annexure-2: proposed terms of reference for eia studies...the alternate alignments have been...

Construction of standalone Ring Road / Bypass around Jammu city in the state of Jammu and Kashmir

Form 1 & Terms of Reference (TOR) As per EIA Notification 2006 and its amendment thereafter 1

Annexure-2: Proposed Terms of Reference for EIA studies

TERMS OF REFERENCE (TOR)

FOR PREPARATION OF

ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

& ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Construction of construction of 4/6 lane Ring Road/Bypass Road to Jammu city in the State of Jammu

and Kashmir

NATIONAL HIGHWAYS AUTHORITY OF INDIA (NHAI)

March 2018



TERM OF REFERNCE

MAIN FEATURES OF THE PROJECT ROAD ARE AS UNDER:

The project Road is a bypass of Jammu City, which will be part of NH-1A. The study of data collected and topo survey conducted reveals that the western bypass can start from km 85.312 (Dera Ghanotra) (South west side) of NH-1A and ends at km 15+068 of Nagrota bypass realignment at NH-1A. The length of the proposed bypass/ring road would be about 58.255 km.

This bypass is proposed to avoid congestion and provide faster, safe and smooth movement of traffic around the Jammu city with 4 lanes with paved shoulder.

The project road passes through plain and rolling terrain terrain with major portion (47.187 km) lying in plain reaches.

Total length of proposed new ring road is about 58.255 km

Land use along the proposed ring road is agriculture/Forest/barren areas, semi-urban and villages.

Project road crosses 42 seasonal Streams and two perennial rivers.

Two wildlife sanctuaries (Nandini and Ramnagar wildlife) are located within 10 km radius from the project road.

Felling of about 9327 trees in non-forest areas

As per the visual observation, the Air and noise quality of the area is within the permissible limit

1 BACKGROUND AND DESCRIPTION

The National Highways Authority of India (NHAI) has decided for construction of 4-lane Ring Road/Bypass Road of NH-1A to Jammu city in the State of Jammu and Kashmir (J&K).

In order to fulfil the above task, NHAI has appointed M/s Louis Berger Consulting Pvt. Ltd. as Consultants to carry out the preparation of Feasibility cum Preliminary Design Report for construction of 4 lane Ring Road/Bypass road (referred as Project Road in this report) to Jammu city in the State of Jammu and Kashmir. The Letter of Acceptance was communicated vide NHAIs’ letter No NHAI/1201/GM(J&K)/Jammu Bypass/Ph-VII/862 dated 26.03.12 and Contract Agreement was signed on 23.03.12. The date of commencement of services is 2nd April 2012.

The project Road is a bypass/ring road of Jammu City, which will be part of NH-1A. The study of data collected and topo survey conducted reveals that the western bypass shall start from km 86 (Dera Ghanotra) of NH-1A (South west side) and ends at km 15+068 of Nagrota bypass realignment at NH-1A. The length of the proposed bypass/ring road would be about 58.255 km.

The Project Location Map is given in Figure 1.1.



Fig 1.1: Location of Project Road

2 PROJECT OBJECTIVE

The main objective of the services is to establish the technical feasibility of the project and to prepare Feasibility report construction of stand-alone Ring Road/Bypass around Jammu City in the state of Jammu & Kashmir under NHDP Phase-VII.

3 INTRODUCTION

The eastern side of Jammu city has already been bypassed through Jammu Kunjwani and Nagrota bypass recently. Further bypassing on eastern side of Jammu city may not seems to be feasible as per reconnaissance due to hills region of eastern side of Jammu city. Therefore, Western side bypass/ring road was being envisaged for this project preparation. Secondary data available with state PWD and other agencies have also been collected. The detailed study of secondary data collected reveals that the western bypass shall start from km 85+312 (Dear Ghanotra) of NH-1A (South west side) and ends at km 15+068 of Nagrota bypass realignment at NH-1A. The length of the proposed

bypass/ring road would be about 58.255 km. Three alternative option-1, option-2 and option-3 were proposed in alignment and traffic survey report submitted. Recommended alignment option-1 was modified to option-1A as per discussion held with NHAI HQ and RO office Chandigarh. The alignment option 1A further refined/amended to option 1B as per discussion held with PD and RO Jammu during alignment site visit on dated 5th December 2012.



BYPASS ALTERNATIVES: SELECTION APPROACH & METHODOLGY

The alignment was marked on the toposheets and then transferred on Satellite imageries (Google Earth Images) before going for site verification.

Following important points have been considered in defining the alignments:

a. The highway should be as direct as possible between the two points to be linked, thereby satisfying the major desire lines. A direct highway link results in economy in construction, maintenance and operation.

b. The location should result in minimum interference to agriculture and industry.

c. The location should, as far as possible, facilitate easy grades and curvature.

d. The location should steer clear of obstructions such as cemeteries, burning ghats, places of worships, archaeological and historical monuments, and as far as possible, public facilities like hospitals, schools, playgrounds etc.

e. Where the proposed location interference with utility services like overhead transmission lines, water supply lines etc., decision between changing the highway alignment and shifting the utility services should be based on study of the relative economics and feasibility.

f. An important obligatory point in the selection of the route is the location of river crossings. While crossing of major rivers (waterway exceeding 100m) may have to be at right angles to the river flow, with highway alignment subordinated to considerations of the bridge site, crossing of medium/ minor streams should be generally governed by the requirements of the highway proper. If necessary, such small stretches could be made skew and located on flat curves.

g. The location should, as far as possible, be close to sources of embankment and pavement materials so that haulage of these over long distances is avoided and the cost minimized.

h. Areas liable to flooding should be avoided as far as possible.

i. Highways through villages and towns increase traffic hazards and cause delay and congestion. Where a serious problem of this nature is featured, it will be advisable to bypass the built-up area staying well clear of the limits up to which the town or village is anticipated to grow in the future.

j. To feed the needs of Master Plan for Jammu: 2021

k. Alignment option study along with already identified/studied corridor.

The alternate alignments have been proposed in consonance with IRC: SP: 84-2009 (Manual of Specifications & Standards for Four laning of Highway through Public Private Partnership)

Apart from PWD’s southern bypass (consultant’s Option 1), consultant has studied two more tentative bypass options for Jammu city. The options have been worked out as per the above mentioned considerations.

Topography of the region is plain with numerous natural water channels and irrigation canals. Span lengths of cross-drainage structures have been proposed as per initial site investigations. Exact number and span arrangements shall be worked out based on detailed topographic survey and hydrological calculations.

Table 1.1 details out the comparison of the three proposed alternatives. Tentative cost of construction of road works and rehabilitation works have been worked out for all the three alternatives.



Table 1.1: Comparison of the four proposed alternatives

Options Option 1 Option 1B Option 2 Option 3

Plain Section Hill Section Plain Section Hill Section Plain Section Hill Section Plain Section Hill Section

Length 45650 10805 46450 11350 37250 9100 53350 10805

Structures

Major bridge 7 nos. (1300m) 1 nos. (100m) 7 nos. (1300m) 1 nos. (100m) 6 nos. (1200m) 1 nos. (100m) 5 nos. (1100m) 1 nos. (100m)

Minor bridge 74 nos. (950m) 37 nos. (570m)

64 nos. (850) 37 nos. (570m) 85 nos. (970m) 40 nos. (600m) 105 nos. (1100) 37 nos. (570m)

ROB Nil Nil Nil Nil Nil Nil Nil Nil

Culverts 55 5 55 5 50 5 60 5

Flyover 2 (222m) Nil 2 Nil 2 (222m) Nil 2 (222m) Nil

Interchange (Trumpet) 1 1 1 1 1 1 1 1

VUP 4 1 4 1 4 1 4 1

PUP 10 1 10 1 10 1 10 1

Viaduct - 2 nos. (245) - 2 nos. (245) - 2 nos. (245) - 2 nos. (245)

Maximum Gradient Plain 6% Plain 6% Plain 6% Plain 6%

Land (60m for plain section and 45 m for hill section) sqm.

2739000 486225 2787000 510750 2235000 409500 3201000 486225

Rehabilitation 5 pockets - 3 pockets - 10 pockets 6 pockets 7 pockets -

Cost Road works

Pavement 3,537,875,000 891,412,500 3,599,875,000 936,375,000 2,886,875,000 750,750,000 4,134,625,000 891,412,500

Major bridge 1,404,000,000 108,000,000 1,404,000,000 108,000,000 1,296,000,000 108,000,000 1,188,000,000 108,000,000

Minor bridge 1,140,000,000 684,000,000 1,020,000,000 684,000,000 1,164,000,000 720,000,000 1,320,000,000 684,000,000

Flyover 345,120,000 345,120,000 345,120,000 345,120,000

Interchange (Trumpet) 150,000,000 150,000,000 150,000,000 150,000,000 150,000,000 150,000,000 150,000,000 150,000,000

PUP 640,650,000 64,065,000 640,650,000 64,065,000 640,650,000 64,065,000 640,650,000 64,065,000

VUP 546,300,000 - 546,300,000 - 546,300,000 - 546,300,000 -

Viaduct 367,200,000 367,200,000 367,200,000 367,200,000

Culverts 133,650,000 12,150,000 133,650,000 12,150,000 121,500,000 12,150,000 145,800,000 12,150,000



Options Option 1 Option 1B Option 2 Option 3

Plain Section Hill Section Plain Section Hill Section Plain Section Hill Section Plain Section Hill Section

Toll Plaza 240,000,000 240,000,000 240,000,000 240,000,000

Total Construction Cost (in crores)

802.83 238.61 797.03 243.11 728.12 228.14 860.12 238.61

Cost Rehabilitation

Land cost 2,739,000,000 486,225,000 2,787,000,00 510,750,000 2,235,000,000 409,500,000 3,201,000,000 486,225,000

Rehabilitation Cost 100,000,000 60,000,000 200,000,000 120,000,000 140,000,000

Total Rehabilitation Cost (in crores)

284 49 285 51 244 53 334 49

Total Cost (in crores) 1,086.73 287.23 1,081.73 294.18 972 281 1,194 287

1,374 1,376 1,253 1,481



4 JAMMU MASTER PLAN 2021

Jammu Development Authority (JDA) has cast a master plan for Jammu: 2021 to meet the changing local needs and aspirations. Master Plan aims to achieve an appropriate balance between spatial allocation for various activities i.e. housing, employment, social infrastructure, organized shopping arcades, transport, adequate arrangements and reservations to accommodate different kinds of physical infrastructure and public utility systems.

The bypass alternatives have been suggested so as to cater the Jammu Master plan 2021. Fig 1.2. below outline the urban areas being proposed in the master plan.



Fig. 1.2: Jammu Master Plan



5 SCOPE OF PROJECT SERVICES

The scope of consultancy services demands a very high level of professional competence with optimal approach to meet all the objectives stated above as it would require review of all available studies, data, records, information interaction with concerned agencies and identification of constraints besides carrying out necessary traffic surveys. The Consultants are required to review the preliminary study carried out by the State Govt. in addition to the envisaged scope of work.

Detailed scope of consultancy services shall thus cover but be not limited to the following major tasks

i) Carry out the preliminary survey by using satellite or appropriate technique for fixing of suitable alignment amongst various alternatives for a ring road around Jammu city on the basis of Technical & Financial viability which shall be designed as partially/fully access controlled facility.

ii) Conduct Traffic studies including traffic surveys and future demands / forecasting of identified connection.

iii) Conduct engineering surveys and investigations

iv) Carry out Satellite and detailed topographical survey of the alignments indicating the revenue survey numbers, maps, extent of land to be acquired; contours at every 5 m interval.

v) Rough cost estimation of various prospective connections with regard to quantum of work pertaining to rehabilitation / up gradation and improvement on the basis of highway/pavement design, provision of service roads, suitable grade separated intersections, underpasses / flyovers / construction of bridges / structures, road safety features etc.

vi) Analysis of expected financial return through toll and other revenues taking into account of the effect of other Peripheral roads and Radial Roads in the vicinity of these cities which are either tolled or are being taken up or already taken up under BOT projects. The alignment/sections of ring/radial road (including Bypass and realignments) already undertaken/being undertaken by any other Authority shall be in harmony with these projects of NHAI and conflict, if any, shall be minimized.

vii) Recommend a suitable alignment for the bypass/ring road on the basis of technical and financial viability of the project including prioritization of the sections.

viii) Fix Benchmark pillars at required interval.

ix) Prepare prioritization plan of the sections keeping in view traffic demands and technical and financial viability.

x) Cost estimation and analysis of financing option to develop the financing program.

xi) Preparation of the implementation program with identified phasing, if any

xii) Recommendations on user fee, from the considerations of its acceptability

xiii) Social Impact Assessment and Environmental Impact Assessment

xiv) Preliminary design of road, bridges and structure etc.

xv) Preparation of Land Plan schedule and Utility relocation plan

xvi) Preparation of Schedule A, B, C, D and H of Concession Agreement.



6 PROJECT ROUTE DISCRIPTION

6.1 Terrain

Project alignment passes through plain and hilly section with major portion passing through plain terrain.

Terrain Type

Terrain Type

From (km)

To (km)

Length (km)

Plain

-0.687 (Existing

km 85.312 of NH-1A)

46.500 47.187

Hill 46.500 57.568 11.068

6.2 Land Use

Around 75% length of the proposed bypass passes through cultivated land; 15%length traverses through barren area and remaining 10% length passing through forest area. There is no major habitation in the 60m wide strip along the alignment of proposed bypass

6.3 Road Intersections

27 major and minor cross roads intersect the proposed alignments. The preliminary summary of 27 junction / intersection locations is given in Table 1.2.

Table 1.2: Summary of Road Intersections / Junction

Sl.

No.

Location of

intersection

(Chainage)

Location Type of

intersection

Existing Cross-

road type/Other

Features

Remark

1 6.700 Palli T Earthen track Left in/Left out

2 12.983 Kotli Mian

Fateh X Existing BT road Median Opening

3 14.565 Kotli X Existing BT road Median Opening

4 15.400 Gazian T Existing BT road With SR

5 16.750 Bansultan T Existing BT road With SR

6 22.700 Haripur T Existing BT road Left in/Left out

7 23.650 Flora T Existing BT road Left in/Left out

8 24.925 Pramli X Cart track With SR

9 25.910 Pramli T Cart track Left in/Left out

10 28.475 Gho

Manhasan X Existing BT road Median Opening

11 29.375 Murare Chak T Existing BT road Left in/Left out

12 33.720 Chhata

Gurjar X Existing BT road Median Opening

13 33.900 Chhata

Gurjar T

Cart track (Over

Army Trench) Left in/Left out



Sl.

No.

Location of

intersection

(Chainage)

Location Type of

intersection

Existing Cross-

road type/Other

Features

Remark

14 35.390 Heera Chak X Existing BT road Median Opening

15 35.750 Kullain T Existing BT road Left in/Left out

16 36.850 Shakha Peer T Cart track Left in/Left out

17 37.730 Jafra T Cart track Left in/Left out

18 38.960 Jaswan T Cart track Left in/Left out

19 39.850 Jhiri T Cart track Left in/Left out

20 41.575 Kangrail T Existing BT road Left in/Left out

21 44.150 Karli X

WBM track

(Along irrigation

canal)

22 45.950 Kot Mosque T Cart track Left in/Left out

23 46.572 Kot Cross Cart track

24 47.310 Kot T Cart track Left in/Left out

25 47.825 Kot T Cart track Left in/Left out

26 50.090 Kot X Existing BT road Median Opening

27 53.150 Kangar X Existing BT road Median Opening

6.4 Bridges and Cross Drainage

The proposed alignment of bypass crosses several small seasonal streams / nallahs/irrigation/canals/ channels/ distributaries and 2 major rivers i.e. Nikki Tawi and Wadi Tawi. Table 1.3 below lists out the major drainage works required.

Table 1.3: List of cross-drainage works required

Sl. No.

Design Chainage

Canal / River / Culvert

River/ Nallah/ Canal Canal Lined/

Unlined Length as per

hydrology

1 0+070 Canal Bridge Ravi Tawi Main Canal

(Ravi lift irrigation canal) Lined 12

2 1+030 Major Bridge Pati Khad 90

3 1+960 Canal Bridge Ravi Tawi Distributory

No. - 5 Lined 6

4 4+320 Major Bridge Silam Khad Unlined 180

5 5+430 Canal Bridge Ravi Tawi Distributary

No. - 3 Lined 6

6 6+200 Minor Bridge Guror Nallah Unlined 25

7 6+400 Minor Bridge Guror Nallah Unlined 12

8 6+640 Canal Bridge /

Culvert Irrigation channel Unlined 2

9 7+180 Minor Bridge Leg of Guror Nallah Unlined 20

10 10+185 Canal Bridge Ravi Tawi Distributory

No. - 2 Lined 6

11 10+520 Canal Bridge Ranvir Canal distributary

No. - 9 Lined 12



Sl. No.

Design Chainage




hydrology

12 10+610 Minor Bridge Nallah Lined 12

13 11+920 Minor Bridge Naugiran Nallah Unlined 15

14 12+985 Canal Bridge Prithipur Minor Unlined 2

15 13+580 Canal Bridge Ranbir Canal Lined 12

16 15+560 Canal Bridge distributary No. - 10 Lined 12

17 17+950 Major Bridge Balwal Nallah (17+840 -

18+200) Nallah 360

18 18+360 Canal Bridge Mangu Chak Khul Lined 1.5

19 19+050 Minor Bridge old leg of nikki tawi Unlined 30

20 19+470 Canal Bridge Lalyal Khul Lined

21 20+160 Major Bridge Nikki Tawi River (20+160-20+460)

Unlined 360

22 20+670 Canal Bridge Mandal Khul Lined 4

23 22+350 Canal Bridge Sum Khul Unlined 5

24 22+650 Canal Bridge Haripur-Karwal Khul Lined 5

25 23+540 Minor Bridge Nallah Unlined 12

26 23+680 Canal Bridge Makwal Khul Lined 4

27 23+980 Canal Bridge Suhanjana Main Lined 5

28 26+360 Major Bridge Vaddi Tawi River River 600

29 27+035 Canal Bridge Bhagatpur Khul Unlined 5

30 27+300 Canal

Bridge/Major Bridge

Karpali Branch (Stream of Nikki Tawi)

Unlined 60

31 27+440 Canal Bridge Karpali Khul Unlined 4

32 28+230 Canal Bridge Old Gho Manhasan Khul Lined 3

33 28+800 Minor Bridge Kor Nallah 50

34 29+170 Canal Culvert distributary No. - 5A Lined 4

35 29+415 Major Bridge Ban Cho Nala 60

36 31+060 Minor Bridge Irrigation channel 12


Culvert Irrigation channel 12


Culvert Irrigation channel 5

39 34+015 Minor Bridge Karloop Nallah 45

40 34+215 Minor Bridge Branch of Karloop Nallah 15

41 34+270 Minor Bridge Branch of Karloop Nallah 15

42 35+590 Canal Bridge Marh Bagh Escape Unlined 4

43 36+630 Canal Bridge Marh Bagh Khul Unlined 5

44 36+720 Canal Bridge Shakha Peer Khul

(offtake from Disty 2B) Unlined 5

45 37+900 Canal Bridge Jafra Chak Khul (offtake

from Disty 2B) Unlined 5

46 40+650 Canal Bridge Ranbir Canal Lined 40

47 41+030 Minor Bridge Sui Cho Unlined 45



50 45+090 Major Bridge Manor Khad Unlined 60



Sl. No.

Design Chainage




hydrology

51 46+970 Minor Bridge Track/Drain Unlined 12

52 47+180 Minor Bridge Track/Drain Unlined 12

53 47+700 Minor Bridge Tatani Nallah Unlined 12

54 48+365 Minor Bridge Nallah 12

55 48+995 Minor Bridge Drain Unlined 12

56 50+130 Minor Bridge Kanger Nallah Unlined 12

57 51+925 Minor Bridge Bagri Nallah Unlined 16





62 56+580 Major Bridge Manal Nallah Unlined 60

7 BASELINE ENVIRONMENT STATUS

7.1 Geographical location

The project area is located between latitude 32.59°N, longitude 74.95°E and latitude 32.81°N, longitude 74.89°E. It has an average elevation of 327 meter from mean sea level (msl). The preliminary study of the secondary data collected reveals that the Western Bypass shall start from km 85.312 (Dera Ghanota) of NH-1A (South west side) and ends at km 15+068 of Nagrota bypass realignment at NH-1A. The length of the proposed bypass/ring road would be about 58.255 Km.

7.2 Climate

Jammu, the project area, like the rest of north-western India, features a humid subtropical climate, with extreme summer highs reaching 46 °C (115 °F), and temperatures in the winter months occasionally falling below freezing point. June is the hottest month with average highs of 40.6 °C (105.1 °F), while January is the coldest month with average lows reaching 7 °C (45 °F). Average yearly precipitation is about 42 inches (1,100 mm) with the bulk of the rainfall in the months from June to September, although the winters can also be rather wet. In winter dense smog causes much inconvenience and temperature even drops to 2 °C (36 °F). In summer, particularly in May and June, extremely intense sunlight or hot winds can raise the mercury to 46 °C (115 °F). Following the hot season, the monsoon lashes the city with heavy downpours along with thunderstorms: rainfall may total up to 669 millimeters (26.3 in) in the wettest months.

7.3 Rainfall

The precipitation in the area occurs mainly due to south west and north east monsoon. However most of the precipitation is received through south westerly monsoon. A little but significant from agriculture point of view, rainfall occurs during the winter season due to North westerly monsoon. About 75% of the rainfall occurs during last week of June to mid Sept. July and August are the wettest months. The rest of the rainfall (25%) occurs during non-monsoon period meters above sea level.

7.4 Roadside Drainage

The proposed alignment of Ring Road crosses over several small seasonal streams, irrigation canals / channels, distributaries and nullahs.

http://toolserver.org/~geohack/geohack.php?pagename=Jammu_(city)&params=32.73_N_74.87_E_

http://toolserver.org/~geohack/geohack.php?pagename=Jammu_(city)&params=32.73_N_74.87_E_



7.5 Geology, Seismicity and Soil

The project area falls in sub-mountainous region at the foothills of the Himalayas. Siwalik range rises gradually in the north part of the district and merges with the Indo-Gangetic plains in the south. Geologically, the area can be explained as the northern hilly area underlain by the Siwalik rocks and the southern outer plain area underlain by the sediments of Recent Sub-Recent times, laid down by the present day streams the area. Following geological succession occurs in the area.

The state of Jammu & Kashmir is the western most extension of the Indian Himalayan Region (IHR). It comprises of the Pir Panjal, Zaskar, Karakoram and Ladakh ranges. The boundary of the Punjab plain and the mountains forms the Himalayan Frontal Thrust (HFF), which in this area is the Murree Thrust. The Main Boundary Thrust (MBT) underlies the Pir Panjal Range and is known as the Pir Panjal Thrust in the region. The Zaskar range which are part of the Great Himalayan Range are underlain by the Zaskar Thrust. The Kashmir Valley lies between the Pir Panjal and the Zaskar thrusts, making it very vulnerable to earthquakes. Other northern parts of Jammu & Kashmir are heavily faulted. Along the Zaskar and the Ladakh ranges runs a NW-SE trending strike-slip fault, the longest in the Jammu & Kashmir area. Apart from the routine small tremors moderate to large earthquakes have hit nearly all parts of the state. However, it must be stated that proximity to faults does not necessarily translate into a higher hazard as compared to areas located further away, as damage from earthquakes depends on numerous factors such as subsurface geology as well as adherence to the building codes.

The alluvial soils are mostly found in the flood plains plains of Jammu and have been divided into two groups; old alluvials and new alluvial. The old alluvials soils are calcareous and neutrals to alkaline in their reaction (pH 7.6- 8.4) and low to medium in organic carbon and nitrogen. The pH of the new alluvial soil ranges between 7.0-7.7 and is calcareous with low in organic carbon and nitrogen

7.6 Ground Water Quality

Generally, ground water quality of the area is good. Testing/monitoring work is in

progress.

7.7 Air and Noise Quality of the Area

Ambient air quality monitoring is required to determine the existing quality of air, evaluation of the effectiveness of control programme and to identify areas in need of restoration and their prioritization. National Air Quality Monitoring Programme is described in this chapter along with details on pollutants measured and their frequency

In order to establish the baseline air pollution status, ambient air quality will be monitored at the various locations along the proposed project road.

Respirable dust samplers/high volume samplers of Envirotech Instruments will be used for monitoring particulate matter size 10 micron (PM10), respirable particulate matters size 2.5 (PM2.5), SO2, and NOx. A reputed Laboratory, accredited by National Accreditation Board for Testing and Calibration Laboratories (NABL) and approved by Ministry of Environment and Forest, GOI would be contracted for the collection and analysis of air samples.

The Samples size would be determined after the reconnaissance survey of the project area. The air quality monitoring stations will be selected depending on the factors like land use type, topography etc. so that true representations of the samples could be made and the chances of biasness could be avoided. The samples would be analyzed for pollutants of interest (CO, NOx, SO2, PM10 and PM2.5) using the appropriate method



prescribed by Bureau of Indian Standards and Central Pollution Control Board.

7.8 Flora and Fauna

The Mediterranean-like climate of Jammu and Kashmir supports some 3,054 species About 880 species are found in Ladakh and 506 in Jammu. Deodar (Cedrus deodara), chir (Pinus roxburghii), Kail (Pinus wallichiana), and Fir (Abies pindrow) account for 43% of the forested area, while 8.5% of the area is non-coniferous forests.

7.9 Fauna

The faunal biodiversity of the state is rich with unique species both in the forest zones and above the tree line. Animals range from mammals and birds to lower invertebrates. The state accounts about 16% of the mammals, birds, reptiles, and butterflies found in India. Birds account for much of that diversity, with 358 species, followed by mammals with 75 species, and reptiles with 68 species. There are fewer species of fish and amphibian.

8 Anticipated Environmental Impacts and Mitigation Measures

The project road is a new road and passes through the green field, only following key Environmental Issues are expected to be impacted during its implementation:

Surface Water Pollution

Loss of Tube wells, hand pumps

Impact on Properties

Felling of tress in non-forest area

Road Safety

Short term localized air and noise pollution

All above issues will be taken care in the EMP.

9 ENVIRONMENTAL IMPACT ASSESSMENT STUDY

Study Area

The immediate corridor of impact was considered 50 meters on both sides from centerline of road. The critical environmental issues (protected areas notified under wildlife (protection) Act 1972, critically polluted areas as notified by Central Pollution Control Board, notified eco-sensitive areas, interstate boundaries and international boundaries) will be considered within 15 Km from the alignment. The existing road alignment is shown in Index Map presented below.

A. Description of the Environment

The Study Area: The study area comprised 15 km area on either side of the project road and included the following:

i. Topography: Topography, ground conditions, altitude, slope, etc.

ii. Soil and Geology: Soil type and its characteristics, soil erosion and land slide problem, geology of the area.

iii. Meteorology and Climatology: Collection of data for Meteorological and climatological conditions including rainfall, temperature, relative humidity, wind direction and wind speed, etc. for nearest IMD stations.



iv. Ambient Air Quality: Monitoring of Ambient air quality at a frequency of two days per week for one season at about 4-5 locations. Ambient air quality monitoring carried out for Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM), Sulphur dioxide (SO2), Oxides of Nitrogen (NOX) and Carbon Monoxide (CO). SPM and RPM estimated by gravimetric method. Modified West and Gaeke method (IS-5182 part-II, 1969) adopted for estimation of SO2. Jacobs-Hochheiser method (IS-5182 part-IV, 1975) adopted for the estimation of NOX. Samples for Carbon monoxide collected as grab in glass tubes/bladder and determine by Gas Chromatography/ NDIR techniques. The prediction of pollutant concentration in future years based on projected traffic to be worked out using CALINE 4 model.

v. Noise Environment: Noise level measurements carried out along the project road for residential, commercial and sensitive locations during day and night i.e. 6 am to 10 pm and 10 pm to 6 am at all locations as per CPCB Standards. Prediction of Noise level during Operation phase in future years to be determined using appropriate Model.

vi. Water Environment: Study of hydrology of the project road. The surface water bodies (rivers, lakes, streams, ponds) adjacent to /crossing the project road studied for their characteristics - seasonal or perennial, their water flow pattern, their catchment areas and usage. Ponds along the project road studied for their extent of impact.

The depth of ground water table, the ground water availability in the project area, the exploitation of ground water studied.

vii. Ground and Surface Water Quality: Collection of Ground water and surface water resources along the project road alignment and examination for physico-chemical parameters. Collection of Surface water samples Rivers. Collection of Ground water samples from most commonly used ground water sources along the project road.

Analysis of the samples collected as per the procedures specified in 'Standard Methods for the Examination of Water and Wastewater' published by American Public Health Association (APHA).

viii. Drainage Patterns: The natural drainage of the project region, the existing drainage pattern of the project road, runoff flow direction, possible flooding, erosion.

ix. Existing Land Use: Land use pattern established along the project road classifying forest land, agriculture land, water bodies, settlements (residential, commercial, industrial) along the project road.

x. Places of Tourist, Historic, Archaeological and Religious Interests: Places of tourist interest, historical, archaeological places and places of religious interests (if any) identified along the project road- in the immediate vicinity and also within study area (15 km on either side of the project road).

xi. Ecological Sensitive Locations: Survey of sensitive ecological locations, such as wildlife sanctuary, national parks, bio reserve (if any) and Mangroves within the study area (15 km on either side of the project road).

xii. Ecological Studies: Study of Terrestrial and aquatic ecology along the project road. Identification of Flora and fauna in the project area. To identify whether



any wild life, endangered species, migrating species is present in the project area, also whether any animal crossing occurs along the road.

Terrestrial Ecology: Survey of Flora along the project road. Tree enumeration within the proposed ROW including the girth size. Bare minimum tree felling to be proposed.

Aquatic Ecology: Study of Aquatic flora and fauna in the major water bodies crossing the project road.

xiii. Socio-economic Details: Study of demographic details including population, schedule caste, schedule tribe, literacy, occupation pattern in the settlements along the project road, economic and social conditions, life styles, etc. along the project road. Study of infrastructure facilities in the settlements along the project road.

The social study will comprise socio-economic survey along the project road and reflect the number and details of Project Affected Persons (PAPs) along the project road.

B. Analysis of Alternatives to the Project Road:

In-depth study of related maps, topographic sheets, physical inspection and environmental and social screening carried out in order to find out the technically and environmentally sound, most feasible alignment. Alternatives analyzed considering without and with project situations and components.

Alternatives compared on the basis of their potential environmental impacts, capital and recurrent costs, suitability under local conditions, institutional training and monitoring requirements. For each alternative, the environmental costs and benefits were quantified to the extent possible and the basis for the selected alternative stated.

Analysis of alternative included alignment selection, finalization of bypasses, road widening to reduce the cutting of tree, minimum demolition of structures and land use pattern and its acquisition.

C. Anticipated Environmental Impacts and Mitigation Measures

The impact assessment carried out in accordance with the requirement of the Government of India and State and local level laws and guidelines. The collected primary and secondary data compiled and analyzed to establish a comprehensive database and assesses the existing baseline environmental condition.

Impact assessment carried out after establishing the baseline status of the study corridor and analysis of the project data/activities. Wherever practicable, a quantitative analysis was performed. Suitable computer models were used; otherwise, the impact prediction involved quantification through mathematical computation. The project activities were linked with the existing baseline environmental conditions in orders to short list the affected environmental parameters and assesses the likely impacts on such parameters. Compliance of the project with national standards has been duly checked. Following aspects were given due importance during assessment of impacts and recommending remedial measures:

Alignment of the project road and topographical changes

Roadside drainage to avoid water logging, erosion & environmental degradation. Necessary arrangements for adequate drainage along the road to avoid over flooding



of surrounding area. Also suggestion of rain water harvesting structures at least 3m-5m above the highest ground water level.

Impact on soil along the project road.

Impact on borrow area and quarries. Suitable measures for rehabilitation of Borrow areas.

Impact on ambient air quality due to air pollution during construction activities and vehicle movement. Prediction of concentration of air pollutants during operation phase using simulation model CALINE 4. Suggestion of adequate mitigation measures.

Impact on noise level during construction activities and vehicle movement. Impact of higher traffic volume during operation phase especially in habitations and receptors like schools, hospitals. Impact prediction using appropriate noise model. Suggestion of mitigation measures for attenuating noise.

Details of water requirement during construction phase and the respective sources. Also measures required during construction of bridges & other cross drainage structures across water bodies to minimize impact on surface water quality during construction phase.

Nature, quantity and disposal of Solid Waste (construction spoils, domestic waste). Quantification of solid waste during construction phase. The same shall be reused for construction of road for making haul road and camp site. The surplus (if any) shall be disposed off to the designated dumping site after permission from local statutory authority. The very minimum amount of domestic waste likely to be generated from the camps during construction phase, will be disposed off to the local designated dumping ground by the local authority with payment basis.

Impact on terrestrial and aquatic ecology. Enumeration of roadside trees present along the project road, legal status of the trees, effort to minimize tree cutting, development plan for green belt along the road in the space available with cost provision for development and maintenance. Necessary permission to be obtained for cutting of trees from competent authorities.

Public health & sanitation, and occupational health & safety of construction workers

Impact on safety of local people during construction and operation phases. Measures for pedestrian safety and animal crossing during operation phase by suggestion of locations for underpasses, foot over-bridges, service roads. Adequate cattle crossings for movement of agricultural produce at specific locations along the road.

Identification of accident prone zones and suggestion of road safety features to avoid accidents. Providing details of road safety and signages.

Population affected and socio-economic impacts.

D. Environmental Monitoring Programme

Environmental monitoring plan for construction and post construction phases of the project road will be formulated to ensure effectiveness of implemented environmental mitigation measures. Cost of Environmental Monitoring Plan for construction and post construction phase of the project will be worked out.

E. Environment Management Plan



Environmental Management Plan (EMP) is the key to ensure a safe and clean environment during construction and operation phases. The desired results from the environmental mitigation measures proposed in the project may not be obtained without a management plan to assure its proper implementation and function. The EMP will envisage the plans for the proper implementation of mitigation measures to reduce the adverse environmental impacts arising out of the project activities during construction and operation phase. The following issues will be addressed in the EMP:

Preventive, mitigation, compensatory & enhancement measures for minimization & abatement of the undesirable impacts caused during the construction and operation stage.

Details of management plans (compensatory plantation, solid waste management plan, borrow area management plan, occupational safety and health plan etc.) including their implementation schedule and supervision programme.

Identified/recommended institutional set up for implementation of the EMP including institutional requirements, staffing and training.

Environmental monitoring programme during construction and operation phase including parameters, locations and frequency of monitoring, monitoring mechanisms, performance indicators, implementation programme and cost.

Resettlement action plan for affected families as per NHAI Policy and NRRP 2007.

Environmental Management Budget: The preliminary environmental budget considering the environmental aspects for the project.

F. Detail of Roadside Trees

The design of the road was proposed in such a way that maximum trees were saved. In present design about 9327 trees in non-forest will be fallen down in order to construct Jammu ring road in 6 lanes capacity.

All primary and secondary data is either collected/ under progress as per Environmental Impact Assessment Notification 2006 during pre-feasibility study as per contract agreement with National Highway Authority of India (NHAI).



Annexure-3: Alignment route Topo Map



Annexure-4: Alignment route Map on Google

annexure-2: proposed terms of reference for eia studies...the alternate alignments have been...

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