National Highway Authority

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

Environmental Impact Assessment Report

April 2017

Dohwa Engineering Co., Ltd. Republic of Korea

in association with Prime Engineering & Testing Consultants (Pvt) Ltd. Pakistan

Environmental Impact Assessment Report

TABLE OF CONTENTS

EXECUTIVE SUMMARY ...... 1

REVIEW OF IEE & EIA REGULATIONS, AZAD JAMMU & KASHMIR ...... 2 ASSESSMENT METHODOLOGY ...... 2 PROJECT LOCATION ...... 3 PROPOSED PROJECT ACTIVITIES...... 3 PURPOSE AND SCOPE OF THE STUDY ...... 3 THE SPECIFIC OBJECTIVES OF THIS EIA ARE TO: ...... 4 PROJECT ALTERNATIVES ...... 4 ENVIRONMENTAL AND SOCIO-ECONOMICAL BASELINE STUDIES ...... 4 DESCRIPTION OF THE ENVIRONMENT SEISMICITY ...... 5 WATER RESOURCES ...... 5 CLIMATE ...... 5 FLORAL ATTRIBUTES OF THE PROJECT AREA ...... 5 FAUNAL ATTRIBUTES OF THE PROJECT AREA ...... 6 REPTILES AND AMPHIBIANS ...... 6 INSECTS, BUTTERFLIES AND VECTORS ...... 6 BIRDS AND FOWL (AVIFAUNA) COMMUNITIES ...... 6 AQUATIC ECOLOGY ...... 6 SOCIOECONOMIC ENVIRONMENT ...... 7 POPULATION ...... 7 ECONOMY ...... 7 LIVESTOCK...... 7 POTENTIAL PROJECT IMPACT AND MITIGATION ...... 7 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ...... 11

CHAPTER-1 INTRODUCTION: ...... 12

1.1 PROJECT TITLE AND PROJECT PROPONENTS ...... 12 1.1.1 Project Title ...... 12 1.1.2 Project Proponent ...... 12 1.2 EIA CONSULTANTS ...... 12 1.3 THE AJK ENVIRONMENTAL PROTECTION ACT, 2000 ...... 13 1.4 ENVIRONMENTAL IMPACT ASSESSMENT PROCESS ...... 13 1.4.1 Overview of EIA ...... 13 1.4.2 Objective of EIA ...... 13 1.4.3 Scope of EIA ...... 13

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1.4.4 Spatial Scope ...... 14 1.5 EIA METHODOLOGY ...... 14 1.5.1 Defining Project Scope: ...... 14 1.5.2 Data Collection: ...... 14 1.5.3 Baseline Data Collation: ...... 14 1.5.4 Stakeholder Consultation ...... 15 1.5.5 Evaluation of Alternatives ...... 15 1.5.6 Impact Assessment and Mitigation ...... 15 1.6 ORGANIZATION OF THE REPORT ...... 17 1.7 CONTACT DETAILS ...... 17

CHAPTER 2 LEGAL FRAMEWORK ...... 18

2.1 CONSTITUTIONAL PROVISION ...... 18 2.2 NATIONAL ENVIRONMENTAL POLICY, 2005 ...... 18 2.2.1. National Conservation Strategy ...... 19 2.3 NATIONAL ENVIRONMENTAL LEGISLATION ...... 19 2.3.1. Pakistan Environmental Protection Act 1997 ...... 19 2.3.2. Pakistan Environmental Protection Agency Review of IEE and EIA Regulations, 2000 ...... 20 2.3.3. Review of IEE & EIA Regulations, Azad Jammu & Kashmir ...... 20 2.3.4. The National Environmental Quality Standards (NEQS) ...... 20 2.3.5. Land Acquisition Act, 1894 ...... 22 2.3.6. Canal and Drainage Act, 1873 ...... 22 2.3.7. The Forest Act 1927 ...... 22 2.3.8. Cutting of Trees (Prohibition) Act, 1975 ...... 22 2.3.9. Antiquities Act 1975 ...... 22 2.3.10. Pakistan Penal Code, 1860 ...... 23 2.3.11. Highways Safety Ordinance, 2000 ...... 23 2.3.12. Motor Vehicle Rules, 1969 ...... 23 2.4 FRAMEWORK OF ENVIRONMENT AND WILDLIFE INSTITUTION IN PAKISTAN AND AZAD JAMMU AND KASHMIR ...... 23 2.5 NATIONAL ENVIRONMENTAL GUIDELINES ...... 24 2.5.1 The Pakistan Environmental Assessment Procedures, 1997 ...... 24 2.6 INTERNATIONAL CONVENTIONS & TREATIES ...... 24 2.6.1 Convention on Biological Diversity ...... 24 2.6.2 The Convention on Conservation of Migratory Species of Wild Animals, 1979 ...... 25 2.6.3 The Convention on Wetlands of International Importance, Ramsar 1971 ...... 25 2.6.4 Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) ...... 25

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2.6.5 International Union for Conservation of Nature and Natural Resources (IUCN) Red List ...... 26 2.7 INTERNATIONAL GUIDELINES ...... 26 2.7.1 World Bank Guidelines on Environment ...... 26 2.8 INTERNATIONAL AND NATIONAL ENVIRONMENT AND CONSERVATION ORGANIZATIONS.. 27 2.8.1 International and National NGOs ...... 27 2.9 PROJECT ADMINISTRATIVE FRAMEWORK ...... 27 2.9.1 Environmental Protection Agencies, EPA Azad Jammu and Kashmir ...... 27 2.9.2 Forest Departments of Azad Jammu and Kashmir (AJ&K) ...... 28 2.9.3 Wildlife Department of Azad Jammu and Kashmir & Gilgit and Baltistan (G&B) ..... 28

CHAPTER 3 PROJECT DESCRIPTION ...... 29

3.1 NEED ASSESSMENT OF THE PROJECT: ...... 29 3.2 PROJECT LOCATION...... 29 3.3 PROJECT OBJECTIVE: ...... 29 3.4 PROJECT ADMINISTRATIVE JURISDICTION ...... 30 3.5 PROJECT IMPLEMENTATION AND COST...... 30 3.6 CONSTRUCTION MATERIALS ...... 30 3.6.1 Borrow Soil for Embankment ...... 30 3.6.2 Borrow Material for Sub Base ...... 30 3.6.3 Crushed Aggregate ...... 31 3.6.4 Fine Aggregate (sand) ...... 31 3.6.5 Sub-grade Material ...... 31 3.6.6 Water ...... 31 3.7 CONSTRUCTION CAMPS AND FACILITIES ...... 31 3.7.1 Source of Power ...... 31 3.7.2 Manpower Requirements ...... 32 3.8 CONSTRUCTION MACHINERY AND EQUIPMENT ...... 33 3.9 TUNNEL DESIGN ...... 33

CHAPTER 4 PROJECT ALTERNATIVES ...... 35

4.1 ALTERNATIVE-I NO DEVELOPMENT OPTION ...... 35 4.2 ALTERNATIVE-II OTHER TRANSPORT MODES ...... 35 4.3 ALTERNATIVE-III CONSTRUCTION OF HIGHWAY ...... 35 4.4 COMPARISON ANALYSIS OF ALTERNATIVES ...... 36

CHAPTER 5 ENVIRONMENTAL AND SOCIO-ECONOMIC BASELINES ...... 38

5.1 TOPOGRAPHY ...... 38 5.2 BASELINE FOR SEISMICITY ...... 38

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5.3 BASELINE FOR WATER RESOURCES ...... 39 5.3.1 Surface Water ...... 39 5.3.2 Groundwater Aquifer ...... 39 5.3.3 Water Balance ...... 40 5.4 BASELINE FOR CLIMATE ...... 42 5.4.1 Precipitation: ...... 42 5.4.2 Mean Annual Precipitation at Muzaffarabad and Neelum AJ&K...... 42 5.5 CLIMATE PATTERNS AND CLIMATIC DIVISIONS ...... 43 5.5.1 Soil Quality ...... 44 5.6 BIOLOGICAL ENVIRONMENT ...... 44 5.6.1 Agriculture & Forestry ...... 44 5.6.2 Flora: ...... 44 5.6.3 Fauna ...... 45 5.6.3.1 Mammals ...... 45 5.6.3.2 Reptiles and Amphibians: ...... 45 5.6.3.3 Insects, Butterflies and Vectors ...... 45 5.6.3.4 Birds and Fowl (Avifauna) Communities ...... 46 5.6.3.4 Aquatic Ecology ...... 46 5.7 SOCIO-ECONOMIC ENVIRONMENT ...... 46 5.7.1 The Population ...... 46 5.7.2 Economy ...... 46 5.7.3 Livestock: ...... 47 5.7.4.1 Roads ...... 47 5.7.4.2 Airports ...... 47 5.7.4.3 Power ...... 47 5.7.4.4 Piped Water Supply ...... 48 5.7.5 Social Infrastructure ...... 48 5.7.5.1 Health Facilities: ...... 48 5.7.5.2 Education ...... 50 5.7.5.3 Investment Opportunities in Azad Kashmir ...... 51 5.7.5.4 Industrial Investment ...... 51 5.7.5.5 Development of Cottage Industry and Kashmiri Handicrafts...... 51 5.7.5.6 Hydro Power Generation ...... 51 5.8 RESOURCE REQUIREMENT AND SOURCES OF ENVIRONMENTAL IMPACTS ...... 51 5.8.1 Site Evaluation: Resource Requirements and Impact Sources ...... 51 5.8.2 Construction: Resource Requirements and Impact Sources ...... 52 5.9 CONSULTATION PROCESS ...... 53 5.10 IMPACT PREDICTION, EVALUATION AND MITIGATION MEASURES ...... 53 5.10.1 Identification of Potential Impacts ...... 54

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5.10.2 Impact Classification ...... 54 5.10.3 Impact Scoping Criteria ...... 55 5.10.4 Impact Assessment Methodology ...... 55 5.10.5 Impacts Associated with Construction Activities ...... 57

CHAPTER 6 STAKEHOLDER CONSULTATIONS ...... 59

6.1 Stakeholders Consulted ...... 59 6.1.2 Primary Stakeholder ...... 59 6.1.3 Secondary Stakeholders Consultation ...... 59

CHAPTER 7 DISCUSSION ON KEY ENVIRONMENTAL ASPECTS, MITIGATION MEASURES AND RESIDUAL IMPACTS...... 61

7.1 PROTECTED AREAS ...... 61 7.2 GEOMORPHOLOGY AND SOILS: ...... 61 7.2.1 POTENTIAL IMPACTS ...... 61 7.2.2 ASSESSMENT OF POTENTIAL IMPACTS ...... 61 7.2.3 Residual Impact ...... 62 7.2.4 Mitigation Measures ...... 62 7.3 WATER RESOURCES ...... 62 7.3.1 Potential Impacts ...... 62 7.3.2 Assessment of Potential Impacts ...... 63 7.3.3 Mitigation Measures ...... 63 7.3.4 Residual Impact ...... 63 7.4 AMBIENT AIR QUALITY...... 63 7.4.1 Potential Impacts ...... 63 7.4.2 Assessment of Potential Impacts ...... 63 7.4.2.1 Dust Emissions: ...... 64 7.4.2.2 Vehicle and Equipment Exhaust Emissions: ...... 64 7.4.3 Mitigation Measures ...... 64 7.4.4 Residual Impact ...... 64 7.5 GHG EMISSIONS ...... 64 7.5.1 Ozone Depletion ...... 64 7.6 NOISE POLLUTION ...... 65 7.6.1 Potential Impacts ...... 65 7.6.2 Assessment of Potential Impacts ...... 65 7.6.3 Mitigation Measures ...... 65 7.6.4 Residual Impact ...... 66 7.7 WASTE DISCHARGES ...... 66 7.7.1 Potential Impacts ...... 66 7.7.2 Assessment of Potential Impacts ...... 66

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7.7.2.1 Domestic Wastes: ...... 67 7.7.2.2 Oil Stains and Spills: ...... 67 7.7.3 Mitigation Measures ...... 67 7.7.4 Residual Impact ...... 68 7.8 TRAFFIC ...... 68 7.8.1 Potential Impacts ...... 68 7.8.2 Assessment of Potential Impacts ...... 68 7.8.2.1 Mitigation Measures ...... 68 7.8.2.2 Residual Impacts ...... 68 7.8.3 Wildlife and Habitat ...... 68 7.8.3.1. Potential Impacts ...... 68 7.8.3.2 Assessment of Potential Impacts ...... 69 7.8.3.3 Residual Impact ...... 69 7.8.3.4. Mitigation Measures ...... 69 7.8.4 Natural vegetation ...... 70 7.8.4.1 Potential Impacts ...... 70 7.8.4.2 Assessment of Potential Impacts ...... 70 7.8.4.3 Mitigation Measures ...... 71 7.8.4.4 Residual Impact ...... 71 7.8.5 Socio-economic Impact ...... 71 7.8.5.1 Potential Impacts ...... 71 7.8.5.2 Assessment of Potential Impacts ...... 71 7.8.5.3 Mitigation Measures ...... 72 7.8.6 Impacts Associated with Operation Activities ...... 73 7.8.6.1 Land Acquisition ...... 73 7.8.7 Environmental and Social Benefits ...... 73 7.8.7.1 Changes in Land Value ...... 73 7.8.7.2 Employment ...... 73 7.8.7.3 Plantation Plan ...... 73 7.8.7.4 Landscape ...... 74 7.8.7.5 Community Development ...... 74

CHAPTER 8 ENVIRONMENTAL MANAGEMENT PLAN...... 75

8.1 PURPOSE AND OBJECTIVES OF THE EMP ...... 75 8.2 COMPONENTS OF THE EMP ...... 75 8.3 LEGISLATION AND GUIDELINES ...... 76 8.4 ORGANIZATIONAL STRUCTURE AND RESPONSIBILITIES ...... 76 8.5 ROLES AND RESPONSIBILITIES ...... 76 8.5.1 Planning and Design of the Operation ...... 76

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8.6 ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN ...... 77 8.6.1 Solid Waste Disposal ...... 91 8.6.2 Liquid Waste Treatment ...... 92 8.7 ENVIRONMENTAL MONITORING AND REPORTING ...... 93 8.7.1 Compliance Monitoring ...... 93 8.7.2 Effects Monitoring ...... 93 8.8 COMMUNICATION AND DOCUMENTATION ...... 94 8.8.1 Meetings and Reports ...... 94 8.8.2 Social Complaints Register ...... 95 8.8.3 Change Record Register ...... 95 8.8.4 Photographic Record ...... 95 8.8.5 Audit Reports ...... 95 8.9 ENVIRONMENTAL TRAINING ...... 95 8.9.1 Objectives of the Training Programme ...... 95 8.9.2 Roles and Responsibilities ...... 95 8.9.3 Training log ...... 95 8.9.4 Training Needs Assessment ...... 96 8.9.5 Change Management Plan ...... 96 8.9.6 Changes to the EMP ...... 96

CHAPTER – 9 CONCLUSION ...... 97

REFERENCES ...... 98

APPENDICES

APPENDIX 1 PROJECT TEAM APPENDIX 2 ENVIRONMENTAL MONITORING RESULTS APPENDIX 3 PUBLIC CONSULTATIONS APPENDIX 4 PHOTOGRAPHS APPENDIX 5 TUNNEL DESIGN

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Environmental Impact Assessment Report

Executive Summary

The project proponent agency, National Highway Authority (NHA), aimed to Construct Shounter to Rattu (12.68km long) road tunnel. Village Shounter is boundary between Neelum Valley, AJ&K and Rattu, District Astore, Gilgit-Baltistan. The link road starts from Kel and ends at Shounter top. It will traverse adjacent to town of Kel, Lower Domail, Dhakki Nakka, Khora, Chitta katha, Upper Domail, and Chattian, west portal of Shounter. Approximate length of this road is about 26 km. The Route via Shounter, Neelum Valley to Gilgit-Baltistan is very important socially, economically and geographically. Shounter-Rattu road tunnel saves the five hours’ travelling of Gilgit-Baltistan residents to approach the Islamabad, capital of Pakistan. During field visits the peoples of both sides, Neelum Valley (AJ&K) and Astore Valley (G&B), said this was the main route which was used by the traders from Gilgit to Islamabad in the past. Later on, it was disconnected having no communication between the two territories. This route was the shortest way peoples used by the mules and donkeys to transport the goods in the past. It is desired by people of Gilgit-Baltistan and Azad Jammu & Kashmir to add this project in China Pakistan Economic Corridor (CPEC). The growth cannot be sustained without commitment of making efforts not only to expand the present facilities but also to modernize and keep with the growing needs of the economy. The National Highway Authority (NHA) under the Federal Ministry of Communications is responsible for the 7,000 km long National Highway Network, which carries 75% to 80% of the total commercial traffic. Provincial highway departments are responsible for about 80,000 km of provincial road networks. The remaining network comprises of municipal and district roads. The NHA is focusing on new and the advanced road facilities in Pakistan to connect the southern and northern areas. This EIA report has been prepared to conform to the requirements of the Environmental Impact Assessment or Initial Environmental Examination (EIA & IEE), which is a Legal Requirement of any project as per Azad Jammu & Kashmir Environmental Protection Act, 2000 (herein referred as ‘Act’) promulgated in 2000. This Act is to provide for the protection, conservation, rehabilitation and improvement of environment, control of pollution and promotion of ‘sustainable development” in the AJ&K (herein referred to as a State). To ensure that every developmental activity is environmentally and socio-economically sustainable in the State, the Section 11 of the Act enunciates that; “No proponent of a project shall commence construction or operation unless he has filed with the Agency, an Initial Environmental Examination or where the project is likely to cause an adverse environmental effect, an environmental impact assessment, which have obtained from the Federal Agency approval in respect thereof” In pursuance to above-mentioned Section of the Act, the Pakistan Environmental Protection Agency (herein referred as ‘Pak-EPA’) issued an Umbrella Procedure, applicable to all provinces, for the purpose of carrying out Initial Environmental Examination (IEE) or Environmental Impact Assessment (EIA). Though the said guidelines seem to mainly focus on carrying out Environmental Impact Assessment, environmental examination study for any project should also be best done in the light of these guidelines. The said procedure consists of a set of the following five guidelines.

• Policy and Procedures for filing, review and approval of environmental assessments.

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• Guidelines for the preparation and review of Environmental Reports. • Guidelines for public participation. • Guidelines for sensitive and critical areas. • Pakistan environmental legislation and the National Environmental Quality Standards (NEQS)

Review of IEE & EIA Regulations, Azad Jammu & Kashmir To realize and regulate Section-11 of the Act, the Govt. of AJ&K published ‘Review of Initial Environmental Examination (IEE) and Environmental Impact Assessment (EIA) Regulations’ in 2009. These guidelines have categorically specified the projects requiring IEE and EIA. The Schedule-I Projects require IEE and Schedule-II Projects require EIA. There are category ‘C’ projects as well, the Agency reserves the power/authority to suggest the proponent for either to file IEE or EIA depending upon the nature and the extent of impacts the proposed project may have on the environment. The proposed Project has been categorized Schedule-II requiring EIA process according to the Pakistan Environmental Protection Act 1997 (Amended 2012), the Pakistan Initial Environmental Examination and Environmental Impact Assessment Review Regulations 2000 and the guidelines provided in the Pakistan Environmental Assessment Procedures, 1997. Dohwa Engineering Co. Ltd. in association with Prime Engineering & Testing Consultants (Pvt.) Ltd. has to undertake the required assessment. This report presents the EIA process and its findings, the project alternatives, project impacts, and mitigation measures to be implemented during the execution of the proposed activities. Assessment Methodology This study has been conducted using standard environmental assessment methodology in accordance with national and international environmental guidelines. The study evaluates the proposed project according to the environmental assessment requirements of the EPA, AJ&K. The proper assessment should be done and necessary or appropriate information is to be provided including; • Regulatory Framework, Strategies and Guidelines; their comprehension and relevance to the Project. • Public and Stakeholder Participation/Consultation and Information Disclosure: • Consideration of Project’s Alternatives: • EIA Tools, Examination Criteria and Baseline Survey • Climate Change and Seismicity • Cumulative Impact Assessment (CIA) • Resettlement of Displaced Persons and Rehabilitation of Livelihood and Community Infrastructure • Loss of Livelihood and Community Assets • Tourism and Recreation • Baseline Survey and Quality of Reported Information/Data

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• Construction of a Proposed Road Tunnel • Project Design • Profile of Environmental Consultant In light of Pakistan Initial Environmental Examination and Environmental Impact Assessment, Review Regulations 2000, and the environmental international guidelines such as the World Bank(WB) environmental guidelines and Asian Development Bank (ADB) guidelines have been consulted. Project Location The 13-kilometer road tunnel Shounter to Rattu will start from Shounter and end at Rattu. The link road starts from Kel and ends at Shounter top. It will traverse adjacent to the town of Kel, Lower Domail, Dhakki nakka, Khora, Chitta katha, Upper Domail, and Chattian south portal of Shounter. Approximate length of this road is about 26 km in Figure: 1

Figure 1. Project Location Proposed Project Activities The proposed project will entail the following activities:

• Road and Tunnel Construction • Road and Tunnel Operation Purpose and Scope of the Study The purpose of this EIA is to evaluate the activities associated with the proposed project according to the Pakistan Initial Environmental Examination and Environmental Impact Assessment, Review Regulations 2000 and international environmental guidelines, such as those of the World Bank and Asian Development Bank.

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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; • Propose appropriate mitigation and monitoring measures • Incorporated into the project’s design for removal or reduction of negative impact as far as possible, and control and monitor any residual impact (i.e. the effects that remain after mitigation measures are implemented); • Prepare an EIA report for submittal to Environmental Protection Agency, Azad Jammu and Kashmir (EPA AJ&K)

Project Alternatives A number of alternatives to the main philosophy proposed for the project were considered. It includes a discussion of the alternatives, their criteria for selection, comparison and final selection of the preferred option that is most practicable and within the defined economic, social, environmental and safety constraints. Project Alternatives were evaluated taking into consideration the principles of sustainable development and other defined criteria. In particular it outlines the following project options:

• The “No Development Option”; • Preferred and alternative Site Options All the above alternatives were analyzed and most feasible option was adopted. Environmental and Socio-Economical Baseline Studies The project area is defined as ‘the areas where the project related activities are to be carried, include the proposed project site and surroundings and those areas that interact with various aspects of the project. The environmental impact of any activity or process is assessed on the basis of a deviation from the baseline or normal situation. Following are the main components of the baseline:

• Physical Environment • Biological Environment • Socioeconomic Environment The baseline data on above components was collected through desk-top surveys, literature review; field surveys; existing information sources and data purchase. Meetings and data gathering from various organizations including, but not limited to:

• Local communities • NGOs (Non-Government Organizations) • Forest Departments • Livestock and Wildlife Departments • Fishery Departments

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• Agriculture Departments • Municipality Offices • Irrigation Departments etc.

Description of the Environment seismicity The project area has almost hilly area with high mountainous valleys and glaciers with a lot of variation in the surface, formed by higher Himalayas. There is minor soil in the project area covered with Herbs, small trees, and igneous and metamorphic rocks. There is an excess of glacier deposits, fresh water and gems bearing rocks like sugary marble, pegmatite and decorative stones like dolerites granitic gneisses. Water Resources The Neelum River, which is the main source of the Neelum Valley and Hari Parbat peak glacier are the principal source of the surface water resource in the project area. The Chattian and Khandi Galli Nullahs are located near from the project site which is major source of irrigation. In the project area and its vicinity ground water is available at a depth of 10-20 ft. The ground water is the major source of drinking water in the area. Diversion of Nullahs water through surface channels for irrigation is also observed in the area. Climate Climate of Upper Domail, Chitta Katha, Lower Domail and Kel town is extremely cold in winter three months (December, January and February) from -5oC to -15oC and the peak is covered with heavy snow throughout the year. The summer from the month of April to August is very pleasant. Although winter from September to end of February is very cold. The spring commences from early April and continues till mid of May. When the temperature starts rising slowly, there is no monsoon over all the Neelum Valley usually in rainy season. There is break during July and August, when moderate showers of rain are received. The month of May, June and July are wet and pleasant when the temperature increase upto 25oC, but the nights are comparatively cool and moderately pleasant. The months of December and January are very cold and frosty when the night temperatures drop to the extent of -5o C or even below it. Floral Attributes of the Project Area The area is not used for agricultural purposes as there are no human activities at the higher mountains , the natural flora has not been disturbed so far there are still natural species all over the project area. Climate of the area is generally cold and dry. About 10% of the area is under cultivation, it is huge hub for natural flora. Major crops in the project area are Maize, rice, and potatoes. The mountainous topography of AJ&K does not allow considerable production of cereal crops. The fragmented steep hills that are covered by conifer forests besides being the source of fuel wood and timber are rich in untapped diversity of medicinal plants, and micro flora. Annual wood demand is 1.65 million cubic meters while sustainable production is 1.89 million cubic meters. The local communities have traditional rights in terms of use of the forests and on an average three trees are burnt by one household every year for the fuel-wood requirements in the absence of alternate sources. Similarly about 5 trees on average are required to construct a house for which the wood roofs have to be replaced after every 8-10 years. Vegetation in the project area has been studied by delineating the area into upper slopes and lower

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slopes (up to the river bank). The Reserve Forest on the upper slopes is composed of shrubs include Alunus Nitida (Sharol), Zanthoxylum Alatum (Timer), Indigofera Gerardiana (Kainthi), Juniperus Communis (Bhentri) and Parrotia Jacquemontiana (Pesher). Faunal Attributes of the Project Area • Fauna • The project area contains common birds and terrestrial mammals. • Mammals It is generally considered that the wild mammals in the weir site and powerhouse area are mostly trespassers. The Macaca Mulatta (Monkey), Semnopithecus Entellus (Gray Langur) Ursus Thibetanus (Black Bear) and Funambuius Pennanti (Himalayan Squirrel) are the most common mammals found in the vicinity of villages falling in the project area. These animals sometimes enter the settlements in search of food and prey. The Uncia Uncia (Snow Leopard), Panthera Pardus (Common Leopard), Naemorhedus Goral (Gray Goral), Muschus Muschiferus (Musk Deer) and Ovis Orientalis (Urial) cross the area in winter when the glaciers are deposited across the area providing a safe corridor for these animals. Reptiles and Amphibians Rana Tigrina (Rain Frog), Trachydosaurus Rugosus (Stripped Lizard) and Uromastix Hard (Jungli Kirla) and a large variety of snakes (both poisonous and non-poisonous) have been reported both from the weir and powerhouse areas. Insects, Butterflies and Vectors Insect populations in the Valley include Caterpillar, Pieris Brassicae and Leafminer, Chromatomyia Horticola (Agromyzidae: Diptera), Painted Bug, Bagrada Cruciferarum, (Pentatomidae: Hemiptera), Cabbage Semilooper and Plusia Orichalcea (Noctuidae: Lepidoptera). There are many varieties of butterflies in the project area; particularly during the summer months, in addition to praying mantis, bugs, cicadas, beetles, spiders, scorpions, glow-worms, centipedes, millipedes, snails, slugs and arrow worms. Further, the baseline survey indicated the absence of any vector borne diseases in the area. Hemorrhagic Septicaemia (HS), Pneumonia, Eczema and Piroplasmosis (red water) are common diseases of buffalo / cattle. In addition, Enterotoxaemia and Anthrax infections are found in sheep and goat. Birds and Fowl (Avifauna) Communities The birds reported / observed in the weir and powerhouse areas are Pied Woodpecker (Picoides Himalayensis), Monal Pheasant (Lophophorus Impejanus), Common Myna (Acridotheres Tritis), Western Horned Tragopan (Tragopan Melanocephalus), Kaleej Pheasant (Lophura Leucomelana Hamiltoni), House Sparrow (Passer Domesticus), Common Crow (Coturnix Coturnix). Aquatic Ecology The Nullah does not support much fish life in any sizeable quantity. There is no other natural body of water which would support or promote sizeable quantity of fisheries in the project area. However, Major

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fish species found in Neelum River and its tributaries are listed below;

• Rainbow Trout • Brown Trout • Gulfam • Snow Trout. Other aquatic life has been observed in the nullah. The green algae were noted at all sites colonizing on stones and other debris. No macro-invertebrates were observed at weir site, but they were observed downstream at some other locations near the confluence with Neelum River. Socioeconomic Environment The project area is classified as rural according to 1998 census. Only one villages fall within the circle of direct influence of the project. Population The Population in project area consists of Muslims. 55% of the total population is literate. The main sources of income are livestock, agriculture, Government jobs, small enterprises, and private business. Urdu language is widely understood besides local dialects. Total Population of the area is around 1500 households. Economy Agriculture in the project area offers very limited means of earning. Some percentage of the population commutes to main cities like Athmuqam, Muzaffarabad etc. for jobs in government institutions, commercial establishments, as well as working on daily wages. Raising of livestock poultry, provision of guides or labor to tourists, small part time shops and other avocations are followed by them. At the State's level the average annual income per family was estimated to be Rs. 9, 721 in 1981. It has risen to Rs.101, 900 in the year 2000. With an average family size of 7 persons, the per capita income stands at Rs.14, 557 per year. Livestock Livestock has a role in household economics of the Project area. Typically, each household owns one to two cows, three to five goats and a flock of chickens. Large live-stock, cows & goats, are fed on the bushes and grass in the project area in summer and stacked grass in winter. Potential Project Impact and Mitigation The potential impacts associated with the proposed project construction and operation activities includes: 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. The physical scarring caused by clearing and leveling during project site construction activities could lead to alteration of soil quality by removal of topsoil, loss of plant cover and limited soil erosion induced by disturbance to native soil. Water will be required during proposed project activities. Water will be procured from nearest river channels and it is also under consideration to use ground water which is of 10-20 ft depth for construction

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camps. The water in the area is abundant due to the project area’s proximity to the Shounter Nullah and Khandi Gali Nullah. 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. Surface water quality may deteriorate if pollutants are mixed with surface runoff during rain and carried to water resources in and near the vicinity. The impermeable septic tank will prevent untreated sewage from polluting the soil. Sewage from the camp will go into an impermeable septic tank. Treated water will pass from the septic tank into an evaporation pit. The ambient air quality of the area can be affected by exhaust emissions from the generators, vehicles and combustion of biomass. 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 the activity, 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. To reduce the impact on air quality cleaner fuels (less 1% sulphur content) will be preferred to procure. Monitoring of Ambient air parameters

(PM10, SO2, and NOx) emissions should be carried out on quarterly basis to ensure compliance with the NEQS and World Bank emission guidelines National Highway Authority will implement a thorough waste management plan to ensure that any impact resulting from waste generation and management shall be minimal. The recyclable waste will be sold to waste contractors as per waste management plan. No hazardous chemical will be uncontrollably discharged into the environment. A waste management plan will be developed and implemented by considering the best technological and environmental options and will apply the “Reduce, Re-use, Recycle” hierarchy thereby minimizing the overall fuel consumption. 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. 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. Noise has the potential to cause an impact on nearby communities and working personnel. To avoid the impact of noise, it will be ensured that generators, vehicles and other potentially noisy equipment used are in good condition. All on-site personnel will use required Personal Protective Equipment (PPE) in high noise areas that will be clearly marked To mitigate the project’s impacts on the already stressed biological resources of the area, following measures will be incorporated into its design;

• Clearing of vegetation will be kept to an absolute minimum. • Local wood for fuel will not be used. • A ‘no-hunting, no-trapping, no-harassing’ policy will be strictly enforced.

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• All the wastes will be properly handled, stored and disposed through implementation of an effective waste management plan. • Reforestation activities will be followed

A summary of potential impacts and proposed mitigation measures is provided in Table ES 1. Table ES 1. Summary of Impacts and Mitigation Measures Environmental Potential Impact Recommended Mitigation Measures Aspects • Avoid unnecessary vegetation clearing. • Locate campsite in existing clearings and leveled areas. Soil erosion, loss of Geology and • Avoid off-road travel. top soil, fuel and oil Soils spills/contamination • Maintain vehicle speeds. • Avoid cluster vegetation clearing. • Avoid and control major spills. • The water in the area is abundant due to the project area’s Depletion of ground proximity to the Neelum River. Groundwater is available in water table due to over the majority of the area at less than a depth of 3 to 6 meter exploitation, below the surface level. Water contamination of water • Fuels and lubricants will be stored in areas with impervious Resources resources by the layers that can contain spills. spillage of fuel, oil and • All types of solid and liquid wastes will be handled as per chemicals waste management plan. • A complete record of water will be maintained. • Properly tuning and maintain equipment to minimize air emissions. • Use of cleaner fuels for combustion (less than 1% Sulphur Vehicular emission, content) dust, combustion Air Quality emission, GHG • Monitoring of Ambient air parameters (PM10, SO2, and Emissions, Ozone NOx) emissions should be carried out on quarterly basis to depletion ensure compliance with the NEQS and World Bank emission guidelines • No use of equipment and material containing asbestos, poly-chlorinated biphenyls (PCBs), and ozone depleting • All on-site personnel will use required personal protective equipment (PPE) in high noise areas that will be clearly marked. • Restricted movement of project vehicles and personnel Noise Impacts at nearest within work areas. community, disturbance Applying proper engineering control to noise producing to the wildlife. • sources like generator (Canopy and muffler will be installed to reduce the noise impact on the surrounding). • Ensure that generators, vehicles and other potentially noisy equipment used are in good condition.

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Environmental Potential Impact Recommended Mitigation Measures Aspects

• A waste management plan will be developed before the start Liquid Waste: risk of of the project activities. liquid waste • No untreated wastewater will be discharge into open contaminating aquifer, environment contaminating surface • All hazardous waste will be separated from other wastes. water Records of all waste generated during the project activity Solid Waste • period will be maintained. Quantities of waste disposed, (Nonhazardous): Waste recycled, or reused will be logged on a Waste Tracking Aesthetic Discharges Register. issues Hazardous waste: soil, surface and aquifer • An emergency response plan will be developed for the contamination, hazardous waste (and substances). contamination of surface • On-site audits of the waste management will be undertaken and ground water, soil on a regular basis during the project activity. contamination, • Audits of the waste disposal contractors and waste disposal aesthetic issues facilities will be undertaken on a regular basis to ensure the implementation of waste handling and disposal procedures.

Wildlife habitat loss • Minimize clearing of vegetation.

• Follow all mitigation measures recommended in the EIA to avoid or minimize noise levels, dust emissions, air emissions, and improper disposal of wastes. disturbance to fauna, • Do not dispose of food wastes in the open. Habitat hunting, accidental • Minimize total duration of activities by good management. killing of wildlife • Prohibit hunting, trapping, feeding or harassment of wildlife. • Physical disturbance to areas outside the work corridors will be avoided;

• Avoid unnecessary damage to vegetation during construction activities. Natural Clearing of vegetation • Where possible, set-up campsites in existing clearings. Vegetation proposed project • Minimize off road travel. • Prohibit use of local firewood for cooking. • Use of forest area as per forest conservation act.

• Limit the social interaction between the workforce and the local communities. Local procurement of • Dispose of all waste following the requirements of the EIA. goods and service, • Drivers in responsible and safe driving practices. Socio – improper disposal of Project staff to respect cultural norms. Economic wastes, dust and exhaust • Environment emissions, noise from • Residents of the area will be informed at least two weeks project activities, Local before project activities commence. employment. • Maximum number of unskilled and semiskilled jobs will be reserved for the local communities. • Compensation should be done as per rehabilitation plan.

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Environmental Management Plan (EMP) For effective implementation and management of mitigation measures, an Environmental Management Plan has been prepared. The EMP 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 EMP has been prepared with the objective of:

• Defining legislative requirements, guidelines and best 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. Environmental sensitivities and impacts as well as the associated mitigation plan have been addressed in the EMP. NHA will ensure that the project staff will be adequately trained in HSE sensitivities and operational management procedures, so that all levels of staff effectively contribute to impact prevention and mitigation at all times. An Environmental Management Plan (EMP), providing:

• A systematic approach to ensure that mitigation strategies prepared in this EIA are implemented during project activities. • An appropriate monitoring plan is a device to ensuring strict adherence to the environmental mitigation and control measures. • A training program is devised for providing awareness training on all potential environmental issues of the project to all personnel at site. • A waste management plan, identifying the most suitable waste disposal and pollution control options throughout the project life

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CHAPTER-1 INTRODUCTION:

This chapter presents the data relevant to the undertaking of the Environmental Impact Assessment (EIA) for the construction of 12.68 km long tunnel from Shounter Neelum Valley to Rattu, Astore Highway and details of the project title and project proponent, EIA consultants, the 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 “Pre- Feasibility Study and Feasibility Study of Shounter(Neelum Valley AJ&K)-Rattu(Astore valley G&B) Road Tunnel”. The south portal of tunnel starts from Shounter-Neelum and ends at Rattu G&B. It will traverse adjacent to areas of Chattian, Morcha Guzair, Gorikot, and Rattu showing the location of the project area is shown in Figure 1.1. 1.1.2 Project Proponent The proponent of the project is “National Highway Authority (NHA)” while Prime Engineering & Testing Consultant (Lead Consultant) has been assigned the responsibility for the preparation of EIA as part of complete feasibility to be submitted by them to NHA. 1.2 EIA Consultants The EIA study team was composed of an Environmentalist, Sociologist, Environmental Chemist and sector experts with diversified experience on local and international assignments. The detail of the project team deputed on this assignment is attached as Appendix-1. Figure 1.1 Project Location

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1.3 The AJK Environmental Protection Act, 2000 PEPA, 1997 was adopted by the Government of AJ&K with some omissions and minor changes in regional context e.g. the section of PEPA 1997 dealing with marine environment has no mention in AJ&K Act. The Government of AJ&K promulgated State Environmental Act on October 11, 2000, and now called “Azad Jammu and Kashmir Environmental Protection Act, 2000”. The AJ&K Environmental Protection Act, 2000, amongst other responsibilities, empowers the AJ&K - EPA to:

• Develop guidelines for conducting initial environmental examinations (IEE) and EIAs and procedures for the submission, review and approval of the same; • Review IEE or EIA with the objectives that these meet the requirements of the Act; • Public participation shall be ensured during review process of IEE or EIA reports.

1.4 Environmental Impact Assessment Process 1.4.1 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 project undertakings. 1.4.2 Objective of EIA The overall objective of the EIA is as follows:

• Description of the proposed project, including an estimate of emissions, effluent and waste and consideration of the project alternatives; • Identification and investigation on all impacts of the proposed project on the physical, biological, and socio-economic environment; • 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 propagating activities; • Identification and assessment of the potential impacts on the environment during each of the project phases; • Suggestion for 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. 1.4.3 Scope of EIA This EIA covers the construction of Shounter to Rattu a 12.68 km long road tunnel. The scope of EIA includes:

• Construction activities at the proposed project site • Relevant off site construction activities • Operations of road and road tunnel.

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1.4.4 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 Installation location. • Direct Area of Influence: within the proposed project site boundary and 5km radius of surrounding area.

1.5 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 as below: 1.5.1 Defining Project Scope: 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 definition of scope. The purpose was to identify:

• Important issues to be considered in an EIA; • The appropriate time and space boundaries of the EIA study; • The information necessary for decision-making; • The significant effects and factors to be studied in detail. The scope definition was followed by data collection which is described in subsequent section. 1.5.2 Data Collection: Following literature review and data collection were carried out for EIA:

• A generic description of the proposed project and all related activities was collected. • Legislative review of the applicable laws, regulations, guidelines and standards from various organizations and literature search. • Baseline data collection of the area’s environmental and socio-economic settings was carried out through literature search and field surveys.

1.5.3 Baseline Data Collation: 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 and fauna and the human environment.

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This was achieved through a detailed review of all secondary resources (i.e. existing documentation and literature); 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; • Archaeology. Both the existing secondary sources and literature studies were conducted and integrated into one coherent description of baseline characteristics. 1.5.4 Stakeholder Consultation Communities within the project area were consulted during the fieldwork to record their concerns and suggestions. 1.5.5 Evaluation of Alternatives To establish an environmentally sound preferred option for achieving the objectives of the proposed project, site and technology alternatives were studied in collaboration with the project proponent. Technology selection was made taking into consideration environmentally, economically and socially suitable as well as technically feasible options. 1.5.6 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 is provided in Table 1.1. Detailed 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

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Table 1.1 Impact Assessment Approach 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. Duration of the Medium term: Lasting for a period of few months to a year after the impact project before naturally reverting to the original condition. Long term: Lasting for a period much greater than medium term impacts before naturally reverting to the original condition. Local: Within the area of project i.e. operation site and access road. Geographical Regional: Within the boundaries of the project area. Location of the National: Within the boundaries of the country. Global: impact Trans-boundary impacts Construction Timing Operation High: High likelihood of occurrence during lifetime of operation, Regular/continuous part of operations. Likelihood of the Moderate: Moderate possibility of occurrence during lifetime of operation, impact Periodic/occasional part of operations. Low: Unlikely to occur during lifetime of operation. Reversible: When a receptor resumes its pre-project condition. Reversibility of the Irreversible: When a receptor does not or cannot resume its pre-project impact condition. Major, Moderate, Minor, Negligible and Beneficial Significance of the Based on the consequence, likelihood, reversibility, geographical extent, impact duration, level of public concern and conformance with legislative or statutory requirements. High:  Serious/catastrophic damage to environment  Direct legislative requirement  Corporate requirement  Serious threat to corporate reputation/profitability/ability to do business. Consequence Medium: severity of impact  Measurable damage to the environment  Subject to potential future legislation  Potential to affect reputation/cost  Implication/reduced efficiency Low:  Negligible damage to the environment  No risk to business

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1.6 Organization of the Report This report has been structured in the following manner: Chapter 2 (Legal Framework) gives an overview of policy and legislation along with international guidelines relevant to EIA. Chapter 3 (Project Description) provides the description of the proposed project, its layout plan and associated activities, raw material details and utility requirement. Chapter 4 (Project Alternatives) provides the description of the site alternatives for the proposed project. Chapter 5 (Environment and Socio-Economic Baseline) provides a description of the micro- environment and macro-environment of the proposed project site. This chapter describes the physical, ecological, socioeconomic resources, land of project area and surroundings. Chapter 6 (Stakeholder Consultation) presents the process and finding of stakeholder consultation being carried out for the proposed project. Chapter 7 (Impact Assessment and Mitigation Measures) describes the potential environmental and social impacts of proposed project on the different features of the micro and macro-environment using the matrix method. Chapter 8 (Environmental Management Plan) explains the mitigation measures proposed for the project in order to minimize the impacts to acceptable limits. It also describes implementation of mitigation measures on ground and monitoring of environmental parameters against likely environmental impacts. Chapter 9 (Conclusion) summarizes the report and presents its conclusions. The last Chapter is followed by the references and series of Annexes that provide supporting information. 1.7 Contact Details Mr. Amir A Ghori Director M/S Prime Engineering & Testing Consultants (PVT) Ltd. GF-1, Block C-10, Street 97, G-11/3, Islamabad Tel: +92- 051 -2364010

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CHAPTER 2 Legal Frameworks

This chapter provides an overview of the environmental policies, legislation, and guidelines that may have relevance to the proposed project. These include national environmental policy, legislation and guidelines; and international conventions and guidelines. NHA will be required to adhere to the relevant requirements of the policies and legislation during the construction and operation of the proposed activities; which has also been incorporated in the mitigation measures and the EMP provided in the EIA. 2.1 Constitutional Provision According to the Constitution of Pakistan, the legislative powers lie with the federal parliament and the legislative assemblies of the four provinces of Pakistan. The Fourth Schedule of the constitution provides two lists of issues. One list, the Federal Legislative List, includes issues on which only the federal government has legislative powers. The second list, the Concurrent Legislative List includes issues on which both the federal and the provincial governments have legislative powers. If a particular legislation passed by a provincial assembly comes into conflict with a law enacted by the national assembly, then according to the constitution, the federal legislation will prevail over the provincial legislation to the extent of the inconsistency. The subject of ‘environmental pollution and ecology’ is included in the concurrent list of the constitution. Thus, allowing both the federal and provincial governments to enact laws on the subject. To date, only the federal government has enacted laws on environment, and the provincial environmental institutions derive their power from federal law. Article 9 of the constitution defines the right to life as a fundamental right in these words “No person shall be deprived of life or liberty save in accordance with law”. 2.2 National Environmental Policy, 2005 The National Environmental Policy (NEP) was approved by the Pakistan Environmental Protection Council (PEPC) in its 10th meeting on 27th December, 2004 under the chairmanship of the Prime Minister of Pakistan and thereafter approved by the Cabinet on 29th June 2005. NEP is the primary policy of Government of Pakistan that addresses the environmental issues of the country. The broad Goal of NEP is, “To protect, conserve, and restore Pakistan’s environment in order to improve the quality of life of the citizens through sustainable development”. The NEP identifies the following set of sectoral and cross-sectoral guidelines to achieve its Goal of sustainable development. Sectoral Guidelines: Water and sanitation, Air quality and noise, Waste management, Forestry, Biodiversity and Protected areas, Climate change and Ozone depletion, Energy efficiency and renewable, agriculture and livestock, and Multilateral environmental agreements. Cross Sectoral Guidelines: Poverty, Population, Gender, Health, Trade and environment, Environment and local governance and Natural disaster management. The NEP suggests the following policy instruments to overcome the environmental problems throughout the country:

• Integration of environment into development planning, • Legislation and regulatory framework, • Capacity development,

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• Economic and market based instrument, • Public awareness and education, and • Public private civil society partnership. NEP is a policy document and does not apply to projects. However, NHA should ensure that the project should not add to the aggravation of the environmental issues identified in NEP and mitigation measures should be adopted to minimize or avoid any contribution of the project in these areas. 2.2.1. National Conservation Strategy Before the approval of National Environmental Policy (NEP) the National Conservation Strategy (NCS) was considered as the Government’s primary policy document on national environmental issues. At the moment, this strategy just exists as a national conservation program. The NCS identifies 14 core areas including conservation of biodiversity; pollution prevention and abatement; soil and water conservation; and preservation of cultural heritage, and recommends immediate attention to these core areas in order to preserve the country’s environment. NHA should ensure that the project should not add to the aggravation of the 14 core environmental issues identified in the NCS and mitigation measures should be adopted to minimize or avoid any contribution of the project in these areas. 2.3 National Environmental Legislation The definition of environmental law can be derived from the legal definition of ‘environment’. In Section 2(x) of the Pakistan Environmental Protection Act 1997 (PEPA 1997) environment is defined to include air, water, land and layers of the atmosphere; living organisms and inorganic matter; the ecosystem and ecological relationships; buildings, structures, roads, facilities and works; social and economic conditions affecting community life; and the interrelationship between these elements. From this definition, an environmental law can be considered to include all laws that are designed to, or that directly or indirectly affect, the management of natural resources including the control of pollution of these natural resources. By this definition, environmental laws include a) laws that have been specifically enacted to protect the environment such as the PEPA 1997, and b) laws relating to subject such as forest, water resources, wildlife, land, agriculture, health, and town planning. 2.3.1. Pakistan Environmental Protection Act 1997 The Pakistan Environmental Protection Act, 1997 (PEPA) is the basic legislative tool empowering the government to frame regulations for the protection of the environment. The PEPA is broadly applicable to air, water, soil, marine and noise pollution, as well as the handling of hazardous waste. Penalties have been prescribed for those contravening the provisions of the Act. The powers of the federal and provincial Environmental Protection Agencies (EPAs) were also considerably enhanced under this legislation and they have been given the power to conduct inquiries into possible breaches of environmental law either of their own accord, or upon the registration of a complaint. Under section 12 of PEPA, no project involving construction activities or any change in the physical environment can be taken unless an IEE or EIA as required is conducted and a report submitted to the federal or provincial EPA.

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2.3.2. Pakistan Environmental Protection Agency Review of IEE and EIA Regulations, 2000 The Pakistan Environmental Protection Agency Review of IEE and EIA Regulations, 2000 (the ‘Regulations’), prepared by the Pak-EPA under the powers conferred upon it by the PEPA, provide the necessary details on the preparation, submission, and review of the Initial Environmental Examination (IEE) and the Environmental Impact Assessment (EIA). The Regulation classifies projects on the basis of expected degree of adverse environmental impacts and lists them in two separate schedules. Schedule I lists projects that may not have significant environmental impacts and therefore require an IEE. Schedule II lists projects of potentially significant environmental impacts requiring preparation of an EIA. 2.3.3. Review of IEE & EIA Regulations, Azad Jammu & Kashmir To realize and regulate Section-11 of the Act, the Govt. of AJ&K published ‘Review of Initial Environmental Examination (IEE) and Environmental Impact Assessment (EIA) Regulations’ in 2009. These guidelines have categorically specified the projects requiring IEE and EIA. The Schedule-I Projects require IEE and Schedule-II Projects require EIA. On the basis of criterion as given in IEE & EIA Regulations, initially IEE was filed with EPA AJK for environmental clearance of proposed project. There are category ‘C’ projects as well, the Agency reserves the power/authority to suggest the proponent for either to file IEE or EIA depending upon the nature and extent of environmental impacts that the proposed project may have. 2.3.4. The National Environmental Quality Standards (NEQS) The NEQS promulgated under the PEPA 1997 specify standards for industrial and municipal effluents, gaseous emissions, vehicular emissions, and noise levels. The PEPA 1997 empowers the EPA’s to impose pollution charges in case of noncompliance to the NEQS. Standards for disposal of solid waste have as yet not been promulgated. During the project, NEQS will apply to all type of effluents, emissions and noise levels from construction camp, commissioning and operation of the proposed project and associated facilities. NEQS for municipal and industrial effluents, drinking water, ambient air quality, NEQS for motor vehicle exhaust and noise are provided in Table 2-1.

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Table 2.1 NEQS for Municipal and Industrial Effluents a Revised Standards Existing Parameters Into Inland Into Sewage Standards Into Sea Waters Treatment b Temperature c 40°C =<3°C =<3°C =<3°C pH Value 6-10 6-9 6-9 6-9 Biochemical Oxygen Demand (BOD5) at o d 80 80 250 80 20 C Chemical Oxygen Demand (COD) d 150 150 400 400 Total Suspended Solids (TSS) 150 200 400 200 Total Dissolved Solids (TDS) 3500 3500 3500 3500 Grease & Oil 10 10 10 10 Phenolic Compounds 0.1 0.1 0.3 0.3 Chlorides (as Cl’) 1000 1000 1000 SC Fluoride (as F’) 20 10 10 10 Cyanide (CN’) total 2 1.0 1.0 1.0 An-ionic detergents (as MBAS) 20 2.0 20 20 Ammonia (NH3) 40 40 40 40 Pesticides f 0.15 0.15 0.15 0.15 Cadmium 0.1 0.1 0.1 0.1 Chromium (trivalent & hexavalent) g 1.0 1.0 1.0 1.0 Copper 1.0 1.0 1.0 1.0 Lead 0.5 0.5 0.5 0.5 Mercury 0.01 0.01 0.01 0.01 Selenium 0.5 0.5 0.5 0.5 Nickel 1.0 1.0 1.0 1.0 Silver 1.0 1.0 1.0 1.0 Total Toxic Metals 2.0 2.0 2.0 2.0 Zinc 5.0 5.0 5.0 5.0 Arsenic 1.0 1.0 1.0 1.0 Barium 1.5 1.5 1.5 1.5 Iron 2.0 8.0 8.0 8.0 Manganese 1.5 1.5 1.5 1.5 Boron 6.0 6.0 6.0 6.0 Chlorine 1.0 1.0 1.0 1.0

Source: SRO 549 (I)/2000 Dated August 10, 2000, Ministry of Environment, Local Govt. & Rural Development, Pakistan Notes: All values are in mg/l, unless otherwise defined b Applicable only when and where sewage treatment is

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operational and BOD5=80 mg/L is achieved by the sewage treatment system. The effluent should not result in temperature increase of more than 3°C at the edge of zone where initial mixing and dilution take place in the receiving body. In case zone is defined, use 100 meters from the point of discharge d Assuming minimum dilution 1:10 on discharge, lower ratio would attract progressively stringent standards to be determined by the Federal Environmental Protection Agency. By 1:10 dilution means, for example that for each one cubic meter of treated effluent, the recipient water body should have 10 cubic meter of water for dilution of this effluent e Modified Benzene Alkyl Sulphate; assuming surfactant as biodegradable f Pesticides include herbicide, fungicides and insecticides g Subject to the total toxic metals discharge should not exceed level of total toxic metals in respect of the emissions of the sulfur dioxide and nitrogen oxides, the power plants operating on oil or coal as fuel shall, in addition to NEQS specified above, comply with the following standards. 2.3.5. Land Acquisition Act, 1894 The Land Acquisition Act (1894) deals with the acquisition of private properties for public purposes. The large development projects including this tunnel project are also being considered under this Act. There are 55 sections in this Act mainly dealing with area notifications, surveys, acquisition, compensation, apportionment awards, disputes resolution, penalties and exemptions. 2.3.6. Canal and Drainage Act, 1873 Canals are defined as channels, pipes and reservoirs constructed and maintained by the Government for the supply for storage of water. Under section 27 of the Act a person desiring to have a supply of water from a canal for purposes other than irrigation shall submit a written application to a Canal Officer who may, with the sanction of the Provincial Government give permission under special conditions. The Act under section 61 also prohibits the damaging, altering, enlarging or obstructing the canals without proper authority. The Canal and Drainage Act (1873) prohibits corruption or fouling of water in canals (defined to include channels, tube wells, reservoirs and watercourses), or obstruction of drainage. Any abstraction of water from the canal will only be allowed after getting formal approval from the concerned irrigation department. The project water requirements will be met through Nullah water. 2.3.7. The Forest Act 1927 This act is applicable to all regions of Pakistan. It includes procedures for constituting and managing various types of forests, such as reserved forests and protected forests. The act empowers the provincial forest departments to declare any forest area as reserved or protected. The act empowers the provincial forest departments to prohibit the clearing of forests for cultivation, grazing, hunting, removing forest produce; quarrying and felling, lopping and topping of trees, branches in reserved and protected forests. It also defines the duties of forest related public servants, and penalties for any infringement of the rules. 2.3.8. Cutting of Trees (Prohibition) Act, 1975 This Act prohibits cutting or chopping of trees without permission of the Forest Department. 2.3.9. Antiquities Act 1975 The protection of cultural resources in Pakistan is ensured by the Antiquities Act of 1975. Antiquities have been defined in the Act as ancient products of human activity, historical sites, or sites of anthropological or cultural interest, national monuments etc. The act is designed to protect antiquities

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from destruction, theft, negligence, unlawful excavation, trade and export. The law prohibits new construction in the proximity of a protected antiquity and empowers the Government of Pakistan to prohibit excavation in any area, which may contain articles of archaeological significance. No antiquity protected under the law was identified in the vicinity of the proposed project during fieldwork for the EIA. Furthermore, the project site is unlikely to contain any buried antiquity. However, the project staff will be instructed before ground preparation and earthworks to report any archaeological artifact or what may appear to be an archaeological relic to the project management. In case of such a discovery, appropriate action will be taken. 2.3.10. Pakistan Penal Code, 1860 The Pakistan Penal Code (1860) authorizes fines, imprisonment or both for voluntary corruption or fouling of public springs or reservoirs so as to make them less fit for ordinary use. 2.3.11. 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 road alignments and national highways charged with regulating and controlling traffic on the national highways and keeping the highways clear of encroachments. 2.3.12. 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 during operation phase. 2.4 Framework of Environment and Wildlife Institution in Pakistan and Azad Jammu and Kashmir The Federal Ministry of Environment was the main government organization responsible for the protection of environment and resource conservation. It is headed by a federal minister. The Ministry works with PEPC, and the Federal and Provincial EPAs formed under the PEPA 1997. The roles, responsibilities and authorities of PEPC and the EPA’s are defined in the PEPA 1997. However, after 18th constitutional amendment, the said ministry has been devolved into provinces and federal ministry is working under the umbrella of Ministry of Climate Change. Now, Pakistan Environmental Protection Agency is an attached department of the Ministry of Climate Change and responsible to implement the Pakistan Environmental Protection Act 1997, in the country, an Act to provide for the protection, conservation, rehabilitation and improvement of environment, for the prevention and control of pollution, and promotion of sustainable development. Pakistan Environmental Protection Agency also provides all kind of technical assistance to the Ministry of Climate Change. The PEPC has been formed by the Federal Government. Its members include the Prime Minister of Pakistan, as the Chairperson; the Minister for Environment as the vice-Chairperson; Governors of the Provinces; Ministers in charge of the subject of environment in the Provinces; Secretary to the Federal Government in charge of the Ministry of Environment; Director General Federal EPA; heads of other federal and provincial departments; environmentalists and community representatives including scientists.

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The functions and powers of the Council include formulation of national environmental Policy, enforcement of PEPA 1997, approval of the NEQS, incorporation of environmental considerations into national development plans and policies and provide guidelines for the protection and conservation of biodiversity in general and for the conservation of renewable and non-renewable resources. The Federal government has also formed the Federal EPA, which is headed by a Director General and has wide-ranging functions given in PEPA 1997. These include the preparation and co-ordination of national environmental policy for approval by the PEPC, administering and implementing the PEPA 1997 and preparation, revision or establishment of NEQS. The Provincial Environmental Protection Agencies are formed by the respective Provincial Governments. A Director General who exercises powers delegated to him by the Provincial Government heads each Provincial EPA. IEE’s and EIA’s are submitted to provincial EPA’s for approval. The National Council for Conservation of Wildlife (NCCW) is responsible for formulation of national wildlife policies, co-ordination with provincial wildlife department on the implementation of these policies and co-ordination with international organizations on matters related to international treaties/conventions. The NCCW works under the Ministry of Climate Change, and is headed by the Inspector General Forests. NCCW comprises of an advisory council, which is chaired by the Minister of Climate Change and includes representatives from all Provinces, AJK and Northern Areas, NGOs, members of civil society and other federal ministries. A small NCCW secretariat is based in Islamabad handles the day-to-day affairs and the implementation of policies and recommendations of the advisory council. At provincial level almost each province has a wildlife department and a wildlife protection act. 2.5 National Environmental Guidelines 2.5.1 The Pakistan Environmental Assessment Procedures, 1997 The Pakistan Environmental Protection Agency prepared the Pakistan Environmental Assessment Procedures in 1997. They are based on much of the existing work done by international donor agencies and Non-Governmental Organizations (NGO’s). The package of regulations prepared by PEPA includes: - Policy and Procedures for Filing, Review and Approval of Environmental Assessments; - Guidelines for the Preparation and Review of Environmental Reports; - Guidelines for Public Consultation: These guidelines are a part of a package of regulations and guidelines. It provides assistance throughout the environmental assessment of the project by involving the public which can lead to better and more acceptable decision-making. - Guidelines for Sensitive and Critical Areas; and - Sectoral Guidelines for Environmental Report for Major Roads. 2.6 International Conventions & Treaties 2.6.1 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

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develop systems to monitor the use of such components with a view to promoting their sustainable use. 2.6.2 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. 2.6.3 The Convention on Wetlands of International Importance, Ramsar 1971 Pakistan is a signatory to the said Convention. The principal obligations of contracting parties to the Convention are:

• To designate wetlands for the List of Wetlands of International Importance. • To formulate and implement planning so as to promote wise use of wetlands, to carry out an EIA before transformations of wetlands, and to make national wetland inventories. • To establish nature reserves on wetlands and provide adequately for their wardening and through management to increase waterfowl populations on appropriate wetlands. • To train personnel competent in wetland research, management and wardening. • To promote conservation of wetlands by combining far-sighted national policies with coordinated international action, to consult with other contracting parties about implementing obligations arising from the Convention, especially about shared wetlands and water system. • To promote wetland conservation concerns with development aid agencies. • To encourage research and exchange of data. None of these wetlands is located within or in close vicinity of the project area. 2.6.4 Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) This convention came into effect in March 1973 at Washington. In all 130 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.

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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. 2.6.5 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: • 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.

2.7 International Guidelines 2.7.1 World Bank Guidelines on Environment The principal World Bank publications that contain environmental guidelines are listed below.

• Environmental Assessment-Operational Policy 4.01. Washington, DC, USA. World Bank 1999. • Environmental Assessment Sourcebook, Volume I: Policies, Procedures, and Cross- Sectoral Issues. World Bank Technical Paper Number 139, Environment Department, the World Bank, 1991, Environmental Assessment Sourcebook, Volume III: Guidelines for Environmental Assessment of Energy and Industry Projects, and World Bank Technical Paper No. 154, Environment Department, the World Bank, 1991. • Environmental Health and Safety (EHS) guidelines, International Finance Corporation (IFC) World Bank Group, 2008. The first two publications provide general guidelines for conducting EIAs, and address EIA practitioners as well as project designers. While the Sourcebook in particular has been designed with Bank projects in mind, and is especially relevant for the impact assessment of large-scale infrastructure

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projects, it contains a wealth of useful information, for environmentalists and project proponents. The Sourcebook identifies a number of areas of concern, which should be addressed during impact assessment. It sets out guidelines for the determination of impacts, provides a checklist of tools to identify possible biodiversity issues and suggests possible mitigation measures. Possible development project impacts on different areas such as wild lands, wetlands and forests are also identified and mitigation measures suggested. The EHS guidelines are technical reference documents with general and industry specific examples of Good International Industry Practice (GIIP). These guidelines contain the performance levels and measures that are generally considered to be achievable in new facilities by existing technology at reasonable costs. Application of the EHS Guidelines to existing facilities may involve the establishment of site-specific targets, based on environmental assessments and/or environmental audits as appropriate, with an appropriate timetable for achieving them. 2.8 International and National Environment and Conservation Organizations. 2.8.1 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. 2.9 Project Administrative Framework 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 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. 2.9.1 Environmental Protection Agencies, EPA Azad Jammu and Kashmir Azad Jammu & Kashmir Environmental Protection Act, 2000 (herein referred as ‘Act’) promulgated in 2000. This Act is to provide for the protection, conservation, rehabilitation & improvement of environment, control of pollution and promotion of ‘sustainable development” in the AJ&K (herein referred as State). To ensure that every developmental activity is environmentally and socio-economically sustainable in the State, the Section-11 of the Act enunciates that; “No proponent of a project shall commence construction or operation unless he has filed with the Agency, an initial environmental examination or where the project is likely to cause an adverse environmental examination or, here the project is likely to cause an adverse environmental effect, an environmental impact assessment, and has obtained from the Agency approval in respect thereof” In pursuance to above-mentioned Section of the Act, the Pakistan Environmental Protection Agency (herein referred as ‘Pak-EPA’) issued an Umbrella Procedure, applicable to all provinces, for the

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purpose of carrying out Environmental Examination (IEE) or Assessment (EIA). Though the said guidelines seem mainly focusing on carrying out Environmental Assessment but environmental examination study for any project, is also best done in the light of these guidelines. The said procedure consists of a set of 05-Guidelines. 2.9.2 Forest Departments of Azad Jammu and Kashmir (AJ&K) The Project implementation will involve clearing of vegetation and trees within the Right of Way (ROW). The Project contractors will be responsible for acquiring a ‘No-Objection Certificate’ (NOC) from the Government (AJ&K) and Gilgit Baltistan Departments on the basis of the approved EIA. The application for an NOC will need to be endorsed by the NHA. Tree avenue plantation will be carried out by the NHA itself or through work awarded to AJ&K and G&B Forest Departments. NHA will also be responsible for liaising with Provincial Forest Departments on the types of trees to be planted and other matters concerning plantation layout as an environmental mitigation measure. 2.9.3 Wildlife Department of Azad Jammu and Kashmir & Gilgit and Baltistan (G&B) Government AJ&K Wildlife Departments control the district wildlife through District Officers Wildlife DO (W). According to wildlife department setup, this project comes under the jurisdiction of DO (W) of various districts. Wildlife related issues pertaining to such areas and associated with the jurisdiction of Neelum Dist. During all stages of the Project, the contractor/proponent will resolve it with the consultation of respective wildlife offices.

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CHAPTER 3 Project Description

This section provides the brief detail of the EIA for Shounter to Rattu (1km Long) Section of Shounter to Rattu road tunnel proposed between Neelum Valley (AJ&K) and Astore (Gilgit & Baltistan). The tunnel route crosses mountainous areas. Connection at many locations shall be provided for access to the proposed road tunnel. As it is the shortest route, peoples of G&B and peoples of Neelum Valley as well depend on this main road. Given future traffic load on the existing road network and up gradation, other alternatives were considered to overcome the traffic constraints, even then comparative analysis will lead in favor of this proposed access road tunnel. 3.1 Need Assessment of the Project: Given the demand of the people of Gilgit Baltistan and Neelum Valley peoples to approach the Islamabad through shortest way, the existing track road is very short route in between Gilgit & Baltistan and Islamabad. The up gradation and other alternatives were considered to overcome the long distance detour between two destinations and provide smooth traffic flow. After evaluation of all the proposed alternatives, a 12.7 km tunnel route from Shounter to Rattu has been proposed as a most viable option. 3.2 Project Location The proposed alignment of Shounter to Rattu 12.7 km long road tunnel starts from upper Neelum Valley (Shounter Bypass), passing from locations of Chattian and Astore Dist. The plan is under consideration to construct Shounter to Rattu tunnel which will connect Shounter, Azad Jammu& Kashmir area and Rattu, Gilgit-Baltistan Area. Alternative 1st and alternative 2nd tunnel length is approximate 13.0 kilometer and the length of alternative 3rd is approximate 8.0 kilometer. The North tunnel portal is located in Morcha Guzair, Rattu and the South tunnel portal in Shounter, Kel adjacent to Hari Parbat. 3.3 Project Objective: The proposed Project will greatly benefit the road users by constructing this most efficient facility connecting south of Azad Jammu and Kashmir with the north of the Gilgit-Baltistan. Also it is perceived viable in rendering reduction in the vehicle operating cost due to less traveling distance, better pavement surface and improved geometry. Time delays will also be reduced resulting in efficient travelling, besides the vehicle operating cost. There are numerous unquantifiable benefits such as opening up of the new hinterlands, progress and development in virgin areas, poverty alleviation, employment opportunities, improved environment, better communication and education, enhanced economic activities, and fortification to protection bund system along Nullahs rivers, etc. The implementation of the Project is envisaged to have the following objectives:

• To provide a safe, timely and high speed facility to the long route as well as to short route, road users across the two location; • To provide an efficient trade link across the country and between Pakistan and China; • To open up the hinter land and leading to new vistas for development; • To provide a safe and more efficient passage across the settled areas passing through project route.

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• To provide exclusively fastest and unobstructed route from north to the south of the country, connecting with the existing network of Neelum AJ&K and Muzaffarabad, Capital of Azad Jammu & Kashmir. It will also contribute towards the promotion of industry and other infrastructure along the remote areas; 3.4 Project Administrative Jurisdiction The starting point of the proposed section of project alignment lies in Neelum District (12.7 Km) and majority of the portion through Gilgit-Baltistan. However, the proposed tunnel section falls under the administrative jurisdiction of districts Neelum and Astore District. 3.5 Project Implementation and Cost The implementation of the Project is expected to be started at the 1st half of the year 2018 and to be completed in 108 months in 2027. The total cost of the proposed Project will be estimated at the finalization of all feasibility activities. 3.6 Construction Materials The materials to be used in construction of this road tunnel 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 proposed road and tunnel will be procured from approved quarries and new quarries will be required by the contractor to be approved in requested at same stage. Some of the details of the construction material for the proposed road tunnel are given as under; 3.6.1 Borrow Soil for Embankment Topography of the proposed project area is hilly in the start which requires cutting and filling and alluvial along the Shouter Nullah bank and Guarge at the opposite side of the alignment at Astore. In hilly area, cutting material can be used for filling purposes where required and if found suitable, however, in soft areas of flood plains, borrow soil for road embankment is available along the alignment. 3.6.2 Borrow Material for Sub Base Suitable material for sub base is available along the alignment at pertinent locations and hence is economical except at some stretches where alignment traverses through the alluvial food plains. Available material may consist of pit run or rock cut gravels, sand-gravels mix or soil aggregates. Seasonal Nullahs, perennial canals, watercourses, cross the tunnel alignment. Gravels, boulders mixed with sandy soil are available during the start portions and sand from the river bed along the Nullah. This material can be used as sub base after removing the material coarser than 2” size. Nullah beds in various locations in the start along the alignment have potential to provide adequate quantity for sub-base. Along the alignment from the nearby regions in Neelum, can be have at some distance, considered as feasible in terms of haulage for this road and tunnel. Whereas along the bank of Nullah Shounter, and Neelum river sand with different gradations can be adopted with mix modifications or the material will have to be imported from near around coarser quarries for the sub base purpose. The sand of this area is not useful for construction material because of mica content in it

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3.6.3 Crushed Aggregate When the proposed tunnel alignment crosses Neelum section that encounters hilly areas and can be found naturally occurring aggregate material ready for crushing which can be locally crushed to yield aggregate for road pavement and structures. The crushers are already functioning on the southeastern side of alignment at this stretch. Crushed stones will have to be tested by the Consultant and will have to suggest that this material is suitable for use road construction after crushing to the specified size and gradation. Whereas near the project such kind of sources are available from queries at Shounter and surrounding areas in districts Neelum and Guzair. 3.6.4 Fine Aggregate (sand) Samples of sand available from river Neelum will have to be tested by the consultant for their gradation after removing coarse fractions. Also, the sand available from the bed of river Neelum has to be brought under analysis and gradation for the fulfillment of specifications before using for construction. Sand from surrounding area is widely used for construction purposes in this region whereas in Kashmir equivalent to the gradation of Lawrencepur sand will have to be identified, tested, and graded to be approved before using for construction as per ASTM standards. 3.6.5 Sub-grade Material Large quantity of sub-grade (soil) is abundantly available at various locations along the Project alignment. Borrow pits of suitable material at a reasonable reaches will be selected. 3.6.6 Water It is the Contractor’s obligation to provide clean drinking water, to do this he may install facilities with overhead water tank to supply drinking water to the site workers at appropriate pressure. The approximate cost for installing water supply system is Rs. 1,400,000. The Contractor may have to treat the domestic wastewater generated from the labor camp by provision of one chamber septic tank to be connected in series, with a minimum capacity of one-day wastewater discharge which would be about 150,000 liters. The approximate construction and maintenance cost of the septic tank is Rs. 500,000. Effluent will be tested and confirmed that the treatment meets with NEQS standard before disposal. The quarterly testing is recommended of the treated wastewater. The cost of testing is Rs.150, 000. 3.7 Construction Camps and Facilities 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 not be possible to locate campsites within the ROW and the contractors will have to acquire land on lease from private landowners for the establishment of Camps. Environmental Management Plan considerations will have to be considered before the selection of sites for the required purpose. 3.7.1 Source of Power With regard to electric power supply, the most important task in the early stage of the Project is the

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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 oversizing 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 standby 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 electrical power supply to construction site shall be progressed after discussion with Water & Power Development Authority. And then the electric power will be introduced from a nearest substation for tunneling machinery such as ventilation fans and jumbo drills, site camps and illumination, etc. During road operation period, electrical power supply shall be installed to provide steady electrical power without excessive fluctuation of voltage for telecommunication, tunnel illumination, ventilation equipment and evacuation facilities. Moreover emergency electrical supply program shall be planned for electrical blackout and emergency situation. The supply above also will be progressed after discussion with Water & Power Development Authority and electrical wire layout shall be planned so as to easily supply power corresponding electric power load. And then the electric power will be introduced from a nearest substation. Following table shows each required electric power at each location. During construction period, 7,500 kVA would be needed, and during road operation period, approximately 8,850kVA would be needed. Table 3.1 Electrical Supply by Locations 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

3.7.2 Manpower Requirements Manpower planning in construction project is the integration of manpower policies, practices and procedure so as to achieve the right numbers of right type of people in the right jobs at the right time. Preparation of manpower plan of a construction project is one of the most crucial inputs in achievement of its corporate objectives. The objectives of manpower planning are as follows:  To ensure optimum utilization of available human resources;

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 To develop the available manpower in terms of information, knowledge, skills, performance, capacity and potential  To ensure better performance and efficiency

At the construction site, the above objectives can be translated as under  To ensure right distribution of manpower in different depth talents working at the site so that unbalances are avoided;  To determine the channels of promotion to provide avenues for growth & development of employees;  To determine transfer policies by ascertaining the right utilization of manpower, placement and development of right skills; and  To control manpower cost.

In this project, a long tunnel has been planned so that much manpower would be mobilized in tunnel construction as well as earth work. Especially most manpower would be concentrated in the tunnel work. Following table shows tentative annual manpower estimation. Table 3.2 Tentative Annual Manpower Estimation Years Positions 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th

Project Director 1 1 1 1 1 1 1 1 1 1

Assistant Director 2 2 2 2 2 2 2 2 2 2 NHA Assistant 2 2 2 2 2 2 2 2 2 2

Team Leader 1 1 1 1 1 1 1 1 1 1

Resident Engineer 8 8 8 8 8 8 8 8 8 8

Site Inspector 24 24 24 24 24 24 24 24 24 24 Consultant Supervision Assistant 4 4 4 4 4 4 4 4 4 4

Construction Manager 1 1 1 1 1 1 1 1 1 1

Senior Expert 8 8 8 8 8 8 8 8 8 8

Junior Expert 16 16 16 16 16 16 16 16 16 16

Contractor Assistant 8 8 8 8 8 8 8 8 8 8

General Worker 50 50 50 50 50 50 50 50 50 50

Summation 125 125 125 125 125 125 125 125 125 125

According to the tentative estimation, annually 125 numbers manpower is required for the road construction. 3.8 Construction Machinery and Equipment Critical path of the Project is tunnel work and 10 years of tunnel construction period are composed of 8 years of excavation and 2 years of concrete lining periods. Period for construction of a vertical ventilation shaft was included in the excavation period. In consideration of tunnel and access road

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lengths, 7 construction packages are appropriate to manage and control entire road construction. Based on construction works, major construction plants, machinery and equipment required for construction of Shounter-Rattu road tunnel have been listed as a following table. Table 3.3 Tentative Annual Input of Plants, Machinery and Equipment (Unit: Nos.)

Years Works 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th Backhoe 30 30 30 30 30 30 30 30 30 30 Bulldozer 18 18 18 18 18 18 18 18 18 18 Loader 20 20 20 20 20 20 20 20 20 20 Dump truck 40 40 40 40 40 40 40 40 20 20 Grader 18 18 18 18 18 18 18 18 18 18 Crawler/wagon drill 18 18 18 18 18 18 18 18 18 18 Vibratory compactor 18 18 18 18 18 18 18 18 18 18 Concrete pump car 6 6 6 6 6 6 6 6 6 6 Asphalt paver 6 6 Concrete paver 1 1 Mobile crane 6 6 6 6 6 6 6 6 6 6 Mixer truck 6 6 6 6 6 6 6 6 10 10 3-Boom jumbo 2 2 2 2 2 2 2 2 2 2 Charging car 2 2 2 2 2 2 2 2 2 2 Hydraulic breaker 2 2 2 2 2 2 2 2 2 2 Shotcrete machine 2 2 2 2 2 2 2 2 Raise Climber 1 1 1 Concrete vibrator 20 20 20 20 20 20 20 20 30 30 Concrete pump 6 6 6 6 6 6 6 6 10 10 Sprinkler truck 6 6 6 6 6 6 6 6 6 6 Aggregate processing 6 6 6 6 6 6 6 6 6 6 plant Batching and mixing 6 6 6 6 6 6 6 6 6 6 plant for concrete Batching and mixing 2 2 2 2 2 2 2 2 2 2 plant for shotcrete Compressed air 4 4 4 4 4 4 4 4 4 4 Grout pump 2 2 2 2 2 2 2 2 2 2

3.9 Tunnel Design Tunnel design details are attached as Appendix 5 of the report.

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CHAPTER 4 Project Alternatives

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 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. The following alternatives have been identified and are discussed in further detail below:

• Alternative-I ‘No Development Option; • Alternative-II ‘Other Transport Modes; • Alternative-III ‘Construction of tunnel;

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, no fortification to the northern areas and Gilgit-Baltistan and AJ&K proposed areas, increase the dust nuisance created by driving on deteriorated road and increase the wear and tear on the vehicles. The existing road network will continue to be the main transportation corridor from Gilgit, AJ & K to Islamabad. Traffic congestion is expected to increase, and road conditions are expected to deteriorate resulting in traffic congestions, frequent accidents and traffic Jams with the passage of time. Residents of the proposed belt will keep on suffering from degraded or lacking of 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 network areas and the road users. Socioeconomic conditions will also be deteriorated due to lack of proper link between North and South of Pakistan. 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 network should be improved to cater for the increased vehicular movement carrying the freight and passengers across the country and to provide impetus for regional connectivity to Pakistan. 4.2 Alternative-II Other Transport Modes The alternative transport mode includes railway, whereas, air access is not found feasible due to high relief, high mountain series of Nanga Parbat. Area is mostly covered with snow whole year. This would not be the solution to cater the traffic problems and required economic and commercial trade with desired regional countries in the future. 4.3 Alternative-III Construction of Highway This alternative will involve construction of Highway from Shounter Neelum Valley, to Rattu Gilgit

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Baltistan as completely new alignment. The Highway will form a part of the planned National Trade Corridor (NTC) required to connect the Gwadar Port through Road alignment/Road alignment Network with the Gilgit-Baltistan leading towards China. The proposed section of Shounter to Rattu road tunnel will be constructed on a new alignment, which will traverse through high altitude mountains covered with snow whole year. Positive impacts include emergence of road alignment for efficient trade corridor, smooth traffic flow, decreased travel hazards, lower transport cost, decreased travel time, decreased wear and tear on the vehicles, job opportunities to the locals etc. 4.4 Comparison Analysis of Alternatives The comparison between three alternatives based on the environmental, social and economic impacts are described in Table 4.1. The comparison shows that Alternative 3: Construction of road tunnel from Shounter to Rattu is the most suitable alternative to have it applicable.

Table 4.1 Comparison Analysis of Alternatives. S. Project Negative Impact Positive Impacts No. Name • Due to high altitude of area, railway track is no Other feasible. And cost of railway will be very high Transport • Railway is fast access • The Project area is fall in snowfall area. And 1 Modes whole year snow covered on mountains. • Huge carriage is easy (Railway through railway track. Track) • Railway track length is so long than road tunnel. • Flora & Fauna, biodiversity should be affected. • Due to high altitude of area, highway is not feasible and cost of construction and maintenance will be very high. Construction Through high way all type of 2 • The Project area is fall in snowfall area. And • of highway transport shall carry easily. whole year snow covered on mountains. • Highway length is so long than road tunnel. • Flora & Fauna, biodiversity should be affected. • The length of road tunnel is too short than on ground Highway and railway track. • Underground working is tough; HSE measures, • Area falls in snowfall areas 3 Road Tunnel lightning & ventilation systems make the progress and high mountain series of slow than on ground highway and railway track. Nanga Parbat, underground tunnel is most feasible to travel whole year in winter and summer.

The Project road corresponding with alternative 3 in Table 4.1 above reaches 81.1 km length. And the Shounter to Rattu road tunnel within the Project road is 12.7km long. The tunnel ventilation system is a vertical shaft with jet fan that is a sort of longitudinal ventilation. Lay-bys and Emergency Lane were planned for road user safety. Following Table 4.2 shows the typical roadway, tunnel, and bridge cross section. Table 4.3 shows the salient features of proposed tunnel.

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Table 4.2 Typical Cross Section Roadway Section (Level, Rolling) Roadway Section (Mountainous)

Bridge Section Tunnel Section

Table 4.3 Salient Features of Road Tunnel Division Shounter-Rattu Road Tunnel Remarks

Including 10m of Open Cut Tunnel at Two Tunnel Length 12.68km 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

Superelevation -2.0% Concrete Pavement

West Portal Arch-shaped Wall Type Portal Structure East Portal Arch-shaped Wall Type Diameter of Shaft = 7.0m Ventilation Shaft with Jet Fan Ventilation System Height = 333m Longitudinal Ventilation Raise Climber Excavation Method Tunnel Excavation Method Drill and Blasting Conventional Tunneling, NATM

Lay-bys(3.0m width) Tunnel Safety Facility + Emergency Lane(2.5m width) Lay-bys are installed every 750m +Evacuative Passage(1.2m width)

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CHAPTER 5 Environmental and Socio-Economic Baselines

This chapter defines the prevailing environmental and socioeconomic settings of the project area and surroundings. The project area in this document is defined as ‘the area where the project related activities are to be carried out includes the proposed project site and surroundings and the area that can interact with the project’s positive and negative externalities in the long run’. The environmental impact of any 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 baselines:

• Physical Environment • Biological Environment • Socioeconomic Environment The description provided in this section is based on followings:  Desk-top surveys and literature review;  Field surveys;  Air and Noise Monitoring  Soil and Water Analysis  Existing information sources and data purchase;

5.1 Topography Topography of the area is hilly and mountainous because of Himalayan region with sharp variation in the surface. There are many mountains and hills in the project area. However some alluvium constitutes the main soil groups in the area, which have a loamy and clayey texture. The alluvium has been laid down by the local Nullahs and consists largely of relatively permeable silt loams, loams, and silty, clayey loams. 5.2 Baseline for Seismicity Northern areas lie on an active seismic belt of earth. Seismic observations indicate that hundreds of shocks originate every year. Mostly, these seismic waves are of low intensity and do not have significant effect. According to seismic zones of Pakistan developed by Geological Center Quetta, the project area falls under category A of very minor seismic activity and as per seismic zones of UN-Habitat the project area falls under Zone 2B and 3. The seismic zoning map is shown in Figure 5.1.

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Figure 5.1 Seismic zone map of Pakistan 5.3 Baseline for Water Resources 5.3.1 Surface Water The Neelum River, Shounter Nullah, and small tributaries of fresh water springs and glaciers deposits on the peaks are the principal surface water resource in the project area. These water Nullahs run almost in parallel from the proposed road tunnel project in Shounter, Chattian, Morcha Guzair, areas respectively. The distance of these Nullahs from the proposed highway varies from 1- 2 Km. The main water resources of the project area are glaciers deposited near the Shounter and Rattu. 5.3.2 Groundwater Aquifer

Characteristics A certain amount of water filters into the ground because of seepage from the streams and rainwater that has collected on the surface. This water drains downwards below the root zone and finally reaches a level at which every available crevice in the earth is filled with water. This area is known as the zone of saturation and the water found here is referred to as groundwater. The community prefers groundwater as it is considered clean and safe, and because it can be accessed easily through nearby hand pumps. Aquifer Recharge The sources of aquifer recharge are: • The glaciers deposited from many years at the mountains which are the primary source of recharge in the area • Melting of snow produce the water streams • Rainwater percolation.

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The project water requirements will be met through Nullah water. Water table rises due to snow melt and water accumulate in soil. Groundwater Table In the project area and its vicinity ground water depth varies from 15 to 35 feet. The ground water is the major source of drinking water in the area. Diversion of streams water through GI pipes for irrigation is also observed in the area. Five water samples were collected from different locations from the project area.

Table 5.1 Physical and Chemical Analysis of Water Samples Upper Shounter Khandi S.No. Parameters Method (APHA) Unit Domail Nullah Gali 1. pH 29.5oC APHA4500H+ B 7.97 7.88 7.77 2. Color APHA 2120 C Pt-Co BDL BDL BDL Total Dissolved Solids 3. APHA 2540 C mg/L 170 194 158 (TDS) 4. Chloride (Cl) APHA 4500Cl- B mg/L 23.75 23.75 4.75 5. Total Hardness APHA 2340 B & C mg/L 80 80 80 6. Fluoride APHA 4500F- C mg/L 0.11 0.10 0.09

7. Nitrate APHA 4500NO3 B mg/L 5.74 5.89 7.39

8. Nitrite APHA 4500NO2 B mg/L BDL BDL BDL 9. Cyanide (CN) 4500CN F mg/L BDL BDL BDL 10. Phenols APHA 5530D mg/L BDL BDL BDL 11. Cadmium (Cd) ICP-OES APHA 3120 B mg/L <0.003 <0.003 <0.003 12. Total Chromium (Cr) ICP-OES APHA 3120 B mg/L <0.005 <0.005 0.022 13. Copper (Cu) ICP-OES APHA 3120 B mg/L <0.005 <0.005 0.041

5.3.3 Water Balance In hydrology, a water balance equation can be used to describe the flow of water in and out of a system. In many tunnel construction projects, groundwater infiltration into tunnels can pose a serious risk during the execution of works and reduce the speed of excavation. The presence of water in a rock massif can induce some difficulties and increase the cost of excavation. Furthermore, the drawdown of the groundwater table by tunnel excavations can cause hydrological, hydrogeological and environmental impacts on groundwater dependent ecosystems. Among the common hydrogeological impacts in densely populated areas are the drying of private wells or springs close to the tunnel axis due to the water table drawdown and base flow reduction in rivers that drain the basins crossed by the tunnel. Current worldwide regulation focuses on environmental issues when large engineering works are involved. As agreed in international regulation and environmental law, a tunnel excavation must not affect the chemical, ecological and quantitative state of the water masses. Accordingly, a number of measures can be adopted to minimize these effects. Appropriate correcting measures can only be taken

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once the impacts are correctly identified. However, identifying impacts at the initial stages of the project may not be easy. The main impacts of the construction of a tunnel on surface water and groundwater can be divided into four groups: (1) impacts on the closest aquifers, due to the drainage of groundwater through the tunnel; (2) impacts on nearby aquifers, due to the development of a new groundwater flow pattern; (3) impacts due to the infiltration of wastewater from the tunnel into the affected aquifer; and (4) impacts on surface water linked with groundwater. Monitoring and control are essential to tunnel impact management and evaluation. In spite of the environmental impacts as above, the reason why many mountainous tunnels are constructed in the world is that most mountainous tunnels empirically don’t affect drawdown of groundwater level in the mountainous hydrological system. There are representatively three reasons not to affect the drawdown of groundwater level as follows;  Mountainous tunnels traverse fairly rocky zones having low permeability coefficient. The tunnel rock mass is impermeable so that groundwater infiltration into tunnels is a little.  In case of excavation into a fracture zone, considerable water leakage is anticipated. In this case, several grouting methods can be applied to minimize water infiltration into the tunnels.  Tunnel groundwater discharge is empirically known as 0.2㎥/km/min/tube in quantity and this volume of water is a little compared with entire hydrological system.

In the Project area, snow covered mountains provide water continuously so that breaking water balance is not expected. Following table describes technical measures applied in the project tunnel against drawdown of groundwater level. Table 5.2 Mitigation Measures against Drawdown of the Groundwater Level Measures Descriptions  The different techniques for grouting are consolidation grouting, fissure grouting, pressure grouting and compensation grouting. Grouting can be carried out in the tunnel excavation as a face grouting or as a radial grouting at the tunnel face or a pilot tunnel. Grouting  The most commonly used grouting material is cement. In special cases chemical products such as resins or foams are also applied. In these cases the environmental and safety restrictions have to be considered specially  Using the grouting can help prevention of infiltrations in the fractured zone while tunnel excavation.

 Pipe umbrellas are specified to supplement the arch structure in the roof and spring-line regions as well as stabilization of the face and in advance of the face Pipe-umbrella immediately after the excavation.  Using the pipe umbrella can help effective prevention of the water infiltrations in weak zones during tunnel excavation

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5.4 Baseline for Climate Climate of Neelum Valley (AJ&K) and Gilgit Baltistan districts is pleasant in summer and cold in winter. The summer from May to September is very pleasant. The winter from mid-November to end of January is very cold. January is the coldest month at the project site, when the temperature drops to several degrees below zero. The highest temperatures are experienced in the month of June. 5.4.1 Precipitation: Precipitation data of Muzaffarabad station was collected from Pakistan Meteorological Department in order to get maximum, minimum and average rainfall on monthly and yearly basis. Mean Annual rainfall varies from 970 mm in 2001 to 2078 mm in 1976. The average of mean annual rainfall is 1534 mm over a period from 1955 to 2004. The monthly rainfall varies from 39.6 mm in November to 327.5 mm in July. From November to May, during the winter period the precipitation is mainly brought by the western disturbances. The precipitation during this part of the year is approximately 690 mm. During summer period, i.e., from June to October, the precipitation in the catchment is induced by the monsoon rainfall and averages to about 844 mm. January is the coldest month at the project site, when the temperature drops to several degrees below zero. The highest temperatures are experienced in the month of June. 5.4.2 Mean Annual Precipitation at Muzaffarabad and Neelum AJ&K. For some years, rainfall data at Dudhnial is available from Surface Water Hydrology WAPDA. The annual variation of rainfall is indicated in Figure 5.2. The mean monthly rainfall at Dudhnial is shown in Figure 5.3. The rainfall at Dudhnial is comparatively lesser than that of at Muzaffarabad, because there is more snowfall at Dudhnial. The overall precipitation at Dudhnial is more than that of at Muzaffarabad. As there is no snowfall gauging station in upper part of Neelum Valley, the rainfall data at Dudhnial is not true representation of total precipitation at Dudhnial.

Figure 5.2 Annual Rainfall at Shounter

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Figure 5.3 Mean Monthly Precipitation at Muzaffarabad and Neelum AJ&K.

Figure 5.4 Mean Monthly Precipitation at Dudhnial, AJ&K.

5.5 Climate Patterns and Climatic Divisions The project area lies within a mountainous region with surrounding peaks rising as high as 4000 meters. The regional climatic pattern is largely influenced by this topography that acts as barriers between the region and Central Asia to the North and main parts of Sub-Continent to the East. The project area is characterized by mild summers and cold winters. The summer Monsoons (July-Sept) caused by Easterly disturbance rarely penetrate beyond Makra and Ganja mountains near Muzaffarabad and Pir Panjal ranges of the Kashmir Valley. Most of the Western disturbance (Dec–Apr) causes significant precipitation in winters and its intensity gradually decreases beyond Muzaffarabad and Rawalakot. Based on the observed rainfall pattern, typical precipitation pattern for the entire State of AJ&K is as under:

Most of the annual precipitation is in winters (Nov– Apr) due to Westerly District Neelum disturbances The summer Monsoon (Jul-Aug) caused by easterly disturbances is dominant, Districts Muzaffarabad, although precipitation in winters caused by Westerly disturbances is also quiet Bagh, Poonch, Pallandri significant Districts Kotli, Mirpur Most of the rainfall is during summer Monsoon (Jul-Aug) caused by Easterly and Bhimber disturbances with occasional winter rains.

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5.5.1 Soil Quality As discussed above about generalized condition of the area, addition to that one soil sample was taken from project site.

Table 5.3 Soil Analysis Results Method/Tec Bela Upper Gali Chitta Upper Lower Parameters Unit Kel Shounter Chattian hnique lora Domail Bala katha Khora Khora

pH @ 28.9 SW-846 - 8.70 8.07 8.91 9.17 8.34 8.7 10.09 8.41 8.45 oC Guidelines

Conductivity SW-846 µS/cm 796 855 878 29870 10130.0 6230.0 8470.0 2880 38100 @ 28.9 oC Guidelines SW-846 Grease & Oil mg/kg BDL BDL BDL BDL BDL BDL BDL BDL BDL Guidelines SW-846 Chloride mg/kg 34.0 100.13 34.05 5605.36 1989.35 1568.79 769.50 463.17 12082.0 Guidelines

Chromium USEPA mg/kg 13.50 12.40 13.90 08.60 12.00 21.15 10.90 14.83 12.45 (Cr) 3050B

USEPA mica ( Pb ) mg/kg <0.50 06.70 08.70 02.10 09.60 07.50 <0.50 <0.50 <0.50 3050B USEPA Cadmium mg/kg <0.50 <00.50 <00.50 <00.50 <00.50 <00.50 <0.50 <0.50 <0.50 3050B USEPA Mineral garnet mg/kg 40.82 70.70 70.20 68.40 64.80 79.40 37.17 45.96 38.69 3050B USEPA Ag µg/L <0.050 <00.50 15.20 <00.50 <00.50 <00.50 <0.50 <0.50 <0.50 3050B USEPA Arsenic (As) mg/kg 7.69 03.70 07.10 03.70 04.60 06.10 4.22 7.76 4.99 3050B USEPA Barium (Ba) mg/kg 92.07 67.50 97.60 67.50 93.60 129.25 83.63 96.83 72.48 3050B

5.6 Biological Environment 5.6.1 Agriculture & Forestry The mountainous topography of AJ&K does not allow considerable production of cereal crops. The fragmented steep hills that are covered by conifer forests besides being the source of fuel wood and timber are rich in untapped diversity of medicinal plants, and micro flora. Annual wood demand is 1.65 million cubic meters and sustainable production is 1.89 million cubic meters. The local communities have traditional rights in terms of use of the forests and on an average three trees are burnt by one household every year for the fuel-wood requirements in the absence of alternate sources. Similarly about 5 trees on average are required to construct a house for which the wood roofs have to be replaced after every 8-10 years. 5.6.2 Flora: The project area falls under dry temperate climate. A reserve forest covers an area of approximately 392.9 hectares; and is locally known as the Labah Naka Jungle. The nearby Guzara forest is known as the

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Kuan Guzara Jungle. Vegetation in the project area has been studied by delineating the area into upper slopes and lower slopes (up to the riverbank). The Reserve Forest on the upper slopes is composed of shrubs include Alunus Nitida (Sharol), Zanthoxylum Alatum (Timer), Indigofera Gerardiana (Kainthi), Juniperus Communis (Bhentri) and Parrotia Jacquemontiana (Pesher). The cultivated fruit trees include Prunus Armeniaca (Khobani / Apricot), Juglans Regia (Akhrot / Walnut), Prunus Persica (Arru / Peach), Pyrus Malus (Apple), Prunus Amygdalus (Almond), and Diospyros Lotus (Amlok). The prominent plants species include Accacia Modesta (Phulai), Olio Cuspidata (Kao), Morus Alba (Toot), Ficus Palmata (Phagwara), Ailanthus Altissima (Drewa), and Robinia Pseudoacacia (Kikar). Few plants of Pinus Wallichiana and Populus Nigra (Sufaida) species were also found to be growing in the area. The shrubs include Indigofera Gerardiana (Kanthi) and Zanthoxylum Alatum (Timer). Dominant herbs include Polygonum Amplexicaul (Masloon), Solanum Xanthocarpum (Mahokari). The grasses found at lower slope are Pennisetum Orientale (Muniara), Themeda Anethra (Lundhar), Setaria Pallude, (Kacoli), Chrysopogon Echinuelatum (Beran), C. Eclirolatis (Beran), and Dactylus Glomerata (Karkan).

5.6.3 Fauna The project area contains common birds and terrestrial mammals. 5.6.3.1 Mammals It is generally considered that the wild mammals in project area are mostly trespassers. The Macaca Mulatta (Monkey), Semnopithecus Entellus (Gray Langur) Ursus Thibetanus (Black Bear) and Funambuius Pennanti (Himalayan Squirrel) are the most common mammals found in the vicinity of villages falling in the project area. These animals sometimes enter the settlements in search of food and prey. The Uncia Uncia (Snow Leopard), Panthera Pardus (Common Leopard), Naemorhedus Goral (Gray Goral), Muschus Muschiferus (Musk Deer) and Ovis Orientalis (Urial) cross the area in winter when the glaciers are deposited across the area providing a safe corridor for these animals. 5.6.3.2 Reptiles and Amphibians: Rana Tigrina (Rain Frog), Trachydosaurus Rugosus (Stripped Lizard) and Uromastix Hard (Jungli Kirla) and a large variety of snakes (both poisonous and non-poisonous) have been reported both from the weir and powerhouse areas.

5.6.3.3 Insects, Butterflies and Vectors

Insect populations in the Valley include Caterpillar, Pieris Brassicae and Leafminer, Chromatomyia Horticola (Agromyzidae: Diptera), Painted Bug, Bagrada Cruciferarum, (Pentatomidae: Hemiptera), Cabbage Semilooper and Plusia Orichalcea (Noctuidae: Lepidoptera).

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There are many varieties of butterflies in the project area; particularly during the summer months, in addition to praying mantis, bugs, cicadas, beetles, spiders, scorpions, glow-worms, centipedes, millipedes, snails, slugs and arrow worms. Further, the baseline survey indicated the absence of any vector borne diseases in the area. Hemorrhagic Septicaemia (HS), Pneumonia, Eczema and Piroplasmosis (red water) are common diseases of buffalo / cattle. In addition, Enterotoxaemia and Anthrax infections are found in sheep and goat. 5.6.3.4 Birds and Fowl (Avifauna) Communities The birds reported / observed in these areas are Pied Woodpecker (Picoides Himalayensis), Monal Pheasant (Lophophorus Impejanus), Common Myna (Acridotheres Tritis), Western Horned Tragopan (Tragopan Melanocephalus), Kaleej Pheasant (Lophura Leucomelana Hamiltoni), House Sparrow (Passer Domesticus), Common Crow (Coturnix Coturnix). 5.6.3.4 Aquatic Ecology The Nullah does not support fish life in any sizeable quantity. There is no other natural body of water which would support or promote fisheries in the project. However, other aquatic life has been observed at Shounter Nullah. The green algae were noted at all sites colonizing on stones and other debris. No macro- invertebrates were observed at weir site, but they were observed downstream at some other locations near the confluence with Neelum River. Based upon observations during the field visit many species of birds were directly observed in the project area. The most favorite habitat of the Avian Fauna were found in the surroundings of the study area especially trees in agricultural fields and Tamarix shrubs. These areas are composed of larger as well as smaller patches vegetation. 5.7 Socio-Economic Environment The project area is classified as rural according to 1998 census. Only one villages fall within the circle of direct influence of the project. 5.7.1 The Population In the project area is 100 % Muslims and the people are religious minded and polite. Urdu is widely understood besides local dialects. Population of the Shounter Valley is around 5000 this number includes children above 05 years of age as well. Male are 45 % to 50 %, Mostly 3 to 5 rooms houses, average of persons living in a house is 5 persons. The literacy rate is 65%. Population density in the Valley is about 150 persons / km2, whereas population density in entire Neelum District is about 60 persons / kM2. The population growth is estimate at 2.7% / annum. 5.7.2 Economy Agriculture in the project area offers very limited means of earning. Some percentage of the population commutes to main cities like Athmuqam, Muzaffarabad etc. for jobs in government institutions, commercial establishments, as well as working on daily wages. Raising of livestock poultry, provision of guides or labor to tourists, small part time shops and other avocations are followed by them. At the State's level the average annual income per family was estimated to be Rs. 9, 721 in 1981. It has risen to Rs.101, 900 in the year 2,000. With an average family size of 7 persons, the per capita income stands at Rs.14, 57 per year.

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5.7.3 Livestock: Livestock has a role in household economics of the Project area. Typically, each household owns one to two cows, three to five goats and a flock of chickens. Large live-stock, cows & goats, are fed on the bushes and grass in the project area in summer and stacked grass in winter. 5.7.4.1 Roads Roads and air transport are the only mode of transportation in Azad Jammu and Kashmir. The present road length and its comparison with the position in 1947 are given below: -

There are not many roads in Shounter Nullah Valley. Only one jeep able road, that enters the Shounter Nullah Valley from the main Neelum Valley road. 5.7.4.2 Airports The Government of Azad Jammu and Kashmir in collaboration with the Civil Aviation Authority of Pakistan has constructed two small airports in Muzaffarabad and Rawalakot cities in order to provide easy and fast mode of travel (Flights presently suspended). 5.7.4.3 Power At present, the installed Grid capacity is 652.3 MVA. About 25,328 km transmission lines have been extended to 1670 villages out of a total of 1771 villages and about 4.111 million population have been provided with electricity supply. The per capita electricity consumption is 348 KWH. The Government lays great emphasis on generating electricity in order to meet the growing domestic as well as industrial requirements. It has been planned to launch a comprehensive program for constructing Hydro power stations to exploit this vast potential.

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5.7.4.4 Piped Water Supply At the time of independence, availability of piped water supply was non-existent but significant progress has now been made in this regard. Presently 70% of the urban population and 50.7% of rural population has been provided with a piped water supply through house connections and public stand posts. Out of 1771 villages, 1032 have been provided with water supply facility.

Table 5.4 Local Govt. & Rural Development Piped Water Supply in Rural Area

Districts Kotli Bagh Total MHZ Haveli Poonch Mirpur Neelum Hattian Bhimber Sudhnoti Village 415 88 167 140 91 122 61 234 246 207 1771 Rural Population 0.558 0.182 0.235 0.354 0.146 0.498 0.279 0.759 0.297 0.42 3.75 (Million) Population having Piped Water 0.294 0.068 0.112 0.155 0.057 0.266 0.096 0.395 0.235 0.225 1.903 (Million) %age of piped water 52.7 37.4 47.7 43.8 39.0 53.4 34.4 52.0 79.1 53.6 50.7 facilities

Table 5.5 Rural Population Having Access to Different Drinking Water Source S. No Drinking Water Source Population (%age) 1. Directly from Spring/ Pitchers 45 2. HH Tap Connection 22 3. Stand Post 14 4. Community Tank 6 5. Communal Motor Pumps 6 6. Communal Dug Wells 4 7. HH Water Tank 1 8. Water Harvesting Structures 1 9. Tanker/ Donkey Tanker 1 Total 100 * Source: Water Supply & Sanitation Baseline Survey, LG & RDD/WSP-World Bank Piped Water Supply in Shounter Nullah Valley is not available. 5.7.5 Social Infrastructure 5.7.5.1 Health Facilities: Health coverage in Azad Jammu & Kashmir is still inadequate. There are approximately 3,111hospital beds available in the area averaging one bed per 1,368 people. The total number of doctors, including administrative doctors, health managers and dentists is 887 out of which there are 762 medical officers, 69 dental surgeons, and 56 health managers giving an average of 0.208 per 1000 population in respect of doctors, 0.178 Per 1000 Population in respect of medical officers, 0.017 per 1000 Population in respect of

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dentists, 0.053 per 1000 Population in respect of specialists and 0.013 per 1000 population in respect of health managers, whereas only 30 hospital beds & 11 dispensaries were available in the area at the time of independence.

The project area “Shounter Valley” which is rural in character covers an area which comprises of five villages, where there are no basic health units currently operating nor have any other medical facility, public or private. The population goes to Athmuqam for medical aid. The project area is on the main Neelum Valley road, near Shounter village. This area has no basic health units currently.

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5.7.5.2 Education Education has been a priority of the Govt. of Azad Jammu & Kashmir as about 30% of its total recurring budget besides 7% of the total development budget is allocated to this sector. As a result of this substantial investment, AJ&K’s literacy rate* is well above 70% which is significantly higher than the national average of Pakistan. At present the gross enrolment rate** at primary level is 98% for boys and 88% for girls (between the age of 5-9).

The project area “Shounter VALLEY” which is rural in character covers an area and comprises of primary, middle and high schools (Boys) level educational facilities are present, where around 1700 students of the surrounding localities are getting their education. Both girls and boys are getting education from the institutions.

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5.7.5.3 Investment Opportunities in Azad Kashmir The state of Azad Jammu & Kashmir by virtue of its topography, meteorology, hydrology and administrative setup provides huge opportunities of investment in various sectors. Keeping in view the investment potential in AJ&K the Government is encouraging investment in the following sectors:- 5.7.5.4 Industrial Investment The Government has adopted the Industrial policy of Federal Govt. according to which all types of industries are allowed to be established in the territory of AJ&K except arms and ammunition, Security printing, explosive material and radioactive material. In order to boost the Industrial Production in AJ&K, the Govt. is providing incentives to the industrialists including concession in different taxes and providing the energy on cheaper rates for first five years to run the Industries. It will be advisable that detailed feasibility of Industrial products must be carried out for making final decisions of investment. 5.7.5.5 Development of Cottage Industry and Kashmiri Handicrafts. There are many investment opportunities in traditional handicrafts of Kashmir. Azad Kashmir Small Industries Corporation “AKSIC” established in 1992 is an official body committed to promote the development of handicrafts and in turn the economic betterment of the working handicraftsmen. AKSIC objective is to educate and assist the working craftsmen to set up and run their business properly. The Geological environment of AJ&K comprises generally 3 types of rocks i.e. Sedimentary, Igneous, and Metamorphic. The Industrial minerals and base metals are found in all of 3 rocks spreading all over the AJ&K territory. In AJ&K mineral exploration activities started in 1973 by AKMIDC, a state owned corporation and emphasis was laid on assessment of potential economic deposits and an analysis of value of the different minerals discovered in the area so far amount to 137.915 million tons. 5.7.5.6 Hydro Power Generation Up to 1973-74 electricity facility was available to few villages of District Muzaffarabad & Mirpur. In 1973-74, a phased program was planned to provide electricity to urban and rural population, which is being continued. Under this program, several schemes have been implemented through which electricity distribution network has been expanded up to 98% population of rural areas of AJ&K. Approximately 483,133 service connections have been provided under this program. 5.8 Resource Requirement and Sources of Environmental Impacts This section discusses the requirement of resources for different phases of the project. Different activities during the entire phases of the project likely to impact the physical, social, and ecological environment are also discussed so as to further assess the environmental impacts of the proposed road tunnel project. 5.8.1 Site Evaluation: Resource Requirements and Impact Sources The hydrological and site-specific conditions of the environment are characterized in this chapter to determine the site suitability. Various aspects of the site were studied, including;

• Topography and geomorphology of the site, • Water resources and the site's generating potential,

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• Basic layout of the facility on the site, • Physical and economical selection, • Ecology on and around the site, and • Socioeconomic impacts of the project.

Table 5.6 Site Evaluation Aspects that Could Affect the Environment S.No Aspects Environmental Consequences Site evaluation activities would include an extended area, but nothing would 1 Impact on land cause a serious disturbance to the site. Emissions would be limited to those caused by vehicles and possibly drill rigs, 2 Emissions and would include fugitive dust, vehicular, and equipment emissions. Waste Site evaluation crews would produce small amounts of waste. Drilling wastes 3 Generation would also be generated. Water needs would be negligible. Any water that might be required for drilling 4 Water Needs operations could be obtained from the nullah and drinking water would be managed locally. A small crew would be needed to conduct field surveys and to conduct any 5 Workforce drilling required. Typically, no personnel support facilities would be required. Time and Field characterization surveys could take several days or more. No material 6 Materials would be required beyond those necessary to conduct the surveys or for drilling Utility There would be no utility requirements. Drill rigs would be operated by diesel 7 Requirements engines.

5.8.2 Construction: Resource Requirements and Impact Sources Throughout construction, large areas of the site would be impacted by site preparation activities such as clearing; construction of access roads; preparation and use of material and equipment lay down areas; construction of the link road; construction of a tunnel; construction of the residence colony and installation of the equipment; and construction of the vehicle substation. Concrete ingredients such as sand and aggregate may also need to be extracted and hauled to the site unless there is an appropriate on- site borrow area. Table 5.7 the Construction Phase Aspects that Could Affect the Environment S.No. Aspects Environmental Consequences

Temporary disturbance would occur for lay-down areas and ancillary 1 Impact on land facilities. A Tunnel to convey the road from the portal to the subsurface could be just short of 4 Km. The residence would be a small building.

Emissions generated would include typical construction fugitive dust 2 Emissions emissions, vehicular and equipment emissions, and volatile organic compounds (VOCs) from storage and use of fuels for equipment.

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S.No. Aspects Environmental Consequences

Wastes generated would include waste oils, lubricants, and coolants from the on-site maintenance of construction vehicles and equipment, spent 3 Waste Generation solvents, cleaning agents, paints, and small amounts of wastewater; and solid wastes such as containers, dunnage, and packaging materials.

Water would be required for fugitive dust control (depending on local 4 Water Needs conditions); making concrete; potable water for construction crews; and fire contingency supply. Size varies, but the typical workforce could require as many as 300-500 individuals. Specialty crews would be present on the site only long enough to complete their specialized tasks. 5 Workforce The general construction crew would be of relatively constant and modest size throughout the construction phase. Typically two camps, one at the one tunnel portal and the other at the other site, will be established where the staff will reside.

6 Construction Period Construction of road tunnel would occur over a period of 96 months.

Utility Utility requirements would vary depending on workforce; use of on-site 7 Requirements generators is probable.

5.9 Consultation Process Primary stakeholders were consulted during informal and formal meetings held in the project area. The consultation process was carried out in the Hindko, Shina, and Urdu languages. During these meetings a simple, non-technical, description of the project was given, with an overview of the project’s likely human and environmental impact. This was followed by an open discussion allowing participants to voice their concerns and opinions. In addition to providing communities with information on the proposed project, their feedback was documented during the primary stakeholder consultation. The issues and suggestions raised were recorded in field notes for analysis, and interpretation, by reaching out to a wider segment of the population and using various communication tools such as participatory needs assessment, community consultation meetings, and focus group discussions. Secondary stakeholder consultations were more formal as government officials were consulted during face-to-face meetings. They were briefed on the EIA process, the project design, and the potential negative and positive impact of the project on the area’s environment and communities. It was important not to raise community expectations unnecessarily or unrealistically during the stakeholder consultation meetings in order to avoid any conflict with local administrators. The issues recorded in the consultation process were examined, validated, and addressed in the EIA report. 5.10 Impact Prediction, Evaluation and 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

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(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

5.10.1 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 (aquifer and surface water quality) • 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

5.10.2 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 (aquifer and surface water resources) • Ecosystem (vegetation, wildlife, and biodiversity).

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5.10.3 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 effected 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 standards such as 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 5.8.

Table 5.8 Impact Scoping Matrix Project Environmental Impact Social Impact Phase • Water resources depletion, contamination. • Traffic disturbance, unrest, road accident • Dust Emission During Construction • Land acquisition • Vegetation Loss • Employment conflicts • Vehicle and Equipment Exhaust • Archaeological resources damage Construction • Soil Contamination • Safety and security Activity • Drainage and Storm Water Run-off • Mobility and transportation • Camp Effluent • Project and Community Interface • Hazardous and Non-Hazardous Waste • Cultural and religious sites • Management • Local Economy • Wildlife • Local Employment • Air Pollution • Noise Pollution • Unskilled labor jobs • Wastewater Operation • Occupational Health and Safety Economic • Green House Gas emissions Activities Activity (Primary and multiplier effects) • Water Resources Depletion • Human Rights • Hazardous and non-hazardous substances • Waste Management 5.10.4 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 5.9 and impact significant matrix is provided in Table 5.10.

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Table 5.9 Definitions for Consequence and Likelihood of Impacts Consequence (Severity of Level Likelihood Impact)

• Serious/catastrophic damage to local and • High likelihood of occurrence during regional environment lifetime of operation • Direct legislative requirements of EPA and • Regular/continuous part of operations High World Bank • Corporate requirement • Serious threat to corporate reputation/ profitability/ability to do business • Measurable damage to the environment • Moderate possibility of occurrence during Medium • Subject to potential future legislation lifetime 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 lifetime of • No risk to business operation

Table 5.10 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 5.11. Table 5.11: Impact Assessment Criteria Impact Characteristics Categories

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.

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Impact Characteristics Categories

Geographical Location Local: Within the area of project i.e. operation site and access road. 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.

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 8.6. 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 8.6. 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. 5.10.5 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 campsite, road, tunnel, and associated activities. The identified impact’s assessment are detailed in the below Table 5.10.

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Table 5.10 Impact Assessment of Construction Activities Environ Consequence Geographical Duration Potential Project Likelihood Nature of Reversibility Significance mental Description Severity Location of of Impact Phase /Frequency Impact of Impact of Impact Aspects Rating Impact Impact Habitat No protected areas, wetlands or wildlife sanctuary Not Protecte loss, No Not Not C were found inside or in the close proximity of the Low Low applicabl Low d Areas temporary impact applicable applicable area. e relocation

Soil erosion, The construction activity will involve clearing of land soil for the purpose of construction of proposed Tunnel. Geology contamina The land will be acquired from the landlords as per Local Short and tion by the C government rules. Medium Medium Direct Reversible Medium /Regional Term Soils spillage of During construction, there is the potential for spills of fuel, oil fuel, lubricating oils and chemicals that could lead to and soil contamination. chemicals

Depletion of aquifer from There is abundant of ground and surface water overuse , resources in the project area so there is no chance of and over exploitation or depletion of water resources in contamina the project area. The local water table is available at Water tion of 20-50 ft depth, so proposed project activities will not Local Short Resourc C Medium Low Direct Reversible Low water impact on local water resources. Surface and aquifer /Regional Term es resources quality may deteriorate if pollutants are mixed with by the surface runoff during rain and carried to water spillage of resources in the vicinity, or if pollutants leach into the fuel, oil ground. and chemicals Vehicular Air Construction activities can generate locally exhaust Local/ Short emission, C Medium Low Direct Irreversible Low Quality emission and dust Regional Term Dust

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CHAPTER 6 Stakeholder Consultations 6.1 Stakeholders Consulted In the consultation process for EIA, following key stakeholders were consulted:

• Local communities • Health (Rural Health Centre), Forest, Wildlife, Livestock and Fishery Departments Meetings with stakeholders consisted of community consultation meetings, focus group discussions, and in-depth interviews with government officials. The location of the meetings, the process followed, and the outcomes are discussed in this section. Photographs of consultations are included as Figure 6.1. 6.1.2 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. The summary of the various primary stakeholder consultations is given below; 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 wellbeing to a great extent. Project proponent recognizes that benefits from the project should be distributed judiciously and equitably especially among primary stakeholders in the project area, and will continue to ensure that this principle is followed in its projects and community development program. Resettlement/ Relocation The people who own lands within the proposed alignment showed their concerns about compensation process. People wanted to get suitable amount for their lands. The locals were assured the lands will be acquired as per rules and regulations defined by Government of Pakistan. 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. 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 comfortability in case of non-local work force. 6.1.3 Secondary Stakeholders Consultation The secondary stake holder 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 follows.

• District Agriculture Office Muzaffarabad

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• Deputy Director Agriculture • Executive District Officer, • Wildlife Department Muzaffarabad • District Wildlife Officer, Mr. Naeem Dar • Municipal Officer Athmuqam • Waheed Ahmed khan • Irrigation Department • Executive Engineer, Mr. Danish Ali • Forest Department Muzaffarabad • Divisional Forest Officer Malik Asid Ahmed • Deputy Conservator Wildlife, Mr. Muhammad Naeem A meeting was held with all above mentioned stakeholders. Brief detail about the project was provided to all available officers. All of the stakeholders welcomed the idea of proposed road tunnel project. Divisional Forest Officer pointed out that plantation should be carried out because trees are the major

source of CO2 sequestration. Wildlife Officer, highlighted that project proponent should follow the national environmental quality guidelines for discharge of wastes. Hunting should not be allowed in the project area and its vicinity. Livestock and Fishery officials said that there will be no potential negative impact on livestock and fisheries due to the proposed project. Generally, all of the secondary stakeholders are in favor of proposed project and they admit the proposed project should be executed but with appropriate mitigation measures to reduce the environmental and social impacts.

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CHAPTER 7 Discussions on Key Environmental Aspects, Mitigation Measures, and Residual Impacts

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.

• 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 reducing 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 the environment. 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. 7.1 Protected Areas There is no protected area, wetlands or wildlife sanctuary inside or in the close proximity of the area. 7.2 Geomorphology and soils: 7.2.1 Potential Impacts Impacts on geomorphology and soils may arise from the following project activities: • Clearing and leveling for road construction. • Contamination of soil due to spillage of fuels, oils, 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. 7.2.2 Assessment of Potential Impacts The physical scarring caused by clearing and leveling during construction activities could lead to alteration of soil quality by removal of topsoil, loss of plant cover and limited soil erosion induced by disturbance to native soil. It is expected that the project crew will use existing roads for transportation of

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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 Road alignment. The spillage and leakage of fuels, oils, and other chemicals may lead to soil contamination. Possible contaminant sources include fuel, lubricant oil, 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. 7.2.3 Residual Impact The land use will change as a result of construction of the road project. The nature of impact is direct and its duration is permanent in nature but takes time to rehabilitate the natural environment of the area, so the overall significance of impact is medium. 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. 7.2.4 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 will be strictly prohibited; • Vehicle speeds will 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 existing roads for transportation of goods. • Vehicles and equipment would not be repaired in the field. If unavoidable, impervious sheathing will be used to avoid soil and water contamination. • Waste oils should be collected in drums and sold to the recycling contractors. • Regular inspections would be carried out to detect leakages in construction vehicles and equipment. • Fuels, lubricants, and chemicals will be stored in covered banded areas, underlain with impervious lining. • Appropriate arrangements, including shovels, plastic bags and absorbent materials, will be available near fuel and oil storage areas. 7.3 Water Resources 7.3.1 Potential Impacts Proposed activities could affect the area’s water resources in two ways: • Reduction from overuse, • Contamination

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The water in the area is abundant due to the project area’s proximity to the Neelum River. Groundwater is available in the majority of the area at 20-50 feet below the surface level. 7.3.2 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 analysis results for the surface water resources show that the water is fit for construction process while ground water resources will be utilized at camp sites. Surface water quality may deteriorate if pollutants are mixed with surface runoff during rain and carried to water resources in the vicinity. 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 will go into an impermeable septic tank. The impermeable septic tank will prevent untreated sewage from polluting surface water. 7.3.3 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; 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 either will be used for tree plantation or will be disposed of in the nearby drain channel. 7.3.4 Residual Impact The significance level given is low, because the water in the area is abundant due to the project area’s proximity. Groundwater is available in the majority of the area at 20-50 feet below the surface level. 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. 7.4 Ambient Air Quality 7.4.1 Potential Impacts Air emissions from proposed project-related activities are likely to include: • Dust emissions produced during construction activities; • Combustion products (nitrogen oxides, sulfur dioxide, particulate matter, carbon monoxide, and volatile organic compounds) from diesel generators; • Combustion products from vehicles used for project-related activities;

7.4.2 Assessment of Potential Impacts The sources of emissions during construction activities will not be significantly enough to alter the

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ambient air quality. 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: 7.4.2.1 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, 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 themselves. Dust clouds also reduce road visibility, creating a traffic hazard. 7.4.2.2 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. 7.4.3 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; 7.4.4 Residual Impact Implementation of the proposed mitigation measures is likely to leave no long-term residual impact on the ambient air. 7.5 GHG Emissions The main source for GHG emissions will be generator and vehicle emissions 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 listed above in Ambient Air Quality, the residual impact of the proposed activities is expected to be insignificant. 7.5.1 Ozone Depletion The proposed project will not use any source of ozone depleting compounds such as Halon, Chlorofluorocarbons (CFC), Hydro chlorofluorocarbons (HCFC), or any other source which deplete the

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ozone layer, so the overall assessment of the impact is significantly low. 7.6 Noise Pollution 7.6.1 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 is the disturbance to workers and the surrounding communities of proposed Road alignment Project. 7.6.2 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 include farm tractors and road traffic during the proposed project activities. 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 pieces of construction equipment. In this analysis, first the noise level due to each piece of equipment, which is likely to be used in the construction of the road alignment, would be calculated. The noise level results would be compared with National Environmental Quality Standards for Noise (2010) to meet the permissible limits. There is 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 low in significance as the likelihood of occurrence is low. 7.6.3 Mitigation Measures • All on-site personnel will use required personal protective equipment (PPE) 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 and other equipment and machinery will be kept to the minimum through regular maintenance. 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. Blowing of horn will be prohibited on the access road to the project site and inside the site

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7.6.4 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 road tunnel project. 7.7 Waste Discharges 7.7.1 Potential Impacts The expected waste generated during construction activities and their proposed methods of disposal are discussed below Table 7.1. 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, and Health hazards

Table 7.1 Construction Activities Waste

Category Waste Generated and point source How Managed Solid Waste

Used oil and ferrous/non-ferrous materials batteries, rubber tire, used oil filters, will be provided to approve contractor for Hazardous chemical containers, contaminated soil, recycling. Batteries will be hauled away by grease trap sludge contractor for recycling. Combustible materials such as paper, card board, textiles will be burnt on-site. Packaging waste Paper, textiles cardboard, Non-hazardous Non-combustible materials such as glass, rubber, wood, glass, tin cans, plastics, tin, and aluminum cans will be hauled away by contractor for recycling. Non-hazardous Food waste Food waste will be burnt in burn pit.

Cable drums, wood, packaging, scrap metal, Will be hauled away by contractor for Non-hazardous recyclable plastic sheeting, debris, plastic, recycling. Recyclable aluminum cans etc. Concrete and plaster will be utilized for Demolition Waste: filling of depressions / pits. Non-recyclable Concrete, plaster, plumbing, heating Plumbing, heating and electrical parts will be and electrical parts hauled away by the contractor for recycling. Waste water will treated by sewage disposal Liquid Waste Tunnel waste water facilities and plants installed at each tunnel portal. Wastewater will be collected for reused for plantation. Sewerage will be treated by using Hazardous Sewerage water septic tank and treated water will be reused for water sprinkling. 7.7.2 Assessment of Potential Impacts All the waste generated during construction activities will be disposed of through implementation of an effective waste management plan. By proper implementation of a waste management plan, the overall

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potential risk/impact will be significantly low. 7.7.2.1 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 leafs of trees will be utilized for bin composting. Compost would be used as soil conditioner or fertilizer for plants. Recyclable materials such as paper, cardboard, textiles, plastics, tin and aluminum cans will be hauled away by contractor for recycling. 7.7.2.2 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. 7.7.3 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: i) On-site handling • The recyclable waste will be sent to approved 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 contractors. All hazardous waste will be separated from other wastes. ii) 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. iii) 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. iv) 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;

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v) 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 appropriate labeled; • Equipment and material containing asbestos, poly-chlorinated biphenyls (PCBs), and ozone depleting substances (ODSs) will not be used.

7.7.4 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. 7.8 Traffic 7.8.1 Potential Impacts Following will be the potential impacts from the traffic;

• Disturbance to local community,

7.8.2 Assessment of Potential Impacts The nearest community settlement is located within 15 km to 25 Km from the proposed road tunnel project at various locations. The link road will be used by all the proposed project thus ensuring that the community will be least influenced by the construction vehicle movement. 7.8.2.1 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;

7.8.2.2 Residual Impacts By implementing the above mitigation measures the overall impact will be significantly low, so the residual impact is low. 7.8.3 Wildlife and Habitat 7.8.3.1. Potential Impacts 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;

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Improper disposal of wastes; Removal of crucial habitats 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

7.8.3.2 Assessment of Potential Impacts No cultivated land occurs in project area. During the construction activities there will be possible disturbance to wildlife due to disturbance and loss of habitat, clearing and leveling of construction site. Wildlife may also be disturbed due to sensory disturbance from earthwork, 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. Being close to the Neelum river, it was mentioned by WWF and wild life experts that there might be an impact on fish conservation activities in the local Nullahs, but as the proposed alignment is almost at 8 to 15 kilometers away from the Neelum river so there will be no impact on conservation activities for the Neelum trout. 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. No endangered or vulnerable species are found in the proposed project area. So the overall significant of impact is low. 7.8.3.3 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. 7.8.3.4. 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 to 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 wild life 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 River Neelum, Chitta katha, Shounter lake and big canals of pastoralists coming in the area of influence of the project during different seasons;

• Fires in the open will not be allowed;

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• A ‘no-hunting, no-trapping, no-harassing’ policy will be strictly enforced, unless threatening to human life.

• Uncontrolled discharge of waste of any kind will not take place 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 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 of in the open; • Movement of all project personnel will be restricted to work areas; • Night travelling will be kept to a minimum. The proper pathway will be provided at major water channels for the movement of both terrestrial and aquatic species in the proposed alignment of road alignment project. 7.8.4 Natural vegetation 7.8.4.1 Potential Impacts Clearing of or damage to vegetation due to camp road construction activities will occur due to:

• Clearing of land for road site • Clearing of land for camp sites • Off road travel. 7.8.4.2 Assessment of Potential Impacts For the establishment of proposed road alignment and camps areas will be cleared, so the loss of vegetation will occur. It is expected to cut quite a number of tree trunks within proposed road alignment site. No rare, sensitive or vulnerable species are recorded or reported in the study area. Most of the plants found in the area have the properties to grow in more than one habitat because of their wide ecological aptitude and have populations large enough to ensure their genetic diversity. The removal of this portion of vegetation is not likely to harm the overall diversity of plant communities and the genetic diversity of species. To minimize the impact camp sites and access routes will be chosen to avoid vegetation loss and unnecessary damage to vegetation will be avoided. Moreover the vegetation will be removed only in the alignment of road construction while area around 30 feet along the road side will be avoided for any extra cutting of trees. The plan is to grow more trees along the alignment. Every single tree being cut for road construction will be replaced by 10 trees and in addition 5000 more trees are also part of the planning. Moreover tree species will be planted as per ecological conditions of the respective project area. The

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significance of the impact is reduced and any loss of vegetation is reversible. 7.8.4.3 Mitigation Measures The following mitigation measures will reduce any adverse impact on vegetation: Vegetation clearing from 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, routes that minimize vegetation loss will be chosen, avoiding unnecessary damage to vegetation. Any significant removal of or damage to vegetation in this area will be compensated by afforestation/reforestation; 7.8.4.4 Residual Impact Given the current state of the vegetation, and implementation of the proposed mitigation measures, little significant residual impact on the natural vegetation of the area is anticipated. 7.8.5 Socio-economic Impact 7.8.5.1 Potential Impacts Potential sources of positive and negative 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 7.8.5.2 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 womenfolk 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, tombs and graveyards exist in the proximity of proposed project site. It will be assured to avoid such places in order to maintain respect for such places.

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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 well 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. The project will employ local people for unskilled jobs. 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.

7.8.5.3 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.

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• Maximum number of unskilled and semi-skilled jobs will be reserved for the local communities. 7.8.6 Impacts Associated with Operation Activities 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 Resource, Green House Gas Emissions, Hazardous Material, Ozone Depletion, Noise ,Wastewater, Waste Management ,Occupational Health and Safety 7.7.5 Ozone Depletion The proposed project will not use any source of ozone depleting compounds such as Halon, Chlorofluorocarbons (CFC), Hydro chlorofluorocarbons (HCFC) or any other source which deplete the ozone layer, so the overall assessment of the impact is significantly low. 7.8.6.1 Land Acquisition One of the major project related impact will be the land acquisition for the proposed Project that will result in causing disturbance to the affected residents along the project area. The Project alignment is proposed to traverse along existing road, hinterland, and tunnel in mountains. Also, the cost for land acquisition inside the ROW i.e. built-up area as well as other land has been listed in table 7.2. The proposed mitigation measures to reduce the impacts during the proposed construction activities are:

• Careful alignment and route selection by the designer to minimize the impacts by avoiding the residences/houses of these families. Proper access should be provided to the farmers to cultivate the divided land at a minimum travel distance. For the land coming in the proposed project, the affected people will be provided with suitable compensations as per rules and regulations of Government of Pakistan. 7.8.7 Environmental and Social Benefits 7.8.7.1 Changes in Land Value The proposed project is expected to increase the land values, in villages, towns and cities where little or no road infrastructure is present and the kacha /dusty tracts, banks of canals/streams/water bodies and tract in hilly areas with gravels on their beds are used as access road to their residences, fields, work places, shops, hotels, link roads etc. Landowners will have an opportunity to sell their land on increased prices and start new businesses. This impact will be major positive in nature. 7.8.7.2 Employment The project will generate directly thousands 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 local and Pakistani nationals. 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. 7.8.7.3 Plantation Plan Three rows of plants might be raised on either side of the proposed Road alignment i.e. Western side (Left side) and Eastern side (Right Side). Outer row will be planted at a distance of 2 meters from the outer boundary fence. This row will consist of large, shady and evergreen trees. No invasive species

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would be introduced. Second row shall be planted at a distance of 2 meters from the outer fence. This row will consist of plants with small to medium height. These plants should preferably be ornamental. Three rows of plants might be raised on either side of the proposed Road alignment. Plant to plant distance will be kept as 2 meters, so there will be 500 plants in one row of one Km length. These plants are to be planted along the side roads and within the loops. The saplings planted in the project area against the trees affected would be properly maintained with the help of respective Forest Departments throughout their initial growth period in terms of water requirement and necessary nutrients. Therefore, proper care of newly planted trees will need special care; An awareness campaign targeted on the neighborhood farmers will have to be run to popularize the planting of trees and organic maturing will be encouraged to minimize the use of chemicals. 7.8.7.4 Landscape At present, the landscape of the project area is varied from beginning to the end. However, after the construction of proposed Road alignment, the landscape of the project area will be changed in terms of road infrastructure construction of bridges and culverts and planned plantation of trees along the Road alignment. This will permanently change the landscape of the project area due to loss of agricultural land and cutting of hills, but at the same time will have a positive impact in terms of socioeconomic development of the project area. 7.8.7.5 Community Development Improved communication 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.

Table 7.2 Environmental Costing for Tunnel Description Unit Quantity Unit Rates Amount Remarks (PKR Construction Tons / Solid 480 1475895.97 708429585.6 Activities Day & Pounds 13 *No. of workers on Liquid Waste Human * - / Week (1 person) project site Land Acquisition Sq. m 31850.685 1,50,000 4777602750 Hinterland /(ROW Acquisition) Large Trees and Trees Compensation Nos. 465 6000 2790000 Shrubs Built-up-Area At large intervals Sq. m 30095.345 2,00,000 6019069000 compensation Inside project ROW Water consumption would depend upon construction activities and no. of laborers employed. However, the project Water Consumption Cubic m - - - site exists in an area surrounded by glaciers and Neelum River, thus making access to water easier.

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CHAPTER 8 Environmental Management Plan

The potential environmental impacts are identified from the planning stage of proposed project through the Environment 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 Pakistan Initial Environmental Examination and Environmental Impact Assessment Review Procedures, 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 health, safety, and environmental (HSE) goals. • Facilitate the implementation of the mitigation measures identified in the EIA. • Define legislative requirements, guidelines, and best industry 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. • Monitoring / Management plan

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• Environmental monitoring • Communication and documentation • Change management Plan • Training program

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 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. 8.5 Roles and Responsibilities As project proponents, project proponent will be responsible for ensuring the implementation of the EMP. Manager of project proponent 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. Roles and responsibilities of contractors’ project proponent will appoint construction contractor(s) for the construction, testing and commissioning of the proposed project including the auxiliary facilities. Similarly Operations and Maintenance (O&M) team will be appointed for operations of the project. O&M contractor will manage all the day to day operations of project and will also have the custody of the project. 8.5.1 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 Section 8.10 of this EMP and take appropriate measures thereon. Approvals Obtaining No objection Certificate (NOC) from Environment Protection Agency AJ&K and Environment Protection Agency G&B 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 AJ&K and

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Government of G&B prior to commencing the respective operations. Environmental Management Systems Project proponent and the contractors will ensure that the mitigation measures mentioned in the EIA are adhered to and organizational HSE Management Systems are implemented during the proposed project. The contractors will abide by the relevant contractual provisions relating to the environment. Monitoring 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 Project proponent and its contractors and suppliers will ensure that monitoring of the project activities is carried out according to the monitoring programme given in the EMP. Emergency Procedures Project proponent and its contractor will prepare and maintain contingency plans to deal with any emergency situation that may arise during the operation e.g. fire, major oil spills, medical evacuation and communicate these to the regulatory agencies if required by these agencies. Emergency plans will be in accordance to project proponent internal procedures. 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. Contractors and suppliers will be responsible for the selection and training of their staff which are 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 operation, environmental matters will be discussed during daily 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. 8.6 Environmental Management and Monitoring Plan The Environmental Management and Monitoring Plan (EMMP) will be used as a management and monitoring tool for implementation of the mitigation measures identified by the EIA.

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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. The Environmental Management and Monitoring Plan (EMMP) will be used as a management and monitoring tool for implementation of the mitigation measures identified by the EIA. A detailed monitoring plan is discussed in following tables. This table lists all the project component’s impacts 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 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 Environmental Management and Monitoring Plan have been provided separate for construction and operations phase of the proposed project activities in Table 8.1 and Table 8.2 respectively.

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Table 8.1 Environmental Management Plan during Construction Phase CC = Construction Contractor, PP=Project Proponent Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring Unnecessary clearing outside Method 1.1 CC PP During construction phase work areas will be avoided Monitor land clearing activities Unnecessary clearing of Check the sites and routes selected for 1.2 vegetation will be strictly CC PP camp site and monitor land clearing Before land clearing prohibited. activities Vehicle speeds will be regulated Set speed limits, train drivers 1.3 and monitored to avoid CC PP During construction phase and check compliance excessive dust emissions. Periodic trainings will be provided to drivers on mitigation 1.4 CC P PP Check training records During construction phase measures related to off-road travel and speeds limits. Off-road travel should be Soil avoided and observance of this Approve access track and monitor off Erosion & 1.5 CC PP During construction phase 1 should be monitored during the road travel Contaminat operation ion Incident record of all moderate and major spills will be maintained. The record will include the location of spill; estimated quantity; spill 1.6 CC PP Check compliance During construction phase material; restoration measures; photographs; description of any damage to vegetation, water resource, and corrective measures taken. Fuel tanks will be daily checked Daily checking of fuel tanks for 1.7 for leaks and all such leaked will CC PP During construction phase leakages be plugged immediately.

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Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring All fuel and oil storage areas will have a secondary containment to Ensure provision of During camp set-up and 1.8 CC PP prevent soil contamination in Secondary containment construction activity case of leaks or spills. Photographs will be taken before any activity to record the conditions of site at locations Take photographs before and after During all project 1.9 that are likely to undergo soil CC PP construction activity to monitor any activities erosion. Similar photographs change and soil conditions will be taken after restoration, where applicable. A Waste Management plan will Development of Waste Management 1.10 CC PP During construction phase be prepared to deal with spills. plan and its implementation Water consumption for each 2.1 CC PP Check water consumption records During construction phase project activity will be recorded. Develop and follow a project- 2.2 specific oil spill contingency CC PP Check compliance During construction phase plan. Water conservation programme Development of water management Construction planning and 2.3 will be initiated to prevent CC PP plan and its implementation, check design phase / during wastage of water. compliance construction phase Water Follow good housekeeping 2. Resources practices with all machinery that 2.4 may potentially discharge into or CC PP Check housekeeping practices During construction phase come in contact with the surface water. Fuels and lubricants will be 2.5 stored in areas with impervious CC P PP Check compliance During construction phase floors that can contain spills. All areas containing potentially 2.6 hazardous materials will be CC PP Check compliance During construction phase isolated and contained.

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Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring At the time of restoration soak 2.7 pits will be removed and pits CC PP Check compliance During the restoration will be backfilled. All equipment, generators, and vehicles used during the project will be properly tuned and 3.1 CC PP Check compliance During all project activities maintained in good working condition in order to minimize exhaust emissions. Air Imposing speed limits and Pollution, encouraging more efficient 3 During GHG 3.2 journey management will reduce CC PP Visually check dust emissions Construction phase Emissions the dust emissions produced by vehicular traffic. All project vehicles will be checked regularly to ensure that 3.3 engines are in sound working CC PP Visually check smoke and emissions During all project activities condition and are not emitting smoke. All on-site personnel will use required personal protective During construction and 4.1 CC PP Check compliance equipment [PPE] in high noise fabrication of plant activities areas that will be clearly marked. Equipment noise will be reduced Constructio at source by proper design, 4. n Noise Monitor compliance and periodic noise Prior to start and during 4.2 maintenance and repair of CC PP monitoring construction phase construction machinery and equipment. Noise-abating devices will be Monitor compliance and periodic noise Planning and design of 4.3 used wherever needed and CC PP monitoring construction phase practicable.

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Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring Movement of all project vehicles 4.4 and personnel will be restricted CC PP Check compliance During all project activities within work areas. A waste management plan will be developed before the start of 5.1 the construction. Key elements CC PP Check compliance During construction phase of the waste management system will be the following: Separate bins will be placed for different type of wastes - plastic, 5.2 CC PP Monitor compliance During construction phase paper, metal, glass, wood, and cotton. Recyclable material will be separated at source. The Recycle waste disposal records 5.3 CC PP During construction phase recyclable waste will be sold to waste contractors for recycling. Waste No waste will be dumped at any 5. Manageme 5.4 CC PP Monitor compliance During construction phase nt location On-site audits of the waste management will be undertaken Onsite waste management 5.5 CC PP During construction phase on a regular basis during the audit period of project activity. All waste will be collected and 5.6 segregated for reuse, recycling CC PP Check compliance During construction phase or disposal.

Segregate hazardous wastes and remove to a suitable, licensed 5.7 CC PP Check compliance During construction phase facility depending on the best environmental option.

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Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring Records of all waste generated during the project activity period will be maintained. Quantities 5.8 CC PP Check record/ waste tracking register During construction phase of waste disposed, recycled, or reused will be logged on a waste tracking register. All non-hazardous waste material that cannot be recycled 5.9 CC PP Check compliance During construction phase or reused will be disposed of as per waste management plan. Depending on the nature and quantity of the hazardous waste, 5.10 it will be disposed of by licensed CC PP Check compliance During construction phase hazardous waste contractors as per the waste management plan; Recyclable waste will be 5.11 disposed of via approved waste CC PP Check compliance During construction phase contractors Audits of the waste disposal contractors and waste disposal Waste contractor audit 5.12 facilities will be undertaken on a CC PP During construction phase

regular basis to check that procedures are being followed. Training will be provided to personnel for identification, Conduct periodic training and maintain 5.13 CC PP During construction phase segregation, and management of training record. waste. An emergency response plan will be developed for the Develop and implement emergency 5.14 CC PP During construction phase hazardous waste (and response plan. substances).

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Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring All containers of hazardous 5.15 waste will be appropriate CC PP Check compliance During construction phase labeled. Journey management plan will be developed in accordance with 6.1 CC PP Check compliance During construction phase PROJECT PROPONENT procedures. Existing tracks will be used Vehicle 6.2 CC PP Check compliance During construction phase 6. wherever possible. Movement Project vehicles will follow the speed limits prescribed by 6.3 PROJECT PROPONENT. CC PP Check compliance During construction phase Drivers will receive specific training on this requirement. Vegetation loss will be kept to an absolute minimum. Large 7.1 CC PP Check compliance During construction phase bushes and areas of dense vegetation will be avoided. Ensure that a ‘no-hunting, no- trapping, no-harassing. Wildlife 7.2 CC PP Check compliance During construction phase policy will be strictly observed, Disturbanc unless threatening to human life. e to Food wastes will not be disposed 7. 7.3 CC PP Check compliance During construction phase Wildlife of in the open. Wildlife protection rules will be 7.4 CC PP Monitor compliance During construction phase included in the Camp Rules. The record will include the identification of species; location of Incident record of all damage or incident; harm; person(s) responsible; 7.5 harm to the wildlife will be CC PP During construction phase explanation of violation; measures maintained. taken to prevent reoccurrence of the event; photographs, if available.

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Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring Movement of all project personnel will be restricted to 7.6 CC PP Check compliance During construction phase work areas;

Camp sites will be located in existing clearing. 8.1 CC PP Check compliance During construction phase Vegetation clearing from these sites will be kept to a minimum. When developing new tracks, routes that minimize vegetation 8.2 loss will be chose and CC PP Check compliance During construction phase Clearing of unnecessary damage to 8. natural vegetation will be avoided; Vegetation The vegetation will only be cleared from the proposed road 8.3 site while 30 feet free space in CC PP Check compliance During construction phase both sides of the road will not face any clearing of trees etc.. Afforest ration activities will be 8.4 conducted on both sides of the CC PP Check compliance During construction phase road.

All community grievances will be recorded and maintained in a Community Complaint’s Socioecono Register. In addition to this close 9. Check the provision of complaint mic / Local 9.1 liaison will be maintained CC PP During construction phase register and its access for communities community between the community and the site representatives of project proponent throughout the project activities

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Responsibility N Action/Monitoring Impact Mitigation Measures Timing o Execution Parameter/Monitoring Monitoring Maximum number of unskilled and semi-skilled jobs will be 9.2 CC PP Check compliance During construction phase reserved for the local communities. Communities will be informed 9.3 about the project activities and CC PP Check compliance During construction phase possible disturbance in advance. Awareness and cultural inductions to educate the contractor workforce on the 9.4 CC PP Check compliance During construction phase requirement of minimizing social interaction with local communities; Unnecessary interaction of local 9.5 population with the non-local CC PP Check compliance During construction phase project staff will be avoided. Discharging firearms will be 9.6 CC PP Check compliance During construction phase explicitly prohibited. A local labor selection criterion will be developed which will be Construction planning and Monitor adherence with the criteria 9.7 based primarily on merit and on CC PP design phase / During

equitable job distribution among construction phase the locals. Land compensation activities will be conducted as per rules 9.8 CC PP Check compliance During construction phase and regulations of Government of Pakistan.

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Table 8.2 Management and Monitoring Plan – Operational Phase No Impact Mitigation Measures Responsibility Monitoring Timing Records of operational Effective management of combustion parameters / 1.1 PP Operation phase conditions will be maintained. periodic monitoring of stack emissions 1. Air Emissions Records of Monitoring of Ambient air parameters (PM10, operational SO2, and NOx) emissions should be carried parameters / 1.2 out on quarterly basis to ensure compliance PP Operation phase periodic with the NEQS and World Bank emission monitoring of guidelines. stack emissions Extraction of water from canals or Indus River 2.1 without harming the need of local of water PP Water consumption. 2 Resources Water conservation program will be initiated 2.2 PP in plant colony to prevent wastage of water.

Separate waste bins will be placed for different Monitor 3.1 type of wastes - plastic, paper, metal, glass, PP compliance Waste wood, and cotton Operation phase 3. Management Waste inspection Recyclable material will be separated at and disposal 3.2 source. The recyclable waste will be sold to PP records Operation waste contractors for recycling. phase

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No Impact Mitigation Measures Responsibility Monitoring Timing Non-hazardous non-recyclable wastes such as construction camp kitchen wastes will be Waste tracking 3.3 PP Operation phase disposed of on designated site. register

Monitor 3.4 No waste will be dumped at any location. PP Operation phase compliance All hazardous waste will be separated from other wastes. Hazardous wastes will be stored Waste tracking in designated areas with restricted access and register, disposal 3.5 PP records, waste Operation phase proper marking. Hazardous wastes will be inspection disposed of through approved waste records contractors. Surplus materials including partially filled chemical and paint containers will be returned Monitor 3.6 to suppliers. Inert wastes will be disposed of PP Operation phase onsite as fill material. compliance

Records of all waste generated will be Keep record of maintained. Quantities of waste disposed, all waste 3.7 recycled, or reused will be logged on a Waste PP Operation phase Tracking Register. generated and recycled.

Training will be provided to personnel for Training 3.8 identification, segregation, and management of PP procedures Operation Phase waste. and records

Recyclable waste will be disposed of via Check 3.11 PP During construction phase approved waste contractors compliance

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No Impact Mitigation Measures Responsibility Monitoring Timing Audits of the waste disposal contractors and waste disposal facilities will be undertaken on Waste contractor 3.12 PP During construction phase a regular basis to check that procedures are audit being followed. Develop and An emergency response plan will be implement 314 developed for the hazardous waste (and PP During construction phase emergency substances). response plan. All containers of hazardous waste will be Check 3.15 PP During construction phase appropriate labeled. compliance Storage and handling of hazardous materials will be in accordance with international Monitor 4.1 PP Operation phase standards and appropriate to their hazard compliance characteristics Storage areas for fuels and liquid chemicals Hazardous will be designed with secondary containment Monitor Planning and design 4 4.2 PP Material to prevent spills and contamination of soil and compliance phase/Operation phase groundwater. Labeling will be placed on all storage vessels/containers as Monitor 4.3 PP Operation phase appropriate to national and international compliance standards. The labeling will clearly identify the stored materials.

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No Impact Mitigation Measures Responsibility Monitoring Timing A Hazardous Materials Register will be in place to cover hazardous material name, HAZCHEM/United Nations Code, Material Safety Data Sheet Monitor PP compliance / Operation phase (MSDS), summary of maximum inventory, Disposal records storage requirements and precautions, location, physical properties of the materials and approved disposal methods

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8.6.1 Solid Waste Disposal Construction waste consists of unwanted material produced directly or incidentally by the construction. This includes building materials such as insulation, nails, electrical wiring, shingle, and roofing as well as waste originating from site preparation such as dredging materials, tree stumps, and rubble. Construction waste may contain lead, asbestos, or other hazardous substances. Much constructional waste is made up of materials such as bricks, concrete and wood damaged or unused for various reasons during construction. Some certain components of construction waste such as plasterboard are hazardous once landfilled. Plasterboard is broken down in landfill conditions releasing hydrogen sulfide, a toxic gas. Most of the excavated rock from tunnel site would be igneous and fill material which will be appropriately used for filling and back filling areas along the alignment where as solid waste generated will depend upon the number of workers employed on the site. Estimating a total of 116 workers on a 24-hour period, the solid waste generated by the employees per week would be 1508 pounds/week as one worker would generate 13 pounds per week of solid waste. There is the potential to recycle many elements of construction waste. Often roll-off containers are used to transport the waste. Rubble can be crushed and reused in construction projects. Waste wood can also be recovered and recycled. Government or local authorities often make rules about how much waste should be sorted before it is hauled away to landfills or other waste treatment facilities. Some hazardous materials may not be moved, before the authorities have ascertained that safety guidelines and restrictions have been followed. Among their concerns would be the proper handling and disposal of such toxic elements as lead and asbestos. In this project, environmental management plan to be executed in construction phase has been made as following table. Table 8.3 Environmental Management Plan

Wastes Environmental Management Plan

 Outsourcing to waste disposal firm after installation of separate garbage Household waste collection at an appropriate location Concrete  Outsourcing to waste disposal firm after temporary heaping at designated & Asphalt location  Outsourcing to recycling firm after temporary heaping at designated Metal & Steel location

Soils  Recycling after heaping at spoil banks Construction Waste Dismantled  Recycling after separate collection by its characteristic Material

Forest Waste  Recycling of landscape tree planting and transplantation of damaged trees

Recycling  Recycling of landscape floor material and others of Waste Wood

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8.6.2 Liquid Waste Treatment In road construction project, many environmental hazard potentials are anticipated. Especially tunnel work has many environmental impacts regarding water pollution and its quantity. Wastewater treatment is impossible without a mechanical and chemical wastewater treatment plant. Followings describe representative anti water pollution facilities for liquid water treatment for the project. With the development of highways in the world, the scale and number of tunnels and their construction scales are increasing continuously. Construction of tunnels results in a large quantity of wastewater, which mainly consists of muddy water produced during excavation, drilling, construction of continuous shotcrete, water for eliminating dusts after blasting, water seeping out from rock mass, and wastewater during mixing and that drained out from workspace, besides muddy gushing water when tunneling encounters poor geological sites, as well as fissure water in bed rocks. Because of the use of mechanic equipment and emulsified explosives in tunneling, the wastewater contains such pollutants as nitrate, CODcr, SS petroleum wastes, nitrobenzene in excess of limit resulting from blasting. The wastewater in tunneling, therefore, has become a major object of treatment in environmental protection in construction of a tunnel. Owing to the characteristics of wastewater in tunneling, method of coagulation is generally used globally due to its low cost. Because of the variety in quality and quantity of wastewater in tunneling, as well as the difficulties in determination of the capacity of a regulating tank, a large amount of coagulant is consumed and wasted. A wheel washing system is a device for cleaning the tires of trucks when they are leaving a site, to control and eliminate the pollution of public roads. The installation can be made in or above the ground for either temporary or permanent applications. And the dust collected from the tires is settled bottom of water tank and then coagulated by chemicals. Finally, the coagulated material will be delivered to waste disposal firms. Silt protector is a silt curtain or fence installed in water for preventing spread of environmental contaminants induced by riverside construction. It is empirically proven that the preventive effect of contaminant spread by silt protector is at a minimum of 45% to a maximum of 95%. Silt protector is made secure in structure so that it can well stand large surges of energy such as tides, waves, and wind. A settling basin is an earthen or concrete structure using sedimentation to remove settle able matter and turbidity from wastewater. The basins are used to control water pollution in diverse industries such as agriculture, road construction and mining. Turbidity is an optical property of water caused by scattering of light by material suspended in that water. Table 8.4 Liquid Waste Treatment Facilities and Installation

Facilities Environmental Management Plan

Wastewater Treatment Plant  Installation at north and south portal and at construction camp sites

Wheel Washing System  Installation at entrances of construction site.

Silt Protector  Installation at stream sides executing earth work  Installation at locations having suspended material in water near Settling Basin construction site.

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8.7 Environmental Monitoring and Reporting Environmental monitoring can be categorized into two types:

1) - compliance monitoring 2) - effects monitoring. The environmental monitoring programme is summarized in Table 8.5. 8.7.1 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 in a timely manner. • 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 operation i.e. the project proponent and the contractors. Project proponent staff and contractors will carry out the inspections on a routine basis. This will also include routine monitoring of effluent and emissions and plant operational parameters to ensure effective operations of plant and auxiliary systems. 8.7.2 Effects Monitoring 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 monitoring programme will be undertaken:

• Ambient Air Quality – The monitoring will be carried out at key locations covering both environmental receptors and near community. • Groundwater –as a good environmental practice, groundwater monitor wells may be established around the evaporation ponds to monitor any unlikely change in groundwater properties.

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Table 8.5 Environmental Monitoring Programme Environmental Monitoring Standards Timings & Parameters Component Ambient Air Quality monitoring for parameters consistent with NEQS and WHO. Baseline occupational air monitoring for the proposed project Ambient Air NEQS, work area during first six months of plant operations. Air Quality WHO This may be carried out using personal air samplers monitoring Guidelines at breathing zone. Quarterly monitoring of air pollutants during plant operation phase. Vehicle emissions Vehicle emissions monitoring following NEQS monitoring NEQS Start of construction activity and on monthly basis NEQS, Ambient noise during construction phase. The monitoring may be Noise WHO monitoring carried out on quarterly basis if noise is not Guidelines identified as an issue during monitoring. Canal /River water abstraction records reported on Water Water abstraction monthly basis. 8.8 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 a 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.

8.8.1 Meetings and Reports The following HSE meetings will take place during the project: • Kick-off meeting • Daily meetings • Weekly meetings The purpose of the kick-off meeting will be to present the environmental management plan to the senior staff of the project team, contractors, and stakeholders and discuss its implementation. A daily meeting will be held to discuss the environmental conduct of the operation, non-compliances noted by the field HSE Advisor, and their remedial measures. Minutes of the meeting will be recorded in the form of action tracking register. The purpose of the weekly HSE meeting will be to review the weekly performance of the operation by reviewing the number of non-conformances and the environmental incidents that occurred during the week, progress on daily action items, and to agree recommendations for additional controls, mitigation

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measures or monitoring requirements. The meeting will be recorded in the form of a weekly HSE report. Weekly and monthly HSE reports will be communicated to the project proponent management and senior members of the contractors. The report will include:

• Summary of weekly project activities. • Non-compliances observed and mitigation measures taken or required.

8.8.2 Social Complaints Register The project proponent Field HSE Representative will maintain a register of complaints regarding environment received from local communities and measures taken to mitigate these concerns. All community complaints received will be sent to the HSE Manager for further action. 8.8.3 Change Record Register All changes to the EMP or the project will be handled through the Change Management Plan provided in Section 8.10 of the EMP. These changes will be registered in a Change Record Register. 8.8.4 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. 8.8.5 Audit Reports Project proponent will keep a record of all audits and inspections commissioned or undertaken by the company to check conformance with the EMP. 8.9 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. 8.9.1 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. 8.9.2 Roles and Responsibilities Project proponent Field HSE Representative and the contractor’s HSE Advisor will primarily be responsible for providing HSE 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. 8.9.3 Training log A training log will be maintained by project proponent and contractors.

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8.9.4 Training Needs Assessment In addition to the training specified in the training log special/ additional trainings will be provided during the project activity. 8.9.5 Change Management Plan The EIA recognizes that changes in the operations or the EMP may be required during the operation 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. 8.9.6 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.

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CHAPTER – 9 Conclusions

The proposed project will greatly benefit the road users by the most efficient facility connecting north of Pakistan with the south of the country. Also it is perceived viable in rendering reduction in the vehicle operating cost due to shorter driving distance, less traffic congestion, better pavement surface and improved geometry. Time delays and accidents will also be reduced resulting in efficient travelling besides saving vehicle operating cost. There are numerous unquantifiable benefits such as opening up of the new hinterlands, progress and development in virgin areas, poverty alleviation, employment opportunities, improved environment, better communication and education, enhanced economic activities, fortification to protection bund system along rivers, etc. Whereas the proposed project will help towards achieving this objective, the environmental study of the project area requires that potential environmental effects due to the proposed project are evaluated, mitigation measures required to minimize or obviate these impacts are assessed, implemented and monitored. Any residual impacts are assessed for their significance. 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 description; • 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. The EIA concludes that the residual impacts of the proposed operation will be less and careful implementation of the EMP will ensure that environmental impacts are managed and minimized and all statutory requirements are met by the project proponent.

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REFERENCES

1. Ali, S. I. and Qaiser M. 1995-till to date. Flora of Pakistan Fascicles. Karachi 2. Ali, S. 1996. The Book of Indian Birds. Twelfth edition. Mumbai: Bombay Natural History Society & Oxford University Press

3. Climate Classification of Pakistan. Kazi, 1952 4. Environmental Assessment Sourcebook, Volume III: Guidelines for Environmental Assessment of Energy and Industry Projects. World Bank Technical Paper No. 154, Environment Department, the World Bank, 1991.

5. Environmental Health and Safety (EHS) guidelines, International Finance Corporation (IFC) World Bank Group, 2008.

6. Government of Pakistan. 1997a. Guidelines for Public Consultation. Draft. Pakistan. Environmental Protection Agency

7. Government of Pakistan. 1860. The Pakistan Penal Code 8. The Land Acquisition Act (1894) Government of Pakistan. 9. Canal and Drainage Act, 1873 10. The Forest Act 1927 11. Highways Safety Ordinance, 2000 12. Motor Vehicle Rules, 1969 13. Government of Pakistan. 1975. The Antiquities Act 14. Government of Pakistan. Pakistan Environmental Protection Act1997 (Amended 2012) 15. IUCN. 1997. Biodiversity Action plan for Pakistan. First Draft. World Conservation Union 16. IUCN. 1998. Model Provincial Wildlife (Protection, Conservation and Management) Act. Draft. World Conservation Union 17. National Environmental Quality Standards (NEQS) for Water and Noise, 2011. 18. WHO drinking water quality guidelines

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1 Project Team

Environmental Monitoring Results

1 Public Consultations

1 Photographs

5 1 Tunnel Design

Environmental Impact Assessment Report

Appendix 1 Project Team

Sr. No. Name Expertise Role and Responsibility

Dr. Malik Director Operations 1. Mineral & EIA Expert and Technical Review Yasir Sarfraz Environmental Services

2. Irfan Ali Project Coordinator Geological Expert / Coordination with NHA, Authorities of Govt. of AJK & GB.

3. M. Shafiq Hydrologist Hydrology

Deputy Coordinator EIA Client coordination, 4. Quratul ain Environmental Management Plan, Expert. Technical Report Writing.,

Noman Legal framework review and Stakeholder 5. Deputy Manager (Env.) Ahmed Mir consultation

EIA Expert, Environmental & Social Baseline, 6. Abid Ali Environmental Engineer Technical Report Writing.

Field Surveys, Collection of Environmental and 7. Ahmed Ali Environmentalist Socio-economic Baseline, Stakeholder Consultation.

8. Zahid Ahmed Water Pollution Expert Geology and Hydrogeology

Muhammad 9. Assistant Manager (Env.) Chemist Akram

10. Zahid Malik Lab In charge Technician

11. Mirza Ubaid Field Officer Water and soil baseline

12. Nasir Ahmed GIS Expert Study maps development

Zulfiquar Water, soil and noise 13. Field visits and Environmental Baseline. Ali baseline

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Appendix 2 Environmental Monitoring Results

Average Obtained Concentrations of Priority Pollutants

Sampling Point : Kel Date of Intervention : November 15, 2016

Average Obtained Limits As Parameter Unit Duration LDL Concentration Per NEQS

Nitrogen Dioxide (μg / m 3) 24Hours 0.01 <0.01 80 (μg/ m3) (NO2)

Sulfur Dioxide ( μg / m 3) 24 Hours 0.01 <0.01 120 (μg/ m3) (SO2)

Carbon Monoxide 5 (mg/m3) ( mg/m 3) 24 Hours 1.00 0.32 (CO) For 8 Hours

Particulate Matter ( µg/m 3) 24 Hours 2.00 116.12 150 µg/m3 (PM10)

Meteorological Data

Sampling Point : Kel Date of Intervention : November 17, 2016 Pressure Temp Wind Speed Hum Time Wind Dir (mm of OC m/s % Hg) 11:00 44 S 1.5 38 744.3 12:00 45 S 1.0 38 744.5 13:00 47 SW 0.9 35 744.6 14:00 49 SW 0.4 33 745.0 15:00 49 S 0.6 20 744.8 16:00 48 S 0.7 30 744.9 17:00 48 SE 1.2 31 745.0 18:00 43 SW 1.5 32 744.7

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Average Obtained Concentrations of Priority Pollutants

Sampling Point : Shounter bypass Date of Intervention : November 18, 2016

Average Obtained Limits As Parameter Unit Duration LDL Concentration Per NEQS

Nitrogen Dioxide ( μg/ m 3) 24Hours 0.01 <0.01 80 (μg/ m3) (NO2)

Sulfur Dioxide ( μg/ m 3) 24 Hours 0.01 <0.01 120 (μg/ m3) (SO2)

Carbon 5 (mg/m3) ( mg/m 3) 24 Hours 1.00 0.26 MoNOxide (CO) For 8 Hours

Particulate Matter ( µg/m 3) 24 Hours 2.00 95.87 150 µg/m3 (PM10)

Average Obtained Concentrations of Priority Pollutants

Sampling Point : Chattian Bypass Date of Intervention : November 19, 2016

Average Obtained Limits As Parameter Unit Duration LDL Concentration Per NEQS

Nitrogen Dioxide ( μg/ m 3) 24Hours 0.01 <0.01 80 (μg/ m3) (NO2)

Sulfur Dioxide 3 3 ( μg/ m ) 24 Hours 0.01 <0.01 120 (μg/ m ) (SO2) 3 Carbon Monoxide 3 5 (mg/m ) ( mg/m ) 24 Hours 1.00 0.15 (CO) For 8 Hours

Particulate Matter 3 3 ( µg/m ) 24 Hours 2.00 107.0 150 µg/m (PM10)

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Noise Level Monitoring

Sampling Point : Shounter Bypass Date of Intervention : November 20, 2016

Sr. # Time Leq (dB) Lmax (dB) Lmin (dB)

1 11:00 49.0 49.8 49.5 2 12:00 50.3 50.5 50.4 3 13:00 45.2 45.2 45.5 4 14:00 49.3 49.4 49.6 5 15:00 50.2 50.1 50.4 6 16:00 50.0 50.4 50.6 7 17:00 48.3 48.2 48.5 8 18:00 51.3 51.4 51.5

Meteorological Data

Sampling Point : Kel Date of Intervention : November 23, 2016

Temp Wind Speed Hum Pressure Time Wind Dir (mm of OC m/s % Hg)

10:00 38 SE 0.3 30 743.0 11:00 41 S 2.5 26 744.2 12:00 44 S 2.6 24 743.8 13:00 48 SE 3.4 22 744.0 14:00 47 SE 2.4 23 744.2 15:00 49 S 1.5 22 744.9 16:00 44 SE 1.8 30 744.8 17:00 30 SE 0.6 27 744.2

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Average Obtained Concentrations of Priority Pollutants

Sampling Point : Lower Domail Date of Intervention : November 24, 2016

Average Obtained Limits As Parameter Unit Duration LDL Concentration Per NEQS

Nitrogen Dioxide ( μg/ m 3) 24Hours 0.01 <0.01 80 (μg/ m3) (NO2)

Sulfur Dioxide ( μg/ m 3) 24 Hours 0.01 <0.01 120 (μg/ m3) (SO2)

Carbon Monoxide 5 (mg/m3) ( mg/m 3) 24 Hours 1.00 0.24 (CO) For 8 Hours

Particulate Matter ( µg/m 3) 24 Hours 2.00 95.63 150 µg/m3 (PM10)

Noise Level Monitoring

Sampling Point : Kel Date of Intervention : November 25, 2016

Sr. # Time Leq(dB) Lmax(dB) Lmin(dB)

1 11:00 50.3 50.6 50.8 2 12:00 49.3 49.2 49.4 3 13:00 51.0 51.6 51.7 4 14:00 47.4 47.9 47.5 5 15:00 45.2 45.3 45.2 6 16:00 49.1 49.6 49.8 7 17:00 49.6 49.9 50.1 8 18:00 51.2 52.3 52.4

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Meteorological Data

Sampling Point : Shounter Date of Intervention : November 27, 2016

Temp Wind Speed Hum Pressure Time Wind Dir (mm of OC m/s % Hg)

10:00 38 SE 0.3 30 743.0 11:00 41 S 2.5 26 744.2 12:00 44 S 2.6 24 743.8 13:00 48 SE 3.4 22 744.0 14:00 47 SE 2.4 23 744.2 15:00 49 S 1.5 22 744.9 16:00 44 SE 1.8 30 744.8 17:00 30 SE 0.6 27 744.2

Average Obtained Concentrations of Priority Pollutants

Sampling Point : Upper Domail Date of Intervention : November 27, 2016

Average Obtained Limits As Parameter Unit Duration LDL Concentration Per NEQS

Nitrogen 3 3 ( μg/ m ) 24Hours 0.01 <0.01 80 (μg/ m ) Dioxide (NO2)

Sulfur Dioxide 3 120 (μg/ ( μg/ m ) 24 Hours 0.01 <0.01 3 (SO2) m ) Carbon 5 (mg/m3) Monoxide ( mg/m 3) 24 Hours 1.00 0.24 For 8 (CO) Hours

Particulate 3 3 ( µg/m ) 24 Hours 2.00 95.63 150 µg/m Matter (PM10)

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Noise Level Monitoring

Sampling Point : Kel Date of Intervention : November 27, 2016

Sr. # Time Leq(dB) Lmax(dB) Lmin(dB)

1 11:00 50.3 50.6 50.8 2 12:00 49.3 49.2 49.4 3 13:00 51.0 51.6 51.7 4 14:00 47.4 47.9 47.5 5 15:00 45.2 45.3 45.2 6 16:00 49.1 49.6 49.8 7 17:00 49.6 49.9 50.1 8 18:00 51.2 52.3 52.4

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Appendix 3 Public Consultations

PUBLIC CONSULTATIONS

S.# Date Name of Participants Professions Village Topics Discussed

. Project Benefits in Muhammad Ali s/o 1 Farmer the area Noor Ullah . Awareness of the people about the Mr. Muhammad Bashir 2 Student project s/o M. Yasin . Project Benefits in the area Mr. Muhammad Kabir 3 Cook . Identification of s/o M. Bashir Assets affected . Redress mechanism Mr. Muhammad Sabir . 4 Driver Procedure for Land s/o Abdul rashid Acquisition . Prevailing prices of Hagi Gul Zaman s/o M. land/ trees in the area 5 Shopkeeper Faqeer . Social values of the area 11-08-2016 Domail Mr.Muhammad Bashir 6 Farmer s/o M. Yasin

7 M. Shafi s/o M. Maskeen Shopkeeper

M Ashraf 8 Farmer s/o Naseem

Waqar Ali 9 Farmer s/o Nusrat

Din Muhammad 10 Farmer s/o Noor Ahmed

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PUBLIC CONSULTATIONS

Name of Topics S.# Date Professions Village Participants Discussed

M.Khan vaiz . Project 1 Farmer s/o M. Gul Zaman Benefits in the area M. Nazir s/o Waris . Awareness 2 Student Ali of the people about the project M Akseer s/o Waris . Project 3 farmer Ali Benefits in the area M. Suleman s/o . Identification 4 Farmer Matwali of Assets affected . Redress M. Nazakat 5 Farmer s/o Ameer Rehman mechanism 12-08- . Procedure Bela 2016 for Land M. Pervez 6 Farmer Acquisition s/o M. Maskeen . Prevailing prices of land/ Rafiat Hussain 7 Farmer trees in the area s/o Amir Khan . Social values of the area Aslam Khan 8 Shopkeeper s/o Pervaiz Ahemd

Ashfaq Ahmed 9 Student s/o Habib ullah

Naseer Ahmed 10 Businessman s/o Waqar Ahmed

Pre-Feasibility Study and Feasibility Study of Shounter - Rattu Road Tunnel A3-2 Environmental Impact Assessment Report

PUBLIC CONSULTATIONS

Name of Topics S.# Date Professions Village Participants Discussed

Mr. Sadaqat Saleem . Project 1 Govt. Employee s/o M. Saleem Benefits in the area Mr. M. Aslam . Awareness of 2 Govt. Employee s/o Samandur Khan . Project Benefits in Mrs. Raisham Jan the area 3 w/o M Maskin House Wife . Identification of Assets Mr. M. Pervez affected 4 Govt. Employee s/o M. Suleman . Redress mechanism . Procedure for Mr. M. Ashraf 5 Business s/o Ghulam Ali Land 13-08- Acquisition Chita Katha 2016 . Prevailing Mr. M. Akber 6 Business prices of s/o Mehar Ali land/ trees in the area Mr. Abdul Qayyum 7 Govt. Employee . Social values s/o Mehar Ali of the area

Mr. M. Nawaz 8 Govt. Employee s/o Samunder Khan

Mr. Sarfaraz Khan 9 Business s/o Essa Khan

Mr. M. Maskin s/o 10 Business Saif Ali

Pre-Feasibility Study and Feasibility Study of Shounter - Rattu Road Tunnel A3-3 Environmental Impact Assessment Report

PUBLIC CONSULTATIONS

Name of S.# Date Professions Village Topics Discussed Participants

Khan Alam 1 Farmer . S/o M Alam Project Benefits in the area . Awareness of the M. Shahid 2 Farmer people about the project s/o Liaqat . Project Benefits in the area Yasir 3 Farmer . Identification of Assets s/o Habib affected . Redress mechanism Namat Shah 4 Farmer . Procedure for Land s/o Hasan Shah Acquisition . Prevailing prices of Abdul Hameed land/ trees in the area 5 Farmer s/o Naeem Akhtar . Social values of the area 16-08-2016 Shounter Wali Ahmed 6 Farmer s/o Jamal Din

Munawar Khan 7 Farmer s/o Ghulam Haider

Ghulam Haider 8 Farmer s/o Gul Muhammad

Ayesha 9 House wife w/o Naeem Ahmed

Noor Ullah 10 Farmer s/o Wali ullah

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Environmental Impact Assessment Report

Appendix 4 Photographs

PHOTOGRAPHS

Proposed Tunnel West Portal Proposed Tunnel Site at Shounter

Existing Dangerous track of Shounter Valley Existing Dangerous track of Shounter Valley

Pre-Feasibility Study and Feasibility Study of Shounter - Rattu Road Tunnel A4-1 Environmental Impact Assessment Report

PHOTOGRAPHS

Coordination Meeting with Chief Secretary AJK Coordination Meeting with Chief Minister Gilgit & Minister Gilgit Baltistan Baltistan

DG EPA AJK inspecting the Tunnel Site Coordination Meeting with Prime Minister AJK

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PHOTOGRAPHS

Field work in Progress DG EPA AJK inspecting the Tunnel Site

Field work in Progress Field work in Progress

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PHOTOGRAPHS

Flora & Fauna’s Samples Collecting Flora & Fauna’s Samples Collecting

Flora & Fauna’s Samples Collecting Flora & Fauna’s Samples Collecting

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PHOTOGRAPHS

Consultation with communities Consultation with communities

Consultation with communities Consultation with communities

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PHOTOGRAPHS

Trout Fishes of the Project area Fauna of the project Area (Rats)

Fauna of the project Area (Monkey) Fauna of the project Area (Monkeys)

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PHOTOGRAPHS

Fauna of the project Area (Snow Leopard) Fauna of the project Area (Ibex)

Fauna of the project Area (Musk Deer) Fauna of the project Area (Fox)

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1 Appendix 5 Tunnel Design

Environmental Impact Assessment Report

Appendix 5 Tunnel Design

5.1 Site Design Condition

The objectives of this project are to provide dependable means of transport for rural area. The existing road is located in remote and mountainous terrain that remains closed during snow season for 5~6 months and it is intermittently closed in rainy season due to the landslides. Hence, life activity in winter season becomes lesser and inhabitants of the area have to walk for their supplies and medical care. Without a minimum or reliable and efficient access, basic social and economic activities remain limited.

No reliable road exists directly linking between Shounter (Azad Jammu and Kashmir) and Rattu, Astore (Gilgit and Baltistan). The only way to connect two Provinces is using Karakoram Highway which is a detour route of long distance. At present, Shounter Pass, a high mountain pass at an elevation of about 4,400 meters, and Chich Pass are two main foot tracks to connect Shounter to Rattu. These Passes are accessible for a few months of the year due to heavy snow. The engineering solution to connect two destinations by all-weather road is to be an expensive tunnel option. The proposed tunnel is to cut through Hari Parbat ranges from Shounter to enter into Astore Valley at Rattu. The elevation of anticipated west and east portals is about 3,000m above the mean sea level.

Hari Parbat (H=4,560m) Shounter Pass

The existing unpaved road traverses the deep valleys and steep mountains. Large/small scaled landslides can be found intermittently alongside of the road. Some parts of the existing road have steep grade and the tight U-turns on hairpin bends in horizontal alignment. Low traffic volume is characteristics of this road. The overall findings from site visit and desk study can be summarized as below: i) Low traffic volume is peculiar features of the existing road and jeep and motorbike are the only mode of transport except non-motorized traffic. ii) Cost-effective, labor-based design approach can meet the balance of the transport requirement of core economic and social activities. iii) Low volume road requires typical design criteria to be applied flexibly to account for the following constraints:

 Heavy industrial off-highway vehicular loading in limited access

 Deficiency of infrastructures to operate electric-based machineries

 Remote sites resulting in limited access - To conduct geotechnical investigation

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- To use construction equipment

- To economically transport materials to site

 Limited sources for cast-in-place concrete supply iv) Lesser Himalayan geology is very complex and rapidly changing. Folding and Faulting is common and general. The complexity of the geology and limited geotechnical information available cannot encourage use of TBM. To overcome these and other constraints, systems should be developed which are easy to transport, install, require limited quantities of cast-in-place concrete, and allow for construction flexibility if the assumed ground conditions are not encountered. The Consultants will review the tunnel design criteria, driving method, and supporting system based on field findings after finalizing the alignment, location of tunnel portal, tunnel length, tunnel cross section, and geotechnical interpretation.

The Project tunnel is 12.7km long and its ventilation system is a vertical ventilation shaft with jet fan longitudinal ventilation. Lay-bys and Emergency Lane were planned for road user safety. Following table shows salient features of the Project Tunnel and its details are described in hereinafter. Salient Features of Shounter-Rattu Road Tunnel

Division Shounter-Rattu Road Tunnel Remarks

Including 10m of Open Cut Tunnel at Two Tunnel Length 12.7km 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

Superelevation -2.0% Concrete Pavement

West Portal Arch-shaped Wall Type Portal Structure East Portal Arch-shaped Wall Type

Diameter of Shaft = 7.0m Vertical Vent-Shaft with Jet Fan Ventilation System Height = 333m (Longitudinal Ventilation) (Raise Climber Excavation Method)

Tunnel Excavation Method Drill and Blasting Conventional Tunneling, NATM

Lay-bys(3.0m width) Tunnel Safety Facility + Emergency Lane(2.5m width) Lay-bys are installed every 750m +Evacuative Passage(1.2m width)

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5.1.1 Technical Approach to Tunnel Design

1) Introduction

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

i) Conceptual Design ii) Preliminary Design iii) Tender Design (Detailed Design, phase 1) iv) Construction Design (Detailed Design, Phase 2)

The Consultants will perform conceptual design and preliminary design in accordance with TOR, however the Consultants will study in line with tender design and construction design. At the beginning of a project, the following basics have to be prepared:  Proposed alignment in plan and profile

 Standardized cross section

 Topographic and hydrological investigation and description

 Environmental investigation including noise, vibration, air pollution, etc.

For the project development of road tunnels the following additional aspects will be 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 have to be carried out before the start of design:

 Site visits

 Literature research

 Research into published data and documentation

 Research into relevant standards and guidelines.

2) Conceptual Design

The scope of the conceptual design is to select or confirm the alignment of the tunnel. Aspects of tunneling related to a particular alignment are highlighted and investigated in detail. The design documents and drawings produced at the conceptual design include: i) Scope of conceptual design and verification of design basis ii) Summary of various alignment studies and selection of preferred alignment with respect to tunnel design aspects. iii) Geotechnical characterization based on the geological and hydrogeological information available. iv) Validation of the anticipated tunnel construction with respect to environmental aspects (e.g. influence on groundwater regime, surface settlements, noise, vibration, dust etc.). v) Preliminary cost estimate.

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vi) Preliminary construction program. vii) Ventilation concept.

3) Preliminary Design

Based on the selected alignment the conceptual design of the project shall be refined and an environmental impact study shall be carried out. The priority of the preliminary design stage is focused on the legal aspects of water resources, forestry and nature protection. The common target, however, is to receive the approval for construction of the project by the authorities.

The preliminary design includes:

i) Contribution to the site investigation program by the tunnel designer. ii) Evaluation of geological mapping results. Geotechnical prognosis and identification of typical ground characteristics. Definition of ground parameters for structural calculations. iii) Identification of portal locations. Design of portal structures and slope design for portal cut. iv) Development of typical cross sections based on the geotechnical requirements. v) Decision on tunnel advance methods. Definition and distribution of types of ground support. vi) Tunnel waterproofing and drainage concepts. vii) Design of particular requirements regarding the operation and tunnel safety concept (e.g. ventilation, firefighting, lighting, telecommunication etc.). viii) Definition of construction concepts, water and power supply location of construction roads and muck deposits. Investigation and presentation of noise, dust, air pollution, vibrations, hydrological and other environmental influences during the construction and operational phase. ix) Documentation regarding land acquisition, inventory checking and building restrictions. x) Detailed construction program xi) Revised cost estimate based on a detailed calculation of quantities.

The structural design is an optional requirement, also the architecture of portals and the design of permanent muck deposits. The Consultants will follow the technical approach of conceptual and preliminary design in accordance with TOR.

5.1.2. Methodology for Tunnel Design

1) Ground Investigation

It is commonly agreed that high standards and quality for ground investigation lead to an economical and technical 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 are 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 will determine the most suitable investigation program.

As such, after collecting and reviewing existing geological map, aerial photos, if 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 compliance with the TOR. Geological mapping collects local, detailed geological data systematically, and is used to characterize and document the condition of rock

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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 could have 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 can be used in stereographic projections for statistical analysis using appropriate computer software (e.g. DIPS). In addition, the following surface features shall be 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 will also help in targeting subsurface investigation borings and in-situ testing in areas of observed variability and anomalies. The Consultant will carry out the geological mapping which aims to correlate rock mass properties with rock mass behavior through rock and project specific key parameters during the early design.

2) Design Standards

AASHTO’s “A Policy on Geometric Design of Highways and Streets, 6th Edition (2011)” provides the general design considerations used for road tunnels and recommendations for other requirements specifically for road tunnels. In addition to the highway standards, geometrical design for road tunnels 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 Tunnels, Bridges, and Other Limited Access Highways and other international standards.

A. 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. i) Approaches

For very short and simple tunnels, 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 tunnel. The Consultant will design the approach road to tunnel taking into account trafficability and reduction of traffic accidents. ii) Geology

Tunnel shall be 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. Sometimes, a portal

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might be situated in such position that has unsymmetrical ground pressure, slope failure, rock fall, debris flow, and avalanche. In such case, additional minor adjustments of the portal position and installation of safety facilities will be considered. iii) Clearance from External Obstacles

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

A steep gradient should not be used for road tunnels 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. v) Vertical Curves

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

B. Tunnel Cross Sectional Requirements

The cross section of 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. i) 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. ii) Other space

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. iii) Cyclists and Pedestrians

In the construction of 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 tunnel are the services for the tunnel itself: lighting, emergency services such as telephones and fire alarms, fire mains, air quality monitoring

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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).

iv) Construction Requirements

The shape of a highway 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 tunnels, sharp curves, horizontal or vertical, present difficulties in steering the shield and building the lining. The Consultants will develop the tunnel cross section based on the space required for traffic, space required for other facilities, tunnel driving method and marginal space for construction error.

5.1.3 Typical Cross Section of Road Tunnel

Typical cross section of road tunnel shall be planned considering road and shoulder widths and safety facilities, overall evacuative plan and tunnel driving method such as drill and blasting or TBM. Following paragraphs include explanation on tunnel horizontal composition for the Project road tunnel.

1) Vertical Clearance and Road Width

Vertical clearance should be selected as economical as possible consistent with the vehicle size. The 6th Edition of AASHTO (2011) recommends that the minimum vertical clearance to be 16 feet (4.9m) for highways but the minimum clear height should not be less than the maximum load height of vehicle. During the site survey, the Consultant detected the height of most cargo trucks is very high and it is dominating over urban and rural roads in Pakistan. Thus vertical clearance of 5.1m is applied in the Project road tunnel taking into account the feature of the domestic cargo traffic. The adopted vertical clearance is the same with that of Kohat Road Tunnel which is in operation currently.

The Project road tunnel shall accommodate two lanes of traffic. In the case of a bidirectional traffic tunnel, 3.5m of carriageway lane width in design speed 80km/h to 100km/h is highly recommended based on common practice in other countries, as well as on the opinions of the experts on the PIARC WG4 committee (World Road Association Working Group 4). Whereas some countries (Netherland and Japan) use traffic lane of 3.25m width for road way in urban areas combined with a lower design speed of 60km/h.

Traffic volume of the Project tunnel is AADT 800 vehicle/day except motor cycles according to traffic demand forecasting of the Project, which is very low quantity of traffic volume. Since design speed for tunnel in TOR is defined as 60km/hr, it is, therefore, believed that application of roadway width of 3.5m is excessive in consideration of a long project tunnel with low traffic volume. A traffic lane width of 3.25m for carriageway and median width of 0.5m are proposed considering the site specific conditions, and safety of bidirectional traffic system.

2) Space for Sidewalk:

Although pedestrians are typically not permitted in road tunnels, sidewalks are required in road tunnels to provide emergency egress and access by maintenance personnel. The 6th Edition of AASHTO (2011) recommends that raised sidewalks or curbs with a width of 2.5 ft (0.7m) or wider beyond the shoulder area are desirable to be used as an emergency passage, and that a raised barrier to

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prevent the overhang of vehicles from damaging the tunnel wall finish or the tunnel lighting fixtures be provided. For the Project tunnel, 1.2m and 0.75m width of sidewalks are assigned at left and right respectively for tunnel maintenance. Especially, the 1.2m width of sidewalk at left side is applied for emergency egress of evacuative pedestrians against tunnel fire, surrounded with a closed concrete structure to protect and isolate the pedestrians from the fire heat and a toxic gas.

3) Space for Ventilation:

Additional space is also necessary for ventilation ducts. In the case of jet fan ventilation, at least, 200mm marginal space between the bottom of jet-fan and the vertical clearance should be secured. In the Project tunnel, 1,030 diameter of jet-fan was installed and 0.3 Diameter of the jet-fan space between the top of jet fan and the tunnel crown is required.

4) Space for Emergency Lane:

The geometry of off-carriageways varies between different countries, e.g. no general rules or figures can be given. In many countries, due to costs, the width of the hard clearance is too small to park a vehicle adequately. Therefore at certain distances lay-bys are provided. However in Norwegian and Spanish experience, only 40% of the broken down vehicles effectively reach or use the lay-bys. This demonstrates that lay-bys cannot completely replace emergency lanes. The hard clearance should give the possibility to park a stranded car outside the carriageway.

Therefore, the width measured from the outer side of the edge lane marking should be at least the width of a passenger car (1.75m) plus a width of 0.5m to enable motorists to descend, resulting in a hard clearance of 2.5m. The Consultants assigned 2.5m as the emergency lane width at right side in the Project tunnel.

5) Space for Tunnel Facilities :

Other facilities, in addition to ventilation, to be incorporated within the tunnel 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 shall be made to National Fire Protection Association (NFPA) Standard 502 (2011). An optimum cross section was developed as follows taking into consideration of road width, space for installing tunnel facilities, maintenance space and marginal space for horizontal alignment conditions.

(i) Carriageway : 6.5m ( 2 @ 3.25 – two lane in two way ) (ii) Shoulder : left – 1.0m, right – 2.5m (Emergency Lane) (iii) Sidewalks(width × height): 1.20m×2.0m (Evacuation Passage, left), 0.75m×2.0m (maintenance, right) (iv) Medians : 0.50m (v) Vertical clearance : 5.1m (vi) Corner size of clearance (width × height) : 1.0m × 1.1m (vii) Space for lights and cable duct are installed.

Following drawing is a typical cross section applied in the Project road tunnel and measurements for each facility inside of the tunnel are illustrated in the following drawing.

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Typical Cross Section of Road Tunnel

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5.1.4 Tunnel Driving Method (Drill and Blast vs. TBM Tunneling)

1) Introduction

When a project is being analyzed, the drill and blast TBM Tunneling tunneling method is in intensive economic competition

with TBM tunneling. In principle the TBM method is a highly mechanized tunnel-manufacturing factory with well-

organized logistics.

The advancing TBM, however, has limited flexibility particularly when the tunnel cross section deviates in size

or from the machines circular shape. Mobilization of the machine takes considerable time. The initial investment

costs for a TBM and its required backup systems are very high. TBM technology has a high level of automation with mechanized processes that promote tunneling in a safe

work environment. A TBM operation is characterized by Drill and Blast Tunneling very high performance, large daily advances, and low labor costs.

The drill and blast method is characterized by operation that occurs in a repeated cyclic sequence. The level of automation and mechanization of these tasks is low and there is a high degree of hard manual labor involved. During temporary support installation and mucking, worker safety is a serious issue. This is because immediately after blasting there can be a high degree of risk from rock falls in the unsupported section of tunnel.

The drill and blast excavation method is a very adaptable and flexible process in regard to the excavation of any tunnel cross section or intermediate section, and it allows for the installation of various kinds of temporary rock support. Further, the drill and blast method is characterized by a short mobilization time requirement due to the use of standard equipment. Compared with TBM technology, the performance (rate of advance) for drill and blast excavation is lower in most cases. The total labor cost for drill and blast tunneling is high, but the total investment cost is less as compared with use of a TBM.

This can be summarized as follows: Based on research, TBM tunneling of large diameter shows excellent cost efficiency in the case of tunnels longer than approximately 15Km. The exact length is dependent on labor cost. However, even with TBM technology there are still efficiencies to be gained with regard to more utilization of automation for support system installation. Additionally, increased TBM mechanical availability would improve overall cost. This might be accomplished by using stronger and more durable cutting discs.

The drill and blast technology has medium cost efficiency in the case of tunnels having a length of more than 5~6kms, and this cost efficiency decreases as tunnel length increases. Drilling and blasting has high unused efficiency potential in regard to simultaneous cyclic work and logistic improvements.

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2) Comparing Drill and Blast (D&B) with TBM Excavation

In addition to the geology, project specific conditions such as tunnel length and cross section acutely influence the choice of the tunneling method. Currently, gripper TBMs or shield and telescopic shield TBMs are used for mechanized rock tunnel excavation. The backup plant serves to carry the logistics systems (ventilation, compressed air, water, discharging piping, electrical transformers, lighting, and motor control centers) and is the transfer point for material handling, temporary ground support, and muck. Depending on the size/cross section of the tunnel, a selection is made to utilize conveyor belt, rail, or rubber-tired vehicles for material supply and muck disposal.

The main difference between conventional mechanized drill and blast, and TBM tunneling is related to the process cycle and operational continuity. A TBM drive requires a predetermined tunnel diameter. Such a circular profile can be excavated with a high degree of accuracy by the TBM. Nowadays, the TBM is used in various tunnel projects, and frequently used in hydro-power tunnel projects since circular section enables minimization of friction head loss.

With drill and blast methods, the tunnel cross section can be created to any required shape and, most importantly, the tunnel shape can be changed along cross section increased or decreased as required, or a circular section can be changed to a horseshoe form when necessary. However, in the most unfavorable drill and blast case, there can be blasting over-break amounting to 10%~15% of the design cross-sectional area. This material must be removed and the space may have to be refilled. With drill and blast, considerably more temporary ground support work must be undertaken at the face and in the excavation area than is usually the case for a TBM excavation.

In situations where TBM and drill and blast methods, are both feasible, the risks must be assessed by carefully considering the positive and negative factor, particularly with respect to the risks and costs should unexpected or unforeseen geological circumstance arise. Tunneling is a high-risk activity, and the frequency of accidents as well as their extent is roughly the same for both methods. In the case of long tunnels through geology having suitable rock properties where high rates of excavation advance can be anticipated by the TBM method, drill and blast will not be competitive.

However, as soon as the geology becomes somewhat complex and there are zones of disturbance, drill and blast performance can become significantly better as compared with a TBM. Drill and blast tunneling can significantly reduce the construction period by the bidirectional excavation at both sides of the tunnel portals. Following table presents the comparison of Drill and Blast versus TBM tunneling.

Comparison of Drill and Blast versus TBM Tunneling

Items Drill and Blast Tunnel Boring Machine

Photos

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Items Drill and Blast Tunnel Boring Machine

Conceptual Cross Section

• Labor intensive cycle work • Highly mechanized tunnel factory • Very adaptable to tunnel shape-flexible process • Limited size and shape flexibility-restricted to • Low level of automation and mechanized process constant tunnel cross section

• Versatile to cope with geological ground alteration • High level of automation and mechanized process • Poor worker environment due to dust • Inefficient to cope with geological ground alteration Distinct • Dangerous work area due to rock fall, etc. • Good worker environment by logistics backup Feature • Short time duration for mobilization • Safe work area by supporting of cutter head s - standard equipment • Long time duration for mobilization • Medium performance - driving rate : 2~3m/day - procurement lead time and initial installation • High total labor costs as a conventional tunneling • High performance - driving rate : 5~10m/day • Low investment costs • Low total labor costs as a mechanized tunneling - Relatively light weight machineries are used. • High investment costs -high procurement cost

• Cost efficiency in case of any shaped tunnels • Cost efficiency in case of circular shaped tunnels

(Very effective to transportation tunnels) (Very effective to circular water way tunnels) • Very effective and safe driving in complicated rock • Possible to be trapped by surrounded rock mass due Efficiency composition and high overburden condition to squeezing or rock burst in high overburden • Effective to drive by bidirectional excavation at both condition. sides of the tunnel portals to compensate the low • Ineffective to drive by bidirectional excavation due to driving rate. high cost of TBM

Selection ○

3) Case Study on Driving Method

At present, the Lowari tunnel, Khojak rail tunnel (3.9km) and Kohat road tunnel are operated in Pakistan. Lowari road tunnel is currently under construction for widening. Taking into account tunnel length and the excavation method, a case study of Lowari and Kohat tunnels was carried out.

The breakthrough of 8.51km Lowari Rail Tunnel (LRT) was achieved in January 2009. The capacity of LRT has been designed with piggy-back train system for transshipment of about 100 vehicles per hour in both directions. During bi-and Tri-lateral meetings with Tajikistan and Afghanistan, held in Dushanbe in July, 2009, approval in principal has been given regarding development of road from Chitral to Tajikistan/CAR (Central Asian Republics) through Afghanistan and moreover the government of Pakistan has recently evolved a comprehensive National Trade Corridor Improvement Program (NTCIP) intended to improve connectivity of the seaports in the south of the country with Central Asian Regions including Tajikistan. Road connection to Tajikistan/CAR will lead to increase of traffic volume on N45 and through LRT. This traffic volume will be much higher than one taken as a basis for decision in favor of rail tunnel which considers mainly the region of Chitral.

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Case Study on the Existing Road Tunnels in Pakistan

Section (Widening) Lowari Road Tunnel Kohat Road Tunnel

Photos

Location Dir - Chitral, Khyber Pakhtunkhwa Peshawar - Kohat, Khyber Pakhtunkhwa Tunnel 8.51km 1.885km Lengt Exc avation Drill and Blast Drill and Blast Method Maximum grade ±1.8% 2.2% Vertical 5.0m 5.1m clearance Carriageway 7.0m 7.3m width Walkway on 0.85m 0.75m either side Shoulder width 0.25m 0.3m

Lining Double shell Double shell

Pavement Asphalt concrete pavement Concrete pavement Jet fan + Dedicated smoke extraction duct Jet fan Ventilation (Longitudinal ventilation) (Longitudinal ventilation) Client NHA NHA

As such the rail system would not be sufficient for increased numbers of heavy trucks and trailers Tunnel Widening Concept of Lowari Tunnel which will be in use once the road connection between Pakistan and Tajikistan/CAR is operable. Therefore widening of existing rail tunnel by approximately up to 2.5 to 3.0 meters in width to provide space for cable ducts and 6.0m wide road is required. Original Lowari rail tunnel was constructed by drill and blast and widening of existing tunnel is by the same driving method, considering the complicated rock conditions, and cost effectiveness.

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The Kohat Pass was a transport bottleneck between Karachi and Peshawar. Numerous hairpin turns on steep gradient of up to 8% stretched for more than 8km, making for slow and dangerous driving conditions. The Kohat tunnel was designed to provide a shorter, safer route to smooth the flow of traffic and to assist the socio-economic development of the southern district of Kyber Pakhtunkhwa, and to link the southern, northern areas of Pakistan.

The Kohat tunnel forms part of the Indus highway, a two-lane highway (N-55) that runs for 1,210km from north to south on the west side to the Indus river. Actual project works include tunnel (1,885m) with concrete lining (30cm thick) concrete road and walkway, jet fans and lighting system with safety facilities. Driving method of Kohat tunnel constructed by Japan loan was also drill and blast (conventional tunneling method) with the same reason to Lowari Tunnel.

4) Selection of Driving Method

The Consultant has initially appraised the tunnel driving methods on the desk study with information of the final tunnel alignment, tunnel length, tunnel cross section and geological mapping results. The following critical issues can be drawn from site conditions in general. i) The existing road under study is located at remote area and access roads to the site are in badly poor conditions ii) Given that low traffic volume is characteristics of project road, labor-based and low-cost approaches are reasonable. iii) Lesser Himalayan geology is very complex and rapidly changing. iv) The complexity of the geology and limited available geotechnical information cannot encourage use of TBM. v) Lowari, Kohat tunnel having similar topographical, geological features was constructed by drill-and-blast tunneling method. To go for TBM (Tunneling Boring Machine) tunneling requires that the tunnel must have reasonable length (about more than 15kms) to motivate the large investment costs in a tunnel boring machine and required back-up system. As geology of project site is very complex and rapidly changing, moreover there are zones of disturbance, drill and blast performance can become significantly better as compared with a TBM. Based on the above mentioned key issues, drill and blast tunneling method is to be a feasible option.

5.1.5 Tunnel Ventilation System

1) Normal ventilation

All tunnels require ventilation to maintain acceptable levels of contaminants produced by vehicle engines during normal traffic operation (normal ventilation), and to remove and control smoke and hot gases during a fire emergency (emergency ventilation). The principal objectives of emergency ventilation are: a) to provide an environment sufficiently clear of smoke and hot gases and at a sufficiently low temperature to permit safe evacuation of motorists; and b) to allow relatively safe access for firefighters. Methods to be used to control air contaminant and smoke from fires in a tunnel include longitudinal flow, extraction and dilution. Ventilation is required to maintain a safe, comfortable environment during normal operation of the road tunnel with following several issues to be considered;  Safe levels of vehicle-emitted pollutants such as carbon monoxide (CO) and nitrogen oxides (NOx) must be maintained.

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 Visibility must be maintained for safe driving.  A tenable environment must be maintained for motorists escaping a fire emergency.  Temperatures must be maintained at acceptable levels. In short tunnels with unidirectional traffic flow, the air pushed through the tunnel as a result of vehicular movement (piston-effect) is sufficient to maintain safe levels of contaminants. Fresh air is brought in through the entrance portal and contaminated air is forced out through the exit portal. During congested traffic conditions the piston-effect may not be sufficient. Tunnel ventilation must then be employed to maintain a safe tunnel environment.

2) Emergency Ventilation

One of the main functions of a tunnel ventilation system is to provide a mean for controlling smoke and heat movement during a fire emergency. In the case of a fire in a tunnel serving unidirectional traffic, it may be assumed for a limited access highway that the traffic ahead of the fire would proceed to the exit portal and the traffic behind the fire will come to a stop. Therefore, the ventilation system would be operated to force the smoke and hot gases in the direction of the empty tunnel. Thus, a clear and safe environment behind the fire is provided for evacuating people and fire fighter access to the incident.

The ventilation system accomplishes this objective by preventing the development of a smoke back- layer, so that occupants of the halted vehicles may then escape back down the tunnel away from the fire, without being engulfed by the smoke back-layer. In bidirectional traffic road tunnels, the ventilation systems should be operated such that smoke layer would not be disturbed and longitudinal air velocity kept to a minimum. Smoke extraction could be achieved through ceiling openings or openings located high along tunnel walls or ventilation shaft. Favorable and unfavorable conditions of smoke spread in a bidirectional traffic road tunnel are illustrated as follows;

Smoke Spread in a Bidirectional Traffic Road Tunnel Smoke Spread in a Unidirectional Traffic Road Tunnel

favorable conditions favorable conditions

unfavorable conditions unfavorable conditions

For unidirectional road tunnels, it is more likely that the motorists will be located upstream of the fire site. In this case, specific objectives should be met, depending on the type of ventilation system used. For longitudinal systems, back-layering of smoke should be prevented by ensuring that longitudinal air velocity is greater than the critical velocity in the direction of the traffic flow.

Backlayering is the movement of smoke and hot gases contrary to the direction of the ventilation airflow in the tunnel roadway. It is also recommended in this case that the smoke layer should not be initially disrupted by avoiding activation of the fans near the fire zone. Emergency ventilation systems

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shall be designed based on a design fire size that is related to the types of vehicles that are expected to use the tunnel. The fans should be designed to withstand elevated temperatures in the event of a fire. 3) Review for Ventilation System

As mentioned above, two types of mechanical ventilation systems are used for road tunnels: normal and emergency systems. Normal ventilation is used during normal traffic operations to maintain acceptable levels of contaminants in the tunnel. Emergency ventilation is used during a fire emergency to remove and control smoke and hot gases. The primary objective of emergency ventilation is to provide an environment sufficiently clear of smoke and hot gases and at a sufficiently low temperature to permit safe evacuation of motorists, and to allow safe access for firefighters. There are different mechanical ventilation layouts used in road tunnels: longitudinal, semi-transverse and full transverse systems. i) Longitudinal ventilation

The longitudinal ventilation system creates a longitudinal flow along the roadway tunnel by introducing or removing air from the tunnel at a limited number of points. The ventilation is provided either by injection (figure a), by jet fans (figure d), or by a combination of injection or extraction at intermediate points in the tunnel (figure b and c). The longitudinal form of ventilation is the most effective method of smoke control in a highway tunnel with unidirectional traffic.

Longitudinal ventilation system

a. with jet injection b. One shaft

c. Two shafts and jet injection d. Jet fans

If the ventilation capacity is sufficient (figure b and c), all of the heated air and smoke will flow in the downstream direction. If the ventilation is weak (figure a), the upper layer of heated air and smoke may flow in the opposite direction causing back-layering. The occurrence of back-layering depends on many factors including the intensity of fire, the grade and geometry of the tunnel, and the velocity of the ventilating air approaching the fire.

As the length of the tunnel increases, excessive air velocities could be expected in one or a few locations across the roadway. Moreover, in the event of a fire, smoke would be drawn throughout the entire length of the roadway. By introducing a uniform air distribution (semi-transverse ventilation system), these problems can be mitigated.

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An injection longitudinal ventilation system Transverse Ventilation System (figure a), in which the fresh air is supplied or the smoke is extracted at a limited number of

locations in the tunnel, is economical as it uses the least number of fans, and does not require

extra ducts for the distribution of air.

The longitudinal ventilation can be achieved a. Full transverse by extracting contaminates or smoke with a fan

shaft. This system creates a positive stack effect with fresh air being drawn through the portals. A ventilation system could also be designed

with two shafts near the center of the tunnel: one for exhaust and one for supply. This b. Semi-transverse supply

arrangement has the advantage of reducing contaminant or smoke concentrations in one half of the tunnel.

Longitudinal ventilation can be provided using specially-designed axial jet fans mounted c. Semi-transverse exhaust on the tunnel ceiling. This type of system does not require a large space to house ventilation fans in a separate structure or ventilation building. Disadvantage of this system is that a fire can significantly increase air temperature in the tunnel roadway or duct and the fans could be exposed to the high gas and smoke temperature.

The ventilation system must generate sufficient longitudinal air velocity to prevent back-layering of smoke. The air velocity necessary to prevent back-layering of smoke over the stalled motor vehicles is the minimum velocity needed for smoke control in a longitudinal ventilation system and is known as the critical velocity. The critical velocity depends on the fire heat release rate (fire size), the slope, and the tunnel section geometry. If the longitudinal air velocity is greater than the critical velocity, the smoke downstream of the fire will not stratify. In cases where the air velocity is lower than or equal to the critical velocity, the smoke would progress upstream of the fire and would remain stratified.

ii) Semi-transverse ventilation

A semi-transverse ventilation system can be either a supply or an exhaust system (figure b and c). This type of ventilation system induces the distribution of (supply system Figure b) or collection of (exhaust system Figure c) air uniformly throughout the length of a road tunnel in a duct fitted with supply outlets spaced at predetermined distances. If tunnel is long, the tunnel air speed near the portals becomes excessive. This type of ventilation has the advantage of being less affected by atmospheric conditions since the tunnel airflow is fan-generated.

For semi-transverse ventilation, fresh air is best introduced at the vehicle exhaust pipe level to dilute the exhaust gases immediately (Figure b). An adequate pressure differential between the duct and the roadway must be generated and maintained to counteract the piston effect induced by the traffic flow and adverse atmospheric winds. Semi-transverse ventilation system either supplies outdoor air or extracts exhaust air uniformly over the full length of the tunnel. Therefore, it always requires a supply air duct or an exhaust air duct running along the tunnel. With a semi-transverse supply or semi-transverse exhaust air system, the pollutant level in the tunnel is relatively uniform

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for unidirectional traffic flow. Oversized exhaust points at regular intervals along the tunnel are normally provided for emergency operation. If a fire occurs in the tunnel, the supply air initially dilutes the smoke. Subsequently, it should be operated in reverse mode so that fresh air enters the tunnel through the portals (figure c) to create environment for firefighting efforts and emergency egress. Therefore, the ventilation configuration for this type of system should preferably have a ceiling exhaust and reversible fans so that smoke can be drawn up to the ceiling in an emergency.

A combination supply and exhaust system should be applied only in a unidirectional tunnel where air entering with the traffic stream is exhausted in the first half of the tunnel, and air supplied in the second half of the tunnel is exhausted through the exit portal (figure c). In a fire emergency, the combined ventilation system would create a longitudinal air velocity in the tunnel roadway, which extracts smoke and hot gases at uniform intervals.

iii) Full transverse ventilation

Full transverse ventilation (figure a) is used in extremely long tunnels and in tunnels with heavy traffic volume. This ventilation system comprises both a supply and an exhaust duct to achieve uniform distribution of supply air and uniform collection of vitiated air throughout the tunnel length. This configuration produces a uniform pressure along the roadway with no longitudinal airflow being generated except that created by the traffic piston effect. An adequate pressure differential between the ducts and the roadway should be maintained to ensure proper air distribution under all ventilation conditions.

In the event of a fire, the exhaust fan should attain its maximum available capacity while the supply should be maintained at a relatively low capacity. This scheme ensures that the stratified smoke at the ceiling remains at that higher elevation and is extracted by the exhaust ducts without mixing with the lower fresh air. In this way, favorable environment would be maintained at the roadway for firefighting and emergency egress and fresh air would be allowed to enter through the portals.

Ventilation scenarios should be configured such that the section with traffic trapped behind a fire is provided with maximum supply and no exhaust, while the section on the other side of the fire where traffic has been driven away is provided with maximum exhaust and minimum or no supply. In a fire emergency situation, smoke will migrate from its source along the underside of the ceiling. The full-transverse ventilation system attempts to control smoke and hot gases by extracting the smoke through the exhaust openings along the ceiling. The design aims at maintaining a smoke free layer for passenger evacuation.

4) Selection of Ventilation System

Based on the review of typical ventilation systems as mentioned above and estimation of ventilation requirement for the Project tunnel, the Consultants have particularly considered the concept that the longitudinal ventilation system (ceiling-mounted jet fans) with vertical vent shaft could be built by stage construction in order to save the initial investment cost for tunnel construction. Construction stages are composed of twofold; the first stage is construction of road tunnel and ventilation adit by drill and blasting and the tunnel can be open to traffic. And then, if ventilation capacity is insufficient due to increased traffic volume, the second stage will be commenced to build the vertical vent shaft by raise climber or raise boring machine. This option is technically and economically feasible as long as estimated traffic volume is relatively low. Following table shows stage construction scheme for the jet fan with vertical ventilation shaft.

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Conceptual Strategy of Stage Construction

Items Stage Construction of Longitudinal Ventilation Incorporated with Vertical Shaft Stage Construction Plan Vertical Ventilation Shaft

Concept Drawing

• Construction Stage - 1st stage : Construction of Road Tunnel and Ventilation Adit by Drill and Blasting nd - 2 stage : Construction of Vertical Vent Shaft by Raise Climber (RC) or Raise Boring Machine (RBM) • Advantages Descriptions - Possible to meet a ventilation design criteria with optimized construction cost - Possible to open the tunnel to traffic earlier. • Disadvantages - Difficult to cope with tunnel fire during 1st stage traffic operation - Unfavorable to ensure road users safety and smooth traffic flow during 2nd stage construction

5) Ventilation Plan Flow Chart of Procedure A. Design Procedures Review of Design Requirements For design of the tunnel ventilation system on the basis of estimated traffic volume and vehicle • Tunnel specifications • Traffic volume analysis emissions, similar systems in road tunnels • Weather characteristics worldwide were surveyed and their design

criteria were analyzed to develop the design standards for this project. Determine Ventilation System (Design Standards)

• Determine design methodology B. System Design Parameters • Allowable pollutant emissions i) Design Criteria • Standard vehicle emissions • Air quality and vehicle speed applied to ventilation The design criteria for the ventilation system • Emissions and estimated allowable emissions have been developed after considering applied to ventilation international practices and using guidelines

from relevant infrastructure and technical Estimate Fresh Air Volume bodies. • Calculate applicable factors The best known standards in English are the • Calculate fresh air volume by travel speed • Calculate pressure increase by travel speed UK standard BD 78/99 design of road tunnels • Determine fresh air volume and United States document, NFPA 502 standard for road tunnels, buildings, and other limited access highways, 2001 edition. Determine Ventilation Method • Estimate natural ventilation capacity The European parliament has issued; • Compare and analyze ventilation methods proposal for directive of the European • Select optimal ventilation method parliament council on minimum safety Final Ventilation System Determination requirements for tunnels in the Trans-European Road net work.

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In addition to these, Korean Road Tunnel Design Manual (2011 edition, hereinafter KRTDM) was reviewed as one of the design criteria to estimate tunnel ventilation requirements.

ii) Air Quality

The tunnel air quality based on the recommendations of Korean Road Tunnel Design Manual as well as the Permanent International Association of Road Congress (PIARC) for year 2010 is shown as below. As the predicted traffic contains petrol engine driven vehicles (emit carbon monoxide, co) and diesel engine driven vehicles (emit oxides of nitrogen, Nox), the air flow required to meet CO and visibility criteria shall also meet Nox criteria.

Design Air Concentration by Vehicle Speed (PIARC), 2010

Traffic Situation CO concentration NOx concentration Visibility(Smoke)

Peak Traffic -1 70ppm 20ppm 0.005m (V=50km to 80km)

Daily Congested Traffic -1 70ppm 20ppm 0.007m (V=20m to 40km)

iii) Air velocity

The design air velocity in the tunnel during normal traffic operation is 8m/sec as any higher velocity will lead to stirring of debris and dust in the tunnel. Tests referenced in subway Environmental Design Handbook show that air velocity above 11m/sec will cause difficulty in walking and therefore could impede evacuation during emergency. Taking into consideration the blockage effect from vehicles, the maximum design bulk air velocity for emergency operation is 8m/sec.

iv) Heat Release Rate (Design Fire Size)

System sizing is based on meeting acceptable levels for pollution in tunnel during normal and congested traffic operation. System sizing is also based on meeting a “critical velocity” for control of heat and smoke and prevent backlayering of gases in the tunnel during fire emergency. System design for the removal or control of heat and smoke during a fire emergency is based on design parameters including tunnel length, cross-section, grade, prevailing wind, traffic direction and design fire size (heat release rate).

The selection of heat release rate has an effect on the magnitude of the critical air velocity necessary to prevent backlayering of gases in the tunnel and hence, the control or removal of heat and smoke during a fire emergency are required. The following are representative fire heat-release rates from various vehicle types as established by NFPA 502, CETU, RABT and PIARC (the World Road Congress) Fire Heat-Release Rates

PIARC RABT CETU NFPA 502 Description (Europe) (Germany) (France) (USA) Passenger car 5MW - 2.5MW 5MW 2-3 Passenger car 8MW - 8MW - Van 15MW - 15MW - Bus/Truck 20-30MW 20-30MW 20-30MW 20MW

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For ventilation design for the Project tunnel, a 20MW (Mega Watt) heat release rate is selected as representative of the fire size Jet fan although fire sizes slightly larger in size can be accommodated within the design. This heat release rate is typical of many tunnels in Korea and in the world up to date. Based on available data and considering tunnel configurations, the representative fire release rate of 20 MW has been deemed appropriate for preliminary design. This determination is subject to final review and approval during detailed design stage.

v) Exhaustion Capacity

Objective of Exhaustion in Ventilation is to completely remove contaminated gas in tunnel space and exhaustion capacity is defined as air volume to achieve minimum air velocity to control emission quantity of gas by heat release rate and spread of smoke. Exhaustion capacity considers gas emission quantity, air velocity for longitudinal flow control and tunnel inner space.

6) Estimation of Tunnel Ventilation Requirement

Tunnel Ventilation Requirement (Volume/second) shall be estimated so as to comply with design air concentration. Basically WRA (PIARC) method used in worldwide is applied for estimation of Tunnel Ventilation Requirement.

Generally PIARC recommends 2,000pcu/hour/lane for estimation of ventilation requirement in ideal traffic condition in road tunnel. But the Project tunnel has low traffic volume and 30vehicle/hour/lane is applied as design traffic volume for estimation of ventilation requirement considering Peak Directional Design Hour Volume (PDDHV) derived from Average Annual Daily Traffic (AADT) to reflect low traffic volume of the Project tunnel. The applied value is very low comparing with 2,000pcu/hour/lane of PIARC recommendation. Results of Traffic Volume Forecasting in 2046 (excluding motor cycles)

Bus Truck Passenger Parameter Summation car mini large small medium large

AADT 393 108 1 121 154 23 800

PDDHV 29 8 0 9 12 2 60

Based on traffic information above, Passenger Car Equivalents on heavy vehicles is applied to normalize heavy vehicles to passenger car equivalent as follows. Passenger Car Equivalent designated in Highway Capacity Manual

Bus Truck Passenger Lanes car mini large small medium large

2 lane road 1 1 1.5 1 1.5 1.5

Based on Passenger Car Equivalent, traffic composition, numbers of vehicle-by-vehicle speed in target year are estimated as the following tables. Traffic Composition (%) in Target Year

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Passenger car Bus Truck

Item Gasoline Diesel mini large small medium large

Traffic Composition 29.46 19.65 13.5 0.13 15.13 19.25 2.88

Numbers of Vehicle by Vehicle Speed

Vehicle Speed 10 20 30 40 50 60 70 80 (km/h) Nos. of Vehicle 4 3 2 2 2 2 2 2 (Vehicle/km/lane)

Since Peak Directional Design Hour Volume is applied and has low traffic volume, numbers of vehicle by speed and traffic composition are same with each other. Numbers of Vehicle by Vehicle Speed and Traffic Composition

Passenger car Bus Truck Summation Items Gasoline Diesel mini large small medium large Vehicle/km Vehicle/h 10km/h 8 6 4 0 5 6 1 4 30 20km/h 8 6 4 0 5 6 1 3 30 30km/h 8 6 4 0 5 6 1 2 30 40km/h 8 6 4 0 5 6 1 2 30 50km/h 8 6 4 0 5 6 1 2 30 60km/h 8 6 4 0 5 6 1 2 30 70km/h 8 6 4 0 5 6 1 2 30 80km/h 8 6 4 0 5 6 1 2 30

Estimation of Tunnel Ventilation Requirement is composed of sub-requirements as follows

i) Requirement for Visibility (smoke) by vehicle speed. ii) Requirement for CO (carbon monoxide) by vehicle speed. iii) Requirement for NOx (nitrogen oxide) by vehicle speed. iv) Requirement for Minimum Air Exchange v) Requirement for Minimum Air Velocity vi) Requirement for Exhaustion Capacity in Case of Tunnel Fire

PIARC recommends that iv) Minimum Air Exchange or v) Minimum Air Velocity is selective in consideration of air environment in the tunnel and traffic volume.

To calculate the ventilation requirement, correction factors on tunnel grade-vehicle speed and elevation are applied.

Correction Factors to Estimate Ventilation Requirement

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Correction Factor for Correction Factor for Correction Factor for Correction Factor for Grade-Vehicle Vehicle Speed(CO, NOx) Grade(CO, NOx) Elevation Speed(smoke)

From the Consultant’s estimation on Tunnel Ventilation Requirement, following results on each alternative has been drawn considering tunnel lengths, grades and tunnel inner spaces corresponding to each tunnel ventilation system.

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Alternative No.3 has the lowest ventilation requirement because the tunnel length is shorter than others. The decisive ventilation requirements for each alternative are summarized as following table. Summary of Tunnel Ventilation Requirement for Each Alternative and by Vent System (㎥/sec)

Alternatives Alternative No.1 Alternative No.2 Alternative No.3

Tunnel Lengths/Grades 12.68km/1.5% 12.72km/1.5% 7.51km/6.5%

744 746 440 Longitudinal Vent with vertical shaft 260 260 260

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Alternatives Alternative No.1 Alternative No.2 Alternative No.3

Tunnel Lengths/Grades 12.68km/1.5% 12.72km/1.5% 7.51km/6.5%

717 719 424

Semi-transverse Vent. 255 255 255

751 754 445

Transverse Vent. 260 260 260 Maximum ventilation requirements for each alternative have been involved in category of Minimum Air Exchange because of the low traffic volume of the Project tunnel. On the contrary to this, Exhaustion Capacities to control contaminated gas is same with one of ventilation type for each Alternative.

7) Examination of Tunnel Ventilation System

The Consultant has carried out examination of tunnel ventilation system considering features such as length, grade and inner space for each alternative. According to the estimation results, minimum ventilation requirements in condition of Minimum Air Exchange are in level of round 740 ㎥/s for alternative No. 1 and 2, and in level of 440 ㎥/s for alternative No.3. Applying minimum ventilation requirement will cause very high vent performance in low traffic volume. These values are excessive requirements comparing to the traffic volume estimated so that air exhaustion capacity has been applied as design ventilation requirement. Following table shows comparison of alternatives by tunnel ventilation system. Comparison of Alternatives by Tunnel Ventilation System

Semi-transverse Alternatives Jet Fan with Vertical Shaft Full Transverse (air supply type)

Ventilation Concepts

Ventilation 744 ㎥/sec 717 ㎥/sec 751 ㎥/sec Requirement

Exhaustion 260 ㎥/sec 255 ㎥/sec 260 ㎥/sec Alt.1 Capacity (12.68km) Required (S=1.5%) Ventilation 1 Nos. 5Nos. 5Nos. Complex Ventilation Jet Fan ø1030: 31Nos. Axial flow fan (110 ㎥/s): 15Nos. Axial flow fan Equipment Axial flow fan (130 ㎥/s): 4Nos Ventilation Complex: 5Nos. -80 ㎥/s: 20Nos., 100 ㎥/s:5Nos.

Ventilation 746 ㎥/sec 717 ㎥/sec 751 ㎥/sec Requirement Alt.2 Exhaustion 260 ㎥/sec 255 ㎥/sec 260 ㎥/sec (12.72km) Capacity

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(S=1.5%) Required 1 Nos. 5Nos. 5 Nos. Ventilation

Semi-transverse Alternatives Jet Fan with Vertical Shaft Full Transverse (air supply type) Complex

Jet Fan ø1030: 31Nos. Axial flow fan Ventilation Axial flow fan (110 ㎥/s): 15Nos. Equipment Axial flow fan (13 ㎥/s): 4Nos. -80 ㎥/s: 20Nos, 100 ㎥/s: 5Nos.

Ventilation 440 ㎥/sec 424 ㎥/sec 445 ㎥/sec Requirement

Exhaustion 260 ㎥/sec 255 ㎥/sec 260 ㎥/sec Alt.3 Capacity (7.51km) Required (S=6.5%) Ventilation 1 Nos. 3Nos. 5 Nos. Complex Jet Fan ø1030: 20Nos. Axial flow fan Ventilation Axial flow fan (90 ㎥/s): 9Nos. Equipment Axial flow fan (13 ㎥/s): 4Nos. -60 ㎥/s: 16Nos, 140 ㎥/s: 4Nos.

Selection О

From the table above, semi-transverse and full-transverse ventilation types has better ventilation performance during tunnel operation or fire emergency condition but selection of jet fan longitudinal ventilation with vertical shaft system is reasonable to secure economic feasibility for the Project Tunnel. Compared Alternative No.1 to No.2, each alternative has similar condition in view of tunnel ventilation but Alternative No.1 is preferred to Alternative No. 2 in consideration of construction cost related with geological condition and tunnel length.

In addition to this, Alternative No. 3 is likely to be the most cheapest option among three alternatives but vertical grade of the tunnel is greater than 6% and there is no access road to construct 780m height- vertical shaft because of difficult terrain. The grade of 6.5% is not recommendable to tunnel design so that it makes the tunnel very risky and causes car crush while driving.

Consequently, the jet fan longitudinal ventilation with vertical shaft of Alternative No.1 is appropriate in consideration of topographical condition of the Project tunnel. Alternative No.1 has several advantages as followings.

i) Minimum construction cost by the shortest tunnel linking Shounter to Rattu ii) Short vertical ventilation shaft by improvement of Shounter-Pass foot track. iii) Stage construction is available

iv) Appropriate vertical grade of road tunnel

5.1.6 Ventilation Complex and Vertical Shaft

1) Introduction

The Consultant has planned underground ventilation complex and vertical shaft corresponding to jet fan longitudinal ventilation with vent shaft system through examination of Tunnel Ventilation System as commented above. The ventilation complex has an objective to supply fresh air from inside of the tunnel as well as to exhaust contaminated gas from the tunnel to outside of the tunnel through vertical

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ventilation shaft.

The planned ventilation complex has sufficient structures linking road tunnel, inlet, outlet and air ducts each other to efficiently achieve the required ventilation through functional deployment of ventilation, electricity, mechanics, and control equipment. Inner space of the ventilation complex has been planned spaciously not to encumber operators for inspection, simple repair and monitoring. Especially, it is necessary to plan for facilitating the convenient delivery of big or heavy equipment.

2) Typical Sections and Layout

Ventilation complex and vent shaft have been planned as the following figures.

Layout of Underground Ventilation

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Axial fan room in the ventilation complex has been planned to equip 2 axial fans for supply with capacity of 130 m3/s and 600kW, and 2 axial fans for exhaustion with same capacity with the supply. To minimize loss of static air pressure, steel air duct has been planned to link with axial fan, air inducing adit and axial fan access adit. Discharge nozzle at the end of discharge duct has been planned to be provided against pressure rise due to increase of discharge velocity. Mechanical room has been planned to equip a fire pump with capacity 308 liter/min and a water tank with 4Wx3L×2H size to extinguish a fire promptly. In addition to mechanical facilities above, electrical panels in electrical room are composed of eight (8) extra high voltage panels and eight (8) high voltage panels, 22 low voltage panels, 2 noninterrupting electric source panels with 30kVA and 100kVA capacity, 2 battery panels and 3 low voltage panels for the 2 emergency generators with 1000kW capacity.

3) Excavation of Adits and Vertical Shaft

Excavation of ventilation adits are the same excavation method, drill and blasting, because the ventilation complex is composed of many adits. Contrary to this, vertical shaft is shaped in relatively small space and excavated vertically so that special excavation method shall be considered.

To select excavation method for the vent shaft, economic feasibility, construction period and constructability shall be considered and the selected excavation method should be appropriate to site conditions. Two excavation methods for the vent shaft could be reviewed i.e., drill and blasting and mechanical excavation. In the case of drill and blasting, Raise Climber method for pilot tunnel and full face excavation are renowned. While in the case of mechanical excavation, Raise Boring Machine method is generally considered. The salient features are as follows. i) Full face driving by downward excavation: Full face of the shaft is excavated downward by drill and blasting method and then muck hauling is executed upward by winch to outside of the shaft. ii) Pilot-enlargement driving by up and down excavation:

A pilot tunnel with small diameter is excavated upward by RBM or RC method and then enlargement for designated cross section is executed upward by drill and blasting. During construction, muck generated from drill and blasting falls into ventilation complex through pilot tunnel. This fallen muck is transported to outside of tunnel by dump truck. Between two excavation methods mentioned above, the full face driving by downward excavation needs large size of temporary machinery and working yards. In addition, all the hauling and excavating sub-works should be done by a heavy winch only. Since the winch work shall be limited according to the height of the shaft, the workability and efficiency would be decreased in the case of a high shaft. It is believed that the full face driving by downward excavation method is not reasonable if the shaft height is over 300m. Therefore, for the Project tunnel, the pilot-enlargement driving by up and down excavation is more applicable given height, diameter and geological condition of the planned shaft. For excavation of pilot tunnel, two excavation methods are considered as follows; i) RBM (Raise Boring Machine)

From top position of the shaft, firstly, guidance hole is bored downward to bottom of the shaft. Secondly reamer head is equipped at the guidance shaft and then the reamer drives upward to top of the shaft while reaming of guidance hole. Finally drill and blasting excavation enlarges the reaming hole to designated cross section of the shaft.

This driving method has safe work environment and good performance but needs experienced technicians. The drilling machine is so heavy that transportation to high mountainous terrain is difficult.

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ii) RC method (Raise Climber)

Since Alimak invented this method in 1957, about 2,500 nos. of machines were supplied to the world and applied successfully in many power shafts, penstock, and cable tunnels. The pilot tunnel is excavated upward by a stopper drilling after installation of guide rails for movement of workbench equipped with safety devices at wall of the pilot. This method is applicable to vertical or any inclined tunnel and adit. The advantage of the method is that regardless of the surrounding rock mass condition, a verticality of the shaft can be secured by means of monitoring and measurement during construction. Contrary to the above strong points, the driving rate of this method can depend on workmanship and during drilling upward, rockfalls and safety issues can be addressed in the shaft. Following table shows comparison of vertical shaft excavation methods in detail.

Comparison of Vertical Shaft Excavation Methods

Raise Boring Machine Method Raise Climber Method Items +D&B Enlargement +D&B Enlargement

Overview

• Drilling upward for pilot tunnel using rotation and • Excavation upward for pilot tunnel using raise climber, Process crushing of raise boring machine, and excavation and excavation downward from ground by drill and overview downward from ground by drill and blasting. blasting • It is safe, and requires less labor due to mechanical • Good adaptability to rock quality change

excavation. • No need for additional work during pilot excavation

• Quick excavation speed from rotational crushing • Advance speed dependent on level of worker’s skill Advantages method, and less loosening of surrounding rock • Easy to secure verticality during excavation work • Circular cross-section of pilot tunnel • Excavation procedure is structurally stable • High work efficiency • Assembly space for reamer: required to assembly and • Risk work environment: possible movement of work mucking at ground ventilation complex stand and rock fall during drilling, etc. • Require bearing capacity at foundation of RBM • Difficult to construct on weak and crushed zone, and

machine relatively large loosening Disadvantages • Reduced advance speed at the location with especially • Difficulty in reinforcement and water proofing during high rock mass strength, jointed or crushed zone upward excavation • Difficulty in reinforcement and water proofing during • Need for appurtenant facility (ventilation, water upward excavation supply and drainage) • Relatively high initial investment cost • Weathered rock ~ hard rock • Soft rock ~ Hard rock(good quality) Application (possible to all conditions)

Pilot Excavation 4~5m/day 3m/day Rate

Excavation 2.5~3.5m 2.0~3.0m Diameter

Selection ○

Since the Project tunnel geology has many possibilities of rock mass changes, Raise Climber method is applicable in consideration of height, diameter of the shaft and access to shaft top.

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5.1.7 Geotechnical Design and Tunnel Support Pattern

1) Introduction

A sound and economical tunnel design depends on a realistic geological model, a quality of rock mass characterization, and the assessment of influencing factors such as primary stresses, groundwater, and kinematics. Despite of this requirement it is still current practice to base the tunnel design primarily on experience, basic empirical calculations, and standardized rock mass classification systems (Bieniawski, 1974, 1989, Barton et al., 1974, Barton, 1998).

To overcome the shortcomings of the current practice during design and construction, “Guideline for the Geotechnical Design of Underground Structures with Conventional Excavation” was developed and published by the Austrian Society of Geomechanics (OeGG, 2008). The Consultants will follow the Austrian Society of Geomechanics guidelines for rock mass classification in compliance with TOR. The following basic procedure during design is briefly outlined. Flow of Ground Classification

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The ground classification process is twofold: identification and characterization of Rock Mass (RMT) along the alignment having similar mechanical characteristics, and identification of ground classes based on similarity of anticipated ground behaviors of each RMT in response to excavation.

The identification of RMT is based on the distribution of geological characteristics and relevant geotechnical parameters. The alignment will divided into RMTs based primarily on lithology, fracture density, discontinuity properties and unconfined compressive strength (UCS). Mechanical properties will be determined for each of the RMTs along the alignment and ground behaviors will be evaluated considering the identified boundary conditions.

The RMTs will be then grouped into ground classes based on the similarity of anticipated ground behaviors in response to excavation. An appropriate support category will be then developed for each ground class. For example, Ground Class 1 comprises all RMTs along the alignment that require Support Category1. Ground Class 2 correlates to Support Category II, and so on.

Individually, the support categories address sets of similar ground behavior, and as a whole they address all anticipated ground behaviors along the alignment. The ground classes will be the basis for the initial support categories. The actual ground classes along the alignment will be determined during construction based on probe drilling ahead of the lead drift, geological mapping of the tunnel.

After final route selection and field geological mapping, The Consultants will determine the excavation class and support category based on Geotechnical unit (GTU), Rock Mass Type (RMT) and Rock Mass Behavior Type (RBT). The procedure during preliminary design will be the following 5 general steps. The salient features of each procedure are described as follows.

2) Procedure during Design

The basic procedure consists of 5 general steps to develop the geotechnical design, beginning with the determination of the Rock Mass Types and ending with the definition of Excavation Classes.

The five steps to be followed are outlined below.

i) Step 1 – Determination of Rock Mass Types (RMT)

The first step starts with a description of the basic geologic architecture and proceeds by defining geotechnically relevant key parameters for each ground type. The selection of parameters used should focus on such parameters, which are expected to dominate the behavior of the rock mass. A Rock Mass Type is a group of rock masses having similar physical and/or hydraulic parameters. Not necessarily each lithological unit leads to a separate Rock Mass Type, if the properties of different units are the same within acceptable limits. In general also alternating layers of different rock types are grouped in one RMT. The number of Rock Mass Types elaborated depends on the project specific geological conditions and on the stage of the design process. ii) Step 2 – Determination of Rock Mass Behavior Type (RBT)

The second step involves evaluating the potential rock mass response to tunnel excavation considering Rock Mass Type and local influencing factors, including the relative orientation of relevant discontinuities to the excavation, ground water conditions, stress situation, etc. This process results in the definition of project specific Rock Mass Behaviors. Rock Mass Behavior in this context is defined as the reaction of the rock mass to the excavation of tunnel.

RBT starts with dividing the alignment into geotechnical units or sections, which exhibit same rock mass types, influencing factors and boundary conditions. The rock mass response to the excavation

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is then analyzed in each section. The knowledge of the rock mass behavior without the influence of construction measures is an important basis for the design of appropriate excavation and support methods.

Each characteristic behavior identified is described with respect to applicable Rock Mass Types, ground water conditions, failure mode or combined failure modes, and quality and quantity of displacements. iii) Step 3 – Determination of excavation and support and evaluation of System Behavior

Based on the defined project specific Behavior Types, different excavation and support measures are evaluated and acceptable methods determined.

The System Behavior (SB) is a result of the interaction between the rock mass behavior and the selected excavation and support schemes. The evaluated System Behavior has to be compared to the defined requirements. If the System Behavior does not comply with the requirements, the excavation and/or support scheme has to be modified until compliance is obtained. It is emphasized, that different boundary conditions or different requirements may lead to different support and excavation methods for the same Behavior Type within one project.

Once the acceptable excavation and support methods have been determined both risk and economic analyses should be performed to allow appropriate assessments during the tender process. iv) Step 4 – Geotechnical interpretation report – baseline construction plan

Based on steps 1 through 3 the alignment is divided into “homogeneous” regions with similar excavation and support requirements. The baseline construction plan indicates the excavation and support methods available for each region, and contains limits and criteria for possible variations or modifications on site.

The plan summarizes the geotechnical design and should contain information on the geological conditions, relevant geotechnical features, limitations (e.g. surface settlements, blasting vibrations, etc.), as well as warning criteria and remedial measures for the case when acceptable limits of behavior are exceeded. v) Step 5 – Determination of excavation classes

In the final step of the design process the geotechnical design must be transformed into a cost and time estimate for the tender process. Excavation Classes are defined based on the evaluation of the excavation and support measures. The excavation classes form a basis for compensation clauses in the tender documents. The distribution of the expected excavation classes along the alignment of the underground structure provides the basis for establishing the bill of quantities and the bid price during tender. Instead of support decisions being based on standardized rock mass classification systems the procedure outlined incorporates the evaluation of the rock mass behavior and the rock mass support interaction in a transparent and consistent way.

The goals reached by application of this procedure include the optimization of investigation programs by concentrating on the collection of rock mass and project specific key parameters, consistent and audible designs meeting project specific requirements, optimized construction by providing clear procedures to support the decisions on site, and a continuous documentation of the decision making process.

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3) Rock Mass Classification

A. Geotechnical Unit (GTU)

A Geotechnical Unit in terms of geotechnical interpretation reflects a section of tunnel where relatively consistent ground conditions are anticipated. Thus tunnel alignment is divided into 10 units (Geotechnical Units, GTU) where the combined effects of engineering-geological conditions, initial stress situation and ground water conditions, including variations, are predicted to present consistent tunneling conditions. In this project, Geotechnical Unit Criteria (GTU) is defined as presented in the following table. Geotechnical Units (GTU)

Rock Geotechnical Strength Weathering Water Problematic Structural Units (Considering discontinuities) Ingress Geology Approx. UCS 1 >250 Fresh (unweathered) Nil Nil 2 100-250 Slightly weathered Nil Nil 3 50-100 Moderately weathered Nil Nil 4 25-50 Highly weathered Nil Nil 5 5-25 Completely weathered Nil Nil 6 25-50 Highly weathered Yes Nil 7 5-25 Completely weathered Yes Nil 8 25-50 Highly weathered Nil Fault, Shear or Fold 9 5-25 Completely weathered Nil Fault, Shear or Fold Completely weathered and gavels, Alluvial or Colluvial 10 0-5 Yes cobbles etc. Deposit

On the basis of this rock mass characterization of significant rock mass types, the distribution of Geotechnical Units along the tunnel alignment is shown in the longitudinal section of the “Geological Tunnel Layout” drawing in the Appendix.

B. Rock Mass Types (RMT)

Rock Mass Types are selected and defined according to their characteristic geotechnical features. Rock mass characterization includes: intact rock characteristics (lithology, physical properties),  Discontinuities (frequency, surface properties)

 Influence of weathering,

 Properties of faulted rock

On the basis of this rock mass characterization, significant rock mass types are defined as presented in the following table.

The use of a rock mass classification scheme can be of considerable benefit. At its simplest, this may involve using the classification scheme as a check-list to ensure that all relevant information has been considered. At the other end of the spectrum, one or more rock mass classification schemes can be used to build up a picture of the composition and characteristics of a rock mass to provide initial estimates of support requirements, and to provide estimates of the strength and deformation properties of the rock

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mass.

Prime Parameters Governing Rock Mass Property

Joint Parameters Material Parameters Boundary Conditions

Number of joint sets Orientation Spacing Aperture Compressive strength Groundwater pressure and flow Surface roughness Modulus of elasticity In situ stress Weathering and alteration

Rock Mass Types (RMT) of Shounter – Rattu Road Tunnel

Estimated Uniaxial

Rock Compressive Strength Spacing of Properties of Mass Rock type [MPa] Weathering discontinuities discontinuities Type Rock Rock [according ISRM] sampl mass Fresh to Moderate (20 cm – Clean, rough; occ. RMT 1 100 - 250 25-60 slightly 60 cm) to wide (60 stained weathered cm – 2m) Gabbro Close (6 cm – 20 cm) Slightly RMT 2 100 - 200 20-50 to moderate (20 cm Stained, rough weathered - 60 cm) Fresh to Moderate (20 cm – Paragneiss, occ. RMT 3 100 - 250 20-50 slightly 60 cm) to wide (60 Clean, rough intercalations of weathered cm – 2m) amphibolite Close (6 cm – 20 cm) (Metaigneous Slightly RMT 4 100 - 200 15-45 to moderate (20 cm Stained, rough unit) weathered - 60 cm) Fresh to Moderate (20 cm – RMT 5 100 - 200 15-50 slightly 60 cm) to wide (60 Clean, rough weathered cm – 2m) Metavolcanic Close (6 cm – 20 cm) Slightly RMT 6 >50 - 200 10-35 to moderate (20 cm Stained, smooth weathered - 60 cm) Fresh to Moderate (20 cm – Metasediments, RMT 7 100 - 250 15-45 slightly 60 cm) to wide (60 Smooth mainly quartzite weathered cm – 2m) Close (6 cm – 20 Slightly to Smooth, fillings Metasediments cm), occasionally RMT 8 5 - 25 0.5-5 moderately parallel , Mainly very close (2 cm - 6 weathered schistosity schists cm) Slightly to Moderate (20 cm – RMT 9 Biotite granite 50 - 150 5 - 40 moderately 60 cm) to wide (60 with transitions to weathered cm – 2m) granodiorite and Moderately to Close (6 cm – 20 cm) RMT 10 granite 1 - 5 0,5 highly to moderate (20 cm weathered - 60 cm) Fault and shear Moderately to RMT 11 zones, crushed 1 - 5 0.5 highly Sheared and crushed rock of any origin weathered

Rock Mass Types are correlated to Engineering Geological Units. The estimated distribution of RMTs along the alignment is shown in the longitudinal section of the “Geological Tunnel Layout” drawing.

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C. Rock Mass Behavior Types (RBT)

The rock mass behavior was determined by the results of the combined analysis of rock mass types including the expected influence of system factors and the unsupported tunnel. The result had a number of possible failure modes that could be related to one single rock mass type or which might cover several. The rock mass behavior types were based on basic behavior types but were adopted to cover the specific local geotechnical conditions within the corridor area.

A general indication of the reaction of the rock mass to tunnel excavation is given by means of Rock Mass behavior Types (RBT).

Besides the rock characterization as described by RMTs, assessment of stress conditions in the ground was equally important for rock mass behavior appraisal behavior during excavation. Geological factors influencing initial stress conditions are:  Height of overburden, position of water table,

 Morphology,

 Lithology (changes in weak and strong rocks),

 Rock structure, in particular bedding or foliation,

 Geological history of the region. By empirical methods or simple analytical models the magnitudes of stress and rate of deformation can be predicted along with potential failure phenomena. Besides the mechanical properties of the ground, the location and orientation of zones of weakness relative to the tunnel axis will influence rock mass behavior. RBT does not take the effect of support measures and subdivision of the cross section into account.

Rock Mass Behavior Types are correlated to Geotechnical Units (GTU). The estimated distribution of RBTs along the alignment is shown on the longitudinal section of the “Geological Tunnel Layout” drawing.

The following RBTs, defined according to the “Guideline for the Geotechnical Design of Underground Structures with Conventional Excavation”, were applicable to this Project. The typical provisions for excavation and primary support as indicated in the detailed RBTs description will guarantee the required stable system behavior. Rock Mass Behavior Types (RBT)

Description of potential failure modes/mechanisms during Rock Mass Behavior Type (RBT) unsupported rock mass excavation Stable rock mass with the potential of small local gravity induced RBT 1 Stable falling or block sliding. Potential of discontinuity Voluminous discontinuity controlled, gravity, induced falling and RBT 2 controlled block fall sliding of blocks, occasional local shear failure on discontinuities Shallow stress induced failure in combination with discontinuity RBT 3 Shallow failure and gravity controlled failure Voluminous stress Stress induced failure involving large ground volumes and large RBT 4 induced failure deformation Sudden and violent failure of rock mass, caused by highly stressed RBT 5 Rock burst brittle rocks and rapid release of accumulated strain energy

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Description of potential failure modes/mechanisms during Rock Mass Behavior Type (RBT) unsupported rock mass excavation Buckling of rocks with a narrowly spaced discontinuity set, RBT 6 Buckling frequently associated with shear failure

RBT 7 Crown failure Voluminous over breaks in the crown with progressive shear failure Raveling of dry or moist, intensely fractured, poorly interlocked RBT 8 Raveling ground rocks or soil with low cohesion Flow of intensely fractured, poorly interlocked rocks or soil with RBT 9 Flowing ground high water content

Time dependent volume increase of the ground caused by physical- RBT 10 Swelling ground chemical reaction of ground and water in combination with stress relief Combination of several behaviors with strong local variations of Ground with frequently stresses and deformations over longer sections due to RBT 11 changing deformation heterogeneous ground (i.e. in heterogeneous fault zones; block-in- characteristics matrix rock, tectonic melanges)

Collapse due to insufficient bearing capacity in alluvium (or RBT 12 Collapse colluvium) deposit. Excavation method using rock mass bearing capacity could not be used. The expected specific rock mass behavior was described for drilling and blasting, assuming smooth blasting by skilled workers. Rock mass behavior and typical excavation and support provisions are described below: i) RBT1 (Stable)

Stable (intact) rock mass is characterized by the potential of small local gravity induced block falling or sliding. After scaling, rock mass remains more or less stable. In the long term smaller portions can fall, if unsupported, but overall stability will not be affected. The joint pattern is usually medium to wide and closed joints with a rough surface prevail. Very small displacements of tunnel layout can be expected, which subside soon after blasting. The presence of water has no effect on rock mass stability. • Spot bolting and shotcrete will be required occasionally during construction. Shotcrete with wire mesh or steel fiber will be required for long term crown protection in case of close and unfavorable joint patterns. • Type of excavation: Full face excavation. Possible round lengths > 3 m.

ii) RBT2 (Potential of Discontinuity Controlled Block Fall)

Small rock portions may fall or slide quite soon after blasting, induced by discontinuities and gravity. Small displacements usually subside quickly. Joints are developed. The presence of water has some influence on rock mass stability. • Bolting, shotcrete with wire mesh or steel fiber required. • Type of excavation: Full face excavation. Possible round lengths 2 to 3.5 m.

iii) RBT3 (Shallow Failure)

Small to medium large rock portions may fall, induced by discontinuities, gravity and occasional local shear failures. Shear failure propagation and development of shallow plastic zones can occur. Displacements continue for some weeks but show a significant decrease in displacement rate after a

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short time. Joints are well developed. The presence of water has a negative effect on rock mass stability. • Steel ribs (or better lattice girders), systematic bolting and shotcrete with wire mesh or steel fiber required. Occasionally forepoling will be necessary. • Type of excavation: Full face excavation with occasional face bolting and sealing of face with shotcrete, possible round lengths 1.4 to 2 m.

iv) RBT4 (Voluminous Stress Induced Failure)

The RBT is assigned as development of deep plastic zones. Large and long lasting displacements are anticipated in the RBT. Presence of water leads to further reduction of rock mass stability. • Opening of face (if required in sections) with immediate application of shotcrete with wire mesh or steel fiber. Use of steel ribs (or lattice girders) and forepoling necessary. Systematic rock bolting, shotcrete with wire mesh and invert are required to establish equilibrium after a few months. In special cases temporary invert also required, underpinning of top heading footings, face bolting, etc. may be required. • Type of excavation: Division into top heading, bench and invert or full face excavation with long systematic face bolting, possible round lengths 0.8 to 1.5 m.

v) RBT5 (Rock Burst)

Sudden and violent failure of rock mass close to excavated surface, caused by highly stressed brittle rock and the rapid release of accumulated strain energy. Usually only occurs in sparsely jointed rock mass under high overburden. • Dense short bolting and shotcrete, possibly with steel fibers required for safety reasons. • Type of excavation: Full face excavation. Possible round lengths 1.4 to 2.0m.

vi) RBT6 (Buckling)

Local failures of tunnel side walls due to load of rock acting on narrowly spaced discontinuity set are dominant. In some cases, flat and long rock fragments could be fallen from the tunnel crown due to lack of shear strength and roughness between joint set formed in parallel. • Steel ribs (or better lattice girders), systematic bolting and shotcrete with wire mesh required. Occasionally forepoling would be necessary if slippery joint set in tunnel crown is detected. • Type of excavation: Division into top heading and bench, possible round lengths 1.0 to 1.5 m.

vii) RBT7 (Crown Failure)

This failure type is voluminous over breaks in the crown with progressive shear failure due to lack of shear strength of the rock mass surrounding tunnel. In this case of failure, there are much of probabilities of crown failure occurrence when a tunnel goes through in a fractured zone formed by geological alteration and folds. • Steel ribs (or better lattice girders), systematic bolting and shotcrete with wire mesh or steel fiber required. If large scaled facture zone is anticipated, the umbrella arch method with steel pipes will be necessary. • Type of excavation: Division into top heading and bench, and possible round lengths 1.0 to 1.2 m.

viii) RBT8 (Raveling ground)

Rock surrounding tunnel is fully weathered or fractured by interlocked joint set. In some cases,

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sands or rock fragments would appear due to shearing of bed rock. Most of the rock mass has low cohesion and shear strength of characteristics. • Steel ribs, shotcrete with wire mesh or steel fiber required. If large scaled fractured zone is anticipated, the umbrella arch method with large diameter steel pipes will be necessary. • Type of excavation: Division into top heading and bench, possible round lengths 0.8 to 1.2 m.

ix) RBT9 (Flowing ground)

Rock surrounding tunnel is fully weathered and wet by excessive water ingression. This tunnel failure mode shows continuous leak of water from tunnel crown and face before excavation to tunnel face. When tunnel excavation is implemented much of rock fragments with water would pour out into the tunnel side. The water ingression might last until head of the water descends to level of tunnel crown. • Pre-grouting, steel ribs, shotcrete with wire mesh or steel fiber required. If fully fractured zone is anticipated, the umbrella arch method with large diameter steel pipes will be necessary instead of pre-grouting. • Type of excavation: Division into top heading and bench, possible round lengths 1.0 to 1.2 m.

x) RBT10 (Swelling Ground)

Rocks containing certain clay minerals and in some case anhydrate swell, i.e. increase in volume when they come into contact with water. The swelling is due to water adsorption by the flaky structure of the clay minerals and in the case of sulphatic rocks, also due to the gypsification of anhydrite. In tunneling, the swelling manifests itself as a heave of the tunnel floor. When the heave is constrained by invert arch, a pressure develops, which may damage the lining if the depth of cover is small, also a heave of the entire tunnel tube may occur. One interesting feature of the swelling phenomenon is that the deformations occur only in the tunnel floor. The walls and the crown remain stable over many years. • Steel ribs including invert, shotcrete with wire mesh or steel fiber required. Especially long length rock bolts or rock anchors to prevent heave are appropriate according to level of heave and swelling. When excessive heave is anticipated, permanent lining will be constructed. • Type of excavation: Division into top heading, bench and invert, possible round lengths 0.8 to 1.2 m.

xi) RBT11 (Ground with frequently changing deformation characteristics)

Behavior is associated with high contrast in deformations in short sections; large displacements in zones of fault gouge are next to practically no displacements when tunneling through solid blocks. • Steel ribs, shotcrete with wire mesh or steel fiber required. Especially dense rock bolts are appropriate to reduce/prevent shearing between poor and brittle rock. Furthermore reinforced permanent concrete lining is needed to minimize differential deformation of the lining. Provision of enough over excavation would be considered to prevent the necessity of reshaping in the tunnel. • Type of excavation: Division into top heading and bench, possible round lengths 1.0 to 1.2 m.

xii) RBT12 (Collapse)

Collapse due to insufficient bearing capacity and stand up time in alluvium or colluvium deposit. Thus large amount of reinforcement and short round length are required to stabilize the tunnel. • Excavation method using bearing capacity of rock mass could not be used. • Opening of face by ring cut with immediate application of shotcrete. Use of high graded steel

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ribs and self-drilling steel pipe with cement grouting necessary. Shotcrete with wire mesh or steel fiber and temporary invert required to achieve equilibrium after excavation. Permanent invert concrete lining, elephant foot, etc. may be required. • Type of excavation: sequential ring cut remaining, core, bench and invert are required. Possible round length 0.5 to 0.8m

D. Excavation Classes (ECL)

Based on the determination of Geotechnical Units and Rock Mass behavior Types (RBT) and the consideration of given constraints and requirements for the tunneling operation the details of excavation procedures and support provisions, including auxiliary measures, were defined. Also, the performance of the composite system of tunnel support and rock surround was evaluated and compared with the requirements.

In order to create a manageable design and construction process a limited number of characteristic systems was identified, related to typical rock mass behavior, excavation method and tunnel support. These are termed as Excavation Classes (ECL) and are the basis for the execution and contractual handling of the tunnel excavation works.

As a result of the geotechnical design, eleven Excavation Classes have been developed. They differ in terms of round length, excavation sequence, required support, and auxiliary measures, but are all associated with conventional excavation methods (mostly Drill & Blast). A detailed description of the Excavation Classes was given in The Feasibility Report and the corresponding drawings, which also indicate the related quantities per meter of tunnel.

The particular Excavation Classes and their relationship to the Rock Mass behavior Types are presented in the table below. In addition, from the evaluation of the system behavior for each Excavation Class the expected maximum deformations of the tunnel support have been derived, which are also included in this table. Excavation Class, ECL

Excavation Predominant Secondary Minor Max. GTU Description Class RBT RBT RBT Deformation(m)

1 1 RBT1 - - 0.05

1a 1 RBT5 - - 0.05 Rock Burst

2 2 RBT2 - - 0.05

2a 2 RBT5 0.05 Rock Burst

3 3 RBT3 RBT5 - 0.10

4 4 RBT4 RBT6 RBT9 0.15

4a 6, 8 RBT9 RBT8 RBT7 0.15

5 5 RBT8 RBT7 RBT9 0.25

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Downward 5a 7 RBT10 - - 0.25 Rock Anchor

Excavation Predominant Secondary Minor Max. GTU Description Class RBT RBT RBT Deformation(m) Reinforced Class 6 9 RBT11 RBT9 RBT8 0.25 (Portal Area)

6a 10 RBT12 RBT11 - 0.30 Ring Cut

6b 10 RBT12 - - 0.30 Closed Invert Lining

The preliminary support categories, as displayed in next table, are complied with the proposed construction method (drill, blast and tunnel excavation) and the intended support method (NATM). The categories were defined by combinations of NATM support elements and constitute a selection of suitable support elements based on geotechnical considerations. Description of Proposed Preliminary Support Categories

Preliminary Support Categories Definition ECL Thin layer of shotcrete(with steel fiber), no or one layer Low amount of support required 1 of wire mesh, installation of rock bolt locally Two layers of shotcrete with steel fiber(or wire mesh), Medium amount of support required steel ribs optional, installation of rock bolts in 1a, 2, 3 systematical patterns. Two layers of shotcrete with steel fiber (or wire mesh), steel ribs, installation of rock bolts in systematical High amount of support required 4, 4a, 5 patterns, face support, forepoling pipes/lagging sheets/pipe roof/ jet grouting.

Same as above, with optional and/or combined High amount of support required, combined application of drainage measures ahead of the tunnel special measures of ground treatment 5a, 6, 6a, 6b face, grouting, self-drilling pipe, installation of and/or special support systems temporary top heading, invert, subdivided cross sections.

4) Tunnel Support Pattern

Shotcrete (reinforced with fibers or wire mesh), rock bolt, steel ribs / lattice girders and laggings are applied individually or in combination in different types of support depending on the assessment of ground conditions by the responsible site engineers and by taking into account the corresponding design.

In each round, elements of the primary support have to be placed up to the excavation face for reasons of safety and according to the structural analysis and the assessment of the actual ground conditions. The selection of the support elements has to consider the onset of effect and the support pressure of each element. Additional elements for the primary support can be placed in the rearward area according to the requirements of the structural analysis, the ground conditions and the construction sequence. The baseline construction plan indicates the support types available for each homogenous zone in the geotechnical model and contains limits and criteria for possible variations or modifications on site. Excavation class and support pattern are depicted as follows.

The baseline construction plan indicating the support types available for each homogenous zone in the geotechnical model is shown in tunnel profile with geological unit, rock mass type, rock behavior types, excavation class and anticipated auxiliary method.

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5.1.7 Road Tunnel Safety

1) Introduction

Generally fewer accidents occur in tunnels than on open roads. However, if an accident occurs in a tunnel, the impact is often much greater than on open roads. The consequences of an accident can be extremely destructive and dangerous, especially in the event of a fire, because the enclosed space hinders the dissipations of heat and smoke. In addition, difficulty in ensuring safe escape route of the tunnel users increases the severity of the accident. Thus tunnel safety design is a critical issue to be considered in the early stage of tunnel design since tunnel widening or rehabilitation works for upgrading the safety facilities is very difficult due to operating vehicles in the tunnel.

In the case of an accident or a fire in a tunnel, the key issues to ensure safety is the early detection of a fire and the early transmission of information to tunnel users. The following elements should be taken into consideration when designing the tunnel emergency facilities:

 Early detection of an accident and a fire  Early alarm transmission and control of traffic  Evacuation of tunnel users to safe space  Extinction of a fire at initial stage

2) Planning of Emergency Facilities

Every tunnel has its own unique characteristics. Tunnels vary in length, cross section, profile, Tunnel Classification based on the Safety Level traffic control, and traffic volumes, etc. It is desirable to consider these characteristics when planning the emergency facilities, but it is impossible to plan the necessary emergency facilities for each specific tunnel considering all these features. Therefore, key to the integrated approach for furnishing emergency facilities is to establish the safety level criteria of each tunnel.

The right figure illustrates tunnel classification by AADT and tunnel length based on safety level criteria excerpted from UK Standards, ‘Installation Standards for Road Tunnel Emergency Facilities’. The combination system applying AADT and tunnel lengths is based mainly on the matrix of the tunnel length and traffic volume. Each parameter is considered for elevation to the upper categories which require more safety measures.

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The categories of tunnels with heavy traffic volume or long length are elevated into the higher ones. In general, the traffic volume is given in AADT which is the estimated average daily traffic volume in both directions of a tunnel bore after opening. This tunnel classification has been determined by the probability of accidents and fires based on the past experience of UK. Thus emergency facilities as shown in the table of a next page are to be installed in tunnels as per the tunnel classification of the UK Standards.

Installation Standards of Safety Facilities based on the Tunnel Classification

In addition to the combination system above, tunnel risk analysis are adopted for the formation of matrix in some countries. The Consultant proposes that since the Project tunnel has very low traffic volume and is a long tunnel, safety of the Project tunnel shall comply with ‘Guideline for Installation and Maintenance of Safety facility in road Tunnels, 2016’ of South Korea. The Guideline of Korea divides tunnel classification into tunnel length (L) and tunnel risk index (X) criteria considering traffic volume and risky parameters. The tunnel safety classification is shown in the following table; Tunnel Safety Classification by Tunnel Length and Risk Index

Classification By Tunnel Length (L) By Tunnel Risk Index(X) Remarks Class 1 3,000m ≤ L X > 29

Class 2 1,000m ≤ L < 3,000m 19 < X ≤29

Class 3 500m ≤ L < 1,000m 14 < X ≤19

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Class 4 L <500m < X ≤ 14 The Project tunnel length is 12.68km, the tunnel is, therefore, classified in Class 1 by tunnel length(L). But based on the Consultant’s tunnel risk analysis, Risk index (X) is calculated as 19, which means that the project tunnel is classified as Class 3 as per the risk index(X). Even though the Project tunnel is very long, Class 3 by risk index stands for very low probability of traffic accident during tunnel operation period because of low traffic volume. In this regard, application of Class 2 is appropriate for compensation of two criteria in consideration of low traffic volume and economic feasibility.

3) Facilities for Safety and Security

Fire protection and motorist safety are achieved through a composite of facility design such as operating equipment, hardware, software, subsystems, and procedures integrated to provide protection of life and property from the effects of fire in a tunnel. Following figure shows an example of tunnel equipped with an emergency facility set of unidirectional traffic tunnel having jet fan longitudinal ventilation system.

Major safety facilities which could be considered for the Project tunnel are as follows.

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A. Number of Tubes:

A twin-tube tunnel is required where a 20-year forecast shows that the traffic volume will exceed 10,000 vehicles per day and per lane. It is evident that project tunnel will not have a traffic level exceeding this value, thus a single tube tunnel is adequate.

B. Escape Routes and Emergency Exits:

In tunnel without an emergency lane, emergency walkways, elevated or not, to be used by tunnel users in case of a breakdown or an accident shall be provided. Emergency exits allow tunnel users to leave the tunnel and reach a safe place in case of accident or a fire. However emergency exits do not need to be provided where the traffic volume is less than 2,000 vehicles per lane and smoke extension and spreading velocity under local conditions shows that ventilation and other safety provisions are sufficient to ensure the safety of road users. In the Project tunnel, the 1.2m width of sidewalk at left is applied for emergency egress of evacuative pedestrians against tunnel fire, and surrounded with a closed concrete structure to protect and isolate the pedestrians from heat and polluted gas which are generated in tunnel fire.

C. Lay-bys:

For bidirectional tunnels longer than 1,000m, generally lay-bys containing an emergency station with a telephone and extinguishers shall be provided at distances which do not exceed 750m, if emergency lanes are not foreseen. Lay-bys shall be provided at 750m intervals both of the carriageway. And emergency shelter is recommended at 250m~300m intervals.

In this Project tunnel, emergency lane has been provided at left side and also lay-bys has been planned at right side of carriageway at every 750m interval given the proposed tunnel is a long tunnel.

D. Ventilation:

The design, construction and operation of the ventilation system shall take into account:

- The control of pollutants emitted by road vehicles, under normal and peak traffic flow

- The control of heat and smoke in case of fire

In this Project tunnel, jet fan longitudinal ventilation with vertical shaft has been planned for prompt control of heat, smoke, and contaminated gas in the case of tunnel fire.

D. Fire Fighting Equipment:

It is recommended that hydrants, hose reels and extinguishers are strategically located within the tunnel and in associated buildings, and be accessible to motorists as well as emergency services personnel.

E. Monitoring Systems:

The construction of a control center is recommended, requiring the installation of a video system within the tunnel. Automatic incident and fire detection systems should be in place.

F. Communication Systems:

Radio re-broadcasting for emergency services and the emergency radio messages for tunnel users are recommended, and are mandatory when a control center is present. Message boards should also be installed to communicate with tunnel users.

G. Power Supply:

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Tunnel shall have an emergency power supply able to ensure the functioning of safety equipment which is indispensable for the evacuation until all users have evacuated the tunnel. Electrical, measurement and control circuits shall be designed in such a way that a local failure, such as that due to a fire, does not affect unimpaired circuits.

H. Water Supply:

The method and quantity will depend on the firefighting provisions proposed for the tunnel. Nevertheless, a reliable water supply is vital, such that an incident at any section within the tunnel does not delete the supply of water. Consideration should be made for tank storage or mains tapping from both ends of the tunnel. In addition consideration should be made for isolation of parts of the water main for both emergency purposes as well as maintenance purposes.

The following security and safety facilities were preliminary addressed for the purpose of cost estimate. However further study will be required in detailed design stage. Safety and Security Facilities in Tunnel

Facility Position and Method of Installation Intervals • One-way traffic tunnel: 3 or fewer car lanes, install on right side wall, for tunnels with 4 or more lanes Fire Hand Held Fire Extinguisher on both side walls Within 50m Extinguish • Bidirectional traffic tunnel: install zigzag at both Equipmen side of tunnel wall t • One-way, 3 or fewer lanes: on right side wall. Pressurized Fire Hydrant Within 50m • Facing, single lane: one per side wall.

Fire Alarm System • On manual fire extinguisher or indoor hydrant box Within 50m Required detection range Fire Detection System • At optimal performance position by ventilation method • On the tunnel wall and refuge (refuge tunnel, Emergency Broadcasting System Within 50m emergency parking lot) • At the entrance and exit, on the tunnel wall and Emergency Telephone Within 50m refuge (refuge tunnel, emergency parking lot) Com- In tunnel: at 200∼400m munication • On the tunnel wall (to enable monitoring of entire and CCTV intervals refuge and tunnel length) Alarm Out of tunnel: within Syste 500m m Radio Rebroadcasting System • Entire tunnel length must be covered

Entrance • Within 500m of the entrance

Information Sign Access Control • Within 500m of the entrance Board Lane Control At 400∼500m Signal

Emergency Lighting • In addition to nighttime switch circuit

A • Near refuge Guide Lamp Evacuation B • On the evacuation facility wall Approx. 50m and Refuge Isolated Closed System Wall Type • Install at a side of tunnel wall Evacuation and Evacuation Refuge System Passage Emergency • Lane shoulder, both walls for facing lanes Within 750m Parking Bay Smoke Ventilation System • In addition to ventilation system

Aux. Device for Radio • In addition to radio rebroadcasting system Communications

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Fire Fighting • Inlet: tunnel entrance/exit Water Pipes Within 50m Facilities • Discharge outlet: in addition to indoor hydrant Emergency • hydrant box Within 50m

UPS • By facility By facility Emergency Power Emergency Generator • In a separate room

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