2, etc.). However, the environmental issue can be avoided by using prepared heated asphalt.

Mitigation Measures

The mitigation measures given below will further reduce their impact, and ensure that they remain
within acceptable limits.

 Water will be sprinkled daily or when there is an obvious dust problem on all exposed surfaces to
suppress emission of dust. Frequency of sprinkling will be kept such that the dust remains under
control, particularly when wind is blowing towards the receptors.

 All equipment, generators, and vehicles used during the project will be properly tuned and
maintained in good working condition in order to minimize exhaust emissions;

 Construction materials that are susceptible to dust formation will be transported only in securely
covered trucks to prevent dust emission during transportation.

 All project vehicles will be checked regularly to ensure that engines are in sound working condition
and are not emitting smoke;

 Open burning of Asphalt should be avoided as much as reasonably practicable

Residual Impact

Implementation of the proposed mitigation measures is likely to leave no long-term residual impact on
the ambient air.

DOHWA ENGINEERING CO. PRIME ENGINEERING 101


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.7.6 GHG EMISSIONS

The main source for GHG emissions will be generator and vehicle emissions and emission from the
preheated asphalt during the project activity. The overall rating given to impact is low because the
GHG emissions generated will be less and to minimize the impact all vehicles, generators and other
equipment used during the construction will be properly tuned and maintained in good working
condition. By implementing the mitigation measures. Ambient Air Quality, the residual impact of the
proposed activities is expected to be insignificant.

7.7.7 OZONE DEPLETION

The proposed project will not use any source of ozone depleting compounds such as Halon, CFC,
HCFC or any other source which deplete the ozone layer, so the overall assessment of the impact is
significantly low.

7.7.8 NOISE POLLUTION


Potential Impacts

Potential sources of noise pollution will include operation of generators, machinery, construction
equipment, and vehicles during the project activities. The potential noise related issues during
construction activities would disturb workers and the surrounding communities of proposed ROW
Project.

Assessment of Potential Impacts

The potential sources of significant noise during the construction period include the construction
machinery, generators at camps and construction related traffic. There is no continuous major source
of noise in the communities. Intermittent sources of noise found during the field survey included farm
tractors and road traffic. Increased noise levels during construction activities can be a source of
nuisance for locals and a source of disturbance to wildlife. The main exposure of noise pollution will
be on crew members. To minimize exposure to noise, personal protective equipment (PPE) will be
used by the workers.

Construction noise levels at the nearest receptor in the nearby village, located from the proposed
alignment, would fluctuate depending on the type, number, distance from receptor, and duration of
use of various construction equipment. In this analysis, the noise level due to each equipment likely to
be used in the construction of the tunnel and access road, would initially be calculated. The noise
level results would be compared with National Environmental Quality Standards for Noise to meet the
permissible limits.

There is also a potential of temporary wildlife relocation because of noise, so to reduce this impact,
night work will be minimized thus reducing the disturbance to wildlife. The overall impact level is
medium in significance as the likelihood of occurrence is medium.

Mitigation Measures

All on-site personnel will use required PPEs in high noise areas that will be clearly marked.

 Proper engineering control will be applied to noise producing sources like generator.
 It will be ensured that generators, vehicles and other potentially noisy equipment used are in good
condition. Noise from generators, vehicles, other equipment and machinery will be kept to the
minimum through regular maintenance.

DOHWA ENGINEERING CO. PRIME ENGINEERING 102


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

The strategy to minimize the noise in the community to within acceptable limits will be based on the
following:

 Reduce equipment noise at source,


 Before the start of the operations conduct a noise survey of the equipment and prepare a noise
control plan,
 Use noise-abating devices wherever needed and practicable and
 Blowing of horn will be prohibited on the access road to the project site and inside the site

Residual Impact

By implementing the above mitigation measures the overall impact will be significantly low. Residual
noise impact is expected to be low from the construction activities of the proposed project corridor.

7.7.9 WASTE DISCHARGES


Potential Impacts

The expected waste generated during construction activities and their proposed methods of disposal
are discussed below Table-48.

Likely impacts from Hazardous and non- hazardous waste generated by construction activities (if
disposed-off improperly) can include:

 Surface and groundwater pollution;


 Soil contamination;
 Air pollution, odor;
 Health hazards;
 Aesthetic issues.

TABLE 48- CONSTRUCTION ACTIVITIES WASTE

Category Waste Generated and Point Source Mitigation Measures


Hazardous Batteries, rubber, tire, used oil filters, Used oil and ferrous/non-ferrous
chemical containers, Contaminated materials will be provided to approve
soil, grease trap sludge, Pac, contractor for recycling. Batteries will
contaminated soliciting waste paper, be hauled away by contractor for
textiles. recycling. Combustible materials such
as paper, card board, textiles will be
burnt on-site.
Non- Hazardous Cardboard, rubber, wood, glass, tin Non-combustible materials such as
cans, Food waste. glass, plastics, tin and aluminum cans
will be hauled away by contractor for
recycling. Food waste will be provided
to waste contractor.
Non-hazardous Cable drums, wood, packaging, scrap Will be hauled away by contractor for
Recyclable metal, recyclable plastic sheeting, recycling.
debris, plastic, aluminum cans etc.
Non-recyclable Demolition Waste: Concrete, spent Concrete and plaster will be utilized for
asphalt, plaster, plumbing, heating filling of depressions / pits. Plumbing,
and electrical parts heating and electrical parts will be
hauled away by the contractor for
recycling.
Liquid Waste
Hazardous Sewerage water Wastewater from kitchen and washing
areas will be collected for reused for

DOHWA ENGINEERING CO. PRIME ENGINEERING 103


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Category Waste Generated and Point Source Mitigation Measures


plantation. Sewerage will be treated by
using septic tank and treated water will
be reused for water sprinkling.

Assessment of Potential Impacts

All the waste generated during construction activities will be disposed-off through implementation of
an effective waste management plan. By proper implementation of a waste management plan, the
overall potential risk/impact will be significantly low.

Domestic Wastes: Domestic wastes generated during construction activities will include sewage or
black water, grey water (from kitchen, laundry, and showers), kitchen wastes, and recyclable wastes.
Sewage or black water will be treated and disposed by means of a septic tank and will be reused for
plantation. Grey water will also be collected for reuse in garden or plantation. Organic waste or
compostable material including vegetation waste, food waste and leaves of trees will be utilized for bin
composting. Compost would be used as soil conditioner or fertilizer for plants. Recyclable materials
such as paper, card board, textiles, plastics, tin and aluminum cans will be hauled away by contractor
for recycling.

Oil Stains and Spills: Fuel or oil stains, leakage or spill during construction operations can result in
contamination of soil and water. Consequently, spill containment will be used for all fuel and lubricant
storage. All spills to ground will be remediated as soon as reasonably practical. The waste
management plan will be developed to include this.

Mitigation Measures

A waste management plan will be developed before the start of the project activities. Key elements of
the waste management system will be the following:

On-site handling

 The recyclable waste will be sent to approve waste contractors.

 Waste bins will be placed inside the boundary. All waste removed from the site will be under license
and handled by an approved contractor. All hazardous waste will be separated from other waste.

Audits

On-site audits of the waste management will be undertaken on a regular basis during the project
activity;

 Audits of the waste disposal contractors and waste disposal facilities will be undertaken on a
regular basis to ensure the implementation of waste handling and disposal procedures.

Records

Records of all waste generated during the project activity period will be maintained. Quantities of
waste disposed, recycled, or reused will be logged on a waste tracking register.

Disposal

 All non-hazardous waste material that cannot be recycled or reused will be disposed of as per
waste management plan;

 Depending on the nature and quantity of the hazardous waste, it will be disposed of by licensed
hazardous waste contractors as per the waste management plan;

DOHWA ENGINEERING CO. PRIME ENGINEERING 104


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Other Management Measures

 Training will be provided to personnel for identification, segregation, and management of waste;

 An emergency response plan will be developed for the hazardous waste (and substances)

 All containers of hazardous waste will be labelled appropriately;

 Equipment and material containing asbestos, poly-chlorinated biphenyls (PCBs), and ozone
depleting substances (ODSs) will not be used.

Residual Impact

Even after implementation of the above measures, it is possible that some littering may take place.
Monitoring will be undertaken to minimize the residual impact.

7.7.10 TRAFFIC
Potential Impacts

Following will be the potential impacts from the traffic;

 Disturbance to local community,

Assessment of Potential Impacts

The nearest community settlement is located along the assess road and also 05km from the proposed
tunnel project at various locations. The proposed project final alignment option is to use existing road
along the respective stretches of the road, so all the proposed project related traffic will use existing
road and thus ensuring that the community will be least influenced by the construction vehicle
movement.

Mitigation Measures

 Journey management plan will be developed;


 To the extent possible, peak traffic times will be avoided for project traffic;
 Vehicles will remain confined to defined access;
 Parking at NO PARKING areas shall not be allowed

Residual Impacts

By implementing the above mitigation measures the overall impact will be significantly low, so the
residual impact is low.

7.7.11 WILDLIFE AND HABITAT


Potential Issues

Impacts on wildlife may arise from the following project activities:

 Noise generated from project activities;


 Movement of personnel and vehicles;
 Lights used at the project facilities;
 Clearing of vegetation;
 Improper disposal of wastes;
 Removal of crucial habitats

DOHWA ENGINEERING CO. PRIME ENGINEERING 105


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Likely impacts of these activities can include:

 Temporary migration of mammal and bird from the area


 Accidental killings of wildlife
 Loss of existing habitats i.e. aquatic and terrestrial

Assessment of Potential Impacts

There is no any landuse will be affected due to the proposed project. The construction of the
proposed project, better transport facilities and opportunities will be available to the local communities
and tourism industries.

During the construction activities, there will be possible disturbance to wildlife which will be due to
disturbance and loss of habitat, clearing and levelling of construction site. Wildlife may also be
disturbed due to sensory disturbance from earthwork, blasting, construction; movement of vehicles
and crew personnel. This can possibly result in changes in distribution and abundance.

To minimize the impact, vegetation loss will be kept to an absolute minimum. Cutting of trees will be
avoided. No-hunting and no-trapping policy will be strictly enforced, unless human life is under threat.
Most of the animals in the region are common to the area. Birds are least susceptible to the long-term
impact of temporary activities, as they are highly mobile and tend to avoid areas of project activity.
There are some endangered or vulnerable species are observed in the proposed project area. So, the
overall significant impact but this is temporary nature.

Mitigation Measures

The following mitigation measures will reduce the adverse impact on the wildlife of the project area:

 Vegetation loss will be kept to an absolute minimum. Cutting of large trees will be avoided;

 Compensatory planting for ten trees against each fallen tree of similar floral function will be
followed;

 Compensation for the loss of trees owned by the affected people will be provided;

 Introduction of invasive/ exotic species and native species will be recommended for plantation;

 Animal corridors for the free movement of faunal species, especially, near the wildlife protected
areas, grazing lands, and water bodies will be arranged. Care will also be taken for provision of
crossings for the free movement and access to streams/nullas in the area of influence of the project
during different seasons;

 Open Fires will not be allowed;

 ‗no-hunting, no-trapping, no-harassing‘ policy will be strictly enforced, unless threatening to human
life.

 Uncontrolled discharge of waste of any kind shall be controlled in the area; discharging firearms will
be explicitly prohibited;

 General awareness of the crew will be enhanced regarding the wildlife, through environmental
training, notice board postings, tool box talks etc.;

 The project staff will be educated and instructed to avoid killing. Feeding or harassment of wildlife
will not be allowed;

 Physical disturbance to areas outside the work corridors will be avoided; The total duration of

DOHWA ENGINEERING CO. PRIME ENGINEERING 106


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

activities will be minimized by good management;

 All mitigation measures to minimize noise levels, dust emissions, air emissions, and waste
management required by the EIA will be adhered to;

 Food wastes will not be disposed-off in the open;

 Movement of all project personnel will be restricted to work areas and day time;

 Night travelling will be kept to a minimum.

The proper pathway will be provided at major water bodies for the movement of both terrestrial and
aquatic species in the proposed alignment of ROW project.

Residual Impact

Once the mitigation measures given above are implemented, it is expected that the project will have
lesser significant impacts on the area‘s wildlife.

7.7.12 NATURAL VEGETATION


Potential Impacts

Clearing of or damage to vegetation due to camp road construction activities will occur due to:

 Clearing of land for road tunnel sites


 Clearing of land for camp sites
 Off road travel

Assessment of Potential Impacts

For the establishment of proposed tunnel, road and camps; different areas will be cleared, there are
no any mature trees within the project activity area but few small plants are observed. No rare,
sensitive or vulnerable species are recorded or reported in the study area. To minimize the impact;
camp sites and access routes will be constructed on those areas where vegetation loss may be
avoided and unnecessary damage to vegetation will be avoided. Moreover, the small vegetation will
be removed only in the alignment of tunnel construction while area along the road side will be avoided
for any extra cutting of trees. After the completion the project tree species will be planted as per
ecological conditions of the respective project area. The significance of the impact is reduced and any
loss of vegetation is reversible.

Mitigation Measures

The following mitigation measures will reduce any adverse impact on vegetation:

 Small vegetation clearing from tunnel, road site and camp sites will be kept to a minimum;

 Fuel-wood will not be used during project activities;

 When developing new access roads, and tunnel routes that minimize vegetation loss will be
chosen, avoiding unnecessary damage to vegetation;

 Clearing of land for road site

 Clearing of land for camp sites

 Off road travel

DOHWA ENGINEERING CO. PRIME ENGINEERING 107


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.7.13 SOCIO-ECONOMIC IMPACT


Potential Impacts

Potential sources of positive and meditative impacts on local communities can include:

 Safety and security


 Mobility and transportation
 Project and Community Interface
 Cultural and religious sites
 Archaeological Sites
 Local Economy
 Local Employment.

Assessment of Potential Impacts

Safety and Security: The operations may affect the safety and security of the inhabitants of the areas
in the following ways: conflicts between residents and the construction contractors, carriage of fire
arms on the site will be banned. Community sensitive project planning and implementation as
prescribed through the recommended mitigation measures will minimize the occurrence of any such
impacts. Further project vehicles will use the existing road to extent possible and there will be least
road safety issues.

Mobility and Transportation: The project activities may affect mobility of local women. Project
personnel will be given gender sensitization briefings and will be instructed to respect local norms, the
local culture, particularly in relation to the women folk of the area. Moreover, arrangement of the
workers from the local communities will also help to follow the local norms in better way.

Project and Community Interface: Inter-cultural differences between the project staff from other areas
and the local community could result in frictions.

 To mitigate these issues locals will preferred for unskilled jobs. Also with proper management of the
workforce, it is possible to avoid any complaints.

Cultural and Religious Opportunities: Cultural sites in the form of mosques and graveyards etc.;
exist in the proximity of proposed project area. It will be assured to avoid such places in order to
maintain respect for such places.

Archaeological Sites: There are no documented sites of archaeological, historical, or cultural


significance within the proposed alignment.

Local Economy: There will be positive impact on local economy due to project activities:

 Increased turnover of local businesses and shops due to an increased demand from project
contractors and their employees. During the proposed project activities such as construction,
material such as the gravel, aggregate, steel, cement, sand for site construction will be procured
from local market. General supplies which include camp supplies (food, etc.), fuels and oils etc. will
also be procured from nearest urban areas.

 An increase in the income of locals may occur due to employment in the project.

Local Employment

 Distribution of employment opportunities during construction activities. Local people will be hired for
unskilled jobs. When hiring local people, preference will be given to people living within the close
proximity of project site, as they will be the most directly influenced by the project.

DOHWA ENGINEERING CO. PRIME ENGINEERING 108


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Mitigation Measures

The following mitigation measures will be implemented:

 Limit the social interaction between the workforce and the local communities;

 All vehicle drivers will be trained in community safety aspects. Drivers will be trained in responsible
and safe driving practices; safe speed limits for vehicles will be followed;

 The construction crew‘s interaction with the local population will be minimized.

The project proponent and the contractor will maintain liaison with the local community. The
communities will be informed of the construction activities well in advance.

 There will be no interaction with the local women folk.

 The company will maintain a social complaint register at the site to document all complaints
received from local communities. The register will also record the measures taken to mitigate these
concerns.

 Awareness and cultural inductions to educate the contractor workforce on the requirement of
minimizing social interaction with local communities;

 Project staff will respect cultural norms.

 The non-local project staff will be sensitized to local culture and norms.

 Unnecessary interaction of local population with the non-local project staff will be avoided.

 Residents of the area will be informed at least two weeks before project activities commence.

Maximum number of unskilled and semi-skilled jobs will be reserved for the local communities.

7.7.14 IMPACTS ASSOCIATED WITH OPERATION ACTIVITIES AND MITIGATION


MEASURES

In this section, the environmental and socioeconomic impacts associated with the proposed project
operation activities are discussed. The impacts that are discussed are as follows:

Environmental Impacts

 Air Emissions
 Water Resources
 Green House Gas Emissions
 Hazardous Material
 Ozone Depletion
 Noise
 Wastewater
 Waste Management
 Occupational Health and Safety

7.7.14.1 AIR EMISSIONS


Potential Impacts

DOHWA ENGINEERING CO. PRIME ENGINEERING 109


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Impacts on local air quality may arise from the following project activities:

 Biomass Combustion due to traffic

 Particulate matter emissions results from unburned carbon and impurities in fuels Likely impacts of
these activities can include:

 Deterioration of local and regional air quality

 Respiratory diseases in local community

 Global Warming (Increase in CO2 and NOx in the atmosphere can cause global warming)

 Acid Precipitation (impact on aquatic ecosystem of surface water and ground water through
acidification)

Assessment of Potential Impacts

Road activities can have a major impact on the local and regional air quality. The pollutants can
seriously impair human health and ecological environment and other materials. The emissions include
sulphur dioxide, oxides of nitrogen, carbon monoxide, carbon dioxide, and particulates (which may
contain trace metals). The emission levels depend on the type and size of facility, the type and quality
of fuel and the manner in which it is burned.

 A significant impact will be interpreted if the concentration of pollutants in the ambient air exceeds
the NEQS or recognized international guidelines for ambient air quality such as World Bank and
World Health Organization (WHO) ambient air quality guidelines.

 The impact will also be considered significant if the pollutants emission level as well as the ground
level concentration exceed the values as set out by GB- EPA.

 It is obvious that the transport will be shifted from nearby roads to proposed Project. Still there will
be an increase in transportation. This distribution of traffic will share the air pollution load which will
result in a slight change in existing air quality scenario in proposed project area.

Mitigation Measures

The proposed mitigation measures to reduce the impacts on air quality during the proposed operation
activities are:

 Use of cleaner fuels and if possible, to renewable fuels

 Motivation for proper maintenance of vehicles

 Monitoring of Ambient air parameters (CO, PM10, SO2, and NOx etc.) should be carried out on
annual basis.

Residual Impact

If the mitigation measures are effectively implemented, the residual impact of the proposed activities
on the area‘s air quality is expected to be low in significance.

7.7.15 WATER RESOURCES


Potential Impacts

Proposed activities could affect the area‘s water resources in two ways:

DOHWA ENGINEERING CO. PRIME ENGINEERING 110


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 The surface water bodies may get polluted due to uncontrolled release of contaminated storm
water/road runoff from road surfaces

 The pollution risk from accidental spillage may increase moderately.

Assessment of Potential Impacts

Surface water quality may deteriorate if pollutants are mixed with surface runoff during rain and
carried to water resources in the vicinity. The pollutants associated with the road-runoff include:

 Hydrocarbons such as fuel and polycyclic aromatic hydrocarbons from wear and tear of the road
surface, tires, lubricants leaking from vehicles and from unburnt fuels

 Suspended solids including insoluble heavy metals as colloidal materials

Mitigation Measures

The mitigation measures described below will ensure that the project area‘s aquifer resources are not
significantly affected by project activities.

 In order to discharge rapid removal of storm-water/road runoff, cross slopes and longitudinal
drainage will be provided in the design. Well-designed cross drainage structures limit ponding
across embankments

 Retention basins with reed beds provided in the design will improve the quality of polluted storm-
water/road runoff;

 The surface water quality monitoring will also be carried out at defined intervals

Residual Impact

Water resources may get polluted due to contaminated road runoff on earthen shoulders and
embankments planted with grasses. However, the areas in the immediate vicinity of the proposed
project will be avoided for vegetation due to the risk of contamination. Water quality monitoring will be
carried out as per schedule suggested in the Environmental Monitoring Plan.

7.7.15.1 GHG EMISSIONS


Potential Impacts

Greenhouse gases are released as a result of combustion process. The increase in greenhouse gas
emissions in the atmosphere due to human activities such as combustion and land use change
contributes to the global warming.

Assessment of Potential Impacts

The Kyoto Protocol is an amendment to the United Nations Framework Convention on Climate
Change (UNFCCC) an international treaty on global warming. Ratifying developed countries commit
to reduce their combined greenhouse gas levels. Islamic Republic of Pakistan ratified the United
Nations Framework on climate change in January 1994 and is a party to other international
agreements concerning climate change. Developing countries including Pakistan have no obligation
beyond monitoring and reporting emissions.

Mitigation Measures

There are no generally accepted methods for the mitigation of CO2, emissions. However, one
possible mitigation strategies will be given consideration. This includes;

DOHWA ENGINEERING CO. PRIME ENGINEERING 111


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Carbon sequestration by planting trees near the project vicinity.

 Smoke generating vehicles will not be allowed to travel on the road.

Residual Impacts

CO2 emissions contributes to the global warming however, CO2 emissions from the proposed project
will be considerably less as it is expected that there will be shifting of traffic from the nearby roads
towards proposed Road so overall emissions will be with limited increase.

7.7.15.2 HAZARDOUS MATERIALS


Potential Issues

Although, there will be no use of hazardous material during the operational phase except for cleaning
agent; still oil leakages from the vehicles are expected. Moreover, oil storage at rest areas might be
expected for generators etc. These chemicals have a potential to harm human health and
contaminate soil, surface and groundwater if not handled correctly.

Assessment of Potential Impacts

A significant impact will be interpreted if the hazardous materials are not handled properly. These
chemicals and hazardous materials will be handled following the mitigation measures described
below:

Mitigation Measures

A chemical and hazardous material handling procedure will be prepared that will contain:

 Storage areas for fuels and liquid chemicals will be designed with secondary containment to
prevent spills and contamination of soil and groundwater.

 Labeling will be placed on all storage containers as appropriate to national and international
standards. The labeling will clearly identify the stored materials.

 Supporting information such as Material Safety Data Sheets (MSDS) will be available for all
hazardous materials.

 Disposal of any hazardous material will be according to the MSDS requirements.

Residual Impacts

Implementation of the proposed mitigation measures is not likely to leave any significant impact.

7.7.15.3 OZONE DEPLETION


The proposed project will not use any source of ozone depleting compounds such as Halon,
Chlorofluorocarbons (CFC), Hydrochlorofluorocarbons (HCFC) or any other source which deplete the
ozone layer, so the overall assessment of the impact is significantly low.

DOHWA ENGINEERING CO. PRIME ENGINEERING 112


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.7.15.4 NOISE
Potential Issues

The proposed ROW project may result in increase in noise. The increased noise may be a source of
disturbance to nearby communities.

Assessment of Potential Impacts

Noise sources in the community are mostly intermittent in nature including road traffic specifically
during day times. The NEQS for noise require that the sound level in residential areas should not
exceed 65 dB (A) during the day and 55 dB (A) during the night.

Mitigation Measures

The following mitigation measure will be undertaken in order to further reduce the noise levels.

 The noise producing vehicles will not be allowed to enter in the areas.
 Tree plantation to reduce the effect of noise pollution.

Residual Impacts

Implementation of the mitigation measure proposed above will result in negligible / no residual impact
due to noise on surrounding environment.

7.7.15.5 SOLID WASTE MANAGEMENT


Potential Issues

The solid waste generated during the operational phase of proposed project can pose a health
hazard, pollute soil, surface and ground water if not managed properly.

Assessment of Potential Impacts

 A significant impact will be interpreted if the waste management is not carried out properly;

 which may affect the health of nearby communities, pollution of soil, surface or groundwater:

 The operation of the proposed project will generate a relatively minor volume of solid wastes. This
solid waste will be domestic in nature.

 Domestic waste from the Tunnel and Road activities which will include, waste from kitchen and
general rubbish, recyclable waste such as empty containers, paper, plastics bottles etc.

 All wastes generated from the project will be properly managed by proposed controls discussed in
the following section. The environmental impacts will be minimum after the implementation of the
proposed mitigations.

Mitigation Measures

Key elements of the waste management system will be the following:


 Separate waste bins will be placed for different type of wastes - plastic, paper, metal, glass, wood,
and cotton.

 Recyclable material will be separated at source. The recyclable waste will be sold to waste
contractors for recycling.

 Non-hazardous, non-recyclable wastes such as kitchen wastes will be disposed-off on designated


site.

DOHWA ENGINEERING CO. PRIME ENGINEERING 113


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 No waste will be dumped at any location outside the proposed project boundary.

 Records of all waste generated will be maintained. Quantities of waste disposed, recycled, or
reused will be logged on a Waste Tracking Register.

 Training will be provided to personnel for identification, segregation, and management of waste.

Residual Impacts

Proper implementation of the mitigation measures will ensure that the residual impact from waste is
minimum.

7.7.15.6 OCCUPATIONAL HEALTH AND SAFETY


Health risks and workers safety problems may result at the workplace if the working conditions
provide unsafe and/or unfavorable working environment specifically due to road traffic hazards, air
emissions, unhealthy drinking water, storage handling and transport of hazardous material etc.
Workers will be provided with safe and healthy working environment taking into account risks inherent
to the particular sector and specific classes of hazards in Project area.

Mitigation Measures

Obligatory insurance against accidents for laborers/workers;

 Providing basic medical training, road safety training to specified work staff and basic medical
service during operations

 Firefighting equipment, safe storage of hazardous material, first aid, security, fencing, and
contingency measures in case of accidents

 Provision of adequate sanitation, washing, cooking and dormitory facilities including light up to
satisfaction;

 Elaboration of a contingency planning in case of major accidents;

 Instruct foremen to strictly enforce the keeping out of non-working persons;

 Particularly children, off work sites;

 Adequate signage, safety cones, lightning devices, barriers, yellow tape and persons with flags
during operations to manage traffic;

 There should be proper spill control for Oil spillage / leakage of vehicle;

 Efforts will be made to create awareness about road safety among the drivers;

 Timely public notification on planned construction works;

 Seeking cooperation with local educational facilities (school teachers) for road safety campaigns;

 Provision of proper safety and diversion signage, particularly at urban areas and at
sensitive/accident-prone spots;

 Setting up speed limits;

 Eliminate any unusable impounding of water.

DOHWA ENGINEERING CO. PRIME ENGINEERING 114


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

7.7.16 ENVIRONMENTAL AND SOCIAL BENEFITS


Changes in Land Value

The proposed project is expected to appreciate the current land values of associated villages, towns
and cities. Land owners will have an opportunity to sell their land on increased prices and start new
businesses. This impact will be major positive in nature.

Employment

The project will generate directly hundreds of jobs during the construction phase of the project. The
project operational phase will also generate new jobs. Most of these vacancies will be filled by
Pakistani nationals as well as locals.

 Similarly, the construction and operation of the project will create far greater number of indirect
income resources for example income resource for transporters for the transportation of the
materials, procurement of goods from local market etc.

 Overall the proposed project will have a very positive impact on the employment opportunities in
Pakistan.

Plantation Plan

The two plantation plans have been recommended as ―Minimum Requirement‖ with 1 row of plants on
each side of the road, and, ―Desirable Requirement‖ with 2 rows of plants on each side of the road.
Details of both the plans are given below:

Minimum Requirement

Two rows of plants (one row on each side) will be raised of the proposed Tunnel and access road.
Plant to plant distance will be kept as 2 meters, so there will be 500 plants in one row of one Km
length. Total road stretch is approximately 41.5km in length; therefore, number of plants to be raised
on both sides (one row on each side) will be 41,500.

Desirable requirement

Four rows of plants (two rows on each side) will be raised of the proposed Tunnel and access road.
Therefore, the number of plants, which can be raised along the entire length of the Tunnel and access
road are (41,500 x 2) 83,000.

1) These plants are to be planted along the access road and within the loops. Native species would
be planted and no invasive/ exotic species would be introduced.

2) As per recommendation of District Forest officer (Astore), he wants to introduce native species
related to the area on the row.

3) The cost of raising one-kilometer (1000 meter) length of plantation, with 500 plants in one row,
has been estimated as Rs. 71,920/- including price of plants, earthwork, procurement of manures,
continued supply of water to young plants throughout the year and its maintenance one (1) year.

4) Based on estimated costing for minimum requirement the total cost would be Rs. 5,969,360/- and
for desirable requirement the total cost would be Rs. 11,938,720/- for 41.5km long access road
(from shounter to Gorikot).

DOHWA ENGINEERING CO. PRIME ENGINEERING 115


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Landscape

The proposed project of Shounter Tunnel and access road passes through two Districts, Astore of
Gilgit Baltistan and Neelum of Azad Jammu & Kashmir (AJ&K). The project area consists mainly of
hilly terrain with steep slopes having some patches and strips of flat land being used for settlements
and agriculture. Some residents have converted the gentle slopes into terraces, where crops are
grown and orchards are raised. The interventions of the shounter tunnel project are not likely to
impact the topography of the area on a large scale except for those areas which will be submerged in
the tunnel and where the physical activities of excavation, digging and movement of heavy machinery
will take place. Similarly, areas where excavated material from tunnels will be disposed, dumped or
stored will be negatively affected. The proposed shounter tunnel access road is existing road.
However, after the construction of proposed project, the landscape of the project area will be changed
in terms of better road infrastructure, construction of bridges and planned plantation of trees along the
RoW. This will temporarily change the landscape of the project area due to loss of little agricultural
land and some small shrubs but at the same time will have a positive impact in terms of socio-
economic development of the project area.

Community Development

Improved community infrastructure will promote new business opportunities. In addition, such an
activity will also increase the land value that will benefit the local residents. This impact will be
permanent and major positive in nature.

DOHWA ENGINEERING CO. PRIME ENGINEERING 116


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-8 ENVIRONMENTAL MANAGEMENT PLAN (EMP)


The potential environmental impacts are identified from the planning stage of proposed project
through the Environmental Impact Assessment (EIA) process. The EIA has identified potential
impacts that are likely to arise during the project. The EIA has examined in detail both negative and
positive impacts at each stage of the project covering both construction and operations phase. To
minimize the effects of adverse impacts the EIA has recommended mitigation measures. These
mitigation measures include the use of alternative technologies, management and physical controls,
or compensation in monetary terms. The proposed mitigation measures have been based on the
understanding of the sensitivity and behavior of environmental receptors in the project area, the
legislative controls that apply to the project and a review of good industrial practices while operating in
similar environments. For residual impacts (impacts remaining after applying the recommended
mitigation measures) and for impacts in which there can be a level of uncertainty in prediction at the
EIA stage, monitoring measures have been recommended to ascertain these impacts during the
course of the project.

 For effective implementation and management of the mitigation measures an Environmental


Management Plan (EMP) has been prepared. The EMP satisfies the requirement of the Gilgit
Baltistan Environmental Protection Department Review of Initial Environmental Examination and
Environmental Impact Assessment Regulations, 2000.

 The EMP is a tool that serves as to manage environmental impacts and specifically focuses on
implementation of mitigation measures in its true sense against likely environmental impacts.

8.1 PURPOSE AND OBJECTIVES OF THE EMP

The primary objectives of the EMP are to:

 Achieve NHA Corporate HSE goals;

 Facilitate the implementation of the mitigation measures identified in the EIA;

 Define legislative requirements, guidelines and best practices that apply to the project;

 Define the responsibilities of the project proponent;

 Define a monitoring mechanism and identify monitoring parameters in order to: Ensure the
complete implementation of all mitigation measures.

 Ensure the effectiveness of the mitigation measures.

 Define requirements for environmental monitoring and auditing.

 Provide a mechanism for taking timely action in the face of unanticipated environmental situations;

 Identify training requirements at various levels.

8.2 COMPONENTS OF THE EMP

The EMP consists of the following:

 Legislation and guidelines

 Organizational structure; roles and responsibilities

DOHWA ENGINEERING CO. PRIME ENGINEERING 117


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 Monitoring / Management plan

 Environmental monitoring

 Communication and documentation

 Change management Plan

 Training programme

8.3 LEGISLATION AND GUIDELINES

The EIA has discussed national and international legislation and guidelines that are relevant to the
project; proponent will ensure that the project is conducted in conformance to the project proponent
corporate environmental policy, national legislation and relevant international conventions and that
guidance is sought from national and international guidelines. Project proponent will also ensure that
its key project management staff and all its assigned contractors are aware of these legislation and
guidelines prior to the start of project activities. The details on national and international legislation
and guidelines are given in Chapter 2 of the report.

8.4 ORGANIZATIONAL STRUCTURE AND RESPONSIBILITIES

This section provides an organizational structure for environmental management during the proposed
project operation and defines the roles and responsibilities of the various players for the duration of
the project. The proposed project includes the following organizations: NHA as the project proponent
and owners of the EMP;

 Project construction contractor(s) as executors of the EMP during construction phase of the project;

 Operation & Maintenance (O&M) team as executor of the EMP during the operational phase of the
project.

These organizations will have the following roles and responsibilities during the project.

8.5 ROLES AND RESPONSIBILITIES OF NHA

National Highway Authority (NHA) as project proponent will be responsible for ensuring the
implementation of the EMP. NHA will be responsible for the overall environmental performance of the
project. Project proponent will monitor the environmental performance of the project to ensure that the
project is carried out in accordance with governing legislation, project proponent corporate policies
and recommendations of this EIA. Details of specific NHA personnel involved in the project are given
below:

Project Director: Project Director will be responsible for the successful implementation of the Project.
He will be assisted by the Supervision Consultants. Project Director will have a Deputy Director for the
said project.

Director (Environment, Social and Land/Resettlement): The Director (Environment) will be the overall
Incharge for handling NHA‘s obligations with respect to the EMP. The Director (Environment) will
depute one Deputy Director (Environment) for the Project, who will be responsible for ensuring that
the provisions of the EMP and Site-Specific Environmental Management Plan (SSEMP) are
implemented. Deputy Director (Environment) will be assisted by Assistant Director (Environment) for

DOHWA ENGINEERING CO. PRIME ENGINEERING 118


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

the execution of Environmental Management Plan (EMP) for the Project. Deputy Director (Social and
Land/Resettlement) will be responsible for the land acquisition and resettlement related issues.

The responsibilities of Director (Environment) may be briefly described as follows:

 To coordinate with regulatory agencies including EPA, EIA consultant, local NGOs, that could
assist the NHA in independent reviews of environmental and social compliance;

 To supervise environmental and social assessment reports, and provide substantial inputs and
guidance to the EIA consultant;

 Supervise Project design consultant to get the approval of EIA from the EPA Gilgit Baltistan;

 To ensure that the design consultant has incorporated all the mitigation measures proposed for the
design phase in the design and included in the contract documents;

Roles and Responsibilities of Contractors

NHA will appoint design consultants, supervision consultants, construction contractor(s) for the
construction, testing and commissioning of the proposed project including the auxiliary facilities.

Design Consultant: Design consultant will ensure that all the mitigation measures designated for the
design phase are incorporated in the design and included in the contract documents.

Supervision Consultants: Supervision consultants appointed by the Project Director (NHA) will be
headed by a ―Project Manager‖. Supervision consultant along with his team will supervise the Project
contractors to ensure quality of work and fulfilment of contractual obligations. The Supervision
Consultant (SC) will provide one Environmental Specialist/ Monitoring Consultant (MC) who will:

 Ensure that all the environmental and social parameters/provisions comply with the applicable
standards;

 Ensure that day-to-day construction activities are carried out in an environmentally sound and
sustainable manner;

 Organize periodic environmental training programs and workshops for the Contractors‘ staff and
NHA site staff in consultation with the NHA; and

 Develop ―good practices‖ construction guidelines to assist the Contractors and NHA staff in
implementing the EMP;

 Assist NHA as required in developing the bi-annual environmental monitoring reports;

 Assist NHA in reviewing the SSEMP developed by the contractor.

Construction Contractor: EMP will be made a part of the contract agreement and the contractor will
ensure that all Project activities are in compliance with the EMP and NEQS.

Operations and Maintenance (O&M) Contractor: Similarly, Operations and Maintenance (O&M)
team will be appointed during operational phase of the project. These contractors will be responsible
for implementation of, or adherence to, all provisions of the EMP and with any environmental and
other codes of conduct required by project proponent. Overall responsibility for environmental
performance of the operation will be the liability of the senior management of the contractors. Site
managers of the contractors will be responsible for the effective implementation of the EMP.

DOHWA ENGINEERING CO. PRIME ENGINEERING 119


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Contractual Provisions: Adherence to the requirements of the EIA, EMP and GBEPA provided NOC
in terms of environmental mitigation will be required from all project contractors and suppliers and
thus EMP will form part of their contracts with project proponent.

8.6 PLANNING AND DESIGN OF THE OPERATION


Design of the Operation

Design and operations of the proposed project have been described in Chapter 3 of the EIA report.
Following approval of the EIA, if any aspect of the operations or requirements of the EIA need to be
changed, project proponent will categorize that change in accordance with the Change Management
Plan provided in following sections of this EMP and take appropriate measures thereon.

Approvals

Obtaining No Objection Certificate (NOC) from Gilgit Baltistan Environment Protection Agency
(GBEPA) will not relieve the proponent or its appointed contractors or suppliers of any other legal
obligations and hence the proponent and its contractors and suppliers will obtain all other relevant
clearances and necessary approvals required by the Government of Gilgit Baltistan prior to
commencing the respective operations. The Deputy Director (Environment) will sustain a working
partnership among the NHA, EPA Gilgit, Forest and Wildlife Dept. and other organizations.

8.7 IMPLEMENTATION OF THE EMP


Co-ordination with Stakeholders

Project proponent will ensure that co-ordination required with the project stakeholders on
environmental and social matters as required by the EMP is maintained throughout the operation.

Environmental Management Systems

Project proponent and the contractors will ensure that the mitigation measures mentioned in the EIA
are adhered to and organizational Environmental Management Systems are implemented during the
proposed project. The contractors will abide by the relevant contractual provisions relating to the
environment.

Monitoring

The EPA will be overall monitoring of the project activities. Project proponent and its contractors will
ensure that monitoring of the project activities is carried out according to the monitoring programme
given in the EMP.

Change Management

The EIA recognizes that changes in the operation or the EMP may be required during the construction
& operation activities and therefore provides a Change Management Plan (incorporated in next
sections) to manage such changes.

Emergency Procedures

Project proponent and its contractor will prepare and maintain contingency plans to deal with any
emergency situation that may arise during the construction or operation phase e.g. fire, major oil
spills, and medical evacuation and communicate these to the regulatory agencies if and when
required by these agencies. Emergency plans will be in accordance to project proponent internal
procedures.

DOHWA ENGINEERING CO. PRIME ENGINEERING 120


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Approvals

The project contractors will be responsible for obtaining all relevant approvals from project proponent
such as approvals for waste contractors and others as specified in the environmental management
and monitoring plan.

Training

Project proponent and its contractors and suppliers will be responsible for the selection and training of
their staff which shall be capable of completing the project activities in an environmentally safe
manner. Project proponent and its contractors and suppliers will be responsible for providing induction
to their staff members on the EIA, the EMP and their implementation provided in the EMP. The
contractors will be responsible for providing awareness training on potential environmental issues of
the project to all personnel at site. In addition, trainings on medical evaluation, emergency
preparedness and implementation of EMP will also be covered during the training.

Communication and Documentation

For effective monitoring, management and documentation of the environmental performance during
the construction and operational phase of the project, environmental matters will be discussed during
meetings held on-site. Environmental concerns raised during the meetings will be mitigated after
discussions between project proponent and the contractors. Any issues that require attention of
project proponent higher management will be communicated to them for action. Project proponent
and its contractors will ensure that the communication and documentation requirements specified in
the EMP are fulfilled during the project.

Restoration

Project proponent will ensure that the restoration of the site after the end of construction activities and
after the useful life of proposed project is carried out according to the requirements of the EIA and
EMP.

Audits

Project proponent and its contractors and sub-contractors will carry out periodic audits/inspections of
all project activities regarding their effects on the surrounding environment. The contractors will take
account of any recommendations relating to the activity/operation arising during the monitoring, with
the prior consent of the proponent.

8.8 ENVIRONMENTAL MANAGEMENT PLAN

The Environmental Management Plan (EMMP) will be used as a management and monitoring tool for
implementation of the mitigation measure identified by the EIA. The purpose of monitoring is to ensure
that the impact is within the predicted limits and to provide timely information if unacceptable impact is
taking place. The scope and frequency of the monitoring depends on the residual impacts identified in
Chapter 7 of the report. To address the mitigation measure and monitoring requirement identified in
EIA, a management plan is developed. It ensures that the project is designed, constructed,
maintained and implemented in the manner described in the EIA. A detailed monitoring plan is
discussed in following tables. These tables list all the impacts of project components and their
associated mitigation measures identified in the EIA. For each component, the following information is
presented in the plan:

 The required mitigation measures recommended in EIA.

 The person/organization directly responsible for adhering to or executing the required mitigation

DOHWA ENGINEERING CO. PRIME ENGINEERING 121


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

measures.

 The person/organization responsible for ensuring and monitoring adherence to mitigation


measures.

 The parameters which will be monitored to ensure compliance with the mitigation measures.

 The timings at which the mitigation or monitoring has to be carried out.

Project proponent will hold primary and overall responsibility for ensuring full implementation of the
EMP. The Environmental Management Plan has been provided separately for pre-construction,
construction and operations phase of the proposed project activities in Table-49, Table-50 and Table-
51 respectively.

DOHWA ENGINEERING CO. PRIME ENGINEERING 122


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 49- MANAGEMENT AND MONITORING PLAN – DESIGN /PRE-CONSTRUCTION PHASE

Sr. Project Activity Impacts Mitigation Responsibility


1 Alignment selection Accidents due to improper design  Avoid sharp curves/turns in the design; DC, NHA, EPA
some small shrubs cutting  Ensure minimum tree cutting and vegetationclearance
during alignment selection;
Wild life habitat may be disturbed
Road roughness producing sounds  Selection of the route with minimum dislocation/
perturbing the fauna in the natural  Proper signage while passing through animal, aviary
habitat of areas areas.
 No horn signage.
 Incorporate technical design features to minimize
2 Public and Cultural Disturbance to people visiting public  Incorporate technical design features to minimize DC, NHA, EPA
Properties
The Project construction activities to avoid
anyinterference to cultural & heritage sites,
 In case of unavoidable interference prior
 notification and
3 Shifting of Public Utilities Disturbance and interruption to the  Incorporate technical design features to minimize DC, NHA, EPA
public may occur
There is no any structures exist within ROW.
4 Identification of sites for Disturbance to the public may occur  Construction camps will be located away from DC, NHA, EPA
Construction camps, asphalt Some small shrubs cutting may be The local communities & cultural sites. Asphalt,
& batching plants and involved for the
crushers.
Construction of camp site, asphalt and
Batching and crushing plants (if required) must be DC, NHA, EPA
batching plant sites. installed in the downwind direction from residential areas
and agricultural land.
5 Excavation of Earth Soil erosion and contamination, Loss of Agricultural areas will be avoided for borrowing of DC, NHA
top layer of soil and Air quality may also materials, unless requested by the landowner for
deteriorate during excavation lowering the land;
Contractor needs to obtain approval for excavation and
for plan of rehabilitating the site after excavation;
Identify locations where excavated material would be
utilized.
DC- Design Consultant, NHA - National Highway Authority, EPA – Environmental Protection Agancy

DOHWA ENGINEERING CO. PRIME ENGINEERING 123


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 50- MANAGEMENT AND MONITORING PLAN – CONSTRUCTION PHASE

Sr. Project Activity Impacts Mitigation Responsibility


1 Tunnel construction Proper spoil disposal To the extent possible reuse spoils as CC, SC, NHA, EPA
embankment /sub grade or other suitabale
facilities according to area Consultation with
local government and community as to reuse
spoils for urban or community infrastructure
construction
Potential impact on drinking water, Proper disposal of remain spoils in the identified CC, SC, NHA, EPA
safety for villagers, Blast impact on spoils sites. Geological advanced probe boring
community safety concern and impact and prediction will be adopted. Grouting will
on wildlife used to seal the leakage, and water discharge
will limit. Tunnel liner will be timely and properly
installed. Sedimentation and filtration ponds will
be adopted at tunnel construction sites to treat
wastewater before discharged to nearby
irrigation ditches Strictly follow blast operation
and safety codes. Prior notice will be
announcement to local community Prior safety
inspection of nearby buildings for determination
of blasting method and dosage. Strengthening
and relocation of buildings if necessary.
Presplitting blasting, perimeter blasting and
millisecond blasting technique will be used for
tunnels in sensitive areas to minimize blasting
impact on wildlife Blast time arranged in day
time to minimize disturbance on wildlife.
2 Tunnel excavations: Fossil finds may be disturbed Finding of mineralized zones & fossil finds along CC, SC, NHA, EPA
Blasting operations Disturbance of rock formation, rock the tunnel alignment will be brought to the notice
Extraction of materials movements and fragmentation of the Department of Geology and Mining of the
State Government for directions from their end
Procurement of boulders from authorized
suppliers

DOHWA ENGINEERING CO. PRIME ENGINEERING 124


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


3 Earth-stone excavation, Loss of vegetation Woodland take will be conducted in compliance CC, SC, NHA, EPA
borrowing Soil erosion issues with relevant laws. Top soil to be reserved for
future reclamation. Temporary drainage system
will be built during dumping operation.
Cutting/filling slopes will be timely protected with
engineering or green education on
environmental protection and identification of
key Slopes, borrow / disposal sites, stations and
green belt along the alignment. Protected plants
will be provided to construction personnel.
Education on environmental protection and
identification of key
4 Crushers, asphalt and Impact on air Noise disturbance Crushers, asphalt and Batching Plants should CC, SC, NHA, EPA
Batching Plants Location including vibrations be sited sufficiently away from settlements and
agricultural operations or any commercial
establishments. Such plants will be located at
maximum distance away from the nearest
village/settlement preferably in the downwind
direction. The Contractor shall submit a detailed
lay-out plan for all such sites and approval of
Environmental Expert of CSE 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 and
batching plants will comply with the
requirements of the relevant current emission
control legislations for all such plants shall be
submitted to the CSE and Environmental Expert.
The Contractor shall not initiate plant/s operation
till the required legal clearances are obtained
and submitted.
5 Site clearing /leveling Loss of vegetation may occur Soil  Unnecessary clearing of outside the working CC, SC, NHA, EPA
erosion & areas will be avoided and shall be strictly
prohibited

DOHWA ENGINEERING CO. PRIME ENGINEERING 125


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


▪ Soil and surface water  Assure minimum disturbance to native flora CC, SC, NHA, EPA
pollution/contamination. during construction especially where the
asphalt, batching and crushing plants will be
installed;
 Use erosion control measures such as hay
bales, berms, straw, or fabric barriers;
 Re-vegetate with recovered plants and other
appropriate local flora immediately after
equipment is removed from a section of the
site.
6 Construction crews and Construction and operation of crew  Explore off-site accommodation for crew. CC, SC, NHA, EPA
camps camps may pollute the surface & Keep camp size to a minimum.
groundwater Workers may rise conflicts  Avoid as much clearing of vegetation as
with the locals possible, define footpath for crew;
 The contractor will provide plan for removal
and rehabilitation of site upon completion;
 Photographs will be taken before any activity
to record the conditions of site at locations
that are likely to undergo soil erosion. Similar
photographs will be taken after restoration,
where applicable.
 Provide proper solid waste disposal facilities
at camp.
 Provide proper sanitation facilities.
 Maintain emergency response system;
 Strictly prohibit poaching, and cutting of trees
 Drinking water should meet the NEQS and
WHO Guidelines;
 Movement of all project personnel will be
restricted to work areas
 Wildlife protection rules will be included in the
Camp Rules.
 Ensure that a ‗no-hunting, no-trapping, no-
harassing‘ wildlife policy will be strictly
observed, unless threatening to human life.

DOHWA ENGINEERING CO. PRIME ENGINEERING 126


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


7 Excavation, Soil erosion.  Identified quarry sites and borrow pit sites to CC, SC, NHA, EPA
be exhausted, reinstated and rehabilitated
before opening other sections.
8 acquisition work, Air pollution: aerial emission of dust Exhausted quarries to be backfilled. Limit earth CC, SC, NHA, EPA
transportation and storage Noise, Land degradation Loss of land movements to dry season. Borrow pits should
of raw materials value at raw material sites and be rehabilitated. Balance cut and fills to avoid
stockpile. Loss of vegetation. deposition. Material from borrow site should be
directly transported and deposited to the site
where it has to be used. Stockpiles should be
positioned and sloped to create least visual
impact.
No foreign material generated or deposited
should remain on the site after completion of the
activity and the areas affected by stockpiling
should be reinstated. Dust emission Sensitize
workforce. Maintain work equipment.
Destinations during transportation. Loads shall
have appropriate cover to prevent spillage and
contractor should be responsible for any clean
up resulting from any failure. Contaminated
water should be collected, stored and disposed
off at the designated site of liquid fuel and oil at
storage area.
9 Handling/transportation of Toxicity, soil contamination and air Prevent dumping of hazardous materials CC, SC, NHA, EPA
hazardous materials pollution are the major impacts which especially near seasonal nullahs. Proper
may occur by mishandling of hazardous labelling of containers, including the
waste. identification and quantity of the contents,
hazard contact information etc. Emergency
Response Plan is prepared to address the
accidental spillage of fuels and hazardous
materials Immediate collection of spilled
oils/fuels/lubricants through collection of
contaminated soils and skimming oils from
surface water through appropriate technologies.

DOHWA ENGINEERING CO. PRIME ENGINEERING 127


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


10 Waste Management Solid waste may be generated from the Fenced storage area with paved floor. Separate CC, SC, NHA, EPA
active construction sites and also from bins will be placed for different type of wastes -
the camp sites plastic, paper metal, glass, wood, and cotton.
Recyclable material will be separated at source.
The recyclable waste will be sold to waste
contractors An emergency response plan will be
developed for the hazardous waste and
substances. On-site audits of the waste
management will be undertaken on a regular
basis during the period of project activity logged
on a waste tracking register. Records of all
waste generated during the project activity
period will be maintained. Quantities of waste
disposed, recycled, or reused will be Training
will be provided to personnel for identification,
segregation, and management of waste. No
waste will be dumped at any location
11 Hydrology and drainage Soil erosion Accidents Water pollution Tunnel and Roads design and related activities DC, CC, SC, NHA, EPA
not to encroach on environmentally sensitive
areas such as wetlands. Replant road reserve
with grass or stabilizing shrubs to prevent soil
erosion. Design adequate culverts for all
crossings to accommodate peak runoff from
effective catchments.

DOHWA ENGINEERING CO. PRIME ENGINEERING 128


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


12 Traffic control Traffic jams and congestion may take Efforts should be made to accommodate the CC, SC, NHA, EPA
place and cause inconvenience to the traffic along the road as far as practically
people where the construction will take possible. Provision of signboards directing the
place especially at the sites for bridges, drivers about the diversion. Providing and
and culverts etc. maintaining traffic management comprising
diversion warning, guiding and regulatory
signage, channelizes and delineators, lightening
etc. Contractor staff should be trained and put
on the duty to manage the traffic during the
construction activities taking place along the
road; Movement of vehicles carrying
construction material should be restricted;
Availability of continuous services of police for
traffic control especially at diversions in urban
areas. Max. allowable speed for heavy
machinery on the site should not exceed than 20
km/ hr.

DOHWA ENGINEERING CO. PRIME ENGINEERING 129


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


13 Worker’s Health &Safety Health problems or immediate risk may Providing basic medical training to specified CC, SC, NHA, EPA
take place. work staff and basic medical service and
Occupational health of workers and supplies to workers; Layout
community may be affected. plan for camp site, indicating safety measures
taken by the contractor, e.g. firefighting
equipment, safe storage of hazardous material,
first aid, security, fencing, and contingency
measures in case of accidents;
Work safety measures and good work man ship
practices are to be followed by the contractor to
ensure no health risks for laborers. Protection
devices (ear muffs) will be provided to the
workers operating in the vicinity of high noise
generating machines. Proper maintenance of
facilities for workers will be monitored. Provision
of protective clothing for laborers handling
hazardous materials, e.g. helmet, adequate
footwear for bituminous pavement works,
protective goggles, gloves etc.; Ensure strict use
of wearing PPE during work activities.
Timely public notification on planned
construction works. Close
consultation with local communities to identify
optimal solutions for diversions to maintain
community integrity & social links. Provision of
proper safety signage at sensitive/accident
prone spots.
14 Running of asphalt mixing Air Pollution, Dust generation from All equipment, generators, and vehicles used CC, SC,EPA
plants, crushers construction machineries during the project will be properly tuned and
maintained in good working condition in order to
minimize exhaust emissions. Imposing
speed limits and encouraging more efficient
traffic management will reduce the dust
emissions. All
project vehicles will be checked regularly to
ensure that engines are in sound working
condition and are not emitting smoke.

DOHWA ENGINEERING CO. PRIME ENGINEERING 130


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


15 Implementation of Plantation Clearing of vegetation and trees from Afforestation activities will be conducted on both CC, SC, NHA, EPA
Plan the area sides of the road. The vegetation will only be
cleared from the road site if required.
16 Slope Failure/Landslide Clearing and levelling for tunnel and The Hard Engineering (Protection wall, Check CC, SC, NHA, EPA
road construction, drawing, Diversion channels, Breast walls,
Physical scarring of the landscape, Surface drains and Retaining walls
Accelerated soil erosion, Disturbance Bio-Engineering (Contour watling, Hedges
caused by the earthquake and laying and Bruch hedge laying),
aftershocks, Reconstruction and Soil Cover (Vegetative cover by synthetic
rehabilitation activities and Aggravated materials, Reforestation and Green grid with
the landslides etc. plantation, Preventive Measure
(Fencing/Hedging, By-passing of road, ceasing
the construction, cutting to reduce load and
Slope creeping approaches are apply for slope
stabilization in the area,
17 Socioeconomic /Local Community disturbance Community All community grievances will be recorded and CC, SC, NHA, EPA
community awareness Skilled and un-skilled jobs maintained in a Community Complaint‘s
for local community. Register. In addition to this close liaison will be
maintained between the community and the site
representatives of project proponent throughout
the project activities. Maximum number of
unskilled and semi-skilled jobs will be reserved
for the local communities.
Awareness and cultural inductions to educate
the contractor workforce on the requirement of
minimizing social interaction with local
communities; Unnecessary interaction of local
population with the non-local project staff will be
avoided. Discharging firearms will be explicitly
prohibited. Communities will be informed about
the project activities and possible disturbance in
advance.

DOHWA ENGINEERING CO. PRIME ENGINEERING 131


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


18 Landscaping, Land degradation. Abandoned borrow All materials from stockpile areas to be removed CC, SC, EPA
Decommissioning and pits. Proper disposal of stockpile and
and the area to be landscaped. All waste and
rehabilitation of raw material spoil areas. surplus materials at spoil areas to be collected
sites. and disposed at designated places and not
dumped within the road reserve. Replant
vegetation on reserve, diversion route upon
completion Quarry pits to be covered with soil
and thus creating farming land.
CC - Construction Contractor, SC - Supervision Consultant, NHA - National Highway Authority, EPA – Environmental Protection Agancy

DOHWA ENGINEERING CO. PRIME ENGINEERING 132


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 51- MANAGEMENT AND MONITORING PLAN – OPERATIONAL PHASE

Sr. Project Activity Impacts Mitigation Responsibility


1 Tunnel Operation Proper spoil disposal Monitoring the effectiveness of the pollution attenuation NHA
barriers, if there is any, will be taken up thrice in the
operation period.
Tunnel ventilation systems shall have suitable noise
control measures incorporated into their design to
reduce mechanical noise to acceptable levels in the
surrounding community.
Depending on the results of noise monitoring, installation
of acoustical treatment to the first few meters (i.e., < 15
m) of the tunnel portal shall be implemented as
necessary.
2 Road Deterioration of roads and associated Monitor and maintain drainage structures and ditches NHA
structures and accidents of hazardous including culverts. Clean out culverts and side channels
material. when they begin to fill with sediment and lose their
effectiveness. Fill mud holes and potholes with good
quality gravel; remove fallen trees and limbs obscuring
roadways. Monitoring and cleaning of concrete pads,
drains, and oil/water pits in areas where vehicle and
equipment maintenance and fueling occur.
3 Damaged drainage Harmful environmental impacts resulting Routine monitoring of drainage system and erosion NHA
from damaged drainage or uncontrolled control at least twice a year.
erosion
4 Pollution Monitoring The periodic monitoring of the ambient air quality, noise NHA
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 project proponent.
5 Noise emission Noise pollution will be monitored as per monitoring plan NHA
at sensitive locations. Noise control programs are to be
enforced strictly.
6 Waste Management Generated waste resulting from various Provide appropriate options for waste management. NHA
operations. Oil pollution. Assess opportunities for reducing solid waste generation
in particular of hazardous and undesirable materials (oils
and grease). Dumping of oil residuals and any other
waste to be done in designated areas only. Encourage

DOHWA ENGINEERING CO. PRIME ENGINEERING 133


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Sr. Project Activity Impacts Mitigation Responsibility


segregation of waste from the source and use the 3R
waste management approach: Reduce, Reuse and
Recycle. Design provisional waste material storage for
the sorted-out waste at the site (e.g. spoil area).
7 Road Safety Increase of road and related accidents. Maintain provisions for road safety e.g. through installing NHA
Occupational injuries. signage and awareness information on road condition
such as black spots etc. Encroachments upon road
reserve to be avoided. Provide facilities for accidental
spillages to combat risk. Enforcement of speed limits,
installation of speed guns and enforcement of penalties
for the violators.
NHA - National Highway Authority

DOHWA ENGINEERING CO. PRIME ENGINEERING 134


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

8.9 COMMUNICATION AND DOCUMENTATION

An effective mechanism for storing and communicating environmental information during the project is
an essential requirement of an EMP. The key features of such mechanism are:

 Precise recording and maintenance of all information generated during the monitoring

 Communicating the information to a central location

 Processing the information to produce periodic reports

 Providing information and answering queries on monitoring originating from various researchers
and stakeholders.

8.9.1 MEETINGS AND REPORTING

 The purpose of the meetings will be to present the environmental management plan to the senior
staff of the project team, contractors and stakeholders and discuss its implementation.

 Meetings will be held to discuss the environmental conditions of the operation, non-compliances
noted by the field supervision consultant (Environmental Engineer), and their remedial measures.
Minutes of the meeting will be recorded in the form of action tracking register.

 The purpose of the meeting will be to review the weekly or monthly performance of the project
activities by reviewing the number of non-conformances and the environmental incidents that
occurred during the week/month.

 Weekly and monthly reports will be communicated to the project proponent management and
senior members of the contractors.

 The report will include:

o Summary of weekly/monthly project activities.

o Non-compliances observed and mitigation measures taken or required.

8.9.2 GENERAL GUIDELINES FOR REPORTING

A report to be submitted should generally contain details incorporating the following salient:

 The general progress of the report.

 It includes the environmental incidents (if any) e.g. spills, accidents etc.

 Progress of any environmental initiative taken e.g. energy savings, recycling etc.

 Records of any environmental monitoring. Both – observational and instrumental.

 Conclusions and recommendations (if any required).

8.9.3 SOCIAL COMPLAINTS REGISTER

The project proponent Field Environmental Representative will maintain a register of complaints
regarding environmental issues received from local communities and measures taken to mitigate
these concerns.

DOHWA ENGINEERING CO. PRIME ENGINEERING 135


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

8.9.4 CHANGE RECORD REGISTER

All changes to the EMP or the project will be handled through the Change Management Plan provided
in Section 8.13 of the EMP. These changes will be registered in a Change Record Register.

8.9.5 PHOTOGRAPHIC RECORD

Project proponent will maintain a photographic record of all areas to be used during the project. As a
minimum the photographic record will include the photographs of project areas prior to and after
activities (restoration). Project proponent will ensure that a photographic record including the following
is maintained.

 All areas used by the project activities; before use, during use and after restoration

 Key non-compliances

 Key project activities

8.9.6 AUDIT REPORTS

Project proponent will hire independent firm for auditing. Funding Agency and EPA Gilgit Baltistan can
also condut audit as independent party from proponent.

Environmental Monitoring and Reporting

Environmental monitoring can be categorized into two types; 1) - compliance monitoring and 2) -
effects monitoring. The environmental monitoring programme is summarized in table-51 which
identifies the roles and responsibilities of project monitoring, further described in detail in following
section.

8.9.7 COMPLIANCE MONITORING

Compliance monitoring will be carried out to ensure compliance with the requirements of the EIA. The
objectives of the EIA compliance monitoring will be to:

 Systematically observe the activities undertaken by the contractors or any other person associated
with the project.

 Verify that the activities are undertaken in compliance with the EIA and other conditions identified
by project proponent.

 Document and communicate the observations to the concerned person(s) at project proponent so
that any corrective measures, if required, can be taken timely.

 Maintain a record of all incidents of environmental significance and related actions and corrective
measures.

Compliance monitoring will be the responsibility of all teams involved in the project activities i.e.
Project proponent and the contractors. Project proponent staff and contractors will carry out the
inspections on a set frequency.

8.10 EFFECTS MONITORING

DOHWA ENGINEERING CO. PRIME ENGINEERING 136


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

To monitor actual impacts of the project on selected sensitive receptors so that impacts not
anticipated in the EIA or impacts which exceed the levels anticipated in the EIA can be identified and
appropriate mitigation measures can be adopted in time. This objective will be achieved through
effects monitoring.

 Considering the environmental conditions of the project area and the assessment of potential
impacts of the project made in the EIA, the following environmental parameters will be monitored at
locations identified during the construction phase (e.g. location of asphalt plants, construction
camps etc.).

 Considering the receptors with less environmental impact, the proposed location is tentative and
based on current field survey finding, situation may vary at the time of construction.

 Air Quality Monitoring – Air quality monitoring will be done during the construction and operation
phase of the project at the representative locations. Ambient air quality parameters will include:
NOX, SOX, CO, PM10, and Smoke.

 Water Quality Monitoring – Ground and surface water quality monitoring will be done during the
construction and operation phase of the project at the representative locations.

 Groundwater Quality Parameters: Total Coliforms, Total Colonial Count, Fiscal Enterococci, pH,
TDS, Total Hardness, Nitrate, Chloride, Sodium.

 Wastewater Quality Parameters: pH, DO, TSS, Alkalinity, BOD5, COD, Turbidity.

 Noise Monitoring - The monitoring will be carried out at key locations covering all receptors.

8.10.1 MONITORING ROLES AND RESPONSIBILITIES

Funding Agency and EPA Gilgit Baltistan will be overall monitoring as per EMP. The project staff
engaged in social and environmental monitoring is listed below, followed by descriptions of the
monitoring responsibilities specific to each post:

 Deputy Director Environment

 Supervision Consultants

Monitoring Plan has been provided separately for pre-construction, construction and operations phase
of the proposed project activities in Table-50 and Table-51 respectively.

Deputy Director (Environment)

The Deputy Director (Environment) will be responsible for Environmental Monitoring and Evaluation
(M&E). This includes the following:

 Contracting out external monitoring to independent firms and ensuring that periodic environmental
audits are carried out;

 Supervise and ensure preparation of periodic monitoring reports and disseminating these among
the management and appropriate staff members;

 Ensuring the availability of human and material resources required for environmental monitoring;

 Carrying out visits to the construction sites to review the environmental performance of the
contractors

DOHWA ENGINEERING CO. PRIME ENGINEERING 137


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Supervision Consultant

Supervision Consultant will involve the Environmental Specialist/ Monitoring Consultant and Resident
Engineer for compliance and effect monitoring described above. The Resident Engineer will overlook
the performance of contractor to make sure that the contractor is carrying out the work in accordance
with EMP. The Environmental Specialist will prepare bi-annual environmental monitoring reports The
Monitoring Consultant (MC) on the other hand will carry out the environmental monitoring and report
to DD (Environment) for adequacy of the monitoring program as specified in EMP. The MC will also
induct a Technical Training Consultant to educate the Contractor‘s and NHA‘s staff.

DOHWA ENGINEERING CO. PRIME ENGINEERING 138


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

TABLE 52- ENVIRONMENT MONITORING PLAN AND BUDGETING

Component Operation No. of samples ×


Parameters Frequency Responsibility Duration Cost (PKR)
Phase frequency × year
Quarterly (36
Air Quality(Stationary quarter in 108
CO, NO2, SO2, PM 14×36×1 = 504 EE of CC - 4536,000/-
Source Emissions) months period of
construction)
CO, NO2, SO2,
Ambient Air Quality Ozone, PM10, 36×1×1 = 36 Annually EE of CC 24 hours 1350,000/-
PM2.5, Lead, SPM
Total Coliforms,
Fecal E.Coli, Total
Colonial Count,
Fecal Enterococci,
Ground Water Quality pH, TDS, Total 72×2×1 =144 Bi-annually EE of CC - 1440,000/-
Hardness, Nitrate,
Chloride, Sodium,
Arsenic pH,
Dissolved Oxygen,
TSS, TDS,
Alkalinity,
Surface & Waste Water
BOD5,COD, 72×2×1 = 144 Bi-annually EE of CC - 2592,000/-
Quality
Turbidity, Oil &
Grease
Quarterly (36
quarter in 108
Noise Level 10×36×1 = 360 EE of CC 24 hours 5400,000/-
months period of
construction)
Site Specific Plans for
different Construction 2,000,000/-
Phases of the Project

Total 17,318,000/-

DOHWA ENGINEERING CO. PRIME ENGINEERING 139


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

8.11 ENVIRONMENTAL MITIGATION (PLANTATION) COST

To minimize the negative impacts arising due to increased vehicular activity on the proposed ROW
and to enhance the landscape of the project area, the mitigation measures would include; plantation
along the whole stretch of the proposed project as a noise barrier. Following plantation plan would be
followed:

Minimum Requirement

Two rows of plants (two rows on each side) will be raised of the proposed Tunnel and access road.
Plant to plant distance will be kept as 2 meters, so there will be 500 plants in one row of one Km
length. Total road stretch is approximately 41.5km in length; therefore, number of plants to be raised
on both sides (one row on each side) will be (41,500 x 2) 83,000.

Desirable requirement

Four rows of plants (two rows on each side) will be raised of the proposed project. Therefore, the
number of plants, which can be raised along the entire length of the proposed tunnel and access road
project are (41,500 x 2) 83,000

These plants are to be planted along the side roads and within the loops. Native species would be
planted and no invasive/ exotic species would be introduced. The number of tress affected during The
cost of raising one kilometer (1000 meter) length of plantation, with 500 plants in one row, has been
estimated as Rs. 71,920/- including price of plants, earthwork, procurement of manures, continued
supply of water to young plants throughout the year and its maintenance one (1) year. Based on
estimated costing for minimum requirement the total cost would be Rs. 5,969,360/- and for desirable
requirement the total cost would be Rs. 11,938,720/- for 41.5km long access road (from shounter to
Gorikot).

8.12 ENVIRONMENTAL TRAINING

Environmental training will help to ensure that the requirements of the EIA and EMP are clearly
understood and followed by all project personnel throughout the project period. Environmental training
will form part of the environmental management system. The training will be directed towards all
personnel for general environmental awareness.

8.12.1 OBJECTIVES OF THE TRAINING PROGRAMME

The key objective of training programme is to ensure that the requirements of the EMP are clearly
understood and followed throughout the project. The trainings to the staff will help in communicating
environmental related controls specified in the EIA and EMP.

8.12.2 ROLES AND RESPONSIBILITIES

Project proponent Field Environmental Representative and the contractor‘s Environmental Engineer
will primarily be responsible for providing training to all project personnel on potential environmental
issues of the project. Contractor will prepare a project specific training manual for this purpose.
Contractors on their part will be required to provide induction training/ briefing to all their staff before
the start of any activity in the project area.

DOHWA ENGINEERING CO. PRIME ENGINEERING 140


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

8.12.3 TRAINING TOPIC

The training modules will include air, noise and water pollution monitoring, social awareness,
Environmental Laws, Environmental Quality Standards usage of personal protection equipment‘s, and
health and safety related issues on the construction site.

The contractor will train all construction workers in basic sanitation and health care issues (e.g., how
to avoid malaria etc.) and in general health and safety matters, and on the specific hazards of their
work. Training should also consist of basic hazard awareness, site specific hazards, safe work
practices, and emergency procedures for fire, evacuation.

8.13 GRIEVANCE REDRESS MECHANISM (GRM)

In order to receive and facilitate the resolution of project affected people‘s (PAP‘s) concerns,
complaints and grievances about the Project‘s environmental performance, a Grievance Redress
Mechanism (GRM) will be established by NHA for this Project.The GRM will address the PAPs‘
concerns and complaints proactively and promptly, using an understandable and transparent process
that is gender responsive, culturally appropriate, and readily accessible to all segments of the PAPs at
no costs and without retribution. The GRM will be coordinated by the designated NHA, the DD –
Environment as focal person of GRM Committee the Project Director to Chairmen is also focal person
of GRM Committee with portfolio for environmental matters in liaison with the public representative at
the district level. The mechanism will not impede access to the country‘s judicial or administrative
remedies. The PAPs will be fully informed of their rights and of the procedures for addressing
complaints verbally and in writing during consultations. A mechanism will be established to address /
resolve the PAPs concerns or grievances due to project related social and environmental issues.
Under this GRM, a Grievance Redressal Committee (GRC) / Environmental Committee (EC) will be
constituted and established at each areas GB and AJK, which will review all the grievance cases. The
GRC will be composed of the DD-Environment of NHA, supervision consultants and PAP
representatives.

8.13.1 REGULATORY REQUIREMENT FOR GRIEVANCE REDRESS MECHANISM

The Pakistan EPA, under Regulation 6 of the IEE-EIA Regulations 2000, has issued a set of
guidelines of general applicability and sectoral guidelines indicating specific assessment
requirements. Under the regulations and guidelines, no specific requirements are laid out for
developing a grievance redress mechanism for projects. However, under its Guidelines for Public
Consultation, 1997, the proponent is required to consult stakeholders during the implementation
phase of the project. In this regard, it is stated that the representatives of local community partake in
the monitoring process to promote a stable relationship between the project management and the
community.

Framework for Grievance Redress Mechanism

NHA will assist the project affected communities/villages to identify local representatives to act as
Grievance Focal Persons (GFPs). The GFPs will be responsible for i) acting as community
representatives in formal meetings between the project team and the local community he/she
represents; ii) communicating the community members‘ grievances and concerns to the contractor
during project implementation.

A pre-mobilization public consultation meeting will be convened by NHA‘s EALS Unit and attended by
the GFPs, Supervision Consultant, contractor, Project representative and other interested parties (e.g.
area level representatives, NGOs). The grievance redress committee (GRC) will be headed by the DD
(environment) – depending upon the nature of the complaint - as focal person. Besides, the GRC will

DOHWA ENGINEERING CO. PRIME ENGINEERING 141


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

include the environment staff of the Project Management Unit/Supervision Consultants, environment
staff of the contractor and representative of the local community (preferably the relevant GFP). Under
the Project the following will be established or appointed to ensure timely and effective handling of
grievances about project environmental performance:

 NHA Director will nominate one assistant director as NHA representative of the GRC and shall act
as Project Environmental Grievance Officer (PEGO)

 PEGO will be approached by the community members (PAP Representatives) for their grievances
against the Project.

 PEGO will review the case on merit basis and address the grievances in accordance with the
prevailing rules as per EMP

 PEGO will then refer the case to GRC for final decision, whether to update and make necessary
amendments in the EMP

 GRC will review and update with its decision within 30 days of registration of the case.

 If the PAP‘s are not satisfied with the decision of Director (Environment), then it can be referred to
higher authorities/ relevant Government departments for its resolution. He/she may also submit the
complaint to Pak EPA. GB EPA should start a system to receive online complain relevant to project.

Operating Principles for GRC

The GRC will operate on the principles of transparency, approachability and accountability. To
achieve these, the GRC will be required to:

 Be equipped to handle grievances in the local languages;

 Be equipped to work through all possible modes of communication, such as, emails, by-post and
face-to-face meetings at site or requiring visits; and issues of the female community members.

 Maintain a log of all grievances, with record of the date and time of the complaint logged and
stakeholder information, such as, name, designation and contact details;

 Provide opportunity to the stakeholder to revert with their comments on the proposed plan of action;

 Keep the stakeholder informed of the progress in grievance resolution;

 Obtain stakeholder consent on the mechanism proposed to redress the grievance and document
consent; and,

 Maintain confidentiality of the stakeholder, if requested so.

Complaints and Grievances

A grievance mechanism will be available to allow a PAP appealing any disagreeable decision,
practice or activity arising from noncompliance of EMP during project implementation. Care will
always be taken to prevent grievances rather than going through a redressal process. This can be
obtained through implementing an updated EMP or corrective action plan to address unpredicted
environmental impacts, by ensuring full participation and consultation with the PAPs and by
establishing extensive communication and coordination between the community and project office.
The flow chart of the proposed redressal mechanism is shown below in Graph-3.

DOHWA ENGINEERING CO. PRIME ENGINEERING 142


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Graph 3- Organogram of Proposed Grievance Redressal Mechanism

8.14 CHANGE MANAGEMENT PLAN

The EIA recognizes that changes in the operations or the EMP may be required during the project
activities and therefore a Change Management Plan has been provided to manage such changes.
The management of changes is discussed under two separate headings, changes to the EMP and
changes to the Operation.

Changes to the EMP

The EIA and the EMP have been developed based on the best possible information available at the
time of the EIA study. However, it is possible that during the construction and operation phase
some aspects of the EMP may need to be changed owing to their non-applicability in a certain
area of operation or the need for additional mitigation measures based on the findings of
environmental monitoring during the construction and operation phase. In such cases following
actions shall be taken.

 A meeting will be held between project proponent and the concerned contractor. During the
meeting the proposed deviation from the EMP, planning and designing will be discussed and
agreed upon by all parties.

 Based on the discussion during the meeting, a change report will be produced collectively, which
will include the original EMP clause/plan or design, the change that has been agreed upon, and the
reasons for the change.

 The report will be signed by all the parties and will be filed at the site office. A copy of the report will
be sent to project proponent and contractor head offices.

 All relevant project personnel will be informed of the change.

DOHWA ENGINEERING CO. PRIME ENGINEERING 143


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Changes to the Operation

The change management system recognizes three orders of changes.

First-Order Change

A first order change is one that leads to a significant departure from the project described or the
impacts assessed in the EIA and consequently require a reassessment of the environmental impacts
associated with the change. Examples of such change include change in location of the proposed
plant. In such an instance, the environmental impacts of the proposed change will be reassessed, and
the results sent to the GB-EPA for approval.

A. Second- Order Change

A second-order change is one that entails project activities not significantly different from those
described in the EIA, and which may result in project impacts whose overall magnitude would be
similar to the assessment made in this report. In case of such changes, the environmental impact of
the activity will be reassessed, additional mitigation measures specified if necessary, and the changes
reported to the GB-EPA.

B. Third –Order Change

A third-order change is one that is of little consequence to the EIA findings. This type of change does
not result in impact levels exceeding those already assessed in the EIA; rather these may be made on
site to minimize the impact of an activity. The only action required in this case will be to record the
change in the change record register.

8.15 ENVIRONMENTAL BUDGET ESTIMATE

For an effective implementation of environmental mitigation measures, it is very important to provide


sufficient funds for the implementation of environmental mitigation measures (tree plantation cost),
monitoring and training. National Highways Authority (NHA) is committed to implement all mitigation
measures given in this report and will provide required funds in this regard. The summary of total
environmental costs is given in table-53. The table gives two options specifically considering the tree
plantation estimation.

TABLE 53- ENVIRONMENTAL BUDGETING AND PLANTATION COST

Description Cost (PKR)


Environmental Monitoring Cost 20,847,000
Environmental Training Cost 3,000,000
Environmental Mitigation (Tree Plantation) Cost (Minimum requirement with
5,969,360
one row of plants on each side)
Total Cost with Minimum requirement 29,816,360
Environmental Mitigation (Tree Plantation) Cost (Desirable requirement with
11,938,720
two rows of plants on each side)
Total Cost with Desired requirement 35,785,720

DOHWA ENGINEERING CO. PRIME ENGINEERING 144


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

CHAPTER-9 CONCLUSIONS
The proposed project starts from Shounter and ends at Gorikot. The planned proposed project will
largely contribute to the economic and social development of the both districts Astore (GB) and
Neelum (AJK) and adjoining areas as well surrounding regions on a larger scale. It will bring more
population into the stream of benefits, which in turn will change the economic framework of people
around this project. This link will bring about further revolution in the road transport and time saving
journey for passengers. It will also ensure smooth and efficient movement of trade, goods and traffic
in relatively shorter time.

Any residual environmental and social impacts are assessed for their significance in this report. These
requirements have been addressed in this EIA, which has covered in detail the following:

 The proposed project activities;

 Alternatives considered in finalizing the project;

 Environmental conditions of the project area; Legislative requirements related to the project;

 Potential environmental effects of the proposed project activities on the physical, natural and socio-
economic receptors;

 Mitigation and monitoring measures that will help in avoiding or minimizing these impacts.

After assessing the significance of potential impacts, it has been concluded that if the project activities
are carried out as described in this report, and the suggested mitigation measures are implemented,
the proposed project will not have a significant impact on the area‘s natural and socio-economic
environments. Careful implementation of the provided EMP will ensure that environmental impacts are
managed and minimized and all statutory requirements are met by the project proponent.

DOHWA ENGINEERING CO. PRIME ENGINEERING 145


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

REFERENCES
 Ali, S. I. and Qaiser M. 1995, Flora of Pakistan Fascicles

 Ali, S. 1996. The Book of Indian Birds, Twelfth Edition, Natural History Society & Oxford University
Press

 District Census Report of Astore, Pakistan Bureau of Statistics

 District Census Report of GB, Pakistan Bureau of Statistics

 Environment Department, the World Bank, 1991

 Environmental Health and Safety (EHS) Guidelines, International Finance Corporation (IFC) World
Bank Group, 2008

 Government of Pakistan. 1860. The Pakistan Penal Code

 Government of Pakistan. 1975. The Antiquities Act

 Government of Pakistan. 1997. Gilgit Baltistan Environmental Protection Act 2014

 Government of Pakistan. 1997a. Guidelines for Public Consultation, Draft, Pakistan Environmental
Protection Agency

 Government of Pakistan. 1997c. Guidelines for Preparation and Review of Environmental Report,
Draft. Pakistan Environmental Protection Agency

 Government of Pakistan. 1997d. Policy and Procedures for Filing, Review and Approval of
Environmental Assessments. Pakistan Environmental Protection Agency

 Medicinal Plants of Northern Areas by Ghulam Rasool

 Forest Management Plan Draft of Astore Gilgit Baltistan

 IUCN. 1997. Biodiversity Action plan for Pakistan. First Draft. World Conservation Union

 IUCN. 1998. Model Provincial Wildlife (Protection, Conservation and Management) Act. Draft.
World Conservation Union

 National Environmental Quality Standards (NEQS)

 Pakistan Metrological Department, Pakistan

 Naseer, A., Khan, A., Hussain, Z., & Ali, Q. (2010). Observed Seismic Behavior of Buildings in
Northern Pakistan during the 2005 Kashmir Earthquake. Earthquake Spectra, 26(2), 425-449. doi:
10.1193/1.3383119

 Astore climate: Average Temperature, weather by month, Astore weather averages - Climate-
Data.org. (2020). Retrieved 20 August 2017, from https://en.climate-data.org/asia/pakistan/gilgit-
baltistan/astore-964597/

 Bunji climate: Average Temperature, weather by month, Bunji weather averages - Climate-
Data.org. (2020). Retrieved 20 August 2017, from https://en.climate-data.org/asia/pakistan/gilgit-
baltistan/astore-964597/

 Gilgit climate: Average Temperature, weather by month, Gilgit weather averages - Climate-

DOHWA ENGINEERING CO. PRIME ENGINEERING 146


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Data.org. (2020). Retrieved 20 August 2017, from https://en.climate-data.org/asia/pakistan/gilgit-


baltistan/astore-964597/

 Skardu climate: Average Temperature, weather by month, Skardu weather averages - Climate-
Data.org. (2020). Retrieved 20 August 2017, from https://en.climate-data.org/asia/pakistan/gilgit-
baltistan/astore-964597/

 http://www.gilgitbaltistan.gov.pk/DownloadFiles/PDD/MICS_GB_1617.pdf

DOHWA ENGINEERING CO. PRIME ENGINEERING 147


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Annexures

DOHWA ENGINEERING CO. PRIME ENGINEERING 148


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-1 LIST OF RESPONDENTS, PARTICIPANTS OF SOCIO-


ECONOMIC SURVEY AND PUBLIC CONSULTATION

LIST OF GOVERNMENT OFFICES, LINE AGENCIES AND NGOS VISITED AND


PERSONS CONTACTED

Name of Agency Name of Person(s) Contacted


Environmental Protection Agency, Gilgit Mr. Shehzad Hessan, Director
Baltistan Mr. Manawer Hussain, Assistant Director
W.W.F Regional Office Gilgit Baltistan Mr. Rehmat Hussain,WWF
Mr. Tajdar Hussain, WWF
Aga Khan Rural Support Programme, Gilgit Mr. Javeed Ahmed, Area Manager
Baltistan Mr. Nisar Ahmed, Social Officer
Department of Agriculture Gilgit Baltistan Mr. Maqsood Hussain , Agri statistic division
Mr. Dr. Azhar Hussain , Dy. Director
District Astore of Live Stock Gilgit Baltistan Dr. Mudsar Hussain, Deputy Director
Dr. Shamshad Alam, Vetnery Officer
District Astore of Fisheries, Gilgit Baltistan Mr. Yousaf Jan, Deputy Director
Forest Department of District Astore, Gilgit Mr. Jabran Headir, Divisional Forest Officer
Baltistan
Wildlife Department of District Astore, Gilgit Mr. Muhammad Zahid, Divisional Forest Officer
Baltistan
Planning & Development Department, Gilgit Mr. Ali Jabar, Assistant Chief
Baltistan Mr. Muhammad Alam, Director
Pakistan Metrological Department, Gilgit Mr. Bashriat Hussain, Representative
Baltistan

DOHWA ENGINEERING CO. PRIME ENGINEERING 149


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

LIST OF RESPONDENTS INTERVIEWED FOR VILLAGE PROFILE SURVEY

Village Name of Respondent


Zafar Ullaha S/oAbdulaha Khan
Noor Ullaha S/o Sheer Khan
Gorikot Muhammad Saleem S/oRoozi Khan
Ghulam Murtaza S/oSamudar Khan
Shoail Ahmed S/O Sheair Ahmed
Ijaz Wali S/oAmir Khan
Muhammad Wali S/oMuhammad Ayub
Rehmanpur Khursheed Alam S/oAzhar Khan
Shah Reihas S/oGhulam Muhammad
Noor Khan S/oUmer Khan
SatheerAhmed S/oFaqueer Muhammad
Munir Ahmed S/oMukhabat Khan
Chugam Muhammad Masroof S/oMuhammad Khan
Shahreefud Deen S/oKareem Khan
Sirbuland S/oSardar
Doola Khan S/oJumah Khan
Ghulam Deen S/o Zaroof Khan
Nasirabad Muhammad Ashraf S/o Abdul Jabar
Niamat Khan S/o Jan
Jan Muhammad S/o Muhammad Meer
Khalid Kursheed S/o Kursheed Ahmed
Muhammad Saleem S/o Muhammad Akram
Rattu Manzoor Ahmed S/o Karmat Ullaha
Muhammad Arif S/o Muhammad Riaz
Adem Sufah S/o Muhammad Ibrheem
Abdul Queem S/o Abdul Kaliq
Shah Janha S/o Yahseen Malik
Mirmalik
Abdul Manan S/o Raj Muhammad
Shahnar Malik S/o Mirza Malik
Abul Wad Loon S/o Abdul Wahab Khan
Abdul Haleem KhanS/o Abdul Hakeem
Astore Fidh Muhammad S/o Yar Muhammad
Abur Ruaf S/o Muhammad Shah
Kafiat Ullaha S/o Sher Zaman

DOHWA ENGINEERING CO. PRIME ENGINEERING 150


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-2 TREES, SHRUBS, HERBS, GRASSES, AND FRUIT


TREES IN THE REGION

TREES

Scientific Name Common Name/Local Name


Pinus wallichiana blue pine/cheer
Pinus macropoda chalghoza pine/tholesht
Juniper marcopoda juniper/chilli
Abies pindrow fir/rai
Betula utilis birch/jongji
Picea smithiana spruce katchal
Salix tetrasperma willow/beyo
Morus alba mulberry/toot/marooch
Eleagnusum angustifolea russian olive/ber, guner
Juglans rigia walnut/khakai
Ailanthus altissima ailanthus/kikar
Robinia pseudo Acacia robinia/kikar
Plantanus orientalis chinar/bicchu
Eucalyptus spp yukaliptas/saffada
Cupressus sempervirens sarru
Populus alba safeda
Popular ciliate poplar/thiruns
Olea cuspidata kahu/zetoon
Phoenix sylvestris Khajoor

SHRUBS

Scientific Name Common Name/Local Name


Ribes alpestris goose berry/shumloo
Tamarix gallica farash/hookaro
Ribes grientale mehershot
Rosa webbiana wild rose/shingie
Lonocea spp. loni/barai
Berberis igant berberry/ishkeen/kashmal
Juniperus communis pencil cedar/matharee
Traxacum ishkanachi
Daphne oleoides nirko
Rosa moschata jangli Gulab
Salix Spp. bed
Ficus igante phagwara/anjeer
N/A dara
Punica granatum anar/danu
Agropyron caninum khharri
Agrostis igantean joodar
Dactylis glomerata karkan

DOHWA ENGINEERING CO. PRIME ENGINEERING 151


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

HERBS

Scientific Name Common Name/Local Name


Artemisia aritime Worm Seed/Zoon
Traxacum officinale Dan delion/Ishkamachi
Aurtica dioica Stinging nettle/Jomi
Capparis spinosa Capper/Kabir
Ephedra intermediary Armani butti/Soom
Coriandrum sativum Coriander/Naski
Carthamus tinctorious Safflower/Pung
Peganum harmala Wild rue/Ispundur
Hippophae rhamnoides Sea buck thorm/Buro
Rumey hastatus Curled sock/Churki
Triblus terristris Puncture wine/Khurkazal
Datura stramonium Thorn apple/Datura
Cheno podium Bathu/Kuna
Menthe syevestris Horse mint/Falee
Berberis lyceum Barberry/Ishkeen
Cichorium intybus Chicory/Ishkenagee
Trifolium repens Trifoluim/Shaftal
Epherdra spp. Ephedra/Soom
Hippophae rhamnoides Sea buckthorn/Buro
Lycopersicon esculentum Tamatar
Luffa cylindrica Tori

GRASSES

Scientific Name Common Name/Local Name


Cymbopogon matinii Rosha
Cynodon daclylon Khabbal
Stipa brevifolia N/A
Dicanthium annulatum N/A
Setaria italica Ghass
Setaria pumila N/A
Sorghum helepense Baru
Arundo donax Narri
Saccharum spontaneum Kai

DOHWA ENGINEERING CO. PRIME ENGINEERING 152


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

FRUIT TREES

Scientific Name Common Name/Local Name


Prunus armeniaca Apricot/ Joiee
Pyrus malus Apple / Phlaa
Pyrus communis Pear / Nashpatee
Pruns persica Aru
P. amygdalus Badam
P. avians Cherry
P. detasus Cherry
Pyrus pashia Batangi
Diospyrus lotus Japani Phal / Amlok
Punica granatum Anar / Dannu
Juglans regia Walnut /Khakai
Elgeanus angustifolea Russian Olive / Gonaer
Morus alba Mulberry / marooch
Vitis vinifera Anghoor

DOHWA ENGINEERING CO. PRIME ENGINEERING 153


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-3 SOCIO-ECONOMIC SURVEY QUESTIONNAIRES


Social Survey Questionnaires
SHOUNTRER ROAD AND TUNNEL PROJECT
Socio-Economic Study
Village Profile

Year: Questionnaire No.

Name of the Respondent: 1. ____________________________Father Name: _______________________

2. ____________________________Father Name: _______________________

3. ____________________________Father Name: _______________________

Q. 1: Village: ____________________________ Q. 2: Union Counsel: ______________________

Q. 3: Valley: ____________________________ Q. 4: Tehsil:_________________________

Q. 4: District: ____________________________

Q. 5: Tribes in
the Village: 1. 2.

3. 4.

Q. 6: Languages
Spoken: 1. 2.

3. 4.

Distance from Gilgit to


Q. 7: Village: (Km)

Metalled Un-metal led


Q. 8: Accessibility: 1. Road 2. Road

3. Track 4. Others

Q. 9: Transport available in the village:

1. Public Transport 2. Private Transport

3. Pedestrian 4. Other

Q. 10: Approximate area of the Village (Km2)

Q. 11: Approximate population of the Village: (Km2)

Q. 12: Total Houses in the Village:

DOHWA ENGINEERING CO. PRIME ENGINEERING 154


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Q. 13: Educational facilities Available in the Village.

Sr. No. Facilities Yes No Govt. Private Boys Girls


Primary
(i)
School
(ii) Middle School

(iii) High School


Deeni
(iv)
Madrassa

Q. 14: Institutional Facilities Available in the Village.

Sr. No. Facilities Yes No Govt. Private Remarks


(i) Hospital
(ii) Dispensary
(iii) Basic Health Unit
(iv) Post Office
(v) Mosque
(vi) Banks
(vii) Others

Q. 15: Civic Facilities Available in the Village

Sr. No. Facilities Yes No Remarks

(i) Lined Drainage System

(ii) Street Lights

(iii) Grocery Shops

(iv) Recreation/ Games Facilities (Clubs, grounds) Tourjen

(v) Medical Stores

(vi) Graveyards

(vii) Electricity

(viii) Telephone

(ix) Public Water Supply

(x) Others

Q. 16: Source of water in the village

1. Water Supply 2. Nullah 3. Spring 4. Channel 5. Storage Tank

Q. 17: If 1. Lined 2. Partly 3. Kacha

DOHWA ENGINEERING CO. PRIME ENGINEERING 155


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Channel Lined

Q. 18: Nature of water supply in village


(1) Self Carried (2) Tapped

(3) Partially Tapped (4) Other

Q. 19: Common Disease in the village:


1. Common cold 2. Diahorrea 3. Typhoid

4. Stomach Worms 5. TB 6. Malaria

7. Goitoir 8. Dysentery 9. Hepatitis

10. Other (Specify)

Q. 20: Does any NGO exists in the village? 1. Yes 2. No

Q. 21: If Yes, give detail


Sr. No. Name Objectives

1.

2.

3.

Q. 22: Who has the ownership rights of the mountains, pastures, jungles and natural resources of the area?
1. Individual 2. Owner Tribes 3. Non-Owner Tribes

4. Other (Specify)

Q. 23: Who has the rights of selling and purchasing the agriculture land, residential and commercial property
in village?

1. Individual 2. Owner Tribes 3. Anyone

4. Non-Owner Tribes

Q. 24: What are the preferences to sell the personal immoveable property like houses, agriculture land, shops
etc. to:

1. Immediate Neighbor 2. Owner Tribes

3. Non-Owner Tribes 4. Anyone

Q. 25: Who are the influential in your village?


1. Head of the Tribes 2. School Teacher

DOHWA ENGINEERING CO. PRIME ENGINEERING 156


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

3. Religious Scholars 4. Heads of Families

5. MNA/ MDC 6. Numberdar

7. Other (Specify)

Q. 26: How the matters related to property, dispute about the control and consumption of the natural resources
of the area are settled?

1. Jirgah 2. Head of the Tribes

3. Council of Ulamahs 4. Heads of Families

5. Government Officials 6. Other (Specify)

Q. 27: Do rock carving/ historical places exit in the village or valley village?
1. Yes 2. No

Q. 28: If Yes, Give detail


Location
Sr. No. Name Number
In Village Near Village
1. Rock Carvings
2. Historical Ruins
3. Old Graveyard
4. Other

Q. 29: Are there markets for grains and livestock in the village?

a. Grains 1. Yes 2. No

b. Livestock 1. Yes 2. No

Q. 30: If No, where do people sell their agricultural produce and livestock?

a. Near by
b. Juglot c. Gilgit
village

d. Rawalpindi/ Islamabad e. Other Cities

Q. 31: What type of cottage industry exists in your village?

1.

2.

3.

DOHWA ENGINEERING CO. PRIME ENGINEERING 157


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Q. 32: What types of trees are in your village:

Fruit Trees Non-Fruit Trees(Timber/ Firewood)


Sr. No Sr. No
Name Yes No Name Yes No
1. Apple
2. Walnut
3. Mulberry
4. Apricot
5. Pomegranate
6. Peaches
7. Grapes
8. Almonds
9. Fig
10. Pear
11. Alucha
12. Locat
13. Oranges
14. Amblook
15. Others

Q. 33: Disaster Management


Is there any system of disaster management at the village and nearby Government centre?1.Yeas2.No

1. Yes 2. No

Q. 34: If Yes Yes No

a. Early warming system

b. Quick avaquation of population and animals

c. Shifting of human live stock, live stock and the other economic assets at safe places

d. Temporary accommodation arrangement for affectees

Q. 35: What are the prevailing of rates of the following in your area

1. Average fire wood price per 40 kg


2. Average Timber wood price per foot (sq)
3. Bullock or tractor per kanal/ per hour
4. Average harvest of timber per tree
5. Average labour rate per day in skilled worker
Skilled worker Masson
Carpenter

DOHWA ENGINEERING CO. PRIME ENGINEERING 158


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

6. Average green fodder gross price per 40 kg


7. Average dry fodder price per 40 kg
8. Average price of residential land per kanal
9. Average price of agricultural land per kanal
Grazing land
Uncultivated land
10. Average price of house in village
1. Katcha area Price
2. Pacca area Price

Q. 36: What are the major problems of your village

Sr. No Types of Problems Proposed Solution

1.

2.

3.

4.

Interviewer’s Name: ___________________________________ Date: _____________

DOHWA ENGINEERING CO. PRIME ENGINEERING 159


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-4 PROJECT TEAM OF ROAD AND SHOUNTER TUNNEL


PROJECT

Sr.No. Name Proposed Postion Role and Responsibility


Director Operations Teram Leader/ Technical
1 Dr. Malik Yasir Sarfraz
Mineral/ Environmental Expert Review
Field Surveys, Collection of
Environmental and Socio-
2 Raja Shahzad Akhtar Environmental/Social Expert
economic Baseline, Stakeholder
Consultation and Report writing
3 Abid Ali Environmental Engineer Socio-economic Study
4 Noman Ahmed Mir Socialogist/Environmentalist Socio-economic Study
Field study and Environmental
5 Zulfiquar Ali soil and noise Expert
Baseline.
6 Quratul ain Gender Expert Socio-economic/ Gender Study
7 Irfan Ali Project Coordinator/Geologist Coordination with
client/Geological Study
8 M. Shafiq Hydrologist Hydrology Study
9 Zahid Ahmed Water Pollution Expert Geology and Hydrogeology
10 Muhammad Akram Assistant Manager (Env.) Field Surveys
11 Zahid Malik Lab In charge Technician
12 Mirza Ubaid Irrigation Expert Water and soil baseline
13 Nasir Ahmed GIS Expert Study maps development

DOHWA ENGINEERING CO. PRIME ENGINEERING 160


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-5 PHOTOGRAPHS OF CONSULTATIONS OF THE


PROJECT AREA

Environmental team During Environmental team During


Stackholder Consultation at EPA Director office Stackholder Consultation at EPA AD office

Environmental team During Environmental team during


Stackholder Consultation at WWF office Stackholder Consultation at WWF office

Consultant team at Forest office Astore Consultant team at Wildlife office Gilgit
during Stackeholder consultation during Stackholder consultation

DOHWA ENGINEERING CO. PRIME ENGINEERING 161


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Consultant team during Stackholder Consultant team during Stackholder


consultation at Livestock Department consultation at Livestock Department

Agriculture crop observed at project area Agriculture crop observed at project area
during baseline study during baseline study

Flora specie observed at project area Flora specie observed at project area
during baseline study during baseline study

DOHWA ENGINEERING CO. PRIME ENGINEERING 162


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-6 DISASTER MANAGEMENT PLAN FOR THE PROJECT


AREA

DISASTER MANAGEMENT PLAN

GENERAL

Disaster is an unexpected event due to sudden failure of the system, external threats, internal
disturbances, earthquakes, fire and accidents. As per the disaster management act, 2005 "disaster"
means a catastrophe, mishap, calamity or grave occurrence in any area, arising from natural or
manmade causes, or by accident or negligence which results in substantial loss of life or human
suffering or damage to, and destruction of, property, or damage to, or degradation of, environment,
and is of such a nature or magnitude as to be beyond the coping capacity of the community of the
affected area‖.

OBJECTIVES

The main objectives of the Disaster Management Measures for Shounter Tunnel and access road
project are as follows:

 Save life and alleviate suffering


 Provide help to stranded passengers and arrange their prompt evacuation
 Instill a sense of security amongst all concerned by providing accurate information
 Protect property within the project area
 Expedite restoration of operation
 Lay down the actions required to be taken by staff in the event of a disaster in order to ensure
handling of crisis situation in coordinated manner.

To ensure that all the officials who are responsible to deal with the situation are thoroughly conversant
with their duties and responsibilities in advance. It is important that these officials and workers are
adequately trained in anticipation to avoid any kind of confusion and chaos at the time of the actual
situation and to enable them to discharge their responsibilities with alertness and promptness.

NEED FOR DISASTER MANAGEMENT MEASURES

The effect of any disaster spread over in operational area of shounter tunnel is likely to be substantial
as MEGA deals with many passengers daily in underground tunnels and other areas. Disaster brings
about sudden and immense misery to humanity and disrupts normal human life in its established
social and economic patterns. It has the potential to cause large scale human suffering due to loss of
life, loss of livelihood, damage to property, injury and hardship. It may also cause destruction or
damage to proposed project infrastructure, buildings and communication channels of the project area.
The contractor should be provided an efficient disaster management plan for the start of the project
activity in the collaboration of District Disaster Management Authority Astore GB.

 The first step is to identify the causes which develop/ pose unexpected danger to the structural
integrity due to construction.
 The most critical component of the project is the tunnel, hence a detailed tunnel design including
tunnel safety measures have been attached as Annexure-9;
 The potential causes are excessive load, cracks, failure and malfunctioning of sensing instruments,
accident, etc. These need to be looked into with care.

DOHWA ENGINEERING CO. PRIME ENGINEERING 163


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-7 GLACIER MANAGEMENT PLAN OF THE PROJECT


AREA

GLACIER MANAGEMENT PLAN

INTRODUCTION

This plan is describes the method and management disposition of the glaciers sectors that must be
removed during the construction of the shounter tunnel and access road within ROW. During the field
visit the local community informs about glaciers. From Shounter to Gorikot reach many glaciers exist
on different locations in winter season. These all glaciers must be removed and adequately managed
to avoid the instability of slopes and environmental impacts. The thickness of the glacier sectors that
must be removed from the site areas before construction of proposed project activities.

METHODOLOGY

The methodology previously described has the following advantages:

 The controlled method permits minimizing the removal of glacier to the least necessary, according
to the advancement of the area.

 The chunks of glacier removed shall be positioned similarly to their original position and basically
within the same basin, minimizing the hydrological effects.

 No acid water problems are generated (or accentuated) due to the meeting of the chunks of ice
removed.

DISPOSAL CHARACTERISTICS OF THE SITES

The sites for disposal of the chunks of glaciers shall comply with the following conditions:

 They shall be located at a similar or slightly lower altitude than their original position.

 They shall not be destined to other works, infrastructure, or project development, nor shall they
compromise the safety of these if they are located downstream of the pit.

 Preference shall be made for sites of low inclination, to minimize the possibility of down slope
shifting. In the pit vicinity there is ample relative level terrain to dispose of the glacier chunks.

 Not withstanding the above, retention walls (breams) shall be introduced and/or machinery shall
level the terrain at the extremes, ―downstream‖, to retain eventual ice collapse and avoid down
slope slippage.

 No gorge floors shall be used or sectors that might present significant surface water flow during the
periods of ice melt.

 The characteristics of the terrain or rock surface shall be similar to original sites (prioritizing the
same geological formations and geomorphologic configuration).

DOHWA ENGINEERING CO. PRIME ENGINEERING 164


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

MANAGEMENT PLAN

 The glacier area that must be removed will be determined with the necessary anticipation according
to the updated mining plan.

 The mining equipment shall be employed as needed for each glacier area to be managed (basically
bulldozers and/or front loaders).

 The chunks of glacier shall be removed with the mentioned machinery until the surface is clear
(principally rock).

 If necessary, controlled explosives shall be used, of small size, to remove the ice.

 The chunks of ice that come apart and that are removed, until the level of the terrain is reached,
shall be ―pushed‖ or transported by the same mining machinery to an adjacent area, nearby but
outside of the boundaries of the development of the pit.

RESPONSIBILITIES

 The definition of the glacier area removal program shall be incorporated to the mine development
plan.

 The specific Departments in addition to the Department of Health, Safety and Environment of
National Highway Authority, shall participate in the definition of the sites for glacier disposition,
which shall approve the determined sites.

 The Department of Health, Safety and Environment of National Highway Authority, shall supervise
the loading, transport and final disposal of the glacier.

 The monitoring of the safety conditions of the glacier shall be informed frequently to the
Management of the project and to the competent authorities.

DOHWA ENGINEERING CO. PRIME ENGINEERING 165


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-8 DUMPING SITES

GENERAL

The identification of muck disposal areas is done in line with the topographic and site specific
conditions. Muck is to be dumped in 04 pre-identified sites (Figure1, 2, 3 and 4). The quantity is muck
to be accommodated at each site. The Shounter-Rattu Road Tunnel will generate substantial
quantities of rock spoil while tunnel excavating. Large quantity of material would be excavated from
the road and tunnel. Muck generated from excavation of any project component is required to be
disposed in a planned manner so that it takes a least possible space and is not hazardous to the
environment. An account of the same has been given in the following paragraphs.

DUMPING SITES SELECTION CRITERIA

Based on the geological nature of the rocks and engineering properties of the soil, a part of the muck
can be used as construction material. However, the balance requires being suitably disposed. In the
proposed project, the large quantity is to be reused as backfilling material, soling, aggregate
/protection works, leveling of material storage area, workshop & stores, office, Temporary colony and
contractor colony etc. and also is to be used is to be disposed at muck disposal sites, with a total
area.

The following points were considered and followed as guidelines for finalization of the areas to be
used as dumping sites:

 The dumping sites have been selected as close as possible to the project area to avoid long
distance transport of muck.

 The sites are free from active landslides or creep and care has been taken that the sites do not
have a possibility of toe erosion and slope instability.

 The dumping sites are either at higher level than the flood level or are away from the stream/Nullah
so that the possibility of muck falling into the stream/Nullah is avoided.

 There is no active channel or stream flowing through the dumping sites.

 The sites are far away from human settlement areas.

 The dumping sites have been selected away from the any Glaciers.

The selection of muck disposal sites was done based upon site inspections and available best
conditions of the land availability, land stability, accessibility from the portals, sloping pattern,
minimum vegetative and tree cover, away from any ecological sensitive area, river/stream/Nullah bed
conditions and away from high flood levels and also any glaciers. After surveys four suitable sites
were identified located at up and down area of the tunnel and road which satisfy above criterion
(images - 3, 4, 5 and 6). Total capacity of muck disposal areas is more than total quantity of unused
muck to be disposed. The unused excavated material would be piled at the proposed dumping sites.
This will be done to provide stability to the slopes and also to provide ample space for planting of
trees which would further help in holding and consolidation of the material stacked at the proposed
dumping sites.

The muck that needs disposal would be piled at the proposed dumping sites. For this, the slopes
would be broken up by creating benches across the slope. This will be done to provide stability to the
slopes and also to provide ample space for planting trees, which would further help in holding and

DOHWA ENGINEERING CO. PRIME ENGINEERING 166


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

consolidating the material stacked at different sites. The description regarding the stabilization of the
stacked material along the proposed road has been discussed in the following paragraphs.

The muck is expected to be comprised of fragmented rock mixed with soil. The options like dumping
muck in stages and allowing it to consolidate/settle through the monsoon, compacting the dumped
muck with Dozer movement, zoning the dump judiciously to ensure the stability of slope under all
superimposed conditions will be utilized.

SHOUNTER SIDE

Image 3- Location and Description of Site S-1

Location: E455947.27 m, N3870188.33 m; Elevation: 3,084m; Area: 19,900 ㎡

Image 4- Location and Description of Site S-2

Location: E 456398.84 m, N 3870323.75 m; Elevation: 3,088m; Area: 29,500 ㎡

DOHWA ENGINEERING CO. PRIME ENGINEERING 167


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

RATTU SIDE

Image 5- Location and Description of Site R-1

Location: E 471263.69 m, N3874304.63 m; Elevation: 3,252m; Area: 218,400 ㎡

Image 6- Location and Description of Site R-2

Location: E472790.58 m, N3875255.57 m; Elevation: 3,142m; Area: 168,700 ㎡

METHODOLOGY OF DUMPING

The main objectives of process of muck dumping and restoration of these muck disposal sites are:

 To protect and control soil erosion;

 To create greenery in the muck disposal areas;

 To improve and develop the sites into recreational sites;

DOHWA ENGINEERING CO. PRIME ENGINEERING 168


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

 To ensure maximum utilization of muck for the construction purpose;

 To develop the muck disposal sites/ dumping yards to blend with the surrounding landscape; and

 To minimize damages due to the spoilage of muck in the project area.

A scientific approach and methodology was followed for identification of the dumping sites. All
possible alternate sites were inspected and examined before rejecting or selecting any site. All the
dumping sites are:

 With minimum possible forest cover.

 The populated /settlement areas are away from the identified dump zones and therefore will be
least impact on human life.

 Sites are either at higher level than the flood level from the river course to provide protection from
high flood.

 Muck sites are close to the project area to avoid hazards related to transport of muck to long
distances.

 Dumping sites are away from the any glaciers.

DUMPING PROCESS

The generated muck will be carried in dumper trucks covered with heavy duty tarpaulin properly tied
to the vehicle in tune with international practice. All precautionary measures will be followed during the
dumping of muck. All dumpers will be well maintained to avoid any chances of loose soil from being
falling during the transportation. All routes will be periodically wetted with the help of sprinklers prior to
the movement of dump trucks. Dumping would be avoided during the high speed wind, so that
suspended particulate matters (SPM) level could be maintained. Further, the dumping will be avoided
during heavy traffic. After the dumping the surface of dumps will be sprayed with water with the help
of sprinklers and then compacted.

A retaining wall shall be constructed prior to dumping of muck. Loose muck would be compacted
layer-wise. The height of usage/ Gabion Wall is proposed to be 4.5 m on an average. The muck
brought by dumpers will be spread in layers behind the wire crate walls and then compacted by rollers
till the top level is achieved. The retaining/sausage wall shall be laid with proper berm and the muck
dumped behind it in layers and compacted by rollers. The process shall be repeated up to 50 cm level
below the desired height which shall be laid with good soil for providing grass cover. At a regular
vertical interval of 1.5 m and 3.0 m c/c masonry drains (catch water drains) shall be provided to drain
off the rain water. Proper fencing of the entire area will be done.

The muck disposal area will ultimately be covered with fertile soil and suitable plants will be planted
adopting suitable bio-technological measures. The project authorities would ensure that the dumping
yards blend with the natural landscape by developing the site with gentle slope, patches of greenery
in and around them. These sites can also be developed later as recreational parks and tourist spots
with sufficient greenery by planting trees.

The Rehabilitation plan of muck dumping sites includes engineering and biological measures. Most of
the total unused excavated muck would be placed at an angle of repose to avoid any slippage of the
muck at the proposed dumping sites. Besides, required quantity would be stacked along the roads,
which would be utilized either in widening of the road or in newly constructed roads. In the former
case slopes would be broken up by creating benches across the slope. This will be done to provide
stability to the slopes and also to provide ample space for planting of trees which would further help in

DOHWA ENGINEERING CO. PRIME ENGINEERING 169


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

holding and consolidating the material stacked at different sites. As stated earlier, efforts will be made
to dispose the muck within short distances from sites of its generation.

The capacity/volume of the muck dumping sites is more than the volume of the muck to be disposed.
All measures would be adopted to ensure that the dumping of muck does not cause injury or
inconvenience to the people or the property around the area. The spillage of muck into the
stream/Nullah at any site would be prevented by making concrete retaining walls to retain the muck
pile. It shall be ensured that dumping is carried out at a minimum distance of 30 m away from the
active stream/Nullah bank. The top surface would be leveled and graded after the capacity of any
dumping site is exhausted. The top surface will be covered with soil and grass seeding will be
ensured to promote vegetation cover.

REHABILITATION OF SPOIL DUMPS

The project authorities would ensure that the dumping yards blend with the natural landscape to
develop the sites with gentle slopes, bunds, terraces, water ponds, and patches of greenery in and
around them. These sites can also be developed later as recreational parks and tourist spots with
sufficient greenery by planting ornamental plants. The re-vegetation of dumping yards through
‗Integrated Biotechnological Approach‘ would be undertaken. It may be necessary to inoculate the
spoil dumps for development of landscape as the soils would be poor in nutrients. This can be
developed through culture of microorganism or vermiculture practices at the nurseries developed for
this purpose. This task can be undertaken by Forest Departments, Government of AJ&K and GB. All
the spoiled areas will be developed as per the latest technology of dumping, impact of rain, time and
angle of soil setting. In addition sprinkling of water may also be resorted to, if required to avoid or
minimize dust pollution. Proper drainage system also has to be provided to ensure unobstructed flow
of runoff. Planting with suitable species of trees, shrubs and other biomass will also be initiated. The
following engineering and biological measures have been proposed for the development of spoiled
areas.

ENGINEERING MEASURES

For stacking of dumped material retaining wall is proposed to be built before dumping of any material
on to the sites. The retaining walls would be required to be built wall (Muck Dumping Areas. In
addition, leveling would also be done after dumping the material on every cycle and simultaneously
improving the drainage of the disposal site. The approach roads to various project structures will be
constructed by ESMPloying the methodology recommended by Border Roads with minimal
environmental damage. The methodology consists in developing the formation width is half cutting
and half filling, so that the materials obtained from cutting are utilized in filling. The excavation on hill
side will be done to get a stable slope for the materials encountered. At places breast wall, gabion
walls shall be done in natural slope to retain filled material, particularly where there is problem of
retaining the hill slope.

In case of steep gorge, retaining wall and gabion structure shall be constructed to retain filled
material. To minimize the environmental damage, construction material like stones, sand, etc.,
required for the construction of road will be obtained mostly from the excavated material. In the
streams, box culverts will be provided to prevent the erosion of Nullah bed. In addition, stone/concrete
work on the down area and the area will also be provided at vulnerable places to minimize erosion.

DOHWA ENGINEERING CO. PRIME ENGINEERING 170


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

RETAINING WALLS

Total area is the dumping of muck which can accommodate whereas the estimated muck to be
disposed is less than. The total length of retaining wall proposed to be constructed along the
stream/Nullah. The height of these retaining walls including MSE wall panels will be approximately
4.5m.

COMPACTION & LEVELING

Compaction is an engineering measure, which would reduce bulk density of the muck thereby
optimizing the use of muck disposal area and would make it suitable for the plantation and other
biological measures. Top surface would be levelled and graded to make the alternative use. The
muck will be spread in 50 cm thick layers. Top surface would be levelled and graded to make the
alternative use. On top a layer of soil would be spread to make the land suitable for plantation.

FENCING

Fencing is a bio-engineering measure. After rehabilitation of muck the dumping areas need protection
for some time from disturbing by human and domestic animals. For this reason fencing over the muck
deposits is required. Barbed wire strands with two diagonal strands, clamped to wooden/ concrete
posts placed at 3 m distance are proposed around the dumping piles. PESMU will establish temporary
wind barriers around 3 sides of dumps in close of settlement area.

The disposable muck is proposed to be dumped at 3 pre-identified sites up and down area of the
project area. The muck is proposed to be filled in layers properly compacted. A PCC base would be
provided for the toe wall. In addition catch water drains are also proposed to be built and leveling of
soil would also be done after dumping the material on every cycle and simultaneously improving the
drainage of the disposal site.

BIOLOGICAL MEASURES

Top surfaces and slopes of all dumping areas would be left with a total area. These areas will be
treated for the purpose of plantation. Vegetation cover controls the hydrological and mechanical
effects on soils and slopes. Therefore, biological measures to stabilize the loose slope are essential.
In order to implement the biological measures in dumping areas the following activities would be taken
into account. The biological measures include the following:

SOIL TREATMENT

Muck dumped at various sites is not considered to be nutrient rich as it is excavated from tunnels,
road and other structures. In order to make it suitable for the plantation it will be provided bio
treatment. The work plan will be formulated for re-vegetation of the dumping sites through Integrated
Biotechnological Approach.

PLANTATION

The selected species will be planted after their nurseries have been developed. The dumping areas
are very small therefore; separate nursery would not be required. The nurseries developed for the
implementation of plan can be used for the rehabilitation of dumping areas. Nearly 1-2 years old
saplings would be used for the plantation. The plantation can be carried out in lines across the slopes.
Grass and native species would be used in the inter space of tree species. They will help in providing

DOHWA ENGINEERING CO. PRIME ENGINEERING 171


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

the continuous chain of support in retaining debris, reinforcing soil and increasing the infiltration
capacity of the area. After the process of compaction total area will be available for the plantation.
About 10,000 saplings will be planted at these dumping sites. In order to stabilize the stacked dumped
material, vegetation cover would be provided to hold dumped material over a period of time. Following
steps are envisaged:

 The Plantation of suitable tree species and soil binding were using bio-fertilizer technology.

 The Turfing was the exposed area and improvement of environment with ornamental species.

 The Protection was with mechanical support.

 The Social fencing was through mass public awareness.

The work plan formulated for re-vegetation of the dumping sites through ‗Integrated Biotechnological
Approach‘ is based on following parameters:

 Evaluation of dumped material for their physical and chemical properties to assess the nutrient
status to support vegetation.

 Formulation of appropriate blends of organic waste and soil to enhance the nutrient status of
rhizosphere.

 Isolation and screening of specialized strains of mycorrhizal fungi, rhizobium, azotobacter and
phosphate solubilizes (bio fertilizers inoculum) suitable for the dumped material.

 Mass culture of plant specific bio fertilizer and mycorrhizal fungi.

 Plantation of dumping sites using identified blend and bio fertilizer inoculum.

The afforestation with suitable plant species of high ecological and economic value which can adapt
to local habitat will be undertaken and depending upon the canopy cover required.

MONITORING & COMPLIANCES

Muck shall be dumped from bottom in layers of 50-70 cm depending on size of boulders.

 Each layer shall be rolled compacted.

 A layer of soil shall be spread on top of it to make it suitable for plantation.

 Water testing facilities shall be set up for checking quality parameter of water.

 Soil samples shall be regularly collected and tested for checking the level of contamination.

 Prescribed norms and approvals will be sought, wherever necessary.

 All norms of Forest department, and their acts related to muck disposal shall be complied with.

 Design consultant shall be engaged for designing of retaining structures.

Plantation shall be done on the reclaimed land and native variety of plants and trees shall be planted.

DOHWA ENGINEERING CO. PRIME ENGINEERING 172


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-9 PHOGRAPHS OF ENVIRONMENTAL MONITORING

Ambient Air Quality Monitoring

Water Sampling

Noise Level Monitoring

DOHWA ENGINEERING CO. PRIME ENGINEERING 173


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-10 AMBIENT AIR QAUALITY, WATER AND NOISE


MONITORING RESULTS

DOHWA ENGINEERING CO. PRIME ENGINEERING 174


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

ANNEXURE-11 REPORT MAPS & IMAGES

DOHWA ENGINEERING CO. PRIME ENGINEERING 175


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Figure 1.1: Project Location Map

DOHWA ENGINEERING CO. PRIME ENGINEERING 176


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Figure 1.1: Proposed Project Location Map

DOHWA ENGINEERING CO. PRIME ENGINEERING 177


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

SECTION 1 (KEL ~ SHOUNTER ~ UPPER DOMAIL ~ WEST PORTAL OF THE TUNNEL)

DOHWA ENGINEERING CO. PRIME ENGINEERING 178


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

SECTION 2 (EAST PORTAL OF THE TUNNEL ~ MORCHA GUZAIR ~ RATTU ~ GORIKOT)

DOHWA ENGINEERING CO. PRIME ENGINEERING 179


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

Figure 3- Alignment Drawings Options of Proposed Tunnel Project and Access Road

DOHWA ENGINEERING CO. PRIME ENGINEERING 180


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

FIGURE-4 PROPOSED PROJECT LOCATION MAP

DOHWA ENGINEERING CO. PRIME ENGINEERING 181


PRE-FEASIBILITY STUDY AND FEASIBILITY STUDY OF ENVIRONMENTAL IMPACT
SHOUNTER – RATTU ROAD TUNNEL ASSESSMENT REPORT

MAP 2- SEISMIC ZONING MAP OF PAKISTAN

DOHWA ENGINEERING CO. PRIME ENGINEERING 182


Dohwa Engineering Co., Ltd. Republic of Korea
in association with

Prime Engineering & Testing Consultants (Pvt) Ltd, Pakistan

You might also like