E752 vol. 4 Revised
Final Report May 30, 2003 Public Disclosure Authorized
Pakistan Highway Rehabilitation Project Resurfacing and Strengthening Projects, Phase I Environmental Impact Assessment
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National Highway Authority, Pakistan FILF ChR~~llg EIA of PHRP Resurfacing and Strengthening Projects
Contents
1 Introduction ...... 1-1 1.1 Project Overview ...... 1-1 1.2 Project Design and Implementation ...... 1-7 1.3 Basic Features of Proposed Improvement ...... 1-7 1.4 Field Surveys and Public Consultation ...... 1-9 1.5 Environmental and Resettlement Issues ...... 1-9 1.6 Regulatory Requirements ...... 1-9 1.7 Report Structure ...... 1-10
2. Policy, Legal, and Administrative Framework ... 2-1 2.1 National Policy and Administrative Framework ...... 2-1 2.1.1 The Pakistan Environmental Protection Act, 1997 ...... 2-1 2.1.2 National Environmental Quality Standards (NEQS), 2000 ...... 2-3 2.1.3 Land Acquisition and Resettlement ...... 2-4 2.2 Interaction With Other Agencies ...... 2-4 2.2.1 Federal and Provincial EPAs ...... 2-4 2.2.2 Provincial Departments of Forests and Wildlife...... 2-4 2.2.3 Provincial Governments .2-4 2.3 Other Environment-Related Statutes . .2-4
3. Project Description . . .3-1 3.1 Current State of RSP Sections and Approach to Upgrading.. 3-1 3.1.1 Delineation of Right of Way .3-1 3.1.2 Present State of RSP Sections and Proposed Improvements . 3-1 3.2 Scope of Improvement Works . .3-4 3.3 Highway Design .. 3-5 3.4 Construction Schedule .. 3-5 3.5 Construction Camps .. 3-5 3.6 Construction Material .. 3-7
4. Environmental and Social Baseline . . .4-1 4.1 Corridor of Impact .. 4-1 4.1.1 Delineating the Col .4-1
05130/03 Contents ii EIA of PHRPResurfacing and Strengthening Projects
4.2 Physical Environment ...... 4-4 4.2.1 Geology ...... 4-4 4.2.2 Physiography ...... 4-5 4.2.3 Climate ...... 4-5 4.2.4 Water Resources ...... 4-6 4.2.5 Soils ...... 4-7 4.3 Ambient Quality of Environment ...... 4-7 4.3.1 Ambient Air Quality ...... 4-7 4.3.2 Noise Levels ...... 4-12 4.3.3 Water Quality ...... 4-13 4.4 Biological Environment ...... 4-13 4.4.1 Vegetation ...... 4-13 4.4.2 Protected Areas and Wildlife ...... 4-13 4.5 Socioeconomic and Cultural Environment ...... 4-14 4.5.1 Demography and Settlements ...... 4-14 4.5.2 Encroachments and Structures within the RoW ...... 4-14 4.5.3 Cultural and Historical Heritage ...... 4-16 4.5.4 Occupational Pattern ...... 4-17
5. Public Consultation and Disclosure ...... 5-1 5.1 General Stakeholder W orkshops ...... 5-3 5.1.1 Workshops Organized by EIA Consultants ...... 5-3 5.1.2 Workshops Organized by ARUP ...... 5-5 5.2 Scoping Sessions ...... 5-6 5.3 Roadside Consultations ...... 5-7 5.4 Address of Stakeholder Concerns ...... 5-8 5.5 Public Disclosure ...... 5-9 6. Environmental Impact Assessment and Mitigation Measures ... 6-1 6.1 Land Resources ...... 6-1 6.1.1 Impact on Land Use and Resources ...... 6-1 6.2 Land Resources ...... 6-1 6.2.1 Impact on Land Use and Resources ...... 6-1 6.2.2 Mitigation Measures ...... 6-3 6.3 Water Resources ...... 6-4 6.3.1 Impact on Water Resources ...... 6-4 6.3.2 Mitigation Measures ...... 6-5 6.4 Ambient Air Quality ...... 6-6 6.4.1 Impact on Air Quality During Construction ...... 6-6
05/30/03 Contents iii EIA of PHRP Resurfacingand StrengtheningProjects
6.4.2 Mitigation Measures for Construction Phase ...... 6-6 6.4.3 Impact on Air Quality During Operation ...... 6-7 6.4.4 Mitigation Measures for Operation Phase ...... 6-12 6.5 Noise Levels ...... 6-12 6.5.1 Impact on Noise Levels ...... 6-12 6.5.2 Mitigation Measures ...... 6-13 6.6 Biological Environment ...... 6-13 6.6.1 Flora ...... 6-13 6.6.2 Fauna ...... 6-14 6.7 Socioeconomic and Cultural Environment ...... 6-14 6.7.1 Highway Access and Safety ...... 6-14 6.7.2 Interaction with Local Communities ...... 6-16 6.7.3 Structures of Cultural or Religious Value ...... 6-16 6.8 Integration of Mitigation Measures in the EMP ...... 6-16 7. Selected References ...... 7-1
Appendices Appendix A: Project Description Data Appendix B: Environmental and Social Baseline Data Appendix C: Record of Public Consultations Appendix D: Amendments to Project Design and Tender/Contract Documents Appendix E: Noise Level Monitoring Data and Future Projections
05/30/03 Contents iv EIA of PHRPResurfacing and StrengtheningProjects
Exhibits
Exhibit 1.1: Existing Highway Network in Pakistan ...... 1-2 Exhibit 1.2: Traffic Forecasts and Rates of Increase for Selected Sections of the Project Corridor ...... 1-3 Exhibit 1.3: Traffic Projections for Selected Sections of the Project Corridor 1-4 Exhibit 1.4: Sections Proposed for Improvement Under the National Highway Improvement Program .1-5 Exhibit 1.5: Sections Proposed for Improvement Under the Pakistan Highway Rehabilitation Project, Phase I.1-7 Exhibit 1.6: Project Corridor: Sections Proposed for RSP Under Phase I.1-8
Exhibit 3.1: Worn-Out Road Pavement and Shoulder .3-2 Exhibit 3.2: Scouring of Median .3-2 Exhibit 3.3: Repair of Cross-Drainage Structures .3-3 Exhibit 3.4: Bypasses Within Sections Proposed for RSP. 3-4 Exhibit 3.5: Proposed Public Amenities .3-4 Exhibit 3.6: Probable Locations of Construction Camps .3-5 Exhibit 3.7: Workforce Requirements for Typical RSP Contracts .3-6 Exhibit 3.8: Estimated Machinery Requirements for Typical RSP Contracts 3-7 Exhibit 3.9: Sources of Aggregate and Sand for Construction .3-8 Exhibit 3.10: Estimated Construction Material Requirements ...... 3-9 Exhibit 3.11: Estimated Water Requirements for Construction ...... 3-9
Exhibit 4.1: Gujranwala-Kharian Section .4-2 Exhibit 4.2: Nowshera-Peshawar Section .4-3 Exhibit 4.3: Corridor of Impact (Col 1) Limits for Phase I RSP Sections .4-4 Exhibit 4.4: Rainfall Data for Phase I RSP Sections .4-5 Exhibit 4.5: Temperature Data for Phase I RSP Sections (1961-1990) .4-6 Exhibit 4.6: Wind Data for Phase I RSP Sections .4-6 Exhibit 4.7: Water Quality Sample Results for Selected Phase I Sections .4-7 Exhibit 4.8: Soil Characteristics and Land Use .4-7 Exhibit 4.9: Ambient Air Quality Data (JICA Study) .4-8 Exhibit 4.10: International Air Quality Standards ...... 4-9
05130/03 Exhibits V EIA of PHRP Resurfacing and Strengthening Projects
Exhibit 4.11: Sampling Locations for Air Quality ...... 4-11 Exhibit 4.12: Ambient Air Quality Measurements for Selected Phase I Sections ..... 4-12 Exhibit 4.13: WHO Guideline Values for Community Noise in Specific Environments4-13 Exhibit 4.14: Protected Areas in Proximity of Phase I RSP Sections ...... 4-14 Exhibit 4.15: Urban Settlements Located Near Phase I RSP Sections ...... 4-15 Exhibit 4.16: Commercial/Residential Structures Located Within RoW (Phase I RSP)4-15 Exhibit 4.17: Public Structures Located Within RoW of Phase I RSP Sections ...... 4-16 Exhibit 4.18: Schools and Hospitals Located Near Phase I RSP Sections ...... 4-16
Exhibit 5.1: Public Disclosure and Consultation .5-2 Exhibit 5.2: Record of Public Consultation Sessions .5-3
Exhibit 6.1: Traffic Forecasts for Phase I RSP Sections .6-9 Exhibit 6.2: Air Quality Forecasts for Selected Phase I Sections (8 m).6-11 Exhibit 6.3: Air Quality Forecasts for Selected Phase I Sections (20 m). 6-11 Exhibit 6.4: Air Quality Forecasts for Selected Phase I Sections (50 m).6-11 Exhibit 6.5: Estimated Noise Levels for 2009 and 2024 .6-13
05/30/03 Exhibits vi EIA of PHRP Reszurfacing and Strengthening Projects
1. Introduction
The 8,500-km-long national highway system managed by the National Highway Authority (NHA) carries 75-80% of Pakistan's total commercial traffic (Exhibit 1.1 maps the existing national highway system in Pakistan). Primary traffic movements are concentrated along the 1,760-km National Highway N5 that stretches south to north across the Karachi-Lahore- Rawalpindi-Peshawar-Torkham corridor. Parts of this highway date back 500 years; it is the main corridor connecting the provinces of the NWFP, the Punjab, and Sindh, and serves more than half of Pakistan's inter-city traffic. It connects the northem parts of the country with international markets through the Karachi area ports that account for 96% of Pakistan's trade. The Karachi-Hyderabad Super Highway (M9) provides an alternative route to the N5 from Karachi to Hyderabad at the southem end of the corridor. A forecast of traffic for selected sections of the N5 and the Karachi-Hyderabad Super Highway is included in Exhibit 1.2 and illustrated in Exhibit 1.3. About half the national highway netwvork is currently in poor condition due to accelerated traffic growth, very high axle loads, and inadequate maintenance. Unless this situation is immediately addressed, the network will deteriorate rapidly over the next six years, causing a 32% increase in road user costs. The Govemment of Pakistan (GoP) is implementing the National Highways Improvement Program (NHIP) to address the increasing degradation of the national highway system, through the phased improvement of approximately 2,700 km of road. The program will result in a gradual reduction in average network roughness, leading to a 5% decrease in road user costs- a saving of Rs 189 billion (USD 3.26 million) over a six-year period. The highway sections that fall under the NHIP have been divided into three groups prioritized according to need and source of funding (see Exhibit 1.4).
1.1 Project Overview The development objective of the World Bank-assisted Pakistan Highway Rehabilitation Project (PHRP) (henceforth referred to as 'the project' in this document) is the sustainable delivery of a productive and efficient national highway system contributing to lower transportation costs. The USD 239.5-million-project supports the Borrower's program by financing a distinct segment of NHIiP works, sustaining essential reforms in the sector, as well as strengthening the capacity of the NHA. Under the project, 856.4 km of road along the N5 and M9 highways will be upgraded in two phases spread over five years. Of this total length, 306 km of the N5 will be upgraded under resurfacing and strengthening projects (RSP), and 550.4 km of the N5 and M9 under rehabilitation and maintenance projects (RMP). Resurfacing and strengtheningprojects concern sections that are already built according to design, and essentially require asphalt overlay to extend their service life. As indicated in Exhibit 1.5, Phase I of the project includes the resurfacing and strengthening of 174 km of selected stretches along two sections, and rehabilitation and maintenance of 231.7 km of selected stretches along four sections. Exhibit 1.6 maps those sections of the N5 proposed for RSP under Phase I. This environmental impact assessment (EIA) concerns the resurfacing and strengthening projects to be implemented under Phase I of the PHRP. A similar ELA has been carried out for rehabilitation and maintenance projects under Phase I, and submitted separately.
05/30/03 Introduction l l 7~~~~~~~~~~~~~~~ ~~~~~~N Jamb A_ V g NIntamahonalBoundary
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EIA of PHRP Awa / Resurfacing Projects (Phase 1)
Turbe ~~~~~~~~~~~~~~~~~~~~~Exhibit1.1 Existing Highway Network in Pakistan
scale 1: 9,000,000
-Arablan Sea Soure SOP Drawing W3EOIPHR
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Exhibit 1.2: Traffic Forecasts and Rates of Increase for Selected Sections of the Project Corridor
Estimated Traffic Volume (No. of Vehicles in 'OOOs/day) % Rate of Increase in Traffic Volume (Base Year: 2001) 2001 2004 2009 2014 2019 2024 2001 2004 2009 2014 2019 2024 Karachi-Hyderabad 12.0 13.9 17.7 22.6 27.5 33.5 | - 16 48 89 129 179
Hyderabad-Hala 11.6 13.5 17.2 21.9 26.7 32.5 - 16 48 88 129 178 Hala-Moro
Hala-Nawabshah 9.52 11.0 14.0 17.8 21.7 26.4 - 16 47 88 128 177 Nawabshah-Moro 6.81 7.8 10.0 12.8 15.5 18.9 - 16 47 88 129 178 Moro-Ranipur 7.85 9.0 11.5 14.7 17.9 21.7 - 16 47 88 128 177 Mian Channu-Sahiwal | Mian Channu-Chichawatni 7.53 8.6 11.0 14.0 17.0 20.7 | - 15 46 86 126 175 Chichawatni-Sahiwal 7.85 9.0 11.5 14.6 17.8 21.6 - 15 47 87 127 176 Lahore-Gujranwala Shahdara Lahore link road 23.1 26.8 34.2 43.6 53.1 64.6 - 16 48 88 129 179
Lahore link road-Gujranwala 27.4 31.6 40,3 51.4 62.5 76.1 - 16 47 88 128 178 Turnol-Chablat Tumol-Taxila . 34.1 | 39.5 50.4 64.2 78.1 95.0 - 16 47 88 129 178 Taxila-Chablat 23.1 26.8 34.2 43.7 53 64.6 - 16 48 88 129 179 Nowshera-Peshawar Nowshera-Pabbi 22.3 25.8 32.9 |_42.0 51.1 62.2 - 16 48 88 129 178 Pabbi-Peshawar 26.5 30.6 39.1 - 49,9 60.7 73.8 - 16 48 88 129 178 Shaded areas represent traffic volumes that start exceeding four-lane capacity.
05130/03 Introduction 1-3 EIA of PHRP Resurfacing and Sireng1hening Projects
Exhibit 1.3: Traftfic Projections for Selected Sections of the Project Corridor
100,000 *4 * 8I-Karachi-Hyderabad
90,000 >; .-- ,t4 J *;; - - ; = -Hyderabad-Hala
800000 - ; -- Hala-Nawabshah Nawabshah-Moro
- Moro-Ranipur 6000 - Mian Channu-Chlchawatni
> 50looO ~ , - Chichawant-Sahiwal
______oO _ Shahdara-- - ; , 3 Lahore-Gujranwala - - Tumo-Taxila. _ _ _-CTaxfa-Chablat - 10,000 -; -,Nowsher-Pabbl -P ab Peawar f, 2001 2004 2009 2014 2019 2024 Year 05/30/03 Introduction 1-4 EIA of PHRP Resurfacingand Strengthening Projects Exhibit 1.4: Sections Proposed for Improvement Under the National Highway Improvement Program Group I (July 2003-June 2007) Length (km) Length (km) Highway Section a b Selected sections for rehabilitation and maintenance under ICB: M9 ECW (Sindh) Karachi-Hyderabad (NB) 30 48 N5 ECW (Sindh) Hyderabad-Hala (SB) 48 48 N5 ECW (Sindh) Hafa-Moro (SB) 89 78.7 N5 ECW (Sindh) Moro-Kotri Kabir-Ranipur (SB) 88 89 N5 ECW (Sindh) Pano Aqil-Ubauro 61 N5 ECW (Sindh) Ubauro-Sheikh Wahan (SB) 51 53.7 N5 ECW (Punjab) Bahawalpur-Multan-Qadirpur Rawan (NB) 120 N5 ECW+ACW (Punjab) Mian Channu-Sahiwal (NB and SB) 73 46 N5 ECW+ACW (Punjab) Sahiwal-Okara (NB and SB) - 30 N5 ECW+ACW (Punjab) Lahore-Gujranwala (NB and SB) 6 lanes 100 100 N5 ECW+ACW (Punjab) Turnol-Chablat (NB and SB) 68 57 Total rehabilitation and maintenance 728 550.4 Selected sections for resurfacing and strengthening under ICB/NCB: N5 ACW (Punjab) Mian Channu-Sahiwal-Okara (NB) 102 72 N5 ECW+ACW (Punjab) Gujranwala-Kharian (NB and SB) 144 106 N5 ECW+ACW (Punjab) Kharian-Rawalpindi (NB and SB) 60 60 N5 ECW+ACW (NWFP) Nowshera-Peshawar (NB and SB) 64 68 Total resurfacing and strengthening 370 306 Total Group I 1,098 870 a Length originally proposed for improvement under NHIP b Actual length proposed for improvement under PHRP 05/30/03 Introduction 1-5 EIA of PHRP Resurfacing and Strengthening Projects Group II (July 2001-June 2003) Highway Segment Length (km) N55 Malana Sarai-Gambilla 116 N55 Sehwan-Khairpur-Nathanshah 98 N5 Lahore-Sahiwal 70 N5 Wazirabad Bypass 10 N5 Ranipur-Pano Aqil 32 N25 Hub River Sheikh Raj 80 N25 Bela Kararo 40 N70 Shershah Bridge 6 N5, N25, N40, N50, N65, N70 NH and PMP safety schemes, miscellaneous, surfacing 78 and strengthening in Balochistan Total Group II 530 Group III (2003-June 2008) Highway Segment Length (km) N5 ECW Pak Steel Mills-Thatta-Hyderabad 160 N5 ECW Lahore-Sahiwal 60 N5 ECW Peshawar-Torkham 46 Subtotal 266 N55 Rajanpur-DG Khan 108 N55 Khairpur-Nawabshah-Ratodero 106 N25 Kararo-Wadh 40 N25 Kalat-Quetta 130 N25 Quetta-Chaman 117 N40 Lak Pass-Dalbandin 285 N65 Sibi-Quetta 100 N70 Saki Sarwar-Bewata 52 Subtotal 908 Total Group III 1,174 Note: ECW: Existing (original) carriageway SB: Southbound ACW: Additonal carriageway (constructed after ECW) NB: Northbound 05/30/03 Introduction 1-6 EIA of PHRPResurfacing and Strengthening Projects Exhibit 1.5: Sections Proposed for Improvement Under the Pakistan Highway Rehabilitation Project, Phase I Stretch to be Stretch to be No. Section Upgraded Upgraded Under RSP Under RMP (km) (km) Karachi-Hyderabad a 48 (ECW/NB) 2. Hyderabad-Hala (ECW/SB) 48 3. Hala-Moro (ECW/SB) - 78.7 4. Gujranwala-Kharian 106 (ACW/NB ECW/SB) 5. Turnol-Chablat (ACW/NB ECW/SB) - 57 6. Nowshera-Peshawar (ECW/ACW SB+NB) 68 Total 174 231.7 a All sections listed are part of the N5 except for Section 1,which is part of the Karachi-Hyderabad Super Highway (M9). Note: ECW: Existing (original) carriageway SB: Southbound ACW: Additional carriageway (constructed after ECW) NB: Northbound 1.2 Project Design and Implementation The NHA has appointed design consultants to prepare designs, cost estimates, bidding documents, and contract conditions for the highway sections that are to be improved under Phase I of the project. Resurfacing and strengthening projects will be carried out under four contract packages awarded to successful contractor(s) through either intemational (ICB) or national competitive bidding (NCB). The contractors awarded RSP contracts will be responsible for resurfacing and strengthening the selected carriageways and shoulders according to the specifications included in the contract documents, as well as for incorporating and implementing the mitigation measures identified in the environmental management plan (EMP) prepared for Phase I RSP works. 1.3 Basic Features of Proposed Improvement The scope of this EIA covers the resurfacing and strengthening of selected stretches along those sections of the project corridor that are already built according to design, with true lines and levels and with a proper cross fall. These stretches essentially require asphalt overlay to extend their service life. Where encountered, deteriorated stretches will be removed and patched with asphalt concrete to underpin the asphalt overlay. The road shoulders will be adjusted using an aggregate base layer and surface treatment applied to match the lines and levels of carriageways. 05/30/03 Introduction 1-7 N Legend ., ; ,'';lrla A? N5 Highway J p J,r,~ Highway (Other) NWFP; f} X n umSc>Ao - Motoiway Nowsnera -Pasnawar Motoway (Pmposed) MotDrway Interchanges Torkhamere A ~ .a3ai >>-;a c,-*Jtg!r 7g% Resurfadng and Strengthening _- GuJranwala -Khanan Punjab / ~~~~~Chun n / aaabd/t< Balochistan POW D,, ten1O2505 0 00 1J l5Ot. / r A/ i / EIA of PHRP Awaran Resurfacing Projects (Phase I) rTu-bat . > \Exhibit 1.6 O Gwadaf; \ R itd ld Sections Proposed ,,.- ¢ra tA-;>a A-abian Sea- Srcaex ; ; - 1SO,000,0P- 0 0 ,,* 1.4 Field Surveys and Public Consultation The surveys and consultations conducted in the process of preparing this EIA are summarized below: Reconnaissancesurvey ofproject corridor: A preliminary survey was conducted in order to familiarize the EIA team with the physical and socioeconomic environment of the Phase I RSP sections and the areas in their vicinity. Fieldsurveys: Surveys were carried out in order to investigate physical, biological, and socioeconomic resources falling within the right of way (RoW) and corridor of impact. Primary data collection included the following: o Ambient air quality at selected locations along the road sections *. Traffic-generated noise levels at selected locations along the road sections * Baseline water quality based on samples collected from various surface and groundwater sources in the project area * Socioeconomic profiles and resettlement issues among project-affected persons in the RoW. Public consultation: In addition to the field surveys, formal consultation sessions were held to assess stakeholders' views on the existing condition of the project corridor, volume of traffic, concems stemming from the impact of RSP works, as well as safety-related issues. 1.5 Environmental and Resettlement Issues The proposed activities include earthworks, drainage provision, limited intersection remodeling, and safety-oriented small works. Four construction camps will be established and land will be leased on a temporary basis for setting up campsites and for acquiring earth fill. There is to be no permanent land acquisition or resettlement under Phase I RSP works, and construction activities will be confined within the existing RoW of the NHA. In the long term, the impact of vehicular emissions on the air quality in areas adjacent to the project corridor as well as the noise from increased traffic will be of concem. A description of transport and design altematives to the proposed highway upgrade is given in Section 4 of the EIA prepared for RMP works under Phase I. 1.6 Regulatory Requirements The Pakistan Environmental Protection Act, 1997 makes it mandatory for the project proponents to carry out an environmental impact assessment (EIA) of development projects and incorporate environmental and social mitigation actions as part of the project planning. The status of the project's regulatory clearances is outlined in Section 2.1.1. The National Environmental Quality Standards (NEQS) define the limits for pollutants in industrial and municipal effluents, and in gaseous emissions from industries and vehicles. Extending the NEQS to air quality is presently under consideration. Policies and legislation covering the acquisition of land and resettlement, therefore, do not have a bearing on resurfacing and strengthening projects. 05130/03 Introduction I-9 EIA of PHRP Resurfacing and Strengthening Projects 1.7 Report Structure This document is structured as follows: Section 2 describes the legislative and policy framework goveming the project; Section 3 provides an overall description of RSP works planned under Phase I of the project; Section 4 provides a general environmental and social baseline survey of the Phase I RSP sections; Section 5 summarizes the main concerns raised by stakeholders during various public consultations; Section 6 assesses the overall environmental impact of the project and recommends appropriate mitigation measures; and Section 7 provides a selected bibliography. Appendix A contains data relating to specific aspects of the project design; Appendix B provides environmental, social, and demographic data for the project corridor; Appendix C contains detailed records of public consultation, Appendix D describes the amendments to the draft project design and tender/contract documents; and Appendix E provides detailed data on noise level measurements sampled along the corridor. 05(30/03 Introduction l-lo EIA of PHRP Resurfacing and Strengtlhening Projects 2. Policy, Legal, and Administrative Framework This section provides an overview of the policy framework and national legislation that applies to the proposed project. The project is expected to comply with all national legislation relating to environment in Pakistan, and to obtain all the regulatory clearances required. 2.1 National Policy and Administrative Framework The Pakistan National Conservation Strategy (NCS) that was approved by the federal cabinet in March 1992 is the principal policy document on environmental issues in the country (EUAD/IUCN, 1992). The NCS outlines the country's primary approach towards encouraging sustainable development, conserving natural resources, and improving efficiency in the use and management of resources. The NCS has 68 specific programs in 14 core areas in which policy intervention is considered crucial for the preservation of Pakistan's natural and physical environment. The core areas that are relevant in the context of the proposed project are pollution prevention and abatement, restoration of rangelands, increasing energy efficiency, conserving biodiversity, supporting forestry and plantations, and the preservation of cultural heritage. Two organizations, the Pakistan Environmental Protection Council (PEPC) and the Pakistan Environmental Protection Agency (Pak-EPA), are primarily responsible for administering the provisions of the Pakistan Environmental Protection Act, 1997. The PEPC oversees the functioning of the Pak-EPA. Its members include representatives of the government, industry, non-governmental organizations, and the private sector. The Pak-EPA is required to ensure compliance with the NEQS and establish monitoring and evaluation systems. As the primary implementing agency in the hierarchy, it is responsible for identifying the need for, as well as initiating legislation whenever necessary. The Pak-EPA is also authorized to delegate powers to its provincial counterparts, the provincial EPAs (environmental protection agencies). One of the functions delegated by the Pak-EPA to provincial EPAs is the review and approval of environmental assessment reports of projects undertaken in their respective jurisdictions. 2.1.1 The Pakistan Environmental Protection Act, 1997 The Pakistan Environmental Protection Act, 1997 (1997 Act) empowers the Pak-EPA to: o Delegate powers, including those of environmental assessment, to the provincial EPAs * Identify categories of projects to which the IEE/EIA provision will apply * Develop guidelines for conducting initial environmental examinations (TEE) and EIAs and procedures for the submission, review and approval of the same * Develop environmental emission standards for parameters such as air, water and noise *. Enforce the provisions of the Act through environmental protection orders and environmental tribunals headed by magistrates with wide-ranging powers, including the right to fine violators of the Act. Under the provisions of the 1997 Act, the Pak-EPA has empowered four provincial EPAs to manage the environmental concerns of their respective provinces. The provincial EPAs can frame environmental regulations tailored to the requirements of their province, provided these regulations meet or exceed the minimum standards set by the Pakistan EPA. They are also 05/30/03 Policy, Legal, and Administrative Framework 2-1 EIA of PHRP Resurfacing and StrenigtheningProjects required to review and approve EIAs of all development projects undertaken in their respective provinces, including those projects implemented by federal agencies. Regulations for Environmental Assessment Under Section 12 (and subsequent amendment) of the 1997 Act, a project falling under any category specified in Schedule I (SRO 339 (I0/2000), requires the proponent to file an EEE with the concerned federal agency (Pak-EPA). Projects falling under any category specified in Schedule II require the proponent to file an EIA with the federal agency. Within ten working days of the EEE or EIA having been deposited, the federal agency will confirm that the document submitted is complete for the purpose of review. During this time, should the federal agency require the proponent to submit any additional information, it will return the TEE or EIA to the proponent for revision, clearly listing those aspects that need further discussion. Subsequently, the federal agency shall make every effort to complete an IEE review within 45 days and an ETA review within 90 days of filing. Pak-EPA regulations (SRO 339 (1)/2000) state that an IEE is required for federal or provincial highway projects (except in the case of maintenance, rebuilding or reconstruction of existing metalled roads) with a total cost of less than Rs 50 million. An EIA, on the other hand, is required for federal or provincial highway or major road projects (except in the case of maintenance, rebuilding or reconstruction of existing roads) with a total cost of Rs 50 million or more. ETAs are also required in cases where projects are to be implemented in environmentally sensitive areas, or are likely to cause adverse environmental effects. Recognizing that the Pak-EPA has delegated powers to the provincial EPAs to enforce the provisions of the 1997 Act, an EIA must be submitted to the following agencies for the sections of the highway falling in their respective domains: *. The Sindh Environmental Protection Agency *. The Punjab Environmental Protection Agency *. The NWFP Environmental Protection Agency * The Pakistan Environmental Protection Agency (for federal capital territory). At the time of application, the project proponent is also required to pay a specified fee to the concerned EPA. Regulatory Clearances In accordance with national regulatory requirements, an EIA satisfying the requirements of the 1997 Act, was submitted on April 22, 2003 to the federal environmental protection agency (EPA) and provincial EPAs under whose jurisdiction the proposed RMP sections fall, ie, the Punjab EPA and NWFP EPA. Project clearance from the federal and provincial EPAs is expected between July and August 2003. The EPA approval process is explained in detail in the EMP prepared for Phase I RSP works. Guidelines for Environmental Assessment The Pak-EPA has published a set of environmental guidelines for conducting environmental assessments and the environmental management of different types of development projects. The guidelines that are relevant to the proposed project are listed below, followed by comments on their relevance to the proposed project: 05/30/03 Policy, Legal, and Administrative Framework 2-2 EIA of PHRP Resurfacing and StrengtheningProjects * Guidelinesfor the Preparationand Review of Environmental Reports, Pakistan Environmental Protection Agency, 1997 The guidelines on the preparation and review of environmental reports target the project proponents, and specify: D The nature of the information to be included in environmental reports D The minimum qualifications of the EIA conductors appointed > The need to incorporate suitable mitigation measures at every stage of project implementation > The need to specify monitoring procedures. The terms of reference for the reports are to be prepared by the project proponents themselves. The report must contain baseline data on the project area, detailed assessment thereof, and mitigation measures. * Guidelinesfor Public Consultation, Pakistan Environmental Protection Agency, May, 1997 These guidelines deal with possible approaches to public consultation and techniques for designing an effective program of consultation that reaches out to all major stakeholders and ensures that their concerns are incorporated in any impact assessment study. * Sectoral Guidelines: PakistanEnvironmental Assessment Procedures, Pakistan EnvironrnentalProtection Agency, October 1997 The guidelines for 'major roads' are structured to assist in identifying key environmental issues related to road development projects, as well as the various mitigation measures and alternatives that should be considered and applied accordingly. These guidelines are aimed at intermediate-level projects where the impact is likely to be more significant, as opposed to minor works such as the maintenance, repair, and improvement of existing roads. 2.1.2 National Environmental Quality Standards (NEQS), 2000 The National Environmental Quality Standards (NEQS), 2000 specify the following standards: * Maximum allowable concentration of pollutants (32 parameters) in municipal and liquid industrial effluents discharged to inland waters, sewage treatment facilities, and the sea (three separate sets of numbers) * Maximum allowable concentration of pollutants (16 parameters) in gaseous emissions from industrial sources * Maximum allowable concentration of pollutants (two parameters) in gaseous emissions from vehicle exhaust and noise emission from vehicles. * Maximum allowable noise levels from vehicles. These standards apply to the gaseous emissions and liquid effluents discharged by batching plants, campsites and construction machinery. The standards for vehicles will apply during the construction as well as operation phase of the project. Standards for air quality have not been prescribed as yet. 05/30/03 Policy, Legal, and Administrative Framework 2-3 EIA of PHRPResurfacing and Strengthening Projecis 2.1.3 Land Acquisition and Resettlement At this point, the only legislation relating to land acquisition and compensation is the Land Acquisition Act (LAA) of 1894. Given that work under RSP Phase I only requires the acquisition of land on a temporary basis for campsites and earth fill, legislation and guidelines relating to land acquisition and resettlement are not relevant to this document. 2.2 Interaction With Other Agencies The NHA is responsible for ensuring that the project complies with the laws and regulations controlling the environmental concerns of highway construction and operation, and that all pre- construction requisites, such as permits and clearances are met. This section describes the nature of the relationship between the NHA and concerned line departments. 2.2.1 Federal and Provincial EPAs The NHA will be responsible for providing the complete environmental documentation required by the Pak-EPA and provincial EPAs and remain committed to the approved project design. No deviation is permitted duTing project implementation without the prior and explicit permission of the concerned EPA. 2.2.2 Provincial Departments of Forests and Wildlife Phase I of the RSP project is expected to involve no clearing or relocation of vegetation or trees within the right of way. If however, there is some disruption to vegetation or trees the project contractor will be responsible for acquiring a 'No-Objection Certificate' (NOC) from the concerned federal or provincial forest department. The application for an NOC will need to be endorsed by the NHA. 2.2.3 Provincial Governments The NHA and its contractors must ensure that the project meets the criteria of district governments as related to the establishment of construction camps and plants, and the safe disposal of wastewater, solid waste, and toxic materials. The NHA will coordinate and monitor environment-related issues. 2.3 Other Environment-Related Statutes This section outlines statutes apart from the Pakistan Environmental Protection Act, 1997, which are relevant to the project. Provincial Local Government Ordinances, 2001 These ordinances, issued following the devolution process, establish regulations for land use, the conservation of natural vegetation, air, water, and land pollution, the disposal of solid waste and wastewater effluents, as well as matters related to public health and safety. Regulation of Mines and Oil Fields and Mineral Development Act, 1948 This legislation provides regulatory procedures for the quarrying and mining of construction material on state-owned as well as private land. 05/30/03 Policy, Legal, and Administrative Framework 2-4 EIA of PHRP Resurfacing and Strengthening Projects Motor Vehicles Ordinance, 1965, and Rules, 1969 The Motor Vehicles Ordinance, 1965, was extended in 1978, to the whole of Pakistan. The ordinance deals with the powers of motor vehicle licensing authorities and empowers the Road Transport Corporation to regulate traffic rules, vehicle speed and weight limits, and vehicle use; to erect traffic signs; and to identify the specific duties of drivers in the case of accidents. It also describes the powers of police officers to check and penalize traffic offenders at the provincial level. At the same time, the ordinance also empowers the Regional Transport Authority to operate as a quasi-judicial body at the district level to monitor road transport, licensing requirements, and compensations for death or injury to passengers on public carriers. The NHA is required to coordinate with the Road Transport Corporation at the design stage, and with the Road Transport Authority in the operation phase of the project to ensure that the requirements of these agencies relating to the safety and management of traffic on the highways are met. Factories Act, 1934 The clauses relevant to the project are those that concern the health, safety and welfare of workers, disposal of solid waste and effluent, and damage to private and public property. The Factories Act also provides regulations for handling and disposing of toxic and hazardous materials. Given that construction activity is classified as 'industry', these regulations will be applicable to the project contractors. Highways Safety Ordinance, 2000 This ordinance includes provisions for the licensing and registration of vehicles and construction equipment; maintenance of road vehicles; traffic control, offences, penalties and procedures; and the establishment of a police force for motorways and national highways charged with regulating and controlling traffic on the national highways, and keeping the highways clear of encroachments. Pakistan Penal Code, 1860 The Pakistan Penal Code deals with offences where public or private property and/or human lives are affected due to the intentional or accidental misconduct of an individual or body of people. In the context of environment, the Penal Code empowers the local authorities to control noise, noxious emissions and disposal of effluents. The NEQS enforced by the EPAs supersede the application of this legislation on industries and municipalities. The Penal Code, however, can provide a basis for the NHA to coordinate its activities with the local authorities to ensure that its construction activities do not become a cause of public nuisance or inconvenience. Explosives Act, 1884 Under the Explosives Act, the project contractors are bound by regulations on handling, transportation and using explosives during quarrying, blasting, and other purposes. 05/30O03 Policy, Legal, and Administrative Framework 2-5 EIA of PHRP Resurfacing and Strengthening Projects 3. Project Description This section provides an overview of the existing state of the project coridor; the improvement works recommended for the highway sections proposed for resurfacing and strengthening and the corresponding construction requirements of the PHRP. Of the six highway sections planned for upgrade under Phase I of the project, two sections have been included under resurfacing and strengthening projects as covered by this document, ie, Gujranwala-Kharian and Nowshera-Peshawar (see Exhibit 1.5). This classification is based on the evaluation of the existing condition of the road surface in the Highway Design and Maintenance Study carried out jointly by the World Bank and the NHA in 1998, and updated in 2000/2001. 3.1 Current State of RSP Sections and Approach to Upgrading 3.1.1 Delineation of Right of Way The project corridor has a well-defined RoW that ranges from 35 to 110 m in width. The RoW varies from section to section and in some cases, even within a section. All construction work will remain confined within the RoW. A summary of the RoW configuration is given in Exhibit A.1 in Appendix A, indicating the chainage-wise limits of RoWs for both the right and left sides while facing north. In cases where variations exist within a section, the RoW is indicated with minimum and maximum limits. 3.1.2 Present State of RSP Sections and Proposed Improvements Embankments Most of the existing carriageways on the selected highway sections are already designed according to specifications, and are constructed on relatively high embankments. Generally, the elevation of the northbound and southbound carriageways is the same. Pavement and Shoulders Currently, each driveway in these sections consists of two lanes, with a total width of about 7.3 m; inner shoulders that are I to 2 m wide; and outer shoulders that are about 3 m wide. At places, the paved sections are worn out and have developed cracks, potholes, and corrugations (illustrated in Exhibits 3.1 and 3.2). The road shoulders are generally earthen except in certain areas where they have been double-surface treated. Improvement works will include resurfacing and strengthening the paved sections with asphalt layers of an appropriate thickness. Shoulders will be compacted, raised to the level of the driveways, and double-surface treatment applied. 05/30/03 Project Description 3-1 EIA uf PHRP Resurfitcing anadStrengthening Projects Exhibit 3.1: Worn-Out Road Pavement and Shoulder ~~~~r"' *~ '-. Exhibit 3.2: Scouring of Median h :*tt $ . ' : ' 1~~;0&. | E i ' : to1z ~~~~~~~~~* ,-* 7, i - r. - . :-: . 11~~~*.s * - A~~~~~ 05/30/03 Project Description 3-2 EIA of PHRP Resurfacing and Strengthening Projects Drainage Aspects The selected highway sections cross a number of water channels including rivers, natural streams (nalas), and irrigation canals (for a complete list, of water channels crossing sections proposed for resurfacing and strengthening, see Exhibit A.2 in Appendix A). There are 115 cross-drainage structures on the Gujranwala-Kharian section and 80 on the Nowshera-Peshawar section (see Exhibit 3.3). The current state of most cross drainage structures is generally good. Accordingly, RSP works include site-specific designs for minor repairs to those cross-drainage structures that have become prone to choking. Exhibit 3.3: Repair of Cross-Drainage Structures Chainage (kin) Cross-Drainage Proposed Repair Works Section Structures From To Bridges Culverts Bridges Culverts Gujranwala-Kharian 1320 1350 7 11 BC 7 bridges to Minor repair of 32 Contract 12A 12 SC be repaired culverts; 1 to be replaced ACW NB 7 PC 3 types of culverts not determined Gujranwala-Kharian 1383 1410 10 2 BC 10 bridges to Minor repair of 4 culverts Contract 12C 2 SC be repaired ACW NB Gujranwala-Kharian 1335- 1385- 19 12 SC 19 bridges to Minor repair of 16 Contract 12D 1359 1410 3 MC be repaired culverts; 5 to be replaced ECW SB 1 PC Nowshera- 1555+000 1589+000 40 15 BC 40 bridges to Minor repair of 34 Peshawar be repaired culverts; 4 to be replaced; ECW/ACW SB/NB 6 MA 2 additional proposed Contract 14 6 MBC 6 SC 5 PC PC = Pipe culvert MC = Masonry culvert SC = Slab culvert MBC = Memory box culvert BC = Box culvert Intersections and Bypasses Generally, only minor construction is expected on the existing highway intersections by applying additional asphalt layers (see Exhibit A.3 in Appendix A for a list of intersecting roads and tracks on the Phase I RSP sections. Bypasses for these sections have already been constructed to circumvent nearby towns (see Exhibit 3.4 for a complete list of bypasses on the selected sections). 05/30/03 Project Description 3-3 EIA of PHRP Resurfacing and Strength ening Projects Exhibit 3.4: Bypasses Within Sections Proposed for RSP Name of Chainage (km) Status Bypass Construction From To Land Acquisition Stage Gujranwala-Kharan Gujranwala 1320+000 1335+600 Acquired Complete (Approx.) Wazirabad 1358+600 (Approx.) 1367+600 Acquired Complete Gujrat 1369+400 1384+600 Acquired Complete Nowshera-Peshawar - - Public Amenities Although public amenities exist at many places along the selected RSP sections, they are inadequate in meeting the current requirements of both pedestrian and vehicular traffic. Additional bus bays, bus stops, service lanes, overhead bridges, zebra crossing, and U-tums will be required. However, given the scope of work involved in RSP contracts as well as the need to avoid involuntary resettlement as far as possible, only the provision of zebra crossings, U-tums, and overhead pedestrian/livestock crossings has been incorporated into the project design (see Exhibit 3.5). Exhibit 3.5: Proposed Public Amenities No. of U- No. of U- No. of No. of No. of Section Tums to be Turns Zebra Overhead Cautionary Closed Modified Crossings Crossings Signboards Gujranwala-Kharian 56 22 19 22 254 Nowshera-Peshawar 11 10 1 2 102 Information and cautionary signs also exist along certain sections but additional signage is required in areas near schools, hospitals, etc. Additional signage, where needed, will be included in the RSP upgrade option. 3.2 Scope of Improvement Works The two sections to be upgraded under Phase I RSP are divided among four civil works contracts, each assigned a particular number, ie, Gujranwala-Kharian (contract nos. 12A, 12C and 12D), and Nowshera-Peshawar (contract no. 14). The contract lengths vary between 27 and 72 km, and contract costs range between USD 3.3 and 11.8 million. Each of these contracts is pre-designed and ad-measured. The selected RSP sections essentially need only an asphalt overlay in order to extend their service life. Sections that are cracked, deteriorated, or distressed, will be patched with asphalt concrete before laying an asphalt overlay. The shoulders will be adjusted using an aggregate base layer 05/30/03 Project Description 3-4 EIA of PHRP Resurfacing and StrengthieningProjects and surface treatment to match the lines and levels of the carriageway. No new service lanes and sidewalks will be constructed along RSP sections in ribbon development areas. To maintain cost effectiveness, the improvement works for RSP sections will be limited to overlaying and patching. Based on the site-specific conditions of the pavement, the following two upgrade options will be adopted for resurfacing and strengthening: 1. Asphalt overlay and patching of existing pavement. 2. Asphalt overlay and hot recycling of existing top layer with asphalt-concrete (6 cm). 3.3 Highway Design A set of outline design requirements as per the terms of reference is given in Appendix D. Since the projects will be carried out on a turnkey basis, the detailed design and incorporation of mitigation measures identified in the EMP for Phase I RSP works will be the responsibility of the ICB or NCB contractor. 3.4 Construction Schedule The overall project implementation period will be 52 months. The procurement of all Phase I contracts will be initiated in the fiscal year 2002-2003, with contract awards expected in early 2003-2004. The estimated implementation period for resurfacing works is about 32 months. This involves two phases staggered by 12 months. Following the contract award, each phase will span a preliminaries and setting-out period of two months, a construction period of 15-20 months, and a post-construction defect liability period of 12 months. 3.5 Construction Camps Campsites will be selected keeping in view the availability of an adequate area for establishing campsites, including parking areas for machinery, stores and workshops, access to communication and local markets, and an appropriate distance from sensitive areas in the vicinity; final locations will be selected by the contractor. For a list of probable campsites, see Exhibit 3.6. Exhibit 3.6: Probable Locations of Construction Camps Section Length Contract Road Probable Location (km) Package Category Gujranwala-Kharian (ACW/NB) 30.000 12A RSP GujratVGujranwala 27.000 12C RSP GujratVLala Musa (ECW/SB) 49.000 12D RSP GujratVWazirabad Nowshera-Peshawar 68.000 14 RSP Pabbi (ECW/ACW SB/NB) 05/30103 Project Description 3-5 EIA of PHRP Resurfacing and Strengthening Projects Exhibit 3.7 gives the typical workforce requirement for each contract to be executed under the project. The contracts cover from 30 to 68 km of road section. An estimated workforce of about 90 will be required for each RSP contract, of which skilled labor will be 20 and unskilled 30. Exhibit 3.7: Workforce Requirements for Typical RSP Contracts No. Contractor's Staff Workforce 1. Project manager 1 2. Site engineer 1 3. Design/planning engineer - 4. Assistant engineer 1 5. Material engineer 1 6. Laboratory technician 3 7. Surveyor 2 8. Quantity surveyor 1 9. Manager administration 1 10. Foreman 2 11. Mechanic 2 12. Clerk 1 13. Operators/driver 15 14. Mason 4 15. Carpenter 2 16. Skilled labor 20 17. Machine helper 5 18 Unskilled labor 30 Total 90 Each RSP contract will require about 55 types of machinery and plants. Exhibit 3.8 gives the number of different types of machinery likely to be deployed. A total of four construction camps will be established; the area requirement for the construction camps will depend upon the workforce deployed and the type and quantity of machinery mobilized. In view of the area required, it will not be possible to locate the camps within the RoW and the contractors will have to acquire land on lease from private landowners. 05/30/03 Project Description 3-6 EIA of PHRP Resurfacingand Strengthening Projects Exhibit 3.8: Estimated Machinery Requirements for Typical RSP Contracts No. Type of Machinery No. 1. Dump truck 20 2. Grader 3 3. Dozer 0 4. Vibratory roller 2 5. Sheep-foot roller 1 6. Tandem roller 2 7. Pneumatic tyre roller 2 8. Paver 2 9. Asphalt plant 1 10. Bitumen distrbutor 1 11. Tar boiler 2 12. Air compressor 3 13. Tractor 2 14. Tractor trolley 2 15. Loader 2 16. Generator 2 17. Power broom 1 18. Low-bed trailer 1 19. Concrete mixer 2 20. Mobile concrete pump 0 21. Excavator 2 22. Welding machine 1 23. Pump 2 Total 55 3.6 Construction Material The materials used for the construction of highways include coarse aggregates, fine aggregates (sand), earth, water, asphalt and cement. Almost all these raw materials are locally available in the country. Asphalt is available near Rawalpindi in the north for the Gujranwala-Kharian and Nowshera-Peshawar sections. Cement factories located in Rawalpindi, Attock and Nowshera will satisfy the cement requirements of the resurfacing and strengthening projects. A list of sources of aggregate and sand for construction is included in Exhibit 3.9. 05/30/03 Project Description 3-7 EIA of PHRP Resurfacing and Strengtheening Projects Exhibit 3.9: Sources of Aggregate and Sand for Construction Quarry Area Location with Reference to Project Corridor A. Coarse Aggregate Nooriabad Along M9 (93-94 km) Petaro 25 km from Jamshoro on N55 Laki 25 km from Sehwan Sharif on N55 Kot Diji Near Khairpur Mir/Uban Shah along N5 Shadi Shaheed Near Sukkur/Rohri on N5 Sui Near Kashmore 100 km from N5 Sargodha 180 km from N5 Sakhi Sarwar 125 km from N5 along N70 Langarpur' Near Kharian 3 km from N5 Margala Hills Near Taxila along N5 Khairabad Near Khairabad 5 km from N5 River boulders Near Haripur Hazara 50 km from N5 B. Fine Aggregate/Sand for Cement Concrete Works Bholar Near Kotri on N5 Sui Near Kashmore 100 km from N5 Sakhi Sarwar Near DG Khan 125 km from N5 along N70 Lawrencepur Near Lawrencepur 5 km from N5 Qibla Bandi About 10 km on Tarbela Dam on main link road from N5 Haripur Haripur Hazara 50 km from N5 a Not suitable for asphalt concrete works Solid Materials Earth fill material of the desired specifications is locally available near all the highway sections covered in the project. There are very limited 'borrow areas' earmarked by the NHA or the local authorities for earth material. In most cases, the contractors will lease private land in the vicinity on short-term basis for the purposes of acquiring earth material. The existing layer of topsoil will be scraped and stockpiled to be used later to restore the borrow area for agricultural use. The tentative quantities of solid material for RSP contracts are given in Exhibit 3.10. 05/30/03 Project Description 3-8 EIA of PHRP Resurfacing and StrengtheningProjects Exhibit 3.10: Estimated Construction Material Requirements Earth BtmnSteel EF,l// Bitumen Reinforcement Contract Sub Sub-BaseAggregate Cement Section No. Grade (mi) (m3 ) 60-70 80-100 (Tonnes) Grade Grade (m3) (Tonnes) (Tonnes) (Tonnes) (Tonnes) Gujranwala-Kharian 12A 18,000 1,680 47,235 628 274 30 6 - ACWINB Gujranwala-Kharian 12C 15,000 1,365 31,540 445 203 36 6 - ACW/NB Gujranwala-Khaian 12D 20,000 3,896 45,310 607 305 144 26 - Nowshera-Peshawar 14 17,000 1,523 114,659 1,351 632 892 250 40 ECW/ACW SB/NB Water Requirements Given that the Indus Basin groundwater regime extends across almost the entire project area, access to water for construction and campsite purposes is not expected to be a problem. The chemical content of the available water, however, may limit the use of local surface and groundwater, particularly for mixing cement concrete. River and canal water that contains suspended silt can be used when sprinkling and compacting embankments. The contractors will obtain permission from the provincial irrigation departments for acquiring canal water. Exhibit 3.11 indicates the approximate quantities of water required for RSP works. Exhibit 3.11: Estimated Water Requirements for Construction Section Contract No. Sub-Grade Sub-Base Aggregate Base Totalliters) (Million Gujranwala-Kharian ACW/NB 12A 1.08 0.05 0.47 1.6 Gujranwala-Kharian ACW/NB 12C 0.90 0.04 0.32 1.26 Gujranwala-Kharian ECW/SB 12D 1.2 0.12 0.45 1.77 Nowshera-Peshawar ECW/ACW 14 1.02 0.05 1.15 2.22 SB/NB 05/30/03 Project Description 3-9 EIA of PHRPResurfacing and StrengtheningProjects 4. Environmental and Social Baseline This section provides an overview of the localized physical, biological, and socioeconomic environment of the two highway sections proposed for resurfacing under Phase I of the project, ie, Gujranwala-Kharian and Nowshera-Peshawar. The baseline area surveyed extends up to 200 m on both sides of the selected sections in terms of physical environment and up to 10 km for terms of biological environment. The principal environmental features of these sections are illustrated in Exhibits 4.1 to 4.2. 4.1 Corridor of Impact The area of project influence is referred to as the 'corridor of impact' (CoI), ie, the width of the corridor that will be impacted, directly or indirectly, by the project during the construction and operation phases. As discussed in Section 3, major construction activities will remain confined to the existing RoW. However, situations in which construction related activities will extend beyond the existing RoW include: * Establishing construction campsites and asphalt plants on temporarily acquired land * Borrowing soil material from temporarily acquired land * Quarrying aggregate material * Constructing haul tracks in order to transport construction material, etc. 4.1.1 Delineating the Col For the purposes of this study, the Col has been divided into two zones, Col I and Col 2. Co/ I The Col I was delineated as the width required for actual road construction. This included the carriageway, shoulder, embankment, longitudinal drainage, wayside amenities such as bus stops, passenger sheds, etc., and an additional corridor required to facilitate the movement of light construction machinery and ensure the safety of the general public. The Col I limits for Phase I RSP sections are summarized in Exhibit 4.3. Where the work is limited to resurfacing and strengthening of the carriageway (including the driveway and shoulders), the toe of the embankment will mark the CoI I limit. Where there is no embankment, the CoI I limit will be I m away from the road shoulder since construction activity will be limited to the carriageway. Finally, where the repair of cross-drainage structures is involved, the Col I will be demarcated 2.5 m away from the construction limit. 06/02/03 Environmental and Social Baseline 4-1 Legend EIA for PHRP Resurfacing Projects (Phase 1) Highway -Agricultural Land ' ____ Archeological Site v Road Reserve Forest ,_ , Police Station rExhibit 4.1 Chainage Slake - Nursery _ Culvert >-< Cottage and Main Industries Y,2,;/,Ž N5: Gujranwala-Kharian Railway Line - --- River - - Main City ^ Stream (nala) F >, Section Town Canal ______y_ Settlement Drain Scale Not to scale City Area Protection Boundary Source Engineering General Consultants Graveyard Contractor's Camp El 5L1 20 3 e Drawing W3E03PHR - <-~~~~~~~~~~~~ % t ~~~~ + -i; = ; ¢ | > v > z ~~~~~~~~~~Peshawar Kabul River Legend EIA of PHRP Resurfacing Projects (Phase I) Highway Graveyard _ Road Contractors Camp En Exhibit 4.2 Culvert Hill Railway Line Barren Land N5: Nowshera-Peshawar Main City River Section Town Canal Settlement - Scale Not to scale Mosque * Source Enqineerinc General Consultants Police Post r 1 2 4 6 8 k- Drawing W3EO4PHR Date May 2003 EIA of PHRP Resurfacing and Strengthening Projects Exhibit 4.3: Corridor of Impact (Col 1) Limits for Phase I RSP Sections Chainage Open Areasa Restricted Areasb Section Construction Cot iC (m) Construction Co/ 1 ¢(m) From To Limits c Limits c (m) Gujranwala- 1,320 1,410 Construction Construction limit Construction Construction Kharian limit will extend + 1 m or up to limit will extend limit + 1 m to the edge of toe of to the edge of the shoulder on embankment, the shoulder on either side of whichever is either side of the section greater the section Nowshera- 1,660 1,694 Construction Construction limit Construction Construction Peshawar + 000 + 000 limit will extend + 1 m or up to limit will extend limit + 1 m to the edge of toe of to the edge of the shoulder on embankment, the shoulder on either side of whichever is either side of the section greater the section a Col 1 for open areas will be the weighted-average of the construction limit for open areas + 2.5 m for RSP b Co, 1 for restricted areas will be the construction limit in restricted areas for RSP c From center of ECW Col 2 For the purpose of this project, a limit of 200 m from the edge of the carriageway has been adopted as the CoI 2. This is based on the following reasons: 1. The Antiquities Act prohibits construction activity within 200 m of an archaeological monument/site. If such a case is unavoidable, clearance must first be sought from the federal Department of Archaeology and Museums. 2. Measurement of noise levels in the field has indicated that traffic-generated noise dissipates significantly at a distance of 200 m from the carriageway. 3. Dispersion analysis of vehicular emissions indicates that the concentration of pollutants generally drops to an acceptable level at a distance of about 200 m. 4.2 Physical Environment This section discusses the following physical features of the corridor surrounding the Phase I RSP sections: * Geology * Physiography * Climate * Water resources * Soil. 4.2.1 Geology Geologically, the Nowshera-Peshawar section of the N5 route consists of high-grade, metamorphic Indian plate rocks with a post-Quaternary sedimentary cover. The section between 06/02/03 Environmental and Social Baseline 4-4 EIA of PHRP Resurfacing and Strengthenting Projects Gujranwala and Kharian consists of Permian to Eocene marine shelf sediments with outcrops of limestone and sandstone, and alluvial and aeolian deposits of Quaternary and Recent origin. See Exhibit B.1 in Appendix B for a map of the project area's geology. 4.2.2 Physiography The Nowshera-Peshawar section falls under the Potohar Plateau that extends from the Jhelum River in the south to Peshawar in the north. Approximately 10% of the project corridor lies on the plateau and is characterised by undulating topography The Gujranwala-Kharian section consists of stretches of level to nearly level alluvial plain and scalloped interfluves formed by the deposits of the Indus and its four main tributaries, the Jhelum, Chenab, Ravi, and Sutlej. 4.2.3 Climate Climatic Zones and Rainfall The selected RSP sections fall within two climatic zones, as outlined below (see Exhibit B.2 in Appendix B for a map of the climate zones that extend across the project corridor.) Cool, sub-hutmid. Nowshera-Peshawar and part of the Gujranwala-Kharian section fall in this region, which approximately receives 500-1,000 mm of rainfall in the summer. Warm, semni-arid. The remaining part of the Gujranwala-Kharian section falls in this zone where summer precipitation is, on average, 250-500 mm. The bulk of the rainfall in the project corridor is received during the monsoon season between July and September. October and November are by far the driest months, except for the sub- humid zone that also receives winter rains. The corridor between Kharian and Hyderabad in the Indus floodplain is prone to flooding in the monsoon season. The rainfall received by less arid sections of the project corridor helps cleanse the air of suspended dust, moistens the loose soil along the highway shoulders, prevents passing traffic from entrapping dust, and supports vegetation cover. See Exhibit 4.4 for mean annual rainfall data for the Phase I RSP sections, and Exhibit B.3 in Appendix B for a map of the rainfall pattern across the project corridor. Exhibit 4.4: Rainfall Data for Phase I RSP Sections Annual Average Wettest Month Driest Month Section Rainfall with Rainfall with Rainfall Meteorological (mm) (mm) (mm) Stat/on Gujranwala-Kharan 629 July (202) November (4) Lahore Nowshera-Peshawar 598 August (126) October (14) Risalpur 404 August (78) June (8) Peshawar Temperature In general, the project corridor is subject to pronounced variations in temperature, directly and indirectly influencing the environment of the highway (see Exhibit 4.5 for temperature data). Hot, dry conditions during May and June deteriorate air quality and adversely impact the road pavement. The frequent dust storms associated with such weather increase suspended particulate concentration in the air, leading to impaired driving vision. The soil bordering the highway also 06/02/03 Environmental and Social Baseline 4-5 EIA of PHRP Resurfacing and StrengtheningProjects becomes very dry and as moving traffic entraps air particulates, roadside populations may be vulnerable to increased exposure to suspended matter. Exhibit 4.5: Temperature Data for Phase I RSP Sections (1961-1990) Annual Mean Annual Mean Hottest Month Meteorological Secton (C) Minimum (C) wMaximumwith Mean Station Maxiumr) Miimumrc)Maximum rC) Gujranwala-Kharian 30.8 17.8 June (40.4) Lahore Nowshera-Peshawar 29.6 14.6 June (41.5) Risalpur 29.4 15.9 June (40.4) Peshawar Winds The wind systems that affect the project corridor generally arise from a northerly direction in winter and from the southwest in summer. Wind speeds as well as diumal and seasonal patterns vary considerably along the highway. The proportion of days that show calm conditions for the selected RSP sections range from 28% to 47%. Apart from the monsoon season, when rains are often accompanied by strong winds, the dispersal of pollutants along the sections in northern Sindh will be relatively low compared to other sections. (See Exhibit 4.6 for data on wind readings across the selected RSP sections). Exhibit 4.6: Wind Data for Phase I RSP Sections Predominant Percentage of Meteorological Section Wind Direction Calm Readings Station Gujranwala-Kharian NW (16), SE(9) 34 Lahore Nowshera-Peshawar W (14), E (14) 47 Risalpur N (13), S (13) 40 Peshawar 4.2.4 Water Resources Surface Water The Phase I RSP sections are drained by the Chenab flowing through the Gujranwala-Kharian section and the Kabul through Nowshera-Peshawar. Given the extensive recharge from the rivers and irrigation systems, the project corridor and its bordering areas are subject to water logging and salinity. This invariably causes road embankments to collapse and the highway pavement to deteriorate earlier than it might otherwise. Pockets of wetland resulting from water logging are frequently encountered along the project corridor. Although a large number of cross-drainage structures have been constructed across the project corridor, including the selected RSP sections, many do not have the capacity to withstand regular floods, resulting in the seasonal flooding of adjoining areas. Groundwater The Indus Basin, through which the project corridor passes, overlies a vast, unconfined aquifer containing roughly 142,000 km3 of water reserves, and a potential of 59 km3 of fresh groundwater (Ahmad and Afzal, 1997). The water quality is generally brackish because of the deposition of 06/02/03 Environmental and Social Baseline 4-6 EIA of PHRP Resurfacing and StrengtheningProjects sediments under marine conditions. However, seepage from the river and extensive canal systems has modified the groundwater regime tremendously. Presently, fairly wide belts of fresh groundwater exist along the rivers that traverse the selected RSP sections, and at shallower depths in irrigated areas developed by seepage from the canal system. The area's groundwater reserves are extensively exploited using both deep and shallow tube wells, for irrigation and drinking purposes. See Exhibit 4.7 for baseline data on water quality tested at sampling locations along the selected RSP sections. Exhibit 4.7: Water Quality Sample Results for Selected Phase I Sections Section Location Source of Water ;i C-0 0) Cd C) U i... 0 0 Ci Turnol- 1581+100 Natural stream 7.69 25.0 (fau) 7.8 15.4 22.0 9.0 500 6.8 13 Chablat (Wah Cantt.) 1557+200 Well 8.08 18.0 (fau) 8.0 2.5 5.0 3.0 600 2.2 40 Nowshera- 1679+050 Nasir Kalay 7.80 361.0 (fau) 7.9 6.0 8.0 240.0 200 0.7 9 Peshawar distributary 1660+400 Kabul River 7.68 236.0 (fau) 8.5 6.1 13.0 140.0 200 1.6 1657+300 Private tubewell 7.83 7.83 8.0 2 4.0 1.0 500 11.2 (shallow) ND: Not detectable in ppm SCARP: Salinity Control and Reclamation Project 4.2.5 Soils The Nowshera-Peshawar region contains alluvial deposits from the Kabul River that make the soil here very fertile. The Kharian-Rawalpindi area contains both aeolian and alluvial deposits that are coarse to fine textured (see Exhibit 4.8 for a summary of soil characteristics). Exhibit 4.8: Soil Characteristics and Land Use Section Soil Type Agriculture Gujranwala - Kharian Medium to Wheat, rice and maize. fine textured Orchards of guava at many places Nowshera - Peshawar Medium to fine Wheat, maize, tobacco and bajra. textured Orchards of plum, peaches, guava, etc. at many places 4.3 Ambient Quality of Environment 4.3.1 Ambient Air Quality There is very limited data available on air quality in Pakistan. However, a series of studies conducted for the Japan International Cooperation Agency (JICA) for major urban centers such as 06/02/03 Environmental and Social Baseline 4-7 EIA of PHRPResurfacing and Strengthening Projects Karachi, Lahore and Rawalpindi/Islamabad (HBP, 2000) was used to simulate the project corridor's ambient air conditions. Data from the most recent JICA study is summarized in Exhibit 4.9. The study includes a number of locations such as Pirwadhai (Rawalpindi) and Chowk Yateem Khana (Lahore) that are either close to the N5 or could be considered to represent conditions similar to those encountered on the project corridor. Exhibit 4.9: Ambient Air Quality Data (JICA Study) 3 CO ppm NO, ppb SO, ppb PM1, pg/m Location Date Average Max. Average Max. Average Max. Average Max. Hourly Hourly Hourly Hourly Yateem Khana April 5, 2000 2.3 7.0 195 356 47 88 1,048 1,362 Chowk, Lahore Azadi Chowk, April 6, 2000 2.7 9.4 140 401 36 72 745 1,349 Lahore Lohari Gate, April 7, 2000 2.3 4.2 70 96 40 211 888 1,324 Lahore Bank Square, April 8, 2000 3.9 6.8 238 423 58 95 860 1,400 Lahore Qurtaba Chowk, April 10, 2000 2.9 9.4 233 556 41 95 932 1,535 Lahore Raja Bazar, May 7, 2000 1.4 2.8 47 110 3 8 787 1,167 Rawalpindi Committee Chowk, May 8, 2000 2.4 6.7 124 237 25 47 827 1,214 Murree Road, Rawalpindi Pirwadhai Chowk, May 9, 2000 1.7 3.6 56 95 29 61 910 1,406 Rawalpindi Abpara Chowk, May 10, 2000 1.2 3.0 168 350 36 60 501 938 Islamabad 19 Chowk, Islamabad May 11,2000 1.9 3.6 118 227 21 47 539 854 Source: Hagler Bailly Pakistan. 2000. Investigation of Air and Water Quality (Lahore, Rawalpindi and Islamabad. Report prepared for Japan International Cooperation Agency (JICA). As air quality standards have not been introduced in Pakistan as yet, the measured values of particulate matter (PMIo) and carbon monoxide (CO) were compared with standards set by the World Health Organization (WHO), the United States Environmental Protection Agency (USEPA), and other intemational standards including the Japanese standard. Exhibit 4.10 summarizes these standards. For the purpose of this report, the following values (referred to as 'suggested limits' in this report) were used: *p CO: 35 ppm over an averaging time of one hour corresponding to both the USEPA and WHO standards * Nitrous oxides (NOx): 106 ppb over averaging time of one hour, corresponding to the WHO guidelines, which are less stringent than the USEPA limit of 53 ppb *- Sulfur oxides (SOx): 140 ppb over an averaging time of one hour, corresponding both to the WHO guidelines and USEPA standards. 06/02103 Environmental and Social Baseline 4-8 EIA of PHRP Resurfacing and Strengthening Projects * PM10: 150 jtg/m3 over an averaging time of one hour corresponding to the USEPA standard. Apart from PM1 O,standards and guidelines for averaging times of one hour were used since the measured values were for the same period. Data for the full period of a day or a year could not be collected within the constraints of this study Exhibit 4.10: International Air Quality Standards USEPA WHO Pollutant Standard Averaging Guideline Averaging Time Time CO 35 ppm 1 houra 35 ppm 1 hour NO, 53 ppb 1 year 106 ppb 1 hour SO, 140 ppb 1 hour" 134 ppb 1 hour 3 3 PM1o 150 pg/m 24 hoursa 70 pg/m 24 hours a Not to be exceeded more than once a year The conclusions of the JICA and other studies is summarized as follows: 1. Although CO exceeds the suggested limit of 35 ppm at busy urban locations, general CO levels remain within this limit. However, as traffic levels build up, the suggested limit will easily be surpassed in the future. 2. SOx and NOx levels tend to be lower in comparison to the suggested limits of 140 and 106 ppm, respectively. These limits are not likely to be exceeded in the immediate ten- year period, but will be of concern in the longer term. SOx levels will be more controlled once the limit for sulphur in diesel fuels (from the current standard of 1.0%) is lowered (presently under consideration by the government). 3. PM1 0 levels are of great concern and almost always surpass the suggested limit in urban locations. Overloaded trucks and buses, worn engines, and the poor quality of engine maintenance are the main reasons for high PM1 Olevels. This situation is expected to deteriorate further in the future. Methodology for Air Quality Study Air quality measurements were carried out at selected locations along the N5 to assess the current conditions of ambient environment in the project corridor. Four sites between Hyderabad and Ubauro, and two along the Turnol-Chablat section were sampled for CO and PM1 Oeffluent emissions (see Exhibit 4.11 for a map of the locations where air quality samples were measured). Although these sites are not on the selected RSP sections, they are indicative of worst-case ambient air quality, and are in close proximity to the former. An attempt to collect data for NOx and SOx levels was made as well, but discontinued as the instrumentation available at the time of the study lacked the appropriate sensitivity to measure these pollutants at parts per billion (ppb) levels. CO levels were measured using a continuous sampling unit calibrated prior to field use, and electrochemical sensors. Readings were taken every 15 minutes and reported as a one-hour 06/02/03 Environmental and Social Baseline 4-9 EIA of PHRPResurfacing and Strengthening Projects average. PM1 o levels were measured using a high volume sampler equipped with an appropriate filter. The high volume sampler was operated for a period of one hour. Air quality data was collected at various points along the project corridor, over a period of eight days during the second and third weeks of October 2002. All measurements were made downwind of the highway, at distances varying from 2 m to 29 m from the edge of the highway. Wind velocities ranged between 0.5 to 1.5 m/s. Locations where pollutant concentrations were likely to be high were selected to assess 'worst-case' situations, and measurements were made in areas with extensive ribbon development where traffic was heavier and slower. Results and Conclusions Exhibit 4.12 provides a summary of results for air quality data along selected Phase I sections. The key observations of the study are summarized below: 1. The traffic counts measured during the survey are comparable to the traffic estimates for the selected RSP sections presented in Exhibit 6.1. The data is largely representative from this point of view. 2. The composition of traffic was not recorded. Areas with ribbon development that were selected for sampling purposes could have relatively higher number of smaller vehicles such as cars and vans as compared to stretches outside the settled areas. CO levels associated with smaller, gasoline-fueled vehicles are expected to be higher at these locations. 3. Hourly CO levels averaged between I and 4 ppm for typical 10-hour measurement periods, and peaked in the range of 2-7 ppm. The measured values are well within the suggested limit of 35 ppm. Allowing a 100% margin for peak pollution levels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant concentrations, CO levels are expected to remain within the suggested limit of 35 ppm. 4. CO levels appear to be higher in areas with extensive ribbon development, irrespective of the traffic count. Taxila in the Tumol-Chablat section and Kazi Ahmad town on the Hyderabad-Hala section illustrate this point. 3 5. Hourly PM1 Olevels averaged between 74 and 206 1tg/m for typical 10-hour measurement periods, and peaked in the range of 89-242 jIg/m3. Levels above the suggested limit of 150 z.g/m3 were recorded at three out of six sampling locations. Allowing a 100% margin for peak pollution levels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant concentrations, PM1 olevels are expected 3 to remain within the suggested limit of 150 Ptg/M at almost all these locations. 06/02/03 Environmental and Social Baseline 4-10 (Ii ~~~~~~~Legend Intmallatonal Bounidary -/ -~ ~ ,,. ProvtndalBoundary G"ft N5 Highway .5 / ~~~~~~~~Hlghway(Other)* NWFPg ( I Sampirng Location 2~~~~~~~~~~~~~~~~~~~~~~NF zCf., Ur of Toridiam r f tj,.e " ,.;L C.~~/ Li 2 Punjab< , I aulaiFabad'/ < B~~alochistan /\ %j 1W5O25 0 50 I100 I OM EIA of PHRP Resurfacing Projects (Phase I) Exhibit 4.11 Sampling Locations for Air Quality Scale 1: 9,0D00000 Arian. Sea-;; . ,; D6tSource SOP Drawing W3EO5PHR C ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~DaleMay 200 EIA of PHRP Resurfacing and Strengthening Projects Exhibit 4.12: Ambient Air Quality Measurements for Selected Phase I Sections 3 Distance Average CO ppm PM1o ,g/rm Segment Location Chainage from Hourly (kmi) Highway Traffic Average Max. Averag Max. Edge (m) Count Hourly e Hourly Hyderabad-Hala Village Sekhat 188-189 2 512 2.0 4.0 141.4 212.0 Hala- Kazi Ahmad Nawabshah Town 274-275 2 431 4.4 7.0 206.3 242.0 Nawabshah- Shahpur Moro Jehanian 305-306 6 468 0.7 2.0 113.7 130.0 Moro-Rani'pur Village Muhammad Pur 527-528 6 540 1.0 3.0 115.1 164.0 Turnol-Chablat Village Taxila 1574-1575 8 1661 4.1 7.0 130.2 156.0 Turnol-Chablat Wah Cantt. 1580-1581 29 1397 1.2 2.0 204.1 242.0 4.3.2 Noise Levels Given the absence of reliable noise data, a limited survey was undertaken at locations along the selected RSP sections (see Appendix E for detailed baseline data on noise levels. The locations included residences, schools and hospitals in the rural areas, situated at a distance between 50 m and 100 m from the edge of the highway. The measurements were peak readings taken at 30- minute intervals. Daytime noise levels ranged from 62.8 to 63.8 dBA, while nighttime levels ranged from 62.6 to 63.4 dBA. Roadside noise level measurements were recorded at two points simultaneously, one at a distance of about 6 m (corresponding to roughly 7.5 m from source vehicles) from the edge of the highway, and the other 50 to 100 m from the edge (receptor level). These were found to be well within the permissible limit of 85 dBA prescribed by the National Environmental Quality Standards for motor vehicles. The NEQS do not prescribe noise level limit for receptors. WHO noise guidelines suggest a limit of 55 dBA for outdoor areas (see Exhibit 4.13). As evident from the data in Appendix E, most roadside noise level measurements exceed the applicable limit for both day and night, the maximum daytime levels being 63.8 (50 m from the road) on the Gujranwala-Kharian section, and 66 dBA (6 m from the edge of the road) on the Nowshera-Peshawar section. Maximum nighttime levels readings were 63.4 dBA (50 meters from the road) and 65.6 dBA (6 m from the road) on the Nowshera-Peshawar section. Compared with the Chinese standard of 70 dBA and 55 dBA for day and night respectively (for Class IV Trunk Road and Railway), the daytime values fall within the suggested limit while nighttime values do not. 06/02to3 Environmental and Social Baseline 4-12 EIA of PHRP Resurfacing and Strengthening Projects Exhibit 4.13: WHO Guideline Values for Community Noise in Specific Environments Specific Environment LAeq LAmax, (dB) fast (dB) Outdoor living area 55 50 School class rooms and pre-schools (indoors) 35 School, playground (outdoors) 55 Hospital, ward rooms (indoors) 30 40 30 Hospital, treatment rooms (indoors) #1 Industrial, commercial, shopping and traffic areas (indoors 70 110 and outdoors) 4.3.3 Water Quality The quality of groundwater in the project corridor ranges from fresh near the major rivers to highly saline farther away. The general distribution of fresh and saline groundwater in the country influences the options for irrigation and drinking water supplies. The water quality of the Indus and its tributaries is suitable for irrigation purposes. The concentration of total dissolved solids (TDS) ranges from 60 to 375 mg/I, which is considered safe for irrigated agriculture. The water quality tends to deteriorate downstream but remains within permissible limits for agricultural use. The disposal of untreated municipal and industrial wastewater, as well as saline effluents from bordering agricultural areas has led to significant deterioration in the quality of ground water in the project area. With the exception of deep bore wells, E. coli were detected in practically all the samples drawn from shallow wells, canals and distributaries. The water from these sources is not fit for human consumption. 4.4 Biological Environment 4.4.1 Vegetation The Nowshera-Peshawar section is largely barren of vegetation, this being limited to bushes and some denuded scrub forest on the Cherat and Pabbi Hills. However, avenue plantation yields about 17,000 mature trees within the RoW. The Gujranwala-Kharian section is traversed by two reserve forests- Thatta Faqirullah and Sanmma Mohla located on the left and right banks of the Chenab River respectively, at a distance of 1 km from the highway. The section also has an avenue plantation of about 17,000 mature trees. See Exhibits B.4 and B.5 in Appendix B for a map of the area's natural vegetation and a list of common vegetation found along the project corridor, respectively. 4.4.2 Protected Areas and Wildlife Details on the location of protected areas along the selected RSP sections are given in Exhibit 4.14. Exhibit B.6 in Appendix B includes a general list of common wildlife found in 06/02/03 Environmental and Social Baseline 4-13 EIA of PHRP Resurfacing and Strengthening Projects protected areas along the project corridor. Although the Thatta Faqirullah game is located within 500 m of the highway, levels of disturbance along the project corridor have been high and the areas accessible to humans for a long time, and as a result wildlife abundance and diversity in this area is very low. Species still found here include jackal, fox, wild hare, wild boar, and partridge. Exhibit 4.14: Protected Areas in Proximity of Phase I RSP Sections Protected Area Classification Distance from N5 (km) Gujranwala-Kharian Thatta Faqirullah RF Game reserve Along N5 Nowshera-Peshawar Cherat Game reserve 16 RF: Reserve forest A fairly diverse range of bird species is found living along the RoW, including common species such as the parrot, dove, common myna, bulbul, tree pie, Indian roller, crow, and sparrow. Frequently seen birds of prey include the common pariah kite, black-shouldered kite, and white- backed vulture. Species of heron and egret are generally found near water bodies. Wintering waterfowl are mainly concentrated in the wetlands of lower Sindh. As levels of disturbance along the RoW are already high, the abundance and diversity of birds on the RoW is low. 4.5 Socioeconomic and Cultural Environment The project corridor passes through 20 districts as well as federal territory. The selected RSP sections pass through four districts altogether (see Exhibit B.7 in Appendix B for a district-wise distribution of the selected sections). 4.5.1 Demography and Settlements The project corridor passes through a region (Punjab, Sindh, and NWFP) that collectively sustains almost 92% of the country's population (see Exhibit B.8 in Appendix B for demographical data for the Phase I RSP sections). The selected RSP sections negotiate four major cities, five towns, and a large number of small villages. A section-wise distribution of the urban and rural settlements along these sections is provided in Exhibit 4.15. 4.5.2 Encroachments and Structures within the RoW Commercial/Residential Encroachments A total of 120 structures fall within the RoW of the selected RSP sections (see Exhibit 4.16). Given that most of the resurfacing work extends to the edge of the shoulder or up to the toe of the embankment, none of the structures listed will be disrupted. 06/02/03 Environmental and Social Baseline 4-14 EIA of PHRP Resurfacing and Strengthening Projects Exhibit 4.15: Urban Settlements Located Near Phase I RSP Sections Section Chainage (km) Major/Minor Cities Town Chainage of Offset from Gujranwala-Kharian 1320-1410 Gujranwala - 1328 5 - Ghakhar 1347 - - Wazirabad 1362 3 Gujrat - 1380 6 - Lala Musa 1397 - - Kharian 1412 - Nowshera- Peshawar 1657 to1695 Nowshera - 1657 - Pabbi 1678 - Peshawar _ 1700 - Exhibit 4.16: Commercial/Residential Structures Located Within RoW (Phase I RSP) Within RoW Section Chainage Town/Village r -- - T- Total I H I TS VM V Misc. Gujranwala-Kharian 1,323 (NB) Sheikhupura Chowk 2 3 3 8 1,337 (SB and NB) Nowshera Chowk - i 1 - - - _- 1 1,339 Rahwali - _ _ T 1 1,346 (SB and NB) Ghakkar -l2_ 2 2 1,347 (SB and NB) Ghakkar 3 2|- - | 66- | -* 11 1,396-1,397 (SB and Lala Musa 2 9 34 45 NB) __ L t 1,408 (SB and NB) JandaWala - 4 _ _ - 4 Total 7 22- - - 143i - 72 Nowshera-Peshawar 1,685-1,686 _- (SB/N B) 481 48 Total no. of structures located in RoW 120 1 48 nurseries Note: S: Shop K: Kiosk (khokha) H: House TS: Thatched shed VM: Mobile vendor within median V: Mobile vendor 06(02103 Environmental and Social Baseline 4-15 EIA of PHRP Resurfacing and Strengthening Projects Other Structures Within and Close to the RoW About seven mosques, four graveyards, and three shrines fall within the RoW of the Phase I RSP sections. A number of public utility structures including 48 wells/hand pumps, 79 electricity and telephone poles, and three police check posts are also located within the RoW. Exhibit 4.17 provides details of these structures. Exhibit 4.17: Public Structures Located Within RoW of Phase I RSP Sections Community-Owned Property Public Property Section Wells/ Hand Shrines Police Electncity/ Mosques Graveyards Pumps Posts Telephone Poles Gujranwala-Kharian 4 3 32 3 2 52 Nowshera-Peshawar 3 1 16 - 1 27 Total 7 4 48 3 3 79 Other sensitive areas that lie close to the carriageway of the Phase I RSP sections include five private and public schools/colleges and two dispensaries/hospitals. These are listed in Exhibit 4.18. Exhibit 4.18: Schools and Hospitals Located Near Phase I RSP Sections Approx. Offset from Edge of Carriageway (m) Chainage Educational Health Highway Section (km) Institutions Centers Along ECW/SB Along ACW/NB Gujranwala-Kharan 1339-40 PS 20 (construction activities on - both carriageways) 1345-46 HS/IC 10 1388-89 HS 20 1399-1400 HS 30 1405-1406 H 25 Nowshera-Peshawar (construction activities on both carriageways) 1669-1660 HS H 25 Note: PS: Primary school MS: Middle school HS: High school ES: Elementary school IC: Intermediate college H: Health centre 4.5.3 Cultural and Historical Heritage A list of places of cultural, historical and archaeological importance located along the selected RSP sections is given in Exhibit B.9 in Appendix B. No protected historical sites fall within 500 m of the selected highway sections. 06t02103 Environmental and Social Baseline 4-16 EIA of PHRP Resurfacingand Strengthening Projects 4.5.4 Occupational Pattern Pakistan's economy is primarily agricultural. Apart from the cities and towns located in the vicinity of the project corridor where economic diversity is relatively high, rural communities are essentially involved in agriculture or associated occupations. Detailed information on the socioeconomic environment of the districts through which the project corridor passes, and the communities established within the RoW is provided in the social assessment accompanying this study. Exhibit B.10 in Appendix B provides a map indicating land use patterns in and around the project corridor. 06/02/03 Environmental and Social Baseline 4-17 EIA of PHRP Resurfacing and StrengtheningProjects 5. Public Consultation and Disclosure This section describes the outcome of the public consultation sessions held with different stakeholder groups that may be impacted by the project under Phase I'. The consultation process was carried out in accordance with the World Bank Operational Policy (OP 4.01) on public consultation. The objectives of this process were to: 1. Share information with stakeholders on proposed improvement works and expected impact on the physical, biological, and socioeconomic environment of the project corridor. 2. Understand stakeholder concems regarding various aspects of the project, including the existing condition of the highways, upgrade requirements, and the likely impact of construction-related activities and operation of the improved highway. The public consultation forums used were: > Workshops held with general stakeholders D Scoping sessions held with local communities o Focus group discussions held with general highway users, including transport passengers, vehicle drivers, roadside shopkeepers, and passersby. Exhibit 5.1 identifies the locations at which public consultation sessions were held, as well as those locations at which this document was made available for public disclosure (see Section 5.5). Exhibit 5.2 provides a summary of the meetings held with respect to date, venue and stakeholder participation. These include an overview of the procedures used to identify stakeholders, disseminate project information, and record public concems. Appendix C provides detailed records of the public consultations held. 1 Since RSP works involve no resettlement, stakeholders' concerns in this area have not been listed in this section. 05/30/03 Public Consultation and Disclosure 5-1 N Legend C h ilia A neaoa Boundary- r < i G tA,H.\,\,. _ f < Provincial Boundary GL Aa. 1> , N5 Highway AOpro,n'c / Highway (Oher) NWFP Lim.oc4onfv I~~~r~~~-i~~~~~~~ Public Consultation gr \ -\_ ,--' > <_1 Public Discosure ls DI 1 BaloclstaP Consultati D W3-EIA ofPHRP 7 n I^ FbDz( +, -; > ~~~~~~~~~~~~~~~~~~~~~~~ResurfacingProJects (Phase I) Arab'/an fl'' ' SOP\ ______*_ Exhibit 5.1 _aw_b__ah_ 't_}'_!- 15 J 2'\ < J ~~~~~~~~~~PublicConsultation and ,>,,1~~~ Slndh,. \ ~~~~~Disclosure,^,,,e,,,kbnd {~~ ~~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~Dt Mayd2003 ; * | , u *^ - . f ~~~~~~~~~~~~~~~~~~~~~~~~~Scale 1 : 9,000,000 Arablan Sea * -sX X > > a- ~~~~~~~~~~~~~~~~~~~~~Source SOP j t ip ,i,,< , ,s ~~~~~~~~~~~~~~~~~~~~DrawirgW3EOffPHR EIA of PHRP Resurfacing and Strenzgthening Projects Exhibit 5.2: Record of Public Consultation Sessions Section Date Venue Participants General Stakeholder Workshops Engineering General September 25, 2001 Hyderabad (Sindh) 108 Consultants EGO November 13, 2001 Lahore (Punjab and NWFP) 118 (Pvt.) Ltd. Association of Road August 30, 2000 Hyderabad (Sindh) 57 Users of Pakistan September 7, 2000 Gujranwala (Punjab) 88 (ARUP) September 13, 2000 D I Khan (NWFP) 100 September 20, 2000 Khuzdar (Balochistan) 154 Scoping Sessions Karachi-Hyderabad March 13, 2002 Lonigoth Police Station (Dadu) 18 Hyderabad-Hala March 7, 2002 Khyber and Sekhat villages (Hyderabad) 122 Hala-Moro March 7, 2002 Sabu Rahu (Hyderabad) 69 Gujranwala-Kharian March 22, 2002 Rahwali Cantt., Amrat Pura, Kotli 124 Sahian, Geona Mandi, and Lala Musa Turnol-Chablat March 29-30, 2002 Margalla Hills near Taxila, Jinnah 51 Colony, and Ahmednagar (Rawalpindi) Nowshera-Peshawar March 29, 2002 Ismail Khan (Nowshera), Amangarh, 136 Aurangabad, Sarwarabad, Nasir Kalley, Nasarpur, and Chughalpura (Peshawar) Roadside Consultations Hyderabad-Hala July 11-14, 2001 Hyderabad 28 Hala-Moro July 17-19, 2001 Hyderabad, Nawabshah and Naushahro 43 Firoz Gujranwala-Kharan March 18, 22, 2002 Gujranwala and Gujrat 2 Turnol-Chablat March 30, 2002 Rawalpindi and Attock 6 Nowshera-Peshawar March 29, 2002 Nowshera and Peshawar 3 5.1 General Stakeholder Workshops Stakeholder workshops were organized by the EIA consultants to discuss project specific issues. The Association of Road Users of Pakistan (ARUP) organized a series of regional discussions in 2000 that have provided valuable inputs for design of the project. The process and the outcomes of these workshops are discussed below. 5.1.1 Workshops Organized by EIA Consultants The EIA Consultants organized two regional stakeholders' meetings, one in Hyderabad for Sindh-based stakeholders, and another in Lahore for Punjab- and NWFP-based stakeholders. The participants included government and NGO representatives, environmental field specialists, engineers, road contractors, highway users, and a cross-section of project-affected persons (PAPs), such as roadside vendors and shopkeepers, squatters, and petrol pump dealers. The 05/30103 Public Consultation and Disclosure 5-3 EIA of PHRPResurfacing and Strengthening Projects meetings were publicized with the help of the district administration, union councils, personal contacts, and broadcast media. At both workshops, participants were made aware of the purpose of the workshop, the scope of highway improvement works, and probable impact of construction activities and subsequent operation of the highway with reference to project affected persons. A group of field specialists explained the technical and environmental aspects of the project in more detail. Finally, participants were distributed into groups to formulate and record their concerns. Each group's concerns were discussed with all the participants in general, followed by a question-answer session. Sindh Stakeholder Workshop The main concerns raised and suggestions received at this workshop are listed below. Highway Design * Eliminate dangerous curves and unnecessary unauthorized U-turns. * Ensure that side road intersections are properly laid. * Construct fencing on both sides of the highway to prevent accidents. *r Construct more bypasses, pedestrian crossings near educational institutions, and bus stops to minimize accident risks. *. Improve the general drainage system for rain/flood and sewage water. *. Plan roadside tree plantations to counter the impact on natural vegetation. Highway Construction * Avoid hiring outside labor that is likely to restrict local women's mobility and create social unease. * Prevent soil erosion along the road berms and shoulders. Highway Operation * Introduce new legislation to control fuel quality, vehicular emissions, and traffic flows and to protect neighboring wildlife habitats. * Encourage better training of highway users in proper traffic sense and rules. i. Introduce weighbridges to prevent excessive load on roads. * Strictly enforce speed control. * Introduce additional safety measures, including more cautionary signs. * Encourage grove plantings at petrol pump sites and restaurants by their respective owners. * Provide drinking water arrangements at every bus stop. Punjab- and NWFP-Stakeholder Workshop The main concerns raised and suggestions recorded at this workshop are listed below. 05/30/03 Public Consultation and Disclosure 5-4 EIA of PHRP Resurfacing and StrengtheningProjects Highway Design * Formulate a well-defined policy on axle limits and pavement design. *. Eliminate dangerous curves and unnecessary unauthorized U-turns. *. Construct a median barrier. * Construct overhead crossings for pedestrians. * Plan roadside tree plantation extending into the RoW to counter the impact on natural vegetation. Highway Construction * Reaffirm whether the present land use plan is compatible with the EIA. * Ensure that Pak-EPA regulations regarding pollution and industrial water disposal are enforced. * Ensure that road construction material on dump trucks or stockpile areas, is not left uncovered or allowed to cause dust pollution. Highway Operation * Introduce fresh safety measures, including more cautionary signage and detours. * Strictly enforce speed control and restrict the use of vehicle horns. * Ensure that cross-drainage structures are maintained to avoid choking with debris. 5.1.2 Workshops Organized by ARUP The Association of Road Users of Pakistan (ARUP) organized a series of regional stakeholders' meetings to assess baseline performance indicators in Pakistan's road sector during the year 2000, seek initial inputs on the proposed design of the PHRP, and to draft terms of reference for the project's environmental and social assessment studies. These workshops were held in Hyderabad for Sindh-based stakeholders, in Gujranwala for Punjab-based stakeholders, in D I Khan for NWFP-based stakeholders, and in Khuzdar for Balochistan-based stakeholders. The concerns raised by the participants are listed below. * General dissatisfaction with travel time and lack of adequate cautionary/information signage and markings. * Restricted mobility, particularly for women, caused by lack of rural roads and inadequate public transport. * Delays in implementing road construction/rehabilitation projects. * Lack of rest areas and toilet facilities along the highway. *. High accident risk to highway users and unacceptable delays in treating accident victims. * Exposure of surrounding population to excessive emissions and noise generated by vehicles and construction equipment. * Inadequate vigilance in identifying and addressing adverse project effects on people's health, safety, and access. *. No feedback mechanism to encourage effective beneficiary participation. 05/30/03 Public Consultation and Disclosure 5-5 EIA of PHRP Resurfacing and Strengthening Projects *. Loss of agricultural land and natural habitats. *o Socioeconomic impact of migrant construction labor. * Risk to places of cultural value. 5.2 Scoping Sessions A series of scoping sessions and focus group discussions were carried out with local communities and local government representatives. The meetings were held at various sites along the project corridor (for location details, see Exhibit 5.1). Generally, people were found to be aware of the need to upgrade the highway, and indicated their support for the NHA. The proposed improvement of the additional carriageway (ACW) met with particular support since it will reduce traffic congestion and other road hazards near settlements along the project corridor. Local communities demanded that they be part of a continuous consultation process with other stakeholders at different stages of the project including the design, construction, and operation periods. The most commonly raised concerns are listed below: Highway Design * Improve general standards of construction. * Facilitate pedestrian and animal crossing by avoiding a difference in level between the ACW, ECW, and median. * Help abate dust emissions by concreting road shoulders. * Avoid constructing sharp road curves. * Construct service lanes and U-turns where required, and bypasses near settlements. * Erect pedestrian overhead bridges, particularly near schools, hospitals, and critical points, along with a fence or partition wall in between carriageways. * Provide drain outlets to help drain away runoff from the highway, particularly in areas where road level is higher than that of surrounding settlements. * Provide footpaths and lanes for slow-moving traffic, particularly cyclists. * Build bus bays, passenger shelters, and parking areas, particularly for rickshaws. F Provide rest areas and toilet facilities along the highway. Io Plant trees along the highway that could be entrusted to the care of local communities. Highway Construction * Avoid undue delays in road-construction and ensure that project works are carried out in one stretch rather than in piecemeal manner. Do Ensure that the contractor does not use private land for parking construction machinery. * Avoid dumping construction material along the highway and median. * Adopt measures to minimize dust, smoke, and noise pollution, and to control spillages from construction machinery. 05/30/03 Public Consultation and Disclosure 5-6 EIA of PHRP Resurfacingand StrengtheningProjects * Provide proper diversions for traffic during construction to avoid traffic congestion, related hazards, and dust emissions. Highway Operation * Provide medical aid centers along the highway to treat road accident emergencies. * Erect cautionary and information signs. *. Control over-speeding, overloading, traffic disorders and violations of traffic regulations; construct speed breakers where required. * Prohibit commercial vendors and squatters from encroaching on the RoW. *. Ensure that cross-drainage pipes and culverts are regularly cleaned. *. Regularly remove accumulated piles of rubbish from the RoW. 5.3 Roadside Consultations Roadside consultations were carried out mainly with pedestrians, vehicle drivers, public transport passengers, roadside vendors and shopkeepers, local inhabitants, govemment officials, and NGO representatives at various locations (see Exhibit 5.1). Most of the concems raised were similar to those discussed during the scoping sessions described in Section 5.2. Additional issues brought up in these polls are listed below: Highway Design *' Contractors hired from outside are unfamiliar with local conditions and cannot tailor their work to local requirements. * Rains have damaged the existing road shoulders, making overtaking very dangerous. i. Protective walls are needed on both sides of the road. Highway Construction *. The presence of migrant labor restricts the movement of local women working in nearby fields. *. Oil spills from overtumed oil tankers destroy standing crops in adjoining agricultural fields and damage land. Highway Operation *. The lack of traffic law enforcement encourages careless driving. *. Careless tractor drivers moving onto the highway are a hazard to fast moving vehicles. * Bus drivers do not refrain from blowing their horns even near sensitive locations, such as schools or hospitals. * Carts and vehicles occasionally park under the shade of roadside trees, obstructing traffic en route and causing accidents. *. Trolleys overloaded with sugarcane and cotton harvests tend to occupy the entire width of the road, which often causes accidents. * There are no streetlights to facilitate night driving through towns/settlements, raising the risk of accidents. 05130/03 Public Consultation and Disclosure 5-7 EIA of PHRP Resuirfacingand Strengthening Projects *. Pedestrians tend to lack road sense. 0. Ploughs fitted on tractors cause deep trenching on the road surface when crossing the highway. *. There are not enough first aid or medical centers near the RoW and road accident victims often remain untended for hours. * The highway provides a safe escape route to dacoits who frequently operate in the villages. 5.4 Address of Stakeholder Concerns The concems raised by stakeholders have been incorporated into the project's environmental and social assessment as described below. Highway Design The contractor and supervision consultants will include the following environmental and safety provisions in the project design: * Highway safety audits and improved road markings/signage and demarcation of accident- prone junctions in order to improve the horizontal and vertical geometry, and reduce conflicting movement during operation, particularly along inhabited stretches of road. * Improved intersections on side roads and village tracks in order to eliminate bottlenecks. * Roadside furniture and traffic control devices, including information and cautionary signs, signals, traffic diversion and flow markings, to ensure pedestrian safety during construction and operation. * Public facilities, including bus bays with passenger waiting sheds and latrines, service lanes, footpaths, pedestrian-crossing facilities, and fences. * A tree plantation program to compensate for the anticipated loss of vegetation during construction activities, and to help abate pollution caused by emissions, dust, and noise during highway operation. * Outfalls for the highway median and side drains to divert surface run-off from the carriageway, and protect ribbon development areas and settlements. Highway Construction The following measures will be carried out in order to protect surrounding communities from the expected impact of construction: * Project facilities will be located at a minimum distance of 500 m from existing settlements and built-up areas in order to avoid restricting the mobility of local women. * Construction vehicles will remain confined within their designated areas of movement. *p Sensitivity towards local customs and traditions will be encouraged to minimize social friction; good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskilled employment to locals, as well as on-the-job training in construction for young people. * Soil erosion will be minimized by protecting low embankments by planting indigenous grasses, and high embankments by constructing stone pitching or a riprap across the embankment. 05/30/03 Public Consultation and Disclosure 5-8 EIA of PHRP Resurfacing and StrengtheningProjects p. The NIHA is bound to comply with PAK-EPA regulations conceming pollution and industrial water disposal. * The contractor will be required to ensure that construction work does not hinder local people's access to the highway and their ability to cross it safely. Constructing temporary ramps and diversion routes will facilitate pedestrians and livestock when crossing the highway. * Solid waste generated during construction and at campsites will be properly treated and safely disposed of only in demarcated waste disposal sites approved by the supervision consultant. *. The contractors will be required to instruct and train their workforce in the storage and handling of materials and chemicals that can potentially cause soil contamination. * The contractor will raise the level of boundary walls or construct new walls for buildings surrounding sensitive receptors such as schools and hospitals, to reduce the impact of noise generated during construction and operation. * All necessary measures will be taken to ensure the safety of traffic during construction, including barricades (including signs, pavement markings, flags, and lights) erected as required by the NHA/NHMP. All such barricades will be set up as per local regulations. Highway Operation * The NIHA will work closely with the newly established NHMP to ensure that drivers as well as pedestrians observe traffic rules and that the safety of the pedestrians is not compromised. *. Traffic management plans will be prepared and implemented in conjunction with the NHMP and roadside commuters to reduce congestion and traffic hazards. * The NHA in conjunction with the National Highway and Motorway Police (NHMP) will initiate a road safety awareness campaign among roadside communities settled along project reaches. 5.5 Public Disclosure The World Bank requires project proponents to carry out public consultation with affected stakeholders. In accordance with these requirements, copies of an EIA satisfying the requirements of the federal and provincial EPAs concemed, were placed in the Punjab Public Library in Lahore (Punjab), and the Department of Archives and Libraries, Government of NWFP in Peshawar (NWFP), on April 23, 2003, so as to be accessible to project beneficiaries, local NGOs, and the general public (see Exhibit 5.1). 05/30/03 Public Consultation and Disclosure 5-9 EIA of PHRP Resurfacing and Strengthening Projects 6. Environmental Impact Assessment and Mitigation Measures This section identifies the potential impact of resurfacing works on the physical, biological, and socioeconomic environment of the Phase I RSP sections. The assessment includes the effects of time-bound enhanced traffic volume as a result of improved road conditions. The section also identifies measures that will help mitigate the project's adverse environmental effects. 6.1 Land Resources This section explains how the Phase I RSP sections will be affected by the project in terms of land use, soil erosion and contamination, and describes mitigation measures to manage these impacts. 6.1.1 Impact on Land Use and Resources The upgrade of these sections will require only the temporary acquisition of privately owned land, leased by the contractors. No permanent land is to be acquired for RSP works and the extent of temporary land use is restricted to the activities listed below. If, however, the acquired land cannot properly restored after utilization, then it is recommended that the land be acquired and restored. For this reason, the contractors need to ensure that minimal damage is caused to leased land in the first place. The contractors will require land for: I> Contractors' camps and facilities, ie, storage, equipment parking and washing areas > Sources of borrow materiaUearth-fill 1. Aggregate quarries j* Asphalt plants t Access roads for haulage 1. Disposal sites and procedures for the safe disposal of surplus construction and waste material. 6.2 Land Resources This section explains how the Phase I RSP sections will be affected by the project in terms of land use, soil erosion and contamination, and describes mitigation measures to manage these impacts. 6.2.1 Impact on Land Use and Resources The upgrade of these sections will require only the temporary acquisition of privately owned land, leased by the contractors. No permanent land is to be acquired for RSP works and the extent of temporary land use is restricted to the activities listed below. If, however, the acquired land cannot properly restored after utilization, then it is recommended that the land be acquired 05/30103 Environmental Impact Assessment and Mitigation Measures 6-1 EIA of PHRP Resurfacing and Strengthieninig Projects and restored. For this reason, the contractors need to ensure that minimal damage is caused to leased land in the first place. The contractors will require land for: io Contractors' camps and facilities, ie, storage, equipment parking and washing areas * Sources of borrow material/earth-fill *' Aggregate quarries * Asphalt plants I Access roads for haulage * Disposal sites and procedures for the safe disposal of surplus construction and waste material. Phase I resurfacing works will be divided among four contracts. The total area required for establishing temporary project facilities is estimated at 50 ha. In addition to this, areas for extracting about 0.25 Mm3 of earth material for the rehabilitation of embankments will have to be acquired on a temporary basis. The contractors or their suppliers will need about 20 ha of land (assuming 50 cm-deep ditches are excavated) for this purpose from nearby private farmlands. In general, areas used to acquire borrow material will be impacted most significantly, followed by those used to install asphalt plants. Utilizing land for project activities, and the subsequent operation of increased traffic on the highway may induce temporary as well as permanent changes in the existing land use pattem. The potential impact of rehabilitation works is outlined below. Land Productivityand Use * The loss of the fertile plough layer at campsites and asphalt plants, and a drop in the elevation of borrow areas will decrease land productivity. * Potential conflicts may emerge with landowners regarding the restoration of borrow areas. * Borrow pits and other landscape depressions if left open, may prove hazardous to human beings, livestock and wildlife. *n. Open pits containing water are potential sources of mosquito breeding if left stagnant, and can create health problems. * During highway operation, embankments that restrict cross-country drainage may cause the land on either side of the embankment to flood in case of heavy rains. * Surface run-off from the impervious surface of the carriageway can further aggravate the flooding of embankment sides during the operation phase. Soil Erosion * Soil erosion may also occur in workshop areas as a result of unmanaged runoff from equipment washing-yards. * Once the highway retums to normal operation, it will be subject to a natural depreciation as high embankments become increasingly prone to soil erosion, causing an increase in dust emissions and a fall in land productivity. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-2 EIA of PHRP Resurfacing and Strenglhening Projects Soil Contamination * Scarified/scraped asphalt and concrete materials, if not disposed of properly, may contaminate soil resources. * The possible contamination of soil by oils and chemicals at asphalt plant sites, workshop areas, and equipment washing-yards may limit the future use of land for agricultural purposes. 6.2.2 Mitigation Measures Land for setting up contractors' campsites and extracting borrow material will be acquired directly from private landowners by the contractors. The provisions of the Land Acquisition Act, 1894 will not be invoked under Phase I, as the acquisition of the land will be temporary, and will be covered by short-term lease agreements between the landowners and contractors. Rental terms will have to be negotiated to the satisfaction of the landowners concemed. Given that there is no compulsory land acquisition, conflicts between the contractors and landowners are unlikely. The contractors will monitor the process of restoration and will ensure, through the terms of the construction contracts, that landowners are compensated according to the terms of the lease agreements, and the restoration actions agreed upon by the contractors are duly carried out. In addition, the contractors will comply with the following guidelines to minimize the impact on land used to extract borrow material: Land Productivityand Use > Project facilities will be located at a minimum distance of 500 m from existing settlements, built-up areas, wildlife habitats, or archaeological and cultural monuments. * As far as possible, waste/barren land ie, areas not under agricultural or residential use, and natural areas with a high elevation will be used for setting up project facilities. * Where the use of agricultural land is unavoidable, the top 30 cm of the plough layer will be stripped and stockpiled for redressing the land after the required borrow material has been removed. *. The excavation of earth fill will be limited to an approximate depth of 50 cm. This practice will be applied uniformly across the entire extent of the farmland unit acquired for borrowing earth material. P Where deep ditching is to be carried out, the top I m layer of the ditching area will be stripped and stockpiled. The ditch will initially be filled with scrap material from construction and then leveled with the stockpiled topsoil to make it even with the rest of the area. o Ditches or borrow pits that cannot be fully rehabilitated will be landscaped/converted into fish ponds to minimize erosion and to avoid creating hazards for people and livestock. i Side drains and median drains will be constructed to prevent flooding on the carriageways. In ribbon development areas, concrete drains will be built along the road shoulders; in open areas, drains/ditches will be constructed along the toe of the embankment. i Minor repair work will be carried out on the existing bridges and culverts as part of the RSP works, and will be regularly monitored and cleaned. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-3 EIA of PHRP Resurfacing and Strengthening Projects Erosion Control Good engineering practices will help control soil erosion both at construction sites and in peripheral areas, particularly in borrow areas and along haul tracks. These will include the following measures: 1. Low embankments will be protected from erosion by planting indigenous grasses that can flourish under relatively dry conditions I High embankments, ie, over 2 m high, will be protected by constructing stone pitching or a riprap across the embankment. This practice will also be applied along cross-drainage structures where embankments are more susceptible to erosion by water runoff. The contractors will also be required to include appropriate measures for slope protection, ie, vegetation cover and stone pitching, in the detailed construction drawings and implement them accordingly. Soil Contamination The following practices will be adopted to minimize the risk of soil contamination: *. The contractors will be required to instruct and train their workforce in the storage and handling of materials and chemicals that can potentially cause soil contamination. * Soil contamination by asphalt will be minimized by placing all containers in caissons. * Solid waste generated during construction and at campsites will be properly treated and safely disposed of only in demarcated waste disposal sites. * Debris generated by the dismantling of existing pavement structures will be recycled subject to the suitability of the material. 6.3 Water Resources This section explains how the Phase I RSP sections will be affected in terms of water resource use, water body contamination, and alterations in drainage pattem; the section also describes mitigation measures to manage these impacts. 6.3.1 Impact on Water Resources The surrounding land's drainage system and water resources will be affected by construction activities as follows: * Local water supplies will need to be tapped to meet campsite and construction requirements, bringing its use into competition with local use. * Surface and subsurface water resources in the selected sections may be contaminated by fuel and chemical spills, or by solid waste and effluents generated by the kitchens and toilets at construction campsites. * Natural streams and irrigation channels may become silted by borrow material (earth) in the runoff from the construction area, workshops and equipment washing-yards. Surface water resources will be affected by the operation of increased traffic as follows: * Highway embankments restricting cross-country drainage, and causing the land on either side of the embankment to flood in case of heavy rains, may cause natural streams and irrigation channels to become silted. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-4 EIA of PHRP Resurfacing and Strengthening Projects o If cross-drainage structures are not adequately maintained, culverts and water channels tend to become choked with debris and eroded soil, adversely affecting the quality of surface water. 6.3.2 Mitigation Measures Measures to mitigate the adverse impact on water resources and surface drainage patterns have been incorporated into the outline project design and are discussed below. Alterations in Land Drainage Patterns The contractor will incorporate the following design features into the detailed design to minimize alterations in the project corridor's surface drainage patterns as far as possible: * Assessment of the repair works required on existing cross-drainage structures. * Outfalls for the highway median and side drains to divert surface run-off from the carriageway, and protect ribbon development areas and settlements. * Median drains designed with outlets leading into either natural streambeds or open areas when no natural streams are located nearby. 1i Concrete drains constructed along the road shoulders in ribbon development areas; drains/ditches built along the toe' of the embankment in open areas. I Measures to prevent earth and stone material from blocking existing cross-drainage structures on sections along or close to water channels. I> Measures to ensure that storm drains and highway drainage systems are periodically cleared to maintain storm water flow. Use of Community Water Resources The contractors will carry out the following measures to mitigate the impact of tapping local community water resources where required: Di In areas where potable water is in short supply, the availability of water will be assessed to evaluate the impact on community resources. Di. Camps will be located at least 500 m away from the nearest local settlement to prevent the contamination of community-owned water resources. D- Approval from the local administration and representatives of the concerned irrigation departments will be obtained before using local water resources. D The contractors will be required to maintain close liaison with local communities to ensure that any potential conflicts related to common resource utilization for project purposes are resolved quickly. * Guidelines will be established to minimize the wastage of water during construction operations and at campsites. Contamination of Water Resources The contractors will adopt good management practices to ensure that fuels and chemicals, raw sewage, wastewater effluent, and construction debris/scarified material is disposed of in controlled conditions to reduce the risk of contamination. These measures are described below. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-5 EIA of PHRP Resurfacing and Strengtlening Projects D Construction camps will be established in areas with adequate natural drainage channels in order to facilitate flow of the treated effluents. * Wastewater effluent from contractors' workshops and equipment washing-yards will be passed through gravel/sand beds to remove oil/grease contaminants before discharging it into natural streams. According to local laws, the BOD5 concentration in sewage must be brought down to less than 80 before being discharged into a natural stream with a capacity to dilute the effluent further by 10 times. * Borrow pits and natural depressions with pre-laid impervious liners will be used to dispose of scarified/scraped asphalt, and then covered with soil. This will check potential groundwater contamination. Options for completely or partially recycling scraped asphalt will also be taken into account. o. Retention work will be carried out on roadside drainage channels as per the drainage design to prevent silting. * The NHA will work with local tehsil govemments to better manage ribbon development liable to cause traffic hazards, and to prevent the accumulation of solid waste and impoundment of wastewater during highway operation. 6.4 Ambient Air Quality This section discusses the impact of construction and subsequent highway operation on the ambient air quality in and around the Phase I RSP sections, and describes mitigation measures to manage these impacts. It also explains the methodology used to assess the impact of the time- bound traffic increase expected during the operation phase. 6.4.1 Impact on Air Quality During Construction. Air quality will be affected by fugitive dust and emissions from construction machinery, asphalt plants, and vehicular traffic during the construction phase. Emissions may be carried over long distances, depending on wind speed and direction, the temperature of the surrounding air, and atmospheric stability. The critical sources of air pollution during the construction phase are listed below: * Asphalt plants that generate toxic emissions containing unbumt carbon particulates, sulfur compounds, and dust from aggregate preparation * Quarry areas that generate fugitive dust during rock blasting and crushing * Earthen haulage tracks that generate dust, particularly during loading and unloading processes. *, Traffic-diversion routes marked along dirt tracks that generate fugitive dust when in use by vehicular traffic. Both RSP sections involve construction work on both carriageways. If upgraded simultaneously, traffic diversion routes will be required, which if extended onto dirt tracks in the RoW or even onto proprietary land will create traffic congestion and dust pollution. 6.4.2 Mitigation Measures for Construction Phase The contractors will implement the following measures to mitigate the impact of construction works on ambient air quality: 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-6 EIA of PHRP Resurfacingand StrengtheningProjects Emissions from Asphalt Plants and Quarry Areas * Quarry areas and asphalt plants will be located at least 500 m downwind from populated areas, wildlife habitats, and contractors' camps, to minimize the impact of dust emissions. P Asphalt, hot mix and batching plants will be equipped with dust control equipment such as fabric filters or wet scrubbers to reduce the level of dust emissions. i. The NEQS applicable to gaseous emissions generated by construction vehicles, equipment, and machinery, will be enforced during construction works. Use of Alternate Carriageways and Tracks * As far as possible, construction work will be coordinated such that one carriageway at a time is upgraded on any one section, leaving the other available to serve dual traffic. I> Where dust emissions are high, diversion tracks will be overlain with shingle or surface treated. Where necessary, and subject to the availability of water, dust emissions will be reduced by the regular sprinkling of water at least twice a day. In addition, traffic on diversion tracks will be managed to reduce air pollution. D Haul-trucks carrying asphalt-concrete mix and/or aggregate fill materials will be kept covered with tarpaulin to help contain construction material being transported between sites. 6.4.3 Impact on Air Quality During Operation The time-bound increase in traffic volume will induce a correlative increase in vehicular emissions. Air quality forecasts drawn from baseline conditions (Section 4.3.1) indicate that 3 PM1 Olevels will have exceeded the suggested limit of 150 pg/m at most locations along the project corridor by 2024. CO levels are expected to remain within the suggested limit of 35 ppm. SO, and NO, levels, although not alarmingly high at present, are likely to surpass the suggested limits of 140 ppb and 106 ppb, respectively, by 2024. The air dispersion model used to forecast the impact of increased traffic on air quality is described below. Methodology for Assessment A dispersion model was used to develop a profile of CO concentration to a distance of 50 m from the edge of the highway. A series of vehicle emission factors based on the current literature and traffic conditions in Pakistan was used. The dispersion model was run for the years 2002, 2009 and 2024 using a forecast of traffic levels; traffic levels for 2002 were interpolated using the figures for 2001 and 2009. The profiles developed for 2002 were adjusted to values of CO measured at specific locations during the air quality study. The profiles for the years 2009 and 2024 were also adjusted according to the same ratio as that for 2002. The model was thus 'calibrated' to measured values of CO for each location. Since data for NO, and SOx, levels was not available, ratios of CO:NO, and CO:SO, drawn from the studies carried out at comparable locations in Pakistan (see Section 4.1.3) were used to estimate SO, and NO, concentrations. Measured PM1 Oconcentrations for 2002 were used as a base for forecasting. Forecasts for the years 2009 and 2024 were developed on the basis of the predicted increase in CO concentrations for the corresponding locations. The forecast of 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-7 EIA of PHRP Resurfacing and Strengthening Projects pollution levels was then compared with suggested limits set by international standards and guidelines (see Exhibit 4.10). The Caline-4 air dispersion model (California Department of Transportation, CALTRAN) was used to calculate hourly concentrations of CO at 8, 20, and 50 m from the edge of the road for the base year 2002, and for the years 2009 and 2024. Data on the traffic forecasts used in the model is given in Exhibit 6.1. A distance of 8 m was set to measure the impact of increased traffic on road side vendors and waiting passengers; 20 m for the impact on shops and facilities at the edge of the RoW; and 50 m for residential areas adjacent to the highway. Wind speed was set at 0.5 m/s from the direction of the highway to simulate low wind conditions during which pollutant concentrations are normally expected to be high. The profiles were calibrated to match the measured maximum values listed in Exhibit 4.12. The ratios for CO:NO, and CO:SO, were estimated as average for the locations Pirwadhai (Rawalpindi) and Chowk Yateem Khana (Lahore) as reported in the JICA study (Exhibit 4.9). Factors of 0.59 and 0.019 were used to calculate NO, and SO,, concentrations using CO data as a base. For example, I ppm CO would correspond to 59 ppb NO, and 19 ppb SO,. The suggested limits for pollutants for a one-hour averaging time (see Section 4.3.1 for details) are: * CO: 35 ppm * NOX: 106 ppb * SOx: 140 ppb * PMIo: 150 *tg/m3. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-8 EIA of PHRP Resurfacingand Strenglhening Projects Exhibit 6.1: Traffic Forecasts for Phase I RSP Sections L,0 C, CO 0, 0, 0) 0 +0 -~~ 0) w ~~ Cu UQ U 4U -I -I U Section $, , n cn 2 " 2 2cX 2 + + TotalNo. of eu o X c ',jr 4 i 4S mA@s ON O& mA Vehicles Nowshera-Pabbi 2001 337 14,043 614 1,269 745 1,435 3,169 461 36 33 7 28 4 26 76 3 62 22,348 2004 390 16,257 711 1,469 662 1,661 3,669 534 42 38 8 32 5 30 88 3 57 25,855 2009 498 20,748 907 1,875 1,101 2,120 4,682 681 53 49 10 41 6 38 112 4 49 32,975 2014 635 26,480 1,158 2,393 1,405 2,706 5976 869 68 62 13 53 8 49 143 6 42 42,065 2019 773 32,217 1,409 2,911 1,709 3,292 7,270 1,058 83 76 16 64 9 60 174 7 36 51,164 2024 941 39,197 1,714 3,542 2,079 4,005 8,845 1,287 100 92 20 78 11 73 212 8 31 62,236 Pabbi-Peshawar 2001 425 14,683 1,409 1,802 2,377 1,809 3,217 492 26 2 23 24 3 33 115 7 85 26,532 2004 492 16,997 1,631 2,086 2,752 2,094 3,724 570 30 2 27 28 3 38 133 8 78 30,693 2009 628 21,693 2,082 2,662 3,512 2,673 4,753 727 38 3 34 35 4 49 170 10 67 39,141 2014 801 27,687 2,657 3,398 4,482 3,411 6.066 928 49 4 43 45 6 62 217 13 57 49,927 2019 975333,65 3,233 4,134 5,453 4,150 7,380 1,129 60 5 53 55 7 76 264 16 49 60,723 2024 1,186 40,984 3,933 5,030 6,635 5,049 8,979 1,373 73 6 64 67 8 92 321 20 42 73,862 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-9 EIA of PHRP Resuirfacing and Strengthening Projects Results and Conclusions Predicted pollutant levels forecast at distances of 8, 20 and 50 m are given in Exhibits 6.2 to 6.4, respectively. The main observations of the impact on air quality are summarized below: 1. CO levels remain within the suggested limit of 35 ppm at distances of 8, 20 and 50 m from the edge of the highway throughout the study period (up to 2024). A maximum level of 18 ppm is estimated for the year 2024 at Taxila. Allowing a 100% margin for peak pollution levels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant concentrations at a given time, CO levels are expected to remain within the suggested limit of 35 ppm. 2. NOx levels currently exceed the suggested limits of 106 ppb at a distance of 8 m from the edge of the highway in areas with ribbon development (Kazi Ahmad Town, Taxila, and Wah Cantt.). However, these levels fall to acceptable limits at a distance of 20 m and more. In the long run, however, NOx levels are expected exceed the suggested limit at distances of 50 m at locations such as Taxila and Wah Cantt. 3. SOx levels are currently within the suggested limit of 140 ppb at all three distances considered in the study. However, SOx levels are expected to exceed the suggested limit at 8 m in Taxila by 2009, and at two additional locations by 2024. 3 4. PM1Olevels currently exceed the suggested limit of 150 .ig/m at Taxila and Wah Cantt. These levels are expected to surpass the suggested limit at a distance of 8 m from the edge of the highway at all those sampling locations with ribbon development (Sekhat, Kazi Ahmad Town, Taxila, and Wah Cantt.) by 2009. By 2024, the suggested limit will have been surpassed at most locations at 8 m and 20 m, and at Wah Cantt. at 50m. 5. The sampling location for air quality measurements selected at Wah was a hospital. The city of Wah has a number of industrial units including cement plants and stone quarries. The background loadings of PM1 Oin this area are expected to be significant for these reasons. The analysis presented above is based on limited data collected over the period of a day. It also uses simplified assumptions when developing dispersion profiles and estimating the peak concentrations of pollutants. As discussed in Section 4.3.1, these forecasts are also subject to variations in the level and composition of traffic, traffic conditions, and weather conditions. Moreover, the background concentration of pollutants was not measured, and this is a potential 3 cause for concern in the case of PM1 Owhose background levels may typically reach 70 1ig/m given the high dust conditions in the country. The results, for these reasons, should therefore be considered, at best, as indicative. The NHA will work towards improving its data collection and forecasting techniques during the course of the project, to improve the capacity of the organization to identify hot spots and remedial measures where required. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-10 EIA of PHRP Resurfacing and StrengtheningProjects Exhibit 6.2: Air Quality Forecasts for Selected Phase I Sections (8 m) Maximum Hourly Concentrations Segment Locati.on Chainage CO ppm NOx ppb SOx ppb PM Opg/im 3 Segment Location (kin) 1 N 0 ' N0 0 I 03 03 s 0 03 N N cN c N N N Nz N N N CN N Hyderabad-Hala Village Sekhat 188-189 2.4 3.2 5.6 142 189 330 46 61 106 127 170 297 Hala-Nawabshah Kazi Ahmad Town 274-275 4.7 7.0 9.3 275 413 551 89 133 177 161 242 323 Nawabshah-Moro ShahpurJehanian 305-306 1.0 2.0 4.0 59 118 236 19 38 76 65 130 260 Turnol-Chablat Village Taxila 1574-1575 7.0 9.9 18.1 413 585 1,067 133 188 344 156 221 403 Turnol-Chablat Wah Cantt. 1580-1581 3.0 4.3 8.0 177 256 472 57 82 152 363 524 968 Ratios: NOx/CO = 59; SOx/CO = 19 Exhibit 6.3: Air Quality Forecasts for Selected Phase I Sections (20 m) Maximum Hourly Concentrations Segment Locati.on Chainage CO ppm NOx ppb SOx ppb PMo pg/m3 Segment Location ~~(kin) - 0 N 03) '4 N 0 NrN 03 03 'j o 03 N 03 03 N 03 03 03 03 cN N N N N N N N C\1 N cN Hyderabad-Hala Village Sekhat 188-189 1.6 2.4 4.0 94 142 236 30 46 76 85 127 212 Hala-Nawabshah Kazi Ahmad Town 274-275 2.3 3.5 4.7 138 207 275 44 67 89 81 28 28 Nawabshah-Moro Shahpur Jehanian 305-306 a 1.0 2.0 a 59 118 a 19 38 27 27 54 Turnol-Chablat Village Taxila 1574-1575 4.7 7.0 12.3 275 413 723 89 133 233 104 156 273 Turnol-Chablat Wah Cantt. 1580-1581 2.3 3.3 6.0 138 197 354 44 63 114 282 403 726 Ratios: NOx/CO = 59; SOx/CO = 19 a: Values below 0.1 cannot be calculated. Exhibit 6.4: Air Quality Forecasts for Selected Phase I Sections (50 m) Maximum Hourly Concentrations Chainage CO ppm NOx ppb SOxppb PM,o pg/rm3 Segment Location (km) N 03) N 0a) N 03 NN' 03 > o3 o N o3 o N o3 o3 No o3 o N N N N N N N N N N N N Hyderabad-Hala Village Sekhat 188-189 0.8 1.2 2.4 47 71 142 9 13 27 42 64 127 Hala-Nawabshah Kazi Ahmad Town 274-275 a a 2.3 a a 138 a a 26 28 28 28 Nawabshah-Moro Shahpur Jehanian 305-306 a a 1.0 a a 59 a a 11 27 27 27 Turnol-Chablat Village Taxila 1574-1575 2.9 3.5 6.4 172 207 379 33 39 72 65 78 143 Turnol-Chablat Wah Cantt. 1580-1581 1.3 1.7 3.0 79 98 177 15 19 34 161 202 363 Ratios: NOx/CO = 59; SOx/CO = 19 a: Values below 0.1 cannot be calculated. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-1l EIA of PHRP Resuirfacing and StrengtheningProjects 6.4.4 Mitigation Measures for Operation Phase The improvement of the highway as envisaged under the project will help reduce traffic-related emissions in the short term by allowing a smoother traffic flow. In the long term, however, increasing traffic levels and congestion will lead to pollution levels well above acceptable international standards. Accordingly, the NHA will adopt the following measures to reduce the impact of highway traffic on air quality: > The NHA will set up a system to monitor air quality along the project corridor in accordance with accepted intemational standards. The system will cover protocols for sampling and analysis, assessment of air quality at sensitive locations, reporting, and information sharing. The NHA will coordinate all efforts in this area with the EPAs and local authorities concerned. * A technical consultant engaged by the NHA for training purposes will advise the Pak- EPA on establishing national standards for air quality, and targets for improving air quality along the highways. *. The NHA's technical consultant will also advise the Pak-EPA and provincial transport departments on revising and improving the existing vehicular emissions standards and testing procedures. * The NHA will facilitate EPAs in monitoring vehicular emissions in collaboration with the National Highway and Motorway Police (NIMP), motor vehicle examiners, organizations of fleet owners and transporters, and the local authorities concerned. *. Where emissions exceed the prescribed limits at specific locations, the NHA will help the owners and occupants of affected premises to identify and implement special measures to help reduce air pollution. These measures will include setting up vegetation or other barriers to reduce the dispersion of pollutants into the premises. In addition to the measures listed above, long-term initiatives managed by the Government of Pakistan, Ministry of Petroleum and Natural Resources, and the National Energy Conservation Center will help mitigate the adverse impact on air quality. These include measures initiated under the Pakistan Clean Fuels Program reviewing gasoline and HSD specifications affecting emissions; launching a nationwide move towards unleaded gasoline; and tightening other gasoline parameters to improve fuel quality. In addition, the Fuel Efficiency in the Road Transport Sector (FERTS) project is promoting improved vehicle maintenance practices and a countrywide network of modern tune-up facilities. 6.5 Noise Levels This section explains how noise levels in and around the Phase I RSP sections will be affected during the construction and operation phases, and describes mitigation measures to manage these impacts. 6.5.1 Impact on Noise Levels Noise generated by construction machinery and subsequently by vehicular traffic during highway operation, is likely to affect sensitive receptors located within about 50 m of the highway. These include five schools and two health centers, none of which are currently protected by adequate noise barriers, eg, walls or vegetation barriers. The average daytime and nighttime measured noise levels for Phase I highway sections and projected noise levels at a distance of 50 and 100 m from the highway are summarized in Exhibit 6.5. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-12 EIA of PHRP Resurfacingand Strengthening Projects Exhibit 6.5: Estimated Noise Levels for 2009 and 2024 Noise Level Noise Level Noise Level Noise Level No. of at 50 m at 100m at 50 m at 100 m Sector Vehiclesa (2009) (2009) (2024) (2024) Day Night Day Night Day Night Day Night Day Night Gujranwala-Khahan 20,213 9,978 67.7 61.6 61.7 55.6 73 65 67 59 Pabbi-Nowshera 23,083 3,184 68.9 51.6 62.9 45.6 73.9 58.1 67.9 52.1 Pabbi-Peshawar 21,417 9,112 68.2 60.8 62.2 54.8 73.4 66.6 67.4 60.6 aTraffic count (day and night) provided by design consultants (ECIL). 6.5.2 Mitigation Measures Mitigation measures to protect existing sensitive locations from high noise levels in the long term, include: * Monitoring noise levels and facilitating EPAs in enforcing vehicle noise standards as prescribed in the NEQS. * Raising building boundary walls facing the highway for sensitive receptors such as schools and hospitals, or providing double-glazed windows. As part of the construction contracts, an estimated total of 3,400 rft of ten-foot high wall will be constructed for those schools and hospitals located within 50 ft of the project corridor. This will be carried out in consultation with the building owners and occupants. * Altering the occupation and utilization patterns of these buildings to shift frequently occupied areas away from the highway. The supervision consultant will assess the current noise levels and advise occupants on the suitability of available alternatives. *. Under highway regulations, the construction of buildings is not allowed within 34 m from the centerline of the highway. The NHA will strictly monitor such irregularities in future, and seek the assistance of the NHMP in keeping the highway clear of encroachments. 6.6 Biological Environment Maps included in Exhibits 4.1 and 4.2 show the location of reserve forests along the Phase I RSP sections. The impact on flora and fauna and corresponding mitigation measures are described below. 6.6.1 Flora Only the Gujranwala-Kharian section falls in close proximity to the Thatta Faqirullah reserve forest, at a distance of I km from the highway (see Exhibit 4.14). Since the improvement work is confined to asphalt overlay on the existing pavement and no expansion of the carriageway is involved, there will be no clearing of trees under the RSP contracts, unless trees or shrubs impinge directly onto sites demarcated for permanent works or necessary temporary works. A tree plantation program has been incorporated into the outline project design to help abate pollution caused by emissions, dust, and noise during highway operation. About 42,900 trees (approx. 130 avenue-km at 330 plants per avenue-km) will be planted to compensate for the anticipated loss of vegetation during construction activities. The NHA is currently considering a 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-13 EIA of PHRP Resurfacing and Strenjgthening Projects tree plantation policy, which inter alia prescribes that "in future, all forestation projects of NHA shall be executed, maintained and managed preferably by the local Forest Departments as deposit works". Until such time as this is finalized, it is assumed that for this project, the median and RoW plantation will be carried out by the successful contractor through competitive bidding. Contractors will be required to establish their campsites and asphalt plants on waste/barren land rather than on forested or agriculturally productive land, and to ensure that construction vehicles, machinery and equipment will remain confined within their designated areas of movement. 6.6.2 Fauna The protected areas in proximity to the selected RSP sections are poorly populated by common species (see Section 4.4.2), and no rare or endangered wildlife species have been reported here. The wildlife population in these protected areas has either habituated to the noise from traffic, or has already moved away from the zone of high disturbance (500 m from highway). At present, there are no plans for rehabilitating or repopulating these protected areas with wildlife. 6.7 Socioeconomic and Cultural Environment The impact of resurfacing works on construction workers and local communities, as well as on structures or sites of cultural and religious significance is discussed in this section. 6.7.1 Highway Access and Safety Impact on Local Communities The area's surrounding communities will be affected during the construction phase as follows: * The general mobility of both local residents and their livestock in and around the construction area is likely to be hindered * Unmonitored construction activities, eg, blasting, may create an accident risk for local residents, particularly their children The potential impact of the highway's increased volume of traffic on its socioeconomic environment is described below: *. The most pressing concern expressed during stakeholder consultations (see Section 5) was the potentially large number of human and livestock fatalities as a result of highway accidents caused by unchecked speeding. *. A second source of risk is the concentration of commercial activity along the project corridor. Vendors operating within the RoW invariably cause traffic/safety hazards. *. The lack of bus bays and parking areas encourages bus drivers to stop their vehicles on the carriageway when collecting passengers, creating hazards for oncoming traffic. Mitigation and Safety Measures The contractor and supervision consultants will include provisions for highway safety facilities to reduce the safety risks faced by pedestrians. These are described below: 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-14 EIA of PHRP Resurfacing and Strengtheening Projects Safety Provisions in Project Design Db' Highway safety audits and improved road markings/signage as part of the outline design; accident-prone junctions demarcated in order to reduce conflicting movement during operation, particularly along inhabited stretches of road. Db Improved intersections on side roads and village tracks, and eliminating bottlenecks. I> Roadside fumiture and traffic control devices, including information and cautionary signs, signals', traffic diversion and flow markings, particularly where the highway lies near inhabited or protected areas. l. Traffic diversion routes, detour roads, and temporary pedestrian/livestock crossings to be operational during construction, so that construction work does not hinder local people's access to the highway and their ability to cross it safely. Safety Measures Adopted During Construction I. The NHA in conjunction with the National Highway and Motorway Police (NHMP) will initiate a road safety awareness campaign among roadside communities settled along project reaches. *i The contractor will be required to adopt good engineering practices to minimize safety and health hazards among its workers as well as the local population. Mitigation measures will include the following: • Complying with safety precautions for construction workers as per the Intemational Labour Organization (ILO) Convention No. 62 as far as applicable to this contract • Training workers in construction safety procedures, equipping all construction workers with hard boots, helmets, gloves, and protective masks, and monitoring their proper and sustained usage. D Displaying waming signs along the work site, communicating advance warnings to local communities prior to any blasting, and using protective devices (eg, wire containment mats) to enhance blasting safety. * A detailed traffic control plan will be drafted and implemented with the approval of the NHA's supervision consultant. * All necessary measures will be taken to ensure the safety of traffic during construction, including barricades (including signs, pavement markings, flags, and lights) erected as required by the NHAA/NHMP. All such barricades will be set up as per local regulations. *. As far as possible, construction work will be coordinated such that one carriageway at a time is upgraded on any one section, leaving the other available to serve dual traffic. Safety Measures Adopted During Operation The NHA will work closely with the newly established NHMP to ensure that drivers as well as pedestrians observe traffic rules and that the safety of the pedestrians is not compromised. Safety measures that will be institutionalized during highway operation include the preparation and 1. 'Highway safety devices to match the specifications of the (NTRC) manual of signs, signals and road markings, July 1989. 05/30103 Environmental Impact Assessment and Mitigation Measures 6-15 EIA of PHRP Resurfacing and StrengtheningProjects implementation of traffic management plans in conjunction with the NHMP and roadside commuters to reduce congestion and traffic hazards. 6.7.2 Interaction with Local Communities The presence of migrant construction workers inevitably causes some degree of social unease and even active disputes with the local community as a result of cultural differences. Potential social conflict will be contained by implementing the measures listed below: * Campsites will be located at least 500 m away from local settlements, and sensitivity towards local customs and traditions will be encouraged. * Good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskilled employment to locals, as well as on-the- job training in construction for young people. o Local vendors will be supplied with regular business by purchasing campsite goods and services from them. 6.7.3 Structures of Cultural or Religious Value Seven mosques and seven graveyards/shrines are located within the RoW of the Phase I RSP sections, although none fall within the construction limit and area of direct impact as delineated by the Col 1. The contractor will be required to take into account the sanctity of graveyards and buildings of religious significance encountered during construction by marking such sites with flags and exercising due care when using construction equipment near these areas. No protected historical sites fall within 500 m of the selected highway sections. 6.8 Integration of Mitigation Measures in the EMP Since Phase I RSP works will be carried out on a turnkey basis, the detailed design and incorporation of mitigation measures identified in the EMP for Phase I RSP works will be the responsibility of the ICB/NCB contractor. Based in the impacts identified in this section, the key environmental and social issues associated with RSP works are as follows: 1. Appropriately locating temporary construction camps, asphalt plants, and waste disposal sites, and the environmental impact of operating these facilities 2. Regulating the procurement of borrow material and topsoil erosion during construction 3. Avoiding the obstruction of highway drainage system during construction and operation 4. Enhancing and maintaining avenue tree plantation along the entire length of the project corridor 5. Minimizing the impact on cultural sites or structures and community-owned assets during construction and operation 6. Ensuring pedestrian and traffic safety during construction and operation. Specific mitigation measures for each of these components, as well as implementation, supervision and monitoring responsibilities, have been described in the EMP for Phase I RSP works. 05/30/03 Environmental Impact Assessment and Mitigation Measures 6-16 EMA of PHRP Resurfacing and Strengthening Projects 7. Selected References Aftab, M P. 2001. "Acquisition of Data on Various Water Quality-Related Projects Undertaken by Nespak". Personal communication. Public Health Engineering Division, Nespak (Pvt.) Ltd., Lahore. Ahmed, M. 1995. Concept Measurement: Nature, Incidence and Review of Strategies to Alleviate Poverty. Pakistan Institute of Development Economics: Islamabad. Ali, S M. 1995. "Poverty Assessment- Pakistan Case". Pakistan Development Review. Pakistan Institute of Development Economics: Islamabad. Ali, W and J A Aziz. 1999. "Water Pollution from Municipal and Industrial Wastewater". Proceedings of the 39 th Annual Convention of the Institution of Engineers. April 13-15, 1999. Lahore. Ali, W and K Ahmad. 1994. Pakistan Country Report. Presented at WHO Training Course on GEMS/Water Quality Monitoring, Amman, Jordan, June 4-15, 1994. Almec/JICA. 1995. Study on National Transport Plan in the Islamic Republic ofPakistan. Ashfaq, R M et al. 2000. ForestryStatistics of Pakistan. Pakistan Forest Institute: Peshawar. Asian Development Bank and United Nations Bank Program. 1992. Forestry Sector Master Plan. Associated Consultancy Centre. 1999. Improvement and Upgradation of Existing National Highway N25 betiveen Bela and Kararo. Report (PC-I proforma) prepared for National Highway Authority. NHA: Islamabad. Aziz, J A (unpublished data). PM,O ConcentrationLevels in Lahore Air. Institute of, Environmental Engineering and Research: Lahore. Aziz, J A. 2001. Status of River Water Pollution in Punjab. University of Engineering and Technology: Lahore. Aziz, J A et al. 1974. A Short Survey of Lahore Air. Institute of Public Health Engineering and Research: Lahore. Aziz, J A et al. 1974. Automobile Exhaust Pollution in Lahore Air. Institute of Public Health Engineering and Research: Lahore. Doe. 1993. Diesel Vehicle Emissions and Urban Air Quality. Quality of Urban Air Review Group. University of Birmingham: UK. Doe. 1993. Urban Air Quality in the United Kingdom. Quality of Urban Air Review Group. Department of Environment, Bradford: UK. Engineering Consultants International Ltd. 2002. N5 Highway RehabilitationProject Resurfacing and Strengthening Project. Bidding document. ECIL: Karachi. Engineering Consultants Intemational Ltd. 2001. N5 Highway RehabilitationProject- Resurfacing and Strengthening of Gujranwala to Kharian Section. Bidding document. ECEL: Karachi. Engineering Associates. 2000. Widening and Improvement of N50- Kalu Killah to Zhob Section. Report (PC-1 proforma) prepared for National Highway Authority. NHA: Islamabad. 05/30/03 Selected References 7-1 EIA of PHRP Resurfacing and StrenglheningProjects Environment and Urban Affairs Division. National Conservation Strategy. Government of Pakistan: Islamabad. Environmental Protection Department. 1997. Ambient Air Quality in Punjab Urban Centres. Environmental Protection Agency, Punjab: Lahore. Fiji Public Works Department. 2002. Code of Environmental Practice. Government of Fiji. Government of Pakistan. 2001. Economic Survey of Pakistan 2000-2001. Government of Pakistan: Islamabad. Government of Pakistan. 2000. Gazette Notification No. SRO 339(1)2000. Government of Pakistan: Islamabad. Govemment of Pakistan. District Census Reports for Hyderabad, Nawabshah, Nowshero Feroze, Sukkur, Ghotki, Thatha, Dadu, Gujranwala, Gujrat, Islamabad, Rawalpindi, Attock, Nowshera, and Peshawar. Government of Pakistan: Islamabad. Government of Punjab. 1997. Environmental Protection Act, 1997. Govemment of Punjab: Lahore. Harrison, R M et al. 1994. Physico-Chemical Characteristicsand Source Apportionment of Atmospheric Particlesin the UK, Portugaland Pakistan. University of Birmingham: UK. Hayat, S. 1994. Country Report: Pakistan Air Pollution Control. Presented at WHO Regional Training Course on GEMS/Air Quality Monitoring. WHO-CEHA, Amman, Jordan, October 23- 27, 1994. Hagler Bailly Pakistan. 2000. Investigation ofAir and Water Quality (Lahore, Rawalpindi and Islamabad. Report prepared for Japan International Cooperation Agency. Hagler Bailly Pakistan: Islamabad. Hagler Bailly Pakistan. 1999. Quality and Adulteration ofMotor Fuel and Lubricating Oil Supplies in NWFP. Report prepared for GTZ. Hagler Bailly Pakistan: Islamabad. Hussain, I. 1999. Test Results of Emissionsfrom the Exhausts of Rickshaws in Peshawar. Report prepared for GTZ. GTZ: Peshawar. Hussain, S A. 1996. Pollution of Surface Water in Punjab. MSc. thesis for University of Engineering and Technology. Institute of Public Health Engineering and Research: Lahore. Institute of Public Health Engineering and Research. 1994. Plhysico-Chemical Characterization and Source Apportionment ofAtmnospheric Suspended ParticulateMatter in Pakistan. 3rd Annual Report. IPHER: Lahore. Iqbal, S M. 1992. Trees ofPakistan. Forestry Planning and Development Project. Government of Pakistan/USAID: Islamabad. Iqbal, S M et al. 2001. Forests and Forestry in Pakistan. A-One Publishers: Lahore. Khan, S. 1995. Pollution Study ofBarianwalaDrain. MSc. thesis for University of Engineering and Technology. Institute of Public Health Engineering and Research: Lahore. Louis Berger International. 1998. Pre-FeasibilityStudy N5 Peshawar-Karachi.Final report prepared for National Highway Authority. NHA: Islamabad. Louis Berger International. 1998. NHA Highway Development Policy Assessment and Technical Assistance Summary. Report prepared for National Highway Authority. NHA: Islamabad. 05/30/03 Selected References 7-2 EIA of PHRP Resuirfacingand Strengthening Projects Majeed, K. 1996. Measurement of Total Suspended Particulatesand Lead Concentrations in the Ambient Air of Gujranwala. MSc. thesis for University of Engineering and Technology. Institute of Public Health Engineering and Research: Lahore. Marwat, A M K. 1997. "Controlling Vehicular Emissions". FrontierPost, April 9, 1997. Ministry of Food, Agriculture and Livestock. 1999. Agriculture Statistics of Pakistan 1999-2000. Government of Pakistan: Islamabad. National Engineering Services Pakistan. 2000. Widening and Strengthening ofNational Highway N70 (Qila Saifullah-Loralai-Bewata. Report (PC-1 proforma) prepared for National Highway Authority. NHA: Islamabad. National Highway Authority. 2000. Quetta-Chamman Section ofN25. PC-I proforma. NIHA: Islamabad. National Highway Authority: 1998. National Highway Network Economic Evaluation. NHA: Islamabad. National Highway Authority. 1998. Kohat Tunnel and Access Road Construction Project. PC-1 proforma. NHA: Islamabad. National Highway Authority. 1995. Upgradationand Improvement of NationalHighway N25- Kararo-Wadh Section. PC-1 proforma. NHA: Islamabad. National Highway Authority. National Policy Reforms Programme- Policy Matrix. NHA: Islamabad. National Highway Authority. Construction/Inprovementof National Highway N25- Kalat- Quetta Section. PC-1 proforma. NHA: Islamabad. Population Census Organization. 2001. ProvincialCensus Report for NWFP 1998. Government of Pakistan: Islamabad. Population Census Organization. 2001. ProvincialCensus Reportfor Punjab 1998. Government of Pakistan: Islamabad. Population Census Organization. 2001. ProvincialCensus Reportfor Sindh 1998. Government of Pakistan: Islamabad. Punjab Forest Department. 1999. StatisticalHandbook of Forestry, Wildlife and Fisheries Departments. Government of Punjab: Lahore. Rehman, Z U and I Ali. 1994. Environmental Impact Assessment ofAir Pollution, Karachi. Paper presented at WHO Regional Training Course on GEMS/Air Quality Monitoring. CEHA, Amman, Jordan, October 23 - 27. Schnabel, W. 1999. "Stop Burning Rubber- Protect and Save Your Future". The News. May 11, 1999. Shams, Z I. 1998. "Health and Environment: Lead Pollution in Karachi is a Serious Health Hazard". Environics. Institute of Environmental Studies. University of Karachi: Karachi. Social Policy and Development Centre. 2000. Social Developmnent in Pakistan Towards Poverty Reduction. SPDC. Tariq, M N et al. 1983. A Study ofAir Pollution in Lahore. Report No. 050-03-83 Institute of Public Health Engineering and Research, Lahore. UNESCO. 2000. World HeritageList. 05/30/03 Selected References 7-3 EIA of PHRP Resurfacingand StrengtheningProjects Winrock International. 1992. Suitable Tree Species for Different Agro-Ecological Regions and Civil Divisions of Pakistan. Report prepared for Government of Pakistan and USAID. Winrock International: Islamabad. World Bank: 1999. Environmental Assessment. Operational Policy 4.01. The World Bank: Washington DC. World Bank. 1997. Roads and Environment- A Handbook. Technical Paper No. 376. The World Bank: Washington DC. World Bank. 1995. NaturalHabitats. Operational Policy 4.04. The World Bank: Washington DC. World Bank. 1994. EnvironmentalAction Plans. Operational Policy 4.02. The World Bank: Washington DC. World Bank. 1991. EnvironmentalAssessment Source Book. The World Bank: Washington DC. World Bank. 1991. Indigenous Peoples. Operational Directive 4.20. The World Bank: Washington DC. World Bank. 1990. Involuntary Resettlement. Operational Directive 4.30. The World Bank: Washington DC. World Bank. Technical Paper. No. 140. The World Bank: Washington DC. World Bank: Management of CulturalProperty in Bank-FinancedProjects. Operational Policy 11.03. The World Bank: Washington DC. 05/30/03 Selected References 7-4 EIA of PHRP Resurfacingand StrengtheningProjects Appendix A: Project Description Data Exhibit A.1: Delineation of RoW for Phase I RSP Sections Chainage RoW (m) RoW (m) Section kmCage Chainage Measure from Right Left from/at (km) to Centre of (Facing (Facing North) North) Gujranwala-Kharian (NB/SB) 1320+000 1409+500 Median 20-50 20-38 Nowshera-Peshawar (NB/SB) 1660+000 1694+000 Median 33.5 33.5 Note: ECW: Existing carriageway NB: Northbound ACW: Additional carriageway SB: Southbound The project corridor has well-defined rights of way (RoW). However, the RoWs vary from section to section and, in some cases, even within a section. The table indicates chainage-wise limits of RoWs for both right and left sides, while facing north. In cases where variations have been observed within a section, the RoW is indicated with minimum and maximum limits. Exhibit A.2: Water Channels Intersecting Phase I RSP Sections Section Rivers Stream Canals/Distributaries j Name Location T Name T Location Name Location Gujranwala- Chenab 1369+200 TPalkhu T1365+040 Nurpur 1337+000 Kharian | Bhimber 1384+100 Talwadi 1342+250 Ghakhar 1345+900 Nhokhar 1352+250 Kot Jafar 1355+000 l______I|______Sukhar Nahr 1360+000 Nowshera- Other Different Nasir Kallay 1679+050 Peshawar l l locations Exhibit A.3: Roads/Tracks Intersecting Phase I RSP Sections Section Approximate Number of Intersections Metalled Roads Earthen Tracks Gujranwala-Kharian 64 45 Nowshera-Peshawar 49 24 05/30/03 Appendix A A-1 EIA of PHRP Resurfacing and Strengthening Projects Appendix B: Environmental and Social Baseline Data 05/30103 Appendix 8 B-l ProvAca Boundary N Highway (Comp=ted) N5 Highway (nonmplata) Hihway (Other) | Nowsnera- Peshawar - ' Resurfaing; i o and Strergthening .. Tertir Garnte. dPauitaof ateakln Anaterusaciand Mntemudrpic RockaIa rnhkgmta aud reate ;L TrtGandte adert meeofzeEary20 ploe-rlc Fk&Wbd nmtgniattemgnela subducdon rateen Chama Te~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ainrtualercc npiote Acidofed intemediate nd Ininalend SahlNGL-- and ~~~~~~~~~~mteotpwlmetmdctrc ERyPemeozolawbanmdCarbngranite Resurfacingwndit IPrject (PAse Geryologzin abical Zonfes Ube Pro-CambrLan~~~of akita AqU Voi~~~~~~~~~~~~~~~~~care1 90o.0 8 "Moro~ ~ ~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~rwig WEiAofPHRP Dcate Ma 29003,0 A \ " _=>InternatonalBoundary (s5f IC1' rt d _ Provincal Boundary N5 Highway (Completed) N5 Highway (Incomplete) Highway (Other) | Nowsnersf-PffsnrJwEr | r .,< - 9 a Phase I Toftw Resurfacing and Strengthening Climate Very cold, sub-humid and aidn V-Vey cool, sub-humid Cool, sub-humid Chaman ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Warm,semi-rid Warm. semni-arid Hot. ardd Hot, arid by$50 25 0 00 100 1500km EIA ofPHRtP Resurfacing Projects (Phase I) Exhibit 13.2 Gmed, ~~~~~~~~~~~~~~~~~~ClimateRegions of Pakistan scale 1 : 9000,000 Arban Se .i 2source SOP DrawIng W3EO8PHR Date May 2003 0101A lntematlonal Boundary Provincil Boundary N5 Highway (Completed) N5 Highway (Inoomplete) ------Highway (Other) Nowsnera -Peshawar I Phase I Torkha 6Resurfacing and Strengthening ...... q ! _ A Inches Miumetar iG1ir-' nw=e h1,0003Ka 40 Q 1 B m B n, 20 250 .- s.~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~12 t1=5025 0 00 100 l501.n EIA of PHRP Resurfacing Projects (Phase I) Exhibit B.3 Mean Annual Rainfall in Pakistan Scale 1: 9,000,000 Source SOP Dmwlng W3EO9PHR Data May 2003 77 (JrtK e b a intea N-\#} Lrgend S=tw!j 'ti>=r x ~~~~~~~~IntwmatbnlBr -- & F E § . . . > PmntPda Boundary * VIk o~N5 Highway (Completed) NSHighway (Irplet-) HigHy(O0U11) Ntl-shera -Peshawar jPh I T - ~OJWUj ~ Resunadng and Seengihning ....-- d - ~'; rVegetation Deserlicand aemldesergc ( 9 vG- \J Subtpknal dry evergreen hoest Subtorplcai pine fomept - Ternpet tolat forWst >A~Punjab/g , Teaperat.' confrous() fom_t I .~~~~~~~~~~~a m~~~~~~~~Dytemperate foream Cha w m a n 'g/g ' F < Sub-alpine f.st 4:f SehWj, ~~~~~~~~~~~~~~~~~Stppeof Artntami(of cold mountains) i| Multa-- aw Stppe0a^ gof Mbn Ateniet (of hot moutan)s Mang Poerresnrtw~ te* '25 0 50 IO 150ln EIA of PHRP Resurfacing Projects (Phase l) T ___ ._ _ ,1 q ''t Sindh 7 Exhibit B.4 Natural Vegetation of Pakistan Scale 1 :9,000,000 Source SOP DrawIng W3E1OPHR Data May2003 EIA of PHRPResurfacing and StrengtheningProjects Exhibit B.5: Common Vegetation in Protected Areas Along Project Corridor Botanical Name Common Name A. Trees and Shrubs Acacia modesta Phulai Acacia nilotica Babul, kikar Aeruajavanica Bui Agave sisalana Sisal Albizzia lebbek White siris Albizzia procera Black siris Azadirachta indica Neem Bauhinia variegata Kachnar Bombax ceiba Semal Calligonum polygonoides Phog Calotropis procera Ak Capparis deciduas Karir Cassia fistula Amaltas Conocarpus lancifolius Ethiopian tree Crotolaria burhia Dalbergia sissoo Shisham, tahli Erythrina suberosa Gul-e-nishtar Eucalyptus camaldulensis Sufaida Ficus bengalensis Barr, bohr Leaucena leucocephala lple iple Mangifera indica Aam Melia azedarach Bakain, dharek Morus alba Toot, shahtoot Nerium odorum Kaner Pongamia glabra Sukh chain Populus euphretica Bhan Prosopis cineraria Jand, kandi Prosopis juliflora Mesqite Salsola baryosma Chota lana Salvadora oleoides Jal, van, peelu Syzigium cumini Jaman, jamni Tamarix aphylla Frash Tamarix dioica Lai Tecoma stans Tecoma Tecomella undulata Lahura Ziziphus mauritiana Ber Ziziphus nummularia Mallah Continues... 05130/03 Appendix B B-6 EIA of PHRP Resuirfacing and StrengtheningProjects .Continued Botanical Name Common Name B. Common Grass Species Andropogon ischaemum Palvan Aristida depressa Lumb Cynodon dactylon Khabbal Chrysopogon aucheri Khar dhaulu Cymbopogon jwarancusa Khawi Digitaria bicomis Papar Eleusine compressa Chimberh Elionurus hirsutus Sin Eragrostis cynoneroides Dab Eulaliopsis binata Bhabhar Lasiurus sindicus Gorkha Panicum antidotale Garam Pennisetum divisum Saccharum bengalensis Kana, sarut Saccharum spontaneum Kahi Sorghum halepense Baru, baira Typha angustata Koondar, dib 05/30/03 Appendix B B-7 EIA of PHRP Resurfacing and StrengtheningProjects Exhibit B.6: Common Wildlife in Protected Areas Along Project Corridor Genetic Name Common Name Mammals Antilope ceriscapra Black buck Axis porcinus porcinus Hog deer Boselaphus tragocamelus Nilgai Canis aureus Jackal Felis chaus Jungle cat Felis margarita scheffeli Pakistan sand cat Funumbulus pennant Northern palm squirrel Gazella bennetti Chinkara Herpestes edwardsi Indian mongoose Hystrix indica Indian crested porcupine Lepus nigrico/lis Indian hare Lutra perspici//lata Smooth-coated otter Manis crassicaudata Indian pangolin Ovis orientalis Punjabiensis Punjab urial Platanista minor Indus river dolphin Prionailurus viverrinus Fishing cat Sus scrofa cristatus Wild boar Birds Accipetar badius Shikra Acridotheres tristis Common mynah Acridotheres ginginianus Bank mynah Anser erythropus Lesser white-fronted goose Apus affinis House swift Aquila clanga Greater spotted eagle Aquila heliaca Imperial eagle Ardeola grayii Pond heron Athene brama Spotted owlet Aythya nyroca Ferruginous duck Bradypterus major Long-billed bush warbler Bubulcus ibis Cattle egret Catreus wallichii Cheep pheasant Centropus cinensis Crow pheasant Chaetomis striatus Bristled grass warbler Chiamydotis undulata Houbara bustard Chrysomma a/tirostere Jerdon's babbler Continues... 05/30/03 Appendix B B-8 EIA of PHRP Resurfacing and Strengthening Projects Continued Genetic Name Common Name Columba eversmanni Pale-backed pigeon Coracius bengalensis Indian roller Corvus splendons House crow Coturnix cotrunix Common quail Cuculus saturatus Oriental cuckoo Dendoocitta vegabunda Indian tree pie Dicrurus adsimilis Black drongo Dinopium bengalensis Golden-backed woodpecker Elanus caerulus Black-winged kite Eudynamys scolopacea Koel (Indian) Extrilda annandava Red munia F. Pondicerianus Grey partridge Falco naumanni Lesser kestrel Francolinus francolinus Black partridge Gallinula chloropus Indian moorhen Grus leucogeranus Siberian crane Gyps bengalensis Common vulture Halcyon smyrnensis White-breasted kingfisher Haliaeetus leucoryphus Pallas's sea eagle Hirundo rustica House swallow Lanius excubitor Grey shrike Lanius schach Rufous-backed shrike Marmaronetta angustirostris Marbled teal Merops orientalis Little green bee-eater Mi/vus migrans Pariah kite Motacilla alba White wagtail Motacilla flavia Yellow wagtail Nectarinia zeylonica Purple sunbird Oxyura leucocephala White-headed duck Passer domesticus House sparrow Passer montanous Mountain (Russian) sparrow Pavo cristatus Indian peafowl (captive) Pelecanus crispus Dalmation pelican Picoides mahrattensis Mahratta woodpecker Prinia buresii Rufuous-vented prinia Psittacula krameri Alexandrine parakeet Pycnonotus cafer Red-vented bulbul Continues... 05/30/03 Appendix B B-9 EIA of PHRP Resurfacing and Strengthening Projects Continued Genetic Name Common Name Rhynchos albicollis Indian skimmer S. Tranquebarica Red turtle dove Saxicola macrophynca White-browed bushchat Saxicoloides fulicata Indian robin Sterna acuticauda Black-bellied tern Streptopelia decacoto Indian ring dove Streptopelia roseus Rosy starling Sturnus vulgaris Common starling Tragopan melanocephalus Westem tragopan Treton phoenicoptera Green pheasant Turdoides caudatus Common babbler Turdoides striatus Jungle babbler Upupa epops Hoopoe Vanellus gregarious Sociable lapwing Vanellus indicus Red-wattled lapwing Reptiles Bungarus caeruleus Krait Crocodylus palustris Mugger Gavialis gangeticus Gharial Geoclemys hamiltonii Spotted pond turtle Hardella thurjii Crowned river turtle Naja naja Cobra Naja orciana Asian cobra Python molurus Indian python Ripad punctata Skink Varanus bengalensis Monitor lizard Vipera russelii Viper, Russel's Amphibians Bufo bufo Common toad Rana tigrina Common frog Exhibit B.7: District-Wise Distribution of Phase I RSP Sections Proportionate Highway Sections Length a District Coverage (km) in Percentage Gujranwala-Khanan 89.85 Gujranwala 53 (NB/SB) 47.25 Gujrat 47 Nowshera-Peshawar 34 Nowshera 71 (NB/SB) 34 Peshawar 29 a Length excluding bypasses 05/30/03 Appendix B B-10 EIA of PHRP Resurfacing and Strengthening Projects Exhibit B.8: District-Wise Demography of Phase I RSP Sections Population Age Literacy (%o) District Total Gender Dependency Population Female Growth Rural Pop. Urban Pop. Ratio Ratio Overall Male Female Rural Urban (million) Male (V.) (V.) Rate (%) (Y) (%) Gujranwala 3.40 52.05 47.95 2.80 49.45 50.55 108.00 86.90 56.60 63.60 48.80 48.70 64.00 Gujrat 1.20 51.50 48.50 2.90 49.10 50.90 107.00 87.00 55.00 62.70 45.30 47.60 52.40 Nowshera 0.87 52.11 47.89 2.90 74.04 25.96 109.00 90.80 42.50 60.60 22.70 36.60 55.60 Peshawar 2.02 52.55 47.45 3.56 51.32 48.68 110.76 94.22 41.79 55.97 25.85 54.09 29.19 Source: District Census Reports (2002). Population Census Organization (Statistics Division), Government of Pakistan. Exhibit B.9: Historical and Archeological Sites Located Near Phase I RSP Sections Description of Site Protected Under Distance from N5 (k) Wazirabad (17 (hcentury city founded by Wazir Khan in the time of Moghul emperor Shah Jehan) Provincial act 2 Gujrat (historic city founded by Moghul emperor Akbar) 2 Sarai Alamgir (Moghal sarai) . Along N5 Peshawar 15'h century Bala Hisar Fort - Along N5 Peshawar 16th century Mahabat Khan Mosque 0.5 Gor Gathri (monuments, Buddhist caravan sarai) Antiquities Act 2 (federal) 05/30/03 Appendix B B-Il N Legend -n '. A) Qt.Prtindal Boundary Gligit. - ~~~~~~~~~N5Highway (Completed) -b~J 0 2 % |Nowshera -Pessnawar \_v,.te ,_ \ ,_Pha I T rkh 2 jr1 Resurfadng and SbtVngtng Land Use ArabIaland (Ifrigated) ______Amble land (Unrigatled) Woods and fmt Rough grazg lnd Non-egricufdlutalnd Chaman\_ EIAotfPHRP Resurfacing Projects (Phase I) OTiwt ( 0 Scale 1: 9i;.0.00 2 vAr.bImn. Sea *' source'¢, + ,,soP ~'ds _Z. - .4;-1+,' , ,* DaeDrawing MayW3E1IPHR 2003 EIA of PHRP Resurfacing and Strengthening Projects Appendix C: Record of Public Consultations C.1 Stakeholders' Consultative Workshops Exhibit C.1: Statistics of Stakeholder Workshops Date Venue No. of Participants Engineering General Consultants September 25, 2001 Hyderabad 106 November 13, 2001 Lahore 117 Associated Road Users of Pakistan August30, 2000 Hyderabad 57 September 07, 2000 Gujranwala 88 September 13, 2000 Dera Ismail Khan 100 September 20, 2000 Khuzdar 154 05/30/03 Appendix C C-1 EIA of PHRPResurfacing and StrengtheningProjects Exhibit C.2: Record of Scoping Sessions Venue No. of Main Concerns Participants Men Women Karachi-Hyderabad March 13, 2002 Lonigoth Police 18 Lack of avenue tree plantation Station (Dadu) Inconveniently located U-tums Corrugated road surface causes overloaded trucks to become unbalanced Inappropriate attitude of traffic police Lack of passenger facilities, bus bays, and waiting rooms Hyderabad-Hala March 7, 2002 Khyber village 47 2 Lack of public facilities, eg, parking stands for public vehicles, bus (Hyderabad) bays, waiting areas, etc. Extensive encroachment and squatter settlement Difference in elevation of ECW and ACW creates a hazard for vehicles Undue delays in completing road works have adverse effects on business PAPs not compensated along parts of the N5 where road extension (ACW) was carried out Absence of middle partitioning wall, crossing points, overhead bridges and traffic signage causes accidents Absence of outlets to drain rain/flood water away from the highway Sekhat Union 19 6 Road design should incorporate provisions to minimize the damage to Council office buildings along the RoW (Hyderabad) Measures to minimize frequent road accidents Need for bus stands and parking bays Adverse socioeconomic impact on PAPs should be mitigated by providing alternative land, monetary compensation, and loan facilities Ensure transparency in the calculation and payment of compensation to PAPs Provisions for drainage of water from the ECW (which is at a lower level); and measures to minimize the damage caused to buildings along the RoW as a result of water accumulation Locals should be provided onsite construction employment Measures to minimize smoke emissions from vehicular traffic, and dust during road construction Monitoring environmental problems by a local committee Continues... 05/30/03 Appendix C C-2 EIA of PHRP Resuirfacing and Strengthening Projects ...Continued Venue No. of Main Concems Participants Men Women Hala-Moro March 7, 2002 Sabu Rahu 50 3 High variation in the ECW and ACW levels (about one meter) causing (Hyderabad) frequent mishaps Lack of signboards particularly in front of educational institutions Air pollution and noise because of vehicular traffic Necessity of tree plantation Non-payment of compensation during construction of ACW since 1995 Undue harassment by Highway officials of persons doing business along RoW Possible damage to buildings due to road expansion and the provision of a bypass Moro-Kotri Kabir-Ranipur March 12, 2002 Kotri Kabir 12 - Undue delay in the payment of compensation dating from the (Naushahro construction of the ACW Firoz) Need for the construction of waiting rooms, toilets, etc., for the passengers Need for construction of a median wall with crossing points because of difference in levels of ECW and ACW Difficulty in road crossing due to absence of crossing facilities Piecemeal, prolonged implementation of road rehabilitation plan causing disturbance to shopkeepers Need for finalizing rehabilitation plan, particularly in relation to hotels, well before the initiation of road rehabilitation operations Gujranwala-Kharian March 22, 2002 Rahwali Cantt. 8 - Dust likely to be a hygiene problem for roadside restaurants during (District construction/extension of road Gujranwala) Unsatisfactory condition of highway from Jhelum to Gujar Khan; driving rendered difficult by development of corrugations and depressions in its surface NHA staff does not allow hotel customers use of the area in front of Roadside Hotels Amrat Pura 21 9 Frequent accidents; necessity of zebra crossings (Gujranwala) Lack of signboards to caution road users Blocked cross-drainage under old bridge due to carelessness of NHA staff Water stagnation in low lying sites in the RoW in front of the village Lack of proper parking area for passenger buses Piles of rubbish in the RoW Kotli Sahian 12 10 Lack of road crossing facilities resulting in frequent accidents (about 4 (Gujranwala) accidents in the past year around a single point) Requirement of signboards particularly near educational institutions, hospitals/clinics and other public places Continues... 05/30/03 Appendix C C-3 EIA of PHRPResurfacing and Strengthening Projects ...Continued Venue No. of Main Concerns Participants Men Women Deona Mandi 14 5 High speed traffic causing accidents involving road crossers. (Gujrat) Environmental problems and accident hazards increased by the establishment of a tonga/motorized rickshaw stand (average 20 tongas and 15 rickshaws) along the RoW to cater for the needs of about 30 adjoining villages has increased Lala Musa 35 10 Possible eviction problem and resulting loss of income to the business (Gujrat) community due to highway rehabilitation works implemented by NHA (compensation for the bonafide PAPs demanded in the form of shops on the Gujar Khan/Dina pattem) Absence of bypass for Lalamusa Lack of rickshaw stand, bus bays, and passenger facilities. High frequency of fatal accidents on the highway (average 15 per month); at least three overhead bridges to cross the highway at different points required Improper parking site along NB part of highway Turnol-Chablat March 29, 2002 Margalla Hills 7 7 Establishment of temporary truck stands in close proximity of the near Taxila highway (Rawalpindi) Excessive number of Traffic Police checkposts (on every 10-15 km of highway) Parking of heavy earth-moving machinery by private entrepreneurs (km 1266) in the RoW a potential hazard. Establishment of fruit market at Taxila very close to the highway Improper location of U-turns (at wider spacing) Use of the same road for fast as well as slow-moving traffic, including non-motorized vehicles. Prohibition on the use of extra space in front of wayside hotels for clients Inadequate signage March 30, 2002 Jinnah Colony 6 3 Roads poorly lit (Rawalpindi) Hazardous road crossing Absence of lane and/or footpath for pedestrians Lack of drainage system; spread of diseases Ahmednagar 21 14 Lack of highway crossings poses problems for pedestrians, adversely affects business on both sides, and causes road accidents (averaging (Rawalpindi) 3 per month) Immense traffic problems caused by closure of U-turn in front of POF Barrier No.3 and establishment of U-tum at a distance of 3 km, opposite Royal Memorial Hospital High noise levels Vendors occupying part of RoW Need for tree plantation Continues... 05/30/03 Appendix C C-4 EIA of PHRPResurfacing and Strengthening Projects ...Continued Venue No. of Main Concerns Participants Men Women Nowshera-Peshawar March 29, 2002 Ismail Khel 15 8 Lack of U-turns near the village (Nowshera) Amangarh 7 4 Appreciation of double road's role in time saving and reducing traffic (Peshawar) jams Damage to habitations at lower level than Highway due to rain and flood water accumulation Proximity of residential buildings to the RoW posing constant potential danger of mishaps Acute drainage and sanitation problems High noise levels Aurangabad 17 5 Appreciation by the locals, particularly women, of ACW construction (Peshawar) for reducing road accidents, time savings & efficiency in transport (traffic blockade) Landowners facing difficulties in managing land on either side of the highway, which passes through the village Lack of highway-crossing Motorway adding to road-crossing problem (longer stretch) Absence of road-crossing points for cattle and consequent high number of accidents involving them (on average, 20 per month) Dust, smoke, and noise forming sources of disease Poor road construction standard General tendency of road-building contractors to ignore local labor Poor drainage along highway; stagnant water in front of habitations/shops Improper location of U-turns Sarwarabad 12 5 Appreciation of double road shown by women for easing crossing for (Peshawar) children and thus reducing chances of accidents Skin diseases, malaria, and typhoid, as well as diarrhea, common because of open drain has causing environmental pollution and serving as a source of mosquitoes Accidents because of lack of partition wall in the median Cattle crossing also a problem Nasir Kalley 8 4 Accidents due to fast traffic (Peshawar) No bus stand Lack of crossing points Absence of U-turn Absence of drainage system Nasarpur 10 5 High noise levels creating disturbance and causing high blood (Peshawar) pressure Dust and smoke causing respiratory diseases amongst local inhabitants Continues... 05/30/03 Appendix C C-5 EIA of PHRP Resurfacingand Strengthening Projects ...Continued Venue No. of Main Concems Participants Men Women Chughalpura 20 9 Site prone to road accidents (Peshawar) Lack of provision for pedestrian road crossings No provision of proper bus-stops and/or waiting rooms for passengers at village site (women and children worst affected); bus stand established (at km 1693) at end of habitation Environmental pollution due to choked-up drain and abundance of rubbish (at Mohajar Garo) Dust causing spread of respiratory diseases 05X30X03 Appendix C C-6 EMA of PHRP Resurfacing and StrengtiheningProjects Exhibit C.3: Record of Roadside Consultations Respondents Main Concerns Hyderabad-Hala Section July 11, 2001 Mr Zahid Hussain Sammon Shops are located just adjacent to the highway corridor; vehicles often run (Member NGO) r/o Khyber into these shops. Pedestrians have little sense of road use. Vehicle drivers generally overspeed. Careless driving by tractor drivers causes frequent accidents. Carts and vehicles parked under the shade of trees obstruct traffic and cause accidents. There are no lighting facilities for night-time traffic passing through the town. Outside contractors have no comprehension of local conditions and cannot perform the job as per local requirements. Mr Altaf Ali Shah (Computer The existing highway does not come up to required NHA standards; Operator) r/o Khyber shoulders are eroded and, with rubbish piled over them, movement of vehicles is difficult. Pedestrians do not have the requisite knowledge of rules governing road safety. Buses cause accidents by stopping right over RoW where hotels and shops are established. The difference in the levels of the ECW and ACW, coupled with the stagnant water in the gap, cause damage to the road surface and serve as a source of diseases (no drainage system). Smoke from vehicles is one of the major causes of environment pollution. Tree plantation is scanty. Dr Hassan Shah (Physician) Rains have damaged the existing road shoulders, making overtaking very r/o Khyber dangerous. Pedestrians have very little road sense. Vehicles drivers often drive whilst under the influence of intoxicating substances. There is no protective wall on either side of the road. Bus drivers ignore the sensitivity of the location (eg, school or hospital) when blowing the horns of their vehicles Mr Ghulam Mohammad (ASI One lane of the highway is completely worn out due to accumulation of Police Station Sakrand) r/o rainwater; the shoulders need heavy repair. Syed Sohail Akbar Shah Overspeeding is the main cause of accidents. Village No guiding signs have been put up Environmental pollution and road rehabilitation cause the spread of respiratory diseases. Noise from pressure homs creates disturbance. No overhead bridge has been provided to allow pedestrians to cross roads. The local people have not been consulted regarding the highway improvement policy. There is a lack of first aid or medical centers near the RoW. Continues... 05/30/03 Appendix C C-7 EIA of PHRP Resurfacingand Strengthening Projects Continued Respondents Main Concerns July 12, 2001 Mr Ghulam Nabi Somroo The highway, in its present form, is in a critically poor condition. (member Business Committee: Encroachments on both sides of the highway are very common. Sindh Graduate Association, Khyber) and other members Heavy vehicles that overspeed are a major cause of accidents. r/o Khyber. No bus stops exist; buses stop on the road. No provision has been made for rainwater drainage. July 13, 2001 Mr Mohammad Ramzan Proper bus stops are not available. (President Sindh Goth Sudhar The road is narrow; driving is difficult; and over-taking leads to frequent Sangat) R/o Jummo Shaho accidents. near Khyber No speed breakers exist. An overhead bridge is required to facilitate road crossing. No traffic signal exists. Drivers are generally reckless (so far about 20 fatal accidents involving villagers have occurred). Wild animals also fall victim to speeding vehicles. No signboards have been fixed. Placing stones around broken down vehicles on the highway and leaving them there causes accidents. Mr Anwar Ahmed (Student) r/o The road is not in a condition to serve large vehicles. Jummo Dero Accidents are often caused by large vehicles being driven by conductors rather than drivers. In the absence of an overhead bridge, people find it difficult to cross the road and must incur the risk posed by fast-moving vehicles when crossing. Roads are not maintained after construction. The median is deep and is difficult for pedestrians to cross. Mir. Nisar Ahmed (Teacher) Accidents on the highway are common; overspeeding accounts for most of r/o Anwar Kot the accidents. Noise and smoke are polluting the environment. Because the ACW is high, the water drains down and accumulates in front of residential buildings, spreading diseases and damaging structures, trees, and crops. The presence of imported labour means that local women cannot go out and work in the fields. The compensation for affectees is generally not paid before road rehabilitation. There are no speed breakers near populated areas. Mr Mohammad Hussain Vendors attempting to sell their merchandise to moving vehicles often fall (Squatter) r/o Khabran and injure themselves. Students from adjoining schools come over to the highway. During rainy season, water accumulates on the road and creates problems for pedestrians and squatters. Trees have been planted very close to the road and create obstructions for drivers. Continues... 05/30/03 Appendix C C-8 EIA of PHRPResurfacing and Strengthening Projects ...Continued Respondents Main Concems Mr Shahmeer Ali (Squatter) r/o The general public is unaware of road safety rules. Sekhat Encroachments often cause accidents on the highway. Vehicles are driven carelessly as there is no enforcement of traffic law. Mr Ali Murad (Squatter) r/o Stagnant water on the road surface impedes the flow of traffic during the Matyari rainy seasons; there is no drainage system. Overtaking of vehicles leads to accidents. No overhead bridge exists in this densely populated part of the Hyderabad-Hala Section. Vehicles pose a danger to wild animals. Mr Jumo Sheikhu (Squatter) The highway provides a safe escape route to the dacoits who frequent this r/o Khabran village. Mr Karim Dad (Squatter), r/o Ploughs fitted to tractors crossing the road cause deep trenching on the Dakorywala Hatri road surface. The public does not know how to cross a road. Vehicles overtaking each other at high speed often cause accidents. Livestock grazing is common on both sides of the road and the sudden appearance of animals on the road results in accidents. Mr Sahib Din (Squatter) r/o Drivers often fall asleep while driving, causing accidents. Sekhat Overtaking is also a major cause of accidents. Vendors often race to board moving vehicles, which results in mishaps. Mr Wali Dino (Squatter) r/o The public is not educated about traffic rules and regulations. Khabran Signs have not been put up on the highway. Trolleys loaded with sugarcane and cotton crop cover almost the entire width of the road, causing accidents. Mr Abdul Razzaq (Squatter) The spreading branches of trees along the RoW obstruct vehicular traffic. r/o Jummo Shaho Travelers seated on the top of vehicles are often hit by tree branches. Passenger coaches tend to overspeed, causing accidents. The school gate of the Jummo Shaho village is right on the highway and is generally crowded with students, making it a potentially hazardous area. Mr Khadim Hussain (Squatter) Erosion has reduced the effective width of the highway, which is the cause r/o Bato Dera near Matyari of many accidents. Passenger vehicles are often overloaded. Animal-driven carts obstruct the fast moving traffic and account for many accidents. M/s Murad Ali, Hafiz Ali Murad Road crossing is difficult. and others (Road Travelers) There is no waiting room for passengers. r/o Jakheri Marl During road rehabilitation operations, plying of vehicles, particularly big trucks and loaded trailers, becomes difficult, particularly when it rains. Significant pollution is caused by the emission of smoke. No speed breakers exist. Continues... 05130103 Appendix C C-9 EIA of PHRP Resurfacing and StrenglheningProjects ...Continued Respondents Main Concerns M/s Khadim Danno, Mohram Speeding vehicles pose hazards to the local residents who own land and Ali Nawaz (Farmers) r/o across the highway; there are no speed breakers to reduce the speed of Jummo Shaho vehicles. High noise levels, smoke, and dust resulting from vehicles pollute the environment. With the rehabilitation of the highway, it is likely that speed levels will increase. If the road is widened, the main gate of the Jamaa Mosque, which currently opens on the road, will have to be shifted. There are no signboards. No bus stop and/or passengers' waiting rooms exist. July 14, 2001 Mst. Rina, Mst. Maji, Mst Bai The high frequency of road accidents must be checked. r/o Sekhat Overworked bus drivers cannot drive safely. Crossing the road is hazardous, particularly for old people. Speed breakers are non-existent. There are no barriers on either side of the road to prevent children from climbing onto the highway. Road improvement might cause the influx of people from other localities, creating social problems, eg, addiction of children to heroin, restriction on the movement of women. Mst. Safooran Brohi, Mst. A sharp turn on the highway and the sudden appearance of fast-moving Jannat Abro, Mst. Shameem vehicles poses serious problems for road crossing. Memon r/o Beho Dero There is no waiting facility for bus passengers. There is a lack of appropriate signs. Avenue tree plantation is needed to absorb environmental pollutants. Hala-Moro Section July 17, 2001 Mst. Hatil, Mst. Fatimah, Mst. Pedestrians are not conversant with the traffic rules and often cause Pathani, Mst. Raji r/o of Pir accidents. A separate path for pedestrians is required. Jhando The transportation of material for the construction of the road (ACW) causes problems to road users. No speed breakers have been constructed to check the speed of vehicles. Livestock must cross the road to get to the abundant bushes on the other side. No bus stop or waiting rooms exist. Bus drivers do not stop their vehicle to allow passengers to alight at the proper location. The local villagers are forced to hire a tonga at exorbitant charges. The inhabitants must become accustomed to high noise levels. Residents whose houses have been affected by the road rehabilitation program have yet to be compensated. The large difference in the ACW and ECW levels creates problems for pedestrians. Trees are a great necessity in this area; they should not be cut. Local people should be employed in road rehabilitation operations. Continues... 05/30/03 Appendix C C-10 EIA of PHRP Resurfacing and StrengtheningProjects ...Continued Respondents Main Concerns July 18, 2001 Mr Ghulam Murtaza (Farmer) The low-lying parts of the Highway are waterlogged and have poor r/o Pir Jhando drainage. Accidents occur due to i. pot holes and depressions in the road. ii. overbalancing of overloaded trucks attempting to avoid the overhead branches of avenue tree plantation. Dr Rafeeq Ahmad Javaid r/o Depressions on the road surface, overspeeding vehicles, and incorrect Bari Goth overtaking are major causes of road accidents. The injured/dead persons on the road remain unattended for hours at a time. Buildings are encroaching onto the RoW. Roadside trees are being cut illegally. Mr Ghulam Rasool (Squatter: Traffic is slow because of the poor condition of the road, which makes It Fruit Seller) r/o Moro easier for vendors to sell their wares. When the ACW project is completed, speed breakers must be built to check the speed of vehicles. Roadside tree plantation is required to provide shade for vendors and pedestrians. Overgrown branches from existing trees are obstructing vehicles at many sites. No signboards have been installed on the highway to caution and/or direct drivers. Mr Khuda Bux (Squatter: Mat There is no tree plantation. Seller) r/o Bubak Village near The highway is a shambles. Manchar Lake Mr Roop Chand (Squatter: The speed of vehicles is checked by the road that is currently under Fruit Seller) r/o Saeedabad construction. Road Speed breakers must be constructed to slow down traffic. Employment/ business opportunities currently available will finish with the completion of the project. The dust level is very high. Mai Wassal, Mst. Tajil, Mst. The highway is in a deplorable condition (ACW under construction). Reshaman, Mst. Izzat and Vehicle drivers have little consideration for pedestrians and cause a Mst. Hajani Haleeman r/o of number of accidents. There are no speed breakers to reduce the traffic's Goth Baghio speed. Inhabitants in the vicinity of the Highway are under constant threat from dacoits who escape using the Highway. . The road is too narrow to allow the smooth passage of vehicles, which quite often fall onto the agricultural land adjoining the RoW. M/s Sain Bux, Harab shah, No bus stops exist along the highway. Akbar Shah, Alihar Keho, Din Trees can be looked after by the local residents. Mohammad (Farmers) r/o Kundi Stop Village, near The availability of transport is inadequate and the existing buses are Sakrand overloaded. Tape recorders played at a high volume are a common nuisance for passengers. Vehicles often slip off the road during the rainy season when shoulders are muddy. Continues... 05/30/03 Appendix C C-lI EIA of PHRP Resurfacing and StrengtheningProjects ...Continued Respondents Main Concerns July 18, 2001 Mr Ghulam Murtaza (Farmer) The low-lying parts of the Highway are waterlogged and have poor r/o Pir Jhando drainage. Accidents occur due to i. pot holes and depressions in the road. ii. overbalancing of overloaded trucks attempting to avoid the overhead branches of avenue tree plantation. Dr Rafeeq Ahmad Javaid r/o Depressions on the road surface, overspeeding vehicles, and incorrect Bari Goth overtaking are major causes of road accidents. The injured/dead persons on the road remain unattended for hours at a time. Buildings are encroaching onto the RoW. Roadside trees are being cut illegally. Mr Ghulam Rasool (Squatter: Traffic is slow because of the poor condition of the road, which makes It Fruit Seller) r/o Moro easier for vendors to sell their wares. When the ACW project is completed, speed breakers must be built to check the speed of vehicles. Roadside tree plantation is required to provide shade for vendors and pedestrians. Overgrown branches from existing trees are obstructing vehicles at many sites. No signboards have been installed on the highway to caution and/or direct drivers. Mr Khuda Bux (Squatter: Mat There is no tree plantation. Seller) r/o Bubak Village near The highway is a shambles. Manchar Lake Mr Roop Chand (Squatter: The speed of vehicles is checked by the road that is currently under Fruit Seller) r/o Saeedabad construction. Road Speed breakers must be constructed to slow down traffic. Employment/ business opportunities currently available will finish with the completion of the project. The dust level is very high. Mai Wassal, Mst. Tajil, Mst. The highway is in a deplorable condition (ACW under construction). Reshaman, Mst. Izzat and Vehicle drivers have little consideration for pedestrians and cause a Mst. Hajani Haleeman r/o of number of accidents. There are no speed breakers to reduce the traffic's Goth Baghio speed. Inhabitants in the vicinity of the Highway are under constant threat from dacoits who escape using the Highway. . The road is too narrow to allow the smooth passage of vehicles, which quite often fall onto the agricultural land adjoining the RoW. M/s Sain Bux, Harab shah, No bus stops exist along the highway. Akbar Shah, Alihar Keho, Din Trees can be looked after by the local residents. Mohammad (Farmers) r/o Kundi Stop Village, near The availability of transport is inadequate and the existing buses are Sakrand overloaded. Tape recorders played at a high volume are a common nuisance for passengers. Vehicles often slip off the road during the rainy season when shoulders are muddy. Continues... 05/30/03 Appendix C C-lI EIA of PHRP Resurfacing and Strengthening Projects ...Continued Respondents Main Concems July 19, 2001 Mr Abdul Majeed Local people are not employed in road-building operations. (Businessman) r/o Deh Phalail An alternate route should be provided during road construction. The drainage system is not effective. Noise levels are high. The road surface is often damaged by tractors fitted with deep crossing the road. ploughs Animals killed in accidents lying on the road for long periods. There are no warning signs, instructions, or edifying verses for road users Mr Rasool Bux Baghio Overspeeding (Businessman) causes accidents. r/o Goth There is no provision for Ganbiro Road Moro the drainage of standing water Extremely poor condition of ECW causes frequent accidents. The poor condition of the road has an adverse vendors. effect on hawkers and There is an accumulation of rubbish and plastic bags along the RoW. Mr Nisar Ahmad Memon The ECW and its altemate routes are in a deplorable (Member, Welfare Association) frequent, long state resulting in r/o Moro. traffic jams. There is a negative effect on the business of vendors. Pedestrians and cyclists do not know how to use the road. Wildlife is dwindling because of the disturbance caused by road construction operations and noise. Dr Mushtaq Jokhio (Veterinary The ECW is studded with pot holes and depressions. Doctor) r/o Moro The alternate route established on parts of the ECW has an extremely rough surface, which causes traffic jams. Passengers have hours for buses. to wait long Accidents involving dogs, buffaloes, and camels are common. The influx of road-building labour from other areas has had a marked influence on the area's culture. New settlers to the area have caused the spread of disease. PAPs must be compensated promptly. Mst Jameela (General The altemate route, provided during the construction of the Councilor, Moro Union completely inadequate. ACW, is Council) r/o Moro Traffic jams are common; noise levels are high; and heavily loaded trucks often overbalance. Fatal accidents occur frequently because of poor road conditions. Outsiders are employed in preference to local labour causing Local women find friction. it difficult to go out of their houses because of the large number of non-local labourers working on the ACW. No waiting room has been provided for bus passengers. Trees are scanty. Continues... 05/30/03 Appendix C C-12 EIA of PHRP Resurfacinig and Strengthening Projects ...Continued Respondents Main Concerns Mr Nazar Mohammad Roads having speed breakers causes more accidents than smooth ones. (Squatter) r/o Panj Moro Hawkers/sellers running along passenger vehicles often fall victim to road accidents. An overhead bridge is required for pedestrians. The road is so narrow that overtaking vehicles often slip off it, resulting in casualties along the RoW. Mr Sher Mohammad The highway is completely broken down. Vehicles generally overspeed. (Squatter) r/o Moro Overtaking is extremely difficult as the shoulders of the road are worn out; vehicles stop on the road for the same reason. These factors account for the occurrence of road accidents. Road construction material is defective, so the road cannot bear the pressure of overloaded vehicles. The lack of drainage facilities causes rainwater to stand on the roads. This stagnant water becomes even dirtier due to the accumulation of rubbish in it. Tractors damage the road surface. Vehicles cause major noise pollution. Mr Safdar Ali (Squatter) r/o Pir Existing road construction material is of poor quality and in inadequate Jhando Road quantity, so that depressions have developed in the road surface. Depressions and corrugations on the road surface are also a result of the overloading of vehicles far beyond permissible limits. The road is waterlogged as a result of the irrigation of agricultural land on either side of the highway. Tree branches from roadside plantations often obstruct running vehicles, causing accidents. Mr Raees Nawab Wali The police do not allow business in the RoW. Mohammad (Squatter: Melon Dust spoils the goods that are to be sold (melons). Seller) r/o Kot Jan Mohammad Dahri When the road construction project finishes, vendors will lose their clientele, since passing vehicles are unlikely to stop to allow passengers to buy edibles. Speed breakers are required on the new road (ACW) since the adjoining village is densely populated. Mr Javed Ali (Squatter: Encroachments and squatting are common and fatal accidents occur when Coconut Seller) r/o Qazi overspeeding vehicles collide into encroachers/squatters' establishments. Ahmed Markets, tonga/rickshaw stands, mosques, madaris, Imam-bargahs, etc., are often established on the RoW. Once these unauthoraized structures have been put up, they are difficult to remove. Mr llyas Kori (Squatter: Only one tree exists, therefore there is insufficient shade for pedestrians. Chhalya Seller) r/o Goth Ilyas Vehicles overtake at a reckless speed. Abrejo Smoke, dust, and noise are a problem. Mr Abro (Squatter: Mango Practically a tree-less site, pedestrians have little protection here from the Seller) r/o Wingheree scorching sun. Continues... 05/30103 Appendix C C-13 EIA of PHRP Resurfacing and Strengthiening Projects ...Continued Respondents Main Concems 'Mr Mohammad Machhi Haw kers face difficulty and fall victim to accidents when they swarm (Squatter: Juice Seller) r/o around moving vehicles. Sakrand The newly constructed speedbreakers are inadequate and cannot check the speed of vehicles. Earth and crushed stone piled on both sides of the highway, are a source of mishaps causing passengers alighting from vehicles to slip and fall. Mst. Manzooran, Mst. Recklessly speeding vehicles are responsible for many fatal accidents Maryam, Mst. Neeman r/o Mir involving local residents. Khan Leghar Smoke emission and the noise of vehicles are common environmental pollutants. There is neither a bus stop nor a waiting room for passengers. Mst. Noor Khatoon, Mst. No bus stop or passengers' waiting room exists to cater for the needs of Fatimah, Mst. Asma, Mst. residents living in adjoining villages. Haleema r/o Miral Leghari Since the ACW is under construction, vehicles use the ECW which is narrow and can barely accommodate two vehicles. Traffic accidents often result when vehicles overtake each other. No hospital/clinic exists in the proximity of the highway. Oil spills from overturned oil tankers spoil crops in adjoining agricultural fields. Smoke and suspended particles emitted from vehicles are common environmental pollutants. Road construction material is often unloaded on the road. There are few trees on either side of the highway. No signboards exist to guide road users. Mst. Razia, Mst. Maryam, Mst Crossing the highway is difficult, particularly when one lane (ACW) is Reena, Mst. Saran r/o Village being constructed and vehicles on the ECW travel at break-neck speed. Faqeerabad Smoke and noise mar the environment. Cut trees must be replaced. Gujranwala-Kharian Section March 18, 2000 Truck Driver 5 No. The drivers appreciated the effort of NHA in improvement work and the improv,ement of road surface conditions. They expressed their willingness to pay Toll Tax to finance the improvement work. They accepted their fault as regards the overloading of trucks and consequent damage to roads. They indicated their willingness to abide by the rules if these were implemented honestly. March 22, 2000 Hafiz Abdul Ghafoor A median wall exists but the turning point is located unduly far away. (Shopkeeper) r/o Ghakkar An overhead bridge is needed. There is a lot of traffic noise near the school. Overspeeding vehicles are a problem. Signs are inadequate. Continues... 05/30/03 Appendix C C-14 EIA of PHRP Resurfacing and Strengthening Projects ...Continued Respondents Main Concerns Turnol-Chablat Section March 30, 2002 M/s Rehmat, Soofi Jan Ali and The RoW is used by encroachers/squatters (eg, Turnol, Sang Jani, and Bakhtiar Shah rdo Sang Jani Taxila) as well as temporary dwellers (eg, Mohabbat Abad). The road has to be crossed in order for students to reach their school. The crossing is very dangerous. M/s Faisal Khan, Asfand Road mishaps are frequent. Maroof, Malik Abdur Rashid Bus stops are inadequate. U-turns are badly situated. (Property Dealer) r/o Nawababad. Nowshera-Peshawar Section March 29, 2002 Abdul Mateen Khan There are not enough U-turns. (Businessman) rdo Saeedabad The NHA's approval for the installation of a petrol pump near Akora, Khattak had been delayed unnecessarily. M/s Khan Zaman Khan, Nasir The highway has no drainage system. Khan (Businessman) r/o Kundi The site is potentially hazardous because of fast moving traffic. Nasir 05/30/03 Appendix C C-15 EIA of PHRP Resurfacing and StrengtheningProjects Appendix D: Amendments to Project Design and Tender/Contract Documents D.1 Proposed Design Amendments D.1.1 Design Standards The design drawings produced for different highway sections were reviewed in the course of the environmental and social assessment; the main features of upgraded sections are outlined below: o Generally, the existing horizontal and vertical alignments will be used, except in the case of a small number of bypasses in populated areas. > New highway sections will be constructed only as bypasses to help avoid traffic bottlenecks in urbanized areas and improve highway safety. * Substandard curves will be upgraded and minimal re-alignments carried out within the existing right of way (RoW). *. All highway sections will be paved with asphalt concrete with no provision for dirt surfaces. *o Pavements will be widened and upgraded; road shoulders will be compacted and double surface-treatment applied to them. * On certain sections, the road embankment will be raised above the surface and flood water level, using earth and stone as necessary. * Provisions will be made for cross-drainage structures including culverts, pipes, bridges, and causeways as appropriate. * Road signs, markings, and guardrails will be erected along the proposed highway sections to improve public safety. * Road sections in urban areas and along ribbon development areas will be equipped with service lanes, bus bays, pedestrian sidewalks, and parking areas. * Proper camber/cross-falls will be maintained to divert storm water from highway surfaces. * Reduced highway templates will be used for those sections passing through populated areas. D.1.2 Engineering Observations Exhibits 3.4 to 3.7 illustrate typical highway cross-sections both for rural and urban locations. These drawings indicate various roadway components, including physical dimensions, types of surface, and base, sub-base, and shoulder materials. In any highway development project, the project design must conform to the specifications and tender/contract documents. Inconsistencies revealed during the project's environmental review, in the draft engineering design, specifications, contract documents and bill of quantity (BoQ) were subsequently addressed and are described below. 05/30/03 Appendix D D-1 EIA of PHRP Resurfacing and StrengtheningProjects Engineering Designs, Drawings, and BoQ Drawing Omissions: The draft highway design specifications lacked the following features: Ii. Disposal sites for undesirable soils, surplus cbnimon material and un-recyclable scrapped/scarified bituminous material * Sources of borrow material * Access roads for the transport of construction material * Locations of contractors' campsites, storage sites and machinery parking/repair yards3 . Highway Cross-Sections: Only typical highway cross-sections have been prepared. Detailed cross-sections incorporating site-specific topography and ground layout will be designed by the Contractor. Standing Vegetation: Roadside trees have been depicted as scattered vegetation, and their varieties, extent, or levels of maturity have not been defined. Areas of scrub vegetation, grasses and other foliage have not been demarcated. The trees along the perimeter of the project corridor are the property of the provincial forest departments under whose jurisdiction a particular section falls. This jurisdiction may conflict with the draft project specifications that assign the responsibility for vegetation clearing and plantation to the main engineer supervising a particular construction site. This is to be carried out in consultation with the concemed provincial forest department. The regulations that apply include Items 102a, 102b and 102c, vide Specification 102 under Bill I (Earthworks of the BoQ) under which 1050 trees will be cleared without any provision for replanting. Avenue plantation to compensate for the trees cleared must be incorporated into the project scope. DisposalArrangements: Appropriate disposal arrangements are required as part of the project design, depending on the quantity of undesirable soils, unsuitable and surplus common material, and scarified bituminous surfaces. Under Item 103, vide Specification 103 under Bill I (Earthworks of the BoQ), 25,000 cubic meters of soil are to be removed by stripping. Under Item 209b, vide Specification 209, 248,000 square meters of bituminous road pavement is to be removed through scarification. Separation of Embankments and Borrow Pits: No minimum horizontal distances have been delineated to separate the edges of embankments and borrow pits. Medians: Although dimensional details for concrete medians have been defined in the project design, green medians lack both dimensional details as well as provisions for vegetation and stormwater drainage. Vertical Road Profiles: No vertical profiles have been included in the design. This makes it difficult to identify details such as sag points, which generally act as drainage relief points, particularly along green medians. Embankments: Raised embankments have not been symbolically depicted in the draft design, nor have details for embankment protection against scouring/erosion been incorporated. 3 According to Clause 3.1 of the Special Provisions" of Bidding Documents - Contract Conditions, December 2001, "... earth fill, aggregate, rock, or any other materials for use in the works shall be provided by the Contractor from sources to be identified, sampled, tested and approved by the Engineer". 05/30/03 Appendix D D-2 EIA of PHRP Resurfacing and Strengthening Projects DrainageDetails: No details have been included for the disposal of stormwater run-off from highway surfaces, green medians, and embankment slopes. This applies even to urban centers that have not been provided with drainage facilities to cope with this problem. Traffic Flow Directions: Most of the project's highways plans do not indicate the direction of traffic flow symbols. Asphalt Plants: Suitable locations for asphalt concrete mixing plants have not been identified. Livestock!Wildlife Crossings: Although pedestrian crossing sites in the form of zebra crossings/overhead bridges have been indicated in most of the plans, provisions for underground crossings for livestock or wildlife have not been made in areas where the embankment height exceeds 2 m. Similarly, brick- or concrete-lined ramps protecting embankments against erosion/scouring caused by the hooves of either livestock or wildlife, have not been included in the draft design. Topographical/AdministrativeDetails: Important topographical/administrative details such as the names of major cities/towns, rivers/water courses, railways crossings, and other features have not been indicated in the draft design. Traffic Diversion Plans: Traffic diversion/management plans were not prepared during the design phase. U-Turns: Although most U-tums have been marked on the plan, the direction of the tumings has not been indicated. Water Source/Quantity: Sources of water and the respective quantities it is possible to obtain from these sources, have not been indicated in areas marked for highway construction and rehabilitation. Accident Prone Zones: Zones that pose a potential hazard and increased risk of accidents have not been indicated on the plan. Traffic Volume: The current traffic densities/volumes plying the project corridor have not been indicated on the plan. Road Safety: Local traffic has not been segregated from highway traffic in certain congested areas along the project corridor. Specificationsand Tender/Contract Documents In general, the draft highways specifications and contract/tender documents do not specify the environmental and social issues relevant to the project. These need to be merged into the project design in conformity with the design and engineering drawings. Salient features of these omissions include: * Erosion control or landscaping measures to be carried out once the construction period is over * The nature and extent of induced development *. Mitigation measures to be carried out during highway construction * The location of contractors' campsites and machinery yards, and the extent of community-owned resource use leading to potential conflicts with the local population *i Compliance with the National Environmental Quality Standards (NEQS) * Project clearance by the EPAs concerned *' Facilities such as roadside rest areas, parking areas, and repair/recovery bays. 05130/03 Appendix D D-3 EIA of PHRP Resu,facing and Strenigthening Projects Project Components The project components necessary to mitigate the potential environmental impact, enhance project benefits, and carry out effective environmental management and monitoring, include the following as part of the project design, specifications and tender/contract documents: * Earthworks and landscape rehabilitation, including engineering and vegetative mitigation measures * Drainage works and erosion protection * Construction activities * Post-construction operation and maintenance (O&M) measures * Other improvements such as roadside stops, rest areas, parking areas, and recovery/repair bays * Institutional improvement, environmental management, and monitoring plans. D.2 Proposed Amendments to Specifications, Bidding, Tender and Contract Documents D.2.1 Annexure I Performance Bank Guarantee Subsequent to Sub-clause (b), the following statement will be inserted as Sub-clause (c): In addition to routine engineering works, the Contractor will also be responsible for compliance with his responsibilities under the Environrnental Management Plan (EMP) and Resettlement Action Plan (RAP) (where applicable), as per the provisions of this contract agreement. Detour Roads and Traffic Maintenance The first paragraph will be amended to read as follows: The Contractor shall carry out his operations so as to cause the least possible obstruction and inconvenience to the public and surrounding ecosystems in accordance with Items ... and ... of General Specifications and ... Contents of Bidding Documents Subsequent to Part 2, page ITB-5 , Section 8 will be inserted to read as follows: Section 8 Environment-Related Issues and Mitigation Measures This section will detail the Contractor's responsibilities with regard to the implementation of the EMP and RAP. Bid Prices Subsequent to Clause 13, page ITB-7, Sub-clause 13.5 will be inserted to read as follows: In addition to the cost of engineering works, the Bidder will include as part of his bid, the costs of compliance with his contractual responsibilities in implementing the EMP and RAP (where applicable). 05/30/03 Appendix D D-4 EIA of PHRPResurfacing and StrengtheningProjects Examination of Bids and Determination of Responsiveness Subsequent to Clause 26, page ITB-13 , Sub-clause 26.4 will be inserted to read as follows: While ascertainingthe bid, the Employer will also carry out a diligent scrutiny of the Bidder'sproposal to assess its adequacy and responsiveness in complying with the contractualobligations related to the imnplementation of the EMP and RAP (where applicable). Performance Security Subsequent to Clause 34, page ITB-17 , Sub-clause 34.4 will be inserted to read as follows: In view of the potentially detrimental environmentalimpact resultingfrom highway construction operations, the Bidder's performance security will also be deemed to cover his contractualobligations to comply with the requirements of the EMP and RAP (where applicable). Conditions of Contract In addition to the existing definitions listed on page COC-1, the following environment-related terms and their definitions will be inserted to read as follows': Environment: The surrounding zones within the limits of the CoI (the corridor of impact affected by project activities that have an environmental impact); and its natural (physical and biological) and human resources (people, economic development, and quality of life parameters). Environment Resource or Value: An aspect of the environment that is of benefit to man, including all ecological resources and values. Ecology: The study of the inter-relationships between organisms and their environments. Ecosystem: A community and its environment (living and non-living considered collectively, which may range in extent from the very small to the very large). Environment Effect/lImpact: The effect on an environmental resource or value resulting from natural or man-made actions, including project development (measured by physical, chemical, and biological parameters). Environmental Impact Assessment: An assessment of the changes in environmental resources or values resulting from the implementation of a proposed project. Environmental Monitoring: Observing the effects of development projects on environmental resources and values, including sampling analyses and temporary observations during the project construction/implementation stage, and continuing periodic observations during project operation. Environmental Planning: Planning activities with the objective of preserving or enhancing environmental resources or values. 4 As adapted from the Environmental Guidelines for Selected Infrastructure Projects, Asian Development Bank, 1993. 05/30/03 Appendix D D-5 EIA of PHRP Resurfacing and StrengtheningProjects InitialEnvironmental Examination: An initial examination to estimate probable environmental impacts, in order to ascertain whether the studies detailed above are needed to conduct an EIA. Biodiversity: The variability among living organisms from all sources including inter alia, terrestrial, marine or other aquatic ecosystems, and the ecological complexes of which they are a part; including diversity within species, between species, and of ecosystems4. Insurance Subsequent to Sub-clause 13.1, page COC-5, Sub-paragraph (e) will be inserted to read as follows: Environmental damage with a significantly adverse impact which cannot be mitigated through the measures proposed. Safety Subsequent to Clause 19. 1, page COC-6, the following statement will be added to read as follows: The Contractor shall be responsible for the safety of all on-site operations including environmental damage arising from either his or his sub-contractor's activities. Quality Control Subsequent to Clause 34.1, page COC-10, Clause 34.2 will be added to read as follows: On the instructions of the Engineer-in-Charge, the Contractor will be obliged to carry out all ambient air, noise, soil, water quality and other tests specified as part of his obligations under the EMP. Unless otherwise stated, the cost of these tests will be deemed to have been included in the Contractor's bid rates for other items Termination of Contract Subsequent to Sub-clause 59.2, page COC-17, Sub-paragraph (i) will be inserted to read as follows: The Contractor does not comply with his contractual obligations in implementing the EMP and RAP (where applicable), and undue damage is caused resulting in a significantly negative environmental impact. Special Provisions Work Schedule Subsequent to Sub-clause 4.1, page SP4, the following sub-paragraph will be inserted so as to read: Complete contractual obligations with respect to implementing the EMP and RAP (where applicable). SAs adopted from "Biodiversity Action Plan for Pakistan". 05/30/03 Appendix D D-6 EIA of PHRP Resurfacing and StrengtheningProjects Engineer's Laboratory Subsequent to Clause 8.5, page SP-16, Sub-paragraph (4) will be inserted to read as follows: The Contractor shall arrange to provide environmental testing equipment to the Engineer's laboratory for testing ambient air, noise, soil, and water quality, and carrying out any other tests related to environmental pollution as per the attached list. D.2.2 Annexure 2 (Supplementary Conditions of Contract) Borrow Areas Subsequent to Clause SCC-6, page SCC-2, the following paragraph will be inserted so as to read: At the end of construction works, the borrow areas utilized are required to be rehabilitated, refilled, and landscaped to restore them as closely as possible to their original condition as stated in the EMP, and to the satisfaction of the Engineer-in-Charge. Making Good Damages to Services and Earth Faces The first sentence of the second paragraph of Clause SCC-1 3, page SCC-3, will be amended to read as follows: All damage to the surface of the land, including standing vegetation, the beds of both perennial and non-perennial water-courses, protection banks, and river-beds etc. Dangerous Materials Subsequent to Clause SCC-15, page SCC-3, the following sentence will be inserted so as to read: The Contractor will be entirely responsible for ensuring the safety of his workers and local populace, as well as preventing or mitigating environmental contamination of any kind arising from the storage of dangerous materials. D.2.3 Annexure 3 (Corrigenda to NHA General Specifications, 1998) Protection of Environment The last line of the existing paragraph, page 2, will be amended to read as follows: ... in conformity with the statutory and regulatory environmental requirements of the federal/provincial environmental protection agencies (EPAs) and the World Bank (WB), as well as the requirements stipulated in the EIA and EMP, including those prescribed elsewhere in this document... Subsequent to the second paragraph of the same clause, the following sentence will be added so as to read: However, after emergent works have been completed, the Contractor will carry out suitable environmental mitigation measures with the approval of the Engineer-in-Charge. Subsequent to the third paragraph in its present continuation, the following passage will be added so as to read: ... to its original state to the entire satisfaction of both the Supervising Engineer and the landowner. 05/30/03 Appendix D D-7 EIA of PHRP Resurfacingand Strengthening Projects Borrow Pits for Embankment Construction Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: However, depending upon soil type, water table depth, ground topography, and the current state of vegetation etc., a minimum distance for borrow areas outside the RoW will be pre-specified by the Engineer-in-Charge. The main ruling factors determining these distances will be protecting the highway against capillary action causing pore pressure to damage the pavement, and preventing water stagnation from becoming a disease vector. Soil Erosion and Sedimentation Control Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: Sedimentation basins with impervious linings will be constructed at suitable locations to help contain any silt run-off, and prevent the premature siltation of downstream watercourses and reservoirs. Air Quality Subsequent to the existing paragraph, the following paragraph will be added so as to read: Any open vehicle transporting freshly mixed asphalt concrete and laying the pavement, must be equipped with a full tarpaulin cover. This will help reduce toxic fumes and prevent atmospheric contamination. Preservation of Archeological Assets and Antiquities The existing heading will be modified to read: Preservation of Archeological, Cultural, Religious Assets, Heritage and Antiquities The existing two paragraphs will be replaced with the following passage: Materials of any kind unearthed during any type of site excavation, including fossils, coins, articles of value or antiquity, or other remains or objects of geological, archeological, cultural and/or religious value, shall be deemed to be the property of the Govemment of Pakistan. The Contractor will take all precautions to prevent his workmen or any other persons from removing or damaging any such articles (or objects), and protect the site from further disturbances. Upon discovery, the Contractor will immediately inform the Employer's representative, who in turn will contact the nearest archeological authority so that the matter may be settled under the provisions of the Antiquities Act at the expense of the govemment, except where otherwise included in the obligations of the Contractor. Further construction work will commence upon the clearance of the Client, in consultation with the authorities concemed. Environmental Coordinator The Contractor shall appoint an environmental coordinator to act as a liaison officer managing environment-related matters arising at his site of work. The environmental coordinator should hold a degree in environmental engineering or environmental sciences, and have a minimum experience of one year of working in construction-related work. The environmental coordinator shall coordinate closely with the Environmental Supervisor of the Contract Administration and Construction Supervisor to ensure that all environmental-related conditions are implemented 05130/03 Appendix D D-8 EIA of PHRP Resurfacingand Strengthening Projects Borrow Pits for Embankment Construction Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: However, depending upon soil type, water table depth, ground topography, and the current state of vegetation etc., a minimum distance for borrow areas outside the RoW will be pre-specified by the Engineer-in-Charge. The main ruling factors determining these distances will be protecting the highway against capillary action causing pore pressure to damage the pavement, and preventing water stagnation from becoming a disease vector. Soil Erosion and Sedimentation Control Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: Sedimentation basins with impervious linings will be constructed at suitable locations to help contain any silt run-off, and prevent the premature siltation of downstream watercourses and reservoirs. Air Quality Subsequent to the existing paragraph, the following paragraph will be added so as to read: Any open vehicle transporting freshly mixed asphalt concrete and laying the pavement, must be equipped with a full tarpaulin cover. This will help reduce toxic fumes and prevent atmospheric contamination. Preservation of Archeological Assets and Antiquities The existing heading will be modified to read: Preservation of Archeological, Cultural, Religious Assets, Heritage and Antiquities The existing two paragraphs will be replaced with the following passage: Materials of any kind unearthed during any type of site excavation, including fossils, coins, articles of value or antiquity, or other remains or objects of geological, archeological, cultural and/or religious value, shall be deemed to be the property of the Govemment of Pakistan. The Contractor will take all precautions to prevent his workmen or any other persons from removing or damaging any such articles (or objects), and protect the site from further disturbances. Upon discovery, the Contractor will immediately inform the Employer's representative, who in turn will contact the nearest archeological authority so that the matter may be settled under the provisions of the Antiquities Act at the expense of the govemment, except where otherwise included in the obligations of the Contractor. Further construction work will commence upon the clearance of the Client, in consultation with the authorities concemed. Environmental Coordinator The Contractor shall appoint an environmental coordinator to act as a liaison officer managing environment-related matters arising at his site of work. The environmental coordinator should hold a degree in environmental engineering or environmental sciences, and have a minimum experience of one year of working in construction-related work. The environmental coordinator shall coordinate closely with the Environmental Supervisor of the Contract Administration and Construction Supervisor to ensure that all environmental-related conditions are implemented 05130/03 Appendix D D-8 EIA ofPHRP Resurfacitng and Strengthening Projects D.2.4 Earthworks and Allied Activities Maintenance of Embankment Works During Construction Subsequent to the first paragraph in its present continuation, the following passage will be added so as to read: It will be mandatory for the Contractor to carry out positive measures to stabilize embankment slopes with indigenous vegetation including herbs, shrubs, and grasses etc. D.2.5 Classification of Excavation Maintenance of Embankment Works During Construction Sub-clause 105.2.5 ('Clearing and Grubbing') will be added to read as follows: The top layer of organic soils up to a depth of 25-30 cm, will be carefully stored/stacked and reapplied to the top of new surfaces once construction work has bee completed. This will facilitate the early/quick regeneration of new vegetation. Safety of Quarry Sites While extracting construction material from quarry sites, the Contractor will adopt suitable measures to ensure the safety of his workforce, local residents, crops, trees, and all other property, against all hazards of blasting, dust and noise pollution. Site Clearance The Contractor will clear the site while exercising the utmost care and diligence so as to prevent disturbing the ecosystem in the immediate vicinity of the construction site. If such disturbances cannot be avoided, then the site will be restored to a degree ensuring that it merges in with its natural surroundings. Removal or Diversion of Water Sources Water removal/diversions will be carried out in a manner preventing damage to any property, land, crops, and surrounding ecosystem. At the same time, the Contractor will ensure that water sources are not allowed to become stagnant, subsequently creating a health risk or social hazard. If removing or diverting any water sources, the Contractor will take measures to protect biota in the waterways by using sedimentation basins/screens or other mitigation techniques to avoid disturbing sediments, prevent pollution caused by equipment, and check the loss of water environment during construction activities. Removal of Bituminous Surfacing Arrangements must be made to recycle removed bituminous surface materials. However, if these materials cannot be recycled, then they must be disposed well away from built-up and/or populated areas, and water resources in order to avoid health hazards and the unsightly contamination of land/crops. The material will be disposed of safely in pits constructed in impervious soils, or alternatively, equipped with strong, impervious water-liners. A far higher degree of care will be exercised when upgrading old highway pavements comprised partly of coal-tar. This material has a high concentration of carcinogens, and is a major source of cancer. 05/30/03 Appendix D D-10 EIA of PHRP Resurfacinig and Strengthening Projects Bituminous Mixing Plants To avoid environmental degradation, bitumen-mixing plants must be located well away from populated areas and campsites, and haul-trucks must be equipped with tarpaulin covers to prevent bituminous materials from escaping. Such plants are potentially a critical source of toxic air emissions containing polyaromatic hydrocarbons, odorous substances, and un-burnt carbon particulates, as well a source of noise pollution. Stone Riprap In the case of dry stone riprap, inter-stone voids will be filled with organic soils making them receptive to the early/quick growth of indigenous vegetation. Once such vegetation have established its rootstocks, it will act as reinforcement holding the stones together, and hide any unsightly signs of construction. Removal of Trees Trees will be cleared to a depth of not less than 50 cm or as designated by the Engineer in consultation with the local Divisional Forest Officer (DFO), to ensure the complete removal of roots and stumps. After removal, the trees shall be stockpiled at designated locations and become the property of the provincial forest department concerned, unless otherwise directed. The Contractor must be aware that trees may only be felled after having obtained permission and authorization from the forest department and respective landowners concerned. The Contractor is, therefore, advised to initiate this approval procedure as soon as possible in order not to delay construction. Construction Requirements Any individual trees that the Engineer, in consultation with the local DFO, may designate and mark with a ring of white paint shall be left undamaged. All other trees to be cleared shall be counted and an inventory prepared, indicating their species, girth of trunk, and the volume/weight of timber/fire-wood likely to be yielded. After clearing, these trees will become the property of the Client who will arrange auctions as per the prevalent provincial laws of the forest departments concerned. Furnishing, Planting, and Maintaining Tree Plants Once construction works have been completed, the Contractor will procure the recommended species of plants/saplings for linear/strip plantations on top of embankments and in the RoW. The provision of these plants will comply with the specifications of the forest department concerned. Description of Plants The Contractor shall procure plant saplings and carry out maintenance and planting operations according to project specifications and accepted forestry practices, in order to ensure that the saplings are well grown at the time of completion of the contract. The maintenance period for new saplings will be based on the forestry practices prevailing in that particular area. The species, sizes, and numbers of plants to be procured and planted, and the locations at which they are to be planted, shall be determined by the project design drawings or as identified by the Engineer-in-Charge in consultation with the local DFO. 05/30/03 Appendix D D-1 I EIA of PHRP Resurfacing and Strenigtilening Projects Plant Material Requirements All plants procured must pass the inspection standards stipulated by the local forestry laws of the province with respect to disease and infestation; inspection certificates are required by law and shall be filed with the Engineer's representative, ie, the local DFO. All plants must be first-class representatives of their normal species or varieties with vigorous root systems. Plants cut back from larger sizes to meet specified sizes will not be acceptable. Procured plants must also be free of damage or disfigurement, appear healthy and vigorous, and bear evidence of proper top and root pruning. Unless otherwise indicated in the design drawings, all the plants introduced must be nursery grown. Saplings to be planted must be suited to growth in that particular region, capable of reaching maturity in a short period, and merging adequately with the local ecosystem. Tree Plants Tree plants procured in containers and acclimatized to outside conditions will be deemed acceptable provided they match field-grown stock, subject to verification by the Engineer-in- Charge and DFO based on nursery visits. Collected wood-grown or natural seeding plants shall conform in quality, size, and grade to the requirements for nursery-grown stock given herein, if their use is permitted as indicated in the design drawings, or as directed by the forestry officials concerned. In all cases, collected wood- grown or natural seeding plants shall be of recognized first quality, free of decayed or decaying stumps, and any signs of damage by fire. Plant material procured in containers will be referred to collectively as 'pot-grown plants'. Their root systems must be well-protected, and the plant procured in accordance with the specifications stipulating quality and protection as discussed above. Pot-grown plants must be well-developed, and their roots capable of binding earth together after having been removed from their containers, but without being entirely root-bound. Prior to on-site plantation, these plants shall be inspected and approved by the local DFO. Labeling of Plant Material Legible labels must be attached to each plant delivered to the site as a separate unit, and to each box, bundle, bale, or container containing one or more plants. Labels must indicate an approved name (in local dialect as well as botanical naming conventions), size, age, and any other detailed data required to identify the plant as conforming to project specifications when not attached to individual plants. The label must also indicate the quantities of each specified plant contained in the box, bundle, bale, or container. Inspection and Rejection All plants intended for use during the project shall be subject to inspection at any place and at any time, by the Engineer's representative, ie, the local DFO. The Contractor shall apprise the Engineer as to the sources of the plant material procured, and notify the Engineer of the planting operation schedule. After arrival at the site of work and prior to the time of planting, the Engineer's representative/local DFO will inspect each plant to verify its compliance with project specifications and drawings. Plants that do not conform to these specifications will be marked or otherwise identified as 'rejected'. All rejected plant material shall be removed from the project site and be replaced by the Contractor with plant material conforming to all specified requirements, at the Contractor's expense. 05/30/03 Appendix D D- 12 EIA of PHRP Resurfacing and StrengtheningProjects Construction Requirements Layout of Planting Areas Plant locations and outlines of planting areas shall be marked out and staked by the Contractor. Plantation layouts will be subject to the approval of the local DFO prior to the commencement of planting operations. Topsoil will be kept separate from subsoil and rendered loose and friable. Alkaline/acidic soils, gravel, stone, or other material encountered during project excavations due to plant growth, shall be separated from the soil and disposed of at locations approved by the Engineer in consultation with the local DFO. Such topsoil will be replaced with fertile soil such as peat or loam. Maintenance Until such time as all planting work to be carried out under the contract has been completed by the Contractor and been accepted by the Engineer and the DFO concemed, the Contractor shall be responsible for the efficient maintenance of all plants. This will involve keeping plants in healthy, growing condition by watering, pruning, spraying, and shading as required. Maintenance will also include keeping planting areas free from weeds, grass, litter, and debris, as well as keeping the area smooth, neat, and attractive. In the event of an infestation by insects or disease, plants shall be treated using preventive or remedial measures approved as good forestry practices upon the advice of the local DFO. Guarantee and Replacement Until such time as all planting work to be carried out under the contract has been completed by the Contractor, and over a maintenance period of one year after the planting has been accepted by the Engineer/local DFO, the Contractor shall guarantee the life and satisfactory condition of all the plants he has procured. During this period, all plants, which, in the opinion of the forestry officials concemed are in unhealthy or badly impaired condition, shall be replaced with satisfactory plant material. Once planting operations have been completed, and prior to the completion of all normal work, the Contractor will identify any plants not in healthy, growing condition and ensure that they are promptly removed. As soon as seasonal conditions permit, the Contractor will replace all the plants that were removed, with plants of the same kind and size and in the same manner as originally specified, and at no extra cost to the Employer. 05/30/03 Appendix D D-13 EMA of PHRPResurfacing and Strengthening Projects Appendix E: Noise Level Monitoring Data and Future Projections E.1 Noise Level Monitoring Data Noise level monitoring was carried out along various highway sections selected for resurfacing under Phase I of the project. The observations were recorded at different locations during the day and at a fixed point at night. Special emphasis was laid on recording the present levels of vehicle-generated noise around hospitals and schools etc., within the CoI 2, in order to assess the future impact of noise once the improved road facilities engender a time-bound increase in traffic volume. Noise levels recorded at highway points protected by vegetation barriers when compared to levels measured where such barriers did not exist, showed that the barriers reduced noise levels to a significant extent. Noise levels were recorded simultaneously at 6 m from the edge of the pavement (about 7.5 m from the source) and either near recipient structures or at the CoI 2 limit of 200 m, where applicable. This was done in order to assess how noise levels at the window height of a recipient structure gradually decreased with distagmce. Data on noise levels along the project corridor has been presented in the sequence given in Exhibit E.1. Exhibit E.1: Sampling Locations for Noise Levels Exhibit No. Venue Gujranwala-Kharian Section E.2 Govt. high school, Thekhrian E.3 Rural health center, Punjan Kassana E.4 Residential building Nowshera-Peshawar Section E.5 Govt. high school, Nowshera E.6 Residential building 05/30/03 Appendix E E-1 EIA of PHRP Resurfacing and StrenigtheningProjects Exhibit E.2: Noise Level Monitoring Data for Gujranwala-Kharian Section Venue: Govt. high school, Thekhrian Date: April 12, 2002 Location: Chainage 1400-1401 km No. Time Readingj Reading) Distance from Edge Type of Traffic (dBA) (dBA) of Road (in) 1. 0800+0830 64.9 62.9 50 Trucks 2. 0900-0930 65.1 63.3 50 Buses + trucks 3. 1000-1030 64.7 62.8 50 Cars + buses 4. 1100-1130 65.3 63.6 50 Mixed traffic 5. 1200-1230 65.4 63.4 50 Mixed traffic 6. 1300-1330 65.5 63.1 50 Trucks + buses 7. 1400-1430 64.9 63.2 50 Mixed traffic a At 6 m from edge of road b At window level of receptor Readings were taken during school hours. Readings measured within the school compound ranged between 62.1 and 62.8 dBA without traffic. Exhibit E.3: Noise Level Monitoring Data for Gujranwala-Kharian Section Venue: Rural health center, Punjan Kassana Date: April 13, 2002 Location: Chainage 1405-1406 km No. Time Readinge Reading Distance from Edge Type of Traffic (dBA) (dBA) of Road(in) 1. 0800-0830 65.4 64.2 50 Mixed traffic 2. 0900-0930 65.6 64.6 50 Trucks + trailers 3. 0100-1030 65.2 63.8 50 Trucks 4. 1100-1130 64.9 63.6 50 Jeeps+cars 5. 1200-1230 64.8 62.9 50 Buses 6. 1300-1330 65.4 63.7 50 Mixed traffic 7. 1400-1430 65.8 63.5 50 Trailers + buses a At 6 m from edge of road b At window level of receptor The readings were taken during working hours. Readings measured within the building compound ranged between 61.9 and 62.2 dBA without traffic. 05130/03 Appendix E E-2 EIA of PIRP Resuirfacing and Strengthening Projects Exhibit E.4: Noise Level Monitoring Data for Gujranwala-Kharian Section Venue: Residential building Date: April 13-14, 2002 Chainage Reading' Readingp Distance from No. Cha(nage Time Readinga ReadinB Edge of Road Type of Trafflc 1. 1399-1400 1500-1530 65.3 64.2 50 Mixed traffic 2. 1397-1398 1600-1630 65.1 62.8 100 Mixed traffic 3. 1396-1397 1700-1730 65.2 63.4 50 Buses + trucks 4. 1395-1396 1800-1830 64.8 63.2 50 Trucks + trailers 5. 1390-1391 1900-1930 64.9 62.4 100 Trucks + cars 6. 1386-1387 2000-2030 65.1 61.8 200 Mixed traffic 7. 1386-1387 2100-2130 64.6 62.2 150 Trucks 8. 1386-1387 2200-2230 65.3 63.6 50 Trucks + buses 9. 1386-1387 2300-2330 64.2 61.7 150 Trailers 10. 1386-1387 2400-2430 65.7 63.8 50 Trucks + buses 11. 1386-1387 0100-0130 64.2 62.9 50 Trucks 12. 1386-1387 0200-0230 64.8 62.6 50 Trailers 13. 1386-1387 0300-0330 63.7 62.2 50 Trucks 14. 1386-1387 0400-0430 64.2 62.6 50 Trailers + trucks 15. 1386-1387 0500-0530 64.8 62.8 50 Trucks 16. 1386-1387 0600-0630 64.9 63.1 50 Buses 17. 1386-1387 0700-0730 65.1 63.3 50 Trucks + buses 18. 1386-1387 0800-0830 65.4 62.8 100 Mixed traffic 19. 1377-1378 0900-0930 65.2 62.2 100 Mixed traffic 20. 1366-1367 1000-1030 64.9 62.4 100 Mixed traffic 21. 1355-1356 1100-1130 64.6 62.3 100 Trucks+buses 22. 1345-1346 1200-1230 65.4 63.2 100 Mixed traffic 23. 1339-1340 1300-1330 64.9 63.3 100 Mixed traffic 24. 1335-1336 1400-1430 64.3 62.8 150 Mixed traffic 25. 1320-1321 1500-1530 64.6 61.7 200 Mixed traffic a At 6 m from edge of road b At window level of receptor 05/30/03 Appendix E E-3 EIA of PHRP Resurfacing and Strengtheniniig Projects Exhibit E.5: Noise Level Monitoring Data for Nowshera-Peshawar Section Venue: Govt. high school, Nowshera Date: April 18, 2002 Location: Chainage 184-185 km No. Time Readinga Readin Distance from Edge Type of Traffic (dBA) (dBA) of Road (in) 1. 0800-0830 65.1 63.9 100 Buses 2. 0900-0930 65.7 63.4 100 Buses + trucks 3. 1000-1030 64.9 63.1 50 Trucks 4. 1100-1130 65.8 64.1 50 Trucks + trailers 5. 1200-1230 65.4 63.8 100 Mixed traffic 6. 1300-1330 64.9 62.4 150 Trucks 7. 1400-1430 64.6 62.2 200 Buses 8. 1500-1530 65.4 63.1 200 Mixed traffic a At 6 m from edge of road b At window level of receptor Readings measured within the building compound ranged between 62.2 and 62.8 dBA without traffic. 05/30/03 Appendix E E-4 EMA of PHRP Resurfacing and Strengthening Projects Exhibit E.6: Noise Level Monitoring Data for Nowshera-Peshawar Section Venue: Residential building Date: April 18-19, 2002 No. Chainage Time Readinga Readingb Distance from Edge Type of Traffc (kin) (dBA) (dBA) of Road (m) TyeoTrfc 1. 1661+1662 1600-1630 65.7 64.2 50 Mixed traffic 2. 1661+1662 1700-1730 66.1 63.8 100 Trucks + buses 3. 1662+1663 1800-1830 66.4 63.7 100 Mixed traffic 4. 1662+1663 1900-1930 65.8 63.5 150 Trucks 5. 1662+1663 2000-2030 65.7 63.9 50 Trucks + trailers 6. 1662+1663 2100-2130 65.9 64.1 50 Trucks + buses 7. 1662+1663 2200-2230 66.2 63.8 50 Trucks + trailers 8. 1662+1663 2300-2330 65.2 63.5 50 Trucks 9. 1662+1663 2400-2430 65.4 63.2 50 Trucks + buses 10. 1662+1663 0100-0130 65.6 63.7 50 Trucks + trailers 11. 1662+1663 0200-0230 65.7 63.1 50 Trucks + trailers 12. 1662+1663 0300-0330 66.1 62.1 50 Trailers 13. 1662+1663 0400-0430 65.1 62.6 50 Trucks 14. 1662+1663 0500-0530 66.4 63.7 50 Buses + trailers 15. 1662+1663 0600-0630 66.4 63.4 50 Mixed traffic 16. 1662+1663 0700-0730 66.2 63.8 100 Mixed traffic 17. 1677+1678 0800-0830 66.6 62.9 150 Trucks + buses 18. 1677+1678 0900-0930 65.9 62.8 150 Trucks + buses 19. 1677+1978 1000-1030 64.8 62.2 200 Trucks + jeeps 20. 1680+1681 1100-1130 65.4 63.7 50 Mixed traffic 21. 1682+1683 1200-1230 66.1 62.6 100 Mixed traffic 22. 1684+1685 1300-1330 66.2 62.4 200 Trailers + buses 23. 1693+1694 1400-1430 65.9 63.8 100 Mixed traffic 24. 1693+1694 1500-1530 66.2 63.2 150 Mixed traffic 25. 1693+1994 1600-1630 66.4 62.5 200 Mixed traffic a At 6 m from edge of road b At window level of receptor 05130/03 Appendix E E-5 EIA of PHRPResurfacing and StrengtheningProjects E.2 Future Projections for Noise Levels E.2.1 Vehicles Generating Noise The National Environmental Quality Standard (NEQS) for noise is set at 85 dBA at 7.5 m from the source of noise. The vehicle types primarily responsible for generating noise include automobiles, buses or trucks, rail vehicles, and two- and three-wheeled vehicles. For a vehicle traveling at a typical urban area speed of 50 kph, the noise generated depends on engine capacity and the make of the car, ranging between 65 and 75 dBA when the vehicle is moving in third gear, and between 75 and 85 dBA, when it is accelerated in second gear. Trucks and Buses Ignition occurs at a higher pressure in diesel-powered vehicle engines than in gasoline ones, and the former emit a significantly greater degree of airborne vibration. This is particularly true for heavily loaded vehicles climbing slopes or accelerating from a complete stop. In addition, the engines of such large vehicles, particularly trucks, are constantly operated at full throttle, and their air intake and exhaust exacerbate the noise already produced by diesel engines. Inlet silencers are capable of reducing this noise by 5 dBA, and effective mufflers can bring down the noise emitted by trucks from 100 dBA to about 92 dBA. Motorcycles and Rickshaws Motorcycles and rickshaws generate particularly loud levels of noise that even the vehicle's occupant is not protected against. Noise levels can be as high as 120 dBA immediately behind the vehicle. Under maximum noise conditions, the noise at 15 m ranges between 77 and 88 dBA in newer models, and between 90 and 95 dBA in older machines equipped with poor mufflers. E.2.2 Foreseeable Trends Growing urbanization, the rising numbers of automobiles and trucks, and the quantity of traffic have all contributed to increasing noise levels. Formerly quiet areas have become noisy, and traffic-free periods during the night have become less frequent. In order to predict levels of vehicle noise over the next few decades, the following factors will have to be considered: *. Technical evolution of motor vehicles and progress in reducing their noise levels * Population and other demographic trends * Economic trends and trends in vehicle ownership * Traffic trends in urban and rural areas * Changes in legislation * Changes in public attitudes towards the noise problem. E.2.3 Characteristics of Traffic Noise Traffic-generated noise is intrinsically discontinuous; as a vehicle approaches an observation point, the noise level rises, peaks, and then decreases as the vehicle moves away. However, a steady flow of traffic (ie, average or dense traffic conditions) generates an almost constant level of noise, from which only the noise emitted by certain vehicles (such as trucks and motorcycles) may be distinguishable. 05/30103 Appendix E E-6 EIA of PHRP Resurfacing and Strengtheniing Projects Factors Influencing Traffic Noise Unlike the noise emitted by a single vehicle, which depends solely upon the vehicle's own characteristics and on tire-road contact, traffic noise is determined by a number of parameters independent of vehicle characteristics. These include: * Traffic parameters >Speed and density >Composition >Traffic 'fluidity' (effect of traffic lights, one-way streets, etc.) >Drivers' behavior * Road parameters >Road design (tunnels, cuts, embankments, or on a level) >Gradients and degree of curvature >Nature of road surface >Width * Environmental parameters >Distance and height of a receptor from the road >Presence of natural or artificial screens >Condition of ground between the road and point of reception (noise absorption) >Reflection of noise from buildings along the road *. Weather parameters DRain, snow, or dry conditions >Wind direction and speed * Dwelling parameters >Orientation of living areas >Attenuation of noise through windows >Size of windows. These parameters are not all of equal importance; some affect the recorded noise levels significantly and deserve to be reviewed in detail, while others have a negligible effect. E.2.4 Rise in Noise Levels The rise in noise levels can be very roughly correlated with the estimated growth in vehicle population, annual mileage covered, and average vehicle speed in an area. In suburban areas, noise levels rise especially in the vicinity of fast highways that bear a constantly increasing number of vehicles. Noise level increases approximately as 20 log N (where N is the number of vehicles) on highways. Using the traffic counts for day and night provided by the project's design consultants, noise levels were projected at 50 m and 100 m for the years 2009 and 2024 (see Exhibit 7.7 in 05130103 Appendix E E-7 EIA of PHRP Resurfacing and Strengthening Projects Section 7). For a line source such as a crowded highway, the noise level decreases by 3 dB for each doubling of distance from the source.' Sound diverges spherically and the sound pressure level is inversely proportionate to the distance from the source, ie, if the sound pressure level at a distance rx is: Lx = 20 log Px/0.0002 dB then sound pressure level at any distance r meters is given by: Lp = Lx -20 log (r/rx) dB The average noise levels (levels exceeded 50% of the time) generated by traffic flows of more than 50 vehicles per hour rises by 3-5 dBA whenever the speed is doubled over 24.6 mph. The peak levels increase at a greater rate with increased traffic flow and the average sound level also rises, but the reduction with distance becomes more pronounced. The current noise data collected at the three sites does not in any way seem alarming even at points close to the highway (ie, at 6 m). Further, the projected values for the year 2009 fall within Pakistan's NEQS of 85 dB at 7.5 m from the source. These values, when determined for greater distances, indicate an even lower noise level within 65 dB and 60 dB for 100 m and 200 m, respectively. However, the projected noise levels at 6 m for the year 2024 do exceed the prescribed NEQS noise level on many sections. A maximum level of 95 dB was projected for the Taxila-Tumol section, but farther away, these levels were significantly attenuated. For example, at a 100 m distance on the same section, the noise level dropped to 71 dB, and dropped further at 200 m. E.2.5 Reducing Exposure to Traffic Noise There are three types of methods that can be used to reduce exposure to noise from traffic in general. These include: * Provisions in urban planning and road design, including the use of sound screens or barriers * Architectural means, such as soundproofing and building layout * Traffic control and police measures. 'Bolt, Beranek, and Newman Inc. Noise in Urban Areas; Results of Field Studies. Federal Housing Administration 1395, January 27, 1967. 05/30/03 Appendix E E-8