ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park

Final Report June, 2017 Ref: EIA/06/04/17

EMC PAKISTAN PVT. LTD. 503, Anum Estate, Opp. Duty Free Shop, Main Shahrah-e-Faisal, Karachi. Phones: 9221-34311466, 34324680, Fax: 9221-34311467. E-mail: [email protected], [email protected] Website: www.emc.com.pk

Disclaimer: This report has Attorney – Client Privilege. EMC Pakistan Private Limited has prepared this report in accordance with the instructions of Kia Lucky Motors Pakistan Limited for their sole and specific use. Any other persons who use any information contained herein do so at their own risk. This report cannot be used in the court of law for any negotiation or standardization. © EMC Pakistan Private Limited 2017.

Environmental Impact Assessment (EIA) i “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

Executive Summary

Kia Lucky Motors Pakistan Limited (hereinafter referred as Project Proponent) intends to establish a Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park (BQIP), Bin Qasim Town, Karachi. The proponent has commissioned the services of EMC Pakistan (Pvt) Ltd to conduct the Environmental Impact Assessment (EIA) of the project. According to the proposed plan, the project will be established in collaboration with Kia Motors Corporation, South Korea. For this purpose, 100 acres of land has been acquired in the BQIP, considering the future expansion plans as well. . In phase I, around 25,000 – 30,000 units of Passenger Car (PC) and Light Commercial Vehicle (LCV) will be produced per annum. . In phase II, the capacity of the plant will go up to 50,000 units per annum. . In phase III, in-house parts manufacturing operations will be undertaken for which Press shop is likely to be put up. . In phase IV, total capacity is likely to go up to 100,000 units per annum. The project will add to the overall development of the industrial area in terms of enhancement in industrial production. Location of the Project within the BQIP in Bin Qasim is shown in the figure below;

Figure Ex 1: Location Map of the Project Being classified under Schedule II of the Sindh EPA (Review of IEE/EIA) Regulation 2014, an Environmental Impact Assessment (EIA) of the project has been carried out to meet the environmental assessment requirements. The assembly of motor vehicles can potentially create a number of E&S risk issues. Most of these risks are associated with harmful substances, which are used during the manufacturing process as well as hazards arising from waste and emissions.

Environmental Impact Assessment (EIA) ii “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

This EIA study was carried out to assess the environmental impacts during the siting, construction and operational phase Kia Lucky Greenfield Auto Manufacturing Plant in Karachi, Sindh. The assessment was carried out according to the requirements of Sindh Environmental Protection Act 2014 and all applicable national & international standards. The baseline environmental and socioeconomic information was collected from a variety of sources, including reports of previous studies, published literature, and field survey (primary information). The information collected was used to develop baseline conditions of project area with respect to the natural, socioeconomic, and cultural environments likely to be affected by the project. The proposed project activities were reviewed, and an assessment made of the potential impact of these activities on the area’s natural, socioeconomic, and cultural environments is also described in this report. Where appropriate, mitigation measures were recommended to keep the adverse environmental impact within the acceptable limits. The findings of impact assessment and visual inspections of existing environment of the project area in the present scenario indicates following main impacts along with simultaneous relevant and appropriate mitigation measures: . The majority of the emissions to air generated during motor vehicle assembly are volatile organic compounds (VOCs) emitted from painting and finishing operations (paint storage, mixing, applications, and drying). The emissions are primarily organic solvents, which are used as carriers for the paint and solvents used for cleaning equipment between color changes and to clean spray booths. The project has provision for Installation of abatement technologies to minimize exposure to hazardous substances and to control the release of emissions, e.g. enclosure of equipment, use of appropriate ventilation with filters, gas balancing systems, cyclones, and wet or alkali scrubbers . Inadequate control or accidental releases of hazardous substances on site or in transit may result in significant environmental impacts in relation to soil, groundwater and surface water contamination and occupational health and safety, e.g. disposal of empty drums and packaging of fuel and chemicals. Chemicals with different hazard symbols will not be stored together - clear guidance on the compatibility of different chemicals will be obtained from the Materials Safety Data Sheets (MSDS) which would be readily available from the manufacturer and on site. It will be ensured that the chemicals are stored in a dedicated, enclosed and secure facility with a roof and a paved/concrete floor. Chemical tanks will be completely contained within secondary containment such as bunding. . There are several areas with a potential to contaminate waters via accidental discharge to drains and sewers or onto ground. These include gun wash within the paint gun cleaning unit, residues from solvent-containing paint, waste gun cleaner or dirty water from wet filters (where used). There should be no open drains or sinks where solvent materials are being handled or stored. Other liquid waste includes paint overspray caught by emissions control devices and unused paint. Plant

Environmental Impact Assessment (EIA) iii “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

effluent and wastewater will be routed through Wastewater treatment plant before discharging into allocated sewer. . Solid wastes may arise from several sources during assembly and the majority of wastes by volume result from packaging - reusable or disposable. Reusable packaging covers metal racks, bins and containers and disposable packaging covers wood pallets, cardboard, plastic, polystyrene and polythene film. All hazardous and non-hazardous wastes will be disposed of through EPA approved contractor. . Motor vehicle assembly plants use energy throughout the plants for many different end-uses. The main energy types used on-site are electricity, steam, gas and compressed air. Paint shops are major energy consumers. Energy is used to condition the air for the painting and drying steps, and for treatment of the emissions and for ventilation. The proponent is committed to monitor and target energy usage and implement behavioral change programmes. . Chemicals involved in the motor vehicle assembly may have a wide range of hazardous effects, including being toxins, carcinogens or highly corrosive upon skin contact. Direct skin and eye exposure to and/or inhalation of hazardous chemicals can result in health impacts for workers. Prolonged exposure over years can induce chronic health effects. Prior to the commencement project, the Environment, Health and Safety (EHS) specialists will develop Occupational Health and Safety Plan (OHSP). . Vehicle assembly plant can be noisy work places due to the high level of use of machinery. Transport of products by road may also generate noise. The proponent will ensure provision of personal protective equipment (PPE) that is fit for the task to prevent injury and maintain hygiene standards. Staff will be trained in the correct selection, use and maintenance of PPE, and put in place measures to encourage/ mandate its use. Enclose noisy machines to isolate people from the noise where practicable. . Project site has no sensitive areas such as protected sites including wildlife sanctuaries, game reserves or national parks, or any archaeological, historical or cultural heritage in its neighborhood; as such its siting would have no sensitivity in this regard. Screening of potential impacts suggests that the construction and Operation of &M of Greenfield Auto Manufacturing Plant in BQIP, on adoption of the suggested mitigation measures, be an environmentally acceptable proposition and will be an add-on in the production capacity of the facility. Careful implementation of the Environmental Management Plan (EMP) will ensure that the environmental impacts are proportionally managed and minimized and the project proponent meets all statutory requirements. There are two essential recommendations that need to be followed to ensure that the environmental impacts of the project are successfully mitigated. The proponent shall ensure that: . All mitigation, compensation and enhancement measures proposed in this EIA report are implemented in full, as described in the document; . The Environmental Management Plan is implemented in letter and spirit. It is recommended that the EIA be approved with the condition that recommendations given in the EIA and NOC will be duly followed by the proponent.

Environmental Impact Assessment (EIA) Contents “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

Table of Contents 1 Introduction ...... 1 1.1 General ...... 1 1.2 Project Proponent ...... 1 1.3 Project Environmental Consultant ...... 1 1.4 Kia Lucky Motors Pakistan Limited – The Proponent ...... 2 1.5 Project in Brief...... 2 1.6 Location of the Project ...... 2 1.7 Justification and Categorization of Project...... 4 1.8 Scope of EIA Study ...... 6 1.9 Methodology Adopted for EIA ...... 6 1.9.1 Scoping ...... 6 1.9.2 Review of Legislation and Guidelines...... 7 1.9.3 Baseline Data Collection ...... 8 1.9.4 Screening of Project Alternatives ...... 9 1.9.5 Identification of Aspects...... 9 1.9.6 Impact Assessment & EMMP ...... 9 1.9.7 Documentation & Review...... 10 1.10 Organization of the EIA Report ...... 10 1.11 EIA Team ...... 11 2 Description of Project ...... 12 2.1 Project Location ...... 12 2.2 Project Organogram ...... 16 2.3 Plant Layout ...... 16 2.4 Flow of Automotive Manufacturing Process ...... 18 2.5 Plant Machinery and Equipment ...... 21 2.5.1 Cars & light commercial vehicles (LCV) ...... 21 2.6 Utilities ...... 23 2.6.1 Electricity Requirement ...... 23 2.6.2 Water Requirement ...... 23 2.6.3 Natural Gas Requirement ...... 23 2.6.4 Other Utilities Required ...... 23 2.7 Waste Disposal Methods ...... 24 2.8 Cost of the Project ...... 25 2.9 Duration of the Project ...... 26 2.10 Workforce Requirement ...... 26 2.11 Findings of Geotechnical Study ...... 26 2.11.1 Stratum Description ...... 27 2.11.2 Moisture Content ...... 27

Environmental Impact Assessment (EIA) Contents “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

2.11.3 Foundation Recommendations of the Geotechnical Report ...... 27 2.11.4 Foundation Type ...... 27 2.11.5 Allowable Bearing Capacity ...... 28 2.11.6 Modulus of Subgrade Reaction ...... 28 2.11.7 Seismic Coefficients ...... 28 2.11.8 Cement Type...... 28 3 Policy, Legal and Regulatory Framework ...... 29 3.1 National Environmental Policies and Laws...... 29 3.1.1 National Conservation Strategy, 1992 ...... 29 3.1.2 Mid-term Review of NCS: Key Findings...... 30 3.1.3 Biodiversity Action Plan, 2000 ...... 31 3.1.4 National Environmental Policy, 2005 ...... 31 3.2 National and Provincial Legislation ...... 32 3.2.1 18th Amendment to the Constitution of Pakistan and the Status of Sindh Environmental Protection Agency (SEPA) ...... 32 3.2.2 Sindh Environmental Protection Act, 2014 ...... 32 3.2.3 Sind Environmental Protection Agency (Review of IEE/EIA) Regulations, 2014 ...34 3.2.4 Sindh Environmental Quality Standards (SEQS), 2016 ...... 34 3.2.5 Hazardous Substance Rule, 2014 ...... 38 3.2.6 Sindh Wildlife Protection Act, 2008 ...... 38 3.2.7 Factories Act, 2015 ...... 39 3.2.8 Sindh Factories Rules, 1975 ...... 39 3.2.9 Land Acquisition Act, 1894 ...... 39 3.2.10 The Antiquities Act, 1975 ...... 40 3.2.11 The Forest Act, 1927 ...... 40 3.2.12 Sindh Cultural Heritage (Preservation) Act, 1994 ...... 40 3.2.13 Pakistan Penal Code, 1860 ...... 40 3.2.14 The Sindh Irrigation Act, 1879 and the Canal and Drainage Act, 1873 ...... 41 3.2.15 Self-Monitoring and Reporting by Industry Rules, 2014 ...... 41 3.2.16 Pakistan Environmental Assessment Procedures, 1997 ...... 41 3.3 International Conventions and Guidelines ...... 41 3.3.1 IUCN Red List...... 41 3.3.2 The Convention on Biological Diversity, 1992 ...... 42 3.3.3 The Convention of Conservation of Migratory Species of Wild Animals, 1979 ...42 3.3.4 The Convention on Wetlands of International Importance, Ramsar 1971 ...... 42 3.3.5 Convention on International Trade in Endangered Species of Wildlife Fauna and Flora ...... 43 4 Environmental and Social Baseline ...... 44 4.1 The Macro-environment: District Malir ...... 44 4.2 The Microenvironment of the Project: BQIP ...... 45 4.3 Physical Environment of District Malir ...... 47 4.3.1. Geology and Soils ...... 48 4.3.2. Soil Conditions ...... 50

Environmental Impact Assessment (EIA) Contents “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

4.3.3. Hydrology of the Project Area ...... 52 4.3.4. Surface and Ground Water Quality ...... 56 4.3.5. Solid Waste Management ...... 66 4.3.6. Seismicity ...... 67 4.3.7. Climate ...... 68 4.3.7.1 Temperature ...... 69 4.3.7.2 Precipitation ...... 70 4.3.7.3 Wind Speed & Direction ...... 71 4.3.7.4 Humidity ...... 71 4.3.8. Ambient Air Quality ...... 73 4.3.9. Ambient Noise Quality...... 74 4.3.10. Land Use ...... 75 4.3.11. Traffic Conditions ...... 78 4.3.7.5 Results of Traffic Survey ...... 79 4.4 Biological Environment...... 82 4.4.1. Microenvironment ...... 82 4.4.2. Biological Environment of Project Area along the Starting Section of the National Highway (N5) ...... 84 4.4.3. Biodiversity ...... 88 4.4.4. Fauna, Endangered Species, Protected Areas ...... 88 4.5 Karachi Transportation System ...... 89 4.5.1 Road Network ...... 90 4.5.2 Road Length...... 90 4.5.3 Inter-modal Transfer Facility ...... 93 4.5.4 Bus Traffic ...... 94 4.5.5 Urban transportation issues/problems in Karachi ...... 94 4.6 Socio-Economic Baseline of Kia Lucky Motors Auto Manufacturing Plant ...... 99 4.6.1 Overview...... 99 4.6.2 Macro-environment: District Malir ...... 99 4.7 Microenvironment ...... 103 5 Public/ Consultation ...... 105 5.1 Objectives and Overview ...... 105 5.2 Identification of Stakeholders ...... 106 5.3 Consultation Approach & Methodology ...... 108 5.4 Consultation Feedback ...... 108 6 Screening of Alternatives ...... 112 7 Potential Environmental Impacts and Mitigation Measures ...... 113 7.1 Screening of Impacts during the Construction Phase ...... 116 7.1.1 Seismic Impact ...... 116 7.1.2 Impacts on Air Quality ...... 116 7.1.3 Noise Impact...... 118 7.1.4 Blocked Access ...... 119

Environmental Impact Assessment (EIA) Contents “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

7.1.5 Soil Contamination ...... 119 7.1.6 Waste Management...... 119 7.1.7 Impact on Water Resources ...... 120 7.1.8 Occupational Health and Safety...... 120 7.1.9 Community Health and Safety ...... 123 7.1.10 Impacts on Ecology ...... 123 7.2 Screening of Potential Impacts during Operation Phase...... 124 7.2.1 Impact on Air Quality ...... 124 7.2.2 Indoor Air Quality in Body Shops and Component Manufacturing Shops with Welding and Joining Operations ...... 128 7.2.3 Indoor Air Quality and Emissions of Assembly Shop ...... 155 7.2.4 Air Quality, Emissions and Effluent Discharge of Paint Shop ...... 168 7.2.5 Noise ...... 177 7.2.6 Soil Contamination ...... 178 7.2.7 Waste Stream & Sludge ...... 178 7.2.8 Surface Water and Groundwater ...... 178 7.2.9 Vegetation and Fauna ...... 179 7.2.10 Solid and Hazardous Waste ...... 179 7.2.11 Transportation and Traffic ...... 180 7.2.12 Possible Impacts due to Hazardous Substances on Site ...... 180 7.2.13 Occupational Health and Safety Aspects ...... 183 7.2.14 Transportation of Produced Vehicle Units ...... 186 7.3 Socioeconomic Impacts ...... 187 7.4 International Finance Corporation (IFC)’s Environment, Health and Safety (EHS) Guidelines...... 188 8 Environmental Management Plan (EMP) ...... 192 8.1 Objectives of Environmental Management Plan ...... 192 8.2 Purpose of EMP ...... 192 8.3 EMP Process ...... 192 8.4 Management Approach ...... 193 8.5 Maintenance of EMP ...... 193 8.6 Organizational Structure for Safety, Health & Environmental Management .194 8.7 Roles and Responsibilities ...... 194 8.7.1 Manager Operations...... 194 8.7.2 SHE Manager ...... 195 8.7.3 SHE Officer ...... 195 8.8 Environmentally Sound & Safe Working Procedures ...... 195 8.9 Identification of Safe Environmental Aspects ...... 196 8.10 Environmental Management ...... 196 8.11 Emergency Response Plan ...... 197 8.12 Environmental Management Program...... 197

Environmental Impact Assessment (EIA) Contents “Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park”

8.13 Environmental Monitoring Program ...... 215 9 CONCLUSION ...... 218

Annexure Annex – I : Sindh Environmental Protection Act, 2014 Annex – II : Sindh EPA (Review of IEE/EIA) Regulations, 2014 Annex – III : Sindh Environmental Quality Standards, 2015 Annex – IV : Geotechnical Investigation Report Annex – V : Topographic Map of BQIP Annex – VI : Water Quality Test Results

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1 Introduction

1.1 General

This document presents the findings of an Environmental Impact Assessment (EIA), carried out by EMC Pakistan Pvt. Limited for the proposed Automotive Manufacturing Plant at Bin Qasim Industrial Park by Kia Lucky Motors Pakistan Limited. The EIA report conforms to the requirements of Section 17 of the Sindh Environmental Protection Act, 2014, which says; “No proponent of a project shall commence construction or operation unless he has filed with the Agency an initial environmental examination or environmental impact assessment, and has obtained from the Agency approval in respect thereof.” 1.2 Project Proponent

The project proponent is Kia Lucky Motors Pakistan Limited. Registered/Head Office Address: 6-A, Muhammad Ali Housing Society A. Aziz Hashim Tabba Street Karachi-75350 Factory Address: Bin Qasim Industrial Park, Karachi Contact Info: T: +92 (0) 21 34373146 M: +92 (0) 300 2036555 F: +92 (0) 21 34534233 Email: [email protected] 1.3 Project Environmental Consultant

EMC Pakistan Pvt. Ltd. 503, Anum Estate, Opp. Duty Free Shop, Main Shahrahe Faisal, Karachi Phones: 9221-4311466, 34321532, Fax: 9221-4311467. E-Mail: [email protected], [email protected]

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1.4 Kia Lucky Motors Pakistan Limited – The Proponent

Kia Lucky Motors Pakistan Limited is the new venture of Lucky Cement to start manufacturing and assembling of Kia vehicles in Pakistan. The new venture will also market and sell, besides import and export of all types of Kia vehicles, parts and accessories. 1.5 Project in Brief

Kia Lucky Motors Pakistan Limited plans to set up an automobile manufacturing plant in Bin Qasim Industrial Park (“BQIP”). Vehicles will be manufactured in collaboration with Kia Motors Corporation, South Korea. For this purpose, 100 acres of land has been acquired, considering the future expansion plans as well. . In phase I, around 25,000 – 30,000 units of Passenger Car (PC) and Light Commercial Vehicle (LCV) will be produced per annum. . In phase II, the capacity of the plant will go up to 50,000 units per annum. . In phase III, in-house parts manufacturing operations will be undertaken for which Press shop is likely to be put up. . In phase IV, total capacity is likely to go up to 100,000 units per annum. 1.6 Location of the Project

The project is located inside the Bin Qasim Industrial Park (BQIP), Bin Qasim Town, in southeast of the Karachi city. The location of the proposed project is located southeast within the BQIP. The project site comprises 100 acres of land with the 930 acres of BQIP. The only existing industrial enterprise within the BQIP is the Yamaha Motors Pakistan (Pvt.) Limited. Pakistan Steel Industrial Estate (PSIE) is located west of BQIP. Major industrial units in the PSIE include Pak Suzuki Moto Co. Ltd and a cluster of Auto Parts Vendors. Arabian Sea Country Golf Club is located southeast of the BQIP. The site is located about 25 km, 12 km from Port Muhammad bin Qasim, 4 km from National Highway (N5) and about 45 km from commercial downtown of Karachi city. The detailed project location map, along with the location of industrial enterprises in the vicinity of the BQIP, is provided in figure 1.1. The coordinates of the proposed project site are as follows; Table 1.1: Coordinates of the Project Site Point Coordinates P1 24°49’55.08” N 67°23’0.31’’ E P2 24°49’53.72” N 67°22’27.74’’ E P3 24°50’8.25” N 67°22’27.26’’ E P4 24°50’9.54” N 67°22’59.41’’ E Source: Kia Lucky Motors Pakistan Limited Detailed project location map is shown in Fig 1.1.

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Fig 1.1: project location map Source: Kia Lucky Motors Pakistan Limited

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1.7 Justification and Categorization of Project

Environmental Impact Assessment (EIA) of Auto Plant Project has been carried out in compliance with the mandatory requirement of Section 17 of Sindh Environmental Protection Act (SEPA), 2014 which requires that: “No Project shall commence construction or operation unless it has filed with the Agency an Initial Environmental Examination (IEE) or Environmental Impact Assessment (EIA) and has obtained from Agency approval in respect thereof. SEPA shall review the IEE & EIA and accord approval subject to such terms and conditions as it may prescribe or require.” The Sindh Environmental Protection Agency (Review of EIA/IEE) Regulations 2014 define Schedules (I & II) of projects falling under the requirement of IEE or EIA. This EIA Study has, for environmental classification of the Project into Category A or B, taken account of the requirements of the Sindh Environmental Protection Agency (Review of EIA/IEE) Regulations 2014 which define Schedules (I & II) as follows: Schedule I: A project falls in Schedule I if it is likely to have adverse environmental impacts, but of lesser degree or significance than those for category ‘A’ and all the mitigation measures to handle the impact is manageable. Such types of projects need IEE report including EMP. Schedule II: Projects are categorized in Schedule II if they generate significant adverse environmental impacts that require a comprehensive management plan, or if the project is located within or passes through: a) Areas declared by the Government of Pakistan as environmentally sensitive (National Parks/Sanctuaries/Game Reserve), b) Areas of international significance (e.g. protected wetland as designated by the RAMSAR Convention), or c) Areas designated by the United Nations Educational, Scientific, and Cultural Organization (UNESCO) as cultural heritage sites. Construction of new Auto Manufacturing Plant Project falls in Schedule II requiring an EIA. Therefore, following EIA has been developed to evaluate the environmental impact of proposed Project under guidelines of Sindh Environmental Protection Act (SEPA), 2014. Figure 1.2 shows the EIA/IEE process in Pakistan.

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Figure 1.2: EIA/IEE Process in Pakistan

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1.8 Scope of EIA Study

This EIA study aims to provide the environmental report of the proposed project to assess the impacts of its sitting on the existing physical, ecological and socioeconomic environment. The main rationale of the EIA study is to make sure that: . Any major undesirable impact on the environment (physical, ecological and socioeconomic) during different phases i.e. construction, operation and decommissioning are identified, . Harmful impacts, if any are correctly addressed and satisfactory mitigation measures are suggested for inclusion in the design, construction procedures and operations of the project, . Severity of socioeconomic aspects is recognized, . Environmental Management and Monitoring Plan (EMMP) for sustainable development and operation of the project is provided. This EIA report has appropriately recognized the environmental aspects and screened the potential impacts to make certain that the effects of proposed activities pertaining to construction and operation of the proposed auto manufacturing plant have been carefully assessed and mitigation measures are properly planned & implemented to keep environmental impacts under tolerable limits as prescribed by Sindh Environmental Protection Act (SEPA), 2014. 1.9 Methodology Adopted for EIA

The Environmental Impact Assessment is based on simple comparative evaluation approach. Initially, the baseline or the profile of the project area was developed by gathering data, records and information on existing physical, ecological as well as socioeconomic environment. The same data was then projected or modelled for different phases of project, i.e. Design Stage (preconstruction), construction (includes Engineering, Procurement and Contracting (EPC)), and Operation and Maintenance (O&M) stages. The changes expected in the critical environmental aspects e.g. in the ambient environmental parameters that may be significant, were also identified. This led to the identification and evaluation of major impacts, for which corresponding effective mitigation measures are projected. Then the Environmental Management Plan (EMP) & Environmental Monitoring Program, which will be implemented during the construction and operation phases, are framed. This EIA study has adopted the following methodology for preparing this work: 1.9.1 Scoping A scoping exercise was undertaken to identify the potential issues that are to be considered in the environmental impact assessment. The scoping exercise included the following indispensable tasks: . Data Compilation: A generic description of the activities relevant to this environmental assessment was compiled with the help of the Project proponent. . Review of Published literature: All available published and unpublished information pertaining to the micro and macro environment of the study area was obtained

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and reviewed. It included the earlier studies conducted in the study area, environmental and social baseline and impact assessment studies conducted by different consultants in past. Secondary data was very helpful in understanding the issues that were identified by other consultants. . Review of applicable Legislation: Information on relevant legislation, regulations, guidelines, and standards was reviewed and compiled. . Identification of potential impacts: The information collected in the above procedures was reviewed and potential environmental issues identified. . Reconnaissance survey: An initial site visit was conducted to get an overview of site conditions and the surrounding areas. . Stakeholder consultation: A stakeholder consultation was undertaken to document the concerns of the local community and other stakeholders, and to identify issues that may require additional assessment in order to address these concerns. Stakeholder consultation was conducted during the survey with following objectives: o To inform the Stakeholders, Communities and Project Affected Persons about the project o To gather feedback from primary and secondary stakeholders of project o To identify relevant potential issues, including the socioeconomic impact of the project, and corresponding mitigation measures. During the stakeholder consultation process for the project, following key considerations were focused: . Identification of sensitive receptors in the area . Concerns of the residents (Project Affected Persons, if any) . Institutional Stakeholders

Fig 1.3: Consutation with Stakeholders 1.9.2 Review of Legislation and Guidelines National legislations, international agreements, environmental guidelines, and best industry practices were reviewed to set environmental standards that the proponent will be required to follow during different stages of the project. Sindh Environmental Protection Act 2014 and EIA/IEE Regulations, 2014 used during the study. Review of legislations included but not limited to the following: . Policies and Legislation relevant to the project.

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. Complementary legislation applicable to project for sustainable management of the environment covering land, water resources and water quality, atmospheric emissions. . Administration: identification of relevant organization with its role and responsibility and make clear the approval process with its average time schedule though visit to relevant organization and reviewing documents. 1.9.3 Baseline Data Collection Detailed environmental baseline surveys were conducted to collect primary data on the Project Area to help identify sensitive receptors. The primary data were examined and compared with secondary data available from earlier environmental studies in the region. The scope of survey included collection of information on following key aspects: 1. To confirm baseline data including Biophysical of the Project Area including the following items with their seasonal variability: . Climate and Rainfall . Air Quality . Noise Quality . Topography . Soil . Geomorphology/Geology . Hydrology . Vegetation . Agriculture . Livestock . Fauna 2. To confirm baseline data including Socio-Economic Environment of the Project Area including the following items with their seasonal variability . Administrative Division . Demography and Settlement . Socio-Economic Activities . Land use and National Resources Management in the Project area . Existing Infrastructure and Social Services 3. Preliminary Groundwork Investigations: To carry out preliminary groundwork investigations for having an over view of the project area, existing infrastructure socio-economic activities.

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Fig 1.4: Baseline surveys for field data collection 1.9.4 Screening of Project Alternatives Possible project alternatives are screened for their practicality and viability. The reasons or justification for acceptance or refusal of any of the alternative is discussed. 1.9.5 Identification of Aspects Identification of environmental aspects and their significance is fundamentally important for determination of severity of incidence of impacts at different stages of the project. This step is aimed at obtaining an inventory of the aspects. The aspects identified during this step cover all activities in order to determine those which have or can have significant impact on the environment. 1.9.6 Impact Assessment & EMMP Environmental experts at EMC analyzed and assessed the anticipated impacts that are likely to arise due to the identified aspects. Each of the potential impacts identified during the scoping session was evaluated using the environmental, socioeconomic, and project information collected. Air quality Modeling was undertaken to forecast the impact of gaseous emissions. In general, the impact assessment discussion covers the following aspects: . Present baseline conditions . Potential change in environmental parameters due to project . Prediction of potential impacts . Evaluation of the likelihood and significance of potential impacts . Defining of mitigation measures to reduce impacts to as low as practicable . Prediction of any residual impacts, including all long- and short-term, direct and indirect, and beneficial and adverse impacts . Monitoring of residual impacts. An environmental management & monitoring plan (EMMP) was developed to oversee the environmental performance of the project and adoption of proposed mitigation measures. A monitoring plan has also been incorporated in the EMMP to monitor impact of all activities and performance of mitigation measures and to identify the residual impact if any, and also the positive/negative changes in the physical, and socioeconomic environment.

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1.9.7 Documentation & Review This is the final step of the EIA study. The data generated during and for the study are compiled and examined by experts of the respective field. Sections of this report were prepared as the study progressed, by EMC office staff in consultation with experts. The report was finally reviewed by Team Leader, who analyzed the information, assessed the potential environmental impacts in the light of national and international guidelines, examined the alternatives in the light of observations on the field as well as meetings with the stakeholders, before organizing the Report in the present form. 1.10 Organization of the EIA Report

Section 2 (Project Description) describes the Project activities including the project alternatives that were considered, and the reasons for their selection or rejection highlighted. Section 3 (Policy, Legal & Administrative Framework) briefly discusses existing national policy and resulting legislation for sustainable development and environmental protection, and then presents the legislative requirements that need to be followed while conducting the EIA. Section 4 (Environmental and Social Baseline) documents in detail the existing physical, environmental, biological, and socioeconomic conditions at the microenvironment and macroenvironment of the Project. Section 5 (Stakeholders Consultation) discusses in detail the methodology, procedure and outcome of consultation with potential stakeholders of the Project. Section 6 (Screening of Alternatives, Potential Impacts and Mitigation Measures). It presents the project alternatives that were considered and the reasons for their selection or rejection are highlighted. It also presents an assessment of the Potential Environmental Impacts on the physical, biological, and socioeconomic environment, besides the measures required to mitigate the negative impacts. Section 7 (Environmental Management & Monitoring Plan) presents the measures proposed for implementation of the environmental mitigation measures, and Section 8 (Conclusion and Recommendations) presents the overall findings, conclusions and recommendations of this EIA Study.

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1.11 EIA Team

Kia Lucky Motors Pakistan Limited commissioned EMC Pakistan Private Limited for conducting the Environmental Impact Assessment (EIA) study of the Proposed Project to assess the likely environmental and social impacts that may result from Project activities and to identify the effective measures to mitigate potential negative impacts, if any. Consequently, EMC organized the following team to carry out the EIA study:

Table 1.2: List of EIA Team Members S. No. Name Position in the Team 1 Engr. Syed Nadeem Arif Project Director 2 Saquib Ejaz Hussain Project Manager 3 Dr. Lekhraj Kella Ecologist 4 Khurram Shams Khan Sociologist 5 Ms. Zulekha Soorma HSE Advisor 6 Muhammad Haseeb Environmental Scientist 7 Syed. M. Sohaib Tariq Environmental Engineer 8 Uzma Rashid Environmental Engineer 9 S.M. Zaman Geologist 10 Dr. Mansoor A.H. Imam Waste Management Expert

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2 Description of Project

Kia Lucky Motors Pakistan Limited plans to set up an automobile manufacturing plant in Bin Qasim Industrial Park (“BQIP”). Vehicles will be manufactured in collaboration with Kia Motors Corporation, South Korea. For this purpose, 100 acres of land has been acquired, considering the future expansion plans as well. . In phase I, around 25,000 – 30,000 units of Passenger Car (PC) and Light Commercial Vehicle (LCV) will be produced per annum. . In phase II, the capacity of the plant will go up to 50,000 units per annum. . In phase III, in-house parts manufacturing operations will be undertaken for which Press shop is likely to be put up. . In phase IV, total capacity is likely to go up to 100,000 units per annum. 2.1 Project Location

The project is sited inside the Bin Qasim Industrial Park (BQIP) spread over 930 acres, on Main National Highway (Adjacent to Arabian Sea Country Club) Bin Qasim Town, Karachi. The site of the proposed project comprises 100 acres land located in the southeast in the BQIP. Yamaha Motors Pakistan (Pvt.) Limited is located in the northwest of the project site. Pakistan Steel Industrial Estate (PSIE) is located west of BQIP. Major industrial units in the PSIE include Pak Suzuki Moto Co. Ltd and a cluster of Auto Parts Vendors which includes Omar Jibran Engineering, Loads (Pvt.) Ltd, Alson Auto Parts (Pvt.) Ltd, A One Techniques (Pvt.) Ltd and Bahwalpur Engineer. Aisha Steel Mills Limited is located westwards from the BQIP. Karachi-Peshawar Railway Line (Main Line 1) passes beyond the northern boundary of BQIP. Arabian Sea Country Golf Club is located southeast of the BQIP. The site is located about 25 km, 12 km from Port Muhammad bin Qasim, 4 km from National Highway (N5) and about 45 km from commercial downtown of Karachi city. The detailed project location maps, along with the location of industrial enterprises in the vicinity of the BQIP, are provided in figures 2.1, 2.2 and 2.3. The coordinates of the proposed project site are as follows; Table 2.1: Coordinates of the Project Site Point Coordinates P1 24°49’55.08” N 67°23’0.31’’ E P2 24°49’53.72” N 67°22’27.74’’ E P3 24°50’8.25” N 67°22’27.26’’ E P4 24°50’9.54” N 67°22’59.41’’ E Source: Kia Lucky Motors Pakistan Limited

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Figure 2.1: Site Location Map of the proposed Auto Manufacturing Plant Source: Kia Lucky Motors Pakistan Limited

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Figure 2.2: Site Location Map with various Enterprises in the vicinity Source: Kia Lucky Motors Pakistan Limited

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Figure 2.3: Location and coordinates of site within BQIP Source: Kia Lucky Motors Pakistan Limited

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2.2 Project Organogram

The organizational organogram for the proposed project comprises of three core functions, namely Technical, Sales & Marketing and Business Support. The sub- functions under these three are depicted below;

Figure 2.4: Project Organogram highlighting Core Functions Source: Kia Lucky Motors Pakistan Limited 2.3 Plant Layout

The proposed plant layout of the auto manufacturing facility features; . Knockdown Kit Part area, . Body Shop, . Paint Shop, . Assembly Shop . Auto compound . Waste Water Treatment Plant (WWTP) . Office Building . Canteen Test Road of about 1.1 km lies north of the plant. The detailed plant layout is depicted in fig 2.5.

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Figure 2.5: Preliminary Layout of the Greenfield Auto Manufacturing Plant Source: Kia Lucky Motors Pakistan Limited

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2.4 Flow of Automotive Manufacturing Process

The schematic diagram shown in fig 2.6 will be the flow of processes at the proposed automotive plant. Particulars of the sequential flow have been detailed below;

1. Welding Shop for Spot, CO2 & Arc welding of the Body components clamped in the Jigs & Fixtures to form the White Body prior to Painting. The Doors, Hood and Boot Inner and Outer panels are also hemmed using hemming tools and dies.

a. The matting parts are also brazed / soldered at the White body stage to fill the welding gaps and give smooth non-porous surface.

b. Pre-treatment of White Body to remove rust, Oil and dust through dipping, rinsing and shower of Pretreatment Phosphate / Chrome based Chemicals, De- ionized water to prepare the White Body for Painting.

2. Cathodic Electro Deposition of Paints as the First protective layer of the body. Through CED the paint gets deposited in every nook and corner of the vehicle body to give the rust protection.

a. CED body is baked to give required hardness to the paint. Dry / Wet Sending of the body to remove any dust particles found on the body.

b. Spray painting of the body manually or through Painting Robots applying on case to case basis an intermediate coat (protective) paint or the Top / Final Coat (Decorative) coat of the paint. In case of metallic texture, a lacquer / clear coat is also applied

c. Oven Baking of the coated body to give required hardness and gloss of the paint

d. Painted Body inspection and paint repairs for any defect found touch-up and localized Baking through infra-red lamps.

3. Start of Final Assembly, through multi-stage floor and elevated slat conveyors; on each station of the moving conveyor all major components.

4. The sub-assemblies are mounted (Radiator, Wiring Harness, seats, trims, dashboard, floor and Head Lining Roof, Muffler, Sub assembled Engine & Transmission, Axles etc. The major sub-assemblies are done side by side in Final Assembly shop prior to supply to Main Assembly Conveyor

5. The Front and Rear Wheels are also then fixed to bring the Final assembled vehicle off-line

6. The Off-Line Vehicle is then driven to a series of Inspection and Testing Equipment Comprising Side Slip Tester, Toe-in Toe-out, Engine Noise and Vibration Analyzer, Brake Tester, Exhaust Gas analyzer, Head Lamp tester for adjustment of beam, Marking of Checked nuts and Bolts and Finally the vehicle undergoes shower testing in an enclosed chamber where water is sprayed from different angles and at high velocity to check for water leakages.

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7. Sample vehicles are drawn randomly for road tests on a vehicle proving ground within the plant premises. The track is made of various road grades and slopes including speed breakers for simulating the city road driving conditions

8. Finally checked vehicles are pasted with FC OK Stickers are passed on to CBU Yard for delivery after proper invoicing and sales certificate documentation.

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Figure 2.6: Flow of Automotive Manufacturing Process at the Plant Source: Kia Lucky Motors Pakistan Limited

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2.5 Plant Machinery and Equipment

The Project will have the following in-house assembling/ manufacturing facilities required for assemblers / manufacturers of vehicles. However, the below list is not an exhaustive list. 2.5.1 Cars & light commercial vehicles (LCV) 1) Body welding shop

a) Following equipment / facilities should be available for sub-assembly/ assembly covering under body, side body / side panel, main body, shell body, engine compartment etc.

b) Welding jigs; for sub assembly / assembly operations covering underbody, engine compartment, side body / side panel, main body;

c) Welding guns & other equipment; for above fixtures;

d) Welding transformers;

e) Hoists;

f) Necessary tools;

g) Body handling equipment;

h) Tools & gauges; for body parts fitting & body accuracy.

2) Body paint shop

a) Booth for:

i) Pretreatment including cleaning, degreasing, metal preparation for primer coat;

ii) Primer; ED paint tanks and dry off oven

iii) Under coat;

iv) Sealer;

v) Top coat.

b) Dry off / baking ovens for:

i) Pretreatment;

ii) Primer;

iii) Under coat;

iv) Sealer;

v) Top coat

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3) Vehicles final assembly

a) Trim line with multiple stations:

i) Trim line with multiple station;

ii) Sealer pumps;

iii) Conveyors;

iv) Pneumatic tools;

v) Torque wrenches;

vi) Other hand tools.

b) Chassis line with multiple stations equipped with hoists and underground pits:-

i) Central lifter;

ii) Engine docking machine/ system;

iii) Axle lifting machine/ system;

iv) Wheel sub-assembly/balancing;

v) Wheel assembly;

vi) Pneumatic tools.

c) Final line:

i) Coolant feeder;

ii) Brake bleeding machine;

iii) Ac coolant filing, if applicable;

iv) Fuel filling.

4) Vehicles performance testing facilities:

a) Toe in tester;

b) Side slip tester;

c) Brake tester;

d) Drum tester;

e) Turning radius;

f) Headlight aiming tester;

g) Shower tester (with at least sufficient number of nozzles to cover roof, side walls, doors, windows and floor in a rain simulation).

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5) Inspection equipment

6) Storage

a) Vendorized / in-house parts;

b) CKD parts;

c) Finished goods. 7) Other Machinery

a) Waste Water Treatment Plant and Reverse Osmosis Plant

b) Natural Gas based Captive Power Plant 2.6 Utilities 2.6.1 Electricity Requirement The Initial Estimated Requirement of Electricity for the plant Capacity of 30,000 units per annum is 5,000 KVA. The subsequent increase in the requirements of Electricity will be additional 3,000 KVA rising to 8000 KVA as the Plant capacity will be gradually increased from 30,000 units per annum to 50,000 units. The above requirement is worked out on electric consumption of 15 kW per unit for production plus additional 5 kW per unit to cater for non-production facilities. The estimates of initial 5,000 KVA and subsequent 8,000 KVA are provided for the set- up of HT / LT Transformer Room by NIP /KE and for provision of cables for supply of electricity from the KE / NIP Main Grid to the Project sub-station. 2.6.2 Water Requirement The initial requirement of Water is 30,000 Gallons per day for 30,000 units capacity subsequently rising to 40,000 Gallons per day for 50,000 units capacity; the water consumption is estimated to be 0.5 cubic meters per unit plus around 20% additional for non-production uses. 2.6.3 Natural Gas Requirement 1. Natural Gas Requirement for Manufacturing

The initial requirement of Natural Gas is 0.5 MMCFD for 30,000 units per annum rising to 0.8 MMCFD for 50,000 units per annum. The estimates are based on flow rate of 100 Normal cubic meters per hour per unit. 2. Natural Gas Requirement for Power Generation

In addition to the natural gas requirement stated above, The Project will require 0.75 to 0.80 MMCFD of natural gas for power generation in Phase I. In Phase II, the Project will require 1.25 to 1.30 MMCFD of natural gas for power generation. 2.6.4 Other Utilities Required 1. The Project will require the provision of PABX 20-25 lines and broadband internet as well as cable/DSL from National Industrial Park.

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2. Sewerage line connection till the Project site would be provided by National Industrial Park to ensure adequate waste disposal of human waste and other sewerage.

3. A centralized firefighting system as per international standards and local requirements including all protective building arrangements and required fire- fighting facilities would be provided by National Industrial Park.

4. National Industrial Park will also provide security personnel and patrol cars positioned at strategic points to ensure adequate security of the Project. 2.7 Waste Disposal Methods

The plant will generate liquid waste from Paint shop through use of Chemicals in the Pre-treatment and Painting processes, the same will be treated through a dedicated Waste Water Treatment Plant (“WWTP”) of an estimated capacity of 150 cubic meters per day. The design parameters of the WWTP to meet SEPA effluent discharge Standards are as follows: - 1) BOD = 80 mg/L 2) COD = 150 mg/L 3) TSS= 150 mg/L 4) Ni= 2 mg/L 5) Mn = 2 mg/L 6) Zn= 5 mg/L 7) TDS = 1000 mg/L

The disposal of treated sludge will be made through SEPA approved 3rd Party Contractor for incretion at their premises. The below table summarizes the effluent and wastage which is expected from the Project. The project Proponent will take all necessary measures to ensure the proper disposal of all wastage and be an environmentally friendly corporate citizen in Bin Qasim Industrial Park.

Table 2.2: Effluent/Waste Details Description Quantity / Mode of Pre- Category Mode of Disposal of effluent Day Treatment Process Approx. 41 Through Treated Effluent can be effluent m3/day for Physical & used in house or will (Painting Phase-I, 69 Chemical be discharged into the Effluent and pre- m3/day for Waste Water sewer. Sludge will be painting Phase-II1. Treatment disposed through process in Plant SEPA certified waste particular) contractor Steel Scrap 2000 ~ 3000 Compressed Recyclable waste such (Containers kilograms through as metal scrap, plastics Solid Waste and Drums), per day manual mode and paper can be sold Cardboard, to the potential

1 Assuming 365 days production days

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component by Scrap consumers. Non- packing, Contractor recyclable waste will Wood, Misc. be disposed through Scrap SEPA certified contractor Boiler Stack Within SEQS Through Through high-rise Emissions, prescribed Continuous Chimney after passing Flue Gases, limits for Monitoring of pollution control Gaseous Painting each type of daily devices Emissions Fumes, Gaseous Operations Baking Oven waste Flue Gases Canteen Approx. 50 Food waste Organic waste will be Food Kg/day in will be disposed to landfill site Phase-I, 85 minimized to by the SEPA certified Kg/day in the extent contractor Phase-II and possible. 100 Kg/day during Phase-III. Any other Human Approx. 8.2 The sewage Sewage lines of BQIP waste sewage. m3/day water from during the facility is Phase-I, 14 planned to be m3/day disposed during through Phase-II2. sewage lines provided by BQIP. Arrangement by the Project Installation of Waste Water Treatment Plant with Company for Initial Treatment the initial capacity of 150 cubic meters per day for of effluent at its own premises Treatment of Industrial Effluent will be made. Source: Kia Lucky Motors Pakistan Limited 2.8 Cost of the Project

Estimated capital cost of the proposed project is given below in the table; Table 2.3: estimated capital cost of project Expected to be complete in FY2019 with Phase I PKR 15,000 Million a capacity of 25,000-30,000 units per year3.

2 Estimating 365 production days and 0.1 m3 per unit non-productive water consumption. 3 Assuming 365 days production days

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Table 2.3: estimated capital cost of project

Will expand the project to 50,000 units Phase II PKR 4,950 Million and increase localization components by FY2023

Expansion to start manufacturing parts Phase III PKR 8,500 Million in house and increase localization components

Total Capital Cost PKR 28,450 Million

2.9 Duration of the Project

 Phase I is expected to be complete in FY2019 with a capacity of 25,000-30,000 units per year  Phase II will expand the project to 50,000 units and increase localization components by FY2023  Phase III & IV will see expansion to start manufacturing parts in house and increase localization components in FY2026. 2.10 Workforce Requirement

Kia Lucky Plant will have a real impact on employment opportunities and will generate direct employment for up to 2,000 people and will create multiple indirect jobs in downstream industries. Workforce requirement for the proposed automobile plant is estimated in the table below;

Table 2.4: workforce requirement CBU and Particulars Phase I Phase II Phase III Construction Business/Support 21 59 110 110 Function Marketing and 55 92 140 140 Sales Technical 202 1,049 1,790 1,890 Grand Total 278 1,200 2,040 2,140

2.11 Findings of Geotechnical Study

The geotechnical study of the Bin Qasim Industrial Park (BQIP) had taken place, where the proposed plant will be sited. Major findings of the study are summarized below while the complete study is attached as Annex-IV.

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2.11.1 Stratum Description Table 2.5: Stratum description in Geotechnical investigation (selected boreholes) S. No Depth (m) Stratum Description Borehole (BH) - 09 1 Up to 3.0 Brown, very dense, fine to medium SAND, some silt 2 Up to 13.5 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, hard, clayey SILT, trace sand Bottom of borehole Borehole (BH) - 10 Brown, very dense, fine coarse SAND, some silt, little 1 Up to 4.5 gravel 2 Up to 12 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, very dense, silty, fine to medium SAND Bottom of borehole 2.11.2 Moisture Content Table 2.6: Atterberg Limits/Moisture Content S. Liquid Plasticity Moisture Boring No. Sample Depth (m) No Limit Index Content,% 1 BH-6 SPT-4 9.00 24 07 15.76 2 BH-6 Waxed 12.60- - - 26.92 Core 12.80 3 BH-6 Waxed 14.20- 44 21 17.23 Core 14.40 4 BH-7 SPT-3 13.50 36 12 10.08 2.11.3 Foundation Recommendations of the Geotechnical Report The foundation of a structure is considered satisfactory, provided following requirements are fulfilled; . The foundation must be safe against the possibility of shear failure . The foundation must go undergo excessive settlements . It must be placed at sufficient depth below ground surface so as to be safe from erosion, scouring action of water and seasonal variations . The foundation must be adequately designed in problematic soils such as expansive clays, collapsible soil etc. 2.11.4 Foundation Type The choice about the foundation type is made on the basis of geotechnical properties of the substrata, type of structure and the anticipated loading conditions. A review of borelogs shows that the substrata comprise of very dense SAND and very dense sandy GRAVEL. Because of presence of dense/hard strata, it is concluded that proposed structures can be supported on shallow foundations (footing/raft placed at 2.0-2.5 m depth below existing ground level.

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2.11.5 Allowable Bearing Capacity Allowable bearing capacity of footing/raft placed to 2.0-2.5 m depth should be adopted as 27.0 T/m2. Before placing foundation concrete the excavations should be carefully inspected to ensure that competent bearing stratum has been reached. This precaution is necessary to guard against localized fills and inhomogenities. 2.11.6 Modulus of Subgrade Reaction The modulus of subgrade reaction at 2.00-2.50m depth may be adopted as 120,000 KN/m3. 2.11.7 Seismic Coefficients According to the Uniform Building Code (1997), the soil profile type falls in “Sc” category corresponding to very dense soil & soft rock.

Following table gives seismic zone, seismic zone factor, soil profile type and seismic coefficients.

Table 2.7: seismic coefficients Seismic Zone factor Soil profile Seismic Seismic zone Coefficient ‘z’ Type Coefficent ‘Cv’ ‘Ca’ 2B 0.20 ‘Sc’ 0.24 0.32 2.11.8 Cement Type Sulphate content in subsoil has been found to be negligible. Therefore, ordinary Portland cement may be used in concrete in contact with the soil.

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3 Policy, Legal and Regulatory Framework

This chapter highlights the applicable laws, regulations and guidelines with regard to the environmental and social considerations in connection to proposed project. Provisions of many of the guidelines have been incorporated in the mitigation measures and the Environmental Management Plan (EMP) which have been formulated for the better management of environmental and social impacts. Key legislations governing the current EIA study include the Sindh Environmental Protection Act, 2014 that was enacted with the objective of “protection, conservation, rehabilitation and improvement of environment for the prevention and control of pollution, and promotion of sustainable development”., Sindh Environmental Protection Agency (Review of IEE/EIA) Regulations 2014, Sindh Environmental Quality Standards, 2015, and policies and laws on conservation of nature as outlined below. . National Conservation Strategy, 1992 . Biodiversity Action Plan, 2000 . National Environment Policy, 2005 . Sindh Environmental Protection Act, 2014 3.1 National Environmental Policies and Laws 3.1.1 National Conservation Strategy, 1992 The National Conservation Strategy (NCS) is the primary policy document of the Government of Pakistan (GoP) on national environmental issues. The policy was approved by the Federal Cabinet in March 1992. The Strategy also attained recognition by the international donor agencies, principally the World Bank. 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. A mid-term review of the achievements of the NCS in 2000 concluded that achievements under the NCS have been primarily awareness raising and institutional building rather than actual improvement to environment and natural resources and that the NCS was not designed and is not adequately focused as a national sustainable strategy (GoP, November 2000). The need therefore arose for a more focused National Environmental Action Plan (NEAP) required to bring about actual improvements in the state of the national environment with greater emphasis on poverty reduction and economic development in addition to environmental sustainability. The National Environmental Action Plan was approved by the Pakistan Environmental Protection Council under the chairmanship of the President/ Chief Executive of Pakistan in February 2001. NEAP also constitutes the national environmental agenda and its core objective is to initiate actions that safeguard public health, promote sustainable livelihoods, and enhance the quality of life of the people of Pakistan.

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The Government of Pakistan and United Nations Development Program (UNDP) have jointly initiated an umbrella support program called the National Environmental Action Plan-Support Program signed in October 2001 and implemented in 2002. The development objective supported by NEAP-SP is environmental sustainability and poverty reduction in the context of economic growth. The objective of new policy has total 171 guidelines on sectoral and cross sectoral issues. The objectives of new policy include assurance of sustainable development and safeguard of natural wealth of country. The following are the approved Sectoral Guidelines: . Water Supply and Management. . Air Quality and Noise. . Waste Management. . Forestry. . Biodiversity and Protected Areas. . Climate Change and Ozone Depletion. . Energy Efficiency and Renewable. . Agriculture and Livestock. . Multilateral Environmental Agreements. 3.1.2 Mid-term Review of NCS: Key Findings An overview of the key environmental issues facing Pakistan is as follows: . Per capita water availability in Pakistan has been decreasing at an alarming rate. In 1951, the per capita availability was 5300 cubic meter which has now decreased to 1105 cubic meter just touching water scarcity level of 1000 cubic meter. . Almost all fresh water resources are severely polluted due to discharge of untreated industrial and municipal wastes. Pollution of coastal waters due to waste discharges and oil spills coupled with reduced freshwater flows is resulting in declining fish yields. . About 55 percent of population has access to a relatively safe drinking water source. Potable water quality, assessed against WHO standards, fails to meet all the specified criteria, confirming evidence of extremely high pollutant loads. . Approximately 35 percent of population has access to adequate sanitation facilities. . Air pollution is on the rise, especially in urban areas. Recent surveys conducted by Pakistan Environmental Protection Agency revealed presence of very high levels of suspended particulate matter (about 6 times higher than the World Health Organization's guidelines). 'Smog' also seriously affects almost entire Punjab during December and January every year. . Noise pollution has become a serious issue in major urban centers. . Of about 54,850 tons of solid waste generated daily in urban areas, less than 60 per cent is collected. No city in Pakistan has proper waste collection and disposal system for municipal, hazardous or healthcare wastes. . The deforestation rate has been estimated at 0.2‑0.5 percent per annum. Forest cover, which was 4.8 percent of total land area in 1992, could hardly be increased substantially despite all efforts. . Degradation and encroachment of natural forests, rangelands and freshwater and marine ecosystems are resulting in loss of biodiversity. At least four mammal

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species, including tiger, swamp deer, lion and Indian one horned rhinoceros, are known to have become extinct from Pakistan while at least 10 ecosystems of particular value for the species richness and uniqueness of their floral and faunal communities are considered to be critically threatened. . Desertification affects over 43 million hectares of land annually. . Pakistan is a highly energy inefficient country. It uses approximately same amount of energy to generate 1 dollar of GNP as the USA. The situation just mentioned is the result of a number of constraining factors including high population growth rate, prevailing poverty, unplanned urban and industrial expansion, insufficient emphasis on environmental protection in the government policies, lack of public awareness and education and above all the ailing economy which has caused deficiencies in institutional capacity and resources for effective environmental management. The midterm review of the NCS led the Government of Pakistan (GOP) and United Nations Development Program (UNDP) to jointly initiate an umbrella support program called the National Environmental Action Plan‑Support Program (NEAP‑SP) that was signed in October 2001 and implemented in 2002. The development objective supported by NEAP‑SP is environmental sustainability and poverty reduction in the context of economic growth. The primary objective of NEAP is to initiate actions and programs for achieving a state of environment that safeguards public health, promotes sustainable livelihood, and enhances the quality of life of the people in Pakistan. The NEAP identifies four primary areas, (1) Clean air (2) Clean water (3) Management of solid waste (4) Ecosystem management. The plan also presents five additional areas of concern (i) Management of fresh water resources (ii) Marine pollution (iii) Toxic and hazardous substances handling and disposal (iv) Energy conservation and management (v) Compliance with international treaties and protocol. 3.1.3 Biodiversity Action Plan, 2000 Pakistan signed the Convention on Biological Diversity in 1992 and it lead the government of Pakistan to constitute a Biodiversity Working Group, under the auspices of the Ministry of Environment, to develop a Biodiversity Action Plan for the country, which was completed after an extensive consultative exercise in 2000. The plan has been designed to complement the NCS. The proposed provincial conservation strategies identify the causes of biodiversity loss in Pakistan and suggest a series of proposals for action to conserve biodiversity in the country and Pakistan Environmental Protection Council (PEPC) approved the action plan. The steering committees were formed at the federal and provincial levels to implement the plan. 3.1.4 National Environmental Policy, 2005 The National Environmental Policy provides an overreaching framework for addressing the environmental issues facing Pakistan, particularly pollution of fresh water bodies and coastal waters, air pollution of fresh water bodies and coastal waters, air pollution, lack of proper waste management, deforestation, and loss of biodiversity, desertification, natural disasters and climatic change.

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It also gives direction for addressing the cross-sectional issues as well as the underlying causes of environmental degradation and meeting international obligations. The National Environmental Policy, while recognizing the goals and objectives of the National Conservation Strategy, National Environmental Action Plan and other existing environment related national policies, strategies and action plans, provide broad guidelines to the Federal Government, Provincial Governments, Federally Administrated, Territories and Local Governments for addressing environmental concerns and ensuring effective management for their environmental resources. The National Environmental Policy aims to protect, conserve and restore Pakistan’s environment in order to improve the quality of life of the citizens through sustainable development. 3.2 National and Provincial Legislation 3.2.1 18th Amendment to the Constitution of Pakistan and the Status of Sindh Environmental Protection Agency (SEPA) Prior to the 18th Amendment to the Constitution of Pakistan in 2010, the legislative powers were distributed between the federal and provincial governments through two 'lists' attached to the Constitution as Schedules. The ‘Federal list’ covered the subjects over which the federal government had exclusive legislative power, while the 'Concurrent List' contained subjects regarding which both the federal and provincial governments could enact laws. The subject of 'environmental pollution and ecology' was included in the Concurrent List and hence allowed both the national and provincial governments to enact laws on the subject. However, as a result of the 18th Amendment this subject is now in the exclusive domain of the provincial government. As a result, the Ministry of Environment at the federal level has been abolished. Its functions related to the national environmental management have been transferred to the provinces and the respective provincial environmental ministries and agencies. The international obligations in the context of environment will be managed by the ministry of climate change. As a result, the Pakistan Environmental Protection Act, 1997 is no longer applicable to provinces and provinces now need to enact their own environmental protection acts at provincial level. 3.2.2 Sindh Environmental Protection Act, 2014 In March, 2014, the Government of Sindh passed the Sindh Environmental Protection Act (Annex I) having 37 sections. The applicable sections of this act to this project are: Section 11(1): Subject to the provisions of this Act and the rules and regulations, no person shall discharge or emit or allow the discharge or emission of any effluent, waste, pollutant, noise or any other matter that may cause or likely to cause pollution or adverse environmental effects, as defined in section 2 of this Act, in an amount, concentration or level which is in excess to that specified in Sindh Environmental Quality Standards; or, where applicable, the standards established under Section 6(1)(g)(i); or direction issued under Section 17, 19, 20 and 21 of this Act; or any other direction issued, in general or particular, by the agency.

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Section 11(2): All persons, in industrial or commercial or other operations, shall ensure compliance with the Environmental Quality Standards for ambient air, drinking water, noise or any other Standards established under section 6(1)(g)(i); shall maintain monitoring records for such compliances; shall make available these records to the authorized person for inspection; and shall report or communicate the record to the Agency as required under any directions issued, notified or required under any rules and regulations. Section 11(3): Monitoring and analysis under sub-section (1) and (2), shall be acceptable only when carried out by the Environmental Laboratory certified by the Agency as prescribed in the rules. Section 12: No person shall import hazardous waste into Sindh province or its coastal, internal, territorial or historical waters, except acquiring prior approval of the Agency. Section 13: Subject to the provisions of this Act, no person shall import, generate, collect, consign, transport, treat, dispose of, store, handle or otherwise use or deal with any hazardous substance except- Handling of hazardous substances. (a) under a license issued by the Agency; or (b) in accordance with the provisions of any other law, rule, regulation or notification for the time being in force, or of any international treaty, convention, protocol, code, standard, agreement or other instrument to which Government is a party. Section 14: No person shall undertake any action which adversely affects environment or which lead to pollute or impairment of or damage to biodiversity, ecosystem, aesthetics or any damage to environment etc. Section 15: This section deals with regulation of motor vehicles banning emission of air or noise pollutants being emitted from them in excess of allowable standards. Section 17(1): No proponent of a project shall commence construction or operation unless he has filed with the Agency an initial environmental examination or environmental impact assessment, and has obtained from the Agency approval in respect thereof. The EIA of the proposed Project will be submitted to the Sindh Environmental Protection Agency (EPA) for approval and only after the issuance of NOC will the construction activity be commenced. Section 21: Where agency is satisfied that the discharge or emission has occurred in violation of any provision of this act or rules etc. then it may, after giving an opportunity to person responsible, by order direct such person to take such measures within specified period. The agency under this section has been empowered to immediately stop, prevent or minimize emission, disposal etc. for remedying adverse environmental effects. Section 22: The person who fails to comply with section 11, 17, 18 and 21 shall be punishable with a fine which may extend to five million rupees, to the damage caused to environment and in the case of a continuing contravention or failure, with an additional fine which may extend to one hundred thousand rupees for every day during which such contravention or failure continues. And, where a person convicted under sub-sections 1 & 2 had been previously convicted for any contravention of this Act, the

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Environmental Protection Tribunal (EPT) may, in addition to punishment, award imprisonment for a term that may extend up to three years, or order confiscation or closure of facility etc. Section 23: Where any violation of this Act has been committed by any of employee of any corporate body, then, that employee shall be considered to be guilty of environmental pollution. 3.2.3 Sind Environmental Protection Agency (Review of IEE/EIA) Regulations, 2014 Sindh Environmental Protection Agency (Review of IEE/EIA) Regulations, 2014 (“2014 Regulations”) made in exercise of powers conferred under section 37 of the Act 2014 provide the necessary guidelines on the preparation, submission, & review of Initial Environmental Examinations (IEEs) and Environmental Impact Assessments (EIAs). The regulations categorize projects in three categories provided in Schedule I, II and III of the 2014 Regulations. Construction of new Auto Manufacturing Plant Project falls in Schedule II requiring an EIA. The submission and approval procedure for the EIA is summarized below: . The EIA report shall be submitted, together with a review fee and form included as Schedule-V of the Sindh IEE/EIA Regulations 2014. . The SEPA shall conduct a preliminary scrutiny and reply within 15 working days of the submittal of the report a) confirming completeness, or b) asking for additional information, if needed, or c) returning the report requiring additional studies, if necessary. . The SEPA is required to make every effort to complete the EIA review process within four months of the issue of confirmation of completeness. . SEPA shall call for a Public Hearing for the project to invite all the concerned persons to raise concerns on the project. . Following the Public Hearing, SEPA shall constitute a Committee of Experts to assist the agency in review of the EIA. . The approval granted at the end of the review process is valid for three years for start of construction. . Once project construction has been completed, the proponent is required to submit a request to the SEPA for confirmation of compliance. An environmental management plan for the operation phase is to accompany the request. The SEPA is required to communicate its decision within four months of receipt of the request. The project can commence operation only after it has received approval from the SEPA. 3.2.4 Sindh Environmental Quality Standards (SEQS), 2016 In exercise of the powers conferred under clause (g) of sub-section (1) of section of 6 of the Sindh Environmental Protection Act, 2014, the Sindh Environmental Protection Agency, with the approval of the Sindh Environmental Protection Council, has established the standards for Industrial waste water, Effluent, Domestic Sewerage, Industrial air emissions and Ambient air, Noise for vehicles, Air emissions for vehicles

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and Drinking water quality standards. Ambient Air standards are given in the table below. Table 3.1: Sindh Environmental Quality Standards for Ambient Air Time-weighted Concentration in Pollutant Method of measurement average Ambient Air Annual 80µg/m3 Ultraviolet Fluorescence Sulfur Dioxide Average* Method (SO ) 2 24 hours** 120µg/m3 Oxides of Annual 40µg/m3 Gas Phase Nitrogen as Average* Chemiluminescence (NO) 24 hours** 40µg/m3 Oxides of Annual 40µg/m3 Gas Phase Nitrogen as Average* Chemiluminescence (NO2) 24 hours** 80µg/m3 1 hour 130µg/m3 Non-dispersive UV O3 absorption method Annual 360µg/m3 High volume Sampling, Suspended Average* (Average flow rate not Particulate less than 1.1m3/minute) Matter (SPM) 24 hours** 500µg/m3 Respirable Annual 120µg/m3 Â Ray absorption method Particulate Average* Matter (PM10) 24 hours** 150µgm3 Annual 40µg/m3 Â Ray absorption method Respirable Average* Particulate 24 hours** 75µg/m3 Matter (PM2.5) 1 hour 15µg/m3 Annual 1µg/m3 ASS Method after Average* sampling using EPM 2000 Lead (Pb) or equivalent Filter paper 24 hours** 1.5µg/m3 8 hours** 5mg/m3 Non Dispersive Infra-Red Carbon (NDIR) method Monoxide (CO) 1 hour 10mg/m3 *Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval. **24 hourly / 8 hourly values should be met 98% of the in a year. 2% of the time, it may exceed but not on two consecutive Table 3.2 shows the standards for motor vehicle noise. Table 3.2: SEQS for motor vehicle noise Standards (maximum permissible Parameter Measuring method limit) Sound-meter at 7.5meter Noise 85dB(A) from the source

Standards for noise are given below;

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Table 3.3: SEQS for Noise Limit in dB(A) Leq* S. No Category of Area/Zone Day Time Night Time 1 Residential Area (A) 55 45 2 Commercial Area (B) 65 55 3 Industrial (C) 75 65 4 Silence Zone (D) 50 45 Note: 1 Day time hours: 6.00 a. m to 10.00 p. m 2 Night time hours: 10.00 p. m to 6.00 a. m Silence zone; Zone which are declared as such by competent authority. 3 An area comprising not less than 100 meters around hospitals, educational institutions and courts. Mixed categories of areas may be declared as one of the four above- 4 mentioned categories by the competent authority. *dB(A) Time weighted average of the level of sound in decibels on scale A which Leq is relatable to human hearing. The SEQS for effluents are shown in table 3.4; Table 3.4: SEQS for Municipal and Liquid Industrial Effluents Into Into Inland S. No Parameter Sewage Into Sea Unit Waters Treatment Temperature or <3 <3 <3 °C 1 Temp. increase 2 pH value (H+) 9-Jun 9-Jun 9-Jun Biological Oxygen 80 250 80 mg/l

3 Demand (BOD)5 at 20°C Chemical Oxygen 150 400 400 mg/l 4 Demand (COD) Total Suspended 200 400 200 mg/l 5 Solids (TSS) Total Dissolved 3500 3500 3500 mg/l 6 Solids (TDS) 7 Oil and Grease 10 10 10 mg/l Phenolic 0.1 0.3 0.3 mg/l 8 Compounds (as Phenol) 9 Chloride (as Cl-) 1000 1000 SC mg/l 10 Fluoride (as F-) 10 10 10 mg/l Cyanide (as CN-) 1 1 1 mg/l 11 total An-ionic 20 20 20 mg/l 12 detergents (as MBAS) 2- 13 Sulphate(SO4 ) 600 1000 SC mg/l 14 Sulphide (S2-) 1 1 1 mg/l

15 Ammonia (NH3) 40 40 40 mg/l

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16 Pesticides 0.15 0.15 0.15 mg/l 17 Cadmium 0.1 0.1 0.1 mg/l Chromium 1 1 1 mg/l 18 (trivalent and hexavalent) 19 Copper 1 1 1 mg/l 20 Lead 0.5 0.5 0.5 mg/l 21 Mercury 0.01 0.01 0.01 mg/l 22 Selenium 0.5 0.5 0.5 mg/l 23 Nickel 1 1 1 mg/l 24 Silver 1 1 1 mg/l 25 Total toxic metals 2 2 2 mg/l 26 Zinc 5 5 5 mg/l 27 Arsenic 1 1 1 mg/l 29 Iron 8 8 8 mg/l 30 Manganese 1.5 1.5 1.5 mg/l 31 Boron 6 6 6 mg/l 32 Chlorine 1 1 1 mg/l Standards for drinking water are shown in table below; Table 3.5: SEQS for drinking water Standard Properties/ Properties / Standard Values S.# Values for S.# Parameters Parameters for Pakistan Pakistan Chemical Bacterial Essential Inorganics (mg/liter) All water intended Must not be Aluminum (Al) 13 ≤ 0.2 for drinking (E.Coli detectable in mg/l 1 or any Thermo tolerant 100 ml 4 Antimony (Sb) ≤ 0.005 Coliform bacteria) sample Treated water 5 Arsenic (As) ≤ 0.05 Entering the Must not be 6 Barium (Ba) ≤ 0.7 distribution detectable in 2 system (E.Coli or any thermo tolerant 100 ml 7 Boron (B) 0.3 coliform and total sample coliform bacteria) 8 Cadmium (Cd) 0.01 Must not be 9 Chloride (Cl-) < 250 Treated water in Detectable in 10 Chromium (Cr) ≤ 0.05 the distribution any 100-ml 11 Copper (Cu) 2 system sample. In Organic (mg/l) 3 (E.coli or thermo case of large Phenolic tolerant coliform supplies, 12 < 0.0002 Compounds and total coliform where Toxic Inorganics (mg/l) bacteria) sufficient 13 Cyanide (CN)- ≤ 0.05 samples 14 Fluoride (F) ≤ 1.5

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are examined, 15 Lead (Pb) ≤ 0.05 must not be resent in 95% of the Manganese samples taken 16 ≤ 0.5 (Mn) throughout any 12-month period. Physical 17 Mercury (Hg) ≤ 0.001 4 Color < 15 TCU 18 Nickel (Ni) ≤ 0.02 Non- 5 Taste objectionable/ 19 Nitrate (NO3)- ≤ 50 Acceptable Non- 6 Odor objectionable/ 20 Nitrite (NO2)- ≤ 3 Acceptable 7 Turbidity < 5 NTU 21 Selenium (Se) ≤ 0.01 Total Hardness as 8 < 500 mg/l 0.2-0.5 CaCO 3 Residual At consumer 9 TDS < 1000 22 Chlorine end 10 pH 6.5-8.5 0.5-1.5 at source Radioactive Alpha Emitters 11 0.1 bq/L 23 Zinc (Zn) 5.0 12 Beta Emitters 1 These standards have been attached as Annex-III. 3.2.5 Hazardous Substance Rule, 2014 These Rules were notified to stream line procedures for issuance of licenses to industries / businesses that generate hazardous waste, safety precautions for workers and devices them methods for the removal of hazardous wastes in an environmental friendly manner. The rules also specify procedures to be adopted for import, transport and disposal of hazardous waste; and identify two hundred and forty-three hazardous substances and synthetic chemicals. 3.2.6 Sindh Wildlife Protection Act, 2008 This Act provides for the preservation, protection, and conservation of wildlife by the formation and management of protected areas and prohibition of hunting of wildlife species declared protected under the Sindh Wildlife Protection Ordinance (2001). The ordinance also specifies three broad classifications of the protected areas: national parks, wildlife sanctuaries and game reserves. Activities such as hunting and breaking of land for mining are prohibited in national parks, as are removing vegetation or polluting water flowing through the park. Wildlife sanctuaries are areas that have been set aside as undisturbed breeding grounds and cultivation and grazing is prohibited in the demarcated areas. Nobody is allowed to reside in a wildlife sanctuary and entrance for the general public is by special dispensation. However, these restrictions may be relaxed for scientific purpose or

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betterment of the respective area on the discretion of the governing authority in exceptional circumstances. Game reserves are designated as areas where hunting or shooting is not allowed except under special permits. Sindh Wildlife Department is responsible for protection of wildlife in the Province. The Department’s concerns are limited to areas designated as game reserves, national parks and wildlife sanctuaries and to protecting species afforded protection under the law. So as long as the law is not being contravened they have no artificial interest in activities carried on outside game reserves, national parks and wildlife sanctuaries. The Department nevertheless has the powers to halt illegal activities outside the protected areas. The project area does not fall inside or in the vicinity of any wildlife protected area. 3.2.7 Factories Act, 2015 The Sindh Factories Act, 2015, deals with any premises which falls in the category of a Factory i.e. where any manufacturing work is carried out employing ten or more persons. Inspectors, appointed under this act, are empowered to enforce the provisions of this Act. Section 11(1) of the Act “Registration and Deregistration of Factory” states that: ‘Provided also that the registration documents be supported by No Objection Certificates from Industries Department, approval of Sindh Environmental Protection Agency (SEPA) and any other document or forms in the prescribed manner.’ Chapter III of this Act titled “Health & Safety” comprising of Section 15-53, describes various Occupational Health and Safety measures that any Factory has to follow. The provisions of this chapter include clean working environment, arrangements for disposal of wastes and effluents on regular basis, provision of adequate ventilation, prevention from accumulation of dust and fumes generated during manufacturing process, avoidance of overcrowding and ensuring of sufficient lighting arrangements. This chapter also requires availability of amenities such as drinking water, canteen, safety against fire hazards and appointment of welfare officer and measures for prevention from diseases. This Act also prescribes penalties for violation of provisions of the Act. The proponent will adhere to the applicable provisions of the act. 3.2.8 Sindh Factories Rules, 1975 These Rules provide for inspection of factory premises at any time by inspectors authorized under these rules. Section 13 &14 discusses health and safety requirements. Section 15, 16 & 17 requires that the working areas should be properly ventilated with tolerable levels of dust, fumes and artificial humidification. Section 25 prescribes sound precautions against fire. Protection of persons attending machinery or boilers is also provided. Section 33-K provides precautions against dangerous fumes. 3.2.9 Land Acquisition Act, 1894 This act is generally used to establish the rights on the land being acquisitioned for public purposes. The LAA describes the detailed procedures for acquisition of private properties, but does not appropriately cover resettlement and rehabilitation.

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Additionally, LAA 1984 treats land acquisition as a provincial subject, and allows each province to use it in different ways based on their own interpretation. Federal EPA prepared the National Resettlement Policy 2002, which described the ways relating to calculation of compensation, public participation and consultation, formulation of resettlement action plan, and provisions for transparency and accountability. The proponent has acquired the land as per applicable procedures of BQIP. 3.2.10 The Antiquities Act, 1975 The protection of cultural resources in Pakistan is ensured by the Antiquities Act of 1975. Section 22 specifically prohibits the execution of development schemes and new constructions in proximity to immovable antiquity. Notwithstanding anything contained in any other low for the time being in force, no development plan or scheme or new construction on, or within a distance of two hundred feet of, a protected immovable antiquity shall be undertaken or executed except with the approval of the Director. The Act is designed to protect the antiquities from destruction, theft, negligence, unlawful excavation, trade, and export. The law prohibits new construction in the proximity of a protected antiquity and empowers the GOP to prohibit excavation in any area that may contain articles of archaeological significance. The project site does not have any cultural sensitivity in the vicinity to require protection. The provisions of this law therefore do not apply on the project. 3.2.11 The Forest Act, 1927 The 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. It also defines the duties of forest related public servants, and penalties of any infringement of the rules. The project is not a part of and protected or reserved forest, mentioned in Forest Act, 1927. In the microenvironment and immediate vicinity, no forest is located which might be affected due to project implementation. Nevertheless, measures for protection of vegetation and green areas in the surroundings will be adopted by the project management. 3.2.12 Sindh Cultural Heritage (Preservation) Act, 1994 The Sindh Cultural Heritage (Preservation) Act, 1994 is the provincial law for the protection of cultural heritage. Its objectives are similar to those of the Antiquity Act, 1975. The Act empowers the Antiquities Department to protect the cultural and heritage sites from any development /improvement work. None of the sites protected under this law are found in the vicinity of project site. The project will therefore not influence the integrity of cultural heritage in the macro- environment. 3.2.13 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.

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3.2.14 The Sindh Irrigation Act, 1879 and the Canal and Drainage Act, 1873 This Sindh Irrigation Act covers the construction, maintenance and regulation of canals for the supply of water and for the levy of rates of water supplied in the Province of Sindh. 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. There is a freshwater canal passing in the vicinity on the north-western side of project area. Provisions of this Act will be duly considered during project implementation to prevent any damage to the canal. 3.2.15 Self-Monitoring and Reporting by Industry Rules, 2014 These rules classify the industrial units for monitoring and reporting their liquid effluent and gaseous emissions into three and two categories respectively. According to each category they define the priority parameters to be monitored and reported to SEPA according to a specific frequency based on working conditions. This monitoring and reporting is in addition to the monitoring conditions as required by the conditions of approval of EIA. The sampling for testing must be carried out according to Environmental Samples Rules, 2014 and be sent to SEPA certified environmental testing laboratories. 3.2.16 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 (NGOs). 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 . Guidelines for Sensitive and Critical Areas; and . Sectorial Guidelines 3.3 International Conventions and Guidelines 3.3.1 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.

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. 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 reduction 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. No species as listed in IUCN red list were found at the project site during the survey. 3.3.2 The Convention on Biological Diversity, 1992 The Convention on Biological Diversity was adopted during the Earth Summit of 1992 at Rio de Janerio. The Convention requires parties to develop national plans for the conservation and sustainable use of biodiversity, and to integrate these plans into national development programs and policies. Parties are also required to identify components of biodiversity that are important for conservation, and to develop systems to monitor the use of such components with a view to promoting their sustainable use. 3.3.3 The Convention of 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” refer to the species of wild animals, a significant proportion of whose members cyclically and predictably cross one or more national jurisdictional boundaries. These 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 to the Convention are required 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. 3.3.4 The Convention on Wetlands of International Importance, Ramsar 1971 Pakistan is the 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 make EIA before transformations of wetlands, and to make national wetland inventories. To establish nature reserves on wetlands and provide adequately for their widening and through management to increase the waterfowl populations on

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appropriate wetlands. To train personnel competent in wetland research, management and widening. . 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. 3.3.5 Convention on International Trade in Endangered Species of Wildlife Fauna and Flora The Convention came into effect on 03 March 1973 in 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 regulation (including penalization, confiscation of the specimen etc.) regarding trade of all species threatened with extinction or that may become so, in order not to endanger further their survival. The Convention contains three appendices. Appendix I include all species threatened with extinction which are or may be affected by trade. The Convention requires that trade in these species should be subject to strict regulation. Appendix II includes species that are not necessarily threatened presently but may become so unless trade in specimens of these species is subject to strict regulation. 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.

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4 Environmental and Social Baseline

This section details the physical, biological and socioeconomic environmental conditions of the microenvironment and macro environment of the project area. Discussion on the natural environment covers the area's physical and meteorological features, including geology, water resources, climate, and air quality. Overview of vegetation, wildlife and natural habitats are included in the Ecological section. Overview of traffic conditions in the macro environment is also included. 4.1 The Macro-environment: District Malir

Kia Lucky Auto Manufacturing Project is located in Bin Qasim Industrial Park Area on National High Way (N5) near Steel Mill Town in the administrative district of Malir. The district of Malir occupies an area of about 2,268 square kilometers. Its cartographic coordinates put it between north latitude 24°45' to 25°37' and east longitude 67°06' to 67°34'. The district is bounded on the south by Thatta district and Arabian Sea, on the east by Jamshoro district, on the west by Karachi south, Karachi Central, Karachi East, Karachi west, Lasbela district of Baluchistan province and a portion of Kirthar Protected Area Complex on the North. Area wise it is the largest district of Karachi Division. It is mostly consisting of rural area and has many farm houses and agricultural lands. Malir District was abolished in 2000 and divided into three towns namely Malir Town, Bin Qasim Town and Gadap Town. On 11 July 2011 Sindh Government restored again Malir District.

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4.2 The Microenvironment of the Project: BQIP

The project is located inside the Bin Qasim Industrial Park (BQIP), Bin Qasim Town, in southeast of the Karachi city. The location of the proposed project is southeast in the BQIP. The project site comprises 100 acres of land within the 930 acres of BQIP. Main industry to be accommodated in BQIP is Light Engineering, Auto & Allied, Foundry and Fabrication, Pharmaceutical & Food Processing, Warehouse in & Logistics. The following fact sheet presents the key features of BQIP: Location 930 Acres, Located on Main National Highway (Adjacent to Arabian Sea Country Club) Bin Qasim Town, Karachi, Sindh Industrial Clusters  Light Engineering  Auto & Allied  Foundry and Fabrication  Pharmaceutical & Food Processing  Warehousing & Logistics Plot Sizes 0.5 Acres & above Present Status  Fully functional Site Office  Main Access road completed  Infrastructure development work of phase one in progress  Plots available for immediate construction  37-meter-wide, six lane, concrete main access road Special Economic  SEZs will have exemption from custom duties and Zone Benefits taxes for all capital goods imported into Pakistan  Exemption from all taxes on income accruable in relation to the development and operations of the SEZ for a period of ten years. Support Features  Availability of utilities through our one window facility  Railway link from industrial park to up country  Solid Waste Management  Transport Hub  Weigh Bridge  Vocational Training Center Water Supply  Initial 40,000 G/Day available  Pakistan Steel Mills Bulk Water Supply  Availability of up to 3 Million Gallon Power Supply  Work in progress on 4MW initial power supply from Karachi Electric  50MW Coal Operated Power Plant. Telecommunication Telephone Lines with Broadband wireless internet System connection from PTCL Gas Supply Sui Southern Gas Company (In Progress) Roads 37-meter-wide, six lane, concrete main access road

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Major and minor arterial roads, Utility corridors, and sidewalks Green belts, and median with street lighting Connectivity  Port Qasim  12 km  Quaid-E-Azam International Airport  25 km  National Highway  4 km  National Highway  4 km  Railways link  Alongside  Commercial Downtown  45 km

Security Secured Boundary Wall with controlled entry and exit with internal patrolling Commercial Center  Banks & Insurance Offices  Post Office, Auditorium  Exhibition Hall, Food Court, Emergency  Medicare Facility  Recreational Center etc.

The coordinates of the proposed project site are as follows:

Table 4.1: Coordinates of the Project Site Point Coordinates P1 24°49’53.32” N 67°22’29.91’’ E P2 24°50’12.10” N 67°22’29.31’’ E P3 24°50’12.46” N 67°22’59.26’’ E P4 24°49’54.63” N 67°23’0.17’’ E Source: Kia Lucky Motors Pakistan Limited

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The present site land is a barren, flat tract with sparse thorny vegetation. The apparent soils of the area are shallow, strongly calcareous silt loam with weak structure. The vegetative growth in this area is limited to short grasses, shrubs and scrubs along with a few drought resistant trees.

Existing Topography of the Project Site

4.3 Physical Environment of District Malir

Malir district has a variegated topography, ranging in height from below the datum level in south along the tidal swamps and mud flats of Ibrahim Hyderi and Bin Qasim coastal strips to the maximum of 525 meters above the mean sea level at Mol escarpment in Sindh Kohistan. Topographically the area can be divided into five different broad zones. i. The ridge and runnel upland in Sindh Kohistan ii. The piedmont colluvial fans and peneplains of Gadap iii. The plains of Moidan and Gadap iv. The plains and plateaus of Malir-Lyari interfluous v. The plains and hills of the coastal belt.

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i. The ridge and runnel upland in Sindh Kohistan is the sector of rugged topography in the north of Malir district that is spread over the width of an offshoot branch of Kirthar range. These distal hill forks out of the Kirthar range separating Dadu district and Khuzdar district in Baluchistan. The two ranges separate south from mountain knot of Gorag where altitude is 2126 meters. The main Kirthar range goes to South and merges into the Indus Plain near Amri, while the off-shoot range pursues a south west course, gradually diminishing in height towards Gadap plain. ii. In regimen of fluvial erosion, the colluvial fringe develops by merging of alluvial fans of individual streams depositing the erosional load of coarse sediments at the foot of hillsides. The deposits combined with material brought by sheet wash from hillsides remains mostly unconsolidated, and under the process of weathering develop into good fertile soil where water is available. In dry or semi-arid conditions, this shelving deposit of unconsolidated material often creates badland topography of deeply scarred earth, unsuitable both for cultivation and habitation. Covered by sparse thorny shrubs, these however, serve as grazing grounds for goat and sheep. iii. Down from the colluvial fans in the small drainage basins of various streams are patches of alluvial plains of varying sizes and irregular shapes, separated or partly divided by extensions of the spurs of ridges. In the ridge and runnel sector of the District in the north, the most notable plain is that of Moidan, spreading from the western flanks of Mehar Jabal to the left bank of Hub River. The plain gets narrower southward, pressed by the colluvial fans descending westward from Mari Gathi, and merges with narrower strips of Shang and Khar Nala up to the valley of Mandiaro. iv. In the upper reaches the two main effluents of Malir are Khadeji River (Naddi) and Mol river (Naddi), which have their catchments basins in Sindh Kohistan in a synclinal fold between the main Kirthar range and its off-shoot branches. v. The southern stretch of Malir district follows the coastal strip of Korangi and Gharo creeks, demarcating the northern side of the old Indus delta. An area to south of the east-west base line of triangular outline of Karachi division subsided and was covered by the sea, making a shallow basin. In course of time the deltaic deposits of the Indus filled up this shallow basin, whereas the up-throw part to the north of the fault line made a coastal edge. 4.3.1. Geology and Soils Karachi and adjoining areas have plains, hills, rivers, valleys and coasts as diversified physical features. Rocks ranging in age from Eocene to recent, deposited under shallow marine to deltaic conditions are exposed. Karachi is a part of major synclinorium stretching from Ranpathani River in the east to Cape Monze in the west. Mehar and Mol mountains lie in the north. Within the synclinorium a number of structures such as Pipri, Gulistan-e-Jauhar, PirMangho and Cape Monze are exposed. The presence of concealed structures under the Malir River Valley, Gadap and Mauripur plains can fairly be deduced (GSP, 2001). The geology of Karachi consists of sedimentary rocks having two ranges known as Kirthar range and Pub range. The soil of Karachi city is classified into two types, the

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loamy sandy and gravelly soils of river valleys and alluvial cones near the coast line and shallow loamy gravelly soils and rock outcrops plateau. The Karachi basin is structurally a down folded basin, enclosed on the east by an interrupted arc of Nummulitic limestone constituting the anticlinal folds, while the Kirthar formation of the Hamlig, Lakhan and the Pab ranges demarcate the basin on the west. The floor of the basin has been mildly folded; the synclines are long, broad and shallow while the anticlines are rather long, narrow and pitching towards their ends. They are steeper on the eastern flanks. The middle portion of the basin rises up in an undulating plateau. These folds die out as they reach the plains of Gadap and Malir and give place to two broad synclines occupied by the Lyari and the Malir rivers, separated in their lower reaches by the Drigh road dome. The Malir basin is wedge shaped, structurally it is a synclinal basin with exposure of the upper most Tertiary rocks belonging to the Gaj and Manchar formation of the Miocene – Pliocene age. Malir area is mainly drained by the Malir river and its tributaries including Mol, Khadeji, Thaddo, Langeji, Dhor Naro and Sukkan nala. Of these only Khadeji has perennial flow and in one place gives rise to a well water fall called the Khadeji water fall. The upper part of Malir basin, north of 25° latitude is almost entirely covered by the rocks of Gaj formation. The unconsolidated Alluvium and Aeolian deposits form a thin narrow and scattered cover along the major stream or patches of flat ground. The lower part of Malir basin south of 25° latitude is largely covered with unconsolidated sediments. The Malir river has a wide bed with narrow strips of flat plain along its banks. Between the Drigh road / Gizri Hills and the Ibrahim Hydri – Landhi rise, is the wide expanse of Malir valley. It agriculturally the most productive part of Karachi plain because of its fertile alluvial soils and the large ground water resources. The valley, like of Lyari, occupies a shallow syncline and is of consequent type. The syncline is now being filled up by the detritus brought by the erosion of the Nari and Gaj formation over which the river flows. A. Lithology of the Area Surfacial Alluvium Deposits (Holocene): These deposits consist of sand, silt and clayey materials brought by streams. Manchhar Formation (Pliocene): Manchhar Formation is mainly composed of sandstones, shales, clays with subordinate conglomerates. Sandstones are greenish grey in color, gritty to fine grained, soft crumbly and cross bedded. Shales and clays are brownish green to bright red in color containing pebbles of clay and sandstone. Vertebrate and wood fossils are present in these beds. Gaj Formation (Miocene): The formation consists of limestone, sandstone, shale and minor conglomerates. Limestone is yellowish brown to dark brown, cream in color, fossiliferous, hard and sandy and argillaceous (at places) interbedded with shales and marls. Sandstone is soft fine grain yellowish brown to grey. Shalwe is greenish grey, gypsiferrous interbedded with sandy limestone and calcareous sandstone. B. Structure

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The rocks are deformed in the area. Three phases of deformation are seen in the form of the major anticlines, synclines and minor faults which also occur in the study area. Karachi arc forms the southernmost part of the Kirthar mountains and comprises a series of parallel to sub parallel, short, narrow, serrate, arcuate (convex to east) en echelon ridges and wide, dome shape anticlinal hills. It forms a nearly 200 km long and 50 km wide zone between Karachi and Sehwan. The Bhit Range, Bhadra Range, Laki Hills and Lakhra Hills are some of its more prominent components. The altitude of the hills varies from 250 meters in the south to about 1100 meters in the north. The Naing, Baran and Malir Rivers are the main streams draining this region (Kazmi and Jan, 1997). C. Recent and Sub- Recent Unconsolidated Sediments These sediments form an extensive cover in the Thano Bula Khan basin, Kalu Khuhar, Upper Malir and Gadap Basins. The upper part of the Malir basin north of 25° latitude is almost entirely covered by rocks of the Gaj Formation. The unconsolidated alluvium and Aeolian deposits from a thin, narrow and scattered cover along major streams or on patches of flat ground. Figure 4.1 shows the Geological Map of Sindh.

Figure 4.1: Geological Map of Sindh (Source: Geological Survey of Pakistan)

4.3.2. Soil Conditions The geotechnical analysis of the Bin Qasim Industrial Park has already been conducted. 10 Borehores were drilled. The soil quality underground found by the borehole investigations are summarized in the table below.

Table 4.2: Stratum description in Geotechnical investigation (selected boreholes)

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S.# Depth (m) Stratum Description Borehole (BH)-01 1 Up to 5 Brown, very dense, fine to medium SAND, little silt 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH)-02 Brown, very dense, medium to coarse SAND, little silt, trace 1 Up to 6.0 gravel

2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt

Borehole (BH)-03 1 Up to 7.5 Brown, very dense, medium to coarse SAND, little silt little gravel 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH)-04 1 Up to 4.5 Brown, very dense, medium to coarse SAND, little silt trace gravel 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH) – 05 1 Up to 3.5 Brown, very dense, fine to coarse SAND, trace silt 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH) – 06 1 Up to 3 Brown, very dense, gravelly SAND 2 Up to 5 Brown, dense, silty, fine to medium SAND 3 Up to 8.5 Brown, very dense, sandy GRAVEL, trace silt 4 Up to 9.5 Brown, hard, sandy CLAY 5 Up to 12 Brown, very dense, sandy GRAVEL, trace silt 6 Up to 15 Brown, hard, sandy CLAY Borehole (BH) – 07 1 Up to 1.5 Brown, very dense, coarse SAND 2 Up to 12 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, hard, silty CLAY, little sand Bottom of borehole Borehole (BH) - 08 1 Up to 15 Brown, very dense, sandy GRAVEL/gravelly SAND, trace silt Bottom of borehole Borehole (BH) - 09 1 Up to 3.0 Brown, very dense, fine to medium SAND, some silt 2 Up to 13.5 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, hard, clayey SILT, trace sand Bottom of borehole Borehole (BH) - 10 1 Up to 4.5 Brown, very dense, fine coarse SAND, some silt, little gravel 2 Up to 12 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, very dense, silty, fine to medium SAND Bottom of borehole Source: Geotechnical Investigation Report for National Industrial Park at Pakistan Steel by Engineering Associates (May, 2008) Soil Quality Measurement had been conducted by EMC at three locations on N5, the immediate macro environment of the project, part of the Basic Survey for

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Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA. Three soil samples have been analyzed in laboratory for soil quality of the macro environment. All samples are low as compared to National Environment Standards for Soil Contamination in Japan as per Table below.

Table 4.2a: Analytical Test Results for Soil S.# Parameters LOR Unit SP1-N- SP2-N- SP3-N- EQS Ministry of 5-1.5 M 5-1.5 M 5-1.5 M Environment Government of Japan 1 pH 0.1 pH 9.7 9.0 9.4 2 Moisture Content 0.1 % 8.7 9.8 2.1 (dried @103oC) 3 Antimony 1 mg/kg <1 <1 <1 4 Arsenic 1 mg/kg <1 <1 <1 0.01 mg/l~1.7x10-6 mg/kg 5 Beryllium 0.5 mg/kg 0.6 0.8 <0.5 6 Cadmium 0.2 mg/kg <0.2 <0.2 <0.2 0.01 mg/l~1.1x10-6 mg/kg 7 Chromium 1 mg/kg <1 <1 <1 0.05 mg/l 8 Copper 1 mg/kg 14 16 12 >125 mg/kg 9 Lead 1 mg/kg <1 <1 <1 0.01 mg/l 10 Nickel 1 mg/kg 14 18 12 11 Selenium 1 mg/kg <1 <1 <1 0.01 mg/l 12 Silver 0.1 mg/kg 0.3 0.2 0.5 13 Thallium 0.5 mg/kg <0.5 0.7 0.7 14 Zinc 1 mg/kg 25 29 19 15 Mercury 0.05 mg/kg <0.05 <0.05 <0.05 0.0005 mg/l 16 Benzene 0.1 mg/kg <0.1 <0.1 <0.1 0.01 mg/l 17 1.1.1- 0.2 mg/kg 0.3 0.3 0.5 1 mg/l Trichloroethane 18 1.1- 0.2 mg/kg 0.5 0.4 0.4 Dichloropropylene 19 Carbon Tetrachloride 0.2 mg/kg <0.2 <0.2 <0.2 0.002 mg/l 20 1.2- Dichloroethane 0.2 mg/kg <0.2 <0.2 <0.2 0.004 mg/l 21 1.1.2- 0.2 mg/kg <0.2 <0.2 <0.2 0.006 mg/l Trichloroethane 22 Simazine 0.05 mg/kg <0.05 <0.05 <0.05 0.003 mg/l Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA

4.3.3. Hydrology of the Project Area A. Freshwater Resource There is no significant natural freshwater source in the project area. The Indus River is about 120 km to the east of Karachi city and the Hub River, a perennial stream that

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originates in Baluchistan and marks the boundary between Karachi Division and Baluchistan are the sources of water in Karachi. Approximately 89% (2.02 million m3/d or 445 MGD) of the total supply to Karachi is from the Kotri Barrage on the Indus River through a system of canals and conduits. Hub River located north of Karachi, which supplies about 0.13 million m3/d (29 mgd) of water to the city. In addition to these surface water sources, an estimated 0.09 million m3/d (20 mgd) is supplied from private and public groundwater wells in and around Karachi. Except for a few Karachi Water and Sewerage Board’s (KWSB) wells, all of which are connected to the piped supply system, the water from the groundwater wells is distributed through water tankers to various parts of the city. The Lyari and Malir Rivers that passes through the area (Karachi City) do not have any natural flow, except during the monsoons. Malir River is ephemeral and is constituted from two major tributaries, i.e. Mol and Khadeji as well as some minor tributaries. Khadeji is a perennial stream that originates at Khadeji falls and gains flow as it travels across the Malir Basin. Malir basin is wedge shaped area and spread over 1520 sq.km and drained by Malir River. Khadeji Nadi, Thaddo Nadi and Mol Nadi are its main tributaries. Malir River, ephemeral in nature, flows in the district. This river is constituted from two major tributaries, Mol and Khadeji and smaller tributaries of Konkar, Thaddo and Sokan. Khadeji is Perennial River in its upper reaches. The water of Khadeji Falls percolates into the sedimentary rocks after going some distance and it replenishes within Malir basin in the southern downstream. Some amount of water flows throughout the year inside the downward basin of Khadeji River. Malir river flows from north-east of Karachi towards the Arabian Sea and terminates at Korangi creek. Mol and Khadeji join each other at 45th KM on the super highway and t hen join Malir River at Memon Goth. However, Sokan and Khadeji Rivers join Malir River at Landhi. The river becomes very wide from the point of Shah Faisal colony (up to one mile). According to the study ‘Flood Inundation Modeling for Malir Watershed of Karachi Considering Future Mean Sea Level Rise’, conducted by University of Engineering & Technology, Lahore, in year 2011; The Malir River, which has a catchment area of about 1974 km2 traverses along the South -Eastern Boundary of the city of Karachi. The catchment area of Malir River is comparatively large and extends up to 112 km towards North of Karachi as shown in Figure 4.2.

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Fig 4.2: Map of Karachi city showing the River Malir and its watershed The System of Malir River is made up of major streams i.e. Mol and Khaddeji and other tributaries, Konkar, Thaddo and Sokan join it in the lower reaches. The system having total catchment area of about 1690 sq. km flows southwards and westwards and passes through Gizri Greek tidal estuary and discharges finally into the Arabian Sea. The width of river is about 200 m from upstream side at Super Highway Bridge and 1000m from the downstream side near Jam Sadiq Bridge. The study concluded that the Mean sea level rise in the next hundred years will not cause any increase in flood inundation depths within the simulated watershed boundaries of the Malir River, hence area of Karachi city coming in the watershed of Malir River seems to be safe due to possible increase in mean sea level in the future 100 years. However, an increase in mean sea level by 600 cm could cause flood inundation in the southern part of the Malir river watershed. “Ghagar” natural stream is located eastwards from the project site at a distance of about 6.5 km. B. Groundwater resources Groundwater resources in Karachi area are limited. The aquifers close to the coastal belt are mostly saline and unusable for domestic purposes. The aquifers near the Hub River bed are well developed and are source of water for agriculture and other domestic purposes. The aquifers are estimated to lie at depths of 50-100 m. In the upper Malir basin, the main areas of ground water extraction are the Thaddo valley upstream of Goth Rabu; Mol valley near Thano Shah Beg and upper stream; Turi Nala valley upstream of Goth Hasan Ali; Jarandi valley upstream of Goth Sufan; the Mol valley particularly in the Thano Shah Beg and Kathore areas, and Khadeji valley mainly in the Sari Sing area. Practically all the wells are located along stream banks and obtain water from the unconsolidated stream bed deposits. The depth of water varies from place to place ranging from 1.5m to about 30.5m. However, it ranges from 7.6 to 2.3m

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in most of the wells. Water extraction from 100 to 500 GPD, whereas some of the irrigation wells worked by diesel pumps yield upto 1200 GPD. There are a few wells along Khadeji Nadi south of Goth Chhutta which tap water from Gaj limestone, which is thick bedded and cavernous. In this area, the limestone occurs at a depth of about 2m and when worked with a diesel pump, the wells yield a supply of about 50,000 GPD In the Turi Nala valley near village Goth Chhutta also some wells tap water from the Gaj limestone. The limestone is at a depth of 6m. The water table is at a depth of 24m. The water is brackish. In the Konkar valley some wells east of Goth Isa, tap water from Gaj sandstone but the water is brackish. The Gaj rocks contain small springs and provide effluent seepage to some of the nalas. The perennial flow in the Mol and the Khadeji is largely due to such seepages. C. Water Supply Network in Karachi The existing bulk water supply system for Karachi City has a capacity of about 650 mgd as summarized in Table 4.3. The actual water demand in the Karachi city is about 1100 MGD, however actual supply is about 600 MGD only. The existing bulk water supply system conveys water to Karachi from two main sources, namely, Indus River and Hub Dam.

Table 4.3: Description of Water Supply Schemes for Karachi RATED ACTUAL S. No DESCRIPTION OF WATER SUPPLY SCHEMES CAPACITY SUPPLY 1 Haleji Scheme 30 MGD N/A Greater Karachi Bulk Water Supply Scheme 2 280 MGD 280 MGD Stages I to IV 3 K ll Scheme 100 MGD 100 MGD 4 Additional Water Supply from GK BWS System 40 MGD 40 MGD 5 Pakistan Steel 26 MGD 26 MGD 6 Port Qasim Authority 7.5 MGD 7.5 MGD 7 K III Scheme 100 MGD 100 MGD 8 Hub Dam 70* 50* Total 653.5 MGD 603.5 Approved Water Quota from River Indus 650 MGD - Balanced Supply Capacity available from River Indus 65 MGD - *variable as depends on Rain Source: KW&SB

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Fig 4.3: Bulk Water Supply System for Karachi City (Source: KW&SB) The water distribution network in Karachi covers 18 towns 6 Cantonments and Defense Housing Authority (DHA) Area. These 18 towns are included in 5 administrative water supply zones classified by KW&SB as shown in figure 4.4. Water is supplied through water trunk mains from water filtration plants, reservoirs, pumping stations or Dumlottee Wells in the city of Karachi.

Figure 4.4: KW&SB present Water Supply Zones (Source: KW&SB) 4.3.4. Surface and Ground Water Quality Due to unsafe and insufficient water supply and low sanitation coverage, as well as people’s poor hygiene habits, around 60 percent of children suffer from diarrhea that is fatal if not treated in time. Concerns have been raised by various quarters about

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contamination in drinking water supply in the distribution network and possible linkages with water borne diseases in the city. The seriousness of the issue can be rated from the fact that in the year 2002, the Provincial Ombudsman Sindh, Justice Haziqul Khairi in response to a growing number of reports received from all over Sindh province about the supply of contaminated drinking water, instituted a study for investigating the claims of the public and assessing the causes of contamination. Regarding the quality of surface water supplied to the consumers, the Study Report prepared by EMC’s Expert Dr. Mirza Arshad Ali Beg, concluded that about 75% of the water supplied to Karachi is chlorinated. Shortfall in the availability of water for drinking constrains the distribution to intermittent supply that is one of the main causes of water pollution. The water that leaks through the distribution mains and smaller pipes, particularly the ones that were laid long time before and in the Third Phase of the Bulk Water Supply scheme for Karachi, creates an underground pool during the supply hours. This serves as a nursery to the micro-organisms, including fecal coliform released by the leaky sewers crisscrossing the water supply pipes. Sewage might enter into the distribution system due to vacuum created during idle hours. This is the reason for the gradual depletion of free-active chlorine in the treated water as it proceeds from the filter plant to the distribution network and in its onward journey to the households. The findings of the analysis of the water samples suggest that the water even though treated gets contaminated in the distribution network and on its way to the consumers. This finding suggests that the water as received by the residents is not safe for drinking. Assessment of ground water quality in the aforementioned Ombudsman Study Report indicated that ground water has been over exploited in Sindh and the drying of traditional wells in the vegetable and fruit growing areas in the suburbs of Karachi has occurred. The groundwater pollution due to contamination of by nitrates, pesticides, heavy metals and hydrocarbons discharged into the environment is not negligible. The salinity of groundwater in Southern Sindh, particularly in the coastal areas has increased since over pumping has induced seawater to flow in, causing what is known as seawater intrusion. The fact, also acknowledged by KW&SB that 150 mgd (681,900 m3/day) of water supplied to the consumers is chlorinated and bypasses the KW&SB filter plants is an important indicator of the need of addressing this issue on a priority basis. The Ombudsman Study Report says that the water drawn from about 95% of the wells in the city of Karachi is contaminated with sewage bacteria and also contains total dissolved solids beyond permissible limits. The Ombudsman Study Report also documents that 90% of the survey sample tests conducted by PCSIR indicate that the water is unfit for drinking purposes referring to the guidelines set by the World Health Organization (WHO). The study on water supply and sewerage system in Karachi by JICA in 2008 records the final analysis on quality of drinking water collected from Landhi and Bin Qasim areas. The analysis for the Landhi samples shows medium level contamination by metallic ions namely Lead (1.89-4.75 mg/l), Arsenic (0.736 mg/l), Copper (4.5-12.63) and by

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Fecal Coliform (<3-23), while the analysis for the Bin Qasim samples shows Lead (2.07- 6.57), Arsenic (3.530), Copper (9.50-22.6) and by Fecal Coliform (<3). Chemically the groundwater quality in the macro environment varies from palatable to brackish. The former has been found to have TDS from 400 to 1200 ppm, and although it falls in the range of being acceptable because of dilution with leakages from the water supply mains, it does not qualify as such because of serious contamination otherwise. The brackish water contains 1200 to 3000 ppm of TDS, which is the usual range of concentration of salts in the groundwater at reasonable depths in the Industrial Areas. Toxic materials discharged by factories outside their working areas, have only slightly impacted the groundwater so far since the quantities of the concerned contaminants such as chromium is in traces, if detected at all. The groundwater quality at much lower depths has high salinity, with the TDS in excess of 2,500 ppm. A recent report of Water Commission Inquiry (2017), constituted by the Supreme Court, points towards the major issues of unfit drinking water for citizens and poor sanitation in Karachi. Available water quality results from the surface water in BQIP, which is likely to be accumulated of leakages from water supply pipeline, are presented below; Table 4.3a: Surface Water Quality Results from BQIP S. Standard Parameters to be Analyzed Units Results Test Method No SSDWQ 1 pH value 6.5-8.5 - 8.42 USEPA 150.1 2 Total Dissolved Solids(TDS) <1000 mg/L 360.2 Hach 8160

3 Total Hardness(as CaCO3) <500 mg/L 159.1 Hach 8213 4 Turbidity <5 NTU 0.79 Turbidity meter

5 Nitrate(NO3) <50 mg/L 1.59 Hach 8039

6 Nitrite(NO2) <3 mg/L 0.007 Hach 8153 7 Phenolic compounds(as phenol) <0.002 mg/L BDL USEPA 420.1 8 Chloride(as Cl-) <250 mg/L 68.8 Hach 8206 9 Fluoride(as F-) <1.5 mg/L 0.57 USEPA 340.1 Microbiological Test Reports 10 Total Coliform 0cfu/100ml cfu 198* APHA-SM9221B 11 Fecal Coliform 0cfu/100ml cfu 67* APHA-SM9221F 12 Escherichia Coli(E-Coli) 0cfu/100ml cfu 14* APHA-SM9221F Water samples collected by EMC team from the upstream region of Malir River from Quaidabad Railway Bridge to Malir Dam had SAR values ranging from 1.79 to 8.50; TDS from 419 to 4810; DO 0.0 to 4.06, and high BOD and COD values except the one from Malir Dam. The Dam sample with SAR 1.95, TDS 419 and DO 2.9 does not deserve to qualify as freshwater, while all others including bore hole samples from the river bed have high BOD and COD values as well as heavy meal ions and are characterized as industrial wastewater mixed with sewage.

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Table 4.3b: Summary of Water Analysis Data S. Parameters / Results # Analytes Units 1 2 3 4 5 Descriptions Collection Time Hr: 1 0420 0430 0435 0835 0820 mn Sample Collection 2 d.m.y 12.05.10 12.05.10 12.05.10 12.05.10 22.05.10 date 3 Temperature °C 29.5 33.0 31.5 30.9 32.2 4 pH Value SU 7.8 7.6 8.9 7.6 9.12 5 Color App. Clear Sewage Sewage Sewage Black Total Dissolve 6 mg/L 208 1375 1658 1303 2165 Solids (TDS) Dissolve Oxygen 7 mg/L 4.18 2.75 3.30 2.6 4.75 (DO) 8 Chloride (Cl-1) mg/L 80 550 551 520 804

9 Bicarbonate (HCO3) mg/L 38 230 251 210 352

10 Sulfate (SO4) mg/L 17 109 170 92 175

11 Nitrate (NO3) mg/L 0.028 0.86 2.14 1.6 2.4

12 Carbonate (CO3) mg/L BDL BDL BDL BDL BDL 13 Calcium (Ca) mg/L 22 112 189 170 242 14 Magnesium (Mg) mg/L 18 91 160 154 190 15 Sodium (Na) mg/L 32 201 240 210 281 16 Potassium (K) mg/L 3.42 34.8 48.6 38.4 63.0 5-days BOD @ 20 17 mg/L BDL 348 640 564 430 ˚C Chemical Oxygen 18 mg/L BDL 512 1380 978 782 Demand (COD) 20 Chromium (Cr) mg/L BDL BDL 0.265 0.02487 1.257 21 Mercury (Hg) mg/L BDL BDL BDL BDL BDL 22 Lead (Pb) mg/L BDL BDL 0.1729 0.06782 0.8475 23 Cadmium (Cd) mg/L BDL BDL 0.0594 0.02458 0.64254 24 Arsenic (As) mg/L BDL BDL 0.01174 0.03057 0.2294 25 Nickel (Ni) mg/L BDL BDL 0.0292 0.8217 1.0528 26 Zinc (Zn) mg/L 0.2725 0.4117 3.497 2.538 5.338 Total Plate Count 27 Cfu TNTC TNTC TNTC TNTC TNTC @37°C Total Coliforms 28 Cfu TNTC TNTC TNTC TNTC TNTC @42°C Escherichia Coli 29 Cfu + ve + ve + ve + ve + ve @37°C Sodium Absorption 30 : 1.22 3.40 3.09 2.80 3.27 Ratio (SAR) Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA

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The above Table shows the analytical data for the wastewater samples collected from the Project area. The SAR (Sodium Absorption Ratio) values range in this section from 1.2 to 3.40; TDS from 208 to 2365; low DO 2.6 to 4.75 and all the samples had high BOD and COD values except the one from the hydrant. The sample #1 with SAR 1.22 and DO 4.18 qualifies as freshwater, while all others with high BOD and COD values can be characterized as industrial wastewater mixed with sewage. According to the analysis of surface and groundwater collected for the 18 different towns of Karachi, the lead content of Bin Qasim is mild ~8 ppb, while that of Landhi is ~200 ppb. Drinking water quality monitoring of the project macro environment from KW&SB line water and bore water was tested by EMC. The results of the water quality monitoring are given below.

Table 4.3d: Drinking water quality in Project area S. No. Parameters To Be Standards Units Results Analyzed NSDWQ - Limits Bore Water Line Water 1 pH value 6.5 – 8.5 SU 7.55 7.21 2 Lead  0.005 mg/L BDL BDL 3 Arsenic 1 mg/L BDL BDL 4 Nitrate Nitrogen (NO3-N)  50 mg/L 10.0 0.5 5 Total Coliform 0 cfu/100 ml cfu >1500* TNTC* 6 Dissolved Oxygen (DO) N/A mg/L 7.21 6.74 7 Chromium, Total  0.05 mg/L BDL BDL 8 Copper 2 mg/L 0.06 0.03 9 Zinc 5.0 mg/L 1.8 1.2 10 Mercury  0.001 mg/L BDL BDL 11 Cadmium 0.1 mg/L BDL BDL 12 Nickel  0.02 mg/L BDL 0.0038 13 Oil & Grease 10 mg/L BDL BDL 14 Turbidity < 5.0 NTU 0.74 1.36 15 Colour  15.0 TCU 1.27 6.42 16 Ammonium Nitrogen N/A mg/L 1.918 2.036 (NH4-N) 17 Total Phosphorous 2.0 mg/L 0.0219 0.106 18 Phosphate (PO4) 2.0 mg/L 0.064 0.258 19 Total Nitrogen 10.0 mg/L 2.537 3.174 Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA Industrial/Sewage Effluent: About 60-70% of the water supplied to Karachi City is said to return as sewage. A total quantity of 315 mgd (1,432,000 m3/d) of domestic and toxic industrial wastewater is generated in the city. There are three sewage treatment plants in Karachi. The total design capacity of these treatment plants is 151 mgd (686,000 m3/d). The untreated sewage is disposed of into the sea through nallahs and rivers including the Lyari and Malir Rivers. The total length of sewers is approximately

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3,290 km and ranges from 8 inches (200 mm) to 84 inches (2,130 mm) diameter of trunk sewers, secondary sewers and laterals. Domestic sewage is a major source of pollution. National Conservation Strategy (NCS) states that almost 40% of deaths are related to water borne diseases. The situation is further aggravated by the addition of untreated wastewater from small-scale industries. The large and small industrial units in the Landhi and Korangi Industrial Areas discharge their waste water into Korangi Nallah which terminates into the Malir River at the Gizri Creek. But for the disposal into the storm water drains, which are poorly maintained, the waste water handling in these industrial areas is not that unsystematic as in the SITE whose effluent is discharged into the Lyari. Here the major polluting units pertaining to textile and leather goods production but other diversified industries producing pharmaceuticals, food products, glass, refractories, ultramarine blue, and refineries processing petroleum are also carrying out their activities equally effectively. Textile factories consume a large amount of fresh water and generate 12.5 MGD of effluents. Their waste water contains organic matter comprising the degraded cellulosic material, unused chemicals, dyes and auxiliaries and hence the high BOD load of over 10,000 tons per year. The waste water containing toxic materials is degraded during its flow in the channels outside the factory by biological factors which have developed during the course of time. Whatever reaches the coastal area is therefore less toxic than the discharge from the factory. Tanneries are next to textile industry in terms of volume of water consumed but they are major polluters in this industrial area with regard to the pollution load discharged by them. They are bulk users of water, all of which does not have to be fresh. The use of ground water which has a total solids content exceeding 3500 ppm is quite common. This high salinity suits them since they do not have to use salt which is needed in their beam house operations. Their waste water is estimated to be over 5 MGD but it is of no interest to the tanners in terms of recycling. However, since the groundwater level is slowly going down, and the pollution level is increasing, the Tanners Association has had to adopt a combined effluent treatment plant. This plant was commissioned in 2008 and its performance is being monitored. The refineries have been generating 0.2 MGD of waste water for which treatment facilities are said to exist but for which there are complaints to the contrary. A soda ash factory used to discharge 0.3 MGD of its effluents containing calcium chloride and some carbonates besides quite a bit of solid wastes into the Korangi Creek at a distance from the salt works vide infra. The unit is however not in operation any more. The Steel Mills were in 1985 generating 2 MGD of waste water but they had adequate arrangements for its treatment and recycling. Some process residues or washings are, however, discharged into the Phitti Creek outfall instead of getting them corrected and this is perhaps the reason for the occurrence of heavy metals at the disposal site. The Steel Mills and the Port Qasim thermal power stations use sea water for cooling purposes and they discharge the hot water into Phitti Creek. The Korangi Thermal power station and the one on the premises of Sind Alkalis discharge their hot water into the Korangi Creek. The hot water discharged by the power stations has a

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temperature 4-10oC higher than sea water and does not seem to have disturbed the ecological balance in any way because the organisms have perhaps adapted themselves to the warm environment of the tropics already. The Korangi Creek also has some well-established salt works which have been producing some good quality sea salt since times before Partition. These units, unlike the ones in the Manora Channel, receive uncontaminated input from the intake channel constructed for the purpose. These open into the creek whose water has the higher salinity required for salt production. The salt works, however, do not utilize bittern, the waste product which is higher in ionic concentration than sea water and discharge it into the sea. This output is low and hence they may not be considered as polluting industries. Their input may also not be considered as polluted by industrial effluents because it is sufficiently diluted to have any adverse effect on the process of crystallization, which is all that this industry deals with. The Korangi Creek receives strong sewage from the cattle colony in Quaidabad which holds more than 50,000 heads of buffaloes, and also from the slaughter house in the vicinity. The discharge of waste water is approximately 0.8 MGD containing biodegradable organic matter having a BOD value of 15,000 tons per annum. The cattle owners also make extensive use of agrochemicals to protect their animals and the products. These ultimately find their pathway into the Creek. The amount of domestic sewage flowing into the Gizri-Korangi Creek system appears to have been underestimated by the rapid assessment survey in 1987 (26) because the concerned population is nearly 50% of the megapolis and not just 0.9 million. Similarly the total flow has also been underestimated at 35 MGD because the localities discharging the waste water are equally large. Accordingly the volume should be half of the total i.e. approximately 100 MGD. Drainage Pattern: The Malir River syncline is recipient of the surface flow from the North of Landhi and Bin Qasim towns; it constitutes the flood plains of Malir River. Malir River and its flood plains are home to the discharge of effluent from the Industries and Cattle Colony at Quaidabad. The drainage pattern of the area is therefore highly damaged/degraded. Most of the flood plain of Malir River has become highly urbanized while its bed has been encroached upon by vegetable growers who use the unmitigated and highly polluted wastewater for growing vegetables. This has rendered large sections of the river bed sick and salinized. The industrial waste contamination has additionally reduced the biodiversity of the river bed to the extent that very little natural flora or fauna are found along its valley. Diversion channel of wastewater

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The effluent being used by the cultivators is ponded for a sufficiently long time along the flowing channel and diverted into the fields where heavy duty pumps have been installed. The diversion into the pond and storage for sometimes only partly serves the purpose of anaerobic treatment. It does not appear to be carryout any treatment towards removal of contaminants (chemical or biological) because the growers themselves admit that they need to run the pumps almost around the clock to irrigate as large an area as 20-25 acres in each field.

Existing drainage features within Bin Qasim Industrial Park and the vicinity

Existing Drainage Condition in Macro environment The road section of the N5 through which the project microenvironment is accessed, is located between Malir River and Coastal belt of Arabian Sea. The drainage capacity of road crossing culverts reduces due to the illegally disposed industrial and residential wastes. Moreover, as there is no side ditch along the roadside, the storm water naturally accumulates on the target road. The wastewater flows into the existing box culvert in the target road and finally flows into Sukan Nalla River on the north side, while the water collected in the box culvert near the end point flows into the river on the south side and discharges into the Arabian Sea. The following results were obtained from JICA study team report for N5 project: . Around the box culvert at the beginning point: The road and residential areas become flooded during the rainy season. . Box culverts in the middle of the target section: The road becomes flooded to a depth of 2~3 cm during the rainy season. Also, the roadside areas become flooded because they are lower than the road.

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. Residential area on the north side of the road approximately 1 kilometer from Port Qasim Intersection going towards the end point: This area becomes flooded to knee-height during the rainy season. Storm water and sanitary sewage from this area flow to the culvert at the end point. . Around the box culvert at the end point: The road doesn’t become flooded. There is not even any overflow at the outlet entering Pakistan Steel Mills.

The outline is summarized in the following Figure below.

Figure 4.4a: Present Drainage Systems Source: EIA of Construction and Rehabilitation of N5 by EMC Pakistan (Aug, 2015) There are five box culverts traversing the road in the target section (see the above figure). Two culverts are not functioning as outlets, and there are three outlets in the target section. However, these three outlets also receive the wastewater from adjacent residential areas.

Outline of Traversal Box Culverts Station Shape (B x Characteristics H) No.0+890 2 Box culvert Discharge capacity is badly impaired by the accumulation of sediments and vegetation, and the 3 x H flow stagnates even when there is only minor rainfall. The area on the south side is a dense residential district, and the wastewater flows into the open ditch on the upstream side of the culvert. The outlet on the north side passes through factory grounds and flows into Sukan Nalla River. The drainage pipe that passes through the factory is round with diameter that narrows to 1.0 meter.

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No.3+140 1 Box culvert This culvert is not functioning due to heavy accumulation of sediments and vegetation. W x H No.3+420 1 Box culvert This culvert is not functioning due to heavy accumulation of sediments and vegetation. W x H No.6+520 2 Box culvert This traversal box culvert is not used as outlet. This is because storm water flooding of the road side passes 1.65 x H to north side. No.11+360 4 Box culvert There is accumulation of sediments and vegetation in the surrounding area. 2.9 x H The wastewater from the residential area on the east side of Qasim Port Intersection flows into here. *Measurements couldn’t be made at the locations denoted by W, H due to accumulation of sediment. Source: EIA of Construction and Rehabilitation of N5 by EMC Pakistan (Aug, 2015)

Left: No.0+890 road traversal culvert Right: Wastewater flowing into the culvert

Left: No.3+140 Right: No.3+420 culvert

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No.6+520 culvert

Left: No.11+360 culvert Right: Wastewater flowing into the culvert on the upstream side

4.3.5. Solid Waste Management It is estimated that the average waste generated in Karachi is 0.483 kg/persons/day, the total amount of municipal living waste is about 8000 ton/day, the total amount of industrial waste, construction waste and hospital waste is about 2000/ton/day. However, the existing solid waste collection and transportation management system in Karachi is not perfect. The municipal infrastructure construction has been lagged behind by the economic development, which becomes the bottle‐neck to hinder the faster and better development of the municipal economy. Of the municipal infrastructure construction, the infrastructure of MSW collection, transfer and final disposal is also on the top of the agenda of the important factor to block the economic development. There are two landfill sites in the outskirts of Karachi. 1) The Jam chakro landfill site having coordinates 25o01’640N, & 67o01’980E at the altitude of 285 ft. This site is spread over 500 acres. The garbage/composite consists of silver, metal, glass, bones, polythene shoppers etc. This landfill is in the north west of Umar goth having 1000 houses in deh Bund Murrad, Gaddap, Mangho Pir area. About 8‐9 kms of garbage is dumped at the height of 285ft. below the datum. About 2000‐

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3000 tons of garbage is dumped in the area, 2) Gond Pass Landfill Site is located in between 25o00’634N and 66o55’262E. Gond pass is an old landfill established about 40‐50 years ago and spread over an area of 500 acres. About 1000 tons/day of municipal waste is transferred from various garbage collection points. The landfill is scientifically maintained by placing PVC filtered pipes for the escape of gases. Guidelines for Solid Waste Management have been drafted by Pakistan Environmental Protection Agency (PEPA) in collaboration with JICA and UNDP in 2005. These guidelines provide for safe and sustainable mechanism for collection, handling, storage and disposal of solid waste including hazardous waste. 4.3.6. Seismicity According to a map created by the Pakistan Meteorological Department, the country is divided into 4 zones based on expected ground acceleration. The areas surrounding Quetta, those along the Makran coast and parts of the NWFP, and also along the Afghan border fall in Zone 4. The rest of the NWFP lies in Zone 3, with the exception of southern parts of this province, which lie in Zone 2. The remaining parts of the Pakistani coastline also lie in Zone 3. The remaining parts of the country lie in Zone 2. According to this classification, the Project site would be placed in Zone 2B corresponding to Modified Mercalli (M.M) intensity scale i.e. minor to moderate damage, distinct earthquakes may cause damage to structures with fundamental period corresponds to intensity IV- VII the M.M Scale.

Figure 4.5: Seismic Zones between Karachi4 Karachi is situated close to the junction of three tectonic plates (Indo-Pakistan, Arabian and Eurasian Plates). The significant faults in the vicinity include Rann of Katch Fault in east and Pub-Null Fault in west. The Rann of Kutch-Karachi fault, also known as Karachi- Jati-Allah Bund fault, passes close to the Eastern Industrial Zone of Port Qasim. It has three other segments namely the Jhimpir fault, the Pab fault, and the Surjani fault.

4 Map data source(s): PMD, GSP, Pakistan Engineering Council – Prepared by Al hasan Systems Private Limited

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Historically this region has suffered a number of earthquakes. The largest earthquake was in 1819. It had a magnitude of 8.0 and was felt over a wide sheathe of the Indian sub-continent. Eastern branch of the Indus River was blocked. Long tract of alluvial land uplifted as a result of earthquake. This earthquake was also associated with surface faulting and subsequent subsidence in the epicenter area. This fault produced a scarp called "The Allah Bund". Effects of recent earthquake on January 26, 2001 have been noticed in the deltaic areas. The earthquake occurred along an approximately East- West trending thrust fault at shallow (less than 25 km) depth.

Table 4.4: List of Earthquake in Indus Deltaic Region and surrounding within Latitude 23.0-25.0 N and Longitude 67.5-71.0E Magnitude Date Lat-N Lat-E Depth (km) Richter Scale 26-09-1977 25.4 68.2 33 4.5 25-11-1982 25.6 67.9 33 4.9 17-12-1985 24.9 67.4 33 4.9 24-12-1985 24.8 67.6 33 4.7 10-09-1991 24.4 67.7 33 4.8 19-09-1991 24.3 68.7 33 4.7 23-04-1992 24.3 68.8 33 3.7 24-12-1992 25.2 67.7 33 3.6 05-02-1993 24.6 68.9 33 4.3 26-01-2001 23.4 70.3 17 7.6 Source: Pakistan Meteorological Department A. Recent Earthquakes near Karachi

Table 4.5: List of recent earthquakes in the last 8 years in Sindh, Baluchistan and Arabian Sea Epicentre Location Magnitude Date Location Lat-N Lat-E Depth Richter (km) Scale 31-05-2012 Karachi, Sindh 24.602 67.092 10 4.0 17-04-2010 Uthal, Baluchistan 25.368 66.486 29 4.4 15-11-2008 Ormara, Baluchistan 24.38 65.517 10 3.9 08-12-2007 Sehwan, Sindh 26.037 67.742 10 3.7 13-10-2007 Uthal, Baluchistan 25.428 66.556 10 4.0 21-04-2007 Karachi, Sindh 24.038 66.745 10 3.9 17-06-2006 Uthal, Baluchistan 25.756 66.407 10 3.7 Source: http://earthquaketrack.com/pk-05-karachi/recent 4.3.7. Climate The climate of project area / Malir District is arid to semi-arid with hot summers and mild winter. Scanty and erratic rainfall is received in monsoon season.

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4.3.7.1 Temperature The air temperature in Karachi Division and its coastal areas are generally moderate throughout the year due to presence of sea. Climate data generated by the meteorological station at Karachi Air Port represents climatic conditions for the region. The mean monthly maximum and minimum temperatures, recorded during the last 16 years in Karachi to describe the weather conditions are shown in Table 4.6 and 4.7 respectively. The Tables indicate that the mean monthly maximum temperature in Karachi ranged between 26.8ºC and 26.78 0C during the 2001-2016 periods, while the mean monthly minimum temperature ranged between 13.6ºC and 15.72 ºC. The annual mean maximum and mean minimum temperature during 2001-16 periods were 32.80ºC and 23.0ºC, which indicates that there has been a slight but significant rise in the mean minimum temperature during the last 16 years. As far as the Malir District is concerned, being little away from the sea is climatically somewhat different from other parts of Karachi division. The district suffers a long hot season, which starts from March and continues till October. The summer season is not too hot due to influence of sea breeze but in May and June due to low pressure in the interior Sindh the north-east winds increase the temperature and it soars up to 43˚C or even higher. By the end of June monsoon winds from Arabian Sea moves towards low- pressure region. These winds carry water moisture in abundance, which in a shape of clouds, passes through the district reducing the temperature considerably. Winters start from November and continue till February. During winter, the temperature remains up to 15˚C. The Northern wind blows in this period, which reduces the temperature further. Table 4.6 Mean Monthly Maximum Temperature oC Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2001 27.2 29.6 33.1 34.6 35.1 34.9 32.2 32.3 33.1 36.0 33.5 30.4 32.7 2002 27.0 28.2 33.3 35.4 35.6 35.1 32.2 31.6 31.4 36.5 32.7 28.1 32.3 2003 27.6 28.5 32.4 36.6 35.7 34.9 34.1 32.6 32.5 37.0 32.2 28.3 32.7 2004 26.6 29.9 36.2 35.4 36.8 35.6 33.8 32.7 32.8 33.7 33.1 29.4 33.0 2005 24.9 26.3 31.5 35.3 35.4 36.0 33.2 32.2 34.2 35.2 33.1 28.4 32.1 2006 26.0 31.3 31.8 34.0 34.6 35.3 33.8 31.0 34.2 35.0 33.4 26.3 32.2 2007 26.9 29.4 31.4 37.7 36.0 36.4 N/A N/A N/A N/A N/A N/A 33.0 2008 24.4 26.9 34.3 34.4 33.9 35.1 33.5 31.9 34.7 35.5 32.5 27.2 32.0 2009 26.2 29.8 33.0 36.0 36.8 35.7 34.5 33.0 32.8 35.9 33.0 28.6 32.9 2010 27.5 29.2 34 35.7 36.5 34.7 34.6 33.2 34.5 35.9 32.7 28 33.0 2011 26.9 28.5 33.2 35.8 35.3 35.3 34.2 32.8 32.9 N/A N/A N/A N/A 2012 25.7 26.9 31.7 35.1 35.5 34.6 33.2 32.7 33.2 35.0 32.7 28.2 32.0 2013 26.7 28.0 33.3 34.0 35.1 36.5 33.8 32.1 33.0 35.7 32.3 28.3 32.4 2014 27 29 32 35 36 37 34 33 33 36 34 31 33.0 2015 28 30 32 37 38 39 35 33 36 37 36 31 34.3 2016 30 32 34 36 37 38 35 35 34 36 35 31 34.1 Source: Pakistan Meteorological Department

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Table 4.7: Mean Monthly Minimum Temperature oC Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2001 11.5 14.9 19.6 23.8 28.1 29.0 27.1 26.5 25.9 24.4 18.6 15.8 22.1 2002 12.8 13.8 19.5 23.9 27.0 28.2 29.6 25.6 24.8 22.5 17.7 14.9 21.7 2003 12.7 16.9 19.8 24.2 26.5 28.2 23.6 27.0 25.3 20.9 15.2 12.0 21.0 2004 12.9 14.5 19.1 24.8 27.3 28.8 27.5 26.3 25.3 22.4 18.0 15.4 21.9 2005 12.3 11.3 20.3 23.0 26.4 28.3 27.2 26.6 26.6 22.9 18.9 13.0 21.4 2006 11.7 18.1 19.6 24.5 27.5 28.5 28.3 26.3 26.8 25.7 19.4 14.0 22.5 2007 13.0 17.3 19.7 24.7 27.6 28.6 N/A N/A N/A N/A N/A N/A 21.8 2008 10.1 11.1 19.6 24.0 27.3 29.1 27.9 26.8 26.6 23.8 17.6 14.9 21.6 2009 14.7 16.5 20.8 23.8 27.6 28.7 28.1 27.5 26.5 22.6 17.0 13.9 22.3 2010 12.2 14.7 21.3 25.1 28 28.2 28.3 27.2 25.8 23.9 17.4 11.1 21.9 2011 11 14.5 19.7 23.1 27.1 28.8 27.8 28.6 26.5 N/A N/A N/A N/A 2012 11.2 11.9 19.1 24.5 27.2 28.0 27.9 26.9 26.4 22.7 18.6 14.2 21.5 2013 11.6 15.1 19.2 24.2 27.1 29.3 28.0 26.6 25.5 25.4 18.1 13.0 21.9 2014 17 21 26 29 31 32 31 30 30 30 27 21 27.0 2015 20 23 30 31 32 33 31 29 29 30 27 22 28.0 2016 23 24 28 29 31 31 31 30 28 28 28 25 28.0 Source: Pakistan Meteorological Department 4.3.7.2 Precipitation The main source of precipitation is rainfall which is received mostly in the months of July to September during SW Monsoon winds. It is very erratic as some years are very dry and there is no rain. The average rainfall is 217 mm and most of it is received in the month of July. Occasional winter rains are also received in the months of December –February as result of NE winds which count 15-25% of total rainfall. The record for rainfall of PMD at Karachi Airport (2001-2009 & 2012-2016) suggests that July and August are the wettest months and that the maximum rainfall recorded in Karachi during 2001-2009 & 2012-2013 period was 270.4 mm during the month of July 2003, while the maximum annual rainfall was 324.9 mm during the year 2003, followed by 301.1 mm in 2006 and 279.9 mm in 2009.

Table 4.8: Monthly Amount of Precipitation (mm) at Karachi Airport Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2001 0.0 0.0 0.0 0.0 0.0 10.6 73.6 16.2 N/A 0.0 0.0 0.0 33.46 2002 0.0 2.4 0.0 0.0 0.0 N/A N/A 52.2 N/A 0.0 0.5 0.4 13.87 2003 6.4 21.8 0.0 0.0 0.0 16.3 270.4 9.8 N/A 0.0 0.2 0.0 54.15 2004 13.7 0.0 0.0 0.0 0.0 N/A 3.0 5.6 N/A 39.3 0.0 4.3 13.18 2005 6.6 12.8 N/A 0.0 0.0 N/A N/A 0.3 54.9 0.0 0.0 17.1 18.34 2006 N/A 0.0 N/A 0.0 0.0 0.0 66.2 148.6 21.9 0.0 3.1 61.3 60.22 2007 0.0 13.2 33.4 0.0 0.0 110.2 N/A N/A N/A N/A N/A N/A 52.26 2008 8.0 Trace 1.1 0.0 0.0 0.0 54.0 37.5 Trace 0.0 0.0 21.0 24.32 2009 3.0 Trace 0.0 Trace 0.0 2.6 159.9 44.0 68.9 0.0 0.0 1.5 55.68 2012 0.2 0.0 0.0 0.0 0.0 Trace Trace 8.1 121.0 0.0 0.0 22.8 152.1 2013 Trace 20.0 2.8 30.0 0.0 Trace 5.5 105.4 4.0 1.2 0.0 0.0 168.9 2014 0.2 0.4 2.7 0.0 1.51 7.34 34.07 22.53 4.5 3.8 1.3 0.0 78.35

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Table 4.8: Monthly Amount of Precipitation (mm) at Karachi Airport Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2015 2.8 5.98 1.25 0.41 0.0 6.74 26.56 14.03 2.3 0.0 0.0 0.0 60.07 2016 1.9 0.0 16.99 0.0 0.1 3.0 17.79 67.87 4.27 0.0 0.0 0.0 111.92 Source: Pakistan Meteorological Department 4.3.7.3 Wind Speed & Direction The wind direction and speed between the summer and winter monsoon seasons are rather unsettled and large variations are noted both with respect to speed and direction. The eleven years’ wind velocity record (2001-2009 & 2012-2013) indicates that the velocity varies and ranges between 2.0 m/s to 12.6 m/s. The Tables 4.9 and 4.10 show the wind speed and direction respectively.

Table 4.9: Wind Speed (m/s) at 12:00UTS Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2001 2.6 3.4 4.3 5.6 7.5 8.1 6.8 7.3 5.5 3.7 2.0 2.4 4.9 2002 3.6 3.9 4.0 6.5 8.5 8.2 9.8 7.3 7.7 3.3 2.9 3.2 5.7 2003 4.0 5.0 5.4 5.2 7.7 8.8 6.7 7.1 6.0 3.2 3.1 3.0 5.4 2004 3.4 3.7 4.0 6.0 8.0 9.0 10.0 9.5 7.3 3.8 1.0 2.5 5.7 2005 3.6 4.2 4.8 5.1 7.1 7.5 9.0 6.9 6.4 3.9 2.0 1.5 5.2 2006 2.0 3.0 3.0 6.2 8.0 7.7 8.3 6.2 4.7 4.2 2.2 3.0 4.9 2007 2.0 3.7 4.0 4.0 6.0 6.3 N/A N/A N/A N/A N/A N/A 4.3 2008 4.3 7.6 8.2 10.5 12.6 7.6 11.0 9.3 8.7 6.6 5.1 3.9 7.9 2009 7.0 7.2 7.9 9.3 9.8 9.7 9.5 9.3 9.1 6.1 5.0 3.9 7.8 2012 5.8 6.6 9.3 9.8 12.3 12.8 13.1 11.2 8.4 7.1 5.7 5.8 9.0 2013 5.2 6.9 9.0 10.3 11.5 10.8 12.0 11.2 10.3 7.7 5.1 4.5 8.7 Source: Pakistan Meteorological Department

Table 4.10: Wind Direction at 12:00UTS Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2001 S54W S43W S42W S45W S46W S45W N52W S59W S44W N56W S45W S06W 2002 S67W S52W S51W S55W S51W S42W S54W S45W S48W S56W N54W S41W 2003 S60W N50W S45W S48W S45W S68W S60W S47W S43W S54W S50W S27W 2004 N27E S46W S53W S49W S52W S54W S54W S62W S56W S47W S45W N86E 2005 N63E S51W S50W S52W S63W S48W S54W S49W S87W S54W S52W N23W 2006 S48W S62W S50W S57W S64W S60W S67W S78W S51W S53W S49W N79E 2007 S30W S62W S47W S55W S58W S47W S41W S55W S60W S48W S48W N45E 2008 N45E S47W S54W S51W S52W S39W S50W S52W S46W S39W S38W N 2009 N45E S45W S41W S58W S46W S46W S56W S49W S56W S42W S39W S45E 2012 S3E N56E S62W S46W S61W S51W S66W S51W S53W S41W S41W N9W 2013 N39W S54W S56W S54W S61W S40W S53W S52W S55W S47W S17W N50W Source: Pakistan Meteorological Department 4.3.7.4 Humidity The relative humidity has been found to range from 25% (dry) to 91% (very humid) over the 1992-2012 period. The air is driest around Feb 9, at which time the relative

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humidity drops below 33% (comfortable) three days out of four; it is most humid around August 2, exceeding 83% (humid) three days out of four.

4.5a: Humidity record of Karachi The average daily high (blue) and low (brown) relative humidity with percentile bands (inner bands from 25th to 75th percentile, outer bands from 10th to 90th percentile). The trend of variation of humidity is similar to that followed in the case of temperature and precipitation as is evident from the following Figure:

Figure 4.5b: Graphical presentation of Humidity curves for lower Sindh region (1981-2004) It has been observed that below normal evapotranspiration given by ETo and above normal relative humidity (RH) provide ideal conditions for crop production. Contrarily below normal RH and above normal ETo places the area under water/moisture stress, a condition that negatively affects normal growth/yield of crops in the warmer days of summer. It is the stress situations created by high evapotranspiration, high aridity and hence desiccation of the soil that are largely responsible for the observed changes in climatic norms.

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4.3.8. Ambient Air Quality Transportation system and indiscriminate burning of garbage are the dominant source of air pollution in Karachi. Operation of defective vehicles, use of low quality fuel, and increase in the number of vehicles beyond the capacity of roads are the main reasons for deterioration of ambient air quality. However, the impact of air pollution emanating from transportation system has been found limited to the roadways and that too at traffic intersections and on the middle of the road. Emissions from stationary sources e.g. residential and business districts associated with fuel combustion for domestic use and power generation are significant but have limited extent. In order to analyze the existing air quality of the project macro environment and the microenvironment, ambient air monitoring had been conducted. The results achieved by the monitoring will be taken as baseline air quality of the area. Air monitoring setup was installed at the monitoring locations to collect ambient air quality data for 24

Hours. Pollutants being monitored included NOx, SO2, CO, CO2, O3, SPM, PM2.5, PM10 and Lead. Air quality monitoring was conducted at six locations in the macro environment. The criteria of site selection for air quality monitoring in the macro environment was based on representativeness of the location i.e. locations selected for monitoring are representative of the various type of activities (Industrial operations, traffic congestion etc.) in the macro environment. Each sampling location lies within a varying distance from project site. The results of monitoring of the ambient air quality are shown in Table 4.11. Table 4.11a: Results of Air Quality Monitoring at selected locations in macro environment Value SO NO NO CO SPM PM PM Location 2 2 10 2.5 (ppb) (ppb) (ppb) (ppm) (µg/m3) (µg/m3) (µg/m3) Min 41 88 18 2.30 120 20 10 Quaid-e- Max 99 175 96 8.30 263 120 50 Abad Bridge Avg 62.72 122.70 49.30 4.33 173.65 40.82 21.18 Min 10 20 07 2.10 120 20 10 Kohi Goth Max 32 48 18 8.60 215 130 40 Bridge Avg 22.26 30.25 11.01 5.52 180.21 44.69 18.67 Benazir Min 41 52 41 3.10 145 40 20 Bhutto Max 115 298 145 9.50 263 160 45 Village Avg 71.86 177.84 92.46 5.42 194.13 85 29.31 Min 32 41 41 2 120 40 10 Port Qasim Max 96 120 96 32.50 298 180 52 Roundabout Avg 63.69 79.29 67.43 3.76 206.39 88.06 26.16 Min 41 74 52 3.10 125 20 13 Pakistan Max 96 196 163 6.90 312 160 40 Steel Avg 69.28 123.55 94.07 5.02 205.96 80.20 27.12 Min 36 47 10 2.10 150 16 10 Shah Latif Max 14 25 19 4.20 296 160 55 Town Avg 23.34 34.99 13.02 3.27 185.73 57.67 22.80 Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA

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Table 4.11b: Results of Air Quality Monitoring in the micro environment Value SO NO NO CO SPM PM PM Location 2 2 10 2.5 (ppb) (ppb) (ppb) (ppm) (µg/m3) (µg/m3) (µg/m3) Min 15.8 3.2 5.0 0.6 27.8 Project Site Max 31.8 13.3 15.2 1.1 35.0 Avg 20.6 8.7 20.9 1.7 364 111 41.2 The results of air quality monitoring conducted for the macroenvironment reflect

significantly exceeding concentrations of criteria pollutants SO2 and NOx. The results

SO2 and NOx in the ambient air quality are in coherence with the factual observation that the macroenvironment witnesses high traffic activity for almost entire day including heavy traffic like trucks and contract carriages which run on diesel. The increased concentration of criteria pollutants can also be rightfully attributed to: i) polluting vehicles (diesel and CNG) plying on the road which emit pollutants (SOx and NOx) and exceed NEQS at points where congestion occurs, and ii) the operation of industrial units along N5 (project location). Industrial units including textile, Steel mill, manufacturing units, pharmaceutical & other industrial units are located in the macro environment of N5. The values of criteria pollutants were found to be within SEQS limits in the microenvironment of project area due to limited industrial activities at present.

4.3.9. Ambient Noise Quality The noise level data generated from the survey suggest that the noise levels at the project site were well within the permissible limits. The noise levels were checked at four sides of the proposed plant location site. Table below shows the results of noise monitoring being conducted at the four locations.

Table 4.11b: Noise Level Test Report SEQS Limits: 75dB(A) S. No. LOCATION/SOURCE Noise Level Readings 1 2 3 Mean 1 Right Corner Front Side Area 59 60 63 60.66 2 Left Corner Front Side Area 62 60 61 61 3 Back Side Right Corner 57 59 60 58.66 4 Backside Left Corner 55 56 57 56 SEQS =Sindh Environmental Quality Standard. dB (A) Leq=Time weighted average of the level of sound in decibel on scale which is relatable to human hearing Noise pollution from vehicles is also serious problem in Karachi city, especially in residential areas. Major contributors to the noise pollution are the use of vehicle horns, removal of silencers on exhaust pipe of rickshaws, high volume of traffic especially heavy vehicle and poorly maintained vehicles. The noise level data from macro environment suggest that the vehicular traffic is the main source of noise pollution.

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Table 4.11c: Name of Noise Monitoring Stations /Locations Location Name of Location Leq,D NEQS Leq,N NEQS (Day) (Night) S-1 Quaidabad Bridge 79 75 59 65 S-2 Green Park City 75 55 57 45 S-3 Kohi Goth Bridge 68 65 51 55 S-4 Benazir Bhutto Village 78 65 63 55 S-5 Chowkandi More Road 84 65 62 55 S-6 Port Qasim Roundabout 88 75 63 65 S-7 Pakistan Steel 78 75 62 65 S-8 Mosque near Abdullah Goth 79 65 64 55 S-9 Shah Latif Town 80 65 64 55 S-10 Export Processing Area 79 75 54 65 Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA (July, 2014)

Figure 4.6a: Noise Measurement Data Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA

4.3.10. Land Use The present site land is a barren, flat tract with sparse thorny vegetation. The apparent soils of the area are shallow, strongly calcareous silt loam with weak structure. The vegetative growth in this area is limited to short grasses, shrubs and scrubs along with a few drought resistant trees. The land use of the immediate macro environment i.e. initial section of the N5 road, can be divided into the following four types:  Small stores (kiosks, auto repair shops, restaurants, etc.)  Large factories or buildings surrounded by fences  Fuel stations.  Development zones or vacant lots

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Moreover, numerous cars are usually parked on the road, while tank lorries are often parked in areas close to fuel stations, and many large trucks are parked close to auto repair shops. The current land uses and outline image are indicated below. Land Uses (immediate macroenvironment) Location Roadside Land Use Beginning point ~ Cattle Colony Continuous shops, buildings, factories along the Intersection roadside, etc. Cattle Colony Intersection ~ Port There are continuous shops around Cattle Colony Qasim Intersection Intersection; however, at least half the land comprises vacant lots. Port Qasim Intersection ~ Pakistan There are 7 fuel stations on the north side of the target Steel Intersection I road, and many tank lorries are parked. On the south side, there are two fuel stations with some parked tank lorries, however, the land is almost totally vacant.

Figure 4.6b: Present Condition of Existing Roadside Source: JICA Study Team – EIA Construction and Rehabilitation of N5 (2014) Intersection There are 4 intersections as indicated below, and these are not installed with traffic lights. Policemen conduct traffic control by hand signals at congested times only on Manzil Pump Intersection and Cattle Colony Intersection. The characteristics of each intersection are summarized below.

Outline of Intersections Station Intersection Characteristics No.1+320 Manzil Pump This intersection is a hub of large-size vehicle Intersection traffic with the 8,000ft Road. Many large-size vehicles turn left and right here.

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No.4+380 Cattle Colony There are many shops along the N5 and PMTF Intersection Roads, and this intersection experiences the most coming and going of people (is the busiest) of the four intersections. This is also the main intersection for gaining access to the livestock industrial park on Mehran Road. No.8+750 Port Qasim This is the intersection for gaining access to Qasim Intersection Port located to the south. A road (entrance) for gaining access to a public parking area for tank lorries and large-size vehicles is currently being constructed on the north side and is planned for opening in 2017. Many of the large-size vehicles that currently park on the road will use this parking area. No.11+300 Pakistan Steel This is the intersection for gaining access to Intersection Pakistan Steel Mills LTD. According to the field survey, only vehicles going to and from the factory use this intersection and traffic here is relatively light. Also, tank lorries were observed making U-turns at Port Qasim Intersection and Pakistan Steel Intersection.

U-turn (Pakistan Steel Intersection) Tank Lorry Parking Area under Construction Pavement Condition The pavement condition is extremely poor in this section with various types of pavement defects including longitudinal and transverse cracks, rutting, potholes, extensive patch work, eroded edges / edge cracking, wheel path cracking, besides loss in riding quality. Damage is caused by accumulated rainwater due to the poor drainage in the rainy season as well as overloading vehicles. Moreover, the rutting can be partially seen.

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4.3.11. Traffic Conditions Once the operation phase of the auto manufacturing facility commences, manufactured cars will be transported to the Karachi city and to the destinations upcountry. The principal road they will be using in the first place will be the National Highway (N5). Therefore, a detailed study of the traffic conditions of the initial section of N5 is presented in this subchapter. The National Highway starting from the Karachi Port area passes through the Central Business District and the airport and crosses the Malir River at Quaidabad. It carries heavy traffic on the way to the extent that Quaidabad is among the 10 most travelled destinations in Karachi with 822,321 vehicles passing through the corridor each day5. The following Tables show that the growth in traffic volume has accelerated during the recent years.

5 Environmental Management Consultants – Environmental Impact Assessment for KEE, 2007

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The traffic survey was conducted during the EIA of Construction and Rehabilitation of N5 in 2014-15 by EMC Pakistan in cooperation with JICA. The Survey Team has conducted the traffic survey to verify the present traffic condition in the target road. Figure below shows the each location of the traffic survey.

Figure 4.6c: Location of the Traffic Survey 4.3.7.5 Results of Traffic Survey Intersection traffic count survey Total inflow volume and vehicle composition Figure below shows the total inflow volume and vehicle composition at each intersection on holiday (left) and weekday (right). The total traffic volume tends to decrease but the large vehicle ratio tends to increase as it goes eastward. On holiday, 30,000 – 40,000 vehicles were observed at I 1 and I 2 while 15,000 – 20,000 vehicles were observed at I 3 – I 5 for daytime 12 hours. On weekday, 35,000 – 40,000 vehicles were observed at I 1 - I 3 while around 25,000 vehicles were observed at I 3 – I 5 for daytime 12 hours. Motorcycle has the highest vehicle share at most of the intersection and number of large vehicles does not change drastically at each intersection.

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Figure 4.6d: Total inflow volume and vehicle composition

Hourly Fluctuation Figure 4.6e shows the hourly traffic volume at each intersection on holiday (left) and weekday (right). Peak hour for the target section which has the highest sum of traffic volume at all intersections is 15:00 p.m. on holiday and 17:00 p.m. on weekday although the peak hour at each intersection varies.

Figure 4.6e: Hourly fluctuation

Classified traffic count survey Ratio of daily traffic to daytime traffic Figure below shows the daily traffic to daytime traffic calculated by the result of classified traffic count survey for 24 hours at OD1 and OD4. The ratios of most vehicles are around 1.5 and the ratio at OD4, the ending point side of the Project is slightly higher than that at OD1, the starting point side of the Project.

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Figure 4.6f: Ratio of daily traffic to daytime traffic

JICA study team confirmed from the result of traffic survey conducted in the 1st field survey that the traffic volume decreases eastwardly from Port Qasim Intersection as shown in Figure 4.6g. According to Figure 4.6g, the difference of approximately 10,000 pcu/day of daily traffic between Section 4 and the other section can be found and the present daily traffic volume between Section 1 and Section 3 exceeds or close to the traffic capacity of existing 4-lane road. Furthermore, the traffic demand of Port Qasim Intersection will increase in the future since the large freight vehicles going to Port Qasim will divert to the ZOTPT which is being constructed and will operate in 2017 at the north of intersection. Therefore, the Survey Team proposes the appropriate target section of the Project should be from a point approximately 100m from the edge of Quaidabad Flyover to Port Qasim Intersection considering the above traffic condition as well as the present pavement condition.

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Figure 4.6g: Daily Traffic Volume in the Target Section 4.4 Biological Environment 4.4.1. Microenvironment The Flora of Project Area: The native/indigenous flora of the site is given below, however, at present only Capparis aphylla, Euphorbia caudicifolia, Calotropis procera, Prosopis juliflora and Salvadora oleiodes are found in the microenvironment of project area. Trees and shrubs:

Botanical Name Local Name Capparis aphyla Kirir Salvadora oleoides Khabar Acacia Senegal Kunbhat Prosopis cineraria Kandi Prosopis juliflora Mesquit, devi Tecoma undulata Lohiro Euphorbia caudicifolia Thuar Tamarix aphylla Lai Ziziphus nummularia Ber Acacia nilotica Babur

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Grasses:

Aristida adscenciones Lumb Aristida funiculate Lumb Cenchrus biflorus Bhurt Cenchrus ciliarus Dhaman Chrysopogon aucheri Putar Cymbopogon jawarncusa Poi Desmostyches bipinnata Dubh Dicanthium annulatum Lasiurus sindicus Sain Lasiurus hirsutus Leersa spp.

Onsite Flora

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Fauna of Project Area The project site land is a part of an industrial estate and is almost barren, sparsely inhabited with little vegetation comprising mostly bushes. Areas occupied by office blocks and roadsides are planted by providing artificial irrigation. Due to human disturbance and shrinking habitat, only nominal fauna could be recorded on the site. However, the habitat of common wild animals, who could be found if there had been no disturbance in this area, comprises: Jackal, Porcupine, Fox and Wild Hare. Birds of the eco-zone likely include Grey Partridge, Common Quail, Spotted Owlet, Indian Nightjar, Woodpecker, Passerines, etc. Reptiles of the area included Monitor Lizard, Spiny-tailed Lizard, Krait, Vipers and Rat Snake. 4.4.2. Biological Environment of Project Area along the Starting Section of the National Highway (N5) The condition of the physical environment viz. temperature, rainfall and soil described above indicates that this is a rocky tropical arid area where only xerophytic vegetation can grow and survive. Under these hot, harsh and unfriendly environmental conditions, only slow growing thorn forest vegetation i.e. stunted trees and bushes can grow and survive. The main constraint in such environmental conditions is the shortage of moisture and evapo-transpiration is much higher than precipitation. Therefore, plant species in such climatic conditions preserve moisture by shedding their leaves during dry periods, producing thorns, and creating other morphological features to just survive in such situations. The growing conditions are further accentuated by droughts, over grazing multiplied by land clearance activities demanded by the forces of urbanization. Once this vegetation is disturbed or cut, it takes long time to get revived naturally.

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Since water is the only limiting factor in this condition and if provided by artificial means, all tropical species can grow and thrive as is available in adjoining office blocks and on roadside. EMC has conducted field Survey for the collection of primary data with respect to Plants and Animals along the initial section of the National Highway (N5), which is in the macroenvironment of the project and in the Karachi city. On both sides of the road, several tree plantations are seen which are mainly dominated by Conocarpus latifolia, Euclayptus citriodora, Azadirachta indica, Thespecia populenaea. The dominant specie is Conocarpus latifolia which is planted on the medians. None of the trees are natural as they are planted by humans. There is a big tract of abandoned land on either side of the project dominant by two invasive species viz Prosopis juliflora and Prosopis glandulosa. These trees are invasive with allelpopathic nature there removal would be beneficial for prevailing native natural vegetation. As many as 04 species of plants were recorded from the Project area. The total of tree count is given below.

Project Area Left Lane Median Right Lane N5 (Quaidabad to Steel Town) 34 1,138 42 Source: EIA of Construction and Rehabilitation of N5 by EMC Pakistan

Trees and Flora identified on section of N5 within Karachi

Azadirachta indica (Neem) Euclayptus citriodora

Conocarpus latifolia Mesquite

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Major Floral Species of the Project Area

Acacia Nilotica Acacia Senegal

Capparis Decidua Commiphora Wightii

Euphorbia Caducifolia Prosopis Cineraria

Salvadora Oleoides Tamarix Aphylla

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Major Floral Species of the Project Area

Leptadenia Pyrotechnica Tamarindus Sindicus There has been serious impact on the precious ecology along the highway N5 and much of the past vegetation has since been removed. New species of trees have been planted with very little consideration on their possible invasion on biodiversity along the corridor. The tree species that have been planted are of foreign origin (Conocarpus). Much of green area has succumbed to inadequacies of management of vegetative growth in the context of widening of the roads, introduction of structures such as flyovers and underpasses, lack of drainage for storm water disposal and air pollution. Mangrove There are mangroves on the coast in the south side of Karachi and main species of mangroves are Avicennia marina and Ceriops tagal. As mangrove has undertaken roles in the protection of the coast, nutrient retention, providing fuel wood and fodder to local people and their livestock, and providing habitat to spawning fish, crustaceans and birds and it needs to be conserved. Mangrove is about 5 km away from the project site as a direct distance and it has a large area with approx. 310 km2.

Maril River

N5 (Target Road) Karachi City

Landhi Korangi Approx.5km Industrial Industrial area area Mangrove Forest Gizri Creek

Figure 4.7: Ecosystem around the project area Source: EIA of Construction and Rehabilitation of N5 by EMC Pakistan

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4.4.3. Biodiversity Growth of settlements and construction activity all around Karachi City District has greatly altered the biodiversity of its ecosystem. There has been constant loss of biodiversity as a result of fragmentation and degradation of natural environment of the Hub, Lyari and Malir River valleys and their catchment areas during the last 45 years. This has given rise to considerable decline in a number of native species of animals, birds, reptiles, fisheries and plants. Diversity of wildlife seems to have been reduced substantially while many plant species have either become scarce or have been lost as a result of urbanization of the land. However, it seems to be preserved to a certain extent in the core habitat of Kirthar National Park (KNP) which is adjacent to Hub Dam and the northeast edge of GadapTown of the Karachi City District. It is being realized now that the serious loss of Biodiversity in Karachi City District is due to: . Widespread historic conversion of natural ecosystems to agriculture followed by urbanization, and . Rapidly accelerating depletion of habitats and the continuing diminution of species and their populations as well as the natural or modified ecosystems. . The incidence of the two factors has critically threatened the following three ecosystems that have lost their value for species-richness and/or unique communities of flora and fauna, besides being continuously threatened with habitat loss and degradation.

Table 4.12: Critically Threatened Ecosystems in Karachi Ecosystem Characteristics Significance Threats 1. Coastal area Extensive Rich avian and Reduced freshwater extending over a 9 mangroves and marine fauna flow from diversions meter contour from mudflats Diverse upstream Cutting Cape Monze to Manora inadequate mangrove mangroves for fuel Channel-Bundal Island protected area habitat Marine wood Drainage of and beyond Gizri- coverage turtle habitat coastal wetlands Korangi Creek system to Gharo Creek - and coastal wetlands 2. Hub, Lyari & Malir Extensive Drainage Migratory flyway Water diversion/ River Valleys Basins of global drainage Agricultural importance intensification Toxic pollutants 3. Lyari & Malir Region of great Many endemic Hunting parties from Catchment areas antiquity and unique the Gulf species 4.4.4. Fauna, Endangered Species, Protected Areas Karachi city is largest industrial center in Pakistan and has already been developed region. As for plant in the city, trees are planted in the park, roadside and green belt. There are mangrove areas and wet lands outsides of the project area that are protected as natural resources. Mangrove is on the coast in the south side of Karachi. Wetland is

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located near Hub Dam, which is in the northeast of Karachi and far from project area. There is no area necessary to protect or being protected as valuable area of ecosystem or conservation area directly affected by the project implementation. There is no protected area around the project site. The nearest protected area called Marho Kotri Wildlife Sanctuary is approx. 25 km away from the project site. Hub Dam Wildlife Sanctuary (Kirthar National Park), which is the second largest national park, is approx. 60 km away from the project site. Location of two sanctuaries mentioned above is shown in Figure 4.8.

Kar achi City

Figure 4.8: Protected areas

Source: EIA of Construction and Rehabilitation of N5 by EMC Pakistan (Aug, 2015) 4.5 Karachi Transportation System

The intra-city road network has a radial pattern, consisting of a series of arterials, a few circumferential roads with inconsistent links and a disproportionately large number of local and collector roads. In terms of connectivity, the network is deficient in secondary roads that provide feeder service to major thoroughfares. The weakness has basically arisen from the piece-meal development focused on residential schemes in the past. Although the maintenance of Karachi’s roads has been poor and problematic, in recent years substantial improvements have been effected through construction of flyovers, underpasses, remodeling of intersections and road rehabilitation. To cater for the heavy traffic to and from the Karachi port, two logistic bypasses have been completed, and for the same purpose the Lyari expressway is being constructed. These would well serve an integrated logistic system. Of 24.2 million trips taken every day in Karachi, the public transport (buses) is deemed to provide 50-60 percent of all trips, para-transit (taxis and rickshaws) and private cars account for about 20 percent of the trips. Pedestrian trips represent about 20 percent of all the trips.

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Figure 4.9: Karachi Existing Transport Network 4.5.1 Road Network Three highways link Karachi to other parts of Pakistan. These are the Super Highway (M-9), National Highway (N-5) and RCD Highway (N-25). The Super Highway extends to Hyderabad while the National Highway extends to Hyderabad-Lahore-Peshawar - Torkham. The RCD Highway links Karachi to Chaman via Quetta. Karachi has six trunk roads which extend radially from the central area. These are Korangi Road extending south eastwards, Shahrah-e-Faisal Road extending eastwards and connecting with the National Highway, University Road extending north eastwards, M.A. Jinnah Road that connects Shahrah-e-Pakistan Road extending north eastwards and connecting with the Super Highway, Chaudry Fazal Ellahi Road that connects with Nawab Siddiq Ali Khan Road via Nazimabad extending northwards and the RCD Highway extending north westwards via Maripur Road. Meanwhile, the Lyari Expressway runs along Lyari River from the river mouth at Maripur Road to Shahrah-e-Pakistan. The section on the left bank has been completed, but the section on the right bank is currently only partially completed. 4.5.2 Road Length According to the KSDP-2020, the total length of roads in Karachi City is approximately 10,000 km. By type of road, local roads account for 93%. The combined length of expressways, principal arterial roads and minor arterial roads is less than 5% of the total.

Table 4.13: Road Length by Road Category Expressway Principal Minor Collector Local Total 77.2 km 265.9 km 169.1 km 243.3 km 9,197.8 km 9,944.3 km Source: Karachi Master Plan-2020 Transport Sector Report Table 4.6.2 The arterial road network including expressways and highways in Karachi City is shown in table 4.18. Total length of the arterial road network is 884 kms.

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Table 4.14: Arterial Road Lengths Expressway Highway Highway Principal Arterial Minor Arterial Total 25.6 km 173.2 km 157.2 km 527.9 km 883.9 km Source: KTIP Study (JICA) A. Number of Privately owned Automobiles The registered vehicles in Karachi can be observed from the following table. The vehicles are registered under the Excise & Taxation rules, Government of Pakistan. As a Part from this, a good number of vehicles playing in Karachi are registered in other cities. Numbers of unregistered vehicles are also observed in the city.

Table 4.15: Number of Privately owned Automobiles Period Private Commercial Motor cycle Total July 2000 - June 2001 16415 4446 7137 27998 July 2001 - June 2002 16868 3401 7720 27989 July 2002 - June 2003 22505 3629 13571 39705 July 2003 - June 2004 33906 7879 41374 83159 July 2004 - June 2005 45523 12614 65762 123899 July2005 - June 2006 60502 13907 91502 165911 July 2006 - June 2007 69412 8127 110487 188026 July2007 - June 2008 60017 10866 122919 193802 July 2008 - June 2009 32563 8169 100597 141329 July 2009 - June 2010 44307 19084 128856 192247 July 2010 - June 2011 49062 32301 159798 241161 July 2011 - June 2012 53677 26492 166189 246358 Grand Total 504757 150915 1015912 2571584 (Source, Motor Registration Civic Centre Karachi 2009-2012)

Registered Vehicles

250000

200000

150000 Private Commercial 100000 Motor cycle No. of Vehicles of No. 50000 Total

0 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 Year

There is no road-capacity related vehicle policy. Vehicles are being added at a rate of 413 units per day on Karachi roads whose capacity had been exceeded by a factor of 3 in the 1960s. This has resulted in inefficiency in the sector and higher costs to the user. There is lack of clarity regarding the participation of the private sector in the

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Transport Sector. The government has been unable to forge a clear set of policies that would help to forge an effective partnership between the public and private sectors for the development and growth of the Transport Sector in Pakistan. B. Public Transport Public transport modes in Karachi can be categorized into three groups: . Railway (Pakistan Railways) . Public Bus (Minibus, Coach, Large Bus) . Contract Carriage (Company bus, school bus) . Para-transit (Rickshaw, Suzuki Carrier, Qimchis)

C. Railway Presently, passenger trains are operated by Pakistan Railways (PR) for inter-city services only. PR is a state-owned railway service company under the Ministry of Railways of the GOP. The track of the inter-city railway runs parallel with the important east-west corridor along Shahrah-e-Faisal Avenue. The route is called as “Main Line”. There were 15 trains departing and arriving Karachi Cant Station a day with 17,000 passengers, according to the Cordon Line Survey in KTIP Study. Karachi Circular Railway (KCR) was introduced in 1969 by PR and has provided the service until 1999. The length of the circular line is approximately 40km. The reason for the closure was that KCR could not attract public passenger demand due to its insufficient and inefficient services. KCR is expected to formulate a circular and radial structure of mass transit system in Karachi. The scale of KCR is quite similar to that of Yamanote-line in Tokyo, which is very successful circular railway in Japan JICA has supported a series of studies to reopen KCR and the study in 2008 proposed to upgrade KCR as a modern urban railway system. The revival project of KCR was approved by the GOP on September 3, 2009. D. Bus The bus is the major transport mode in Karachi. Minibus is the popular bus with a rich decoration and roof seats. The usage of roof seats is prohibited in principal but the seats are commonly used by many passengers because of insufficient bus capacity. There are approximately 10,000 minibuses in Karachi. It should be noted that the number of bus fleet has been decreasing while the population is increasing and the city is apparently expanding. Buses in Karachi are operated at average speeds of 15-24 km/h. The difference of travel speeds of buses between peak hours and off-peak hours is not large because of frequent stoppage both in peak hours and off-peak hours.

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Figure 4.10: Minibus & Bus E. Para-transit The Rickshaw (Auto Rickshaw) is a popular transport mode in Karachi, which supplements the insufficient bus network. Rickshaws with two-stroke engine have been blamed for serious environmental damages such as air pollution and noise. The government of Sindh urges conversion of rickshaws from two-stroke engine of gasoline to four-stroke engine of CNG. There are many new rickshaws with CNG four- stroke engine observed on the roads in Karachi, although there still remain a lot of rickshaws with two-stroke engine. Qingqi Rickshaw is similar to Auto Rickshaw, having three wheels and passenger sheets in the rear. Qingqi Rickshaws are mostly operated in local streets as a feeder service of bus network and operation along main roads are restrained.

Figure 4.11: CNG Rickshaw Qingqi 4.5.3 Inter-modal Transfer Facility The major inter-modal transfers in Karachi are transfers between inter-city buses and local buses, transfers at the airport, and transfers at PR stations. There are four inter- city terminals in Karachi as follows: . Karachi Cantt Station (inter-city for National Highway), . Lee Market Bus Terminal (inter-city for National Highway and Super Highway), . Daewoo Bus Terminal (inter-city for Super Highway), and . RCD City Terminal (Karachi – Balochistan)

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Car and taxi are the major modes of the feeder transport from/ to RCD City Terminal because public transport service between RCD City Terminal and the center of the city is poor. Illegal parking of inter-city buses is observed in Saddar Area because there is no inter-city bus terminal in Saddar Area except for Karachi Cantt Station but the passenger demand is high. 4.5.4 Bus Traffic Public Transport Survey was conducted in Karachi Transport Improvement Project (KTIP) Study (KUTMP 2030) to investigate bus frequency. Frequency for 12 hours (6:00– 18:00) varies from 10 to 495. Route “W-11”, which connects Tower and North Nazimabad, is the most frequent route, where a bus runs every 45 seconds in peak time. The 12-hours frequency of “W-11” in front of KMC building (along M. A. Jinnah Road) was as large as 495. There are about 30 routes concentrating on M. A. Jinnah Road, which is the busiest bus transit route. Route “D-7” is the second at 397, which connects Super Highway and Landhi through Rashid Minhas Road. Public Transport Survey recorded 132 routes during the survey in which 70% of bus routes have less than 100 bus trips within 12 hours.

Figure 4.12: The width of each road line represents the number of buses operated for both directions per day. (Source: Public Transport Survey in KTIP) 4.5.5 Urban transportation issues/problems in Karachi Poor Quality of Service and Inefficient Public Transport

. The public transport is mostly operated by private operators who compromise on the safety and comfort of the public. The daily commuters face great hardships due to poor quality of service, substandard vehicles and clumsy routes. . The buses used are more than 20-25 years old usually running on diesel and emitting visible black smoke.

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. These buses do not use the designated bus-stops to pick-up and drop-off the commuters, which hinders traffic flow (Intra-city Bus Travel in Karachi, by Saif Asif Khan (15-05-2013)). . Non-motorized transport (NMT) is one of the most sustainable modes of transport. Unfortunately, it is unpopular in Karachi and only used by the low income group who cannot even afford public transport. The alarming security and safety problems, the absence of policy and planning for pedestrians/cyclists, and the encroached/ill maintained footpaths are some of the main reasons why lower middle and middle income groups do not use NMT. . Pedestrians, besides being exposed to air and noise pollution, are also the largest group of victims of road crashes as almost 600 people die in road crashes every year in Karachi with over 50 per cent being pedestrians (Urban Resource Center, 2003). . The daily loss in terms of money and time suffered by Karachi’s economy owing to the inefficiencies in the system of public transport in the city. Intending passengers claim that they have to wait at least 15-20 minutes daily at the bus stop, which constitutes roughly 6% of peak working time, assuming that the average worker works 8-10 hours a day. Using ballpark estimation, the city suffers a daily loss of at least Rs.50 million due to productive time lost simply waiting at the bus stop. Low Capacity of Bus Service . The number of bus fleets is decreasing while the traffic demand is increasing with rapid population growth, city expansion, and economic growth. Rapid increase in private cars cannot explain the reason because car is still expensive in Pakistan and there still remain huge population who cannot afford to buy a private car. . There are several reasons. . The number of minibuses and coaches are restricted while introduction of standard size buses has failed. . Bus service might not be a profitable business in Karachi due to the diesel price increase and politically regulated fare. . It is allegedly said that transport mafia controls the public transport supply to ensure the profit. . Bus fleets are often burnt by riot due to social unstable conditions. . The wide gulf between the number of seats available in buses and the demand is further illustrated by the passenger-to-seat ratio of 40:1, which means that passengers often have to risk their lives by travelling on the vehicle’s roofs, while there are no speed regulations. . Estimates of Karachi’s population growth rate range between anywhere 3 to 5%. This means that the number of buses should be growing by at least 2-3% each year to cater to this increasing demand for public transport. For instance, in the ten years from 1990 to 2000, there was an 86% increase in the bus fleet of Mumbai, and a 54% increase in that of Chennai. Instead, we observe that the number of buses is actually declining, owing to at least 500 buses. . In this respect, it might be pertinent to mention here the possibility of implementing a Bus Rapid Transit (BRT) system in Karachi. According to the NY Metropolitan Transit Authority, BRT is a concept of high performance public

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transport buses which aims to combine bus lanes with top of the notch bus stations, buses, amenities and branding, to achieve comparable performance quality of a metro rail system, with the added flexibility, cost and simplicity of a bus system. Improper Bus Route . The majority of the bus services concentrate on radial directions except the major circular route such as Rashid Minhas Road. . Bus routes are designed to provide the service between major origin and destination through high demand routes, and the preferable routes for bus operators are busy while the bus service along non popular routes is poor. . There is no hierarchy of bus network, or trunk and feeder system. From this, passengers need to transfer their buses to reach their destination. . Since there is no fare integration, passengers need to pay the fare for every transfer. Poor Road Network . Road network in Karachi has been significantly improved in recent years by construction of flyovers and underpasses. From this, traffic capacity problem is small at present. However, there are some network problems relating urban structure. . For example, the access to and from Korangi industrial area is inconvenient because there are few access routes over Malir River. . Traffic to and from Clifton area concentrates several intersections on Shahrah-e- Faisal Road, which cause traffic congestion in the center of the city. . Since the drainage system of road system is poor, even at recently developed underpasses, flood is a big problem in monsoon season. Traffic Congestion . Traffic congestion is one of the serious problems especially in the center of the city. A lot of traffic signals are installed at intersections in the down town area compared to the suburban area. However, traffic is controlled by traffic police in peak hours because of the problems of the signalized intersections. . Much of the city’s primary highway network has a wide alignment and wide central medians but the road hierarchy is deficient, with a lack of secondary roads, which provide a vital feeder service between the major thoroughfares and residential areas. This results in congestion which is further aggravated by encroachments and on-street parking on the main and collector streets. Traffic Accidents . Places where frequent traffic accidents occur (black spots) are shown in the following figure. Worst black spot in 2008 was at Korangi Naddi, second worst spots were Beneath KPT Interchange and Jinnah Bridge.

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. Many of traffic accidents were occurred on the highway and arterial roads. Particularly noticeable routes of high accidents were Shahrah-e-Faisal – National Highway, Shahrah-e-Pakistan – Super Highway and Estate Avenue.

Source: KTIP Study (JICA) Environmental Deterioration Urbanization and motorization have proceeded with inadequate government and technological support for sustainable development plans. The negative externalities of the transport sector have gradually harmed the environmental conditions in urban areas and are continuing to exacerbate the quality of life. The unchecked growth in the vehicle fleet combined with an aging and ill maintained vehicle stock has degraded the road environment which has resulted in severe congestion on the roads along with serious levels of air and noise pollution. Motor vehicle and motorcycle ownership is growing at a rate of approximately 14 per cent per annum (over 500 new vehicles joining the road network each day), is potentially the most significant threat to Karachi’s opportunity to improving the quality of life of city residents. This extraordinary rate of growth has major adverse implications for pedestrians, air quality, the public transport system, road safety and the overall liveability and accessibility of the city (ADB, 2007).

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Risk of air pollution to the dwellers of Karachi (Multi-criteria risk assessment) (Source: Arsalan, 2002).

Air & noise pollution due to increase vehicular emissions:

Karachi city’s air quality is one of the poorest in the world, with levels exceeding WHO guidelines. A major contributor to this pollution and generation of green-house gases (GHG) is the transportation sector, especially from an aging fleet of vehicles in poor mechanical condition and low levels of fuel efficiency. The high levels of sulphur in an automotive diesel (0.5% - 1%) is seen as a major contributor to sulphur dioxide (SO2) and particular matter (PM 10) in ambient air. According to the Pakistan Environmental Protection Agency (PEPA), a major share of the emission load from motor vehicles in urban areas can be attributed to a relatively small number of smoky diesel and 2-stroke (rickshaws) vehicles. Traffic congestion affects average speed of vehicles and consequently fuel consumption --- and pollution / greenhouse gases. The health costs associated with air pollution are equivalent to 1% of GDP. Particularly at health risk are those living within a quarter of a mile of high-volume roads (those carrying 10,000 – 20,000 vehicles per day) and those living near roads with a large amount of truck traffic. Noise pollution from vehicles, especially in residential areas, is above recommended levels. Major contributors to the noise pollution are frequent and indiscriminate use of vehicle horns, removal of silencers on rickshaws and other 2-stroke vehicles, high volumes of traffic especially heavy vehicles.

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4.6 Socio-Economic Baseline of Kia Lucky Motors Auto Manufacturing Plant 4.6.1 Overview The socio-economic baseline provides an overview of the social and economic conditions of the project area based on primary and secondary data sources. This overview helps in understanding the socio-economic importance of the project area and contributes towards identification of any social risks that the project proponents must be aware of during the project design phase. Moreover, interaction with stakeholders in the vicinity of the project area helps identify the scope of CSR activities for Kia Lucky Motors Pakistan. The baseline data presented here also provides a basis for monitoring project activities during the project implementation and operations phase. The Kia Lucky Motors Auto Manufacturing Plant project site is located in the Bin Qasim Industrial Zone that falls in Malir District of Karachi Division. Moreover, as per the old administrative structure, the project site falls in Bin Qasim Town. Therefore, the social baseline for this project is based on secondary data for Malir District and Bin Qasim Town and primary data collated through consultations with primary stakeholders. 4.6.2 Macro-environment: District Malir

Administrative Context

The city of Karachi is divided into six districts and Malir District is the largest district by area within Karachi. Malir District is also the most rural district of Karachi Division. The district covers an enormous area of 2,268 square kilometers, which is more than half of Karachi’s total land area. The district derives its name from its headquarter town of Malir. The word Malir basically denotes a region of pastoral wealth, a patch of rich and fertile plain or meadow in Rajasthani, Saraiki and Sindhi. In 2000, Malir District was dissolved into Malir, Bin Qasim and Gadap Towns. However, Malir District was restored to its district status through official notification from the Government of Sindh on 11th July 2011. The district is headed by an elected Chairman and is run as a District Municipal Corporation. Malir District is further divided into 22 Union Councils which are governed by elected Chairmans. Demography Based on the last census in 1998, the population of Malir District was 981,412. More than half the population (55.90%) were males and slightly less than half (44.10%) were females. A comparison of the urban and rural populations shows that, approximately two-thirds of the population lived in urban areas, while the remaining third inhabited the rural areas of the district. Due to the large rural land use of the district, the population density (432 persons/sq. km) is much lower than other districts of Karachi. There has been no census since 1998 and data from the current population census of 2017 is not yet published. Due to the long gap between the last two censuses, only estimations can be made for recent demographic data for Malir. According to a Social Profile of Karachi developed by Al-Hasan Systems Pvt. Limited, the population of District Malir was 22, 42,142 in 2015 based on estimations from Table -1 of the 1998 Census. Similarly, the sex

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ratio and population density for 2015 were estimated at 127 and 791, respectively. Based on this preliminary analysis, it can be seen that the population of Malir District has more than doubled over the last two decades.

Table 4.16: Population Distribution of District Malir, 1998 Gender Number Percentage Both Sexes 981,412 100% Male 548,645 55.90% Female 432,767 44.10% Area 981,412 100% Rural 320,946 32.70% Urban 660,466 67.30% Source: Population Census Organization

Table 4.17: Town/Cantonment wise Population breakup of District Malir, 2015 District Town/Cantonment 2015 Estimated Population Bin Qasim 630,035 Gadap 576,080 Korangi Creek Cantonment 121,821 Malir District Malir 792,386 Malir Cantonment 121,821 Total 2,242,142 Religion and Culture According to the 1998 Census, the majority of the people in the district are Muslims (96.57%), with minor representation from Christian and Hindu communities. Sindhi is the most common mother tongue in the district with nearly a quarter (25.08%) of the population having identified Sindhi as their mother tongue. A large proportion of people have identified Pushto (20.67%), Punjabi (17.47%) and Urdu (15.87%) which indicates a significant number of Pathans, Punjabis and Mahajirs have migrated to the district. A rural- urban analysis of the mother tongue indicates that majority of the Sindh-speaking community resides in the rural areas of the district, while Urdu, Punjabi and Pushto speakers dominate the urban areas. Among Sindhis, the tribes that are settled here are Syed, Jokhia, Khaskheli, Palri, Bareja, Bhabra, Dhars, Sirhindi Jamot and Mohannas. These tribes are landowners, keep herds and do fishing. Among the Baloch, the tribes that reside in the district are Kulmati, Jadgal, Gorgej, Hoot, Vadela, Vashki, Zarzedagh, Tumpi, Lashari, Laghri, Khosa, Rindh, Brohi, Harani. Among the Memons are Modaani, Chitrani, Bolani and Hamlani. The new settlers are from India and have settled in this district after 1947. After the downfall of Dhaka, the inhabitants from former East Pakistan migrated to this district.

Table 4.18: Percentage of Population by Religion 1998 Religion Total Rural Urban Muslim 96.57 96.51 96.60 Christian 2.08 0.71 2.75 Hindu 1.10 2.53 0.41 Qadyani (Ahmadi) 0.18 0.15 0.19 Schedule Caste 0.03 0.07 0.01

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Table 4.18: Percentage of Population by Religion 1998 Other 0.04 0.04 0.04 Source: Population Census Organization

Table 4.19: Percentage of Population by Mother Tongue 1998 Mother Tongue Total Rural Urban Urdu 15.87 6.21 20.57 Punjabi 17.46 10.56 20.81 Sindhi 25.08 58.44 8.87 Pashto 20.67 4.09 28.72 Balochi 8.51 15.25 5.23 Saraiki 2.36 0 3.50 Other 10.06 5.45 12.31 Source: Population Census Organization Household Characteristics According to the 1998 Census, the average household size for Malir was 6.2, while the rural household size (5.8 persons) was slightly lower than the urban statistic (6.8). This may be due to the lack of health services and relatively higher infant mortality rate in the rural areas. The Multi-Indicator Cluster Survey (MICS) 2014 provides several important parameters for Malir District’s housing and utility aspects. According to the MICS survey, 75% of the residents are owners of their homes, regardless whether they live in bungalows, apartments, and villages. Only 25% of Malir’s residents live as tenants. With respect to housing conditions, the MICS survey indicates that the majority of Malir’s residents have complete housing structures with respect to flooring, roof and exterior walls. Electricity is available through K-Electric to 95% of Malir’s inhabitants; those that are deprived of electricity are small goths in the rural areas.

Table 4.20: Ownership of Dwelling District Malir Owned by a HH member Not Owned Yes Total Rented Other 75% 25% 22.5% 2.6% Source: MICS-Sindh 2014 (Sindh Bureau of Statistics)

Table 4.21: Housing Characteristics District Malir Characteristics Natural Rudimentary Finished Other Flooring 2.8% 0.2% 92.6% 4.4% Roof 0.3% 2.5% 95.1% 2.2% Exterior walls 1.0% 0.9% 98.0% 0.2% Source: MICS-Sindh 2014 (Sindh Bureau of Statistics)

Table 4.22: Electricity Availability District Malir Utilities Yes No Electricity 95% 5% Source: MICS-Sindh 2014 (Sindh Bureau of Statistics) Ownership of assets is a good indicator of the purchasing power of inhabitants as well as a reflection of their choices. With respect to modes of communication, 93% of the surveyed households possess mobile phones, while only a mere 6% have landlines. More than half of the households in Malir have the following assets common in urban households:

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refrigerators (61.7%), televisions (80%), and irons (83%). With respect to private modes of transportation, motorcycles are the most common, as nearly half (47%) of Malir’s residents own motorbikes, while only 13.1% own a LTV or HTV.

Table 4.23: Household Assets Ownership – District Malir Personal Assets % of Households Radio 8.4% Television 80.0% Non-Mobile telephone 6.4% Refrigerator 61.7% Freezer 5.5% Air Conditioner 9.1% Air Cooler 2.4% Washing Machine 68.5% Sewing or Knitting Machine 54.2% Personal Computer/Laptop 24.3$ Water lifting Pump 63.5% Iron 83.0% Internet 10.6% Watch 56.2% Mobile phone 93.0% Bicycle 15.3% Motorcycle or Scooter 47.7% Animal cart 1.2% Car/Truck/Jeep/Van 13.1% Boat 1.4% Tractor/Agriculture Machinery 0.0% Bank Account 36.5% Source: MICS-Sindh 2014 (Sindh Bureau of Statistics) Status of Education Sector According to the 1998 Census, the literacy rate for Malir District was 53.56% with a gender- wise difference of 61.4% for males and 42.9% for females. Interestingly, there is not a major difference in the literacy rate for urban (55.7%) and rural (49.1%) areas. Similarly, the proportion of educated people 10-years and above in the district is around a half (52.9%) of the total population with a gender-wise difference of 60.9% for males and 42.1% for females. The large rural area of the district where there are no education facilities combined with the fact that many rural households cannot pay for the transportation costs of their children are the major reasons for relatively low literacy rates in Malir District. Literacy Ratio by Gender 1998

Table 4.24: Literacy Ratio by Gender 1998 Area Both Sexes Male Female Malir District 53.56 61.44 42.87 Rural 49.16 58.57 38.05 Urban 55.65 62.69 45.43 Source: Population Census Organization Table 4.25: Educated Persons as % Of Population 10 Years And Above-1998

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Area Both Sexes Male Female Malir District 52.92 60.87 42.13 Rural 48.26 57.77 37.02 Urban 55.12 62.21 44.84 Source: Population Census Organization

Table 4.26: Schools in Malir District Name of Taluka Boys Girls Mixed Total Bin Qasim Town 43 25 114 182 Gadap Town 137 92 226 455 Total Malir District 180 117 340 637 Source: SEMIS Census 2014-15

Table 4.27: Enrolment Status Malir District Name of Taluka Boys Girls Total Bin Qasim Town 12636 10326 22962 Gadap Town 17424 14869 32293 Total Malir District 30060 25195 55255 Source: SEMIS Census 2014-15

Table 4.28: Teachers in Malir District Name of Talukas Male Female Total Bin Qasim Town 481 364 845 Gadap Town 901 423 1324 Total Malir District 1382 787 2169 Source: SEMIS Census 2014-15 Status of Health Sector Apart from private health facilities across the district, there are a variety of public health facilities. The most common public health facility in the district are Dispensaries (70), followed by Basic Health Units (BHU)s (12) and Rural Health Centers (5) and Mother & Child Health Facilities (5). There are only two public hospitals in Malir District.

Table 4.29: Status of Health Sector S. No. Type Count 1 Dispensary 70 2 Basic Health Unit 12 3 Rural Health Center 5 4 Mother & Child Health Facility 5 5 Hospital 2 4.7 Microenvironment

Several site visits were carried out in the month of May 2017 in order to examine the socio- economic conditions around the project environs. During the social baseline survey, nearby residential, industrial, and institutional stakeholders were identified. As the project site is located within the Bin Qasim Industrial Zone and is largely surrounded by other Industrial Zones falling in Bin Qasim Town, goths and established residential settlements are far from the project site. Similarly, there are no major social services such as

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clinics/hospitals and schools/colleges in the immediate vicinity of the project site. Detailed description of the microenvironment is discussed below. Kia Lucky Motors Auto Manufacturing Plant will be the second automobile facility that will be set up in the Bin Qasim Industrial Park (BQIP). Currently, Yamaha Motors, established in 2015, is the only facility in BQIP, therefore the area is largely barren. To the immediate west of BQIP, is the Downstream Industrial Estate which consists of many auto parts vendors as well as Pak Suzuki Motor Co. Ltd. To the east, is the Port Qasim Eastern Industrial Zone, which is also largely unoccupied except for Fauji Fertilizer Ltd and other smaller industries. To the south is the Pakistan Steel Mills Limited (PSML), which is the most important stakeholder in the area as majority of the land is owned by PSML. Towards the northwest of BQIP are two major commercial interests. There is Aisha Steel Mills that is the only Cold Roll-Coiled manufacturer in the country. Beyond the railway tracks is a large government- owned godown spread over 600 acres owned by Trading Corporation of Pakistan. The godown is mostly used for cotton bales, urea, sugar and grains.

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5 Public/ Consultation

Public Participation is a mandatory requirement of the Environmental Impact Assessment exercise under the Sindh Environmental Protection Act 2014 and the rules & regulations framed thereunder. Public consultation & participation process provides an opportunity for those directly & indirectly affected by the project to express their concerns during the feasibility phase before finalization of the project design. It aims to ensure that the EIA process is transparent and robust and enables sustainability in the design, implementation, operation & management of development projects. 5.1 Objectives and Overview

The key objectives of public involvement are to:

. Obtain local knowledge about the microenvironment (project neighborhood) that may be useful for decisions regarding the project design and identification of potential impacts; . Facilitate consideration of alternatives, mitigation & compensatory measures; . Ensure that important impacts are not overlooked and benefits are maximized.

Following are the benefits envisaged from the Public Consultation & Participation process:

Table 5.1: The benefits of effective participation for different groups Proponent Decision-Makers/Regulators Neighborhood Communities Raises the proponent's awareness of the potential Provides an opportunity to Achieves more informed and impacts of a proposal on the raise concerns and influence accountable decision-making environment and the affected the decision-making process community Provides an opportunity to Legitimizes proposals and Provides increased assurance gain a better understanding ensures greater acceptance that all issues of legitimate and knowledge about the and support concern have been addressed environmental impacts and risks that may arise Demonstrates fairness and Increases awareness of how Improves public trust and transparency, avoiding decision-making processes confidence accusations of decisions being work, who makes decisions made 'behind closed doors' & on what basis Empowers people, providing Assists by obtaining local Promotes good relations with the knowledge that they can information/data the proponent and third parties influence decision making

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and creating a greater sense of social responsibility Avoids potentially costly Avoids potentially costly delays Ensures all relevant issues delays later in the process by later in the process by resolving and concerns are dealt with resolving conflict early conflict early prior to the decision

Increasing level of public impact

Inform Consult Involve Collaborate Empower To work directly To provide the To partner with the with the public public with balanced public in each To place throughout the and objective To obtain public aspect of the final process to ensure Public information to assist feedback on decision inclduing decision- that public participation it in understanding analysis, the developoment making in concerns and goal. the problem, alternatives and/or of alternatives and the hands aspirations are alternatives, decisions. the identiofication of of the consistently opportunities and/or the preferred public. understood and solutions. solution. considered. We will work with We will keep you you to ensure that To partner with the informed, listen to your concerns and To place public in each and acknowledge aspirations are final aspect of the concerns and directly reflected in decision- Promise to We will keep you decision inclduing aspirations, and the alternatives making in the public. informed. the development of provide feedback developed and the hands alternatives and the on how public input provide feedback of the identification of the influenced the on how public input public. preferred solution. decision. influenced the decision.

Fig. 5.1: Public Participation Approach 5.2 Identification of Stakeholders

The major stakeholder groups involved in an EIA and their interests are explained in the following paragraphs:

1. Neighborhood: Individuals or groups in the vicinity of the project site are informed regarding the project background and context. Due to their proximity to the project site, they are often the most vulnerable stakeholders and therefore, consultation with these stakeholders is carried out throughout the project life. The consultation exercise provides opportunity to appraise the stakeholders regarding the consultation process, identify likely project impacts, and record neighborhood concerns. Moreover, intensive stakeholder engagement during the planning stage of the project provides a basis for reducing the trust deficit and encourages confidence-building. 2. Proponents: The main aim of the project proponent is to accomplish the objectives of the project through cost-effective and sustainable project activities. To this end, the project proponents recognize that strong relationships and friendly relations with

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stakeholders is inevitable for project success. Thereby, from the onset, the proponent strives to engage stakeholders at all levels, informs them regarding project goals, design and possible alternatives. Moreover, they try to create public understanding and acceptance of the proposal through the provision of basic information on the project throughout the project life. They try to accomplish the final project design through a iterative process and keep making improvements based on public inputs on alternatives and mitigation measures. 3. Government Agencies: The government agencies involved in the EIA process should ensure that the project is in line with their policies and regulations. Any potential adverse impacts on government infrastructure, assets or interests, must be identified. On the other hand, for the Sindh Environmental Protection Agency (the regulatory body) an effective public engagement framework ensures a project proposal that effectively incorporates environmental and social concerns. During the EIA review, the most important concern for SEPA is a transparent public consultation process and a strong stakeholder engagement plan that can address the concerns and suggestions of all stakeholders. 4. NGOs/Interest groups: Comments from NGOs and specific interest groups often provide a useful policy perspective on the project’s methodology and implementation mechanisms. Past experience dictates that grassroots exposure of NGOs and public interests groups has helped identify alternative measures for reaching the project goals that is more environmentally friendly and socially acceptable. Their views are also helpful when developing CSR programs, project-specific Grievance Redress Mechanisms (GRM)s and during monitoring and evaluation of these programs. 5. Other Groups: Other interested groups include those who are experts in particular fields and can make a significant contribution to the EIA study. The advice and knowledge of relevant government agencies, academia and private companies most directly concerned with the proposal are often sought. A range of experts from these groups are consulted and their input is solicited based on the project requirements.

The main stakeholders for the Kia Lucky Motors Auto Manufacturing Plant Project have been identified.

Table 5.2: Stakeholders for the Kia Lucky Auto Manufacturing Project Sindh Environmental Protection Agency (SEPA) Sindh Forest Department Sindh Wildlife Department Culture & Antiquities Department, GoS Port Qasim Authority Government Departments Pakistan Steel Mills Limited National Highways Authority (NHA) Municipal Commissioner, DMC Malir Frontier Works Organization SUPARCO Sindh Police Industry & Commercial Interests Bin Qasim Association of Trade & Industry (BQATI)

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Table 5.2: Stakeholders for the Kia Lucky Auto Manufacturing Project Yamaha Motors Pakistan Pak Suzuki Motors Ltd Aisha Steel Mills Ltd Auto Parts Industries (Downstream Industrial Estate) Arabian Sea Country Club Shehri-CBE National Forum for Environment & Health (NFEH) NGOs/Interest groups IUCN-Pakistan WWF-Pakistan Environmental Studies Department, Karachi University Environment Department, Bahria University Academia/Subject Experts NED University of Engg. & Tech Institute of Engineers, Pakistan (IEP) 5.3 Consultation Approach & Methodology

Consultation was conducted in two stages for the Kia Lucky Motors Auto Manufacturing Project. In the first phase, a reconnaissance survey was conducted whereby all stakeholders that either reside or work in the project vicinity were identified in reference to the proposed project location. Relevant public service institutions directly involved in service provision in the areas were also identified. Field observations regarding stakeholder activities and visitors to the area were recorded and analyzed.

During the second phase, a social survey field team engaged all primary stakeholders in the area including relevant government offices, industries, private entities and local interests in the area. In preparation for the Neighborhood Survey, a ‘Project Brief’ was prepared highlighting the salient features of the project and the project location. Those stakeholders who were not available at the first attempt, were re-visited on the same day or followed-up for their comments during the next few days. During each meeting, the project team introduced the project to the stakeholders, recorded their concerns and suggestions and provided contact details to enable stakeholders to share further comments over email or in writing. 5.4 Consultation Feedback

The feedback received from stakeholders has been collated in the table below. The stakeholders had an overall positive response and asserted that Kia Lucky Motors would be only the second industry to become established in the Bin Qasim Industrial Area. The area has already been designated by the National Industrial Parks Development & Management Company as a Special Economic Zone and is therefore a top priority development zone for the Government of Pakistan. The stakeholders raised the following concerns and suggestions regarding the construction and operations of the proposed Kia Lucky Motors Plant that should be addressed in the EIA study:

. Storage, Handling and Dumping of VOCs used in the industrial process

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. Sustainability of water supply to the plant . Options for wastewater treatment, reuse and recycling . Analysis of short-term, medium-term and long-term impacts and mitigation measures . Cumulative impact analysis when the Bin Qasim Industrial Area has reached its full potential

Table 5.3: Stakeholder Feedback for Kia Lucky Motors Plant Stakeholders Concerns & Suggestions . Analysis of the technical, procedural and decision-making Port Qasim aspects of the project will determine the recommendations Authority that must be incorporated in the EIA. . The Bin Qasim Industrial Park is part of a special initiative of the National Industrial Park Development & Management Company (NIPD&MC) to promote business and industry in Karachi and attract foreign investment. The Auto & Allied Bin Qasim Services sector is one of the priority sectors for the BQIP Association of and as such, we welcome the Kia Lucky Motors Plant. Trade and Industry . NIPD&MC has already signed an agreement with KESC to (BQATI) make arrangements for 4MW supply to Bin Qasim Industrial Park. . We have no objection to the Kia Lucky Motors setting up a plant in BQIP given that the relevant national and provincial environmental standards are adhered to. . It needs to be clarified how the project will meet its water needs. Sindh . As the plant will grow in phases, does the current EIA only Environmental cover activities in Phase I or all four Phases? Protection Agency . There may be an issue of expiry of the Phase I NOC before completion of the other phases which also must be examined. . The area is largely safe, crimes have reduced significantly in the area since the start of operations in the tribal areas. . There is no public transport in the area, however, all companies arrange transport for their employees that moves as a caravan to/from the area. Arabian Sea . As the project area is largely barren and there are very few Country Club adverse environmental and social impacts of the project. There are no problems of water and electricity as experienced in the core areas of the city. . Overtime, as more industries are established in the area, problems may emerge if planning and management is unplanned and adhoc.

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Table 5.3: Stakeholder Feedback for Kia Lucky Motors Plant Stakeholders Concerns & Suggestions . Impacts of water distribution quality and quantity for Yamaha Motor Pakistan and other stakeholder in the vicinity. . Traffic flow and adequacy of road network is to be Yamaha Motor considered from logistical and transportation and safety Pakistan Pvt. wise. Limited . Sewerage system which is laid cannot handle the alkaline and acidic effluents, hence need to provide comprehensive plan for this waste management and disposal. . Cumulative Impacts for longer time period needs to be ascertained. Currently, impacts might be much less, but overtime when many more industries come into the area, the adverse environmental impacts may increase. WWF-Pakistan . Waste treatment and management needs to be according to international standards, especially because Port Qasim and the coastal biodiversity is not far from the site . VOCs are an issue and proper management of these needs to be clarified in the EIA. . International Best Practices should be applied in all aspects of the enterprise, especially waste treatment and management of toxic chemicals and dyes used in the manufacturing process. . There is ample opportunity for plantation in the area and this should be encouraged to the maximum extent possible. A good example is the Arabian Sea Country Club that has invested heavily in tree plantations. However, only indigenous plant species that are suitable to the local climate should be planted. . Biological treatment is an innovative method for treating IUCN-Pakistan wastewater. The Pakistan Navy has recently developed a biological treatment plant in Manora and is saving an annual 10 million PKR. After several steps of the treatment process, the water becomes nearly potable and can be used to meet many other water needs in the manufacturing process. . With regards to dumping of toxic by-products, it is important to note that the water table can be found at very high levels, thus there is a risk of groundwater contamination. Prescribed industrial handling and storage guidelines should be implemented strictly.

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Stakeholder Engagements

Director, Arabian Sea Country Club Deputy Director, SEPA

Representative, BQATI Regional Head, WWF-Pakistan

IUCN-Pakistan

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6 Screening of Alternatives

Identification and assessment of feasible alternatives to project design and implementation is among the main components of Environmental & Social Impact Assessment procedures. Alternatives illustrate and contrast the environmental implications and consequences of different options available to achieve the proposed objective. In this way, both the proponent and the authorities who must consider granting the authorization, are put in a position where all involved are able to make informed choices or decisions. Selection of preferred alternative is based on scores of factors including cost, schedule of delivery, environmental and social impact and the cost for their redressal. The drivers that affect potential alternative options and scenarios include: availability of project sites, current technologies; design changes that need to be introduced, operational situation, capital & recurrent costs, environmental & social issues, their potential impacts, and costs of mitigation. The “No Project” alternative situation is taken into account to demonstrate the need of the Project. In consideration of the different drivers, potential alternatives within the Project are restricted to the following aspects: . No Project Option . Project Alternatives . Technology selection . Availability of site and infrastructure . Availability of appropriate energy source 6.1 No Project Alternative

No project alternative would mean that this project is not executed and the plan for automotive plant is scrapped. However, this would eventually mean that the automotive sector of Pakistan would continue to be confined to the existing three manufacturers and the new entrants will be discouraged. There would not be millions of rupees of investment if the proposed project would not go forth. Additionally, new entrants in the automotive market will increase competition and eventually better automotive technologies with regards to the fuel economy and emissions saving. These benefits however could not be ripen if the proposed project does not commence. 6.2 Project Location

The project location is optimally selected as it is within a designated industrial area. Additionally, it is at optimal distance from the main N5. This avoids unnecessary traffic congestion but provides opportunity to dispatch the produced cars with to Karachi city and to other major cities of Pakistan upcountry with relative ease. There is no land acquisition involved, as the project land has been purchase by the proponent. 6.3 Technological Options

Standard automobile technologies with regards to sheet metal works, spot, TIG, MIG and Arc-Welding, Painting and testing will be deployed in the new plant.

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7 Potential Environmental Impacts and Mitigation Measures

This section presents the screening of potential environmental, social and economic impacts and assessment of their severity in the proposed area. The screening process has through review of literature, primary as well as secondary baseline data, and expert judgment made assessment of the potential impacts of proposed project extensions on the physical, biological, and socioeconomic environment. The screening process proceeds by identifying the potential environmental aspects of siting the project, identifying the potential environmental impacts at site preparedness, construction and operational stages of the project and identifying the residual impacts after adoption of mitigation measures that may be needed at the outset of activities. The impacts on environmental resources from the proposed project will be short-term and temporary in nature. A systematic strategy was developed to provide an assessment of the likely impacts on the micro- and macro environment of the Project site. The strategy included: . Review of general guidelines; . Identification of potential environmental impacts by conducting survey, consultation and using checklists; . Assessment of the intensity and significance of potential impacts by obtaining expert opinion and carrying out environment analysis; . Defining mitigation measures to reduce impacts to as low as practicable; . Predicting any residual impacts, including all long-term and short-term, direct and indirect, and beneficial and adverse impacts; . Monitoring of residual impacts. The strategy adopted for screening of potential impacts due to siting includes the Checklist in Table 7.1 that was adopted to provide an assessment of impact on the macroenvironment and microenvironment of the Project site. The following Checklist provides the screening of potential environmental impact on different components of ecosystem of the proposed project.

Table 7.1: Checklist provides the screening of potential environmental impact Screening Questions Yes No Remarks A. Project Siting Is the project area.. X The microenvironment comprises of vacant land with sparse Xerophytic Densely populated? vegetation and within a designated industrial area X The BQIP has been demarcated for: Heavy with development activities? Light Engineering

Auto & Allied

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Foundry and Fabrication Pharmaceutical & Food Processing Warehousing & Logistics Adjacent to or within any X No environmentally sensitive areas are environmentally sensitive areas? located in the microenvironment X There are no cultural heritage sites Cultural heritage site nearby X There is no protected area in the Protected area microenvironment Wetland X No wetland in the microenvironment X No mangrove forests are in the microenvironment. They are located Mangrove several kilometers away southwards from the project site. Estuarine X Not Applicable X No such buffer zone exists in the Buffer zone of protected area microenvironment Bay X Not Applicable B. Potential environmental impacts Will the project cause… X The project is within the premises of Dislocation or involuntary designated industrial land so no resettlement of people? dislocation or involuntary resettlement of people involved. X During construction phase, related environmental impacts may be envisaged however they will be Deterioration of environmental curtailed by mitigation measures. conditions of surrounding of During operation phase, mitigation project site. measures will be implemented to minimize the environmental footprint of the plant. Degradation of land and X No envisaged. ecosystems (e.g. loss of wetlands and wild lands, coastal zones, watersheds and forests)? Degradation of cultural property, X Not envisaged. No such sites are found and loss of cultural heritage? in the microenvironment. Disproportionate impacts on the X No such impacts are expected as the poor, women and children, industrial land is deprived of any such Indigenous Peoples or other groups. vulnerable groups?

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Pollution of receiving drainage X Loss of land comprising residential, waters resulting in residential land, agriculture and grazing land is not agriculture grounds, gowchers and envisaged. land resource? X Requirement of water for construction Water resource problems (e.g. of the site and for human consumption depletion / degradation of during operation will be in significant available water supply, quantity and will be met from the deterioration for surface and existing water supply systems. Better ground water quality, and pollution management & conservation practices of receiving waters? have been proposed. X New development may impact local Air pollution due to emissions? airshed due to vehicle movement but severity is likely to be low. Social conflicts between X Not expected. construction workers from other areas and local workers? X Road blockage is not envisaged during Road blocking due to land the construction phase as the site does excavation? not lie in the immediate vicinity of any major road. Noise and dust from construction X Likely but will be minimized through activities? better management practices.

X Traffic may increase temporarily due to Traffic disturbances due to the transportation of Construction construction material transport? material and workforce to the site. It will be managed through the adoption of good management practices. X If such situation emerges, it will be Temporary silt runoff due to mitigated through better management construction? practices and installation of silt traps. Contamination of surface and X Solid and Liquid Waste Disposal ground waters due to improper system will be in place to prevent waste disposal? possible contamination of water resources Are there any demographic or X The project area is not vulnerable with socio-economic aspects of the respect to any demographic or Project area that are already socioeconomic aspects. vulnerable (e.g. high incidence of marginalized populations, rural- urban migrants, illegal settlements, ethnic minorities, women or children)?

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7.1 Screening of Impacts during the Construction Phase

The activities during construction phase generally comprise site preparedness, civil works, mechanical installations, electrical work etc. Proposed automotive plant would not involve extensive land preparation since the site is mostly levelled having flat terrain. Construction activities on the project site for the proposed project include the following main components: . Civil Works . Electrical Works . Mechanical Works . Installation works . Synchronization . Testing and Commissioning 7.1.1 Seismic Impact In view of the historical data as well as proximity to fault, being estimated for areas in Port Qasim as "moderate to major", there is a possibility of earthquakes of intensity V to VII on (MM) scale and "probability" of those above VII. The project site lies in Zone 2B. Such Seismic Zoning would correspond to Magnitude between 5.0 and 6.5 on Richter Scale and Intensity between VII and IX on Modified Mercallis Scale. Mitigation Measures . Construction of the project shall be undertaken keeping the seismic categorization in accordance the relevant zoning. . Construction material shall be used which could add to the bearing capacity of underneath soil. 7.1.2 Impacts on Air Quality Site preparation activities involve excavation, earth and fill movement, concrete foundations, transportation of construction machinery, accessories and associated equipment to the site. These activities will raise the fugitive dust emission, and will cause small variation in soil quality resulting from removal of topsoil at the micro-site. The fugitive dust emissions will be a cause for annoyance but the same must be controlled through appropriate measures including water sprinkling and spreading heavy dust on eroded surfaces to reduce the impact to level of minor significance. The site of excavation will be restored by appropriate landscaping and signage. Diesel and other petroleum products used for the operation of construction machinery and equipment would cause air pollution besides causing soil pollution through oil spills. A secondary source of emissions may include diesel operated equipment during construction phase is likely to contribute to the higher concentration of gaseous pollutants like oxides of Nitrogen (NOx), Carbon Monoxide (CO) and Hydrocarbons. A marginal increase in the levels of oxides of nitrogen, carbon monoxide and hydrocarbons is envisaged due to the movement of vehicles for transportation of construction material and diesel generators required during construction phase. However, this increase in concentration would be temporary in nature and localized.

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The access to the site is over an existing paved road. The movement of trucks bringing in construction materials is therefore not expected to create significant dust nuisance. The predominant wind direction in the area is from the south west that is from the sea to the land. As the site is located away from urban areas and human settlement and the surrounding industrial area is not fully developed yet, these will not create any negative impacts. Suspended particulate matter (SPM) is likely to be a major problem because of the arid and dusty environment all around. Mitigation measures needed under the circumstances would aim at protection of the personnel. Combustion of fuel for running the generators and construction equipment will have negative impact on the ambient air quality of the microenvironment of construction site if the operation of the equipment is not environment friendly in the sense that their engines are not appropriately tuned and their exhaust fumes are not suitably discharged. Mitigation Measures The emissions from operation of construction equipment and machinery as well as generators are not expected to have been significant as to affect the ambient air quality of the area. The small amount of exhaust emissions from the operation of equipment’s are not expected to have any significant impact on the local air quality and airshed. Adoption of following mitigation measures to mitigate dust emissions will result in further reduction / prevention: . The Contractor will be required to have a dust abatement program that includes installing enclosures and covers around the boundary walls, spraying water on sand piles. . PPE, such as dusk masks, will be used where dust generation occurred. . Avoiding open burning of solid. . Care will be taken to keep all material storages adequately covered and contained so that they are not exposed to situations where winds on site could lead to dust / particulate emissions. . Fabrics and plastics for covering piles of soils and debris is an effective means to reduce fugitive dust. . Regular and periodic sprinkling of water on all exposed surfaces to suppress emission of dust. . Frequency of sprinkling may be increased to keep dust emissions under control, particularly during the mid-April to mid-June when wind is blowing at high speed and varying direction. . Keeping the construction material in moist condition (if possible) at site. . Locating stockpiles away from the wind direction and covering it with tarpaulin or thick plastic sheets, to prevent dust emissions. . All routes within the project construction site facility will be paved providing hardened surface as early as possible upon the commencement of construction work. Other temporary tracks within the site boundary will be compacted and sprinkled with water during the construction works.

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. Construction traffic will maintain a maximum speed limit of 20km/hr on all unpaved roads within the proposed site. . Construction materials that are vulnerable to dust formation or those that comprise loose materials will be transported only in securely covered trucks to prevent dust emission during transportation. . The exposure of construction workers to dust will be minimized by providing dust masks. . All vehicles, generators and other equipment used during the construction will be appropriately tuned and maintained in good working condition in order to minimize exhaust emissions. . The stacks of the generators while in operation will be vented through vertical stacks to safe heights in order to minimize dispersions at ground level. . Diesel and other petroleum products used for the operation of construction machinery and transportation equipment would cause air pollution besides causing soil pollution through oil spills. The impact from such activity would be of minor significance and would be controlled by good housekeeping practices. 7.1.3 Noise Impact Noise can be significant during construction. Sources of noise include construction equipment, machinery, building gates installation, welding & cutting, frame installation etc. The operation of these equipment will likely generate noise ranging between 70- 80 dB (A). All the machinery will comply with the relevant local and international noise protection standards. As far as necessary, times and conditions of operation will be fixed in detail in co-operation with the competent authorities. The noise and vibration during the construction phase will be of short span of time.

Table 7.2: Construction Equipment Noise Ranges dB (Average) Equivalent Noise Typical Peak Typical ‘ Peak Noise Level in an 8-hr Sound level Quieted Equipment Range at Shift at Receptor in a Work Equipment’ 15.2 m 150m from Cycle Sound Level Source. Batching plant 82-86 84 81 62.9 Concrete mixers 76-86 85 82 63.9 Excavators 74-92 85 82 59.5 Tractors and 77-94 88 85 62.1 trolleys Graders 72-92 85 82 59.5 Pumps 68-72 76 75 54.9 Diesel generators 72-82 78 75 58.1 Vibrators 68-82 76 75 50.5 Drilling Machines 82-98 90 87 61.5 Dumpers 77-96 88 83 59.5 Road Rollers 73-77 75 72 49.5 Mitigation Measures . Noise control devices will be used such as temporary noise barriers and deflectors for impact activities.

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. Construction machinery will be kept in good condition to reduce noise generation. . The Contractor will need to ensure that machinery is adequately silenced 7.1.4 Blocked Access There are no settlements in the immediate vicinity of the proposed site. Hence the construction activities at the site will not cause any inconvenience to the nearby population by blocking their access routes. The movement of extra heavy construction equipment along the roads leading to the site may require temporary adjustment and would not block the insignificant local traffic even for short periods of time. 7.1.5 Soil Contamination Soil contamination is likely to be occurred diesel equipment activities. The leaked fuel or oil may degrade soil quality and leaching into depth of soil. Mitigation Measures Construction machinery will be kept in good condition in order to prevent the soil contamination. Spill kits will be available at site and drip trays are to be provided. 7.1.6 Waste Management Different types of solid waste will be generated including construction waste including effluent containing sand, cement, silt or any other suspended or dissolved material, chemical waste (lubricants, oils etc.) or any waste matter or refuse to be deposited anywhere within the site or onto any adjoining land. Mitigation Measures All waste materials will be managed in accordance with the project environmental management plan in a manner that will promote waste avoidance and minimization. Waste materials will be disposed of in accordance with the relevant laws, guidelines and best practices. Waste management options can be categorized in terms of preference from an environmental viewpoint whereby the more preferable options have the least impacts and provide for enhanced sustainability. Avoidance and minimization, for example by: . Selecting products that will cause no or minimal environmental impacts . Not generating waste, which would be achieved by changing or improving practices and design; . Reuse of materials, thus avoiding disposal; and . Special controls will be imposed to regulate storage, labeling, transport and disposal of paint residues, lubricants and other oily wastes (chemical wastes). . All construction waste shall be sorted on site into inert and non-inert materials. Non-inert materials such as wood and other materials including glass, plastics, steel and metals shall be disposed of to landfill. Inert materials like soil, sand, rubble shall be separated from non-inert material and disposed. . All vehicles carrying waste shall have properly fitted side- and tailboards, and the materials being transported shall be securely covered. . All works areas shall be cleaned of general litter and refuse daily.

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. General refuse and litter shall be stored in enclosed bins or compaction units separate from construction or chemical wastes. . Refuse shall not be burned at any Construction Area. . General refuse may be generated by food service activities on site, so reusable rather than disposable dishware shall be used if feasible. 7.1.7 Impact on Water Resources A. Ground water Automotive plant construction necessitates the use of heavy equipment and associated fuels, lubricants, and other potentially hazardous substances that, if spilled, could affect shallow groundwater. Accidental spills or leaks of hazardous materials associated with vehicle fueling, vehicle maintenance, and construction materials storage would present the greatest potential contamination threat to groundwater resources. Soil contamination resulting from these spills or leaks could continue to add pollutants to the groundwater long after a spill had occurred. However, the good construction & management practices will reduce such incidence making this insignificant. B. Wastewater from Construction camp Uncontrolled discharges of untreated or poorly treated liquid effluents from construction camps, potentially responsible for pollution of soil, groundwater and surface water. Mitigation measures . Septic tanks and soak pits with appropriate design and capacity shall be constructed at each work and campsite for the disposal of domestic liquid waste . Untreated effluent from any works will not be released into the environment . Maintenance of vehicles and other equipment will be allowed only in designated areas underlain with concrete slabs and a system to catch runoff. Washing of vehicles will be restricted to few in number. 7.1.8 Occupational Health and Safety Site-specific occupational health and safety hazards are critical to identify based on job safety analysis or comprehensive hazard or risk assessment. Health and safety management planning should include the adoption of a systematic and structured approach for prevention and control of physical, chemical, and biological health and safety hazards. Contractor shall ensure that Job Hazard Analysis (JHA) is performed prior to commencing jobs. It shall also be ensured that the JHA is reviewed after the following, . Whenever work is stopped . Every time work conditions or the job scope changes . Persons working or visiting the job shall review and acknowledge the JHA by their signature

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A. Hazardous Substance Handling and Storage Contractor should ensure that chemicals are handled and stored in accordance with the manufacturer recommendations found in the MSDS. Chemicals should be stored in a manner which will minimize releases to soil, groundwater or the atmosphere. Containers and tanks which are used to store hazardous substances shall be, . In good conditions . Compatible with the material stored inside . Closed when material is not being transferred into or withdrawn from them . Flammable or combustible liquids shall not be stored in areas used for exits, stairways, or normally used for safe passages. . No more than 25 gallons of flammable liquids shall be stored in a room outside of an approved storage cabinet. Flammable chemicals shall be stored in flammable storage cabinets, room or building when the volume stored exceeds 25 gallons (95 liters), as defined in the OSHA Regulations (Standard – 29 CFR); standard number: 1926.152. Electrical pumps shall not be used to transfer flammable or combustible liquids. Toxic chemicals shall be stored and handled as defined in the chemical MSDS. Explosive products should be handled and stored according to applicable regulations. Explosive storage shall be located away from corrosives, flammable, oxidizers, or acids. B. Slips and Falls Slips and falls on the same elevation associated with poor housekeeping, such as excessive waste debris, loose construction materials, liquid spills, and uncontrolled use of electrical cords and ropes on the ground, are also among the most frequent cause of lost time accidents at construction site. Mitigation Measures Recommended methods for the prevention of slips and falls from, or on, the same elevation include: . Good housekeeping practices, such as the sorting and placing loose construction materials in established areas, would be implemented. . Excessive waste debris and liquid spills will be cleaned up regularly. . Electrical cords and ropes will be located in common areas. . Slip retardant footwear will be used.

C. Struck By Objects Construction activities of the project may pose significant hazards related to the ejection of solid particles from abrasive or other types of power tools which can result in injury to the head, eyes, and extremities. Mitigation Measures Techniques for the prevention and control of these hazards include: . Maintaining clear traffic ways to avoid driving of heavy equipment over loose scrap.

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. Appropriate PPE such as safety glasses with side shields, face shields, hard hats, and safety shoes, would be wore.

D. Moving Machinery Vehicle traffic and use of lifting equipment in the movement of machinery and materials on a construction site may pose temporary hazards, such as physical contact, spills, dust, emissions, and noise. Heavy equipment operators have limited fields of view close to their equipment and may not see pedestrians close to the vehicle. Center-articulated vehicles create a significant impact or crush hazard zone on the outboard side of a turn while moving. Mitigation Measures Techniques for the prevention and control of these impacts include: . The location of vehicle traffic, machine operation, walking areas, and controlling vehicle traffic will be planned and segregated through the use of one-way traffic routes, establishment of speed limits, and on-site trained flag-people wearing high-visibility vests or outer clothing covering to direct traffic. . The visibility of personnel will be ensured by high visibility vests when working in or walking through heavy equipment operating areas as well as training of workers to verify eye contact with equipment operators before approaching the operating vehicle. . Inspected and well-maintained lifting devices will be used that are appropriate for the load, such as cranes, and securing loads when lifting them to higher job-site elevations.

E. Other Site Hazards Construction of site may pose a risk of exposure to dust, chemicals, hazardous or flammable materials, and wastes in a combination of liquid, solid, or gaseous forms. Centralized residence of construction staff will lead to the easily spread of infectious diseases. Mitigation Measures It can be prevented through the implementation of project specific plans and other applicable management practices, including: . Use of waste-specific PPE based on the results of an occupational health and safety assessment, including respirators, clothing/protective suits, gloves & eye protection. . Comprehensive disinfection in the construction area should be conducted before construction. . Staff who will enter the area should be conducted a comprehensive physical examination, people who are suffering from infectious diseases is prohibited to enter the construction site. . When infectious diseases and food poisoning occurs on the site, the project manager should report it to higher-level authorities and local health and epidemic prevention agencies as soon as possible; actively cooperate with the sanitation and epidemic

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prevention departments to investigate and disinfect, to protect the health and safety of construction personnel. 7.1.9 Community Health and Safety A. General Site Hazards Projects should implement risk management strategies to protect the community from physical, chemical, or other hazards associated with sites under construction. Risks may arise from inadvertent or intentional trespassing, including potential contact with hazardous materials, contaminated soils and other environmental media, excavations and structures which may pose falling and entrapment hazards. Mitigation Measures Risk management strategies may include: . Access to the site will be restricted through a combination of institutional and administrative controls. . Removing hazardous conditions on construction sites that cannot be controlled affectively with site access restrictions, such as covering openings to small confined spaces, ensuring means of escape for larger openings such as trenches or excavations, or locked storage of hazardous materials.

B. Disease Prevention Increased incidence of communicable and vector-borne diseases attributable to construction activities represents a potentially serious health threat to project personnel and residents of local communities. Mitigation Measures . The mobility of the community living in the area will be restricted from the project site in order to prevent from catching any type of communicable diseases. . Any labor found to catch any type of disease will leave the site immediately; and would be given proper medical facilities.

C. Traffic Safety Construction activities may result in significant increase in the movement of heavy vehicles for the transport of construction materials and equipment increasing the risk of traffic-related accidents and injuries to workers and local communities. Mitigation Measures The incidence of road accidents involving project vehicles during construction will be minimized through a combination of education & awareness raising, and the adoption of procedures. 7.1.10 Impacts on Ecology The existing 100 acres project site is a vacant and barren land with sparse vegetation. There is no protected area, wetland or cultural heritage site in the microenvironment. The siting of the project will however involve clearing the existing shrubs, herbs and grasses at the project site.

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Mitigation Measures . In case a mature tree is removed, it will be replanted in ratio 1:5. For immature tree, the compensatory plantation is in the order 1:3. Only native species will be selected for plantation. . Effective measures shall be taken to protect the environment and control pollution so that restoration of regional ecology is ensured . General awareness of construction crew will be increased regarding the biological resources. . A ‘no-hunting, no-trapping, no-harassment’ policy will be strictly enforced at the project sites. . Firewood, woody plants and shrubs will not be used as fuel during construction. . Personnel and vehicle movements will be restricted to the construction site, camp and approved roads. 7.2 Screening of Potential Impacts during Operation Phase

During operational phase of the project, various activities associated with the automobile assembly and production will have some impact on environment. Therefore, relevant environmental attributes are to be studied during this phase for their overall impact on the surrounding environment. 7.2.1 Impact on Air Quality It is learnt that the emissions to air generated during motor vehicle assembly are mainly due to the emissions of volatile organic compounds (VOCs) from painting and finishing operations (paint storage, mixing, applications, and drying). The emissions are primarily organic solvents, which are used as carriers for the paint and solvents used for cleaning equipment between color changes and to clean spray booths. Other emissions to air include: . VOC emissions - use of solvent based adhesives during Soft Trim; . Isocyanates - Spray booths/ovens & paint mixing area during use of paint containing isocyanates; . Particulates - Paint particulates from spray booths, dust from sanding. Spent filter material; . Carbon dioxide and oxides of nitrogen where thermal or catalytic incinerators are used; . Ozone may be released through the use of ultraviolet light curing lamps. Motor vehicle assembly generates indirect greenhouse gas emissions through the use of its final products, and specifically through the combustion of fossil fuels. Many of these emissions may be harmful to the environment as well as health. Dust created in the process can be inhaled and cause respiratory diseases including asthma in employees. Dust, vented fumes, smog caused by particulates, and odors can be a nuisance to neighboring communities, if any and the other industrial activities.

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Mitigation Measures General Automotive Plant Ventilation General ventilation systems (supply and exhaust) can be mechanical or mixed (natural supply, mechanical exhaust). Natural air supply through the windows, doors or fixed air vents is not recommended when the width of the building exceeds 24 m (79 ft). Also uncontrolled air supply may disturb the various processes in automotive facility (e.g., gas shielding by creating high air velocities in the welding zone). General Supply Systems General supply systems are used for: . heating or cooling working environment; . removing contaminants not captured by local ventilation systems; . replacement of air exhausted by local ventilation systems and process equipment; and, . controlling building pressure and airflow from space to space. These systems typically consist of: . outside air inlet; . return air inlet; . supply air handling unit, . air distribution ductwork, and . supply air outlets. General Exhaust Systems General exhaust systems complement local exhaust systems by removing air contaminated by fumes, gases or particles not captured by local exhausts. Such systems usually consist of outlets, ducts, an air cleaner and a fan. The efficiency of the air cleaner must be sufficient to meet the regulations of environmental agencies and may be affected by location, background concentration in the atmosphere, nature of contaminants, height and velocity of the air discharge stack. In some cases the air cleaners may be excluded from the general exhaust system and general exhaust can be provided by the roof fans. Centralized and decentralized (modular) systems Centralized ventilation systems supply air to entire shop and have a large air distribution ductwork. Centralized system has lower maintenance costs compared to decentralized system. With decentralized ventilation, the entire shop area is divided into zones, ventilated by a separate system with or without air distribution ductwork. Decentralized units are normally located in the upper level below the roof (in the truss space) or on the roof. Decentralized systems provide better temperature and air pollution control in shops with spaces having different cooling/heating and contaminant loads. Also, decentralized systems allow faster response to the change of the load by production process in different zones. Normally centralized system does not have a capability for zonal control. In comparison to central units, decentral units incur less costs when retrofitting existing shops.

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Constant air volume (CAV) and variable air volume (VAV) systems The airflow rate supplied into the shop throughout the year may be constant (Constant Air Volume systems) or variable (Variable Air Volume systems). The design of the air supply system is normally based on the full load (cooling, contaminant or make-up airflow needs). When only a partial load exists (e.g., in body and welding shops, assembly shops), thermal or pollution control may be achieved either by changing supply air temperature and/or the ratio of the outdoor and return air (CAV systems) or by changing the supply airflow rate (VAV systems). The required supply airflow rate may vary significantly between winter and summer conditions or between different shifts (e.g., by 65% in body shops and machining shops with tempered air systems, and by 80% with non-tempered air systems). Often, ventilation systems for automotive plants are designed when the machinery equipment data may not be available. Ventilation system designs may be required to account for some future building expansions and changes in processes or space requirements. In such situations ventilation system can be sized considering the maximum possible load with an airflow control based on the current load. VAV systems save heating, cooling and fan energy in comparison with CAV systems, but may require more maintenance costs and expertise to operate them. In some cases they can incur less costs when retrofitting existing shops. VAV systems allowing significant reduction of supply airflow rate require special attention to: . selection of airflow control strategy (inlet vanes, fan motor speed control, etc.) . ductwork design; . air space air distribution; and . building pressure management (coordination of supply and exhaust systems operation). Air handling unit The supply air handling unit components and configuration depend on the system usage (make-up air system, dilution ventilation system, heating and cooling, etc.), climatic conditions, and operating modes (CAV or VAV systems). Typically, air-handling units have components to temper, clean, mix (outside air and return air), and to move the air. Air handling unit may have equipment to recovery energy from the air exhausted outside to lower the enthalpy (temperature) of the air supplied into the building during the warm weather and to raise it during the cold weather. A microprocessor controls the air handling unit devices through sensors and actuators. Working environment heating and cooling Heating systems In painting and body shops there is a significant surplus heat generated by internal heat sources. Thus, in general climatic conditions of Karachi, cooling of the space is objective for most of the year. In large shops, heat typically needs to be applied to only the perimeter spaces.

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The internal area of the shop can maintain comfortable temperatures using the heat given off by the process. In machining, painting and body shops located in cold climates and assembly shops housing the processes with lower heat production, occupied zone air temperature in heating season is typically controlled with warm air heating combined with ventilation system. Supply air is heated in the air handling unit with heated water flowing through the heating coil or in direct fired gas heating sections. When piped natural gas is available the fired-gas approach is preferable, since it offers almost 100% heating efficiency by burning the gas in the supply air stream. Sufficient amount of outside air must be supplied to prevent the build-up of carbon dioxide in the building. An alternative heating approach is indirect, gas-fired heating, but it has a higher first cost and the heating efficiency is less than with direct gas-fired. Temperature control can be also achieved with separate air heating systems, e.g. . recirculating or mixed air units located on walls and columns . hot water or indirect gas-fired overhead radiant heating systems Cooling systems In cooling season, air temperature in the building is controlled either by bringing additional outside air or by using refrigeration equipment to cool the air. Cooling systems in automotive plants are not designed to provide high level of comfort or control humidity, but only to control the temperature at the level below 80oF (27oC).

Fig 7.1: Schematic of decentralized general ventilation system

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. Consider use of alternative or low VOC coatings/paints. . Increase the transfer efficiency of the application technique. . Capture and concentrate VOC emissions, e.g. with activated carbon. . Implement a Solvent Management Plan to monitor and control the use of solvents on site. . Install or upgrade abatement technology to minimize exposure to hazardous substances and to control the release of emissions, e.g. enclosure of equipment, use of appropriate ventilation with filters, gas balancing systems, cyclones, and wet or alkali scrubbers. . Monitor indoor air quality and use signage where there are elevated levels of emissions and personal protective equipment (PPE) is required. . Implement a formal Leak Detection and Repair (LDAR) programme for equipment, and where necessary, replace with higher quality items any equipment which generates significant fugitive emissions. . Improve engine efficiency to reduce the emissions from motor vehicle. . Adjust delivery times to reduce GHG emissions due to traffic congestion at peak hours. 7.2.2 Indoor Air Quality in Body Shops and Component Manufacturing Shops with Welding and Joining Operations Automotive component and assembly operations rely on welding as the dominant process for joining metal body components up to approximately 3 mm thick. Of the welding processes, resistance spot and seam welding are favored due to the repeatability, simplicity, ease of control, and low cost. These welding processes invariably produce some amount of surface and interfacial material expulsion. Measurable amounts of expelled material are ever present as a result of normal welding operations. As a result, periodic cleaning of the tooling and the work surface is required. The materials used in body construction are now mostly coated steels and aluminum alloys. The low melting point of the coatings on the steel and welding characteristics of aluminum further increase the amount of material available to be ejected into the tooling and shop environment. Additionally, many of the weld joints are processed with adhesives and sealers, which decompose when, subjected to the heat of welding. These materials further add to environmental concerns in the shop. Other high-volume welding operations involve cutting and arc welding of metals in heavier gages associated with structural components such as frames and chassis components. These materials are difficult to form and require application of special forming lubricants that typically are not removed prior to welding. Gas Metal Arc Welding (GMAW or MIG welding) and Shielded Metal Arc Welding (SMAW /rod/stick) are typically used for welding these heavier gages. These welding processes rely on extremely high temperatures of the arc to heat the filler metals used for joining. Decomposition of the lubricants, coatings on the filler metals and atmosphere near the arc are additional environmental concerns in these operations. Major producers may process millions of pounds of welding filler metal each year on frame components.

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Robotic welding is commonly used after the parts are initially prewelded. Automated fixtures are often manually loaded and provide only the necessary structural and dimensional control to allow automated welding and assembly operations. Automation and robotic welding is typically used when possible, to perform subsequent welding operations. Manual or stationary spot welding operations are used for small component assembly, low volume operations, and assemblies requiring special accessibility. With automation, the operator is thereby some distance from much of the fume of the welding operations. Additional welding processes found in production include, laser beam, plasma welding and cutting, and drawn arc stud welding. Post-welding processes include metal finishing of the welded assemblies by grinding and polishing, application of sealers and surface cleaning prior to paint. Types of Contaminants Production processes in body shop and shops with welding operations result in emission of: . fumes and gases from welding and cutting operations, . airborne metal particles, . abrasive particles from grinding and polishing discs, . burned oil fumes, . fumes from heated sealant, and . heat. Welding fumes and gases Welding fumes are solid particles originating from welding consumable, the base metal, and any coating present on the base metal. Gases are produced during the welding process or may be produced by the effects of process radiation on the surrounding environment. The quantities of these gases can be significant in some applications such as plasma arc cutting or high amperage welding of very reflective metals such as aluminum or stainless steel. During resistance welding of overlapping sheets, welding fumes may form by expulsion or evaporation of the base material as well by electrode wear. During welding of coated sheets other foreign substances are generated in addition to the fumes. With resistance welding, the main portion of the fume is emitted from the sheet to be welded. The influence of electrode material on emission rate is negligible. When welding with expulsion (splashing), the fume emission is significantly higher compared with the welding without expulsion. In welding with expulsion the fume emission rate is highest under short-time conditions compared to medium and long- time conditions. Oil film on the metal surface increases the fume generation rate. E.g., resistance welding of sheets covered with oil film 1.3 mg per cm2 produces approximately 30% more fumes (0.15 mg/spot) compared to welding of clean metal. Thickening of the oil film to 5.7 mg per cm2 results in an increase of the fume emission to 0.65 mg/spot.

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High temperatures involved in resistance or arc welding could result in decomposition of sealant used in some welded joints. Though the formulation of sealant used by different auto manufacturers may differ, the most common components of decomposition fumes are CO and CO2. Other gases, which may be a concern if present in the decomposition vapors are: NOx , HCl, HNO3, SO2, hydrogen sulfide, oxides of phosphorous, vinyl chloride, acetic acid, HCN, aromatic hydrocarbons, aliphatic hydrocarbons. However, the odors emitted by the decomposed fumes are commonly above the perceived levels and may cause workers complaints. Information about fume generation rate with resistance welding and laser welding/cutting is limited. The following data from the automotive companies have been complied6: . Fume generation per spot welds with spot resistance welding of galvanized sheets: o 1.42 mg/spot (Zn) - VW data, o mg/spot (Zn) - Celero Support -Volvo Group Company data. . Fume generation per meter of weld with a seam MIG/TIG welding (Celero Support –Volvo Group Company data): o 0.7g/meter – black sheets, o 2.0g/meter - galvanized sheets. . Laser welding/cutting (Celero Support -Volvo Group Company data): o 0.1 g/meter. Welding fumes and gases produced with GMAW and SMAW welding are chemically very complex. Their amount and composition depend upon the composition of the filler metal and base material, welding process, current level, arc length, and other process factors. Awareness of these hazards is the first step in providing protection to the welder in the workplace. Particle Size. Fume particle size is an important safety related variable as particle size determines the degree of penetration and retention in the human respiratory system. Researchers have determined that while fume size varies with process variables, welding fume is consistently in the sub-micron range, averaging about 0.3 microns for typical welding and thermal cutting processes, a size that will easily penetrate the respiratory system. It should also be noted that these fine particles tend to agglomerate or form larger clusters, which can be retained in the lungs. Specific Contaminants. Data on specific contaminant emissions produced by various welding processes are usually available from electrode manufacturers (MSDS). Shop heating from welding processes. Each welding process will also add heat into the shop air and cooling water. Two welding processes make up the bulk of welding used for automotive production, (1) Resistance Spot Welding (RSW), Fusion or arc welding. Designers should consult with the plants welding engineer to get actual welding schedules, and amounts of welding

6 VW and Celero Support (Volvo Group)

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to be performed on each body. The following examples illustrate the magnitude of heating that would occur on an average for the conditions described. Resistance welding processes are characterized by short heating impulses, which raise the temperature of the metals at spot locations typically about 6.5 mm in diameter. Heating of the process equipment also occurs due to resistance heating of the electrical conductors. The typical resistance welding process equipment uses water to cool the power controller, welding transformers, and welding gun. Water is necessary to transport the heat generated by the process out of the body shop and maintain stable conditions in the welding circuits. Water is circulated through a cooling system (often a evaporative type cooling tower) where the heat is removed, filtered to remove particulate, and is made ready for recirculating. Resistance welding equipment first clamps the cool tips to the part, then applies welding current, and then allows the part to cool by maintaining the clamping against the cool copper weld tips. Typically, parts leaving the process are cooler than parts made with an arc welding process. Some specialized resistance spot welding processes are air cooled. In this case virtually all of the process heat may end up in the body shop. Arc welding produces more fume and heat into the shop than the resistance welding process. The process is characterized by much longer process times in which power is delivered to the parts being joined. Parts joined by this process typically leave the welding station at much higher temperatures than a resistance welded part. The typical large auto body contains 4,000- 6,000 welds. Production rates can be as high as 95 bodies per hour for high volume production of popular models. It is necessary for the ventilation designer to determine how many welds of each type of process are being produced each hour for each body being produced. The necessary information can be obtained from the process and welding engineer. The following is for estimating heating of the shop air and should not be used for sizing the cooling water system. Water cooled resistance welding. The typical water-cooled resistance spot-weld process – sheet metal welding: . Delivers 1.05 BTU (1100 joules) per weld into the part; . Leaves 0.115 BTU per weld in the steel to be dissipated in the shop air; . Raises the temperature of one pound of steel 1.5 degrees F (0.8oC) - observed using 5-cycle hold time; . About 11% of the heat delivered are retained in the part. (depending on post heat clamp time). Target Levels Threshold limit values (TLV) for fumes and gases produced by various welding operations by chemical type are listed by National Occupational Safety and Health Organizations. In the U.S.A., the American Conference of Governmental Industrial Hygienists publishes a guide "Threshold Limit Values for Chemical Substances and Physical Agents and Biological Exposure Indices", which is issued annually.

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Permissible exposure limits (PEL) are regulatory and are published by the Occupational Safety and Health Administration (OSHA). OSHA's current standards for welding, cutting and brazing in general industry and construction are based on the 1967 American National Standards Institute (ANSI) standard Z49.1. While ANSI Z49.1 has been updated several times since 1967, the OSHA welding standards in subpart Q of part 1910 have not been updated to keep pace. NIOSH published a Criteria Document "NIOSH Criteria for a Recommended Standard: Welding, Brazing, and Thermal Cutting," in 1988, recommending that "exposures to all welding emissions be reduced to the lowest feasible concentrations using state-of-the- art engineering controls and work practices". NIOSH has also recommended exposure limits for specific chemical and physical agents associated with welding. Contaminants, which can be produced in welding and allied processes, are as follows. . The metallic components are typically found in the form of oxides and/or fluorides. Aluminum is found in alloys and filler metals and is produced as aluminum oxide in aluminum welding. It can be a respiratory irritant. . Barium may be found in some self-shielded flux-cored electrodes. Exposure to soluble barium compounds can cause irritation of the eyes, nose, throat and skin. . Cadmium occurs as a plating material or brazing alloy. It can be a serious hazard resulting in emphysema, kidney damage and pulmonary edema. . Carbon Monoxide in low concentrations results from the reaction of carbon dioxide and the welding arc in GMAW and FCAW welding. Symptoms include headaches, dizziness and mental confusion. . Chromium is an alloying element most commonly found in stainless steels and in some low alloy steels. It can cause skin irritation and increased risk of lung cancer. . Copper is used in some electrodes and in alloys. It may also be found as a coating material in some GMAW electrodes. Copper can cause respiratory irritation or metal fume fever. . Fluorine in the form of fluorides is used in some fluxes and electrode coatings and as a fill ingredient in some flux-cored electrodes. It can cause respiratory and eye irritation. . Iron in the form of iron oxide is the most common fume constituent. Iron oxide can be a respiratory irritant and can cause siderosis. . Lead is found in some coatings and in some brass, bronze and steel alloys. Lead can cause nervous system disorders, kidney damage and reproductive problems. . Manganese is used in most steel alloys and may be found at higher levels in some hardfacing electrodes. It can produce nervous system disorders, pneumonia and loss of muscle control. . Molybdenum is found in some steel alloys and can cause respiratory and eye irritation. Nickel is present in stainless steels and nickel alloys. It can cause respiratory and skin irritation and metal fume fever. . Nitrogen Oxides consisting of nitric oxide and nitrogen dioxide are formed by the welding arc and are respiratory irritants. . Ozone is formed by the interaction of the welding arc and atmospheric oxygen. Ozone can irritate the eyes, nose and throat and can cause pulmonary edema.

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. Phosgene is a highly toxic gas, which is formed when the ultraviolet rays from the welding arc come in contact with chlorinated solvents, such as trichlorethylene. Inhalation of high concentrations of phosgene may produce pulmonary edema. . Silicon is present in most welding consumable in the metallic form, the oxide form, or both. Silicon dioxide is also a common ingredient in submerged arc welding fluxes and may be present in large quantities in the dust that is generated during flux handling. The crystalline forms of silica are responsible for producing silicosis. . Tin is used in some solder alloys and bronzes. Tin can cause metal fume fever. . Titanium is found in some stainless steels and titanium dioxide is a common ingredient in many fluxcored electrodes and SMAW electrode coatings. Titanium can produce respiratory irritation. . Vanadium is used in some steel alloys and in some electrode coatings. Vanadium can cause skin, eye and respiratory irritation, pneumonia, emphysema and pulmonary edema. . Zinc is found in galvanized steel and in paint coatings. It can cause metal fume fever.

Table 7.3: Exposure Limits for fumes and gases produced by various welding operations Substance Germany Russia Sweden U.S.A. MAK TLV LLV OSHA ACGIH NIOSH mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 Aluminum 2 2 - 5 5 Barium 0.5 0.5 0.5 0.5 0.5 0.5 Cadmium 0.01 0.01 0.005 0.002 - Chromium 1 0.5 0.5 0.5 0.5 Copper 0.1 0.5 0.2 0.1 0.2 0.1 Dust, 1.5 5 5 3 - respirable Fluorine 0.16 0.5 0.2 0.2 1.6 0.2 Iron 1.5 4 3.5 10 5 5 Lead 0.1 0.005 0.05 0.05 0.05 <0.1 Manganese 0.5 0.2 0.5 - 0.2 1 Nickel 0.05 0.5 1 1.5 0.015 Nitrogen 9.5 5 30 - 5.6 - Oxides Ozone 0.1 0.2 0.2 0.16 Phosgene 0.082 0.5 - 0.4 0.4 0.4 Silicon 4 - 5 10 5 Tin - 2 2 2 Titanium 1.5 10 5 15 10 - Vanadium 0.05 0.1 - 0.1 0.05 0.05 Zinc 5 0.5 1 5 5 5 Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000)

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7.2.2.1 Mitigation Measures Process related measures allowing the emission rates reduction. 1. Avoid or reduce oil film on the welded surfaces; 2. Use rectangular wave high frequency pulse GMAW machines to reduce fume generation. Results of tests conducted at John Deere in 1992 indicate, that pulse GMAW welding allows for fume reduction by ~80% compared to the constant voltage GMAW on clean parts and by ~60% on oily parts; 3. Reduce expulsion with spot welding; 4. Avoid short-time conditions with spot welding, changing over to medium-time conditions. 5. Place containers with welded small parts in the totally enclosed cabinets connected to exhaust system to avoid residual welding smoke release into the building. Ventilation Clean air for welding operations is provided by ventilation systems, which typically consist of local exhaust systems and general ventilation supply and exhaust systems. The most efficient methods of contaminant control in the occupied zone of the welding shop, and particularly in the breathing zone of the operator or welder (with a manual welding), are: . exhaust from the total welding process enclosure when automatic welding machines are used; . exhaust from the welding area enclosure, when robotic welding and material handling are used, and . local exhaust which captures the contaminants at or near their source. Exhaust from enclosures separating welding process from the operator's environment, or local exhaust systems with manual and semiautomatic welding operations are normally the most cost-effective solutions to fume control. They minimize the required outdoor airflow rate thus optimizing system installation and operating costs especially where filtered air return back into the building is not used. Control of fumes in the source area can also reduce plant maintenance costs. A cleaner workplace may also lead to an in increase in employee productivity. No local exhaust ventilation system is 100% effective in capturing fumes. However, it is important to note that capture efficiency has a greater influence on air quality than filtration efficiency. No filter device is effective until the fume is drawn into it. In addition, there will be circumstances, because of the size or mobility of the welding zone, where installation of local exhaust ventilation systems may not be possible. Also, local exhausts are typically not efficient in removing fumes generated after welding at the heat-affected zone. General ventilation is needed to dilute pollutants not captured by the local ventilation system and to dilute fumes generated after welding. General ventilation systems supply make-up air to replace air extracted by local and general exhaust systems. Also, supply air is used to heat and cool the building. Volume of outside air to be supplied by a general ventilation system should exceed the volume of air exhausted by local ventilation systems. Buildings should be pressurized to prevent air infiltration creating

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cold drafts in winter, and hot humid air in summer. In addition to local exhaust system, a general exhaust system is used to evacuate air from the building. Special attention should be paid to ventilation of areas with grinding and polishing operations. Especially, in the case with aluminum production. Air supply and exhaust should be arranged such to create low velocity-low turbulent airflow preventing dust dispersion in the shop. Low airflow, high vacuum exhaust systems built-in grinding and polishing machines significantly reduce contaminant load on the building. Local Exhaust Ventilation Total (or complete) enclosure is a box or housing mounted around or built into the welding machine. The enclosure is not intended to be air tight. Limited openings might be required by the process needs. They also provide a path for replacement air to enter. Robotic welding areas or a part of conveyor with welding operations can be enclosed using a large canopy hood with a perimeter plastic curtain. The size and design of the hood should limit free area to reduce exhausted airflow rate. Location and size of the openings should allow components entrance to and exit from the welding area. Similar enclosures can be used to contain and direct residual emissions in the part of conveyor transporting welded parts from automated welding machines. The enclosure is kept under negative pressure by the exhaust system connected to the hood. The exhaust airflow rate must be sufficient to prevent contaminants from escaping from the enclosure. According to BEI and the DaimlerChrysler Process Group, a control velocity of 0.5 to 0.75 m/s would be required in the openings and in the slot between the plastic curtain and the floor. Local exhaust systems for manual and semiautomatic welding processes capture air contaminants close to their source. These systems will only be effective if they are correctly designed, installed, maintained, and used. The exhaust airflow through hoods should maintain capture velocity at the point of fume generation between 0.5 and 0.75 m/s. Stationary, mobile or portable local exhaust ventilation systems may consist of the following basic elements: capture hood, duct system, air-cleaning device, fan, and outlet discharge ductwork. These elements must be specifically engineered for each application. They must remove fume while not disturbing the welding process. For example, the fume capture velocity at the weld zone must not disturb the shielding gas. Effective control of worker exposure to dusts from polishing and grinding operations on can be achieved by use of polishing and grinding equipment with a built-in high velocity, low volume local exhaust ventilation as part of the tool's design. The choice of local ventilation system type depends on the method and conditions of welding, type of welding equipment, size of the welded components and shop space factors. Typical systems are shown in Table.

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Table 7.4: Local Ventilation Systems for Welding and Cutting Processes Typical System Type Comments Airflow Welding gun 30-60 CFM Extracts fume at the weld zone through GMAW and with integral (50-100 GTAW guns fume extraction m3/hr) Captures fume through high velocity, low volume High vacuum 90-180 CFM extraction nozzles. Usually positioned by the welder source capture (150-300 with arc welding or attached to electrodes of nozzle m3/hr) suspended and stationary spot welding machines 560-860 CFM Flexible fume Draws higher air volume and is easily positioned and (900-1400 extraction arm repositioned by the welder. m3/hr) 180-280 CFM Cross draft per ft2 (3300- Excellent for controlling fume in a fixed location welding table 5000 m3/hr serving small part welding (slotted hood) per m2) For robotics arc and resistance welding operations. Size Varies with and airflow rate depends upon the size of the welding Fixed canopy hood height zone. Should be supplied with solid (plastic) curtains hood and space when possible to prevent the influence of room air movement Varies with For robotics arc and resistance welding operations. An Push-pull hood height engineered design to reduce exhaust air volume in a overhead hood and space large, fixed welding zone 150 CFM per Downdraft Used in large, fixed, flat plane operations (e.g. plasma ft2 (2700 cutting table cutting) m3/hr per m2) For repetitive arc and resistance manual and robotics 90-180 CFM welding operations. An engineered design to reduce Built-in fixture (150-300 exhaust air volume, increase capture effectiveness of exhaust system m3/hr) per fumes generated during and after welding operations. welding point Requires cooperation of process and ventilation engineers Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000) Fume Filtration Collector Selection Often when air is exhausted, it is exhausted through a fume/dust collector. These collectors may be: . small, portable collectors connected to the local exhaust and the fan; . medium size wall- or floor-mounted collectors working as part of the local exhaust system with one or few exhaust hoods, or

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. large collectors that may work with either a centralized local exhaust system or with a general exhaust system. It should be noted that most of collectors used in welding shops are designed to remove solid matter (fume) only and not gases. It is not cost efficient to use collectors capable of efficient removal of gaseous byproducts. Collectors are selected based on the following factors: 1. Contaminant Concentration. The amount of dust and fume generated by the process. 2. Efficiency Requirements. Capture efficiency generally has greater influence on air quality than filtration efficiency. However, the filtration efficiency required must be sufficient to meet all national and local codes and standards (OSHA, EPA, etc.). HEPA filters are those classified with an initial efficiency of 99.97% at 0.3 micron (DOP test) but are not typically required in most welding applications. 3. Contaminant Characteristics. These include contaminant size and condition such as wet, dry or sticky. 4. Energy Consumption. All collectors consume energy in order to overcome pressure drop through the collector. The pressure drop is measured in Pa (inches of water). Energy is also consumed during the cleaning of contaminant from collectors. 5. Maintenance costs. Some collectors can be cleaned on-line, others require cleaning or replacement of filtration elements. There are two major types of collectors used in welding fume control. 1. Cartridge Collectors, 2. Electrostatic Precipitators Cartridge Collectors. Cartridge collectors use filters made out of pleated paper or synthetic filter media. This type of cartridge results in a much larger amount of filter media per collector volume than media used in conventional fabric filters. In addition, the type of filter media used in these cartridges is usually much more efficient on sub- micron sized particulate with filtration efficiencies exceeding 99%. It should be noted that while cartridge filters are generally more efficient on sub-micron sized particles, performance depends on the filter media used in the cartridge itself. All cartridges have a similar appearance regardless of efficiency. Specifications should define the filtration efficiency of the unit on sub-micron sized particles. Cartridge collectors are relatively easy to maintain. Maintenance involves replacement of the non-cleanable cartridge when pressure drop significantly decreases fume capture. Non-cleanable cartridges are normally used in small portable collectors. Many cartridge collectors are cleaned on line, using a reverse pulse of compressed air. Cartridge life is usually quite long on welding fume applications with a cleanable cartridge change required approximately once per year. Cartridge life can vary significantly with the application and type of media used. Most cartridges are relatively compact, easy to handle, and often can be changed from outside the collector.

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Disadvantages of cartridges include a relatively higher pressure drop (500 to 1000 Pa) than an electrostatic precipitator (an inch or less) and the requirement for compressed air for cleaning. Filter life may be reduced if the welding fume is very oily. Electrostatic Precipitators. Electrostatic precipitators operate by electrically charging dust and fume particles and collecting the charged particles on oppositely charged collector plates. This type of filtration has been used for many years on welding fume because it is effective on small, sub-micron sized particles. Also, the pressure drop through this type of collector is usually the lowest of the available options, allowing reduced horsepower blowers. Finally, unlike the other collector options, there is no filter to replace. Disadvantages include the requirement for frequent maintenance. The collection plates must be cleaned frequently to maintain filtration efficiency and remove collected contaminant. The plates can be cleaned manually, by mechanical shaking, or with a water wash. In addition, these units are not well suited for collecting high concentrations of dust and fume. As particulate is collected, filter efficiency is reduced. Filtration efficiency varies from 90% to 99% on sub-micron sized particles. Fire and explosion protection for exhaust systems Welding exhaust systems by their nature have the capability to capture sparks that can be transported to the welding fume collector and starting a fire. There are many documented cases in the automotive industry where welding exhaust sparks have started fires in the duct and dust collectors. Fire protection systems need to be evaluated for each application. Local and national codes should be used as a basis of the design of the fire protection system. The local fire protection authority should be contacted for concurrence with the design and type of fire protection system(s) used. The types of fire protection systems are water and gas (typically CO2) with an automatic and/or manual discharge system. Consideration should be given to providing a drop out chamber for the welding process dust particles and sparks. This drop out chamber should be located as close to the welding process as possible. Some plants require that welding fume exhaust duct have fire sprinklers located from the welding hood to the drop out chamber. If the duct has fire protection sprinklers installed the static pressure should be adjusted accordingly. Some fire codes allow ducts less than 100 square inches to not have fire protection sprinklers installed. If the exhaust duct has fire protection sprinklers care should be taken to avoid water draining from the duct on to the welding robots or machinery. The ducts should be sloped to a drain, with a trap, discharging where the water will be less of a problem. The welding fume collector should have fire protection system installed. This is typically done with an automatic and/or manual fire protection system. In cases of welding processes using materials that have the potential of forming explosive dust particles (such as aluminum, magnesium, etc.), great care must be used in providing the fire protection system. Consideration must be given to providing some sort of explosion pressure relief (blow out panels etc.) for the duct work, drop out chamber, welding fume collector, and any other locations where the potentially explosive dust can accumulate.

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Table 7.5: Fume Generation Data Amperage Fume Generation Weight % Product Type Shielding Gas Diameter Voltage (V) (A) Rate (g/min) converted to fume Low hydrogen SMAW (EX018) - 5/32’’ 175-180 21-22 0.4 0.9-1.2 Low hydrogen SMAW (EX018) - 1/8’’ 135 24-25 0.4 1.5-1.6 E6013 - 5/32’’ 165 33 0.4-0.5 1.1 E7024 - 5/32’’ 200 33 0.6-0.7 1.0 300 Series Stainless SMAW (E3XX-16) - 1/8’’ 105 25 0.1 0.3-0.4

Flux-Cored Stainless (E3XXT1-1,-4) Ar/25%CO2 0.045’’ 200 27 0.4-0.5 0.5-0.6

E70T-5 CO2 0.093’’ 500 37 3.5-4.0 1.8-2.0

E70T-5 Ar/25%CO2 0.093’’ 500 37 3.5-4.0 1.8-2.0

First Generation FCAW (E71T-1) CO2 1/16’’ 300 28 1.0 1.4

Second Generation FCAW (E71T-1) CO2 1/16’’ 300 28 0.7 1.0

First Generation FCAW (E71T-1) Ar/25%CO2 0.052’’ 220 24 0.7-0.8

Second Generation FCAW (E71T-1) Ar/25%CO2 0.052’’ 220 24 0.4-0.5

Third Generation FCAW (E71T-1) Ar/10%CO2 0.045’’ 280 28 0.3-0.4

Third Generation FCAW (E71T-1) Ar/10%CO2 1/16’’ 340 29 0.3-0.5

First Generation Metal Core (E70C-XM) Ar/25%CO2 0.045’’ 270 28 1.1 1.1-1.2

Second Generation Metal Core (E70C-XM) Ar/25%CO2 0.045’’ 270 28 0.6 0.6-0.7

CO2 0.045 270-300 29 0.6-0.8 0.8

Solid Wire-ER70S-3 AR/10% CO2 0.045 280-310 28 0.4-0.5 0.5

AR/5%O2 0.045 280-310 28 0.2-0.3 0.3 Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000)

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Table 7.6: Fume constituent concentration data (%) AWS Class Electrode Fe Mn Si Ni Cu Cr Mo Al Mg F Covered Electrodes E6010 41.6-49.6 3.0-3.4 3.7-5.7 ------E6013 45.0-62.2 4.1-5.5 11.2-15.0 ------E7018 24.2-28.7 3.6-4.5 1.1-1.7 ------13.1-15.0 E7024 29.5-33.3 5.3-7.8 13.2-18.3 ------E8018-C3 45.2 7.2 - 0.3 - 0.1 0.1 - - 35.8 9018 B3 21.9 5.9 - 0.1 - 1.6 0.1 - - 28.1 E316-15 8.4 7.7 - 1.1 - 5.8 0.1 - - - E316-16 10.0 8.8 - 1.5 - 6.5 0.1 - - 17.2 E410-16 33.1 5.2 - 0.1 ------ENi-Cl 2.5 0.3 - 6.9 0.1 - - - - 10.0 Eni Cu-2 0.1 2.1 - 4.2 6.2 - - - - - Flux Cored Electrodes E70T-1 25.2-46.1 6.2-13.5 1.0-7.5 ------0.06-8.68 E70T-4 11.5-16.2 1.0-4.6 0.05 0.01 - - - - - 0.84-2.73 E70T-5 26.7-29.2 10.9-11.3 0.05-0.09 ------2.63-4.80 Gas Metal Arc Electrodes 316L 12.4 7.3 0.05 1.06 - 12.5 0.34 - - 11.5 ER70S-3 55.4-65.7 5.5-8.5 0.05-2.5 - 0.07-1.20 - - - - - ER-5356 ------38.0 3.8 - ER Ni Cu-7 5.0 1.1 0.65 22.1 44.4 0.01 - - - - Source: ibid

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Table 7.7: Fume Generated per amount of Electrode Used (lb fume per 100lb electrode consumed) Electrode Class Type of Electrode Ratio E70S-3 Solid Electrode 0.86 E70S-6 Solid Electrode 0.79 E308LSi Solid Electrode 0.54 E70T-1 Flux-cored electrode 0.87 E71T-1 Flux-cored electrode 1.20 E6010(A) Manual electrode 2.27 E6010(B) Manual electrode 2.05 E6011 Manual electrode 3.84 E6013 Manual electrode 1.36 E308-16 Manual electrode 0.64 E7018 Manual electrode 1.57 Source: ibid

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Table 7.8: Metal Concentration in Fume of Commonly Used Electrodes (percent of total fume) Electrode Class Aluminium Barium Chromium Cobalt Copper Manganese Nickel Vanadium Zinc E70S-3 0.069 0.011 0.020 0.0017 0.65 6.7 0.0072 0.00076 0.094 E70S-6 0.060 0.0030 0.015 0.0029 0.44 10.4 0.014 0.00099 0.078 E308LSi 0.077 0.0014 6.0 0.0071 0.50 6.4 3.4 0.012 0.042 E70T-1 0.11 0.0018 0.013 0.0022 0.016 9.0 0.0058 0.0045 0.065 E71T-1 0.042 0.0026 0.014 0.0029 0.048 8.1 0.0040 0.0057 0.086 E6010(A) 0.043 0.0012 0.018 0.0023 0.26 3.9 0.026 0.0031 0.022 E6010(B) 0.018 0.00088 0.011 0.0035 0.033 4.4 0.0080 0.0023 0.036 E6011 0.016 0.0012 0.012 0.0025 0.014 2.6 0.014 0.0038 0.016 E6013 0.18 0.00097 0.030 0.0030 0.16 4.1 0.018 0.012 12 E308-16 0.78 0.0062 6.2 0.0078 0.10 3.8 0.82 0.019 0.087 E7018 1.3 0.042 0.024 0.0016 0.072 3.9 0.012 0.00070 0.12 Source: ibid

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Table 7.9: Average Chemical-Specific Emission Factors (Fume) (lbs. of metal in fume per ton of electrode consumed) Electrode Class Aluminium Barium Chromium Cobalt Copper Manganese Nickel Vanadium Zinc E70S-3 0.012 0.0019 0.0034 0.00029 0.11 1.2 0.0012 0.0013 0.016 E70S-6 0.0094 0.00047 0.0023 0.00045 0.069 1.6 0.0022 0.00015 0.012 E308LSi 0.0083 0.00015 0.65 0.00077 0.054 0.69 0.37 0.0013 0.0045 E70T-1 0.019 0.00034 0.0022 0.00038 0.0028 1.56 0.0010 0.00077 0.011 E71T-1 0.010 0.00062 0.0034 0.00070 0.0012 1.9 0.00096 0.0014 0.021 E6010(A) 0.020 0.00054 0.0082 0.0010 0.12 1.8 0.012 0.0014 0.010 E6010(B) 0.0074 0.00036 0.0045 0.0014 0.014 1.8 0.0033 0.00094 0.015 E6011 0.012 0.00092 0.0092 0.0019 0.011 2.0 0.011 0.0029 0.012 E6013 0.049 0.00026 0.0082 0.00082 0.044 1.1 0.0049 0.0033 3.3 E308-16 0.10 0.00079 0.79 0.0010 0.013 0.49 0.10 0.0024 0.011 E7018 0.41 0.013 0.0075 0.00050 0.023 1.2 0.0038 0.00022 0.038 Source: ibid

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Fig 7.2: Example of Enclosure over containers with welded small parts. Exhaust from the enclosure controls residual weld fumes7.

7 at Fiat plant in Turin

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Fig 7.3: Example of Exhaust built-in automatic axle welding machine. a- general view of automatic welding machine with two welding positions; b- local exhaust with a operable total enclosure and an automatic welding gun; c- duct system evacuating weld fumes from welding stations outside the building8

8 American axle and manufacturing plant in Detroit, Michigan.

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Fig 7.4: Example of Canopy hood with an air curtain enclosing part of the conveyor with a robotic spot welding area of the body shop. a- general view; b- welded parts exit from the enclosure; c- components entrance into the enclosure9

9 Chrysler North Jefferson Assembly Plant

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Fig 7.5: Example of an overhead hood with a perimeter plastic curtain above the conveyor transporting welded parts from automated welding machines. The exhaust from enclosure evacuates the residual welding fumes. Each welding machine also has a separate canopy hood to control fumes during the welding process10

10 American axle and manufacturing plant in Detroit, Michigan.

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Fig 7.6: Schematic of Gas Metal Arc Welding (GMAW) gun with a built-in exhaust

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Fig 7.7: Example of welding fume control system with flexible extraction arms. a- system schematic11, b- welding shop; c- body shop12

11 John Deere Harvester Works plant in East Moline, Illinois 12 Mercedes-Benz plant in Tuscaloosa, Alabama

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Fig 7.8: Schematic of cross-draft welding bench enclosed at sides, back and top for low volume small parts

Fig 7.9: Example of Double-canopy hood 3 m x 5.5 m each are installed over welding robots at the height of 3 m. 15,000 to 18,000 m3/h of air contaminated with welding fumes is exhausted from each hood outside the building.13

13 Volvo Cars body shop in Goteborg, Sweden.

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Fig 7.10: Example of Canopy hood above manual welding supplemented by local extraction hoods. Manual welding operations are carried out using personal protective equipment consisting of face mask connected to the back mounted filter equipment supplying breathable air in the mask14

14 Volvo Cars body shop in Goteborg, Sweden.

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Fig 7.11: Example of centralized local exhaust system with canopy hoods installed over welding robots15. About 40,000 cfm is exhausted by each system outside the building through the roof-mounted stack. a- overhead hoods installed above the robotic welding area; b- hood with a central plate forming a slot along the hood perimeter; c-duct system collecting contaminated air captured by single hoods; d- exhaust stacks.

15 Ford Wayne Integrated Stamping and Assembly plant in Detroit, Michigan.

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Fig 7.12: Example of a Push-pull hood. A canopy hood with an incorporated slotted nozzle installed along perimeter of the hood to prevent contaminated air transfer from the welding area. Push-pull hoods can be used when conventional canopy hoods with plastic curtains are impractical. Air supplied through nozzles creates steady air curtain protection along the contour.16

16 US Patent.

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Fig 7.13: schematic of a self-cleaning cartridge filter17

17 Plymovent AB.

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Fig 7.14: Schematic of two-stage electrostatic filter18 7.2.3 Indoor Air Quality and Emissions of Assembly Shop The operation of an automotive assembly line consists of long straight line(s) or lines that weave back and forth through the assembly building. Premanufactured parts or sub-assemblies such as drive train, engines, seats, body parts, and other components are brought to the assembly line from adjacent storage areas via conveyors or manual delivery. A speed-controlled conveyor moves the automotive chassis from one station to another where parts are attached by assembly personnel or automatic. At the end of the assembly line, the completed automobile is filled with operating fluids, started for the first time and tested for proper engine/transmission operation and water seals performance. It is then driven off the assembly line where it receives necessary alignment and engine testing. If the vehicle passes inspection it will proceed outside to a storage lot for later shipment to dealer. If the vehicle fails inspection due to improper operation it will proceed to a mechanical or paint inspection and rework department for necessary repairs.

18 Plymovent AB.

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Process Emissions Overview In most of the assembly plant the process generates only heat primarily from the conveyer, electrical motors and lights. There are heat losses/gains through the building envelope. Also, at the following workstations there are emissions of contaminants: . Windshield gluing station. Emissions are generated from the adhesive compounds which are used to seal the windshield to the body frame. In many cases this process is still performed manually, exposing the worker to hazardous solvent vapor compounds which vary depending on manufacturer’s blend. . Door seals and trim stations. Emissions are generated from adhesive compounds that are used to attach door seals and interior trim components to the body frame. The affixing of these components subject the worker to solvent vapor compounds which are potentially hazardous but more likely to be annoying or discomforting to the workers or operators in the surrounding areas. . Fuel filling station. Emissions are generated from gasoline and Diesel fuel vapors which are generated during the first fueling process of the vehicle. These vapors escape when the air is displaced by the liquid fuel as the fuel tank is filled. Emissions also occur in this area due to spillage which occurs through worker error. . Vehicle engine start-up station. Emissions are generated from the first time combustion process of the newly started engine. It produces high concentrations of hydrocarbon as well as first time burn off of engine sealant. Quite often emissions at this point are greater than under normal operation since the engine has not been properly tuned. Since the engine has not been properly tuned, the emissions, resulting from the incomplete combustion, generate PAHs (polynuclear aromatic hydrocarbons) which have been identified as human carcinogens. . Chassis alignment inspection station. Emissions are generated from the running of the vehicle when driving on to or off of the alignment pit. The alignment inspector is subjected to exhaust gases which are heavier than air and sink into the operator’s pit which increases the concentration of exhaust gases in the workers breathing zone. These emissions are the same as experienced at time of engine start-up. . Vehicle engine test station. Emissions are generated when the vehicle is placed on a rolling road (Dyno test) and is accelerated to 50 mph. Since the vehicle’s drive train is being engaged and the engine is now required to generate horsepower, the vehicle engine components and exhaust system for the first time are being subjected to elevated exhaust gas temperatures. These elevated temperatures, along with the increased volume and velocity of exhaust gases, bake off and displace contaminants such as engine sealant, lubricants and coolants used to manufacture parts, and fiberglass packing fibers which are manufactured into the exhaust muffler. . Engine rework station. Emissions are generated when the vehicle is required to run for the purposes of diagnosing an improperly running engine. In many cases an engine technician must diagnose, adjust and/or repair a vehicle’s engine resulting in sustained or elevated exhaust gas emissions being emitted into the worked environment. He also is subjected to emissions being generated from under the hood of the engine compartment where sealant or paint vapor compounds or hydrocarbon emissions are being emitted into his breathing zone.

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. Paint rework station. Emissions are generated when the vehicle requires paint rework due to small-localized paint imperfections which were found during the vehicle QC (Quality Control) inspection process. Workers in this area are exposed to paint particulate and solvent vapors which are associated with the painting process. Particulate control is also essential in this area for the purpose of eliminating dust infiltration into the painting process. . Certified fueling station. Emissions are generated by the fueling process of the vehicle by the local regulatory agency classified and certified fuel used for the process of determining corresponding mileage and emission standards for the vehicle being manufactured. The emissions at this station are emitted during the fueling process where the air in the tank is being displaced by the fueling liquids and subsequently entering the workers breathing zone. Sources of Auto Emissions Pollutants are emitted from multiple sources from a vehicle (auto, truck) while in the assembly. These emissions are even more concentrated when the vehicle is first started. The following are the three greatest pollutant sources with the highest level of toxic exposure to plant personnel. 1. The by-products of the engine combustion process (gas or Diesel) expose workers to PNAs, NOx, CO, SO2, CO2, and approximately 100 other VOC, organic, acidic compounds. 2. Fueling losses expose workers to PNAs, benzene compounds, which have low vapor point and are lighter than air. 3. Evaporation of fuels, solvents and oils which react together to develop into complex chemical compounds. Vehicle Exhaust Pollutants . Hydrocarbons (HC). Hydrocarbon emissions result when fuel molecules in the engine do not burn or burn only partially. Hydrocarbons react in the presence of nitrogen oxides and sunlight to form ground-level ozone, a major component of smog. Ozone irritates the eyes, damages the lungs, and aggravates respiratory problems. A number of exhaust hydrocarbons are also toxic with the potential to cause cancer. . Nitrogen oxides (NOx). Under the high pressure and temperature conditions in an engine, nitrogen and oxygen atoms in the air react to form various nitrogen oxides, collectively known as NOx. . Carbon monoxide (CO). Carbon monoxide is a product of incomplete combustion and occurs when carbon in the fuel is partially oxidized rather than fully oxidized to carbon dioxide (CO2). Carbon monoxide reduces the flow of oxygen in the bloodstream and is particularly dangerous to persons with heart disease. . Carbon dioxide (CO2). In recent years, carbon dioxide, a product of "perfect" combustion, is viewed as a pollution concern. Carbon dioxide does not directly impair human health, but it is a "greenhouse gas" that traps the earth's heat and contributes to the potential for global warming.

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. Diesel exhausts. Workers exposed to Diesel exhaust face the risk of adverse health effects: Short-Term (Acute) Effects Workers exposed to high concentrations of Diesel exhaust have reported the following short-term health symptoms: . irritation of the eyes, nose, and throat; . lightheadedness; . feeling "high" . heartburn; . headache; . weakness, numbness, and tingling in extremities . chest tightness; . wheezing; . vomiting. Long-Term (Chronic) Effects Although there have been relatively few studies on the long-term health effects of Diesel exhaust, the available studies indicate that Diesel exhaust can be harmful to your health. According to the National Institute for Occupational Safety and Health (NIOSH), the International Agency for Research on Cancer (IARC), the Environmental Protection Agency (EPA) of the US, Diesel exhaust should be treated as a human carcinogen (cancer-causing substance). Evaporative Emissions . Hydrocarbon pollutants also escape into the air through fuel evaporation. Evaporative emissions occur several ways: . Diurnal: Gasoline evaporation from the fuel tank and venting gasoline vapors. . Running losses: The hot engine and exhaust system can vaporize gasoline when the car is running. . Hot soak: The engine remains hot for a period of time after the car is turned off, and gasoline evaporation continues when the car is parked. . Fueling: Gasoline vapors are always present in fuel tanks. These vapors are forced out when the tank is filled with liquid fuel. . Idling Vehicle Emissions. There are situations in which estimates of emissions from idling vehicles are needed. As with driving emissions, idle emissions are affected by a number of parameters. For analyses not requiring detailed specific emission estimates tailored to local conditions, this summary of idle emission factors can be used to obtain first-order approximations of emissions under idle conditions (e.g., drive-through lanes). Mitigation Measures Process related measures to reduce occupational exposure to vehicle exhausts and fuel vapors. . Separation of areas followed the engine starting from the rest of assembly line by creating a positive pressure buffer zone;

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. Utilization of gasoline filling nozzles with a built-in vapor recovery system. With this system, as the gasoline enters the fuel tank, the displaced vapor is collected through a vacuum intake located concentrically with a nozzle near the filler neck of the tank as the nozzle spout is inserted. The captured vapors are transferred back to the storage tank. The capturing efficiency of these systems is greater than 95%, i.e., per each liter of dispensed gasoline. More than 0.9 liters of the vapors are captured. Diesel fuel is much heavier and does not create as much of a vapor emission problem as gasoline does. . Utilization of onboard exhaust filters for driving the vehicles in the assembly shop. EHC filters are connected to exhaust pipes with a plastic adapter and will have a filter life of approximately 5 –10 minutes. Particles, smoke and soot with the size down to 0.1 mk are separated in the filter with up to 99% efficiency. Oxides of nitrogen (~60%) and hydrocarbons (~35%) are absorbed on the filter surface. The filter also reduces the concentration of carbon monoxide by 5-25%. The filter cartridge is disposable as normal industrial waste. Filters are available for different sizes of exhaust pipes on cars and trucks with gasoline and Diesel engines, primarily used for vehicle transportation with short running times such as plant exiting or ship board loading or unloading. Ventilation Ventilation systems in the assembly shop typically consist of local exhaust ventilation systems to control vehicle exhaust and contaminant emissions from contaminant producing areas, (e.g., windshield gluing, car testing) and a general ventilation system. General ventilation is needed to dilute the contaminants released into the building that are not captured by local ventilation systems. General ventilation systems supply make- up air to replace air extracted by local exhaust systems. Also, supply air is used to heat and cool the building. Buildings should be pressurized to prevent air infiltration creating cold drafts in winter and hot humid air in summer. Local exhaust systems Vehicle Exhaust Extraction Systems: Local exhaust system for vehicle exhaust control can be enclosing and non-enclosing. Enclosing type exhaust systems typically have a flexible hose with a tail-pipe adapter. Hose reel, overhead rail extraction system or rail extraction system installed under conveyer, are examples of enclosing exhaust systems. Enclosing system for vehicle exhaust control is normally classified as a sealed or non- sealed system. Non-enclosing systems, e.g. underfloor exhaust system, pit ventilation system and overhead hood are typically used systems in a high volume production process. Sealed type exhaust systems utilize a tailpipe adapter, which makes an airtight seal between the exhaust tailpipe and the flexible exhaust ventilation hose. The attachment of this nozzle is usually through the use of an air filled bladder made of synthetic rubber which conforms to the size of the vehicle’s tailpipe. This eliminates the escape of exhaust gases when the vehicle is being accelerated or run on high idle testing. In turn, this reduces the operating air volume. Non-sealed systems utilize a tailpipe adapter, which has a loose fit, which require a larger volume of air to maintain a negative pressure control over the exhaust gases

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being emitted by the vehicle. The attachment of this nozzle is usually by means of a mechanical device such as vice-grip clamp or spring clip. Approximate airflow rates to be extracted per vehicle from the exhaust pipe utilizing a sealed fit tailpipe adapter or open-fit non-sealing tailpipe adapter are listed in Table. Down draft in-floor systems utilize an in ground floor ventilation duct which draws exhaust gases through a floor grate into a concrete lined combination floor drain and ventilation duct. An exhaust fan maintains a negative pressure of approximately 150- cfm per sq. ft. of open pit area which is evacuated by a central roof or penthouse mounted exhaust fan system. In-floor or pit exhaust systems require the highest volume of air and require periodic maintenance to remove foreign debris, fuel, and oil or coolant spillage. E.g., in-floor exhaust system or a pit ventilation system. Exhaust system evacuating exhaust gases though the in-floor opening with a flap is common for engine testing booths. Air exhausted from the engine-testing booth may contain fiberglass lints as a result of new mufflers burning. Thus, the exhaust system should be equipped with an air filter to prevent outdoor air pollution. The capturing effectiveness of sealed exhaust systems is high and for design purposes can be considered 90% or higher. With non-sealed exhaust systems capturing effectiveness is below 75%. Local exhaust system for vehicle exhaust control should be selected and engineered for each application. When designing, the following guidelines should be taken into consideration: . consider the type of vehicles produced . consider the production process flow logistics . consider the maximum vehicle output rate. In some situations, a single exhaust system can be a good solution. In other cases, a combination of different ventilation technologies may be required. E.g., at the Volvo Car assembly plant in Goteborg, Sweden, flexible extraction system is a part of a comprehensive emission control strategy and is used only when cold engines are started. When engine warms up, flexible hose is replaced by an EHC filter, installed on the adapter to the tail pipe. The filter is used during car maneuvering in the shop. At the repair stations, the filter is replaced by a hose reel exhaust, and in the engine testing both, where the in-floor exhaust with a flap is used to control emissions from the vehicle.

Table 7.10: Advantages and disadvantages of local exhaust systems used at assembly shop System Type Advantages Disadvantages Application Does not interfere with manufacturing High construction costs. In-floor system process. Does not High exhaust volume. Assembly line require space above Low capturing efficiency the floor

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Does not interfere Air exhaust from with manufacturing High construction costs. the continuous process. Does not High exhaust volume. Assembly line conveyor pit require space above Low capturing efficiency the floor Continuous duct Require space to install Assembly line with a slot and Low exhaust volume. ducts. May restrict and car flexible hoses High capturing manufacturing process. maneuvering in connected to efficiency May limit vehicle the building. exhaust pipes maneuverability. Low exhaust volume. Limited maneuverability Test and repair Hose reel Low initial cost. High of vehicle connected to stations capturing efficiency the hose In-floor system Does not affect High initial costs. High Engine test with a flap engine performance exhaust volume booth Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000) Windshield Gluing Station Ventilation. The vapors produced by this manual process are captured by back draft or downdraft hood. Door Seals and Trim Stations Ventilation. Local exhaust system use to capture the vapors produced by this manual process is similar to those used at the windshield gluing station: back draft or downdraft hood. Chassis Alignment Inspection Station Ventilation – The ventilation technique to properly ventilate the exhaust gases and evaporation of fluids off the vehicle is typically handled with a combination system. The pit where plant personnel are located is customarily ventilated through an in-floor method. Vehicle exhaust gases should be removed through the means of a source capture hose extraction system. Engine Rework Station Ventilation – The ventilation technique to properly ventilate the exhaust gases produced while testing and operating the car in these service bays is typically through the use of retractable hose reels or retracting hose drops that are located overhead adjacent to each work position. Fume extraction for under hood vapors which the mechanic would be exposed to while working over the engine compartment is most commonly handled through the use of a source capture fume extraction arm with build in work lighting which ventilates vapors of evaporation out of the workers breathing zone. Also, sidedraft and overhead hoods are used to evacuate evaporative emissions from engine. Paint Rework Station Ventilation – The ventilation technique to properly ventilate this area is through the use of a combination system consisting of horizontal flow push pull hoods along with a fume extractor arm with built in work lighting. Certified Fueling Station Ventilation – The ventilation technique to properly ventilate this area is through the use of either fuel vapor recovery system for higher volume usage or a fume extraction arm and fan combination with an operating flow of

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approximately 700-cfm. Note: Fume extractor and fan must be provided as explosion resistant configuration.

Fig 7.15: Sources of Auto Emissions in assembly shop for testing19

Fig 7.16: Example of Gasoline vapor-recovery system built-in gasoline filling nozzle. a- fuelling system installed at the fuelling station in the assembly plant20. b- vapor recovery system and the nozzle with a built-in vapor exhaust. c- installed at assembly plant21.

19 Environmental Protection Agency (EPA), United States 20 Volvo Cars Assembly Plant, Goteborg, Sweden 21 Mercedes-Benz Plant in Tuscaloosa, Alabama

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Fig 7.17: Example of Exhaust Filter installed on the tail pipe of the car at assembly plant. (a) and on the exhaust pipe of the truck (b)22.

22 Volvo Cars Assembly Plant, Goteborg, Sweden

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Fig 7.18: Example of Local exhausts at gluing areas. a- push-pull hood at the windshield gluing area23; b- overhead hood at the windshield gluing area; c- sidedraft hood at the small parts gluing area24.

23 Volvo Cars Assembly Plant, Goteborg, Sweden 24 Mercedes-Benz plant in Tuscaloosa, Alabama

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Fig 7.19: Example of Testing station in assembly plant25. side-draft and overhead hoods are designed to evacuate evaporative emissions from the engine.

25 Chrysler Windsor Assembly Plant, Ontario.

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Fig 7.20: Example of Flexible non-sealed extraction system for vehicle emission control at assembly plant26: a - general view; b - flexible hose connection to the tailpipe adapter, which has a loose fit.

26 Volvo Cars Assembly Plant, Goteborg, Sweden

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Fig 7.21: Underfloor exhaust system: a - general view; b – rectangular opening in the floor with a grating cover27; c - linear opening in the floor with a grating cover28

27 Ford Werke assembly plant in Koeln-Neihl, Germany 28 Mercedes-Benz plant in Tuscaloosa, Alabama

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7.2.4 Air Quality, Emissions and Effluent Discharge of Paint Shop The purpose of paint on an automotive vehicle is to provide: . Corrosion protection . Mechanical protection, like scratch and stone chip . Protection against atmospheric and natural influences, like chemical activity and mar; . Optical appearance, color and general attractiveness A typical automotive paint process is illustrated in Figure 7.24. It shows typical corrosion protection measures, paint film layers and their necessary paint cure temperatures. It is important to understand that the paint process may vary widely with both the paint vendor’s process and user’s requirements. An automotive paint shop consists of a series of operation steps. Starting from the body shop, the car bodies are transferred to the cleaning and phosphating pretreatment process, which is performed either in spray or in a combination of spray and immersion process. After pretreatment phase, the bodies are dip coated by means of the cathaphoretic paint deposition process (also called Electrocoat, E-Coat, or ELPO), the purpose of which is to provide the basic corrosion resistance of the bodies, The E- Coat paint is cured in the dedicated bake oven after which the bodies are transferred to any necessary sanding operations, underbody protection coating and sealing operations, followed by a sealer oven, in which the sealing materials are cured. The first spray paint process is primer surfacer, which provides a mechanical anti chip protection of the E-coat paint and makes the surface at the body more uniform for subsequent top coat application. The primer surface paint is applied an outside and partly on inside surfaces depending of the color system as a single color, 3-4, or more colors. The primer surfacer paint is cured; the bodies are transferred to sanding operations and top coat preparation consisting of body cleaning outside (feather duster machines) and partly inside (mostly manual). The bodies enter the base coat booth, where base coat paint is applied, in most cases in two layers, inside (manual or robotic), outside (mostly automatic), followed by a paint flashoff process and a final clear coat application. The topcoat paint application process is finalized by curing, paint quality inspection stations, spat repair stations and transfer to the assembly shop in the plant. Powder painting technologies are currently being utilized by several manufacturers. Basic Technologies in Automotive Paint Finishing The most important technologies applied in automotive paint shops are: . Body conveyor systems, transportation, material handling, storage systems and logistics . Body immersion systems for cleaning, degreasing, phosphating and corresponding process equipment, including waste water and sludge treatment . E-Coat body Immersion process technology, paint ultrafiltration, conditioning, circulation, cathaphoretic deposition, anode system and grounding technology and DC rectifiers; . Paint handling and atomization including paint mixing and preparation, paint circulation, supply, dosing and metering, color change, flashing and rinsing, paint

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atomizers with spray guns, high speed rotation bells and high voltage systems for electrostatic coating, as wall as paint controls; . Paint automation including reciprocator machines, robots and their central systems; . Paint spray booths with air supply houses, air conditioning, distribution and controls; . Spray booth exhaust systems including paint overspray collectors, droplet demister systems, paint sludge treatment; . Paint cure oven technology including oven tunnels, air circulation heater boxes and temperature central; . Exhaust air pollution control including, abatement of VOC (volatile organic compounds) air recirculation, solvent adsorption/ desorption systems and VOC incineration; . Building, general plant facilities, ventilation and controls The above list shows that a considerable part of the automotive paint shop technology is based on air handling techniques. At the same time this emphasizes the importance of air handling and ventilation in the paint shop facilities industry. Qualitative analysis of major loads and emissions from paint process. All paint (with the exception of powder coatings) contains VOCs due to the solvent, which is the major component of the paint formula. Toluene and Xylene are two of the many chemical compounds used as paint solvents. Isocyanates are a by-product of the resin (binder) used in the paint formula. Some of these compounds are present during the paint application process. These compounds are also given off during the curing process as auto bodies travel through the oven. The types and quantities of specific compounds depend upon the process. Obtaining such information requires coordination between the building engineers, process engineers and paint manufacturers. Properly designed and operated paint booth should ensure contaminant emission into the building is below the allowable limits. This subchapter also covers a qualitative consideration of expected loads of air contaminated with organic solvents or particulate emissions, as well as expected heat loads from the paint shop process to the building. Pretreatment Line. Car body pretreatment line is generally built in the form of a tunnel with relatively tight sheet metal housing, which covers a series of process spray or immersion tanks. It has openings at the entrance side and at the exit of the tunnel, where some leakage of air loaded with degreasing liquid spray fumes can be expected. It should not be higher than 4,000 - 5,000 m3/h per an air seal zone and the liquid droplet concentration should not exceed 2000 mg/m3, if the process and equipment is built and tuned properly. At the exit end of the pretreatment line a load of another 2,000-3,000 m3/h humid air loaded with some relatively clean water droplets (from last spray rinse stage after phosphate) can be expected. Depending of the conveyor used, there can be also other openings, where some contaminated air loads can be expected. The phosphate line itself is internally ventilated. Some leakage of air between the

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panels of the housing is possible in both directions (to and/or from the inside), depending on the adjustment of ventilation pressures, but this leakage should not be higher than 50-100 m3 /h per 1 m length of the tunnel, Of course, this may vary with the quality of the manufacturing and installation of the tunnel and ventilation adjustments. Major parts of the pretreatment line (degreasing, phosphating and rinsing stations) operate at elevated temperatures. That is the reason (in spite of insulation of tunnels and process tanks) that some additional heat loads can be expected in the building. E-Coat Line. E-Coat line is in its technology rather similar to the pretreatment line. It uses the same type of the conveyor and similar type of body immersion and spray treatment stages. However, the process and the equipment are very different, including Paint circulation, UF system, DC power supply, anode system and body grounding system. The E-Coat line is built as a series of 2 or 3 immersion tanks (E-Coat tank, UF permeate rinsing and DI water rinsing stages) and several spray rinsing stations. The line is covered by the tunnel housing and ventilated. The E-Coat line operates neatly at room temperature. The E-Coat paint circulation system is equipped with a cooling system in order to keep the paint at a constant temperature (normally between 27 and 32oC). Paint Spray Booth Lines. The main part of the spray booth is the booth itself through which the bodies are transported mostly by a floor conveyor system and coated by automatically or manually operated paint spray guns or high speed rotation electrostatic bell cup atomizers. The spray booth height is normally 3.5 - 4.5 m and its width ranges between 4.5 and 6 m. The booth consists of several paint application zones. Each zone is between 4 and 20 m long and the total spray booth length for one type of coating (primer surfacer, base coat and clear coat) can be between 20 and 100 m, depending on capacity. The booth is ventilated by conditioned air. The temperature of the air is generally controlled to 20 -25oC (±1o C) and relative humidity of 50-70 % (±5% or even down to ±2-3% for water borne paint, the application of which is more sensitive to humidity), the air downdraft velocities are between 0.2 and 0.5 m/s depending on type of the spray booth zone, automation and application principles. The air supply system consists of air supply houses (air conditioning units), mostly placed in a penthouse or upper floors of the paint shop building, air distribution plenum and ductwork. Spray booths normally operate within a clean room that is maintained in a positive pressure mode in order to prevent any dust or dirt of entering the paint booth area. The spray booths operate very close to ambient temperatures, so that there should be no heat loss or gain in the building surrounding the booth. Paint Cure Ovens. Paint curing oven process requires heating up of the bodies normally within 10 minutes to a temperature between 130 and 180oC and holding them at that temperature for 20 minutes with a subsequent coating to approximately room temperature. There are many variations of oven processes, temperature curves and designs. In addition there are different types of air seals, in order to prevent heat losses and condensation of volatile compounds (straight through, camelback, A-type).

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Ovens normally operate in negative-pressure mode. Infiltration of 1,000 - 2.000 m3/h per air seal from the paint shop building. This air amount and the air needed to dilute the evaporated solvents and water in the oven recirculation system are brought in by adding heated fresh air to the oven. The fresh air can be preheated centrally for the oven tunnel, or locally for each oven zone. The sum amount of the entrained and preheated fresh air is exhausted to the stack at a temperature of approximately 120 - 160oC. This amount is normally between 5,000 and 20,000 m3/h, depending of the type of the oven, and its capacity and the sum of all oven exhausts from the paint shop can be well over 100,000 m3/h. Other heat loads from the oven are heat transmission losses from the oven tunnel to the surrounding and heat release from the body conveyor in entry and exit parts of the oven and eventually in the conveyor return line. Body cooling tunnel releases some energy load to the building as well. It has similar air seal losses or gains as the oven itself. The exhaust air amount is large - roughly 50,000 - 100,000 m3/h or more per cooling tunnel. The exhaust air temperature is only slightly elevated to 30 to 40o C. This air is difficult to reuse for ventilation directly, due to contaminants.

Fig 7.22: Typical automotive paint process Other Automotive Paint Processes. There are other areas in the paint shop, which generally belong to the spray booth technology, like sealing booths, panel and spat repair zones, sanding areas. They are continuous or stop-and-go work zones, where some specific operations are performed. The ventilation rates vary with paint shop automation level and paint material in use. Heat emission to the building Process equipment is the major contributor to the paint shop heat gains. Information on heat emission from the process is critical to calculate cooling loads for the different areas of the paint shop. Also, cooling load calculations for each area need to include exterior roof and wall gains or losses, interior wall losses or gains, interior lighting and people gains. A complete building heat balance should be done to verify all loads are properly accounted for. For a typical paint shop with an output of 40 jobs per hour internal loads may approach the following levels:

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Area Total heat load Phosphate pre-coat area. 880,000W (3,000,000 Btu/h) Oven area. 1,470,000 W (5,000,000 Btu/h) Oven strip-out area. 440,000 W (1,500,000 Btu/h) Paint area. 1,173,000 W (4,000,000 Btu/h) Building pressure management. The pressure relationships between the different areas of the building and adjacent body shops and assembly plants are critical to maintain the clean environment required within the paint shop. All areas of the paint shop want to be at a positive pressure with relationship to the outdoors and to the body shop and assembly plant. Also within the paint shop itself there is a hierarchy of pressure relationships with the most critical areas being the most positive. The relationships to the outdoors are as follows: Area Pressure Relationship Body shop. Neutral Phosphate pre-coat area. + Oven area. ++ Strip-out oven area. +++ Paint shop area. +++ Paint shop clean room area. ++++ Paint Booth +++ Assembly plant. Neutral Setting up an air balance block diagram between the different areas of the building and including all process and building supply and exhaust quantities, as well as transfer air between areas, aids greatly in evaluating the overall building air balance. Pressure relationships between areas can be maintained through several strategies. Providing constant volume systems that are properly balanced is the most straightforward approach. Providing variable volume or staged fan systems that modulate or cycle fans to maintain building differential pressures is a more sophisticated, but more costly and cumbersome method. Differential pressure relationships and sensors are affected greatly by prevailing winds and opening doors. When considering the building air balance and relative pressure relationships it is important to be aware of the large volumes of air that transfer through the many conveyor openings from one area to another.

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Fig 7.23: paint shop air pressure management Mitigation Measures The exhaust air from the spray booth will have to be treated by a Venturi wet scrubber or any other paint overspray collector in order to collect paint overspray particles. The scrubber water is recirculated in the system and accumulated paint particles are collected in the form of paint sludge. A reuse in automated booths of the spray booth exhaust air (several hundred thousand m3/h) is also possible in the process. Target level of Air temperature, relative humidity, air cleanliness Air temperature, relative humidity, cleanliness within a paint shop are factors which are important for proper paint application and to create comfortable working conditions. The clean room spaces and booths’ design requirements are process driven, as a function of paint vendor requirements. It is important to establish both indoor and outdoor temperature and humidity design conditions for the non-clean room spaces. The nonclean room spaces are comfort rather than process driven. The building outdoor design conditions may be different for process and building. A temperature or humidity that exceeds the design conditions may raise the temperature only several degrees in the building, but this rise could compromise the paint finish, thus requiring more conservative outdoor design requirements for the clean room and booth areas. Typical design temperatures and humidity for the building side of the paint shop are:

Area Temperature, oC (o F) Relative Humidity Indoors Phosphate pre-coat area. 80-90 N.C. Paint area clean room. 80 60% Oven strip-out area 80-90 N.C. Oven area 95-105 N.C Misc. work decks 80 N.C. Paint Mix/Storage 72 50%

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Penthouse Ambient +10 N.C. Outdoors: ASHRAE 0.4% cooling design conditions.

Ventilation. Ventilation systems in paint shops typically consist of general supply and exhaust systems. The major objectives of the paint shop building ventilation system are: . Provide required make-up air for process . Maintain proper building pressurization . Maintain comfort for occupants in the building . Provide adequate ventilation air for the occupants Typical ventilation rates for paint shop areas are:

Area m3/m2 h (cfm/ft2) ACH Phosphate pre-coat area 47 2.5 2.0 Oven area 47 2.5 4.0 Strip-out area 28 1.5 3.0 Paint shop area 28 1.5 2.5

Note: these numbers are generalizations, and may vary greatly depending on the room supply air temperature, discharge air temperature, heat load and total room volume. The strategy of reusing air by transferring from more critical temperature and higher- pressure spaces to less critical temperature and lower pressure spaces reduces the total air required and increases the ventilation rate through high temperature spaces like the oven areas. Transfer fans between areas, helps to maintain pressurization and distribute transferred air. Building exhaust fans are located in the oven area, strip-out area and phosphate area as required to maintain the building air balance. Before any ventilation scheme is finalized a thorough review of local building codes should be undertaken and possibly a meeting with the architect, owner and the local building code official. Key issues include smoke purging, fire dampers and the transfer of large amounts of air from one area to another. Coordination between process and building ventilation. Make-up air and exhaust air to and from paint booths and ovens are provided by process ventilation systems. HVAC systems design of the “clean room” areas and spot cooling of workers on inspection, repair and preparation decks is also responsibility of process engineers. Areas, for which HVAC systems are designed by building ventilation engineers, are: phosphate, pre-coat HVAC; oven area ventilation; inspection, sealer and repair deck general HVAC. General supply systems. General ventilation supplies 100% outdoor air. The supply air flow rate should exceed the make-up air flow for booths and ovens and be sufficient for building pressure management. General ventilation supply units are located on the building roof or in a penthouse.

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General exhaust systems typically include roof mounted exhaust fans located in the oven area, laydown area and phosphate area as required to maintain the building air balance. Air distribution. Air should be supplied into the lower zone (at the floor level where possible) with air diffusers installed evenly along the shop. However, in nearly all paint shops some dumping of air is unavoidable, due to process restrictions. 7.2.4.1 Effluent Discharge from Paint Shop and Effluent Treatment The automobile industry’s wastewater not only contains high levels of suspended and total solids such as oil, grease, dyestuff, chromium, phosphate in washing products, and coloring, at various stages of manufacturing but also, a significant amount of dissolved organics, resulting in high BOD or COD loads. Historically, heavy metals such as chromium and nickel have been used to prepare decorative coatings, e.g., chrome bumpers. These coatings are applied through a plating process in which the part is immersed in a series of baths. Metal plating plants can release a variety of toxic compounds. Chlorinated hydrocarbons may be emitted during pre-cleaning (degreasing) of metal parts, and caustic mists, cyanides, and metals are released from the actual electroplating process. Hexavalent chromium, a carcinogen, is of particular concern for worker and public exposure. Effluent Treatment is a Complex process and requires site specific design. Most plants cannot discharge the wastewater to a municipal system without treatment. Thus the treatment of wastewater coming out from different industries is a must as per the provincial and national standards. The waste coming out from the paint shop includes different types of wastes. The phosphate unit has phosphate and deionized water rinse, while the Electro-deposition Process (ELPO) unit waste includes the ultra-filtration water, De-ionized water, Nickel and Zinc. These wastes are mixed together homogenously in an Equalization tank, where they are blended together to get the characteristics of the final waste that will be further treated. From the products of the Paint shop is also the paint sludge, which is a by-product of the vehicle surface treatment and painting process. It contains Paint sludge, which is Paint waste removed from paint both wet eliminators. Phosphate Sludge is the metal salts waste from surface chemical treatment of body vehicle. ELPO waste (Sludge) that is the Scrap ELPO pigment potentially be inherently high-risk wastes by its organic content or if lead is used in the pigment. As discussed earlier, Effluents come from various process stages, with the bulk of the pollutant charge steaming from: . Bath purges . Rinses after phosphatation . Rinses after passivation . Eluates from the recycling installations Surface treatment discharges numerous types of pollutants depending on the type of treatment used. Those most commonly found in effluents are oils, chromium and

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phosphates to which are added the solvents and binding agents discharged by the cataphoresis baths (heavy COD charge). A physical-chemical treatment (oil removal, metal abatement, etc.) is usually used to treat the effluents, followed by a biological treatment for COD abatement. The treatment is carried out in following steps; Primary Treatment Fine Screening It involves fine screening using filters. Disc filters: . The water to be treated flows by gravity into the filter segments from the center drum. Solids catch on the inside of the filter panels mounted on the two sides of the disc segments. . As the solids catch on the inside of the filter media impeding the flow of water through the disc, the water level inside the discs begin to rise, triggering a level sensor to start the disc to rotate and a backwash cycle begins. . High pressure rinse water wash the solids off the filter media into the solids collection trough. Typically, the backwash requires 0,05-3% of the total filtered water flow. Drum filters: The water is filtered through the periphery of the drum. Backwash of the filter is only required according the loading of particles. Assisted by the filter panels special cell structure, the particles are carefully separated from the water during backwash. Separated solids are rinsed off the filter cloth into the solids collection trough and discharged. Belt filter: Sludge or wastewater is led into the filter 1 and passes by gravity through the filter belt 2. The belt is designed as a slowly moving conveyer installed in a stainless-steel tank. As the water passes through the filter, the filtering process ensures the efficient removal of particles. These particles are drained on the belt to a high dry matter content. The dewatered sludge is removed at the top of the filter 3 and discharged through a hopper 4 for final treatment. The belt is further cleaned by a high-pressure backwash system 5 and the rinse water is led either back to the process or to further treatment. The Belt filter is normally operated intermittently (demand) controlled by a level switch. High Speed Clarification High speed clarification is a high rate compact water clarification process in which water is flocculated with microsand and polymer in a draft tube. The microsand

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enhances the formation of robust flocs and acts as ballast, significantly increasing their settling velocity. The unique characteristics of the resulting microsand ballasted flocs allow for clarifier designs with very short retention times, high rise rates and extremely compact system footprints that are up to 50 times smaller than other clarification processes of similar capacity. Secondary Treatment Aerobic: Bio-filtration It is a simple and innovative process, enabling removal of pollution in a compact structure, thereby presenting a low environmental footprint. The process is able to eliminate all pollution, both organic (COD and BOD), nitrogenous

(N-NH4 and N-NO3) and particulate compounds (TSS). The modular design of the process makes it a suitable tool in cases of variable load as part of the cells can be stopped and restarted quickly. As a biofilter, the process combines in a single structure: . a biological reactor . a physical filter to store the biomass and stop particulate pollution Aerobic: Activated Sludge: The process reduces to a minimum the content of nitrogen and phosphorus in wastewater in addition to significantly reducing organic matter (BOD), ammonia and suspended solids. Furthermore, it eliminates odor nuisances as the sludge is stabilized in the process. The oxidation ditch system consists of an anaerobic tank located before two interconnected biological tanks of equal volumes and a final settling tank. The biological tanks work in an alternating mode of operation and are equipped with aerators, inlet distributors and outlet chambers. The process combines functional design with an outstanding flexibility and highly adaptable operation. Tertiary and Specific Treatment Heavy Metals Removal without Sludge Generation: A process is capable of removing heavy metals (arsenic, cadmium, lead, zinc, nickel, iron, manganese, arsenic, uranium etc.) from different types of water, including industrial wastewaters. The process provides up to 99% treatment of the water and thus meets the EU drinking water directive. The waste product is fine-grained granules with strong and stable metal bonds and the final deposits represent only about 10% of normal sludge volumes. Sludge Disposal Paint sludge will be disposed through SEPA certified contractor. 7.2.5 Noise The cumulative noise level within the automotive plant is higher as there are several high noise impact activities during the processes of assembly, welding, painting etc.

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Mitigation Measures . Noise control devices will be used such as noise barriers and deflectors for high noise impact activities. . Ensure the strict compliance of Personal Protective Equipment (Ear muff, ear plugs, etc.) in high noise areas. 7.2.6 Soil Contamination During the Handling of chemicals there are chances of leaks, spills, and accidental mixing of incompatible chemicals. The potential for accidental spills and leaks is highest at the point of transfer of thinners from bulk drum storage to process equipment. Mitigation Measures . Material should never be poured directly from drums to small containers. . Secondary containment should be provided in order to prevent the soil contamination. . Spigots or pumps should always be used to transfer waste materials to storage containers. . Do not handle chemicals with bare hands, no matter how harmless you may think they are. . After handling chemicals, hands should be washed prior to eating or drinking. . Chemicals that can produce fumes, dusts should always be handled in a well- ventilated area. Use of containment devices such as fume hoods, and gas cabinets is particularly advisable. A fume hood, glove box or other appropriate exhaust ventilation is necessary when handling particularly hazardous substances. . Do not eat and drink while working with chemicals. . Do not light a match or smoke tobacco close to inflammable chemicals. . Use appropriate devices like funnels or spatulas when transferring chemicals from one container to another or when mixing chemicals. . Keep work surfaces and containers clean. . Use corrosion-resistant tools and equipment. 7.2.7 Waste Stream & Sludge The painting operation generates waste streams in which paints solids are combined with the wastewater from the cleaning operations. Spray-paint booths produce paint- laden air filter which collect overspray. Cleaning and maintenance of the paint spray guns produces of hazardous sludge. Mitigation Measures . Ensure no wastewater run out from the Paint booth while washing and other activities takes place, waste stream should be connected to wastewater treatment plant. . Sludge should be separated from the wastewater and consider hazardous waste and disposed of environmental friendly with the third-party certification. 7.2.8 Surface Water and Groundwater There is no surface body in the microenvironment & the immediate macroenvironment. The water to be used in the plant during operations will be obtained from the bulk water

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supply of Karachi Water and Sewerage Board (KW&SB). Operation of the proposed plant would cause an increase in treated process wastewater discharges to the sewer. In addition, storm water discharges may increase as a result of the increase in impervious surfaces. No specific information on groundwater levels in the immediate vicinity of the project site is available; however, groundwater aquifers in the area are generally considered to be an abundant resource; therefore, minor impacts on groundwater levels would be expected. During operations accidental spills of toxic substances, such as hydrocarbons, could be a potential source of groundwater contamination. As stated above, the potential for contamination to occur would be minimized. Mitigation Measures The effluent and wastewater from the facility will be routed to Wastewater treatment plant and will be discharged to the local sewer/waste drainage system of BQIP and will not be dumped in open land. 7.2.9 Vegetation and Fauna Other than maintenance of grass areas surrounding the Proposed Project, operations of the plant are not anticipated to cause adverse impacts to vegetation. Operation of the plant is not anticipated to create additional disturbance to wildlife other than the mowing of established grassy areas. 7.2.10 Solid and Hazardous Waste Solid wastes may arise from several sources during assembly and the majority of wastes by volume result from packaging - reusable or disposable. Reusable packaging covers metal racks, bins and containers and disposable packaging covers wood pallets, cardboard, plastic, polystyrene and polythene film. Other solid wastes include: . Scrap metal from the press shop, which is normally recycled off-site. . Metal-rich dust generated by the abrasive disc smoothing of welds and soldered joints. . Sludge generated by wastewater treatment facilities of equipped vehicle manufacturing plants. . Additional wastes arise from general operations, cleaning and maintenance and the disposal of faulty equipment and parts. . Improperly disposed of waste can lead to pollution and ground contamination. Mitigation Measures . Return packaging of hazardous and non-hazardous materials (wherever possible), such as empty drums, to supplier for reuse. . Recycle packaging wherever possible. . Develop and implement a waste management plan covering all aspects of waste treatment on site. Wherever possible, priority should be given to reduction of wastes generated, and recovery and re-use of raw materials

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7.2.11 Transportation and Traffic The Proposed Project would be expected to result in an increase of several dispatch trucks per week in and out of the property after the new plant is fully operation. This additional truck traffic would constitute the percentage of the current truck traffic on the internal roads and on N5 in either direction. The additional trucks would use the established truck routes currently in place. The additional truck trips to the site would be easily accommodated within the existing roadway and intersection network. The Proposed Project would generate a minor long-term increase in privately-owned vehicle traffic. The proposed plant would operate 24 hours a day, 7 days a week. The new workers would be split among operation shifts, thus reducing the impact on traffic. The additional vehicle traffic would be less than 1 percent of the current Annual Daily Traffic count on the road, and therefore would generate a negligible impact. Proposed Project is an addition in an existing industrial land that currently has one industrial facility which operates production equipment and has existing truck and personal- vehicle traffic, therefore, this small increase in vehicle traffic would have only a minor impact to the surrounding community. 7.2.12 Possible Impacts due to Hazardous Substances on Site Hazardous chemicals and process gases may be used in the assembly process of motor vehicles. Hazardous properties relating to these substances are many and varied and include flammability, combustion potential, toxicity, corrosive potential and oxidizing potential. Chemicals with such properties should be labelled with the appropriate internationally recognized hazard symbol. Some chemicals may only possess a hazard potential if they have the opportunity to react with other compounds. Inadequate control or accidental releases of hazardous substances on site or in transit may result in significant environmental impacts in relation to soil, groundwater and surface water contamination and occupational health and safety e.g. disposal of empty drums and packaging of fuel and chemicals. Mitigation Measures . Hazardous Substances will be handled in accordance with Hazardous Substances Rules 2014. . Consider feasibility of substitution of hazardous chemicals such as solvent based paints with less hazardous alternatives. Label chemicals with appropriate, internationally recognized, hazard symbols. . Chemicals with different hazard symbols should not be stored together - clear guidance on the compatibility of different chemicals can be obtained from the Materials Safety Data Sheets (MSDS) which should be readily available from the manufacturer and on site. . Store chemicals in a dedicated, enclosed and secure facility with a roof and a paved/concrete floor. Chemical tanks should be completely contained within secondary containment such as bunding. . Install devices to prevent spills and overfills, e.g. alarms to warn of overfilling and automatic shut-off devices or a secondary spill containment. . Maintain and inspect storage units regularly.

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. Consider installation and use of groundwater monitoring points on site to check for contamination. Implement a Solvent/Hazardous Materials Management Plan to monitor and control the use of solvents and hazardous materials on site. All paint chemical handling, transportation, and disposal should be done in accordance to the procedures defined in Management Plan. A. Transport of Chemicals Impact level-Medium During the transport of chemicals there are chances of Spillage of chemicals and environmental contamination. Mitigation Measures . Information specified in sub-rule (1) of rule 21 of Hazardous Substance Rules, 2014 will be followed. . Remove all sharp objects from the loading area of the transporting vehicle before loading the chemicals. . Transport hazardous chemicals separately from food items. . Ensure that the consignment is secure when you transport hazardous chemicals. . Never keep hazardous chemicals near the driver’s seat or on the passenger’s seat. . Do not carry heavy chemical containers on your shoulder or on your head. Use a trolley to carry them. B. Storage of Chemicals Impact level-High Storage of chemicals can cause chemicals degradation and can become more hazardous in storage Mitigation Measures . Chemicals should always be stored in a cool, dry environment far from busy work areas. . The quantities of hazardous chemicals should be kept to a minimum, in line with efficient operation, their usage and shelf life. . Hazardous chemicals should be clearly marked. . MSDSs for each chemical should be available. . Chemicals must not be stored with foodstuffs, personal use products or personal protective equipment. . Ensure chemical containers and their seals or stoppers are appropriate for the type and quantity of chemicals stored. As far as is practicable, chemicals should be stored in the containers in which they are supplied. . Incompatible chemicals are segregated from one another (e.g. by fire isolation in a chemical storage cabinet or segregation in space). . Chemicals should be stored in such a manner that leaks cannot affect other substances in the store. Liquids should not be stored above powders and solids. . Packages are inspected regularly to ensure their integrity. Leaking or damaged packages are removed to a safe area for repacking or disposal immediately. Labels

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are reattached or replaced, as necessary, to clearly identify the contents of the package. . Chemicals are stored away from any heating and ignition sources. . Sunlight can affect some plastic containers or the chemical contents. Containers and chemicals must not be stored in a location where they can be exposed to direct sunlight. . Secondary containment should be available. . Stockpiling of hazardous chemicals should be avoided. C. Disposal of Chemicals Impact level-High Improper disposal of chemicals can generate hazardous waste. Mitigation Measures . A waste management plan will be developed and includes information specified in sub-rule (1) of rule 19 of Hazardous Substance Rules, 2014. . Place hazardous waste in containers prior to disposal. Containers should be filled, leaving headspace for expansion of the contents and should prevent leakages. . Use appropriate container for disposing chemical waste. . Similar wastes may be mixed only if they are compatible. . Do not discard waste chemicals into sink drains, with general waste, liquid wastes or with municipal solid waste. . It is the chemical user's responsibility to identify and properly label all chemical wastes. . Contact your waste collection contractors when you want to dispose of chemicals. They should be notified as to the hazards of that particular chemical. They would then know the appropriate method and place of disposal. D. Fire Hazards Impact level-High There is always risk of fire associated with chemicals. Mitigation Measures . Fire Alarms should be installed. . Water Sprinklers should be installed. . Fire extinguisher arrangements will be ensured. . Fire extinguisher should be easily accessible. . Proper signage for Fire Exist in the laboratory as well as in the factory should be made. . Use extinguishing media appropriate for surrounding fire. Foam, Carbon dioxide, dry chemical powder where necessary. . Do not use a water jet since it may cause the fire to spread. E. Chemical Spills Impact level-High Spills of chemical can cause soil and water pollution.

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Mitigation Measures . Chemicals will be stored in covered and bounded areas, underlain with impervious lining. . Regular inspections will be carried out to detect leakage in machines. . Contaminated soil will be removed and properly disposed after treatment such as incineration etc. . In case of hazardous chemicals spill, evacuate the area immediately. Isolate the hazard area. Keep out unnecessary and unprotected personnel. Use personal protective equipment as required. Remove or isolate incompatible materials as well as other hazardous materials. Contain and soak up spill with absorbent that does not react with spilled product. Shovel or sweep dry sodium hydroxide for recycling or disposal. Flush spill area. Dike spilled product to prevent runoff. F. Occupational Health and Safety Impact level-High Transport, handling and storage of chemicals can cause Injury and illness. Mitigation Measures . A safety plan will be developed and includes information specified in sub-rule (1) of rule 17 of Hazardous Substance Rules, 2014. . Information specified in sub-rule (1) of rule 11 and rule 12 of Hazardous Substance Rules, 2014 will be followed. . Health surveillance of workers exposed to noise, hazardous chemicals and particulates. . Investigation of incidents. . Adoption of safe working practices. . Showers and eye washers should be available. . Use of PPEs (Gloves, Mask, goggles, coverall and etc.). . Visible, illustrative and easily understood warning signs will be placed in all hazardous areas. . Regular health and safety trainings will be provided to all workers and all new workers will be provided training prior to work; . Chemicals will be handled with care and stored properly. 7.2.13 Occupational Health and Safety Aspects Hazardous chemicals and process gases may be used in the assembly process of motor vehicles. Hazardous properties relating to these substances are many and varied and include flammability, combustion potential, toxicity, corrosive potential and oxidizing potential. Chemicals with such properties should be labelled with the appropriate internationally recognized hazard symbol. Some chemicals may only possess a hazard potential if they have the opportunity to react with other compounds. Chemical exposure Chemicals involved in the motor vehicle assembly may have a wide range of hazardous effects, including being toxins, carcinogens or highly corrosive upon skin contact. Direct skin and eye exposure to and/or inhalation of hazardous chemicals can result in

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health impacts for workers. Prolonged exposure over years can induce chronic health effects. Particular substances to be aware of include: Coating powder. Some components of coating powders can cause irritation of lungs, eyes and skin and allergic skin reactions. They can also cause long-term health effects or asthma. Curing agents. Some curing agents may damage genetic material, which could cause some diseases including cancer and impaired fertility. Organic solvents. The most commonly used solvents for degreasing are chlorinated solvents such as trichloroethylene, dichloromethane (methylene chloride) and perchloroethylene. These substances may be harmful to health if inhaled. The ill-health effects from inhalation would depend on the substance in use and the concentration and length of exposure. At high concentrations, all organic solvents exert a strong narcotic effect and can be fatal. Skin exposure can cause irritation and dermatitis. Noise and Vibration Vehicle assembly plants can be noisy work places due to the high level of use of machinery. Transport of products by road may also generate noise. Those at risk include machine operators and those working nearby, e.g. maintenance staff, cleaners, forklift truck drivers and shop floor supervisors. Noise may reach levels that are hazardous to health, leading to symptoms associated with permanent deafness. Noise, particularly during unsocial hours, may cause annoyance or disruption to local communities. Hand-arm vibration syndrome from the prolonged use of vibrating tools and machinery causes effects on the body’s blood circulation known as ‘vibration white finger’ (VWF). Other damage may be caused to the nerves and muscles of the fingers and hands causing numbness and tingling, reduced grip strength and sensitivity. Pain and stiffness in the hands, and joints of the wrists, elbows and shoulders are other possible symptoms. Machinery Moving parts of machinery can result in entanglement and entrapment. Particular attention should be paid to the following situations: . Handling sheet or strip metal. . Handling of small pieces of metal with sharp edges during work at presses. . Accidental contact with scrap metal, banding or swarf, principally during cleaning and disposal. . Contact with machinery blades, cutters or tools during use and when fitting, removing, cleaning or storing. Manual handling and repetitive work Lifting and carrying heavy or awkwardly shaped objects, such as bags, can result in manual handling injuries.

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Slips, trips and falls These are primarily caused by uneven surfaces, inappropriate footwear, poor lighting, weather conditions, trailing cables and pipe work, especially during unblocking, maintenance and cleaning activities. Working hours Long hours or night shifts can lead to fatigue, decrease wellbeing and ability to concentrate. Mitigation Measures Chemical exposure . Provide personal protective equipment (PPE) that is fit for the task to prevent injury and maintain hygiene standards. Train staff in the correct selection, use and maintenance of PPE, and put in place measures to encourage/ mandate its use. . Implement a programme of assessment of routine monitoring of worker health. Noise and Vibration . Conduct a noise survey and mark out dedicated areas with signage where there are elevated noise levels and PPE is required. . Enclose noisy machines to isolate people from the noise where practicable. . Reduce vibration exposure times and provide PPE where people may be exposed to vibration. . Limit scrap handling and transport during unsocial hours to reduce noise. Machinery . Train staff in correct selection, use and maintenance of PPE. . Train workers in correct use of machinery and safety devices. . Avoid direct handling of sharp edged items and/or remove sharp edges by machining. . Engineer out sharp edges and access to dangerous parts of machinery through a hierarchy of controls (permanently fixed physical barrier, interlocked physical barrier, physical barrier, presence sensing system). Manual handling and repetitive work . Redesign manual processes and rotate work tasks to reduce heavy lifting/repetitive activities, and where possible install mechanical lifting aids. . Train workers in correct lifting technique. Collision . Separate people from moving equipment: . Ensure that the process layout reduces opportunities for process activities to cross paths; and . Install safeguards on moving parts of conveyor belts to reduce the risk of entrapment of employees. . Install walkways to separate people from vehicle movements to reduce risk of collision. Slips, Trips and Falls

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. Ensure that walkways are constructed of non-slip materials and route cables and pipework under walkways. Working Conditions . Implement a programme of routine monitoring of worker health. . Implement a grievance/dispute resolution mechanism for workers. Asbestos . Remove friable asbestos and PCBs using licensed contractors. This should be carried out in controlled conditions to ensure that there is no release of substances or materials to the environment. 7.2.14 Transportation of Produced Vehicle Units Vehicles after the final assembly and testing will be shipped to regional distribution units, spread across the country, mainly through M-9 Motorway and the National Highway N-5, in heavy duty trucks or trailers, such as shown in figure below;

Fig 7.24: Typical automobile transportation truck With Inland transportation of vehicles, several impacts arises; Moderate increase in vehicular load on M9 and N5 is envisaged, increasing as the phases of the project proceed, which may lead to increased traffic congestion. M9 and N5 are being rehabilitated. This has increased frequency of traffic mishaps and accidents on the routes. Trucks and trailers, when suffer an accident, impact the road infrastructure and often times are fatal and trigger hour long traffic blockage on the specified route.

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Fig 7.25: Typical automobile transporter accidents Mitigation Measures Vehicle road worthiness certification and vehicle fitness certificate will be ensured. With the culmination of construction activities at the M-9 and N5 in next two years, by which the plant is expected to be operational, the number of traffic mishaps due to unpaved and unlevelled diversions will go down eventually. 7.3 Socioeconomic Impacts

The Proposed Project would result in hundreds of new jobs during the construction and even when the plant is fully operational. It is assumed that the majority of the workforce would be drawn from the Karachi city; therefore, no increase in population or major need for housing is anticipated. A breakup of possible workforce requirement during the construction and operation of proposed automotive plant is given below;

Table 7.11: Breakup of possible workforce requirement during the construction and operation of proposed automotive plant CBU and Phase Particulars Phase I Phase II Construction III Business/Support Function 21 59 110 110 Marketing and Sales 55 92 140 140 Technical 202 1,049 1,790 1,890

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Grand Total 278 1,200 2,040 2,140

Under the Proposed Project, relevant taxes would continue to be paid by the proponent. Increased sales transactions for the purchase of materials and supplies would generate some additional revenues for local and the provincial government, which would have a minor positive impact on taxes and revenue. Secondary jobs may result from the increased economic activity stimulated by the Proposed Project. Additional retail services and business employment may result from the Proposed Project through a multiplier effect, yielding additional sales and income tax revenues for local and provincial governments. Kia Lucky will have a real impact on employment opportunities and will generate direct employment as well as will create multiple indirect jobs in downstream industries. The Proposed Project would not result in direct impacts to community facilities, services, school systems, or emergency services of the area because significant numbers of employees are not anticipated to relocate as a result of the Proposed Project.

7.4 International Finance Corporation (IFC)’s Environment, Health and Safety (EHS) Guidelines The Environmental, Health, and Safety (EHS) Guidelines are technical reference documents with general and industry-specific examples of Good International Industry Practice (GIIP). The EHS 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, with an appropriate timetable for achieving them. The applicability of the EHS guidelines in the context of Kia Lucky Auto Manufacturing facility is tabulated as follows; Applicability on the Domain Guideline Applicability Project As discussed in detail, that there are air emissions during the construction phase and operation This guideline phase of the auto applies to facilities or Air Emissions and manufacturing projects that Environmental Ambient Air project. Operation generate emissions Quality phase emission to air at any stage of including emissions the project life-cycle. during welding, painting and assembly. Therefore, the Air Emissions and Ambient Air

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Quality guidelines will be followed during the course of project. This guideline applies to facilities or The automotive projects that facility requires consume energy in general ventilation process heating and as well as process cooling; process and and shop specific auxiliary systems, ventilation. Motors, Energy such as motors, pumps and fans are Conservation pumps, and fans; the part and parcel compressed air of such systems. systems and heating, Therefore, this ventilation and air guideline will be conditioning systems followed by the (HVAC); and lighting proponent. systems. The process effluent This guideline from painting and applies to projects pre-painting that have either procedures will be direct or indirect treated in the Wastewater and discharge of process wastewater Ambient Water wastewater, treatment plant Quality wastewater from before discharging utility operations or into the sewer. stormwater to the Therefore, these environment. guidelines will be followed. Water conservation Since the auto programs should be manufacturing Water implemented process consumes Conservation commensurate with water, in particular the magnitude and for painting, these cost of water use. will be followed. These guidelines apply to projects that Automobile painting use, store, or handle and pre-painting any quantity of process involves the Hazardous hazardous materials use and handling of Materials (Hazmats), defined as hazardous Volatile Management materials that Organic Compounds represent a risk to (VOCs), therefore human health, these guidelines will property, or the be followed. environment due to

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their physical or chemical characteristics. The construction and operation phase of These guidelines the proposed plant apply to projects that will generate solid generate, store, or Waste waste such as food handle any quantity Management waste, paper, of waste across a plastics, glass, scrap, range of industry etc. Therefore, these sectors. guidelines will be followed. This provides Occupational health guidance and and safety will be examples of given due reasonable Occupational Occupational consideration in precautions to Health and Safety Health and Safety operational and implement in construction phases managing principal of the proposed risks to occupational plant. health and safety. This section complements the guidance provided in the preceding The project facility to environmental and will not discharge occupational health any untreated and safety sections, effluent or pollutant specifically in the environment addressing some so it will not cause Community Community aspects of project any nuisance, safety Health and Safety Health and Safety activities taking place or health issue to the outside of the nearest located traditional project communities. boundaries, but However, the nonetheless related guidelines will be to the project followed. operations, as may be applicable on a project basis. Since the project This provides involves major additional, specific construction Construction and Construction and guidance on activities as well as Decommissioning Decommissioning prevention and plans for expansion, control of these guidelines will community health be duly followed.

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and safety impacts that may occur during new project development, at the end of the project life-cycle, or due to expansion or modification of existing project facilities.

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8 Environmental Management Plan (EMP)

This Chapter presents an environmental management plan (EMP) as the implementation mechanism to manage environmental and social issues and mitigation measures identified in Chapter 7 on screening potential environmental impacts and mitigation measures. 8.1 Objectives of Environmental Management Plan

The EMP shall help Kia Lucky Motors Pakistan Ltd, the Proponent, in addressing the adverse environmental impacts due to the project, enhance project benefits, and introduce standards of good environmental practice. The primary objectives of the EMP are to: . Outline functions and responsibilities of responsible persons. . State and implement standards and guidelines which are required under environmental legislations particular in context to the project. . Facilitates the implementation of the mitigation measures by providing the technical details of each project impact, and proposing implementation schedule of the proposed mitigation measures. . Define a monitoring mechanism and identify monitoring parameters to ensure that all proposed mitigation measures are completely and effectively implemented. . Identify training requirements at various levels and provide a plan for the implementation of training sessions. 8.2 Purpose of EMP

The purpose of the EMP is to ensure that the activities are undertaken in a responsible non-detrimental manner with the objectives to: (i) provide a pro-active, feasible and practical working tool to enable the measurement and monitoring of environmental performance on site; (ii) guide and control the implementation of findings and recommendations of the environmental examination conducted for the project; (iii) detail specific actions deemed necessary to assist in mitigating the environmental impact of the project; and (iv) ensure that safety recommendations are complied with them. 8.3 EMP Process

The EMP describes the methods and procedures for implementation of following areas: . Organizational structure and roles and responsibilities of the project of project personnel. . Specific requirements for the implementation of the EMP . Mitigation or impact management matrix . Monitoring plan with the emphasis on specific parameters to monitor In general, monitoring is a part of EMP, however, it may be described or taken as separately to make it essential part of work.

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8.4 Management Approach

Management will undertake overall responsibility for compliance with the EMP. It will ensure that all the activities that the management executes comply with positive environmental sensitivities as well as it will cooperate with the concerned regulatory agencies such as Sindh Environmental Protection Agency (SEPA). The dynamic approaches that are followed towards successful implementation of the environmental management plan listed below: . Compliance with the relevant legislative and regulatory requirements of the project. . Developing appropriate monitoring indicators in order to assess the performance as well as magnitude of impact on the environment. . Regular review of the project activities and assessing their impacts on the environment. . Setting project’s key environmental concerns and addressing issues through public support, awareness and publicly reporting its progress. . Communicating broadly with internal and external stakeholder on issue of environmental concerns. 8.5 Maintenance of EMP

EMP needs to be revised on periodic basis to maintain up-to-date environmental management requirements with the changing physical and regulatory constraints. Therefore outlining and defining the responsibilities of personnel and activities under the project’s operation execution, implementation, operation & monitoring and decommissioning phase are integral part of maintenance of the EMP. Dissemination of reviewed and revised EMP need to be notified to all stakeholders particularly, relevant government and municipal agencies so that their modified role is also redefined and re-established in the overall environmental management process.

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8.6 Organizational Structure for Safety, Health & Environmental Management

General Manager

Manager perations

Manager Manager Manager SHE Maintenace Admin/Security

SHE Officer

Fig 8.1: General Organizational Structure for Environmental Management 8.7 Roles and Responsibilities

Environmental management is an integral part of the Company’s Integrated Management System Policy which reflects that Company’s commitment to reduce the environmental impacts to ensure good environmental performance of the automotive facility. The responsibility for environmental performance lies with the General Manager and Manager Operations of Kia Lucky Greenfield Auto Manufacturing Plant while daily management will be supervised under the direction of SHE Manager. It is recommended that at least one SHE Officer shall be working under the head of the SHE Manager during operation phases. A brief structure of roles and responsibilities is given below: 8.7.1 Manager Operations Environmental management plan will be regulated by Manager Operations. He will be responsible to report to the General Manger, who will be the decision making authority. Some of the important roles to be provided by Manager Operations are given below: . To consider and react to issues and solutions by the SHE department. . To cooperate and consult with the environmental agency in order to perform in better way. . To evaluate the progress of development and implementation of the management plan. . To approve any change in decision making system in consultation with Manager SHE, if appropriate.

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8.7.2 SHE Manager The role of SHE manager is vital for the reason that the success of the Environmental Management Plan (EMP) always depends on the performance of the SHE Manager. Following are some of the roles and responsibilities that should be designated to the SHE Manager. . To identify issues and where possible propose solutions for inclusion in the management plan review process. . To ensure that the points and views of staff and SHE Officer are considered and appropriately incorporated in the EMP accordingly. . To improve coordination and exchange of information between top management, employees, contractors etc. . To contribute towards the actions to deliver the management plan and ensure its continued development. . To review EMP every year, taking issues and change the EMP accordingly with the solutions and suggestions. . To monitor the progress and development and implementation of the management plan. 8.7.3 SHE Officer The role of SHE officer will be authorized by the SHE Manager. The key responsibilities of the SHE Officer include: . To integrate, as far as possible, the aims and objectives of different users within an agreed plan. . To maintain balanced, holistic approach to the solution of concerned issues in accordance with the compliance to the legislative requirements. . To provide professional guidance on questions relating to the environment management and issues raised by contractors/ relevant personals. . To progress the EMP process through development towards implementation. 8.8 Environmentally Sound & Safe Working Procedures

Contractors, sub-contractors and contract workers will be made aware of environmental aspects and Emergency Response Plan prior to commencing the work. Prior to leaving the site contractors, sub-contractors and contract workers will ensure that their work area is in safe position. On emergency call they will report in assembly area. Written procedures or standards will be prepared for all activities, where the absence of such procedures and standards could result in not following HSE policy, the law or the contract. Safe Working Procedures will be based on the following four aspects of job safety: . Safe Place: Work site will be designed and controls set up to ensure that working environment provides no significant risk to personnel, property and the environment. . Safe Equipment: All equipment for any job, including tools, machinery and protective equipment will be specified and/or designed to ensure that it poses no

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significant risk to personnel, property or the environment. All equipment will comply with legislative standards for conformity and test. . Safe Procedure: Procedures will be designed for all aspects of the job to facilitate safe use of equipment at the work site to complete tasks with no significant risk to personnel, property or the environment. Design of procedure will be based on step- by-step analysis of the tasks involved (Job Safety Analysis), identification of associated hazards and elimination of control of those hazards. Procedures should allow for work in ideal conditions as well as under aggravating conditions e.g. adverse weather. . Trained Personnel: Suitable job-specific, safety skills and supervision training will be provided to personnel involved in construction and operation activities so that they are able to use the procedure and equipment at the worksite with no significant risk to personnel, property and environment. Safe Working Procedures will be available to contractors and sub-contractors, who will adopt the relevant labor laws of the country. 8.9 Identification of Safe Environmental Aspects

EMP will identify Environmental aspects at the initiation of activities at the site with regard to: . Disposal of excavated material and solid waste to land, water and air . Noise quality . Emissions of fugitive dust and Volatile organic compounds (VOCs) from Painting operations, . Discharges of liquid effluent including oily waste and seepage to land . Consumption of natural resources and energy 8.10 Environmental Management

Environmental management will be the key priority of the administration of Kia Lucky Motors Pakistan Limited. Commitment to execute all project activities with an attempt to keep intact the environmental integrity of the project area will be the core objective of the implementation of the EMP. The duties regarding environmental responsibilities on various activities will be clearly assigned to the appropriate individuals. During the construction phase of the proposed project, responsibility to implement the EMP as per environmental requirement would be that of the Contractor who would ensure that none of the activities during paint shop extension would impact the environmental quality. When the project will enter its operational phase, it will be the responsibility of the project manager or admin to confirm that performance is being monitored regularly. Surveillance and monitoring of the paint shop extension and its status to be carried out on periodic basis in order to identify any process or activity which is creating occupational risk or degrading the environment in any way. On the basis of the findings of the above surveillance and monitoring, EMP will be revised and modified as deemed necessary by the surveillance and monitoring team.

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8.11 Emergency Response Plan

Kia Lucky Motors Pakistan Limited would implement the Emergency Response Plan during the construction and operation stages. The Emergency Response Plan during the construction and operation periods will be managed and monitored by the Kia Lucky Motors Pakistan Limited Management. The Response team will ensure that the operations are carried out in time avoiding any fire, safety and security hazard and those affecting the environment. The team will be in readiness to adopt the following procedure: . Evaluation of the situation to identify the most important steps, which must be taken first and can have an important bearing on the overall action to be taken. . Deployment of required manpower and equipment. . Organizing required logistical support so that there are no bottlenecks hampering the construction work. . See to it that injured persons are cared for. . Respond to calls for ambulances for shifting the injured persons to neighborhood hospitals/healthcare units. . Isolate all sources of ignition and environmental hazard. . Evacuation of people who are in immediate or imminent danger. Response Team and/or in-charge of the Campsite will exert positive leadership and give instructions calmly, firmly, explicitly, and courteously and obtain help of law enforcement agencies, if necessary. . Block approach roads if necessary for safety of operations. . Surveillance and monitoring operations. . Retrieval and disposal of earth/debris and resources affected by the hazard at appropriate site. . Termination of clean-up operation. 8.12 Environmental Management Program

The following environmental aspects would require planned intervention by EMP for the proposed project by Kia Lucky Motors Pakistan Limited.

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Table 8.1: Mitigation Matrix for the Siting Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts Land No mitigation measures is required because the project shall not involve any land acquisition issue Proponent acquisition and the proposed site area of 100 acres has been purchased by the proponent. Project site has no sensitive areas such as protected sites including wildlife sanctuaries, game Archaeological reserves or national parks, or any archaeological, historical or cultural heritage in its immediate Proponent Site neighborhood; as such its siting would have no sensitivity in this regard. -In case a mature tree is removed, it will be replanted in ratio 1:5. For immature tree, the compensatory plantation is in the order 1:3 -Any nesting grounds of wildlife and birds should be relocated Site Ecology Proponent -Steady vegetation, greening and ecological restoration shall be undertaken at the site -Effective measures shall be taken to protect the environment and control pollution so that restoration of regional ecology is ensured -Construction of the project shall be undertaken keeping the seismic categorization in accordance Proponent / Seismic Activity the relevant zoning. Design Site Selection -Construction material shall be used which could add to the bearing capacity of underneath soil. Consultant -The drainage system will be designed to accommodate the waste water generated siting activities. Proponent / Drainage BQIP has the existing drainage system and it will be improved by the BQIP for the project. Design System -The drainage system must be connected to wastewater treatment plant before discharging into Consultant any water body. Designing of the ventilation system should be based on following key criteria and data; -Meteorological data such as outdoor air temperature, humidity and wind is required for the design conditions for the system for two main seasons and respective system design requirement. Proponent / Ventilation -Indoor air temperature and velocity Design System -Supply and exhausted air rates Consultant -Indoor Air Quality -Air Distribution Method Selection -HVAC equipment selection

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Table 8.2: Mitigation Matrix for the Construction Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts -Diesel and other petroleum products used for the operation of construction machinery and transportation equipment would cause air pollution besides causing soil pollution through oil spills. The impact from such activity would be of minor proponent/ Construction Blocked Access significance and would be controlled by good housekeeping practices. Contractor -Noise and visual impact will mainly be limited to the microenvironment comprising the project facility. The emissions from operation of construction equipment and machinery as well as generators are not expected to have been significant as to affect the ambient air quality of the area. The small amount of exhaust emissions from the operation of equipment’s are expected to have any significant impact on the local air quality. Adoption of following mitigation measures to mitigate dust emissions will result in further reduction / prevention: -The Contractor will be required to have a dust abatement program that includes Site installing enclosures and covers around the boundary walls, spraying water on sand Construction piles. -PPE, such as dusk masks, will be used where dust generation occurred. proponent/ Construction Air Quality -Avoiding open burning of solid. Contractor -Care will be taken to keep all material storages adequately covered and contained so that they are not exposed to situations where winds on site could lead to dust / particulate emissions. -Fabrics and plastics for covering piles of soils and debris is an effective means to reduce fugitive dust.  Regular and periodic sprinkling of water on all exposed surfaces to suppress emission of dust.  Frequency of sprinkling may be increased to keep dust emissions under control, particularly during the mid-April to mid-June when wind is blowing at high speed and varying direction.

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Table 8.2: Mitigation Matrix for the Construction Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts  Keeping the construction material in moist condition (if possible) at site.  Locating stockpiles away from the wind direction and covering it with tarpaulin or thick plastic sheets, to prevent dust emissions.  All routes within the project construction site facility will be paved providing hardened surface as early as possible upon the commencement of construction work. Other temporary tracks within the site boundary will be compacted and sprinkled with water during the construction works.  Construction traffic will maintain a maximum speed limit of 20km/hr on all unpaved roads within the proposed site.  Construction materials that are vulnerable to dust formation or those that comprise loose materials will be transported only in securely covered trucks to prevent dust emission during transportation.  The exposure of construction workers to dust will be minimized by providing dust masks.  All vehicles, generators and other equipment used during the construction will be appropriately tuned and maintained in good working condition in order to minimize exhaust emissions.  The stacks of the generators while in operation will be vented through vertical stacks to safe heights in order to minimize dispersions at ground level.  Diesel and other petroleum products used for the operation of construction machinery and transportation equipment would cause air pollution besides causing soil pollution through oil spills. The impact from such activity would be of minor significance and would be controlled by good housekeeping practices. -Noise control devices will be used such as temporary noise barriers and deflectors proponent / Construction Noise Quality for impact activities. Contractor -Construction machinery will be kept in good condition to reduce noise generation.

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Table 8.2: Mitigation Matrix for the Construction Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts The Contractor will need to ensure that machinery is adequately silenced Soil Quality Construction machinery will be kept in good condition in order to prevent the soil Proponent/Construction contamination. Spill kit should be available at site and drip trays are to be provided. Contractor  Selecting products that will cause no or minimal environmental impacts  Not generating waste, which would be achieved by changing or improving practices and design;  Reuse of materials, thus avoiding disposal; and  Special controls will be imposed to regulate storage, labeling, transport and disposal of paint residues, lubricants and other oily wastes (chemical wastes).  All construction waste shall be sorted on site into inert and non-inert materials. Non-inert materials such as wood and other materials including glass, plastics, Waste steel and metals shall be disposed of to landfill. Inert materials like soil, sand, Proponent / Construction Management rubble shall be separated from non-inert material and disposed. Contractor  All vehicles carrying waste shall have properly fitted side- and tailboards, and the materials being transported shall be securely covered.  All works areas shall be cleaned of general litter and refuse daily.  General refuse and litter shall be stored in enclosed bins or compaction units separate from construction or chemical wastes.  Refuse shall not be burned at any Construction Area.  General refuse may be generated by food service activities on site, so reusable rather than disposable dishware shall be used if feasible.  Change in topography will occur but at project site Geophysical  Visual changes to the landscape will require mitigation measures and adoption Construction

Impacts of conservation practices by designing the Project to address the aesthetic Contractor/Proponent concerns and sanctity of sensitive structures.

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Table 8.2: Mitigation Matrix for the Construction Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts  Septic tanks and soak pits with appropriate design and capacity shall be constructed at each work and campsite for the disposal of domestic liquid waste Construction Water Resources  Untreated effluent from any works will not be released into the environment Contractor/Proponent  Maintenance of vehicles and other equipment will be allowed only in designated areas underlain with concrete slabs and a system to catch runoff. Washing of vehicles will be restricted to few in number. A. Hazardous Substance Handling and Storage Containers and tanks which are used to store hazardous substances shall be,  In good conditions  Compatible with the material stored inside  Closed when material is not being transferred into or withdrawn from them  Flammable or combustible liquids shall not be stored in areas used for exits, stairways, or normally used for safe passages.  Flammable chemicals shall be stored in flammable storage cabinets, room or building when the volume stored exceeds 25 gallons (95 liters). Occupational B. Slips and Falls Construction Health and  Good housekeeping practices, such as the sorting and placing loose Contractor/Proponent Safety construction materials in established areas, would be implemented.  Excessive waste debris and liquid spills will be cleaned up regularly.  Electrical cords and ropes will be located in common areas.  Slip retardant footwear will be used. A. Struck By Objects  Maintaining clear traffic ways to avoid driving of heavy equipment over loose scrap.  Appropriate PPE such as safety glasses with side shields, face shields, hard hats, and safety shoes, would be wore.

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Table 8.2: Mitigation Matrix for the Construction Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts B. Moving Machinery  The location of vehicle traffic, machine operation, walking areas, and controlling vehicle traffic will be planned and segregated through the use of one-way traffic routes, establishment of speed limits, and on-site trained flag-people wearing high-visibility vests or outer clothing covering to direct traffic.  The visibility of personnel will be ensured by high visibility vests when working in or walking through heavy equipment operating areas as well as training of workers to verify eye contact with equipment operators before approaching the operating vehicle.  Inspected and well-maintained lifting devices will be used that are appropriate for the load, such as cranes, and securing loads when lifting them to higher job- site elevations. C. Other Site Hazards  Use of waste-specific PPE based on the results of an occupational health and safety assessment, including respirators, clothing/protective suits, gloves and eye protection.  Comprehensive disinfection in the construction area should be conducted before construction.  Staff who will enter the area should be conducted a comprehensive physical examination, people who are suffering from infectious diseases is prohibited to enter the construction site.  When infectious diseases and food poisoning occurs on the site, the project manager should report it to higher-level authorities and local health and epidemic prevention agencies as soon as possible; actively cooperate with the sanitation and epidemic prevention departments to investigate and disinfect, to protect the health and safety of construction personnel.

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Table 8.2: Mitigation Matrix for the Construction Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts Risk management strategies may include:  Access to the site will be restricted through a combination of institutional and administrative controls.  Removing hazardous conditions on construction sites that cannot be controlled affectively with site access restrictions, such as covering openings to small confined spaces, ensuring means of escape for larger openings such as trenches or excavations, or locked storage of hazardous materials. A. Disease Prevention Community Construction Health and  The mobility of the community living in the area will be restricted from the Contractor/Proponent Safety project site in order to prevent from catching any type of communicable diseases.  Any labor found to catch any type of disease will leave the site immediately; and would be given proper medical facilities. B. Traffic Safety The incidence of road accidents involving project vehicles during construction will be minimized through a combination of education and awareness raising, and the adoption of procedures.  General awareness of construction crew will be increased regarding the biological resources.  A ‘no-hunting, no-trapping, no-harassment’ policy will be strictly enforced at Biological Construction the project sites. Environment Contractor/Proponent  Firewood, woody plants and shrubs will not be used as fuel during construction.  Personnel and vehicle movements will be restricted to the construction site, camp and approved roads.

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Table 8.3: Mitigation Matrix for the Operational Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts General Automotive Plant Ventilation - General ventilation systems (supply and exhaust) can be mechanical or mixed (natural supply, mechanical exhaust). Natural air supply through the windows, doors or fixed air vents is not recommended when the width of the building exceeds 24 m (79 ft). Also uncontrolled air supply may disturb the various processes in automotive facility. General Supply Systems - General supply systems are used for: heating or cooling working environment; removing contaminants not captured by local ventilation systems; replacement of air exhausted by local ventilation systems and process equipment; and controlling building pressure and airflow from space to space. General Exhaust Systems - General exhaust systems complement local exhaust systems by removing air contaminated by fumes, gases or particles not captured by local exhausts. Such systems usually consist of outlets, ducts, an air cleaner and a fan. General Indoor Centralized and decentralized (modular) systems - Centralized ventilation systems supply air Proponent Air Quality to entire shop and have a large air distribution ductwork. Centralized system has lower maintenance costs compared to decentralized system. With decentralized ventilation, the entire shop area is divided into zones, ventilated by a separate system with or without air distribution ductwork. Constant air volume (CAV) and variable air volume (VAV) systems - The airflow rate supplied into the shop throughout the year may be constant (Constant Air Volume systems) or variable (Variable Air Volume systems). The design of the air supply system is normally based on the full load (cooling, contaminant or make-up airflow needs). Working environment heating and cooling - In painting and body shops there is a significant surplus heat generated by internal heat sources. Thus, in general climatic conditions of Karachi, cooling of the space is objective for most of the year. In large shops, heat typically needs to be applied to only the perimeter spaces. In cooling season, air temperature in the building is controlled either by bringing additional outside air or by using refrigeration equipment to cool the air. Cooling systems in automotive plants are

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not designed to provide high level of comfort or control humidity, but only to control the temperature at the level below 80oF (27oC). Process related measures allowing the emission rates reduction are;  Avoid or reduce oil film on the welded surfaces;  Use rectangular wave high frequency pulse GMAW machines to reduce fume generation. Results of tests conducted at John Deere in 1992 indicate, that pulse GMAW welding allows for fume reduction by ~80% compared to the constant voltage GMAW on clean parts and by ~60% on oily parts;  Reduce expulsion with spot welding;  Avoid short-time conditions with spot welding, changing over to medium-time conditions. Indoor Air  Place containers with welded small parts in the totally enclosed cabinets connected to Quality in Body exhaust system to avoid residual welding smoke release into the building. Shops and Ventilation Component Clean air for welding operations is provided by ventilation systems, which typically consist Plant Manufacturing of local exhaust systems and general ventilation supply and exhaust systems. The most Proponent Operations Shops with efficient methods of contaminant control in the occupied zone of the welding shop, and Welding and particularly in the breathing zone of the operator or welder (with a manual welding), are: Joining . exhaust from the total welding process enclosure when automatic welding machines Operations are used; . exhaust from the welding area enclosure, when robotic welding and material handling are used, and . local exhaust which captures the contaminants at or near their source. Fume Filtration - Often when air is exhausted, it is exhausted through a fume/dust collector. These collectors may be: . small, portable collectors connected to the local exhaust and the fan; . medium size wall- or floor-mounted collectors working as part of the local exhaust system with one or few exhaust hoods, or

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. large collectors that may work with either a centralized local exhaust system or with a general exhaust system.

Process related measures to reduce occupational exposure to vehicle exhausts and fuel vapors. . Separation of areas followed the engine starting from the rest of assembly line by creating a positive pressure buffer zone; . Utilization of gasoline filling nozzles with a built-in vapor recovery system. With this system, as the gasoline enters the fuel tank, the displaced vapor is collected through a vacuum intake located concentrically with a nozzle near the filler neck of the tank as the nozzle spout is inserted. The captured vapors are transferred back to the storage tank. . Utilization of onboard exhaust filters for driving the vehicles in the assembly shop. EHC Indoor Air filters are connected to exhaust pipes with a plastic adapter and will have a filter life of Quality and approximately 5 –10 minutes. Particles, smoke and soot with the size down to 0.1 mk Proponent Emissions of are separated in the filter with up to 99% efficiency. Oxides of nitrogen (~60%) and Assembly Shop hydrocarbons (~35%) are absorbed on the filter surface. The filter also reduces the concentration of carbon monoxide by 5-25%. The filter cartridge is disposable as normal industrial waste. Ventilation systems in the assembly shop typically consist of local exhaust ventilation systems to control vehicle exhaust and contaminant emissions from contaminant producing areas, (e.g., windshield gluing, car testing) and a general ventilation system. General ventilation is needed to dilute the contaminants released into the building that are not captured by local ventilation systems. General ventilation systems supply make-up air to replace air extracted by local exhaust systems. Also, supply air is used to heat and cool the building. Air Quality, Mitigation Measures Emissions and The exhaust air from the spray booth will be treated by a Venturi wet scrubber or any other Effluent Proponent paint overspray collector in order to collect paint overspray particles. The scrubber water is Discharge of recirculated in the system and accumulated paint particles are collected in the form of paint Paint Shop

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sludge. A reuse in automated booths of the spray booth exhaust air (several hundred thousands m3/h) is also possible in the process. Target level of Air temperature, relative humidity, air cleanliness Air temperature, relative humidity, cleanliness within a paint shop are factors which are important for proper paint application and to create comfortable working conditions. The clean room spaces and booths’ design requirements are process driven, as a function of paint vendor requirements. It is important to establish both indoor and outdoor temperature and humidity design conditions for the non-clean room spaces. Ventilation Ventilation systems in paint shops typically consist of general supply and exhaust systems. The major objectives of the paint shop building ventilation system are: . Provide required make-up air for process . Maintain proper building pressurization . Maintain comfort for occupants in the building . Provide adequate ventilation air for the occupants Effluent Treatment A physical-chemical treatment (oil removal, metal abatement, etc.) is usually used to treat the effluents, followed by a biological treatment for COD abatement. The treatment is carried out in following steps; Primary Treatment Fine Screening It involves fine screening using filters. Discfilters: ► The water to be treated flows by gravity into the filter segments from the center drum. Solids catch on the inside of the filter panels mounted on the two sides of the disc segments.

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► As the solids catch on the inside of the filter media impeding the flow of water through the disc, the water level inside the discs begin to rise, triggering a level sensor to start the disc to rotate and a backwash cycle begins. ► High pressure rinse water wash the solids off the filter media into the solids collection trough. Typically the backwash requires 0,05-3% of the total filtered water flow. Drumfilters: The water is filtered through the periphery of the drum. Backwash of the filter is only required according the loading of particles. Assisted by the filter panels special cell structure, the particles are carefully separated from the water during backwash. Separated solids are rinsed off the filter cloth into the solids collection trough and discharged. Beltfilter: Sludge or wastewater is led into the filter 1 and passes by gravity through the filter belt 2. The belt is designed as a slowly moving conveyer installed in a stainless steel tank. As the water passes through the filter, the filtering process ensures the efficient removal of particles. These particles are drained on the belt to a high dry matter content. The dewatered sludge is removed at the top of the filter 3 and discharged through a hopper 4 for final treatment. The belt is further cleaned by a high-pressure backwash system 5 and the rinse water is led either back to the process or to further treatment. The Beltfilter is normally operated intermittently (demand) controlled by a level switch. High Speed Clarification High speed clarification is a high rate compact water clarification process in which water is flocculated with microsand and polymer in a draft tube. The microsand enhances the formation of robust flocs and acts as ballast, significantly increasing their settling velocity.

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The unique characteristics of the resulting microsand ballasted flocs allow for clarifier designs with very short retention times, high rise rates and extremely compact system footprints that are up to 50 times smaller than other clarification processes of similar capacity. Secondary Treatment Aerobic: Bio-filltration It is a simple and innovative process, enabling removal of pollution in a compact structure, thereby presenting a low environmental footprint. The process is able to eliminate all pollution, both organic (COD and BOD), nitrogenous (N- NH4 and N-NO3) and particulate compounds (TSS). The modular design of the process makes it a suitable tool in cases of variable load as part of the cells can be stopped and restarted quickly. As a biofilter, the process combines in a single structure: . a biological reactor . a physical filter to store the biomass and stop particulate pollution Aerobic: Activated Sludge: The process reduces to a minimum the content of nitrogen and phosphorus in wastewater in addition to significantly reducing organic matter (BOD), ammonia and suspended solids. Furthermore, it eliminates odor nuisances as the sludge is stabilized in the process. The oxidation ditch system consists of an anaerobic tank located before two interconnected biological tanks of equal volumes and a final settling tank. The biological tanks work in an alternating mode of operation and are equipped with aerators, inlet distributors and outlet chambers. The process combines functional design with an outstanding flexibility and highly adaptable operation. Tertiary and Specific Treatment Heavy Metals Removal without Sludge Generation:

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A process is capable of removing heavy metals (arsenic, cadmium, lead, zinc, nickel, iron, manganese, arsenic, uranium etc.) from different types of water, including industrial wastewaters. The process provides up to 99% treatment of the water and thus meets the EU drinking water directive. The waste product is fine-grained granules with strong and stable metal bonds and the final deposits represent only about 10% of normal sludge volumes. Sludge Disposal Paint sludge will be disposed through SEPA certified contractor.

-Noise control devices will be used such as noise barriers and deflectors for high noise impact activities. Noise Quality -Ensure the strict compliance of Personal Protective Equipment (Ear muff, ear plugs, etc…) in proponent high noise areas.

-Material should never be poured directly from drums to small containers. -Secondary containment should be provided in order to prevent the soil contamination. -Spigots or pumps should always be used to transfer waste materials to storage containers. -Do not handle chemicals with bare hands, no matter how harmless you may think they are. -After handling chemicals, hands should be washed prior to eating or drinking. -Chemicals that can produce fumes, dusts should always be handled in a well-ventilated area. - -Use of containment devices such as fume hoods, and gas cabinets is particularly advisable. A Soil fume hood, glove box or other appropriate exhaust ventilation is necessary when handling proponent Contamination particularly hazardous substances. -Do not eat and drink while working with chemicals. -Do not light a match or smoke tobacco close to inflammable chemicals. -Use appropriate devices like funnels or spatulas when transferring chemicals from one container to another or when mixing chemicals. -Keep work surfaces and containers clean. -Use corrosion-resistant tools and equipment. Waste Stream & -Ensure no wastewater run out from the Paint booth while washing and other activities takes proponent Sludge place, waste stream should be connected to wastewater treatment plant.

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-Sludge should be separated from the wastewater and consider hazardous waste and disposed of environmental friendly with the third party certification. -Chemicals should always be stored in a cool, dry environment far from busy work areas. -The quantities of hazardous chemicals should be kept to a minimum, in line with efficient operation, their usage and shelf life. -Hazardous chemicals should be clearly marked. -MSDSs for each chemical should be available. chemicals -Chemicals must not be stored with foodstuffs, personal use products or personal protective degradation equipment. and can become proponent -Incompatible chemicals are segregated from one another (e.g. by fire isolation in a chemical more hazardous storage cabinet or segregation in space). in storage -Chemicals should be stored in such a manner that leaks cannot affect other substances in the store. Liquids should not be stored above powders and solids. -Chemicals are stored away from any heating and ignition sources. -Secondary containment should be available. -Stockpiling of hazardous chemicals should be avoided. -Remove all sharp objects from the loading area of the transporting vehicle before loading the Transportation chemicals. of chemicals -Transport hazardous chemicals separately from food items. and -Ensure that the consignment is secure when you transport hazardous chemicals. proponent environmental -Never keep hazardous chemicals near the driver’s seat or on the passenger’s seat. contamination -Do not carry heavy chemical containers on your shoulder or on your head. Use a trolley to carry them. -A waste management plan will be developed and includes information specified in sub-rule (1) of rule 19 of Hazardous Substance Rules, 2014. -Place hazardous waste in containers prior to disposal. Containers should be filled, leaving Generation of headspace for expansion of the contents and should prevent leakages. Often the original proponent hazardous waste container is perfectly acceptable. -Use appropriate container for disposing chemical waste. -Similar wastes may be mixed only if they are compatible.

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Surface Water The effluent and wastewater from the facility will be routed to Wastewater treatment plant and and will be discharged to the local sewer/waste drainage system of BQIP and will not be dumped Proponent Groundwater in open land. -Other than maintenance of grass areas surrounding the Proposed Project, operations of the Vegetation and plant are not anticipated to cause adverse impacts to vegetation. Proponent Fauna -Operation of the plant is not anticipated to create additional disturbance to wildlife other than the mowing of established grassy areas. Hazardous Waste materials would be sent offsite for recycling, or treated and disposed of at a hazardous Proponent Waste waste disposal facility or landfill. The Proposed Project would generate a minor long-term increase in privately-owned vehicle traffic. The proposed plant would operate 24 hours a day, 7 days a week. The new workers would be split among operation shifts, thus reducing the impact on traffic. The additional vehicle traffic would be less than 1 percent of the current Annual Daily Traffic count on the road, and therefore would generate a negligible impact. Proposed Project is an addition to an existing industrial park that currently houses industrial enterprise and has existing truck and Transportation personal-vehicle traffic, therefore, this small increase in vehicle traffic would have only a minor Proponent and Traffic impact to the surrounding community. Additional mitigation measures include: 1-Vehicle road worthiness certification and vehicle fitness certificate will be ensured. 2-With the culmination of construction activities at the M-9 and N5 in next two years, by which the plant is expected to be operational, the number of traffic mishaps due to unpaved and unlevelled diversions will go down eventually.

Human Health During operations, mitigation measures would include appropriate training of all employees in Proponent and Safety the safe handling and storage of chemicals onsite. The Proposed Project would result in hundreds of new jobs during the construction and even when the plant is fully operational. It is assumed that the majority of the workforce would be drawn from the Karachi city; therefore, no increase in population or major need Socio-economic for housing is anticipated. Under the Proposed Project, relevant taxes would continue to be Impacts Proponent paid by the proponent. Increased sales transactions for the purchase of materials and supplies would generate some additional revenues for local and the provincial government, which would have a minor positive impact on taxes and revenue.

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Secondary jobs may result from the increased economic activity stimulated by the Proposed Project. Additional retail services and business employment may result from the Proposed Project through a multiplier effect, yielding additional sales and income tax revenues for local and provincial governments. Kia Lucky will have a real impact on employment opportunities and will generate direct employment as well as will create multiple indirect jobs in downstream industries.

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8.13 Environmental Monitoring Program

Monitoring of different activities will be required to assess the impacts of activities on the environment during construction. For this purpose Kia Lucky Motors Pakistan Limited will establish its own unit to: . Follow the monitoring frequency of selected parameters as per the monitoring plan given in the following Table. . Record all non-conformities observed and report them along with actions to Project Manager for further action. . Report any impact anticipated along with recommendations for further action. Contractor shall take note of the recommendations relating to issues arising during monitoring of construction activities. The following Tables show the checklist of actions for monitoring different environmental Aspect during the Construction Phase of the Project: Table 8.4: Monitoring Plan Documentation Monitoring Location of Parameters to Stage & Monitoring areas monitoring monitor Frequency

Parameters to monitor include: Before beginning 15 meters  CO of construction Air quality distance from  SPM Quarterly during activity area  SO2 construction Construction  NOx

Construction Activity areas Monthly During And 7.5meters Noise intensity Noise construction and away from measurement Operation construction Construction equipment Wastewater analysis for the following parameters:

 pH Outlet of the  Total wastewater suspended Monthly During Wastewater treatment system solids construction  COD Construction  BOD  Oil & grease  Phenolic Compound

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Collection, Observations on handling and solid waste type, Solid Waste Monthly During disposal to quantity and construction designated disposal

Construction areas/borrow pits arrangement

Visual observations Occupational Construction Monthly During and Recording Safety activities Construction hazard/accident Construction

Visual Observations Project site at Kia Accidental Recording accidents Monthly During Lucky Motors risk at site during construction Construction facility, Port Qasim of the road Construction Parameters to

monitor include: Paint shop Project  CO Indoor Air site at Kia Lucky  SO Quarterly Quality motors facility, 2  NOx

Operation Port Qasim  PM  VOC Parameters to

 Generator monitor include: Air Emissions Exhaust  CO

(Stack /  Overn Stacks  SO2 Quarterly Exhaust)  Fork lifter  NOx Operation  Equipment  PM  Smoke

 Plant Inside/ outside Noise intensity Noise Quarterly  Four corners measurement of plant area Operations

Wastewater analysis for the following parameters:  pH Outlet of the  Total Wastewater wastewater Quarterly suspended treatment system

Operation solids  COD  BOD  Oil & grease

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 Phenolic Compound

Observations on Paint shop Project solid waste type, site at Kia Lucky Solid Waste quantity and Monthly motors facility, disposal

Operation Port Qasim arrangement

Project site at Kia Visual observations Occupational Lucky motors and Recording Monthly Safety facility, Port hazard/accident

Operation Qasim

Visual observations Project site at Kia Accident records of Occupational Lucky motors Fire Hazards, Safety Monthly Risk facility, Port Protocols, Spill on

Operation Qasim Land, Spill on Water

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9 CONCLUSION

On the basis of the findings of the EIA Study, it is possible to conclude that: . Operation of Kia Lucky Greenfield Auto Manufacturing Plant in Bin Qasim Industrial Park will on adoption of the mitigation measures, have no significant impact on the physical as well as socio-economic composition of the microenvironment and macro environment of the project area. . The likely impact of construction and operation of the Kia Lucky Greenfield Auto Manufacturing Plant will be appropriately mitigated through proven technologies, careful planning and landscaping. Mitigation will be assured by a program of environmental monitoring conducted to ensure that all measures are provided as intended, and to determine whether the environment is protected as envisaged. This will include observations on and off site, document checks, and interviews with workers and beneficiaries, and any requirements for remedial action will be reported to the EPA Sindh. There are two essential recommendations that need to be followed to ensure that the environmental impacts of the project are successfully mitigated. Kia Lucky Motors Pakistan Limited shall ensure that: i) All mitigation, compensation and enhancement measures proposed in this EIA report are implemented in full, as described in the document; and ii) The Environmental Management & Monitoring Plan is implemented in letter and spirit. The Study therefore recommends that the EIA should be approved with the condition that all mitigation measures recommended in EIA report, suggestions of stakeholders and recommendations of experts committee will be adhered to by Kia Lucky Motors Pakistan Limited and the legal requirements as well as the Environmental Management & Monitoring Plan shall be implemented in letter & Spirit.

ANNEXURES

ANNEX – I SINDH ENVIRONMENTAL PROTECTION ACT, 2014

ANNEX – II SINDH EPA (REVIEW OF IEE/EIA) REGULATIONS, 2014

GOVERNMENT OF SINDH SINDH ENVIRONMENTAL PROTECTION AGENCY

Karachi dated the 16th December, 2014.

NOTIFICATION

NO.EPA/TECH/739/2014:- In exercise of the powers conferred by section 37 of the Sindh Environmental Protection Act, 2014, the Sindh Environmental Protection Agency, with the approval of Government, is pleased to make the following regulations, namely:-

1. Short title and commencement

(1) These regulations may be called the Sindh Environmental Protection Agency (Review of Initial Environmental Examination and Environmental Impact Assessment) Regulations, 2014.

(2) They shall come into force at once.

2. Definitions.-

(1) In these regulations, unless there is anything repugnant in the subject or context -

(a) “Act” means the Sindh Environmental Protection Act, 2014 (VIII of 2014);

(b) “Agency” means the Sindh Environmental Protection Agency as defined under section 2(ii);

(c) “Committee” means the Environmental Assessment Advisory Committee constituted under regulation 24;

(d) “Director General” means the Director General of the Agency;

(e) “EIA” means an environmental impact assessment as defined in section 2(xv);

(f) “IEE” means an initial environmental examination as defined in section 2(xxx);

(g) “section” means a section of the Act.

(h) "Firm” means the Environmental Consulting Firm certified by the Agency;

1 (i) “Environmental Sensitive areas” means the area which falls under sensitive sites like protected areas, or the sites which may have crucial and growing importance;

(j) “protected area” means any area which safeguards the earths precious bio-diversity protect outstanding areas of natural beauty and conservation of cultural significance;

(k) “Schedule” means the Schedule to these regulations;

(l) “urban area” means an area within the limits of a town, municipality or city and includes any area declared as such by Government by notification in the official gazette;

(2) All other words and expressions used but not defined in these regulations shall have the same meaning as are assigned to them in the Act.

3. Projects requiring an IEE

A proponent of a project falling in any category listed in Schedule-I shall file an IEE with the Agency, and the provisions of section 17 shall apply to such projects.

4. Projects requiring an EIA

A proponent of a project falling in any category listed in Schedule-II shall file an EIA with the Agency, and the provisions of section 17 shall apply to such projects.

5. Projects requiring checklist

A proponent of a project falling in any category listed in Schedule-III shall file environmental checklist with the Agency and the provisions of section 17 shall apply to such projects.

6. Projects not requiring an IEE or EIA

(1) A proponent of a project not falling in any category listed in Schedules-I, II and III shall not be required to file an IEE or EIA:

Provided that the proponent shall file -

(a) an EIA, if the project is likely to cause an adverse environmental effects;

(b) an application for projects not listed in Schedules-I, II and III in respect of which the Agency has issued guidelines for construction and operation for approval accompanied by an undertaking and an affidavit that the aforesaid guidelines shall be fully complied with.

2 (2) Notwithstanding anything contained in sub-regulation (1), the Agency may direct the proponent of a project, whether or not listed in Schedule I or II or III, to file an IEE or EIA or environmental check list, for reasons to be recorded in such direction:

Provided that no such direction shall be issued without the recommendations in writing of the Committee.

(3) The provisions of section 17 shall apply to a project in respect of which an IEE or EIA or environmental checklist is filed under sub-regulation (1) or (2).

7. Preparation of IEE/EIA and environmental checklist

(1) The Agency may issue guidelines for preparation of an IEE or an EIA or an environmental checklist, including guidelines of general applicability, and sectoral guidelines indicating specific assessment requirements for planning, construction and operation of projects relating to particular sector.

(2) Where guidelines have been issued under sub-regulation (1), an IEE or EIA or environmental checklist shall be prepared, to the extent practicable, in accordance therewith and the proponent shall justify in the IEE or EIA or in environmental checklist any departure therefrom.

8. Review Fees

The proponent shall pay, at the time of submission of an IEE or EIA or environmental checklist, a non-refundable review fee to the Agency as per rates shown in Schedule-IV

9. Filing of IEE, EIA and environmental check list.

(1) Ten hard copies and two electronic copies for an IEE and EIA reports shall be filed with the Agency prepared by Firm.

(2) Every IEE and EIA shall be accompanied by -

(a) an application, in the form prescribed in Schedule-V;

(b) copy of receipt showing payment of the Review Fee.

(c) no objection certificates from the relevant departments in case of EIA shall be the part of reports;

(d) the environmental check list as per its guidelines.

10. Preliminary scrutiny

(1) Within fifteen working days of filing of the IEE or EIA or environmental check 3 list, the Agency shall –

(a) confirm that the IEE or EIA or environmental check list is complete for purposes of initiation of the review process; or

(b) require the proponent to submit such additional information as may be specified; or

(c) return the IEE or EIA or environmental checklist to the proponent for revision, clearly listing the points requiring further study and discussion.

(2) Notwithstanding anything contained in sub-regulation (1), the Agency may require the proponent to submit an additional information at any stage during the review process.

11. Public participation

(1) In the case of an EIA, the Agency shall simultaneously with issue of confirmation of completeness under sub-regulation (2) of regulation 9, cause to be published in any English or Urdu national newspaper and in a local newspaper of general circulation in the area affected by the project, a public notice mentioning the type of project, its exact location, the name and address of the proponent and the places at which the EIA of the project can, subject to the restrictions in sub-section (3) of section 17, be accessed.

(2) The notice issued under sub-regulation (1) shall fix a date, time and place of public hearing for any comments on the project or its EIA.

(3) The date fixed under sub-regulation (2) shall not be earlier than fifteen days from the date of publication of the notice.

(4) The Agency shall also ensure the circulation of the EIA to the concerned Government Agencies and solicit their comments thereon.

(5) All comments received by the Agency from the public or any Government Agency shall be collated, tabulated and duly considered by it before decision on the EIA.

(6) The Agency may issue guidelines indicating the basic techniques and measures to be adopted to ensure effective public consultation, involvement and participation in EIA assessment.

12. Review

(1) The Agency shall make every effort to carry out its review of the environmental checklist within thirty days, IEE within sixty days, and of the EIA within four months of issue of confirmation of completeness under regulation 9.

4 (2) In reviewing the EIA, the Agency shall consult such Committee of Experts be constituted for the purpose by the Director General, and may also solicit views of concerned Advisory Committee, if any, constituted by the Agency.

(3) The Director-General may, where he considers it necessary, constitute a committee to inspect the site of the project and submit its report on such matters as may be specified.

(4) In reviewing the IEE, the Director General may constitute a committee of the officers from within the Agency on case to case basis in view of the jurisdiction and location of the project for the purpose to extend final recommendation about the approval or rejection of the IEE.

(5) In reviewing of the IEE, the Director General may direct the proponent and Firm to present the report before the committee as given under sub- regulation (4) and the Director General may also invite environmental experts from outside the Agency for the purpose of assistance.

(6) The review of the IEE or EIA by the Agency shall be based on quantitative and qualitative assessment of the documents and data furnished by the proponent, comments from the public and Government Agencies received under regulation 10, and views of the committees mentioned in sub-regulations (2) and (3) above.

(7) The environmental check list shall be reviewed as per guidelines issued by the Agency.

13. Decision

(1) Subject to regulation 9 and 11, the documentary evidence in the form of videos (soft copies) of public hearing shall be submitted by the proponent at the time of environmental approval or at any stage of review process, to the Agency.

(2) On completion of the review, the decision of the Agency shall be communicated to the proponent in the form prescribed in Schedule-VI in the case of an IEE and environmental check list, and in the form prescribed in Schedule-VII in the case of an EIA and for environmental checklist.

14. Conditions of approval

(1) Every approval of an IEE or EIA or check list shall, in addition to such conditions as may be imposed by the Agency, be subject to the condition that the project shall be designed and constructed, and mitigatory and other measures adopted, strictly in accordance with the IEE or EIA or environmental check list, unless any variations thereto have been specified in

5 the approval by the Agency.

(2) Where the Agency accords its approval subject to certain conditions, the proponent shall -

(a) before commencing construction of the project, acknowledge acceptance of the stipulated conditions by executing an undertaking in the form prescribed in Schedule-VIII;

(b) before commencing operation of the project, obtain from the Agency written confirmation that the conditions of approval, and the requirements in the IEE or EIA or environmental check list relating to design and construction, adoption of mitigatory and other measures and other relevant matters, have been duly complied with.

15. Confirmation of compliance

(1) The request for confirmation of compliance under clause (b) of sub-regulation (2) of Regulation 13 shall be accompanied by an Environmental Management Plan indicating the measures and procedures proposed to be taken to manage or mitigate the environmental impacts for the life of the project, including provisions for monitoring, reporting and auditing.

(2) Where a request for confirmation of compliance is received from a proponent, the Agency may carry out such inspection of the site and plant and machinery and seek such additional information from the proponent as it may deem fit:

Provided that every effort shall be made by the Agency to provide the requisite confirmation or otherwise within twenty days of receipt of the request, with complete information, from the proponent.

(3) The Agency may, while issuing the requisite confirmation of compliance, impose such other conditions as the Environmental Management Plan, and the operation, maintenance and monitoring of the project as it may deem fit, and such conditions shall be deemed to be included in the conditions to which approval of the project is subject.

16. Deemed approval

The period for communication of decision stipulated in sub-section (4) of section 17 shall commence from the date of filing of an IEE or EIA or environmental check list in respect of which confirmation of completeness is issued by the Agency under clause (a) of sub-regulation (1) of regulation 9.

17. Extension in review period

Where the Agency in a particular case extends the period of four months under the provisions of sub-section (4) of section 17, it may extend the further period as it may 6 deem fit, for the reasons to be recorded in writing thereof.

18. Validity period of approval

(1) The approval accorded by the Agency under section 17 read with regulation 12 shall be valid, for commencement of construction, for a period of three years from the date of issue.

(2) If construction is commenced during the initial three years validity period, the validity of the approval shall stand extended for a further period of three years from the date of issue.

(3) After issue of confirmation of compliance, the approval shall be valid for a period of three years from the date thereof.

(4) The proponent may apply to the Agency for extension in the validity periods mentioned in sub-regulations (1), (2) and (3), which may be granted by the Agency in its discretion for such period not exceeding three years at a time, if the conditions of the approval do not require significant change:

Provided that the Agency may require the proponent to submit a fresh IEE or EIA, if in its opinion changes in location, design, construction and operation of the project so warrant.

19. Entry and inspection

(1) For the purpose of verification of any matter relating to the review or to the conditions of approval of an IEE or EIA or environmental check list prior to, before or during and after commencement of construction or operation of a project, duly authorized staff of the Agency shall be entitled to enter and inspect the project site, factory building and plant and equipment installed therein.

(2) The proponent shall ensure full cooperation of the project staff at site to facilitate the inspection, and shall provide such information as may be required by the Agency for this purpose and pursuant thereto.

20. Monitoring

(1) After issue of approval, the proponent shall submit a report to the Agency on completion of construction of the project.

(2) After issue of confirmation of compliance, the proponent shall submit an annual report summarizing operational performance of the project, with reference to the conditions of approval and maintenance and mitigatory measures adopted by the project.

7 (3) The proponent shall, in order to enable the Agency to effectively monitor compliance with the conditions of approval, furnish such additional information as the Agency may require.

21. Cancellation of approval

(1) Notwithstanding anything contained in these regulations, if, at any time, on the basis of information or report received or inspection carried out, the Agency is of the opinion that the conditions of an approval have not been complied with, or that the information supplied by a proponent in the approved IEE or EIA or environmental check list is incorrect, it shall issue notice to the proponent for show cause within two weeks of receipt thereof as to why the approval should not be cancelled.

(2) In case no reply is received or if the reply is considered unsatisfactory, the Agency may, after giving the proponent an opportunity of being heard -

(i) require the proponent to take such measures and to comply with such conditions within such period as it may specify, failing which the approval shall stand cancelled; or

(ii) cancel the approval.

(3) On cancellation of the approval, the proponent shall cease construction or operation of the project forthwith.

(4) Any action taken under this regulation shall be without prejudice to any other action that may be taken against the proponent under the Act or rules or regulations or any other law for the time being in force.

22. Registers of IEE,EIA and Check list projects

Separate Registers to be maintained by the Agency for IEE, EIA and environmental check list projects under sub-section (6) of section 17 shall be in the form prescribed in Schedule-IX.

23. Environmentally sensitive areas

(1) The Agency may, by notification in the official Gazette, designate an area to be an environmentally sensitive area.

(2) Notwithstanding anything contained in regulations 3, 4 and 5, the proponent of a project situated in an environmentally sensitive area shall be required to file an EIA with the Agency.

(3) The Agency may from time to time issue guidelines to assist proponents and other persons involved in the environmental assessment process to plan and prepare projects located in environmentally sensitive areas.

8 (4) Where guidelines have been issued under sub-regulation (3), the projects shall be planned and prepared, to the extent practicable, in accordance therewith and any departure therefrom justified in the EIA pertaining to the project.

24. Environmental Assessment Advisory Committee.- For the purpose of rendering advice on all aspects of the environmental assessment including guidelines procedure and categorization of projects, the following Advisory Committee shall be constituted:-

(i) Director Technical, Sindh Environmental Protection Agency Chairman (EIA/IEE)

(ii) Chief Environment, Planning and Development Department Member

(iii) Four representative on each of industry, non-Governmental Members organization, legal and other experts

25. Repeal and Savings. (1) The provisions of the Pakistan Environmental Protection Agency Review of Initial Environmental Examination and Environmental Assessment Impact Regulations 2000, to the extent of the Province of Sindh are hereby repealed.

(2) All orders made, notification issued, actions taken under the repealed Regulations shall remain in force until amended, altered or repealed by the provisions of these Rules.

DIRECTOR GENERAL SINDH ENVIRONMENTAL PROTECTION AGENCY

9 SCHEDULE I (See Regulation 3)

A. Agriculture, Livestock and Fisheries

1. Poultry, livestock, stud and fish farms

2. Projects involving packaging, formulation, cold storage and warehouse of agricultural products.

B. Energy

1. Hydroelectric power generation less than 50 MW

2. Thermal power generation less than 100MW

3. Coal fired power plants with capacity less than 50 MW

4. Transmission lines less than 11 KV, and grid station

5. Waste-to-energy generation projects including bio-mass less than 25 MW

6. Solar project

7. Wind project

C. Oil and Gas projects:

1. Oil and gas 2D/3D Seismic survey and drilling activities

2. Oil and gas extraction projects including exploration and production located outside the environmentally sensitive areas

3. Construction of LPG storage facilities

4. Construction of LPG,CNG filling station and petrol pumps

D. Manufacturing and processing

1. Ceramics and glass units less than 500 million

2. Food processing industries with total cost less than Rs. 200 millions

3. Pharmaceutical units.

4. Marble units

10 5. Carpet manufacturing units

6. Rice mills, ghee/oil mills ,

7. Brick kilns

8. Stone crushing units

9. Man-made fibers and resin projects with total cost less than Rs. 200 millions

10. Manufacturing of apparel, textile garments unit , including dyeing, bleaching and printing, with total cost less than Rs.50 million

11. Wood products with total cost more than Rs.100 million

12. Steel re-rolling mills

13. Recycling plants

E. Mining and mineral processing

Commercial extraction of sand, gravel, limestone, clay, sulphur and other minerals not included in Schedule II with total cost less than Rs.100 million

1. Crushing, grinding and separation processes

2. Smelting plants with total cost less than Rs100 millions

F. Transport

1. Flyovers, underpasses and bridges having total length less than 500 meters

G. Water management, dams, irrigation and flood protection

1. Dams and reservoirs with storage volume less than 25 million cubic meters of surface area less than 4 square kilometers

2. Small-scale irrigation systems and drainage system with total cost less than Rs. 100 million

H. Water supply and filtration

Water supply schemes and filtration plants with total cost less than 100 million (Including projects of maintenance, up gradation, reconstruction of existing projects.)

I. Waste disposal and treatment

11 1. Solid and non-hazardous waste with annual capacity less than 10,000 tons

2. Waste water treatment for sewage treatment facility with total cost less than 200M

3. Industry specific Waste water treatment facility for Industrial effluent (small scale plant)

J. Urban development

1. Housing schemes less than 10 acres

2. Mutli-story buildings having residential and commercial setup on the total plot size is less than 2000 sq.yards

3. Hospitals with capacity of 50 beds, health care unit/laboratories with 500 OPD/day.

4. Construction of Educational, Academic institutions on land less than 10 acres.

K. Other projects

Any other project for which filing of an IEE is required by the Agency under sub- regulation (2) of Regulation 6.

12 SCHEDULE II

(See Regulation 4)

List of projects requiring an EIA

A. Energy

1. Hydroelectric power generation over 50 MW

2. Thermal power generation over 100MW

3. Coal power projects above 50 MW

4. Transmission lines (11 KV and above) and distribution projects.

5. Nuclear power plants

6. Wind energy projects if falls under any sensitive, protected area.

B. Oil and Gas projects

1. Petroleum refineries.

2. LPG and LNG Projects(including LNG Terminals, re-gasification units) except LPG filling stations

3. Oil and gas transmission systems

4. Oil and gas gathering system, separation and storage.

C. Manufacturing and processing 1. Cement plants 2. Chemical manufacturing industries 3. Fertilizer plants 4. Steel Mills 5. Sugar Mills and Distilleries 6. Food processing industries including beverages, dairy milk and products, slaughter houses and related activities with total cost more than Rs. 200 Million 7. Industrial estates (including export processing zones) 8. Man-made fibers and resin projects with total cost of Rs 200M and above 9. Pesticides (manufacture or formulation) 10. Petrochemicals complex 11. Synthetic resins, plastics and man-made fibers, paper and paperboard, paper pulping, plastic products, textiles (except apparel),printing and publishing, paints and dyes, oils and fats and vegetable ghee projects, with total cost more than Rs. 13 10 million 12. Tanning and leather finishing projects 13. Battery manufacturing plant

D. Mining and mineral processing

1. Mining and processing of coal, gold, copper, sulphur and precious stones

2. Mining and processing of major non-ferrous metals, iron and steel rolling

3. Smelting plants with total cost of Rs. 100 million and above

E. Transport

1. Airports

2. Federal or Provincial highways or major roads (including rehabilitation or rebuilding or reconstruction of existing roads)

3. Ports and harbor development

4. Railway works

5. Flyovers, underpasses and bridges having total length of more than 500m

F. Water management, dams, irrigation and flood protection

1. Dams and reservoirs with storage volume of 25 million cubic meters and above having surface area of 4 square kilometers and above

2. Irrigation and drainage projects serving 15,000 hectares and above

3. Flood Protection

G. Water supply and filtration

Large Water supply schemes and filtration plants.

H. Waste Disposal and treatment

1. Handling, storage or disposal of hazardous or toxic wastes or radioactive waste (including landfill sites, incineration of hospital toxic waste )

2. Waste disposal facilities for municipal or industrial wastes, with total annual capacity of 10,000 tons and above.

3. Waste water treatment facility for industrial or municipal effluents.

14 I. Urban development and tourism

1. Housing schemes above 10 acres

2. Residential/commercial high rise buildings/apartments from15 stories and above.

3. Land use studies and urban plans (large cities)

4. Large scale public facilities.

5. Large-scale tourism development projects

J. Environmentally Sensitive Areas

All projects situated in environmentally sensitive areas

K. Other projects

1. Any other project for which filing of an EIA is required by the Agency under sub-regulation (2) of Regulation 5.

2. Any other project likely to cause an adverse environmental effect

15 SCHEDULE-III List of projects requiring environmental screening (through check list) a. Construction of, offices and small commercial buildings (1-6 story),home industrial units, ware houses, marriage / banquet facilities, large scale motor vehicles workshops, restaurants / food outlets ,large baking unit subject to the compliance with existing zoning laws.

b. Reconstruction / rehabilitation of roads ( small roads in urban area and farm to market roads more than 2 km.

c. On-farm dams and fish farms.

d. Pulses mills.

e. Flour Mills

f. Projects promoting energy efficiency (small scale).

g. Lining of existing minor canals and /or water courses.

h. Canal cleaning

i. Forest harvesting operations

j. Rain harvesting projects

k. Rural schools (Secondary and Higher Secondary) and rural and basic health units having at least ten beds capacity.

l. BTS Towers

m. Lime Kilns

n. Ice factories and cold storage.

o. Cotton oil mill

p. Warehouses for pesticides and pharmaceuticals

16 Schedule-IV

(See Regulation 7)

Environmental Check Description IEE EIA list

Rs.30,000 except BTS Towers which is Projects Rs.100,000 Rs.200,000 Rs.15,000

17 SCHEDULE V [See Regulation 8(2)(a)] Application Form

1. Name and address of Phone: Proponent Fax: Telex: 2. CNIC No. of proponent 3. Description of project

4. Location of project

6. Objectives of project

7. IEE/EIA attached? IEE/EIA : Yes/No

8. Have alternative sites been considered and Yes/No reported in IEE/EIA? 9. No Objection Certificate of relevant Name(s) stakeholders 10. Existing land use Land requirement 11. Is basic site data (only tick yes if the available, or has it data is reported in the been measured? IEE/EIA) Available Measured Meterology (including Yes/No Yes/No rainfall) Ambient air quality Yes/No Yes/No Ambient water quality Yes/No Yes/No Ground water quality Yes/No Yes/No 12. Have estimates of the Estimated Reported following been Water balance Yes/No Yes/No reported, especially Solid waste disposal Yes/No Yes/No Quantitative Analysis? Liquid waste treatment Yes/No Yes/No 13. Source of power Power requirement 14. Labour force Construction: (number) Operation: 15. Environmental Consulting Firm Verification. I do solemnly affirm and declare that the information given above and contained in the attached IEE/EIA is true and correct to the best of my knowledge and belief.

Date Signature, name and ______designation of proponent (with official stamp/seal)

18 SCHEDULE VI [See Regulation 12]

Decision on IEE/Environmental Check List

1. Name and address of proponent

2. Description of project

3. Location of project

4. Date of filing of IEE

5. After careful review of the IEE, the Agency has decided –

(a) to accord its approval, subject to the following conditions:

or (b) that the proponent should submit an EIA of the project, for the following reasons –

[Delete (a) or (b), whichever is inapplicable]

Dated

Tracking no.___

Director-General Sindh Environmental Protection Agency (with official stamp/seal)

19 SCHEDULE VII

[See Regulation 12]

Decision on EIA

1. Name and address of proponent

2. Description of project

3. Location of project

4. Date of filing of EIA

5. After careful review of the EIA, and all comments thereon, the Federation Agency has decided –

(a) to accord its approval, subject to the following conditions:

or (b) that the proponent should submit an EIA with the following modifications-

or (c) to reject the project, being contrary to environmental objectives, for the following reasons:

[Delete (a)/(b)/(c), whichever is inapplicable]

Dated

Tracking no.___

Director-General Sindh Environmental Protection Agency (with official stamp/seal)

20 SCHEDULE VIII [See Regulation 13(2)]

Undertaking

I, (full name and address) as proponent for (name, description and location of project) do hereby solemnly affirm and declare that I fully understand and accept the conditions dated , and undertake to design, construct and operate the project strictly in accordance with the said conditions and the IEE/EIA/Environmental Check List.

Signature, name and designation of proponent (with official stamp/seal)

Witnesses (full names and addresses)

21 SCHEDULE IX (See Regulation 21) Form of Registers for IEE and EIA and Environmental Check List projects

S. No. Description Relevant Provisions 1 2 3 1. Tracking number 2. Category type (as per Schedules I, II & III) 3. Name of proponent 4. Name and designation of contact person 5. Name of consultant

6. Description of project 7. Location of project 8. Project capital cost 9. Date of receipt of IEE/EIA/Environmental Check List 10. Date of confirmation of completeness 11. Approval granted (Yes/No) 12. Date of approval granted or refused 13. Conditions of approval/reasons for refusal 14. Date of Undertaking 15. Date of extension of approval validity 16. Period of extension

17. Date of commencement of construction

18. Date of issue of confirmation of compliance 19. Date of commencement of operations 20. Dates of filing of monitoring reports 21. Date of cancellation, if applicable

22

ANNEX – III SINDH ENVIRONMENTAL QUALITY STANDARDS (SEQS, 2016)

ANNEX – IV

GEOTECHNICAL INVESTIGATION REPORT

NATIONAL INDUSTRIAL PARKS DEVELOPMENT & MANAGEMENT COMPANY

p ~~

BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, KARACHI

(May 2008)

£NGINEER[NG

€I1.t'.1il1eeril1.t'.1 c.4",,,,ociate,,, CONSULTING ENGINEERS & ARCHITECTS, "V"V ECONOMISTS AND PLANNING EXPERTS . Head OffIce: AL-9, 15th Lane, Khavaban-e-Hllal, Phase VlI, D.H.A" Karachl-75500" Phone: 5841821-24, Fax: 10211584-1825

ASSOCIATES '"""!,,",,",-,,,,' . ·'i·'_'/'>";,....~·:::"'..,...... ""Y'''' """'''i~ '_~.-',...

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for

(May 20(8)

t ~-"" &66(.'" ci a (':eo CONSULTfjVG ENGIllEh'RS & ARCHITECTS, i-' *=::'-11 iii Heeri I1.fJ , ... • ~ ECONOMISTS AND PLANNrNG EXPERTS

- .-_ .•....• ,., -_ -.'-', -, ,~.~,,, _. I ___~ . ~ .. .J GEOTECHNICAL Bore Hole No BH-9 SERVICES Sheet _ _;___ of _ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MlLLS, Ground Water Depth NOT ENCOUNTERED KARACHI

Type of Boring PERCUSSION Date 28.04.08 TO 29.04.08 0 0 0 ..g OJ) i:1 Z .s f-< ,<:S ~ Q ?f.. 6 .~ .s REMARKS 0 o ~ ",<> o s:: fj

SPT-l SM Brown, very dense, 50/6" fine to medium SAND, some silt 02

04 DS

CPT-I 51/6" 06

DS 08 GP Brown, very dense, sandy GRAVEL, trace silt CPT-2 54/4"

10 DS

CPT-3 12

SPT-3

14 Brown, hard, clayey SILT, trace sand

15 SPT-4 15 BOTTOM OF BOREHOLE GEOTECHNICAL Bore Hole No BH-IO 'SERVICES Sheet _ of 1 _

SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRlAL PARK AT PAKISTAN STEEL MILLS, Ground Water Depth NOT ENCOUNTERED KARACHI

Type of Boring PERCUSSION Date 02.05.08 TO 03.05.08 s:: 0 .9.., .,. Z <':l .9 f-.< ~ "$- -B t:l-<- ~ ~ o gj " ClS t;:l u'O uS B 15 fr 8~ .~ '''; STRATUM DESCRIPTION .... trl -_g ... c:.> a ~ REMARKS Q til o~ ..,,,, en .. t:l-<~ ~ o '" <':l tt<: ~8 r/)i Ci en U (m)

SPT-I Brown, very dense, 02 SM fme to coarse SAND, some silt,

SPT-2 little gravel

04

DS 06

CPT-l

08 OP Brown, very dense, sandy GRAVEL, trace silt DS

10 CPT-2 5014"

12 SPT-4 12

Brown, very dense, SPT-5 SM silty, fme to medium SAND 14

15 SPT-6 15 BOTTOM OF BOREHOLE GEOTECHNICAL SERVICES

LABORATORY TEST RESULTS' Saif Ahmed Saeed. GEOTECHNICAL B.E. (Civil) M. Engg. AIT Bangkok Ph : (021) 4532851- 4535607 SERVICES Fax: (021) 4385093 e-mail: [email protected] Civil & Geotechnical Engineers website : www.geotechnicalservices.org Testing Laboratory 5213 Darul Aman Society, Haider Ali Road, Off Shaheed-e-Millat Road, Karachi.

PROJECT: BIN QASIM INDUSTRIAL PARK..;\ T PAKISTAN STEEL MILLS, KARACHI DATE : 12.05.08. L.R.N 0: 355/08

GRAIN SIZE ANALYSIS (PER CENT FINER BY WEIGHT) HYDROMETER SIEVE ANALYSIS (DIAINmm)

S. BORING SAMPLE DEPTH 3" 1.5" %" 3/8" . #4 #8 #16 #30 #50 .#100 #200 .05 .01 .002 .001 NO NO (m) 1. BH-1 SPT-1 4.50 - - - 100 99 96 84 67 43 24 18 - - - - 2. BH-2 SPT-1 1.50 - - - 100 92 82 65 54 43 26 16 - - - - 3. BH-2 DS 6.00-9.00 100 68 50 35 29 27 22 1'8 15 10 06 -- - - 4. BH-3 SPT-2 3.00 - - 100 83 77 72 68 64 57 37 22 - -- - 5. BH-3 DS 9.00-10.00 - 100 36 14 13 12 02 01 ------6. BH-4 SPT-1 1.50 - -- 100 83 69 47 38 32 25 20· - - - - 7. BH-4 DS 4.50-7.50 - 100 74 67 65 62 48 36 26 17 14 - -- - 8. BH-5 SPT-1 1.50 -- 100 92 90 83 65 51 40 26 16 - - - - 9. BH-5 DS 7.50-10.00 100 86 35 13 12 11 08 06 04 . 03 02 - - - - 10. BH-6 SPT-2 3.00 - - - 100 98 95 90 87 82 55 32 -- - - 11. BH-6 DS 5.00-6.00 - 100 51 46 j6 33 30 28 25 17 11 - -- - 12. BH-6 SPT-4 9.00 - -- 100 89 87 85 83 81 74 54 45 30 18 08 13. BH-7 .DS 3.00-6.00 100 74 51 47 45 26 12 08 06 05 05 - - - - 14. BH-7 SPT-3 13.50 - - - - 100 99 98 96 95 91 80 72 55 32 15 15. BH-8 DS 1.50-3.00 - 100 64 49 49 34 10 04 03 02 02 - - - - 16. BH-8 DS 9.00-12.00 100 95 56 50 50 39 14 07 03 03 03 - - - - 17. BH-9 SPT-2 3.00 --- 100 94 87 70 58 46. 36 29 - -- - ·18. BH-9. DS 9.00-12.00 100 81 39 20 15 11 06 04 03 02 01 - - -- 19. BH-10 SPT-1 1.50 - - - 100 88 78 61 50 41 31 23 - --- 20. BH-I0 DS .4.50-7.50 - 100 55 49 37 27 15 12 08 06 04 - - -- 21. BH-10 SPT-5 13.50 - - - 100 97 94 84 75 63 49 41 32 20 08 03 Saif Ahmed Saeed GEOTECHNICAL B.E. (Civil) M. Engg. All Bimgkok Ph : (021) 4532851- 4535607 SERVICES Fax: (021) 4385093 e-mail: [email protected] Civil & Geotechnical Engineers website : www.geotechnicalservices.org Testing Laboratory 5213 Darul Aman Society, Haider Ali Road, Off Shaheed-e-Millat Road, Karachi. PROJECT: BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, KARACm DATE : 12.05.08. L.R.No·: 355/08

ATTERBERG LIMITS 1MOISTURE CONTENT

S.NO. BORING SAMPLE DEPTH LIQUID PLASTICITY MOISTURE NO ( m) LIMIT INDEX· CONTENT, %

f

L BH-6 SPT-4 9,00 24 07 15.76

2. BH-6 Waxed Core' 12.60-12.80 -- -- 26.92

3. BH-6 Waxed Core 14.20-14.40 44 21 17.23

4. BH-7 SPT-3 13.50 36 12 10.08 Saif Ahmed Saeed GEOTECHNICAL B.E. (Civil) M. Engg. AIT Bangkok Ph : (021) 4532851- 4535607 SERVICES Fax: (021) 4385093 e-mail: [email protected] Civil & Geotechnical Engineers website : www.geotechnicalservices.org Testing Laboratory 5213 Darul Arnan Society, Haider Ali Road, Off Shaheed-e-Millat Road, Karachi.

PROJECT: BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, KARACm DATE : 12.05.08. L.R.N 0; 355/08

UNCONFINED COMPRESSION / DENSITY

S. NO. BORING SAMPLE DEPTH UNCONFINED COMPRESSION BULK NO (m) qu STRAIN DENSITY - (kg/cm2) (%) (gm/cc)

1. BH-6 Waxed Core 12.60-12.80 2.14 4.47 2.059

2. BH-6 Waxed Core 14.20-14.40 1.60 5.33 2.141 Saif Ahmed Saeed GEOTECHNICAL B.E. (Civil) M. Engg. AIT Bangkok Ph : (021) 4532851- 4535607 SERVICES Fax: (021) 4385093 e-mail: [email protected] Civil & Geotechnical Engineers website : www.geotechnicalservices.org Testing Laboratory 5213 Darul AmanSoclety, Haider Ali Road, Off Shaheed-e-Millat Road, Karachi.

PROJECT: BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, KARACHI DATE : 12.05.08. L.R.N 0: 355/08

SULPHATE CONTENT

, S. NO. BORING SAMPLE DEPTH SULPHATE NO. (m) CONTENT (%) ..

L BR-! DS 0.00-3.00 0.074

,

2. BR-3 SPT-I L50 0.046

3. BH-5 SPT-l 1.50 0.037 , GEOTECHNICAL Bore Hole No BH-6

SERVICES Sheet 1 of 1 _ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, Ground Water Depth NOT ENCOUNTERED KARACHI

TypeofBoring ~R~O~T~AR~Y~ ___ Date 27.04 ..08 TO 28.04.08

STRATUM DESCRIPTION REMARKS

SP Brown, very dense, gravelly SAND . 51/6"

Brown, dense, SM silty, fine to medium SAND

06

GP Brown, very dense, sandy GRAVEL, trace silt

08

'-4 CL Brown, hard, sandy CLAY 4

10

GP Brown, very dense, sandy GRAVEL, trace silt

50/6" 12

SM Brown, very dense, cemented, 75 20 fmeSAND

14 70 20 CL Brown, hard, sandy CLAY

BOTTOM OF BOREHOLE GEOTECHNICAL Bore Hole No BH-7 SERVICES Sheet 1 of 1 _ SUB SURF ACE EXPLORATION LOG

Project BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, Ground Water Depth NOT ENCOUNTERED KARACHI

Type of Boring ROTARY Date 30.04.08 TO 01.05.08 ~ 0 0 OJ) Z 4~ .5 1-< e lUi!. ;S gj -.., q .... ;:: o 0 era "'0 .a fr o, S ...... ->,t °0 CI u> REMARKS STRATUM DESCRIPTION 0 ::n ·0 0 - ~ 1-

SP Brown, very dense, coarse SAND SPT-l 55/6"

02 DS

04 DS

CPT-l 06

GP Brown, very dense, sandy GRA VEL, trace silt os 08

CFT-2 52/3"

10 DS

12

SPT-3 Brown, hard, silty CLAY, CL little sand 14

15 SPT-4 15 BOTTOM OF BOREHOLE GEOTECHNICAL Bore Hole No BH-8 SERVICES Sheet 1 of -t--r-' _ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRIAL PARK AT PAKISTAN SlEEL MILLS, Ground Water Depth NOT ENCOUNTERED KARACHI

TypeofBoring ~R~O~T~~~Y~ ___ Date 01.05.08 TO 02.05.08

SJRATUM DESCRlPTION

DS

02 DS

CPT-}

04 DS

CPT-2 06

DS Brown, very dense, GP sandy GRA VEL I gravelly SAND, 08 trace silt eFT-) sow

10 DS

CPT-4 50/3" 12

14

5014" 15 BOTTOM OF BOREHOLE GeOTECHNICAL Bore Hole No BH-2 SERVICES Sheet 1 of _ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL M1I.,LS, Ground Water Depth NOT ENCOUNTERED KARACHI

Type of Boring PERCUSSION Date 27.04.08 TO 28.04.08

i:: ci .~0 ;:,0 ;S Z .= -<>c III -;J. 0.. 0 Uo~ " €n "0 .a ~ (1) 0.. f.H.;;;:; STRATUM DESCRIPTION .... :r: ~o C; .~ .£ REMARKS 0 o ~ --~ o C § Ql ee t~ o'!~ ~ tIS is en ::E8 CI.l U (m)

SPT-l 5116"

Brown, very dense, SPT-2 SW medium to coarse SAND, little silt, trace gravel

DS

DS

Brown, very dense, sandy GRAVEL, GP trace silt

DS

BOTTOM OF BOREHOLE GEOTECHNICAL Bore Hole No BH-3 SERVICES Sheet 1 of 1 _ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, Ground Water Depth NOT ENCOUNTERED KARACHI

Type of Boring RQIARY Date 28.04.08 TO 29.04.08

0 0-= ''::; gj' t:- ;S Z <;:l '0; f-< o '#- 0 P c, ~ u '0 -"=> "E 0 c, t;:; '" " ~n: "'0 a STRATUM DESCRIPTION '- ::r:: -...-':', ~(.) d REMARKS 0 "00 o -... t::~ &:!tl ~ "5 ~ ~ ""<;:l .:S :::88 rn Q

SPT·l 50/2"

SPT·2

Brown, very dense, sw medium to coarse SA1\1D, little silt little gravel

DS

DS

GP Brown, very dense, sandy GRAVEL, trace silt

DS

BOTTOM OF BOREHOLE GEOTECHNICAL Bore Hole No BH-4 SERVICES Sheet 1 of __ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRlAL PARK AT PAKISTAN STEEL .MILLS, Ground Water Depth NOT ENCOUNTERED KARACill .

TypeofBoring P_E_R_C_D_SS_I_ON __ Date 01.05.08 TO 02.05.08

STRATUM DESCRIPTION REMARKS

SPT-l 52/6"

Brown, very dense, sw medium to coarse SAND, little silt trace gravel

SPT-2 53/6"

PS

GP Brown, very dense, sandy GRAVEL, trace silt

CPT-l

DS

10 CPT-2 50/4" BOTTOM OF BOREHOLE GEOTECHNICAL Bore Hole No BH-5 SERVICES Sheet _-"--_ of 1 _ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS, Ground Water Depth NOT ENCOUNTERED KARACHI

TypeofBoring P_E_R_C_U_S_SI_O_N __ Date 30.04.08

STRATUM DESCRIPTION REMARKS

SPT-l 50/6" sw Brown, very dense, fine to coarse SAND, trace silt

SPT-2 5013"

SPT-3

GP Brown, very dense, sandy GRAVEL, trace silt

CPT-I

DS

10 CPT-2 53/6" BOTTOM OF BOREHOLE GEOTECHNICAL Bore Hole No BH-l

SERVICES Sheet 1 of 1 _ SUBSURFACE EXPLORATION LOG

Project BIN QASIM INDUSTRlAL PARK. AT PAKISTAN STEEL MILLS, Ground Water Depth NOT ENCOUNTERED KARACHI

TypeofBoring ~R=O~T=AR~Y~ _ Date 29.04.08 TO 30,04.08 s::: o .~ u 5 REMARKS 00 STRATUM DESCRIPTION u.~

DS

Brown, very dense, sw fine to medium SAND, little silt

SPT-l 5013"

DS

GP Brown, very dense, sandy GRAVEL, trace silt

DS

BOTTOM OF BOREHOLE GEOTECHNICAL SERVICES

BOREHOLE LOCATION ,PLAN· ! ~ .j "1.

! j !,

;;i . -, 'I , ., '1'

!""",.~ ~, r-r--c: - ,i .) !''~ ""'" '-."'"'' ~ ~~~v '"" 'I, ,,);-;~,.7">-~ '_",~'J ~ , "'< , 'II ,, ''-,,-:'~,~~ "-, Ii I ,' '-""-'" ',;.;_ 1'.. .

""t'fl-_, <, , •

! 1 -'-'-. '_"" '0 . ./

iI: '::::~~~':,;~>:{;j<.} " , , f fo~"''''"''''''''''"''''~3-'''il11 @ ' ~; _ U_,

1 ~ M ••••• ...... ,~ , s... GEOTECHNICAL SERVICES

BORELOGS GEOTECHNICAL SERVICES Bin Qasim Industrial Park at Pakistan Steel Mills, Karachi.

4. FOUNDATION RECOMMENDATIONS:

4.1 General:

The foundation of a structure is considered satisfactory provided following requirements are fulfilled:

a) The foundation must be safe against the possibility of shear failure.

b) The foundation must not undergo' excessive settlements .

.c) It must be placed at sufficient depth below ground surface so as to be safe from erosion, scouring action of water and seasonal variations. .

d) The foundation must be adequately designed in problematic soils such as expansive clays, collapsible soil etc.

It is important to note". that these recommendations are of preliminary nature. Once masterplan is finalized detailed geotechnical investigation must be conducted under different structures.

4.2 Foundation Type:

The choice about the foundation type is made on the basis of geotechnical properties of the substrata, type of structure and the anticipated loading conditions.

A review of the borelogs shows that the substrata comprise of very dense SAND and very dense sandy GRAVEL. Because of the presence of dense/hard strata, it is concluded that the proposed structures can be supported on shallow foundations (footing/raft placed at 2.0-2.Sm depth below existing ground level. .

4.3 Allowable Bearing Capacity:

Allowable bearing capacity of footing / raft placed to 2.0-2.Sm depth should be adopted 2 . as 27.0 T/m . .

Before placing foundation concrete the excavations should be carefully inspected to ensure that competent bearing stratum has been reached. This precaution is necessary to guard against localized fills and inhomogenities.

4.4 Modulus of Subgrade Reaction:

The modulus of subgrade reaction at 2.00-2.S0m depth may' be. adopted as 3 120,000 kN/m •

S GEOTECHNICAL SERVICES Bin Qasim Industrial Park at Pakistan Steel Mills, Karachi.

4.5 Seismic Coefficients:

According to the Uniform Building Code (1997), the soil profile type falls in "S," category corresponding to very dense soil & soft rock.

Following table gives seismic zone, seismic zone factor, soil profile type and seismic coefficients.

Seismic zone Zone factor Soil profile Seismic Seismic 'z' Type Coefficient Coefficient 'Ca' 'Cv'

2B 0.20 'Sc' 0.24 0.32

4.6 Cement Type:

American Concrete Institute (ACI) gives the requirements for concrete exposed to sulphate (S04) containing solutions. The ACI standards are given below:

Sulphate Exposure Water Soluble Sulphate in Water Cement Type Sulphate in Soil (mg/Iit) (%) Negligible 0.00-0.10 . 0-150 OPC Moderate 0.10-0.20 150-1500 Type II Severe 0.20-2.00 1500-10000 TypeV Very Severe Over 2.00 Over 10000 Type V plus pozzolan

Sulphate content in subsoil has been found to be negligible. Hence ordinary Portland cement may be used in concrete in contact with the soil. GEOTECHNICAL SERVICES

A P P ·E··ND I X GEOTECHNICAL SERVICES

REPORT ON PRELIMINARY GEOTECHNICAL INVESTIGATION FOR BIN QASIM INDUSTRIAL PARK AT PAKISTAN STEEL MILLS KARACHI

CONTENTS

S.No. Item Page

1. INTRODUCTION 1

2. PROGRAM OF INVESTIGATION 2

2.1 Field Investigation . 2

2.2 Laboratory Testing 3

3. SUBSURFACE CHARACTERISTICS 4

4. FOUNDATION RECOMMENDATIONS 5

4.1 General 5

4.2 Foundation Type 5

4.3 Allowable Bearing Capacity 5

4.4 Modulus of Subgrade Reaction 5

4.5 Seismic Coefficients 6

4.6 Cement Type 6

APPENDIX

~ BOREHOLE LOCATION PLAN ~ BORELOGS ~ LABORATORY TEST RESULTS GEOTECHNICAL SERVICES

REPORT ON PRELIMINARY GEOTECHNICAL INVESTIGATION FOR BIN QASIM INDUSTRIAL PARK, AT PAKISTAN STEEL MILLS KARACHI

1. INTRODUCTION:

National Industrial Parks Development & "Management Company plans to develop 'Bin Qasim Industrial Park' at Pakistan Steel Mills, Karachi.

M/s Engineering Associates are providing engineering consultancy services for the project.

In order to obtain geotechnical information about the substrata and to plan and design the foundations alongwith related aspects, a program of preliminary geotechnical investigation was planned by National Industrial Parks. The job of geotechnical investigation was awarded to 'Geotechnical Services', Karachi. The field and laboratory testing work was conducted in March-April, 2008.

The investigation program consisted of drilling 10 boreholes at locations given by the Client. The depth of boreholes varied from 10-15m below existing ground level

During the course of investigation, field testing was conducted which comprised the performance of standard penetration tests and dynamic cone penetration tests. Laboratory testing program was developed, and selected samples were tested in the laboratory of Geotechnical Services, Karachi.

This report presents a review of preliminary geotechnical investigation performed at the project site. It gives an account of field and laboratory activities. The field and laboratory test results have been used for the interpretation of soil design parameters.

The report presents recommendations regarding the suitable foundation type. The report also gives seismic coefficients in accordance with UEC 1997 & about the type of cement to beused in foundation and substructure.

The report incorporates borehole location plan, borehole and field/laboratory test results.

It must be noted that these recommendations are of preliminary nature. Once masterplan is finalized detailed geotechnical investigation must be conducted under different structures. GEOTECHNICAL SERVICES Bin Qasim Industrial Park at Pakistan Steel Mills, Karachi.

2. PROGRAM OF INVESTIGATION:

2.1 Field Investigation:

The program of subsoil investigation consisted of executing ten boreholes. Details of boreholes are given in Table 2.1:

TAB LE 2.1

DETAILS OF BOREHOLES

Boring No , Investigated Depth (m) BH-1 10.0 BH-2 10.0 BH-3 10.0 BH-4 10.0 BH-5 10.0 BH-6 15.0 BH-7 15.0 BH-8 15.0 BH-9 15.0 BH-10 15.0

The location of boreholes is shown on layout plan appended to this report .

. Drilling was performed using the rotary wash boring method. The borehole was advanced using a tricone bit. Bentonite slurry was used as the drilling fluid. Some of the boreholes were also advanced using the percussion method.

During the course of drilling, standard penetration tests (SPTs) and dynamic cone penetration tests (CPTs) were performed at various depth horizons. The 'N' value of the SPT I CPT serves as an index of relative density / consistency of cohesionless / cohesive soils. . The sample obtained from split spoon sampler was used for identification purposes. The sample was preserved in a container, labeled and dispatched to the laboratory.

Cores samples were obtained using double tube core barrel in conjunction with tungsten carbide bit. Some of the core samples were waxed and treated as undisturbed samples.

2 GEOTECHNICAL Bin Qasim Industrial Park at Pakistan Steel Mills, Karachi. SERVICES

2.2 Laboratorv Testing:

In order to arrive at a rational evaluation of the geotechnical properties of the substrata encountered at the site, a program of laboratory testing was undertaken. The tests were performed to determine classification, strength and chemical characteristics. The testing was generally performed in accordance with relevant ASTM standards.

Following tests were performed on borehole samples in the laboratory:

~ Grain size analysis

~ Atterberg limits

~ Moisture content

~ Unconfined compression

~ Bulk density

~ Sulphate (S04) content

The results of laboratory tests are appended to this report. GEOTECHNICAL SERVICES Bin Qasim Industrial Park at Pakistan Steel Mills, Karachi.

3. SUBSURFACE CHARACTERISTICS:

The stratification.and the subsurface conditions have been evaluated on the basis of boring logs and field / laboratory test results

The subsurface investigation has revealed that the substrata mainly comprise of coarse, granular deposits occurring in very dense state of compactness. These strata mainly comprise of gravelly SAND, sandy GRAVEL underlain by hard, sandy, silty CLAY. The overall dense state of compactness is evident from the high SPT blow counts.

The substrata can be categorized into following principal subsurface units:

• Brown, very dense, fine to medium, SAND, little silt

• Brown, very dense, medium to coarse, SAND, little silt, trace gravel

• Brown, very dense, sandy GRAVEL, trace silt

• Brown, hard, sandy, silty CLAY

The exact sequence of occurrence of these deposits is shown on borelogs appended to this report.

Ground water table was not encountered upto theinvestigated depth of 15m.

Classification tests show that the granular deposits fall in GP, SW, SP, and SM groups of the Unified Soil Classification System. .

Classification tests demonstrate that the fine grained soils (silts & clays) belong to ML, & CL groups of the USCS as defined by Casagrande's A-line.

4

ANNEX – V TOPOGRAPHIC MAP OF BQIP

7.13 B

BOUNDARY LIMIT B

TREATMENT

WATER

PLANT B MATCH LINE SHEET NO. SHEET LINE 07MATCH

BOUNDARY LIMIT B

COUNTRY CLUB 28.583 BM-5

B BOUNDARY LIMIT B

ANNEX – VI

WATER QUALITY TEST RESULTS