Environmental Impact Assessment Report

Home , Clifton Cantonment, Clifton Fish Aquarium, Climate of Karachi, Faisal Cantonment, Karachi Circular Railway, Korangi Industrial Area

Environmental Impact Assessment

Project No. 47279-002 February 2019

PAK: Karachi Bus Rapid Transit Project

Main Report

Prepared by Transport and Mass Transit Department, Government of Sindh for the Asian Development Bank. This is an updated version of the draft originally posted in May 2018 available on https://www.adb.org/projects/47279-002/main#project-documents.

This environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “terms of use” section on ADB’s website.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Package1 Detailed Engineering Design, Procurement and Construction Management (EPCM)

(Phase I: Detailed Engineering Design and Procurement) Karachi Bus Rapid Transit Project - Project Design Advance Environmental Impact Assessment (Final)

November 2018

Asian Development Bank (ADB) Transport and Mass Transit Department Government of Sindh Environmental Impact Assessment (Final)

001 EPCM: Detailed Engineering Design, Procurement and Construction Management

MML-MM Pakistan (Pvt.) Ltd. Dolmen Estate, 1st Floor, 18-C, Union Commercial Area, Shaheed-e-Millat Road Karachi-75350 Pakistan Tel: +92 21 34320527-28, 34320637 Fax: +92 21 34524819

Package 1 Detailed Engineering Design, ADB Transport and Mass Transit Department Procurement and Construction Government of Sindh Management (EPCM) (Phase I: Detailed Engineering Design and Procurement) Karachi Bus Rapid Transit Project - Project Design Advance

November 2018

Asian Development Bank (ADB) Transport and Mass Transit Department Government of Sindh Environmental Impact Assessment (Final)

382188 I 05 I D (i) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

Issue and Revision Record

Revision Date Originator Checker Approver Description

A March, Timothy Whitington M A Shishmahal Ejaz Alam Environmental Impact 2018 Aqeel Ahmed Colin Ridding Farook Assessment (Draft) Magsi Chowdhuray B April, Timothy Whitington M A Shishmahal Ejaz Alam Environmental Impact 2018 Aqeel Ahmed Colin Ridding Farook Assessment (Final) Magsi Chowdhuray C May, 2018 Timothy Whitington M A Shishmahal Ejaz Alam Environmental Impact Aqeel Ahmed Magsi Colin Ridding Farook Assessment (Final) Chowdhuray

D Nov., 2018 Timothy Whitington M A Shishmahal Ejaz Alam Environmental Impact Aqeel Ahmed Magsi Colin Ridding Farook Assessment (Final) Chowdhuray

Document reference: 382188 I 05 I D

Information class: Standard

This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.

We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties.

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.

382188 I 05 I D (ii) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

Contents

ABBREVIATIONS AND ACRONYMS ...... X E EXECUTIVE SUMMARY ...... XII

E-1 BACKGROUND ...... XII E-1.1 The Environmental Impact Assessment Report ...... xii E-1.2 The Project ...... xii E-1.3 The Consultants ...... xii E-1.4 Objectives of the Project ...... xii E-1.5 The Environmental Objectives ...... xiii E-1.6 Project Location ...... xiii E-2 LEGAL FRAMEWORK FOR ENVIRONMENTAL MANAGEMENT ...... XIII E-2.1 Laws Concerning Environmental Impact Assessment In Pakistan ...... xiii E-2.2 ADB’s Safeguard Policy Statement ...... xvi E-2.3 Administrative Framework ...... xvi E-3 PROJECT DETAILS ...... XVI E-3.1 Project Funding ...... xvi E-3.2 Salient Features of the Project ...... xvii E-3.3 Summary of the Project Description ...... xvii E-4 ANALYSIS OF ALTERNATIVES ...... XVII E-5 DESCRIPTION OF THE ENVIRONMENT (BASELINE DATA) ...... XVIII E-6 AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES ...... XVIII E-6.1 Mitigation Measures ...... xviii E-6.2 Air Quality ...... xix E-6.3 Noise Impacts ...... xx E-6.4 Vibration Impact ...... xxi E-6.5 Traffic Congestion ...... xxi E-6.6 Community/Occupational Health and Safety ...... xxii E-6.7 Water Quality and Drainage ...... xxii E-6.8 Solid and Hazardous Waste ...... xxiii E-6.9 Impact on Habitats ...... xxiii E-6.10 Impact on Trees in the Centreline of Roadways ...... xxiii E-6.11 Utility Relocation ...... xxiii E-6.12 Emergency Response Planning ...... xxiii E-6.13 Reduction in Greenhouse Gas Emissions ...... xxiii E-6.14 Social Impacts ...... xxiv E-6.15 Female Vulnerability and Gender Analysis ...... xxiv E-6.16 Depots ...... xxv E-7 COORDINATION AND CONSULTATION ...... XXVI E-7.1 Stakeholder Analysis ...... xxvi E-7.2 Public Consultations ...... xxvi E-8 ENVIRONMENTAL MANAGEMENT PLAN ...... XXVIII E-8.1 Management Framework ...... xxviii E-8.2 Construction Mitigation Measures ...... xxviii E-8.3 Monitoring System ...... xxix E-9 CONCLUSIONS ...... XXIX E-10 RECOMMENDATIONS ...... XXX 1. INTRODUCTION ...... 1

1.1 PURPOSE OF THE REPORT ...... 1 1.2 PROJECT ENVIRONMENTAL AND SOCIAL OBJECTIVES ...... 2 1.3 ZONE OF INFLUENCE ...... 3

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1.4 FINANCING AND IMPLEMENTATION OF THE PROJECT ...... 5 1.5 ORGANIZATION OF THE REPORT ...... 6 1.6 DATA SOURCES ...... 7 1.7 STATUS OF EIA AND FURTHER ADDITIONS ...... 8 2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 9

2.1 REQUIREMENT FOR EIA ...... 9 2.2 ASIAN DEVELOPMENT BANK ...... 9 2.3 ADB POLICY FRAMEWORK ...... 10 2.4 SEPA REVIEW AND APPROVAL PROCEDURES ...... 10 2.5 GOP, GOS AND ADB RESETTLEMENT POLICY ...... 13 2.6 NATIONAL AND PROVINCIAL ENVIRONMENTAL QUALITY STANDARDS ...... 16 2.7 SINDH ENVIRONMENTAL PROTECTION ACT KEY CLAUSES ...... 17 2.8 OTHER NATIONAL AND SINDH GOVERNMENT LAWS AND REGULATIONS ...... 18 2.9 INTERNATIONAL TREATIES AND CONVENTIONS ...... 20 2.10 ADMINISTRATIVE FRAMEWORK FOR IMPLEMENTING THE KBRT PROJECT ...... 21 2.11 SUMMARY OF APPROACH FOR ENVIRONMENTAL MANAGEMENT ON KBRT ...... 22 3. PROJECT DESCRIPTION ...... 23

3.1 PROJECT BACKGROUND ...... 23 3.2 PROJECT RATIONALE AND OBJECTIVES ...... 24 3.3 THE BRT CORRIDOR AND COMPONENT LOCATIONS ...... 24 3.4 PROPOSED BRT OPERATIONS ...... 25 3.5 SERVICE PLAN...... 31 3.6 BRT ROAD INFRASTRUCTURE ...... 33 3.7 OPERATIONAL MANAGEMENT ...... 63 3.8 CONSTRUCTION SEQUENCE ...... 64 3.9 PROJECT COST ...... 65 3.10 IMPLEMENTATION SCHEDULE ...... 65 4. ANALYSIS OF ALTERNATIVES ...... 66

4.1 THE NO-PROJECT ALTERNATIVE ...... 66 4.2 MASS RAPID TRANSIT SYSTEMS ALTERNATIVES ...... 66 4.3 LOCATION AND ALIGNMENT ALTERNATIVES ...... 67 4.4 BUSINESS MODEL AND IMPLEMENTATION ...... 71 4.5 ENERGY EFFICIENCY, POLLUTION PREVENTION AND ABATEMENT ...... 72 5. DESCRIPTION OF THE ENVIRONMENT ...... 73

5.1 PHYSICAL RESOURCES ...... 75 5.2 BIOLOGICAL RESOURCES ...... 95 5.3 SOCIOECONOMIC RESOURCES ...... 99 5.4 PHYSICAL CULTURAL RESOURCES ...... 115 6. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 117

6.1 EIA METHODOLOGY ...... 117 6.2 SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS ...... 118 6.3 DESIGN AND PRECONSTRUCTION PHASE ...... 119 6.4 AIR QUALITY ...... 121 6.5 NOISE 130 6.6 VIBRATION ...... 154 6.7 TRAFFIC AND TRANSPORT ...... 158 6.8 COMMUNITY/OCCUPATIONAL HEALTH AND SAFETY ...... 159 6.9 WATER USE, QUALITY AND DRAINAGE ...... 163 6.10 SOLID WASTES AND HAZARDOUS MATERIALS ...... 167 6.11 PROTECTION OF HISTORICAL, CULTURAL AND ARCHAEOLOGICAL SITES ...... 170 6.12 VEGETATION AND WILDLIFE ...... 170 6.13 PUBLIC INFRASTRUCTURE AND UTILITIES ...... 174

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6.14 FEMALE VULNERABILITY ...... 175 6.15 OTHER CONSTRUCTION ISSUES ...... 177 6.16 OTHER OPERATIONS ISSUES ...... 182 6.17 GREENHOUSE GASES AND CLIMATE CHANGE ...... 185 6.18 CUMULATIVE IMPACTS ...... 187 6.19 SUMMARY OF IMPACTS ...... 188 7. ENVIRONMENTAL MANAGEMENT PLAN ...... 190

7.1 ORGANIZATION OF THE CHAPTER ...... 190 7.2 ACQUISITION OF NO-OBJECTION CERTIFICATES ...... 190 7.3 PERIODS OF APPLICABILITY ...... 191 7.4 ENVIRONMENTAL MANAGEMENT FRAMEWORK ...... 191 7.5 MITIGATION MEASURES ...... 200 7.6 PROJECT ENVIRONMENTAL MONITORING ...... 215 7.7 CAPACITY BUILDING ...... 221 7.8 SUMMARY OF COSTS ...... 223 8. CONSULTATION, DISCLOSURE AND GRIEVANCE MECHANISM ...... 225

8.1 TYPES OF STAKEHOLDERS ...... 225 8.2 OVERALL SCOPE OF PUBLIC CONSULTATION DESCRIBED IN THIS CHAPTER ...... 225 8.3 PROCESS FOR INVOLVEMENT OF PUBLIC ...... 226 8.4 FURTHER MILESTONES IN PUBLIC INVOLVEMENT ...... 244 8.5 GRIEVANCE REDRESS MECHANISM ...... 244 8.6 SUMMARY OF INFORMATION DISCLOSED ...... 246 8.7 SUMMARY OF PUBLIC ACCEPTANCE AND OPINION ...... 247 9. CONCLUSIONS AND RECOMMENDATIONS ...... 248

9.1 COMPLIANCE WITH ADB AND SINDH GOVERNMENT POLICIES ...... 248 9.2 GAINS THAT JUSTIFY PROJECT IMPLEMENTATION ...... 248 9.3 ADVERSE EFFECTS ...... 248 9.4 POLLUTION PREVENTION, CLEAN PRODUCTION AND ENERGY EFFICIENCY ...... 250 9.5 WORKER AND COMMUNITY HEALTH AND SAFETY ...... 250 9.6 PRESERVATION OF CULTURAL RESOURCES ...... 250 9.7 PROVISIONS FOR FOLLOW-UP SURVEILLANCE AND MONITORING ...... 251

Appendices APPENDIX-A REFERENCES ...... 253 APPENDIX-B RAPID ENVIRONMENTAL ASSESSMENT (SCREENING) CHECKLIST ...... 258 APPENDIX-C GHG AND AIR QUALITY IMPACT OF THE BRT KARACHI AND ASSESSMENT OF TECHNOLOGY OPTIONS FOR BRT BUSES BY GRUTTER CONSULTING REPORT ...... 262 APPENDIX-D TRAFFIC MANAGEMENT CLAUSES FOR TENDER DOCUMENTS (INDICATIVE) ...... 287 APPENDIX-E EMERGENCY RESPONSE PROCEDURES ...... 290 APPENDIX-F ARCHAEOLOGICAL ‘CHANCE FIND’ PROCEDURES ...... 299 APPENDIX-G SITE-SPECIFIC ENVIRONMENTAL MANAGEMENT PLAN (SSEMP) ...... 302 APPENDIX-H AMBIENT AIR, NOISE, VIBRATION AND DRINKING WATER QUALITY MONITORING REPORT 2018 ...... 338 APPENDIX-I TREE COUNT SURVEY REPORT ...... 415 APPENDIX-J FIRST STAGE OF PUBLIC CONSULTATION UNDER THE EPCM ...... 505 APPENDIX-K ATTENDANCE RECORD ...... 517 APPENDIX-L PHOTOGRAPHIC RECORD ...... 528 APPENDIX-M PUBLIC HEARING OF ENVIRONMENTAL IMPACT ASSESSMENT (EIA) KARACHI BUS RAPID TRANSIT PROJECT (KBRT) ON 16 OCTOBER 2018 ...... 531 APPENDIX-N ATTENDANCE & PHOTOGRAPHIC RECORD OF PUBLIC HEARING ...... 565

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List of Tables TABLE 1-1: PROJECT COST SUMMARY AS PER PROPOSED PC-I ...... 5 TABLE 2-1: ADB ENVIRONMENTAL ASSESSMENT REQUIREMENTS FOR CATEGORY ‘A’ PROJECTS ...... 10 TABLE 2-2: ADB POLICY PRINCIPLES ...... 12 TABLE 2-3: SALIENT FEATURES OF THE LAA 1894 AND ITS SUCCESSIVE AMENDMENTS ...... 14 TABLE 2-4: COMPARISON OF LAA 1894 WITH ADB SPS 2009 ...... 15 TABLE 2-5: OTHER NATIONAL AND SINDH GOVERNMENT LAWS AND REGULATIONS ...... 18 TABLE 2-6: INTERNATIONAL TREATIES AND CONVENTIONS ...... 21 TABLE 3-1: 12 M STANDARD BUS CONFIGURATION ...... 27 TABLE 3-2: 18 M ARTICULATED BUS CONFIGURATION ...... 27 TABLE 3-3: RED LINE BRT BUS STATION INVENTORY ...... 59 TABLE 3-4: PROPOSED LIST OF PLANT AND EQUIPMENT ...... 63 TABLE 3-5: KEY MATERIAL / RESOURCE USING DURING CONSTRUCTION ...... 65 TABLE 4-1: INFRASTRUCTURE COST PER KILOMETRE (US$ MILLION/KM) ...... 67 TABLE 5-1: HUMIDITY AND DEW POINT TEMPERATURE FOR KARACHI ...... 78 3 TABLE 5-2: AMBIENT AIR QUALITY ALONG ALIGNMENT MEASURED ON 23-26 JAN 2018 (µG/M )...... 81 TABLE 5-3: AMBIENT AIR QUALITY MONITORING RESULTS AT SEPA HEADQUARTER ...... 82 TABLE 5-4: NOISE LEVELS ALONG ALIGNMENT RECORDED DURING THE PPTA (2015) ...... 84 TABLE 5-5: SINDH ENVIRONMENTAL QUALITY STANDARDS FOR NOISE ...... 85 TABLE 5-6: NOISE LEVELS RECORDED ON 23-26 JAN 2018 (LEQ-1 HR) ...... 85 TABLE 5-7: DRINKING WATER SUITABILITY OF HYDRANTS AND A WELL IN THE PROJECT VICINITY ...... 94 TABLE 5-8: BRT RED LINE, TREE COUNT SURVEY: SUMMARY OF DISTRIBUTION OF ENUMERATED TREES AMONG THE MEDIAN, RIGHT SIDE AND LEFT SIDE OF THE TRANSPORT CORRIDOR ...... 97 TABLE 5-9: BIRDS OF KARACHI AND DOW UNIVERSITY CAMPUSES (1996—2015) ...... 98 TABLE 5-10: MAMMALS AND REPTILES HISTORICALLY PRESENT IN THE AREA OF KARACHI DISTRICT ...... 99 TABLE 5-11: DISTRICT-WISE 2017 POPULATION FOR KARACHI DIVISION ...... 104 TABLE 5-12: SUMMARY DATA FROM ODBM CLASSIFIED MID-BLOCK SURVEY (SITE 35 AND TOTAL) ...... 111 TABLE 5-13: MEDICAL FACILITIES IN KARACHI ...... 114 TABLE 5-14: MORTALITY STATISTICS OF KARACHI AND NATIONWIDE ...... 114 TABLE 6-1: INTERFACE AGENCIES FOR UTILITY RELOCATION ...... 120 TABLE 6-2: SINDH ENVIRONMENTAL QUALITY STANDARDS FOR AMBIENT AIR ...... 121 TABLE 6-3: WHO AIR QUALITY GUIDELINES (2005) ...... 121 TABLE 6-4: EMISSIONS STANDARDS FOR NEW VEHICLES (G/KWHR) ...... 122 TABLE 6-5: SINDH ENVIRONMENTAL QUALITY STANDARDS FOR MOTOR VEHICLE EXHAUST AND NOISE ...... 122 TABLE 6-6: ROAD VEHICLE EMISSION FACTORS (HISTORICAL DATA) ...... 127 TABLE 6-7: EMISSION FACTORS, BUSES: MEAN AND MEDIAN VALUES TESTED IN USA ...... 128 TABLE 6-8: AVERAGE ANNUAL DAILY TRAFFIC AT NINE LOCATIONS ALONG THE BRT CORRIDOR (MMP TRAFFIC SURVEY) ...... 128 TABLE 6-9: DISTRIBUTION OF PCUS TO TRANSPORT MODES, WITH AND WITHOUT THE BRT ...... 128 TABLE 6-10: EMISSION REDUCTION DUE TO BRT FOR PRIMARY POLLUTANTS ...... 129 TABLE 6-11: ANNUAL NET REDUCTION OF PRIMARY POLLUTANTS ASSOCIATED WITH BRT OPERATION ...... 130 TABLE 6-12: SINDH ENVIRONMENTAL QUALITY STANDARDS (SEQS) FOR NOISE ...... 131 TABLE 6-13: WB/IFC NOISE LEVEL GUIDELINES (FROM IFC EHS GUIDELINES 2007) ...... 131 TABLE 6-14: NOISE CRITERIA AND STANDARDS CONSIDERED IN SETTING LIMITS FOR BRT RED LINE ...... 132 TABLE 6-15: TARGET NOISE LEVEL AT CONSTRUCTION PHASE (DBA) ...... 133 TABLE 6-16: NOISE MONITORING LOCATIONS ...... 134 TABLE 6-17: DISTANCE BETWEEN SUBSEQUENT NOISE MONITORING POINTS ...... 135 TABLE 6-18: HOURLY LEQ NOISE DATA TAKEN OVER 24 HOURS ON 22-27 JAN AND 14-16 FEB 2018 ...... 137 TABLE 6-19: NOISE EMISSION LEVEL PER EQUIPMENT TYPE...... 139 TABLE 6-20: HEAVY EQUIPMENT NOISE EMISSION LEVEL AND COMBINED LEQ ...... 140 TABLE 6-21: CONSTRUCTION NOISE LEVELS ABOVE EXISTING AVERAGE NOISE LEVELS ...... 141 TABLE 6-22: LAND USE CATEGORIZATION USED IN THE FTA NOISE SCREENING MODEL ...... 147 TABLE 6-23: FTA NOISE IMPACT ASSESSMENT SPREADSHEET RESULTS ...... 148 TABLE 6-24: PARAMETERS USED IN APPLYING FTA BUS NOISE MODEL TO THE KBRT RED LINE ...... 149 TABLE 6-25: VIBRATION CRITERIA FOR CONSTRUCTION IN DIFFERENT COUNTRIES ...... 155 TABLE 6-26: VIBRATION SOURCE LEVELS AND BUILDING DAMAGE IMPACT DISTANCES FOR CONSTRUCTION EQUIPMENT ...... 156 TABLE 6-27: INVENTORY OF MATERIALS GENERATED IN CONSTRUCTION OF BRT (M3) ...... 167

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TABLE 6-28: TREE SPECIES RECOMMENDED FOR URBAN PLANTING ...... 171 TABLE 6-29: TREE CUT CHAIN OF CUSTODY FORM ...... 173 TABLE 6-30: SUMMARY OF NOISE IMPACTS AT DEPOT SITES DUE TO CONSTRUCTION ...... 182 TABLE 6-31: INPUTS, ASSUMPTIONS AND RESULTS: (ALL NOISE VALUES GIVEN IN DBA) ...... 183 TABLE 6-32: INPUTS, ASSUMPTIONS AND RESULTS: (ALL NOISE VALUES GIVEN IN DBA) ...... 184 TABLE 6-33: EMISSION FACTORS USED IN CALCULATION OF GHG REDUCTION FOR KBRT ...... 186 TABLE 6-34: ESTIMATE OF GHG EMISSIONS FOR THE BRT KARACHI (TTW, WTW) ...... 186 TABLE 6-35: SUMMARY OF IMPACTS...... 188 TABLE 7-1: RESPONSIBILITIES FOR EMP IMPLEMENTATION ...... 194 TABLE 7-2: SUMMARY OF MONITORING REQUIREMENTS, LOCATION AND FREQUENCY ...... 199 TABLE 7-3: ENVIRONMENTAL PROTECTION MEASURES ACCOUNTED FOR DURING DESIGN PHASE ...... 200 TABLE 7-4: ENVIRONMENTAL MITIGATION MEASURES DURING CONSTRUCTION ...... 201 TABLE 7-5: SUMMARY OF ENVIRONMENTAL COSTS RELATED TO CONSTRUCTION ...... 213 TABLE 7-6: ENVIRONMENTAL MITIGATION MEASURES DURING OPERATIONS ...... 213 TABLE 7-7: SUMMARY OF EMP RECURRING COSTS DURING OPERATIONS ...... 214 TABLE 7-8 AMBIENT AIR QUALITY (SEQ STANDARD, µG/CU M) ...... 215 TABLE 7-9 AMBIENT NOISE LIMITS (SEQ STANDARD) ...... 215 TABLE 7-10: CONSTRUCTION PHASE MONITORING REQUIREMENTS ...... 218 TABLE 7-11: CONSTRUCTION AND MITIGATION COST...... 220 TABLE 7-12: OPERATION PHASE MONITORING REQUIREMENTS ...... 220 TABLE 7-13: OPERATION AND MITIGATION COST ...... 221 TABLE 7-14: INDICATIVE CAPACITY BUILDING PROGRAM FOR TMTD AND OTHER PROJECT STAFF ...... 222 TABLE 7-15: CONSTRUCTION MONITORING AND REPORTING ...... 223 TABLE 7-16: OPERATIONS PHASE MONITORING AND REPORTING COSTS ...... 224 TABLE 7-17: SUMMARY OF ALL COST...... 224 TABLE 8-1: SUMMARY OF MAIN ENVIRONMENTAL CONCERNS FROM PUBLIC CONSULTATION BETWEEN JANUARY AND AUGUST 2015 ...... 228 TABLE 8-2: KBRT RED LINE CONSULTATION CONDUCTED BY EPCM / PIU / PMCCB ...... 235 TABLE 8-3: STAKEHOLDER GROUPS CONSULTED USING 1-2-1 INTERVIEWS UNDER CAPP ...... 241 TABLE 8-4: CUSTOMER AWARENESS AND OUTREACH: VULNERABLE GROUPS, PUBLIC ENGAGEMENT ...... 242

List of Figures FIGURE E-1: LOCATION MAP ...... XV FIGURE 1-1: KBRT ALIGNMENT SHOWING OPTIONS AS OF APRIL 2018 ...... 4 FIGURE 1-2: PROJECT ORGANIZATION ...... 6 FIGURE 2-1: EIA REVIEW AND APPROVAL PROCESS OF PAKISTAN EPAS ...... 11 FIGURE 2-2: ADMINISTRATIVE FRAMEWORK ...... 22 FIGURE 3-1: BRT LINES PROPOSED UNDER KTIP ...... 24 FIGURE 3-2: VEHICLE SPECIFICATION (12 M LENGTH) ...... 26 FIGURE 3-3: 18 METER BUS...... 27 FIGURE 3-4: DIRECT SERVICE CONCEPT AND OFF-CORRIDOR SERVICE...... 32 FIGURE 3-5: ALIGNMENT AND STATION LAYOUT ...... 36 FIGURE 3-6: SHEET 1 CONCEPT DESIGN OF ALIGNMENT ...... 37 FIGURE 3-7: SHEET 2 CONCEPT DESIGN OF ALIGNMENT ...... 38 FIGURE 3-8: SHEET 3 CONCEPT DESIGN OF ALIGNMENT ...... 39 FIGURE 3-9: SHEET 4 CONCEPT DESIGN OF ALIGNMENT ...... 40 FIGURE 3-10: SHEET 5 CONCEPT DESIGN OF ALIGNMENT ...... 41 FIGURE 3-11: SHEET 6 CONCEPT DESIGN OF ALIGNMENT ...... 42 FIGURE 3-12: SHEET 7 CONCEPT DESIGN OF ALIGNMENT ...... 43 FIGURE 3-13: SHEET 8 CONCEPT DESIGN OF ALIGNMENT ...... 44 FIGURE 3-14: SHEET 9 CONCEPT DESIGN OF ALIGNMENT ...... 45 FIGURE 3-15: SHEET 10 CONCEPT DESIGN OF ALIGNMENT ...... 46 FIGURE 3-16: SHEET 11 CONCEPT DESIGN OF ALIGNMENT ...... 47 FIGURE 3-17: SHEET 12 CONCEPT DESIGN OF ALIGNMENT ...... 48 FIGURE 3-18: SHEET 13 CONCEPT DESIGN OF ALIGNMENT ...... 49

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FIGURE 3-19: SHEET 14 CONCEPT DESIGN OF ALIGNMENT ...... 50 FIGURE 3-20: SHEET 15 CONCEPT DESIGN OF ALIGNMENT ...... 51 FIGURE 3-21: SHEET 16 CONCEPT DESIGN OF ALIGNMENT ...... 52 FIGURE 3-22: SHEET 17 CONCEPT DESIGN OF ALIGNMENT ...... 53 FIGURE 3-23: SHEET 18 CONCEPT DESIGN OF ALIGNMENT ...... 54 FIGURE 3-24: SHEET 19 CONCEPT DESIGN OF ALIGNMENT ...... 55 FIGURE 3-25: SHEET 1 OF SET 2 CONCEPT DESIGN OF ALIGNMENT ...... 56 FIGURE 3-26: EXAMPLE ARRANGEMENT OF LANES AND STATION ACCESS (CIVIC CENTER STATION) ...... 57 FIGURE 3-27: ARCHITECTURAL RENDERING OF PROPOSED TYPICAL RED LINE STATION ...... 60 FIGURE 3-28: STATION ACCESS: GENERAL AND FOR DISABLED PERSONS ...... 61 FIGURE 3-29: LOCATIONS FOR DEPOT SITES ...... 62 FIGURE 4-1: EXTENSION ALONG MA JINNAH RD...... 68 FIGURE 4-2: ALIGNMENT EXTENSIONS NEAR AIRPORT ...... 69 FIGURE 4-3: ALTERNATIVE ROUTES FROM SAFOORA TO MALIR LINK RD...... 70 FIGURE 4-4: ALTERNATIVE FOR TIE-IN WITH THE GREEN LINE SYSTEM ...... 71 FIGURE 5-1: ENVIRONMENTAL BASE MAP ...... 74 FIGURE 5-2: MONTHLY AVERAGE PRECIPITATION (MM) AND EVAPOTRANSPIRATION (MM) AT KARACHI AIRPORT ...... 75 FIGURE 5-3: MINIMUM AND MAXIMUM PRECIPITATION (MM) AND EVAPOTRANSPIRATION (MM) AT KARACHI (2009-2018) ...... 76 FIGURE 5-4: MONTHLY AVERAGES FOR MEAN, MAXIMUM AND MINIMUM TEMPERATURES (DEG-C) AT KARACHI AIRPORT ...... 77 FIGURE 5-5: MINIMUM, MAXIMUM AND AVERAGE TEMPERATURE OF KARACHI (2009-2018) ...... 77 FIGURE 5-6 AVERAGE CLOUD AND HUMIDITY OF KARACHI (2009-2018) ...... 78 FIGURE 5-7: MAXIMUM AND AVERAGE WIND SPEED OF KARACHI (2009-2018) ...... 79 FIGURE 5-8: ANNUAL WIND ROSE FOR KARACHI ...... 79 FIGURE 5-9: AMBIENT AIR QUALITY WITH SAMPLING INTERVENTIONS ...... 83 FIGURE 5-10: HOURLY TREND IN NOISE LEVELS RECORDED ON 23-26 JAN 2018 ...... 85 FIGURE 5-11: KATCHI SETTLEMENTS FLOODED AND DRY ...... 86 FIGURE 5-12: GEOLOGICAL MAP OF KARACHI AND SURROUNDING AREA ...... 89 FIGURE 5-13: HISTORICAL RECONSTRUCTION OF EARTHQUAKES IN THE VICINITY OF KARACHI AND SOUTHERN PAKISTAN ...... 90 FIGURE 5-14: GENERALIZED SCHEMATIC OF DRAINAGE BASINS IN KARACHI METROPOLITAN AREA ...... 92 FIGURE 5-15: WATER QUALITY & VIBRATION MONITORING LOCATION POINTS ...... 93 FIGURE 5-16: IMAGES OF FLOODING IN KARACHI ...... 95 FIGURE 5-17: SOCIO-ECONOMIC SURVEY AND DATA COLLECTION ...... 101 FIGURE 5-18: SENSITIVE RECEPTORS MAZAR TO KARACHI UNIVERSITY ...... 102 FIGURE 5-19: SENSITIVE RECEPTORS FROM MOSAMYAT TO MALIR DEPOT ...... 103 FIGURE 5-20: ADMINISTRATIVE MAP OF KARACHI ...... 105 FIGURE 5-21: POPULATION DISTRIBUTION BY AREA, AGE AND SEX...... 105 FIGURE 5-22: LAND USE ALONG THE RED LINE CORRIDOR...... 108 FIGURE 5-23: BUILDINGS WITH NO SETBACK FROM ROW ...... 109 FIGURE 5-24: AREA NEAR SAFOORA ROUNDABOUT ...... 109 FIGURE 5-25: PROPORTION OF VEHICLE TYPES (SITE 35) ...... 112 FIGURE 5-26: PROPORTION OF VEHICLE TYPES (ALL SITES) ...... 112 FIGURE 6-1: RANKING OF SIGNIFICANCE IN THE EVALUATION OF IMPACTS ...... 118 FIGURE 6-2: NOISE MONITORING WITH SAMPLING INTERVENTIONS ...... 136 FIGURE 6-3: NOISE LEVELS, 22-27 JAN AND 14-16 FEB 2018 ...... 138 FIGURE 6-4: UNDER RENOVATION ASKARI PARK (5:00 PM- 12:00AM MIDNIGHT) ...... 142 FIGURE 6-5: BABAR HOSPITAL SIGNAGE’S ALONG UNIVERSITY ROAD ...... 143 FIGURE 6-6: BABAR HOSPITAL ACTUAL ENTRANCE ON SIDE ROAD ...... 143 FIGURE 6-7: REHMANIA MOSQUE ...... 144 FIGURE 6-8: MAIN ENTRANCE KARACHI UNIVERSITY (KU)...... 144 FIGURE 6-9: NOISE IMPACT CRITERIA FOR TRANSIT PROJECTS ...... 147 FIGURE 6-10 BUS LANE CONFIGURATION AT DAWOOD ENGINEERING COLLEGE...... 151 FIGURE 6-11 BUS LANE CONFIGURATION AT CIVIC CENTRE ...... 152 FIGURE 6-12 BUS LANE CONFIGURATION AT FEDERAL URDU UNIVERSITY ...... 153 FIGURE 6-13: RECORDED VIBRATION LEVELS ALONG THE ALIGNMENT 24 -- 26 JAN 2018 ...... 157 FIGURE 6-14: CONCEPT DESIGN OF MAUSAMIAT DEPOT ...... 179 FIGURE 6-15: CONCEPT DESIGN OF MALIR DEPOT ...... 180

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FIGURE 6-16: HOURLY LEQ MEASURED AT BUS DEPOT SITES ...... 181 FIGURE 6-17: KISHWAR APTS. LOCATION ...... 182 FIGURE 6-18: KISHWAR APTS ...... 182 FIGURE 7-1: ORGANIZATION FOR ENVIRONMENTAL MANAGEMENT DURING CONSTRUCTION ...... 198 FIGURE 7-2: FLOWCHART FOR ENVIRONMENTAL MONITORING AND REPORTING DURING CONSTRUCTION ...... 199 FIGURE 8-1: PROJECT AFFECTED BUSINESS OWNER...... 231 FIGURE 8-2: FOCUS GROUP DISCUSSION WITH PUSH CART OWNERS AT OLD VEGETABLE MARKET/ ASKARI PARK...... 232 FIGURE 8-3: FOCUS GROUP DISCUSSION WITH PUSH CART OWNERS AT THE LOCATION OF MOSMIYAT...... 232 FIGURE 8-4: CONSULTATIVE MEETING WITH NATIONAL FORUM FOR ENVIRONMENT & HEALTH UNDER KARACHI BRT PROJECT. ... 233 FIGURE 8-5: PROJECT CONSULTATIVE MEETING WITH TRANSPORT EXPERTS AT HOTEL MARRIOTT, KARACHI...... 234 FIGURE 8-6: FLOWCHART FOR GRIEVANCE REDRESS MECHANISM ...... 246 FIGURE 9-1: EMERGENCY PROCEDURE FOR FIRE ...... 293 FIGURE 9-2: EMERGENCY PROCEDURE FOR SERIOUS ACCIDENT ...... 294

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Abbreviations and Acronyms

ADB : Asian Development Bank BRT : Bus Rapid Transit CBD : Central Business District CNG : Compressed Natural Gas CSC : Construction Supervision Consultant EA : Executing Agency ECS : Environmental Construction Specification EIA : Environmental Impact Assessment EMP : Environmental Management Plan EPCM : Engineering, Procurement and Construction Management FTA : US Federal Transport Administration GHG : Greenhouse Gases GOS : Government of Sindh IEE : Initial Environment Examination ITS : Intelligent Transport Systems JICA : Japan International Cooperation Agency KBRT : Karachi Bus Rapid Transit Project KTIP : Karachi Transportation Improvement Plan KWSB : Karachi Water and Sewerage Board MML : Mott MacDonald Ltd MMP : MM Pakistan (Pvt.) Ltd. MSDS : Material Safety Data Sheet NEQS : National Environmental Quality Standards NIPA : National Institute of Public Administration NMT : Non-Motorized Transport ODBM : Operational Design and Business Model PC : Public Consultation PDA : Project Design Advance PDD : Planning and Development Department PIU : Project Implementation Unit PMCCB : Project Management, Coordination, and Capacity Building PPTA : Project Preparation Technical Assistance PTA : Public Transport Authority REA : Rapid environmental assessment SEPA : Sindh Environmental Protection Agency SEQS : Sindh Environmental Quality Standards SMTA : Sindh Mass Transit Authority SSEMP : Construction Contractor’s Site Specific Environmental Management Plan TMTD : Transport and Mass Transit Department

Units

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dB : decibels dBA : A-weighted sound level (screens out low and high frequency noise)

Lmax : maximum noise level

Ldn : day-night sound level (Cumulative 24-Hour Exposure from All Events) (10) Leq : equivalent sound level (10 min during peak hour)

Leq(h) : Hourly Equivalent Sound Level SEL : Sound Exposure Level (The Cumulative Exposure from a Single Noise Event) VdB : Vibration Decibels CO : Carbon Monoxide

NOX : Nitrogen Oxides PM : particulate matter

PM10 : PM with diameter of 10 microns or smaller

PM2.5 : PM 2.5 microns or smaller

SO2 : Sulphur Dioxide Km/hr : Kilometres per Hour CM : Centimetre

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E Executive Summary

E-1 Background

E-1.1 The Environmental Impact Assessment Report

1. The Environmental Impact Assessment (EIA) Report describes environmental and social considerations of the Karachi Bus Rapid Transit Project (KBRT Project), which is an integral part of an overall scheme for improved transport for Karachi. The purpose of the EIA is to establish a framework and related actions for evaluating and mitigating environmental and social impacts stemming from implementation of the Project.

E-1.2 The Project

2. The Project was first identified under the Karachi Transportation Improvement Plan (KTIP) a Japan International Cooperation Agency (JICA) funded planning study covering the whole of the metropolitan area. The Red Line, one of 6 identified in the KTIP, was developed in its preparatory stage in 2014-15 under Asian Development Bank (ADB) funding, as one of two preferred Bus Rapid Transit (BRT) routes for initial development. A preparatory level Initial Environmental Examination (IEE) was prepared at that time, which has been used as a scoping document and basis for the present effort. Furthermore as per environmental guidelines a scoping meeting was held at the Marriott Hotel in Karachi on 16 Feb 2018. Details are appended in Appendix J of this document. A public hearing was organised by the Sindh Environmental Protection Agency (SEPA) under the provisions of Sindh Environmental Protection Act 2014 and the EIA/IEE Regulations 2014 on 16 October 2018 at the Marriott Hotel in Karachi. Details are attached in Appendix M of this document. Environmental review by expert committee is under process by the Government of Sindh. Organizational arrangements are being put into place through formation of the Sindh Mass Transit Authority (SMTA) for implementation of this and other mass transit projects in Karachi, one of which, the Green Line, is under construction, with an expected completion date for Phase I of April 2018. A Project Design Advance (PDA), or forward loan agreement, was signed in 2017 between the Government of Pakistan (GOP) and ADB to provide advance financing for engineering, procurement, and construction management; an operational design and business model; project management, coordination and capacity building; and staff consultants to provide technical support for the Project Implementation Unit (PIU).

E-1.3 The Consultants

3. Mott-MacDonald Ltd. (MML) together with MM Pakistan (MMP) jointly has been appointed as the Phase I engineering, procurement, and construction management (EPCM) consultant, under which the EIA is prepared. Information derived from other on-going consulting efforts under the PDA is gratefully acknowledged and appreciated.

E-1.4 Objectives of the Project

4. The Project aims to alleviate in part the lack of transport options available in a rapidly growing metropolis, and was identified as such in the Master Plan prepared under the Karachi

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Transportation Improvement Project (NKYO 2012). In that study, the Project was seen as one component of an urban transport development strategy that combines bus rapid transit with rail service, refurbishment of the Karachi Circular Railway, reclaiming the full capacity of the City’s roadways, and selected highway projects, along with safety and pedestrian improvements. A feasibility study was conducted for BRT inclusive of the Red Line at that time.

E-1.5 The Environmental Objectives

5. The Project’s environmental objectives are both local and global. They include reduction in congestion along roadways and lessened noise and air pollution exposure for roadway users and people living and working along roadways. BRT is a modernized and low-cost approach to mass transit that is especially suitable to conditions in Karachi. At national and global levels, the Project is expected to reduce consumption of fossil fuels and provide a reduction in the Nation’s Greenhouse Gas (GHG) inventory in comparison with a future case without the Project.

E-1.6 Project Location

6. The project is located in Karachi the capital of Sindh province and Pakistan’s biggest commercial hub. The city accounts for more than 90% of Pakistans foreign trade and contributes to more than 30% of Pakistan’s industrial production. The city is made up of 20 contiguous towns. The pattern of incomes shows that 9.5% are extremely poor and another 14% are transitorily poor. It may be said that 50% of the population are below the poverty line. There is a continuous growth in the slum areas.

7. Project is located along an east-west trending alignment, overall length of 29.5 km, running contiguous with New MA Jinnah Rd., University Rd., University Rd.2 (Malir Cantonment Link Rd.) and MA Jinnah Ave, in the north-eastern sector of Karachi. It crosses the administrative districts of Central and East Karachi and Malir Cantonment, specifically: East District: Jamshed and Gulshan Towns, and District Central: Liaquatabad and Gulberg Towns. Toward the east the alignment turns south following the eastern boundary of the Jinnah International Airport. The two depot sites are located along its eastern and southern segment at Gulistan-e-Jauhar Block 6 and a plot near the intersection of MA Jinnah Ave and Shara-e-Faisal Rd. The Location Map for the Project is shown in Figure E-0-1.

E-2 Legal Framework for Environmental Management

E-2.1 Laws Concerning Environmental Impact Assessment In Pakistan

8. Key legislation related to environmental protection in Pakistan has been devolved to the state level, including The National (and Sindh) Environmental Protection Act (1997, 2014) and Sindh Environment Protection Regulation (2014). Together these laws authorize the Director General (DG) of the Sindh Environment Protection Agency (SEPA) to undertake activities to conserve and enhance the quality of the environment. Main highlights relevant to the Karachi Bus Rapid Transit Project are:

i. Regulation of development activities from an environmental perspective

ii. Categorization of development activities on the basis of anticipated environmental impact

iii. Requirement for undertaking an EIA in keeping with the category of the proposed activity

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iv. Procedure for obtaining and renewing an environmental clearance over the project cycle

v. Promulgation of standards for air, water and noise quality, as well as effluent standards

vi. Procedure for claiming damage by persons affected by polluting activities or actions that adversely affect the conduct of ordinary civic life

9. Other laws and ordinances concerning environmental quality standards, labor rights and protections, resettlement, land acquisition and compensation are relevant to the Project.

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Figure E-1: Location Map

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E-2.2 ADB’s Safeguard Policy Statement

10. The ADB’s Safeguard Policy Statement 2009 (SPS 2009) defines the overarching framework for three key safeguard areas: (i) environmental safeguards, (ii) involuntary resettlement safeguards, and (iii) Indigenous Peoples safeguards. ADB’s environmental policies cover screening and categorization, environmental assessment, consideration of alternatives, impact mitigation, public consultation, disclosure, and environmental management planning, with topical policies for biodiversity, pollution prevention, occupational health and safety, community safety and physical cultural resources. A proposed project is classified as category A, for which an environmental impact assessment is required, if it is likely to have significant adverse environmental impacts that are irreversible, diverse, or unprecedented. The project is classified as Category A for environment, in line with requirements of the SEPA because, while the impacts will be reversible, they are found to be diverse in nature, thus requiring preparation of an EIA study. The content and main elements for EIA Reports are provided in Appendix A of the SPS, which are consistent with the World Bank Operational Policy - OP 4.01, Annex B and other international safeguard requirements.

E-2.3 Administrative Framework

11. The Government of Sindh (GOS) is the provincial government of the Sindh Province and is based in Karachi. The Government of Sindh has a Transport and Mass Transit Department (TMTD) which operates the Sindh Mass Transit Authority (SMTA) and its Project Implementation Unit (PIU). SMTA operations are supported through the project management, coordination, and capacity building (PMCCB) component of the project design advance (PDA). Financing under the PDA also provides advisors for both environmental and social aspects within the PIU.

E-3 Project Details

12. The Project Description is based on information provided by the EPCM design team and the Operational Design and Business Model (ODBM) team. Both efforts are continually being updated, and numerous changes and additions can be expected during the process of finalization and approval of the EIA. The EIA is not intended to precisely account for these changes. Rather it highlights aspects of design that may adversely affect the environment; are designed to minimize or eliminate impacts; and which introduce energy-saving and clean technology innovations.

13. The KBRT Project is squarely situated within the transport planning context that has been a priority in Karachi for about 20 years. The 2005 Karachi Megacities Development Project financed by the ADB recommended a balanced mix of transport options including bus rapid transit. JICA’s master plan in 2012 recommended the Red Line, and ADB’s project preparation technical assistance (PPTA) for the Red Line, which was completed in 2016, carried out feasibility for the Red Line BRT.

E-3.1 Project Funding

14. ADB’s preliminary estimates put the project cost at United States Dollar (USD) 220 million, of which approximately 75 % will be financed through the loan, with the Government contribution at ~25% (USD 55 million). As of this writing additional funding sources are contributing to the

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financing packaging such that the final budget is not yet known. However the proposal under discussion in PC-1 is mentioned in Table 1-1.

E-3.2 Salient Features of the Project

15. The salient features of the Project are as follows:

i. Alignment between MA Jinnah Rd, the Mazar-e-Quaid Mausoleum, occupying the median of new MA Jinnah Rd. and continuing to its junction with University Road at Jail Chowrangi, and then on to Safoora Chowrangi, then along the Malir Cantonment Link Rd. to Check Post No. 6, Tank Chowk, Malir Halt, and then south along MA Jinnah Ave. to its terminus at Liaquat Ave near Airport Rd, consisting of at-grade, super-elevated and below- grade segments.

ii. Depot sites: two locations, each approximately 3.2 ha in size.

iii. Stations: 24 stations along the alignment, each approximately 80 m in length; outside width of stations will vary to remain within the available public right-of-way. In general stations are 05 m in width.

iv. Façade-to-façade improvements along the alignment, including enhanced drainage

v. Temporary facilities needed for construction, including casting yards, materials and equipment storage, labor camps and cordoned space.

vi. Equipment purchases specified by the ODBM consultant using unified procurement and operations contracts.

vii. A grassroots biogas (methane) generation facility is included with a budget allocation of some PKR 2 billion. A separate EIA will be prepared for this component once feasibility design is in place

E-3.3 Summary of the Project Description

16. The Project Description found in the main text reviews the project background, rationale and objectives, summarizes the BRT corridor and component locations and provides an overview of proposed BRT operations. The vehicle scrapping plan for buses taken out of service is described, and recommendations for vehicle configuration and the power-train specification are provided. The service plan is reviewed, along with bus frequencies and AM peak service plan, fare system and ITS provider and interaction with off-network transport services. Vehicle operations and bus servicing proposals are described, along with the infrastructure development approach, including a description of the segregated busway, bus stops (stations), accommodations to improve station accessibility, the depot locations, and operational management. Finally, the project cost, construction sequence and implementation schedule are reviewed.

E-4 Analysis of Alternatives

17. After detailed deliberations and environmental consultations a number of alternatives were developed and the present alignment has been chosen that incorporates selected alternatives described in the main text. The selected alternative provides the necessary tie-in to the Green Line for entry into the greater BRT system. On the eastern extreme, the alignment provides

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direct service access to the airport, and extends the trunk line south to Shara-e-Faisal, both presented as alternatives in the main text.

18. Equipment alternatives were selected by the ODBM consultant in light of constraints on the types of fuel available in Pakistan and air quality, comfort, health and safety, and energy conservation. A Compressed Natural Gas (CNG) powered hybrid bus is the fuel-propulsion system most favoured at present.

E-5 Description of the Environment (Baseline Data)

19. This section covers a large scope of topics under the four major headings of environment. Physical resources include geology, soils and groundwater, surface hydrology and water quality, meteorology and air quality, and noise. Biological resources cover protected areas, land cover, trees and valued flora, mammal and bird life. Socioeconomic resources describe administrative divisions and population, land use along the alignment, community infrastructure, housing, water and sanitation services, transport assets, religion, crime and criminal activities, gender-based violence, in and out migration, and employment. Finally, a list is included of educational and religious institutions, historical and cultural sites, and aesthetic and recreational resources.

20. The Environmental aspects recorded indicate air quality is within the SEQS limits except of

PM2.5. Noise level is intermittently higher than limits due to heavy traffic and improperly maintained vehicles. Overall Karachi city weather is pleasant due to continuous breeze from the sea which causes high humidity throughout the year. Karachi is located in a moderate earthquake zone and thus the alignment is located in a seismically active zone of moderate intensity (Zone 2) that corresponds to intensity VII of the Modified Mercator scale. The only historical place along the alignment is “Mazar-e-Quaid” which set back 130 m from the edge of the right of way. The crime rate along the alignment seems to be different, areas near the cantonment are considered quite safe and sound, whereas higher crime rate has been observed near areas of Ashfaq Memorial Hospital.

E-6 Affected Environment and Environmental Consequences

21. The scope of work specifies a high level of accountability for environmental design of equipment and facilities, construction management, and health and safety. Environmental features are incorporated into the project design. Development of Environmental Construction Specifications (ECS) that will become part of the tender documents requires that all aspects related to sequencing be considered. Some construction environmental impacts are mitigated through a process of pre-planning, traffic management planning and utility relocation being examples.

E-6.1 Mitigation Measures

22. Construction mitigation measures are required by good practice and should be undertaken by the construction contractor in a proactive fashion to get the most benefit in meeting the needs of local communities, which will be most affected by the construction work. Proposed mitigation measures are appropriate for actual field conditions. GOS environmental quality standards for air, noise and water play an important role in determining the extent of mitigation measures that need to be applied by the Contractor.

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23. Environmental impacts can be minimized in the planning and design of the Project, and mitigation measures can be applied during construction and operations phases. The EIA identifies numerous types of potential impact that require investigation. Noise and air quality impacts can occur both during construction and operations, whereas impacts due to vibration are limited to its construction phase. Drainage and water quality impacts can occur both during construction and operations; for the latter, potential impacts occur due to heavy rainfall and the need to keep the alignment, stations and depot areas free and clear of flooding. These issues are being accounted for in the project design. In addition, a public hearing was conducted in line with the policy set out in the SEPA EIA Regulation, in which 105 persons attended along with representatives from SEPA, who moderated the meeting. The following summary encapsulates the main comments received during both public consultation and public hearing events.

24. Many environmental, health and safety issues are addressed through project engineering, design and planning, including landscape design around stations, traffic management, utility relocation, safety and health, and emergency response. These are included by reference and summaries are provided in Chapter 6 of the EIA. Additional recommendations are made in regard to these issues. Chapter 6 also describes analyses and provides mitigation measures for potential impacts associated with spoil disposal, solid waste and hazardous materials; removal of trees in the right-of-way; and siting/construction impacts related to temporary construction yards. No significant potential impact on birds, mammals and groundwater was identified.

E-6.2 Air Quality

25. Adverse impacts on air quality are due to high ambient dust levels, measured as suspended

particulate matter (SPM), PM10 and PM2.5; and gaseous pollutants typical of internal combustion engines: sulphur dioxide (SO2), carbon monoxide (CO), and oxides of nitrogen (NOx). Existing ambient air quality as measured at four locations in February 2018 was acceptable compared with the Sindh Environmental Quality Standards (SEQS) limits; however, these isolated measurements may not reflect the typical case.

Air Quality during Construction

26. Open excavation, material transport, movement of vehicles and incident wind tend to release and entrain dust at ground level, causing inconvenience and health effects (eye damage, respiratory problems) for workers and people in the area. Construction equipment and transport vehicles generate continuous streams of gaseous and particulate pollutants. Proposed mitigation measures focus on maintaining and cleaning roadway surfaces, covering loads in transport, suppressing dust and removing materials and spoil piles from the work area, and assuring vehicles are maintained and comply with vehicle emissions standards. Contractors will be required to monitor air quality, and implement mitigation measures to keep ambient levels (mainly particulates) within the SEQS limits. Complaints from the community will also be a cause for intensifying use of mitigation measures to control dust.

Air Quality during Operations

27. Air emissions during operations are due to bus vehicle exhaust. Buses may use either a diesel or CNG-hybrid propulsion system. The diesel‐fuelled option must meet a minimum EURO III emission standard, but must be capable of operating with EURO II fuel, e.g. sulphur content and ash are higher than with a Euro-III fuel. Much of the fleet being replaced operates on CNG, but

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may be fuelled with petrol if CNG supplies are low. Some studies indicate that CNG buses have lower NOx emissions and higher CO emissions than diesel and hybrid buses across all duty cycles, whereas hybrid buses generally have slightly lower NOx emissions than diesel buses. It is not clear how much of a modal shift involves vehicles that currently run on CNG, and whether CNG-hybrid combination will be selected for the new fleet of buses. An assessment was performed based on comparison of daily ridership for various modes of transport with and without the project, combined with available emission factors for primary pollutants, and using a variable percentage (from 20% to 40%) as the modal share of trips captured by the BRT. The analysis indicates that introduction of new buses built to a higher standard of pollution control results in reduced quantities of primary pollutants in the vicinity of University Rd. In other studies, statistical results based on extensive monitoring in an urban environment show that BRT

constitutes an effective means for reducing emissions of CO, NOX, PM2.5 and PM10.

E-6.3 Noise Impacts

28. Noise impacts occur during construction and operations. Both construction and operations impacts are analysed through methods developed by the Federal Transportation Administration (United States Government) that evaluates noise power levels at the point of reception in relation to existing (background) noise levels. These methods are essentially screening models, but are considered adequate for the purpose, considering that insufficient data are available to execute more complex modelling approaches.

Noise Generated by Construction

29. For construction, the procedure targets noise power levels from equipment used in specific construction activities. These are converted to equivalent noise levels at the road right-of-way, which represents a typical location for close-by receptors, then combined into an equivalent combined noise level (A rated decibels). Results are tabulated and compared with existing background noise levels that were measured at that location (average of one hr Leq for day and night-time, respectively). Construction related noise levels are described in relation to ambient noise standards, as well as increases over background.

30. Noise levels are assessed in comparison with a project standard of 85 dB in areas considered office, commercial and industrial enterprises; and 75/60 dB (day/night levels) in residential and hotel zones. Silence zone (hospitals, schools) are restricted to day/night levels of 60/50 dB. If ambient noise (based on monitoring data) exceeds 65 dB, the standard is considered equal to ambient plus 10 dB.

31. Analysis of data shows that excess construction noise above the standard may occur at nearly all locations along the alignment, with the highest exceedances at the entrances to two parks and at the Rehmania Mosque, near development of the Shumail Station. A general set of mitigation measures is set out that can be invoked in the event that measured noise levels exceed the standard, or complaints arise. Mitigation measures can be targeted under any particular circumstance through the ECS for that contract. Noise monitoring is required of the contractor during conduct of the work. Special cases for noise impact during construction can be singled out and measures put into place to mitigate impact.

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Noise Generated by Operations

32. A similar approach is used for operations, wherein a nominal sound power level of 85 dB for a bus (the project equipment standard is 83 dB measured at 15 m from the equipment) is combined across all buses operating on a frequency determined by the headway (3 min during peak operations). The contribution of noise from buses is compared to the existing noise levels and the ambient standard, as well as criteria for noise evaluation from other countries. The contribution of noise emissions from diesel buses running at 20% are negligible in comparison with existing background noise levels, and are not expected to cause a significant increase in ambient noise.

E-6.4 Vibration Impact

Vibration during Construction

33. Construction activity can result in varying degrees of ground vibration, and buildings in the vicinity of construction may be affected, with resulting damage in the most severe cases. Fragile buildings such as some historical structures are more susceptible to damage from ground vibration. However, there is no historical building close to the alignment to sustain damage from construction vibrations. Vibration levels generated by construction equipment have been evaluated in relation to building type to determine the maximum distance at which short-term vibration impacts could occur. A building would need to be located within 14 – 25 ft of an operating vibratory roller (generating maximum vibration potential) to fall within the range for damage exposure. Close monitoring, and potential mitigation of impact, would be required if construction equipment were to operate within these safe distances. The contractor is obligated to maintain vibration levels at the faces of buildings within the proposed project criteria of 3 mm/sec PPV.

Vibration Impact during Operations

34. Significant vibration impact from rubber tire-fitted vehicles is rare. This is because rubber tire- fitted vehicles are not massive and are typically well-isolated by the vehicle suspension design and rubber tires, which act as barriers to vibration transmission between the carriage and the ground. Potential vibration impact from rubber tire-fitted vehicles such as those used in BRT projects can be dismissed under general conditions. Vibrations are most commonly caused by discontinuities in the roadway. The best remedy involves repair of roadway surfaces.

E-6.5 Traffic Congestion

35. Traffic Congestion in construction zones is addressed through traffic management planning done by the EPCM Consultant. This will be supplemented by a Traffic Management Plan (TMP) prepared by the Contractor. Because traffic management involves the cooperation of a number of agencies, the process of agreement will be incremental, continuing throughout the period of construction. Traffic management recommendations are summarized in the main text of the EIA. The EIA includes additional measures related to general traffic conditions along thoroughfares, and to the movement of over-weight/over-length (OW/OL) loads. The EIA provides initial guidance on preparation of the TMP by the Contractor.

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E-6.6 Community/Occupational Health and Safety

Construction Impacts on Community-use Values

36. Community space can be affected adversely by poor performance during construction. Community health and safety in the context of the KBRT project refers to protection of the community environment near work areas by assuring access to residences and places of work and business, pedestrian and vehicular movements, air quality, reduced congestion and overall safety. Mitigation measures are put forth for control of dust, noise and traffic to minimize these hazards and inconveniences.

Occupational Health and Safety

37. The contractor is expected to give consideration to Occupational Health and Safety (OH&S), so that construction work is conducted in a manner that eliminates risk to persons and property. The Contractor will treat safety as a high priority in his activities while executing the work, and is required to prepare an OH&S Plan that conforms to requirements set out in the Sindh Occupational Safety and Health Bill (2017); that aims to eliminate or minimize unwanted hazards and risks to personnel and the public during construction; and that achieves ‘Best Practice’ within the project context, establishing a work environment that conforms to international standards with respect to health, safety and emergency response. Guidelines related to labor provisions and worker camps also are set out in the main body of the EIA.

38. Employee health and safety during operations is addressed through the Safety Management System (SMS), which is being developed by the ODBM Consultant as part of the overall Quality Management System (QMS) for SMTA.

E-6.7 Water Quality and Drainage

Drainage During Construction

39. Impacts during construction may occur due to water availability and its use on the project, and from uncontrolled drainage from work sites during rainfalls or dewatering of excavations. Guidelines are set out for construction sites and yards for maintaining drainage.

40. The Contractor is required to prepare drainage plans for all areas occupied during construction and is responsible for monitoring water quality. Specific controls are described in the EIA. Drainage from construction sites needs to be controlled to prevent water crossing roadways or interfering with pedestrian movement. The Contractor is required to keep the site clean and free of mud/silt, so that runoff from rainfall can enter the local drain system without negative effect.

Drainage During Operations

41. Drainage design is an important aspect of on-going work being incorporated into design of the carriageway, drainage of and around stations, and drainage/dewatering controls for underpasses. Drainage design is underway to assure sufficient drainage of roadways, stations and depot areas during operations.

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E-6.8 Solid and Hazardous Waste

42. The EIA describes the sources of solid and hazardous waste that might be generated by construction and operations. Trash and construction waste is not a significant amount but can cause an impact on the appearance and functioning of the work site and surrounding public space. Hazardous materials and waste will be managed according to the approved practices of the Government. About 250,000 cubic meters of spoil material will be generated during construction, mainly by excavation of underpasses. Contractors will be required to identify locations for disposal according to strict guidelines. The material is acceptable for fill so long as it does not contain hazardous waste. In respect to operations, solid waste handling and public toilets at stations will be the responsibility of the system operator.

E-6.9 Impact on Habitats

43. The Project is not expected to have a significant impact on habitats along the alignment, whether arboreal or terrestrial. A discussion of these issues is found in the EIA.

E-6.10 Impact on Trees in the Centreline of Roadways

44. Trees found in the centrelines of roadways used for the alignment will need to be removed to make way for construction. These are unavoidable losses that are made up by planting of trees at other, nearby locations according to the replacement requirement of the Government. Some trees to the right and left sides of the alignment may need to be trimmed to provide clearance for construction equipment and development of peripheral aspects of the design. Some bird habitat will be temporarily sacrificed, but is made up for by trees away from the right of way, and rapid re-growth. Species of trees to be replanted in the redevelopment are listed in the EIA. The project contractor will be responsible for acquiring a 'No-Objection Certificate' (NOC) from the concerned Department of Parks and Horticulture Authority (DPHA). The application for an NOC will need to be endorsed by the PIU / SMTA.

E-6.11 Utility Relocation

45. Deep excavation, installation of pier foundations and other sub-grade work can damage existing utilities. A utility survey and relocation plan for utilities is being undertaken as an essential part of project implementation. The Contractor will be required to prepare a relocation plan for utilities that addresses any remaining risks. Additional construction and operations issues related to public infrastructure are described in the EIA.

E-6.12 Emergency Response Planning

46. Emergency response planning will be done by the Contractor following guidance provided in the EIA. The Contractor is required to set up procedures for responding to any type of emergency that poses risk for the public or BRT employees. An indicative Emergency Response Procedure to guide the construction contractor in preparation of its plan is provided in the EIA

E-6.13 Reduction in Greenhouse Gas Emissions

47. Offset calculations are based on predicted numbers of vehicles displaced from the roadway as a result of the BRT at target dates into the future, compared to a case without the project. Equivalent GHG emissions from the modal shift are estimated using the average annual daily

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traffic to approximate the numbers of vehicles present with and without the project, assuming a percentage of ridership (between 20 and 40%) goes over to the BRT. Only CO2 is considered in the line-up of GHGs, and overall it is estimated that 47 – 94 Tons per Day (TPD) of CO2 is removed from the atmosphere by the project.

E-6.14 Social Impacts

48. Various types of social impact are possible, such as vendors near construction sites that must vacate shops that must be barricaded due to construction, noise impacts that affect customer arrivals, and other potential impacts affecting income and livelihood. The Resettlement Plan (RP) catalogues these impacts and the RP has been prepared based on a preliminary survey conducted in March 2018 which counted all vendors in the ROW and two surveys between 4 to 11 April 2018 and 15 to 16 May 2018. The survey in April 2018 was a census of 129 vendors all located in the ROW and the survey in May 2018 was a rapid survey, which had to be postponed due to the beginning of Ramadan, which significantly changed the composition of vendors on the ground. A socioeconomic survey was also conducted as part of the survey in April 2018 at which point it represented 25% of Displaced Persons (DPs).

49. A sample survey specifically pertaining to sensitive receptors was conducted along the Redline KBRT route, (Mosque, Educational Institute, Hospitals and Parks) in October and November 2018. Figure 5-18 and Figure 5-19 depicts the location of the sensitive receptors. Questionnaire was related to advantages and disadvantages of Redline KBRT. From the advantage of Redline KBRT, the most significant items are as follows:

50. Most of the respondent answered that the project will be time saving and will provide comfortable journey, reliable, have better emission controls, good for handicap and will give new jobs to vendor stall. Almost 80% of respondent believe it will paint a positive picture of the province and provide better infrastructure in development of the area. 65% of people think project will provide cost saving and only 30% were in favor of having women bus drivers.

51. Disadvantages of Redline KBRT was divided into construction and operation phase. Most of the people felt that traffic jams and noise will be an issue of concern during the construction phase of KBRT and a small number of people had concern for dust and tree cutting. During operation phase of KBRT only 40% of individuals think that project will cause loss of livelihood for existing bus owners, Bus conductors, Bus drivers, qingqi and Taxi drivers.

E-6.15 Female Vulnerability and Gender Analysis

52. Public transport which is designed to consider the different needs and concerns of women and men is important for equitable social and economic development, for example, by enabling greater access to education and health services, markets, employment and leisure opportunities to both. In Karachi, sexual harassment is a high risk for women, especially young women and girls, who use public transport. The Red Line BRT Gender Action Plan incorporates features designed to reduce and mitigate the risk of sexual harassment and to encourage use of the BRT by women and minority groups to increase its market. Interventions are described aimed at both the design of the facilities as well as operations. These interventions are carried over into the EIA and can be found in the main text.

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53. Access to, and use of transportation, is a critical factor in being able to access services, take advantage of opportunities including those which enable women to earn an income, and enjoy social and leisure occasions. During consultations undertaken as part of the GAP development, women shared incidents of sexual harassment, such as leering, verbal comments and touching, which are intended to intimidate and evoke fear and insecurity amongst women. Low-income women are more vulnerable to harassment in public transport due to their social and economic status.

54. Society’s cultural norms and practices influence and limit how girls and boys, women and men, behave throughout their lives. Gender inequalities and power differentials result from the differences and discrimination which are embedded in these cultural norms and gendered roles. Traditionally, women are associated with reproduction and responsibilities in the domestic sphere. Women are viewed as responsible for caring for the family, ensuring the household runs well and that man’s needs are provided for. Their mobility outside the home may be limited. Women are often excluded from main decision making in the household and in society. They are very often subject to the decisions made by men.

55. On the other hand, men’s roles are associated with production and the public sphere. Men are assumed to be the head of the household, the income earners, and decision makers within households and in public. In fact, all the surveyed affected vendors are men. The male head of household usually controls the household income. Because of gender biases and discrimination, women and girls may experience differential access to food, education, medical care and access to resources and opportunities. In addition, women and girls are more likely to be subject to gender based violence within the home and in public.

56. Access to, and use of transportation, is a critical factor in being able to access services, take advantage of opportunities including those which enable women to earn an income, and enjoy social and leisure occasions. During consultations undertaken as part of the GAP development, women shared incidents of sexual harassment, such as leering, verbal comments and touching, which are intended to intimidate and evoke fear and insecurity amongst women. Low-income women are more vulnerable to harassment in public transport due to their social and economic status.

E-6.16 Depots

57. Two depots are planned, one near Malir Halt and one at Mausamiat. Both sites are currently used, and will be vacated, by the Rangers. Due diligence will be conducted at the sites to determine whether the project could cause environmental risks or impacts. Sites will be developed according to a specific design providing segregated drainage for ‘clean’ and ‘contaminated’ storm water, oil-water separators and wastewater treatment, bunkered fuel and waste oil storage, and other facilities to minimize its impact on the environment. Operational recommendations include enactment of plans for hazardous materials management, conscientious attention to operation of the wastewater treatment unit and oil separator, and consistent application of safety and health programs for employees at the facility.

58. Construction and operations impacts have been assessed, with the most significant being related to noise. A training centre is located adjacent to the entrance of the Malir depot that could be subjected to unacceptable noise levels at some of its building facilities.

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59. Depots will be operated by independent contractors engaged under integrated contracts for operations and fleet procurement, and will be responsible for operating—and potentially constructing—depot facilities. The contract specifications should include environmental protection requirements relative to all phases of activity: design, construction and operations, which the successful bidder will be required to carry out as part of its development plan. Further technical assistance will be necessary to assure these facilities are designed, built and operated in an environmentally sustainable fashion.

E-7 Coordination and Consultation

E-7.1 Stakeholder Analysis

60. Stakeholder refers to individuals and institutions with an interest or ‘stake’ in the project. These ‘juridical’ entities may be able to assist in implementing the project, and are thus enjoined. The entity may have its own constituency as a user of the system, or find itself affected during the process of building the system. Entities may be representatives of the public-at-large, which may benefit, or be adversely affected, by the project, and thus are custodians of the public trust.

61. ADB finances the project at 75%, and is a major stakeholder. Government national and city-wide stakeholders that benefit from the Project include TMTD and Sindh Mass Transit Authority, owner of the Project, and Karachi Municipal Corporation, and other state and national government agencies. Local stakeholders are citizen groups in Karachi, groups of individuals living, operating businesses and working in proximity to the alignment, and existing transport operators. Those adversely affected by environmental impact include those directly exposed to construction impacts, those entitled to compensation for structures and land (currently thought to be none), those along haul routes of construction materials, and those benefitting from the Project during its operation, which includes virtually all groups which are engaged in educational, economic and cultural pursuits in the area. Local governments benefit through the increase in economic activity due to the Project.

E-7.2 Public Consultations

62. Sequential, parallel and comprehensive stakeholder involvement has and will continue to take place through public consultation, focus group discussion, targeted meetings, and other forms of interaction. The Project Management, Coordination and Capacity Building (PMCCB) component of the Project Design Advance (PDA) contains two relevant foci: The Project Communication Plan (PCP); and the Community Awareness and Participation Program (CAPP). PCP contains numerous important aspects that are typically found in a “public relations” portfolio; while CAPP involves engagement and consultation with key stakeholders from national and local government, advocacy groups and community organizations (mosques, schools, universities and trade associations).

63. Within the EPCM component of the PDA, stakeholder consultation is done as part of the EIA effort, and is carried out under the RP formulation and the Gender Action Plan (GAP) and as such various Focus Group Discussions (FGDs) and socio economic surveys have been conducted and are covered in RP. The EPCM EIA effort has also held one stakeholder consultation involving some 56 persons leading to extensive discussion on environmental issues related to the project. The EIA reports in detail on this public consultation.

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Summary of issue raised during public consultations

. Karachi has no rapid bus transport system currently and the public is in need of one.

. The successful implementation of such a project would be much welcomed by Karachi’s citizens.

. One of the experts shared his experience of the Liyari Express project and its resettlement challenges and the ultimate delay in the project completion and hoped that this would not be repeated in Red line.

. Ambulant vendors and other small businesses along the route will certainly be negatively impacted by the construction of the BRT etc.

. 23,693 trees currently exist along the proposed Red Line alignment and a large number of these may be uprooted. We need confirmation of what trees will be planted, when and where to compensate for those to be cut down.

. The EIA offers no substantial traffic plan for the duration of the construction work on University Road. We need information on when a traffic management plan will be available (particularly in relation to the construction timetable) and how it is being developed. The process should be considered incomplete till the traffic plan is added.

. From where the additional 5 Km have come from and how the EIA should be considered complete after this new addition.

. How is health and safety to be managed for workers and members of the public? It was suggested that the lives of students at NED University and the University of Karachi will be at risk.

. Confirmation of action being taken to protect historical and archaeological sites from ground vibrations caused by construction. Quaid’s Mausoleum and its entire park, which is all protected, will be in the BRT right-of-way.

. How to ensure that the disturbance to services and utilities and the fiasco created by the Green line is not repeated.

. The financial aspects such as feasibility and bus fares have not been covered in the EIA report.

64. The panel of expert responded to all of the concerns raised during the public hearing process and the detailed responses have been submitted to SEPA, PIU and ADB and are also attached in Appendix M of this report.

65. The SEPA-moderated public hearing for the EIA provided an important forum for Public Consultation on the project. Further formal and informal opportunities for public involvement during the course of construction are expected.

66. A project grievance redress mechanism (GRM) was proposed during the PPTA stage that has been adopted provisionally for the project. By the time of contract award, the GRM established for the resettlement plan (RP) will need to be reconciled with the current proposal, and the two made compatible, so that it works most efficiently for both resettlement and environmentally related grievances.

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67. Both ADB and SEPA policies include disclosure requirements for which the current EIA preparation effort is on track for meeting, both in terms of content of information disclosed and timing in relation to board review (for the ADB) and EIA approval (for SEPA).

E-8 Environmental Management Plan

68. The Environmental Management Plan describes institutional proposals, mitigation measures aimed at specific types of impact, and systems for monitoring and reporting on contractor performance in implementation. An institutional framework for environmental management is proposed that addresses the needs of the PIU during the construction phase, and the SMTA during operations. The presentation of mitigation measures aims at confirming use of best practicable technology in planning and design, setting out measures for mitigating construction impacts that conform to good international practice, and more general recommendations related to operations.

E-8.1 Management Framework

69. The PIU is supported on safeguard issues from the Construction Supervision Consultant (CSC) hired through the ADB Project Design Advance (PDA) loan. Strategic and policy aspects of SMTA operations are being developed through the PMCCB component of the PDA loan, and are still formative. The PMCCB consultant is responsible for providing institutional advice for environmental and social functions at SMTA, and hence these aspects are not included in recommendations in this EMP. The Phase II CSC is hired separately to support PIU.

70. Project Management will be performed by the CSC headed by a full-time Project Manager/ Resident Engineer to take responsibility for and manage activities of the CSC. The CSC will be responsible for assisting the PIU in implementing the Project. The PIU will receive support from the CSC to implement the environmental and resettlement plans. Safeguard specialists for environment and resettlement will be part of the CSC to oversee implementation of the environmental and resettlement plans prior to the bidding stage to ensure the bidding documents include all environmental management requirements. The institutional framework for combined operations management of the KBRT is evolving and will continue to do so during implementation of the construction phase for the Red Line such that the CSC will need to be responsive to institutional strengthening needs as they arise.

71. The civil works contractor will be responsible for fulfilling contract conditions related to environmental mitigation and monitoring. The contractor is responsible for implementing all environmental, health and safety actions described in the Environmental Management Plan (EMP) and relevant clauses in the bidding documents and contract during the pre-construction and construction period. The civil works contractor will be required to retain permanent staff (Environmental and EHS) to implement environmental protection and occupational health and safety measures required by the contract.

E-8.2 Construction Mitigation Measures

72. The construction mitigation measures specified in the EMP cover a broad range of issues, which are reflected in the Environmental Construction Specification (ECS). If there are multiple contract packages, each ECS will be tailored to fit the needs of a specific package. The contractor will prepare the Construction Contractor’s Site Specific Environmental Management

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Plan (SSEMP) based on the site-specific construction methodologies it proposes to use for implementing mitigation measures. The SSEMP will provide detailed measures on how it will mitigate impacts covered in the EMP including but not limited to air pollution and noise, traffic, health and safety risk, drainage and sediment, spoil and solid wastes, hazardous materials and other impacts identified in the EIA. Monitoring will be conducted for compliance with the original requirements of the EMP contained in the EIA.

E-8.3 Monitoring System

73. Inspection will be done through the use of checklists that cover mitigation measures set out in the ECS and SSEMP, and any special mitigation measures identified through impact analysis and described in the EMP. In-house air, noise and water quality monitoring will be conducted periodically by the Contractor, and SEQS monitoring will be performed at least quarterly by an Independent Monitoring Group, accompanied by data compilation and reporting.

74. Quarterly monitoring reports will summarize the status of performance among all current work packages. Reports will also summarize the status of complaints (registered/resolved) under the GRM, as well as results of SEQS monitoring conducted in house by the contractor and by the Independent Monitoring Group (IMG).

E-9 Conclusions

i. Karachi BRT Red Line Project is compliant with GOS and ADB policies concerning environment, social impact, resettlement and compensation, and local administration.

ii. Sector guidelines related to the environment, public transit design and construction, systems and traffic safety, and public health are complied with through completion of project preparatory and detailed studies.

iii. The EIA Report and EMP provide a means for environmental management through the implementation phase.

iv. The BRT Red Line provides one of several means for alleviating Karachi’s transport problems. Use of the public domain for the carriageway allows the project to be built with no land acquisition. The project provides improved access along University Rd and the central part of the City from Malir Cantonment.

v. By means of connecting public transit services, the alignment serves the core of the City, and provides direct access to the Central Business District (CBD).

vi. The selection of the Red Line alignment for early completion among the proposed BRT lines for Karachi was conditioned on development of BRT lines to serve other core areas of the City, with an integrated system of rapid bus transit as a final outcome.

vii. GHG emissions are likely to be reduced by removing vehicles from the roadway, however data are insufficient at present to substantiate the supposition. In general, BRT has been shown to lead to reduced emissions of primary pollutants as well as GHG.

viii. The Red Line Project has no long term adverse environmental impacts; once constructed and in operation the Red Line will enhance its local environment and improve mobility for local communities. Other aspects of the Facility once in operation do not pose environmental impact if correctly operated and maintained.

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ix. The project design incorporates measures for reducing the impact or footprint of the Project. Modern equipment and facilities are designed into the system for environmental protection, rider comfort and safety, and energy efficiency.

x. Social impacts on local transport providers due to the competitive nature of the Red Line are unlikely. Once operational, it becomes a member of the set of transport alternatives for Karachi that is always functioning at capacity.

xi. The mitigation measures proposed for application to construction and supply contracts minimize adverse effects that occur during construction. Air, noise and water pollution levels will be monitored periodically.

xii. Even given the highest degree of performance of mitigation measures, construction of the KBRT will alter local environmental conditions in negative ways over the duration, through increased levels of ambient dust and noise, congestion from reconstruction of the center portion of the roadway and the continuous movement of trucks removing spoil and placing road bed materials.

xiii. Social impacts are minimized by relocating street-side vendors to predefined locations so their occupations can be continued.

xiv. The Project seeks to minimize impact on permanent storefronts during construction by maintaining access and pedestrian movement, since most activity takes place in the roadway.

xv. Adverse effects will be minimized during operations by incorporating environmental requirements into tender documents for recruitment of bus service and Intelligent Transport System (ITS) /facility operations contracts.

E-10 Recommendations

i. Maintaining clean work space;

ii. Pedestrian and vehicle access around and through work areas;

iii. Enclosed or piped drainage from work sites;

iv. Roadways used for haul roads and lanes adjacent to work spaces free of dust and in good repair;

v. Visible signage and traffic directional controls; worker visibility and mandatory use of traffic vests and Personal Protective Equipment ( PPE) equipment;

vi. Maintenance of drainage, lighting and dust control at temporary yards and spaces needed in the construction;

vii. Features included in the EMP serve to minimize impacts to an acceptable level;

viii. There is no use of irreplaceable resources in relation to the Red Line Project;

ix. A systematic approach for surveillance and monitoring is mandatory by means of a management framework, and monitoring and reporting protocol;

x. Follow-up public consultation is recommended to provide future input to the identification of environmental impact during the construction phase as well as a grievance redress mechanism for project affected persons;

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xi. The EMP be incorporated into individual contract bidding documents in the form of Environmental Construction Specifications (ECS), which form the basis for the contractor’s environmental performance;

xii. Periodic monitoring will be undertaken by the PIU supported by the CSC, and quarterly reports provided to the financing agency (ADB).

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1. Introduction

1.1 Purpose of the Report

75. This Environmental Impact Assessment (EIA) report describes environmental and social considerations of the Karachi Bus Rapid Transit Project (KBRT Project). The Project concept 1 originated in 2005 as a recommendation found in the Karachi Mega-Cities Development Project0F financed by the Asian Development Bank (ADB), and was then brought forward as one of five proposed BRT lines in the context of the Karachi Transportation Improvement Plan (KTIP) financed by the Japanese International Cooperation Agency (JICA) and undertaken by a consortium of firms from 2010—2012 (NKYO 2012). Feasibility studies were prepared for the Red and Green Lines as part of that project. Detailed design is complete for the Green Line and construction has commenced under financing by the Federal Government. In 2014, project 2 preparation technical assistance (PPTA) was provided by ADB1F to help improve the urban transport system of Karachi, and to provide technical and financial support to implement a bus rapid transit (BRT) corridor, including feasibility study for the Red Line, and to strengthen institutions and organizations managing the urban transport sector. A Project Design Advance (PDA) was agreed between ADB and the Government of Sindh in September 2016.

76. An association of firms made up of Mott MacDonald Ltd (Arnhem, the Netherlands) with MM Pakistan was recruited to provide consultancy services for detailed design under the EPCM component, which is a time-bound and objective-oriented undertaking for the first phase of the Red Line bus rapid transit facility. The consultancy services for the KBRT Project are expected to run for 1.5 years; a Construction Supervision Consultant (CSC) will be retained after award of the construction contract for supervision of construction. MML assists the PIU in project development, including technical support for preparing the EIA. Still, the EIA is a document of the PIU, which is familiar with its preparation, contents and recommendations.

77. The purpose of the EIA is to establish a framework and related actions for evaluating and mitigating environmental and social impacts stemming from implementation of the Project. Mitigation involves avoiding and minimizing adverse impacts on the environment and affected people, when possible; and compensating affected people when avoidance is not possible. The EIA also serves the purpose of disclosure by documenting public consultation on the Project’s environmental and social impacts, and by summarizing the rationale for appropriate levels of mitigation. Other requirements of ADB’s disclosure policy aim to be met through the EIA 3 process documented herein2F . As part of the Government’s disclosure process, the EIA is made available at its website for review and comment prior to public consultation. The Public hearing held on 16th October 2018 also gave an opportunity to the public at large and the stakeholders to participate and discuss their positive and negative concerns. Finally, the effort required for producing the EIA and the final outcome serves the purpose of complying with the GOS EPA’s requirements for conducting EIA for this type and magnitude of project.

1 This project called for development of a Transportation Masterplan for the City, for development of high capacity city bus routes and a Bus Rapid Transport system, including specific assistance to the Director of Mass Transit in assessing the feasibility, operational approach and optimal route pattern for a network of routes for a high capacity city bus network. Certain routes were identified, including the alignment for the Red Line (NKYO 2012). 2 ADB approved a project concept paper and project preparatory technical assistance on 6 December 2013. The first phase of project preparation (selection and conceptual design of the BRT corridor) was completed in April 2015. (ADB 2016) 3 Among these is the timely preparation of the EIA to facilitate posting of the EIA on the ADB website for 120 days prior to Board consideration.

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1.2 Project Environmental and Social Objectives

78. The Project aims to alleviate in part the lack of transport options available in a rapidly growing metropolis, and was identified as such in the original Karachi Transportation Improvement Project report (2012): “the recent economic growth in Karachi is significant with rapid population increase and active land development in suburban areas, and the city has expanded vertically and horizontally very rapidly. Those changes have caused motor-vehicle traffic increase and resulted in heavy traffic congestion due to lack of mass transit system.”

79. In that study, the Project was seen as one aspect of an urban transport development strategy that combines mass rapid transit, but with heavy reliance on bus rapid transit (BRT), due to its lower costs and ease of implementation facilitated by use of existing rights-of-way. While some rail-based systems also were emphasized (mainly refurbishment of the Karachi Circular Railway), the strategy aimed to bring about most of its improvement through provision of BRT along five major routes in the City. These components once realized collectively add to the nation’s store of physical infrastructure and human resources.

80. The BRT now is in the process of being realized through a combination of institutional means and capital investment. Through government initiative, coordinating bodies have been formed to integrate transport projects, and new organizations created to execute and operate them. The financial means for capital intensive projects are made possible through direct government financing and international lending. The projects themselves are equitable in that they benefit virtually all socioeconomic groups, as identified by age, sex, income and occupation. In contrast, there are few if any groups that stand to be marginalized as a result of the project components of Karachi’s urban transport strategy.

81. The Project’s environmental objectives are both local and global. They include reduction in congestion along roadways and lessened air pollution exposure for roadway users and people living and working along roadways. At national and global levels, the Project is expected to reduce consumption of fossil fuels leading to a reduction in the nation’s greenhouse gas (GHG) inventory in comparison with a future case without the Project. This issue is taken up in the EIA. The ADB sets out the environmental and social objective of the Project to “develop a sustainable urban transport system in Karachi, Islamic Republic of Pakistan, through the delivery of an integrated bus rapid transit (BRT) corridor.” BRT in general has the potential to make a significant contribution to accessible, equitable and environmentally sound public transport. BRT has evolved over 40 years to make generational changes in approach that increase usability, profitability and sustainability. Both successes and failures in BRT systems and approach are proven, meaning that the reasons for success and for failure are understood, and what is needed in terms of transport planning and design for a successful system is increasingly well known. The KBRT Project and the Red Line are aimed to emulate the elements of a successful 4 system to the extent practicable in the current context3F . Hence a high level of achievement of environmental and social norms is expected from the Red Line and from the overall KBRT Project of which it is a part.

5 82. These are perhaps best typified by the BRT Gold Standard4F , aspects of which are incorporated into the present project and replicated on future lines. Perhaps most critical for profitability and ridership is the direct service system concept, which provides off-corridor services, minimizes

4 Practicability is important due to physical constraints, such as right-of-way congestion and availability of high quality fuels. 5 This refers to a set of scored criteria developed by a committee of international experts to rate BRT systems in terms of a) dedicated right of way, b) busway alignment, c) off-board fare collection, d) intersection treatments, and e) platform-level boarding; time savings and system access being key parameters in the assessment. 382188 I 05 I D (2) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

transfers and travel times, avoids construction of terminals and interchanges (hence reducing capital cost), provides vehicles that are able to operate both on and off the busway corridor (thus allowing busways only to be built where actually needed) and maximizes the number of time- and cost-saving express and semi-express services.

83. Up-to-date system design aims to integrate the bus lanes into the environment in terms of traffic flow and drainage. Various means can be used to accomplish these goals that are incorporated into the present design to the extent practicable. And access and equity are important aspects of modern public transport systems. The system aims to provide safe crossing for access to stations, non-motorized transport (NMT) infrastructure (foot and cycling paths), ‘facade-to- façade’ development, and to improve accessibility for the physically disabled and elderly, and for children and women, for whom special provisions are made, in keeping with Pakistani mores.

84. In terms of the present initiative, system integration is an explicit goal targeted through all available means by the Government of Sindh and ADB, characterized by particular targets to include interoperability of the various BRT lines, a common industry transition plan, fare policy and system architecture in both physical and IT aspects.

85. The environmental impact of the Project, once it is in operation, is expected to be positive, as is documented in the present report. Air pollution and noise along the BRT corridor will be less in comparison to the case without the Project, due in part to a reduction in traffic congestion. Greenhouse gas emissions will also be less than would be the case of business as usual, without the Project. These environmental issues are analysed in the present report. The socioeconomic environment is enhanced by addition of a significant element of ‘transport capital’ as part of the overall household capital of the average citizen. Not only is transport enhanced, but the environment of the street and byways will be improved, along with NMT access and services.

1.3 Zone of Influence

86. The Project is located along an alignment generally oriented northeast-southwest, which turns south in its eastern-most portion, as shown in Figure 1-1. The overall length of the alignment is 29.5 km, running mostly along University Road in the administrative districts of Central and East Karachi and Malir Cantonment, specifically: East District: Jamshed Town and Gulshan Towns, and District Central: Liaquatabad and Gulberg Towns. Some aspects of the alignment have recently been finalized, including routing at both ends and a portion between Safoora Chowrangi and Malir Link Rd. and Jinnah Avenue, as shown in the Figure 1-1

87. The west end of the alignment is considered the starting point, though Stations are numbered from east to west. Because alternatives are not yet set (see Chapter 4), stationing is tentative. There are two depot sites located at strategic points along the alignment, e.g.one at its easternmost extent at the conjunction with Sharah-e-Faisal Ave, and the other near the proposed Shumail Complex Bus Station (shown also on the figure). Environmental impacts are restricted to a corridor of approximately 50 m on each side of the alignment along the Project’s length and in the vicinity of the proposed depot. This zone of influence is defined in terms of environmental factors such as traffic congestion, noise and air pollution during construction as well as some aspects of operations. Cumulative and indirect impacts and benefits resulting from operation of the Project will affect land use, economic development and physical aspects of the urban environment across a broader area. Changes in traffic flow can be expected both during construction and operations, intensifying along the main roadways near the alignment.

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Figure 1-1: KBRT Alignment showing Options as of April 2018

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1.4 Financing and Implementation of the Project

88. The project is estimated to cost $220 million. A project design advance (PDA) was provided and the ensuing project loan are listed in the ADB’s country operations business plan, 2016–2018 for Pakistan, with an indicative financing of $10 million for the PDA and $100 million for the project loan. The PDA provides advance financing for four consulting services packages: 1)

engineering, procurement and construction management (EPCM)5F6. 2) operational design and business model (ODBM), which addresses specification of technical standards and functional requirements including the conceptual design for the Red Line, business and operations plans, branding, and a bus industry restructuring program; 3) project management, coordination, and capacity building (PMCCB), responsible for scheduling and cost control, capacity building, communications, community awareness and participation, and legal and commercial aspects; and 4) individual recruitment of staff consultants to assist the Government of Sindh (GOS) Transport and Mass Transit Department (TMTD) through its Project Implementation Unit (PIU) in managing the Project. The overall contract value (excluding taxes) for these consulting services is estimated at $9 million, whereas the total cost of project preparatory activities under the PDA is estimated at $11.98 million. The government has requested a loan of $9.7 million to help finance the PDA project. Once implemented, the work prepared under the PDA agreement paves the way for ADB Board approval of the loan, expected in Sept 2018, and commencement

of construction once the loan becomes effective in November 20186F7. As of this writing additional funding sources are contributing to the financing packaging such that the final budget is not yet known. However the proposal under discussion in PC-1 is mentioned in Table 1-1

Table 1-1: Project Cost Summary as per proposed PC-I

6 Preparation of the EIA and other safeguard documents is done under this contract package. 7 As of this writing additional co-financiers are committing added financing such that the final budget is not yet known

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89. The borrower is Government of Pakistan, which has entered into a subsidiary loan agreement for the PDA with the Provincial Government of Sindh. The executing agency is the Planning and Development Department (PDD), and the implementing agency is the Government of Sindh’s 8 Transport and Mass Transit Department (TMTD)7F , eventually to be replaced by the Sindh Mass Transit Authority (SMTA).

90. A project organization chart (Figure 1-2) shows the relationship of government and ADB and technical support, including technical assistance outside the EPCM contract for legal, planning, fare rates and other matters. Institutional development for TMTD and other preparatory matters as described above are also administered by TMTD under separate contracts.

1.5 Organization of the Report

91. This EIA is prepared by Mott MacDonald Ltd (MML) in association with MM Pakistan in conjunction with Detailed Design and Procurement of the Karachi BRT Project. Lead preparer is Timothy Whitington, an independent environmental consultant who nevertheless works frequently with MML, supported by Aqeel Ahmed Magsi, under the direction of Mohammed Ali Shishmahal, both of which are fulltime employees of MM Pakistan. Chapter 2 of the report, Policy, Legal and Administrative Framework sets out the relevant laws, regulations and permits for the State Government of Sindh (GOS) and more specifically for the Sindh Environmental Protection Agency (SEPA). It provides key elements of underlying policy for both SEPA and ADB, as well as an overview of standards, regulations by other branches of government, and international commitments.

Transport Mass Transit Department

Sindh Mass Transit Asian Development Bank Authority

Project Implementation Unit

Detailed Engineering Project Management, Operation Design and Design, Procurement and Coordination Capacity Business Model Construction Building

Figure 1-2: Project Organization

92. Chapter 3 describes the project in sufficient detail to highlight environmental aspects, while describing technical features. The Project contains an aggregate of state-of-the-art design know-

8 TMTD oversees the Project Implementation Unit (PIU) for the Project.

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how that is reflected in the description summary. Methods of construction and scheduling are addressed; construction environmental management will depend on readiness of contractors to implement the Environmental Management Plan (EMP).

93. Chapter 4 describes current alternatives discussed during the detailed design period, while reviewing the history of alignment selection. Other ‘selection’ issues are described that have environmental implications.

94. Chapter 5 provides a general overview of perspectives on the baseline environment that support impact analysis. The level of detail for information is determined by what is available from secondary sources and primary data obtained by sampling and analysis, and is oriented to the problem of impact.

95. Chapter 6 contains evaluations for a variety of potential impacts across more than 10 major headings. A brief methodology and applicable criteria are presented, which can be characterized as predictive, when methods are available within the scope of the consultant’s TOR, experiential (e.g. based on knowledge of performance on similar projects especially during their construction stage), and normative in the sense of setting out internationally recognized performance norms, standards and mitigation measures. Additional project information and background data are presented to support analyses. Mitigation measures are presented, and unmitigated effects are noted and explained. The approach is in general prescriptive, favoring practical means for mitigation rather than quantification of impact, which often is not possible. The chapter summarizes the status for assessing the Project’s greenhouse gas (GHG) emission reduction potential, and has a brief section on cumulative impacts.

96. Chapter 7 describes the environmental management plan (EMP) for the Project: the organizational framework for environmental management; factors related to implementing mitigation measures, such as responsibility, conditionality, stage in project development, and source of mitigation in project documentation; a monitoring plan for implementation during the construction stage; capacity building; and cost aspects. Various appendices are related to the EMP and are referenced therein.

97. Chapter 8 covers public consultation, disclosure and the grievance mechanism. The history of public consultation for the Project is reviewed, and descriptions of public consultation held during detailed design are provided, along with a summary of comments. Future public consultation is suggested. The disclosure and grievance redress mechanisms are described.

98. Chapter 9 concludes the EIA by summarizing recommendations and providing a statement of compliance from the owner’s point of view regarding certain critical aspects of international concern (use of irreplaceable resources, endangered species and other concerns explicitly described in the ADB Safeguard Policy Statement).

1.6 Data Sources

99. Data are taken from various sources, including EPCM consultant in-house planning and engineering outputs that are continuously updated during detailed design, documents produced under prior projects, web sources that generally tap the open-source international development literature, and secondary data from Government sources and from authenticated data sources, including the outputs of models. The latter includes FAO’s local climate estimator and noise prediction methods from the US Federal Transport Administration (FTA). The approach for data collection is to source information where it is needed to present a clear picture of baseline

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conditions, project interventions and impacts. Government sources are numerous, and data were formally solicited from departmental offices. Secondary data and graphics taken from other reports are accompanied by a reference. Some information comes from the IEE prepared during the PPTA. Reports and other bound materials cited in the text (including e-copies) are listed in Appendix A along with web references where available. Preparers of the EIA gratefully acknowledge the support of the EPCM, ODPM and PMCCB teams in providing valuable information for the EIA.

1.7 Status of EIA and Further Additions

100. An IEE was performed for the Project during the project preparation stage (2014), but was not submitted to SEPA for preliminary review. The draft EIA was prepared during the early part of the detailed design phase, before the concept design was available in full, based in part on the scoping that took place during the PPTA. The work takes place over a five-month time frame (11/17—03/18) during which design work is on-going, and major engineering works are still being finalized. Some aspects of the design are not yet available, and data are provisional, meant to serve the purpose of impact analysis only. The discussions which took place in their scoping meeting held at Marriott hotel on 16th February have also been incorporated in the draft report. The EIA has been prepared before bidding commences for any of the main construction packages. The draft EIA was submitted to ADB for comment, after receiving their go ahead the EIA was shared with SEPA. As per Tenets of ADB’s disclosure policy, scrutiny and public hearing clauses of the SEPA EIA rules a public hearing was conducted on 16 October 2018 at the Marriott Hotel in Karachi and the comments and responses are attached in Appendix M.

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2. Policy, Legal and Administrative Framework

2.1 Requirement for EIA

101. The EIA is prepared under the authority of the Government of Sindh Environmental Protection Act and Regulation (see below) and ADB’s Safeguard Policy Statement (2009). It is mandatory to inform the public through a notice where the environmental reports may be accessed along with date, time and location of public hearing for comments on the project. 2.1.1 National and Provincial Legislation

102. The Pakistan Environmental Protection Act (PEPA 1997) and the Pakistan Review of Initial Environmental Examination (IEE) and Environmental Impact Assessment (EIA) Regulations (2000) provide the policy basis for environmental assessment at the national level. The latter were developed further through a technical assistance under the National Impact Assessment

Programme (15th November 2009 – 15th May 2014), which gave rise to draft guidelines 8F9 that were subsequently promulgated following minor modification by the Sindh State Government: the Sindh Environmental Protection Act 2014 and the Sindh Environmental Protection Agency (Review of Initial Environmental Examination and Environmental Impact Assessment) Regulations (NO. EPA/TECH/ 739/2014). The Regulations specify (Article 4) that “a proponent of a project falling in any category listed in Schedule-II shall file an EIA with the Agency, and the provisions of section 17 [of the Sindh Environmental Protection Act 2014] shall apply to such projects.” Schedule II includes “Federal or Provincial highways or major roads (including rehabilitation or rebuilding or reconstruction of existing roads)”, hence the need for EIA for the KBRT Project. Major national environmental legislation which have direct relevance to the Project are the Pakistan Environmental Protection Act (1997; PEPA) and the Pakistan Review of Initial Environmental Examination (IEE) and Environmental Impact Assessment (EIA) Regulations (2000). PEPA is the basic legislative tool empowering the Government of Pakistan to frame regulations for the protection of the environment and the promotion of sustainable development. It applies to a wide range of issues and extends to air, water, soil, noise pollution and to the handling of hazardous wastes.

2.1.2 Guidelines for Sensitive and Critical Areas (1997)

103. The Guidelines for Sensitive and Critical Areas, 1997, identify officially notified protected areas in Pakistan, including critical ecosystems, archaeological sites, etc. Environmentally sensitive areas include, among others, archaeological sites, biosphere reserves and natural parks, and wildlife sanctuaries and preserves.

2.2 Asian Development Bank

104. According to the ADB’s Safeguard Policy Statement (2009), ADB uses a classification system to reflect the significance of a project’s potential environmental impacts. A project’s category is determined by the category of its most environmentally sensitive component, including direct, indirect, cumulative, and induced impacts in the project’s area of influence. Each proposed project is scrutinized as to its type, location, scale, and sensitivity and the magnitude of its potential environmental impacts. Projects are assigned to one of four categories. A proposed project is classified as category A for which an environmental impact assessment is required if it is likely to have significant adverse environmental impacts that are irreversible, diverse, or unprecedented. These impacts may affect an area larger than the sites or facilities subject to physical works. A project is classified as category B if its potential adverse environmental impacts are less adverse than those of category A projects. These impacts are site-specific, few

9 Initial Environmental Examination and Environmental Impact Assessment Rules 2014 (Draft), prepared with assistance from IUCN and other partners under funding from the Embassy of the Kingdom of Netherlands.

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if any of them are irreversible, and in most cases mitigation measures can be designed more readily than for category A projects. An initial environmental examination is required. A project is classified as category C if it is likely to have minimal or no adverse environmental impacts. A project is categorized as FI if it involves investment of ADB funds to or through a FI (Financial Intermediary).

105. The KBRT Red Line Project was classified as Category B under the PPTA9F10, which was later confirmed by ADB in the Project Design Advance document (ADB 2014). During preparation of the detailed design the project category was reconsidered and the categorization for the project established as Category A for environment, in line with requirements of the Sindh Environmental Protection Agency (SEPA).

106. Re-categorization under ADB rules took place because, while the impacts will be reversible, they are found to be diverse in nature, thus requiring preparation of an EIA study.

2.3 ADB Policy Framework

107. A preparatory stage EIA was not prepared during the PPTA; instead the PPTA consultant performed an initial environment examination (IEE), which serves as the scoping document for the present EIA. The EIA may be considered an update of the IEE, performed at a more stringent level of assessment. It is intended to serve the purpose of both ADB and SEPA. The basic environmental assessment requirements for Category A projects are provided in Table 2-1 below. Requirements for early-stage public consultation (PC) are met through PC conducted during the PPTA. Further public consultation including stakeholder meetings and a public hearing were conducted as part of the approval process for the current EIA. The report meets all applicable local requirements in keeping with the Government of Sindh EIA approval process.

Table 2-1: ADB Environmental Assessment Requirements for Category ‘A’ projects Aspect Environmental Assessment & Management Requirements Project processing Reporting . Prepare full-scale environmental impact assessment (EIA) Public consultations . Conduct consultations at the early stage of EIA field work and when the draft EIA report is available during project preparation, and before project appraisal by ADB. Disclosure of environmental . Disclose draft environmental impact assessment reports assessment report at least 120 days before Board consideration. Project implementation Reporting . Submit semi-annual reports during project construction, and annual reports during project operation to ADB for disclosure.

2.4 SEPA Review and Approval Procedures

108. The previously cited SEPA Regulations (2014) are consistent with this approach and set out a framework for conducting the EIA and for government/public review, including preparation, payment of fees, filing with accompanying documents, preliminary scrutiny not to exceed 15 days. Public hearing vide a notice in prominent newspaper in English, Urdu and Sindhi with a minimum notice period of fifteen days after publication, informing date, place and time of the public hearing. A four-month period follows providing time for agency review and public comment, and review before a Committee of Experts, and in due time a decision of the Agency communicated to the proponent, accompanied by conditions. The approval allows for commencement of construction and is valid for a period of three years from the date of issue. The procedure is illustrated in Figure 2-1.

10 See Sec. 4 of the Karachi BRT Project PPTA Final Report: “Categorization – we have deemed the project Category B, based on local knowledge of Karachi, typical impacts for BRT projects and the likely scale of impact.”

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CDWP & Preparation of technical and ECNEC financial feasibility

No EIA Screening by EPA/ Submission of required Proponent dept PC-I to P&D

EIA required

Proponent Dept.

Appointment of Preparation of ToR by proponent & consultation EIA consultant with EPA, if needed

Coordination with EIA studies and preparation of EIA report concerned depts

The EIA report is incomplete Submission of EIA report to concerned EPA

Preliminary scrutiny of EIA reports/EIS

The EIA report is complete

Site visit and inspection report by EPA field staff in collaboration with proponent

Proponent’s esponse on publ Public hearing by EPA officials in comments Comments by collaboration with proponent concerned dept

Final review by EIA review committee

Environmental clearance/ Conditional approval

Figure 2-1: EIA Review and Approval Process of Pakistan EPAs

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109. The Regulations also specify that reports related to monitoring be submitted to the agency upon completion of the construction and annually thereafter to summarize operational performance of the project.

110. ADB sets out the contents of EIA and critical issues that are important in a regional and holistic context and for affected groups, which are dominant in three key safeguard areas: (i) environmental safeguards, (ii) involuntary resettlement safeguards, and (iii) indigenous peoples safeguards. These are listed in Table 2-2. The present document focuses on environmental safeguards and complies with the requirements of ADB with respect to EIA.

Table 2-2: ADB Policy Principles

Policy principle Summary

1 Screening and Screening process initiated early to determine the appropriate extent and type of categorization environmental assessment. 2 Environmental Conduct an environmental assessment to identify potential impacts and risks in the assessment context of the project’s area of influence. 3 Alternatives Examine alternatives to the project’s location, design, technology, and components and their potential environmental and social impacts, including no project alternative. 4 Impact mitigation Avoid, and where avoidance is not possible, minimize, mitigate, and/or offset adverse impacts and enhance positive impacts. Prepare an environmental management plan (EMP). 5 Public consultations Carry out meaningful consultation with affected people and facilitate their informed participation. Involve stakeholders early in the project preparation process and ensure that their views and concerns are made known to and understood by decision makers and taken into account. Continue consultations with stakeholders throughout project implementation. Establish a grievance redress mechanism. 6 Disclosure of Disclose a draft environmental assessment in a timely manner, in an accessible environmental place and in a form and language(s) understandable to stakeholders. Disclose the assessment final environmental assessment to stakeholders. 7 Environmental Implement the EMP and monitor its effectiveness. Document monitoring results, management plan and disclose monitoring reports. 8 Biodiversity Do not implement project activities in areas of critical habitats. 9 Pollution prevention Apply pollution prevention and control technologies and practices consistent with international good practices. Adopt cleaner production processes and good energy efficiency practices. Avoid pollution, or, when avoidance is not possible, minimize or control the intensity or load of pollutant emissions and discharges. Avoid the use of hazardous materials subject to international bans or phase outs. 10 Occupational health Provide workers with safe and healthy working conditions and prevent accidents, and safety injuries, and disease. Establish preventive and emergency preparedness and Community safety. response measures to avoid, and where avoidance is not possible, to minimize, adverse impacts and risks to the health and safety of local communities 11 Physical cultural Conserve physical cultural resources and avoid destroying or damaging them. resources Provide for the use of “chance find” procedures.

111. ADB’s safeguard requirements related to the environment are set out in Appendix A of the ADB’s Safeguard Policy Statement (2009). This appendix outlines the requirements that borrowers/clients are required to meet when delivering environmental safeguards for projects supported by the ADB. It discusses the objectives and scope of application, and underscores the requirements for undertaking the environmental assessment process. These requirements include assessing impacts, planning and managing impact mitigations, preparing environmental assessment reports, disclosing information and undertaking consultation, establishing a grievance mechanism, and monitoring and reporting. The document also includes particular environmental safeguard requirements pertaining to biodiversity conservation and sustainable management of natural resources, pollution prevention and abatement, occupational and community health and safety, and conservation of physical cultural resources. The applicability of particular requirements is established through the environmental assessment process and

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compliance with the requirements is achieved through implementation of environmental management plans agreed to by ADB and the borrower/client. (ADB 2009)

112. The objectives of these policy requirements, as stated by the ADB, are to “ensure the environmental soundness and sustainability of projects, and to support the integration of environmental considerations into the project decision-making process.” The requirements apply to all ADB-financed and/or ADB-administered sovereign and non-sovereign projects.

113. The requirements include that for the conduct of EIA, specifically, “the borrower/client will identify potential direct, indirect, cumulative and induced environmental impacts on and risks to physical, biological, socioeconomic, and physical cultural resources and determine their significance and scope, in consultation with stakeholders, including affected people and concerned NGOs.”

114. Particular aspects of EIA preparation, as set out in the SPS, require that the “borrower/client . . . examine alternatives to the project’s location, design, technology, and components that would avoid, and, if avoidance is not possible, minimize adverse environmental impacts and risks. The rationale for selecting the particular project location, design, technology, and components will be properly documented, including, cost-benefit analysis, taking environmental costs and benefits of the various alternatives considered into account. The "no project" alternative will be also considered.” Finally, “the project’s potential environmental impacts and risks will be reviewed against the requirements presented in [the SPS] and applicable laws and regulations of the jurisdictions in which the project operates that pertain to environmental matters, including host country obligations under international law.”

115. It should also be noted that the SPS requires that “when the project involves existing activities or facilities, relevant external experts will perform environmental audits to determine the existence of any areas where the project may cause or is causing environmental risks or impacts.”

2.5 GOP, GOS and ADB Resettlement Policy

116. There are two key articles provided in the Constitution of Pakistan that relate to land acquisition and resettlement. Article 23 of the constitution establishes the right of every citizen to acquire, hold and dispose of his or her property in any part of Pakistan and Article 24 of the constitution relates to the protection of property rights and has direct relevance to the Project. The following key clauses form the basis of the law formulated for acquisition of property for public purposes:

i. No person shall be compulsorily deprived of his property save in accordance with law.

ii. No property shall be compulsorily acquired or possession taken except for in the case of a public purpose, and only by the authority of law which provides for compensation. The authority of law will either fix the amount of compensation or specify the principles on and the manner in which compensation is to be determined and given

117. Government of Sindh resettlement and compensation policy guiding the allocation of entitlements provides for full replacement cost as compensation, i.e. the Project will replace in kind or cash what is lost in terms of land, structures, livelihood, community facilities and services, with special provisions for the improvement of livelihoods of vulnerable displaced persons and sharing of project benefits.

118. The Government of Sindh’s current law and regulations governing land acquisition for a public purpose is the Land Acquisition Act (LAA) of 1894 with successive amendments. The LAA regulates the land acquisition process and enables the federal and provincial governments to

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acquire private land for public purposes. The LAA comprises 55 sections pertaining to: area notifications and surveys, acquisition, compensation and apportionment of awards, dispute resolution, penalties and exemptions. Provides a summary of the salient sections of the LAA (see Table 2-3).

Table 2-3: Salient features of the LAA 1894 and its successive amendments

Section Description Section 4 Publication of a preliminary notification (called a Section 4) in the official Gazette This notice will give appointed officers the power to enter land for the purposes of conducting surveys and other tests. Section 5 Formal notification of land needed for a public purpose. Land Demarcation. Survey of affected persons assets. Affected persons may raise objections in writing to the Collector within 30 days of notification under Section 5. Section 5-A Section 5a covering the need for enquiry and stakeholder consultations. Section 6 The Government makes a more formal declaration of intent to acquire land. Stakeholders consultations Section 7 The Land Commissioner shall direct the Land Acquisition Collector (LAC) to take order the acquisition of the land. Section 8 The LAC has then to direct which land is required to be physically marked out, measured and planned. Section 9 The LAC gives notice to all PAPs that the Government intends to take possession of the land and if they have any claims for compensation then these claims are to be made to the LAC at an appointed time. Section 10 Delegates power to the LAC to record statements of PAPs in the area of land to be acquired or any part thereof as co-proprietor, sub- proprietor, mortgagee, and tenant or otherwise. Section 11 Enables the Collector to make enquiries into the measurements, value and claim and then to issue the final “award". The award includes the land's marked area and the valuation of compensation. Section 16 When the LAC has made an award under Section 11, the LAC will then take possession and the land shall thereupon belong to the Government, free from all encumbrances. Section 17 In cases of urgency, whenever the Government can take possession of any land needed for public purposes or for a Company. Such land shall thereupon belong to the Government, free from all encumbrances Section 18 In case of dissatisfaction with the award PAPs may request the LAC to refer the case onward to the court for decision. This does not affect taking possession of the land Section 23 The award of compensation for the owners for acquired land is determined at its market value plus 15% in view of the government led land acquisition for public purposes. Section 28 Relates to the determination of compensation values and interest premium for land acquisition Section 31 Provides that the LAC can, instead of awarding cash compensation in respect of any land, make any arrangement with a person having an interest in such land, including the grant of other lands in exchange

119. The LAA does not inherently mandate resettlement assistance or provide any rehabilitation provisions for non-title holders such as vendors and other vulnerable groups who are considered severely affected DPs. The LAA only provides compensation and livelihood support to legal

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owners and tenants registered with the Land Revenue Department or with formal lease agreement. Most of the people affected by the KBRT Red Line Project are non-titled holders (NTHs) such as the informal vendors.

120. If occupants who claim to be land owners do not have any written land title the LAA provides that confirmation on land possession can be provided by a court of law. This is common practice in Pakistan and accepted by local administrations. For development projects in Sindh financed internationally, NTHs have been paid compensation and provided assistance for lost incomes and assets in arrangements agreed by the executing agencies and resettlement affected people. Examples of such project are those funded by ADB, World Bank and other institutions in transport, energy, and urban sector projects.

121. Grievance redress is prescribed both in LAA. Accordingly, DPs not satisfied with any aspect of the resettlement procedure including entitlement to compensation, compensation of land, compensation of houses and land acquisition will have the right to file a petition against the project sponsor in the higher courts. If a DP is not satisfied with the outcome of their grievance, they will have the right to approach the concerned Court of Law (per Section 18 of LAA).

2.5.1 Sindh Public Property Bill

122. To avoid illegal encroachments from occurring following the implementation of the RP, the SMTA in collaboration with the City District Government will provide continuous oversight and reinforcement to facilitate the BRT corridor to remain free from illegal encroachments as outlined in the Sindh Public Property (Removal of Encroachment) Bill, enacted in 2010.

123. Pakistan’s policy is consistent with the ADB’s Safeguard Policy Statement as it applies in the context of the KBRT. Furthermore, there is no involuntary land acquisition required for implementation of the Project, though land may be purchased for siting of the depot, staging areas and parking facilities. Additional information on the articulation of GOP and ADB resettlement policy for KBRT can be found in the Resettlement Plan for the Project. Brief comparison of ADB SPS 2009 with LAA 1894 and measures to addresses the gaps are mentioned in table below:

Table 2-4: Comparison of LAA 1894 with ADB SPS 2009

Pakistan LAA 1894 ADB SPS 2009 Measures to Address the Gap Compensation for land and other Compensation for land and other Land valuation will be based on current assets is based on average values assets is based on replacement replacement (market) value with an and department unit rates that do not cost. In addition to this additional payment of 15% of the final ensure replacement market value of transaction cost and other land value price. The valuation for the the property acquired. However, LAA related expenses must be acquired land and other assets is the full requires that a 15% compulsory provided without deducting replacement costs keeping in view a fair acquisition surcharge be added to anything for depreciation. market value transaction costs and other the assessed compensation. applicable payments that may be required. No provision for resettlement Requires support for Provisions should be made to pay for expenses, income/livelihood rehabilitation of income and resettlement expenses (transportation rehabilitation measures or livelihoods, severe losses and and transitional allowances), allowances for DPs or vulnerable particular attention is paid to compensate for loss of incomes and groups. vulnerable groups. provide support to vulnerable people and those severely impacted (those who have lost more than 10% of their productive assets).

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Pakistan LAA 1894 ADB SPS 2009 Measures to Address the Gap Lack of formal title or the absence of Despite a lack of formal title, a Squatters, informal tenants / legally constituted agreements DP can still be compensated and leaseholders are entitled to means that DPs have no access to receive rehabilitation assistance. compensation for loss of structures, non- compensation and rehabilitation All DPs, including non-titled DPs, land asset, and livelihood restoration and assistance. Squatters and informal are eligible for compensation of relocation assistance. tenants/ leaseholders are not entitled all non-land assets. to compensation for loss of structures, crops or other assets. The land acquisition and Involuntary resettlement is The responsible Executing Agency (EA) compensation process is conducted conceived, planned and will prepare a resettlement plan, as part independently by the Land executed as part of the Project. of Project preparation. This RP will be Acquisition Collector, following a DPs are supported to re- based on an inventory of losses, lengthy legal and administrative establish their livelihoods and livelihood restoration measures, procedure. There are emergency homes with time-bound actions Pakistani laws and principles outlined in provisions in the legal procedure that in coordination with the civil ADB’s SPS 2009. Where gaps exist in can be leveraged for civil works to works. Civil works should not the interpretation of Pakistani laws and begin prior to compensation being commence prior to the ADB’s involuntary resettlement provide to all DPs. compensation being provided to policy, the ADB’s policy will prevail. Civil all DPs. works may only proceed after the resettlement plan is implemented and compensation for losses of assets and other allowances (budgeted as part of the Project cost) are fully paid. No simple grievance redresses Requires the establishment of an The EA will establish an easily mechanism, except for recourse of easily accessible grievance accessible grievance redress appeal to the formal administrative redress mechanisms to receive mechanism available throughout the jurisdiction or the court of law, is and facilitate the resolution of all Project implementation that will be widely foreseen. DPs’ concerns regarding their publicised within the Project area and displacement and other impacts, amongst the DPs. particularly as it relates to compensation.

2.6 National and provincial Environmental Quality Standards

124. National environmental standards were first established in 1993 (SRO 742/I/93) governing effluents from new and existing industrial units and municipal sources, and industrial gases, which were amended in 1995 and 2000. NEQS for ambient air, drinking water and noise were issued in 2010 under three SROs (1062(I)/2010, 1063(I)/2010 and 1064(I)/2010). In summary, the Sindh Environmental Quality Standards (SEQS), 2014, 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.

125. Similar standards have been promulgated by Sindh Province in 2014 following the devolution of authority to state governments as the Sindh Environmental Industrial Wastewater, Effluent, Domestic Sewage, Industrial Air Emission and Ambient Airs, Noise for Vehicles, Air Emissions for Vehicles and Drinking Water Quality Standards, 2015 (EPA/TECH/739/2014). These standards, referred to as the Sindh Environmental Quality Standards (SEQS), apply to both discharge and ambient pollutant concentrations: gaseous emissions and liquid effluents discharged by batching plants and construction machinery, and ambient air quality and ambient noise. The standards for motor vehicle exhaust and noise apply during the construction as well 382188 I 05 I D (16) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

as operation phase of the project will need to be accounted for regarding construction equipment/vehicles and buses purchased for the KBRT Project. There may be other applications of the SEQS in regard to KBRT. Specific standards relevant to the KBRT are discussed within the context of environmental analysis in the EIA report.

2.7 Sindh Environmental Protection Act Key Clauses

126. The following articles of the SEPA 2014 have a direct bearing on the proposed Project:

. Article 11(1): ‘Subject to the provisions of this Act and the rules and regulations therein, no person shall discharge or emit or allow the discharge or emission of any effluent, waste, pollutant, noise or any other matter that may cause or likely cause pollution or adverse environmental effects, as defined in Section 2 of this Act, in an amount, concentration or level which is in excess to that specified in Sindh Environmental Quality Standards.

. Article 11(2): ‘All persons, in industrial or commercial or other operations, shall ensure compliance with the Environmental Quality Standards for ambient air, drinking water, noise or any other Standards established under section 6(1)(g)(i); shall maintain monitoring records for such compliances; shall make available these records to the authorized person for inspection; and shall report or communicate the record to the Agency as required under any directions issued, notified or required under any rules and regulations.

. Section 11(3): Monitoring and analysis under sub-section (1) and (2), shall be acceptable only when carried out by the Environmental Laboratory certified by the Agency as prescribed in the rules. All stipulated tests will be regularly performed from designated laboratories approved by Sindh EPA.

. Article 14 (1): ‘Subject to the provisions of this Act and the rules and regulations, no person shall cause any act, deed or any activity’, including; (b) disposal of solid and hazardous wastes at unauthorized places as prescribed; (c) dumping of wastes or hazardous substances into coastal waters and inland water bodies; and(d) release of emissions or discharges from industrial or commercial operations as prescribed.

. Article 15 (1): ‘Subject to the provisions of this Act, no person shall operate or manufacture a motor vehicle or class of vehicles from which air pollutants or noise are being emitted in an amount, concentration or level which is in excess of the Sindh Environmental Quality Standards or, where applicable, the standards established under sub-clause (i) of clause (g) of sub-section (1) of section 6’.

. Article 17(1): ‘No proponent of a project shall commence construction or operation unless he has filed with the Agency an initial environmental examination or environmental impact assessment, and has obtained from the Agency approval in respect thereof.

. Article 17(2): The agency shall; o a) review the initial environmental examination and accord its approval, subject to such terms and conditions as it may prescribe, or require submission of an environmental impact assessment by the proponent; or o (b) review the environmental impact assessment and accord its approval subject to such terms and conditions as it may deem fit to impose or require that the environmental impact assessment be re-submitted after such modifications as may be stipulated or decline approval of the environmental impact assessment as being contrary to environmental objectives.

. Article 17(3): ‘Every review of an environment impact assessment shall be carried out with public participation and, subject to the provisions of this Act, after full disclosure of the particulars of the project’.

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. Article 17(4): ‘The Agency shall communicate its approval or otherwise within a period of two months from the date that the initial environmental examination is filed, and within a period of four months from the date that the environmental impact assessment is filed complete in all respects in accordance with the regulations, failing which the initial environmental examination or, as the case may be, the environmental impact assessment shall be deemed to have been approved, to the extent to which it does not contravene the provisions of this Act and the rules and regulations’.

. Article 20(1): ‘The Agency shall from time to time require the person in charge of a project to furnish, within such period as may be specified, an environmental audit or environmental review report or environmental management plan containing a comprehensive appraisal of the environmental aspects of the project’.

. Article 20(2): The report of a project prepared under sub-section (1) shall include: (a) analysis of the predicted qualitative and quantitative impact of the project as compared to the actual impact; (b) evaluation of the efficacy of the preventive, mitigation and compensatory measures taken with respect to the project; and (c) Recommendations for further minimizing or mitigating the adverse environmental impact of the project.

. Article 20(3): ‘Based on its review of the environmental audit report, the Agency may, after giving the person in charge of the project an opportunity of being heard, direct that specified mitigation and compensatory measures be adopted within a specified time period and may also, where necessary, modify the approval granted by it under section 17’.

. Section 31(1): The Agency shall cause relevant details of any proposed project regarding which an Environmental Impact Assessment has been received to be published, along with an invitation to the public to furnish their comments thereon within a specified period. (2) In accordance with such procedure as may be prescribed, the Agency shall hold public hearings to receive additional comments and hear oral submissions. (3) All comments received under sub-sections (1) and (2) shall be duly considered by the Agency while reviewing the environmental impact assessment or strategic impact assessment, and decision or action taken thereon shall be communicated to the persons who have furnished the said comments.

2.8 Other National and Sindh Government Laws and Regulations

127. Sindh Factories Act 2014 deals with provision for general health and safety of the work force in their work area. Conditions are specified for clean work place, toilets, waste handling, provision of drinking water quality, worker health and hygiene etc.

128. Also of note is the recent passage of the Sindh Occupational Safety and Health Bill (2017) that regulates many of the same issues. These laws and regulations apply in any project situation where labor rights and protections are enforced. These laws are applicable to construction contractors and will be included in the bidding documents of the contractors. Some of the key laws and regulations are mentioned in Table 2-5

Table 2-5: Other National and Sindh Government Laws and Regulations

National and provisional legislation Brief description

Sindh Factories Act 2015 The Sindh Factories Act 2015 deals with regulations related to project area, workers and workplace Environment Health and Safety (EH & S ) requirements. The Factories Act also provides regulations for handling and disposal of toxic and hazardous materials. As

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National and provisional legislation Brief description

construction activity is classified as ‘industry’, these regulations will be applicable to the project & construction contractors’ scope of work also. The Protection against Harassment of women at the It shall be the responsibility of the employer to ensure work place Act 2010 implementation of this Act, including but not limited to incorporate the Code of Conduct for protection against harassment at the workplace as a part of their management policy and to form Inquiry Committee referred to in section 3 and designate a competent authority referred to in section 4 of this act. Employment of Child Act 991 Article 11(3) of the Constitution of Pakistan prohibits employment of children below the age of 14 years in any factory, mines or any other hazardous employment. In accordance with this Article, the Employment of Child Act (ECA) 1991 disallows the child labour in the country. The ECA defines a child to mean a person who has not completed his/her fourteenth year of age. The ECA states that no child shall be employed or permitted to work in any of the occupation set forth in the ECA (such as transport sector, railways, construction, and ports) or in any workshop wherein any of the processes defined in the Act is carried out. The contractor will be bound by this Act to disallow any child labour at the project sites or camp sites. Bonded labor system (Abolition ) Act 1992 On the commencement of this act, the bonded labor system shall stand abolished and every bonded labourer shall stand freed and discharged from any obligations to render any bonded labor. Sindh Cultural Heritage Act 1994 This provincial Act empowers the Government of Sindh to preserve and protect any premises or objects of archaeological, architectural, historical, cultural, or national interest in Sindh by declaring them protected. Antiquity act 1975 The Antiquities Act relates to the protection, preservation and conservation of archaeological/historical sites and monuments. The Sindh Minimum Wages Act, 2015 To provide for the regulation of minimum rates of wages and various allowances for different categories of workers employed in certain industrial and commercial undertakings and establishments. Workmen’s compensation 1923 The liability of an employer is confined to payment of compensation to a “workman” and then only in respect of an injury caused by “accident arising out of and in the course of his employment”. The liability of employer is limited by ceiling fixed in Schedule to the Act. Land Acquisition Act, 1894 This Legislation relates to land acquisition and compensation. The LAA 1894 is, however, is limited to a cash compensation policy for the acquisition of land and built-up property and damage to other owned assets, such as crops, trees and infrastructure. The LAA does not consider the rehabilitation and resettlement of disrupted populations and the restoration of their livelihoods. Telegraph Act 1885: The Telegraph act (TA) provides that land for tower construction or under a transmission, line is not to be acquired or compensated as long as the land's permanent productive potential is not affected. Under the TA therefore only temporary impacts on crops are compensated.

The Pollution Charge for Industries ( calculation and Related to methods for evaluation and collection of fee Collection) Rules 2001 for not meeting environmental standards The law requires review and revision to meet the The Sindh Forest Act 2012 challenges of management and empower the forest managers to carryout management interventions with full legal support. The new legal instrument should amply

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National and provisional legislation Brief description

address the provision and requirements of UNFCCC, CBD and Convention on Combating Desertification. Legal aspects of carbon sequestration and carbon credit marketing should also be kept in view.

The Cutting of trees (prohibition) Act, 1992 mandates The Cutting of Trees (prohibition) Act, 1992 that no person shall, without prior written approval from authorized officer shall cut, fell or damage trees growing in: First Zone (Area adjacent to and beyond the external frontier of Pakistan to a line at four kilometers measured from the external frontiers of Pakistan) if the number of remaining trees in any field falls short of the number to be calculated at the rate of fifteen trees per acre; and Second Zone (Area adjacent to and beyond the first one extending towards Pakistan to a line at four kilometers measured from the first zone) if the number of remaining trees in any field falls short of the number to be calculated at the rate of ten trees per acre. This ordinance provides for the preservation, protection Sindh Wildlife Protection Ordinance, 1972 (SWPO) and conservation of wildlife by the formation and management of protected areas and prohibition of hunting of wildlife species declared protected under the ordinance. The ordinance also specifies three broad classifications of the protected areas; national parks, wildlife sanctuaries and game reserves. Activities such as hunting and breaking of land for mining are prohibited in national parks, as are removing vegetation or polluting water flowing through the park. Wildlife sanctuaries are areas that have been set aside as undisturbed breeding grounds and cultivation and grazing is prohibited in the demarked areas. Nobody is allowed to reside in a wildlife sanctuary and entrance for the general public is by special dispensation. However, these restrictions may be relaxed for scientific purpose or betterment of the respective area on the discretion of the governing authority in exceptional circumstances. Game reserves are designated as areas where hunting and shooting is not allowed except under special permits.

The project site does not fall in under any protected area. These Rules were notified to streamline procedures for Hazardous Substance Rule, 2014 issuance of licenses to industries / businesses that generate hazardous waste, safety precautions for workers and devices them methods for the removal of hazardous wastes in an environmental friendly manner. The rules also specify procedures to be adopted for import, transport and disposal of hazardous waste; and identify two hundred and forty-three hazardous substances and synthetic chemicals.

The rules also specify the requirement of obtaining license from Sindh EPA for the import, transport, storage and disposal of hazardous substances as specified in the rules

2.9 International treaties and conventions

129. Pakistan is party to a number of international treaties governing protection of wetlands, restricting trade in endangered species, protecting the ozone layer, protection of migratory bird species, maintenance of biological diversity, elimination of persistent organic pollutants, transboundary movement of hazardous wastes, international labor standards, and protocols and

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conventions related to climate change (UNFCC, Kyoto). The international treaties and conventions to which Pakistan is a party are listed in Table 2-6. With the exception of international labor standards and climate protocols, none is likely to have a direct repercussion on the conduct of the KBRT Project.

Table 2-6: International Treaties and Conventions

Name Signing Ratification Main Theme

Convention on Migratory Species 1971 1987 Conservation of migratory species Convention on International Trade in Protection of endangered species of 1973 1976 Endangered Species wild animals and plants Vienna Convention for the Protection Protection of ozone layer 1989 1992 of the Ozone Layer Montreal Protocol on Substances that Reducing emissions of substances that 1989 1992 Deplete the Ozone Layer deplete the ozone layer. Convention on Biological Diversity 1992 1994 Conservation of biological diversity United Nations Framework Stabilization of greenhouse gas Convention on Climate Change 1992 1994 concentrations United Nations Convention to Combat Combat desertification and mitigate the Desertification in those Countries effects of drought 1994 1997 Experiencing Serious Drought and/or Desertification, Particularly in Africa Kyoto Protocol to the United Nations Mitigation of climate change and Framework Convention on Climate 1997 2005 carbon sequestration Change Stockholm Convention on Persistent Protection from persistent organic 2001 2008 Organic Pollutants pollutants Paris Agreement Voluntary accords to mitigate climate 2016 2016 change

2.10 Administrative Framework for Implementing the KBRT Project

130. The GOS is the provincial government of the Sindh Province and is based in Karachi. The Government of Sindh has a Transport and Mass Transit Department (TMTD) which operates the Sindh Mass Transit Authority (SMTA) and its Project Implementation Unit (PIU), which is responsible for implementation, through construction and into operations, of the BRT Red Line. SMTA supports integration of operations for the BRT Green, Yellow and Blue Lines through the project management, coordination, and capacity building (PMCCB) component of the project design advance (PDA). Financing under the PDA also provides advisors for both environmental and social aspects within the PIU.

131. The Sindh Mass Transport Authority (SMTA) has only recently received its mandate from the Sindh Government. It includes representing the GOS in all matters pertaining to Mass Transit, and integrating the functions of different bodies that have been responsible for different BRT lines into a common network.

132. The Sindh Environmental Protection Agency (SEPA) is designated as an autonomous agency under the Sindh Environmental Protection Act 2014, and is part of the Forest, Environment and Wildlife Department of the Government of Sindh for administrative purposes. SEPA is a regulatory agency with a number of key functions including enforcement of the Sindh Act 2014; implementation of environmental policies, environmental quality standards, and the environmental impact review procedure for the GOS; and other tasks related to environmental management of the government. The SEPA will review the present EIA and take public

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comment, then through a process of final review among a committee of experts provide its consent with conditions for the Project. Administrative framework is shown Figure 2-2

Figure 2-2: Administrative Framework

2.11 Summary of Approach for Environmental Management on KBRT

133. There are three phases: preconstruction, construction and operations. It is assumed the PIU, originally under the SMTC but now administered by the SMTA, is the implementing agency up through construction; whereas SMTA will administer operations of the system. Environmental protection measures during construction are required to be implemented by the Construction Contractor under the authority of the Government of Sindh’s Transport and Mass Transit Department, which is the implementing agency for the Project.

134. The IEE prepared during the PPTA (ITP 2016c) set out an approach that is elaborated in the present document. This EIA proposes an Environmental Construction Specification (ECS), referencing the EMP (Chapter 7 of the EIA), which obligates the Contractor to prepare a SSEMP, incorporating those mitigation measures set out in the EMP that are relevant to construction of the project. The SSEMP will be submitted early in the pre-construction stage for review and approval to the Construction Supervision Consultant (CSC). A typical robust SSEMP is part of the bidding document and the same is attached as Appendix G.

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3. Project Description

3.1 Project Background

135. Traffic planning has its origins in Karachi from late 1980s. The Karachi Mass Transit Study 11 conducted by Maunsell-Parsons Brinckerhoff recommended an 87-km network10F of transit ways located in major traffic corridors for exclusive use of mass transit vehicles. These transit ways were to be designed as busways to be converted later to Light Rail Transit. Over time this proposal was translated into a mass transit master plan comprising of 6 priority corridors, which is now gaining some traction in implementation.

136. ADB lent its support through an endorsement under the Karachi Mega Cities Development Project (ADB 2005) in which “Development of High Capacity City Bus Routes and a Bus Rapid Transport System” was explicitly targeted as one of perhaps 20 “Potential Megacity Priority Projects for Funding through Loans/PPP”, and feasibility study for projects related to “Mass Transit/Public Transport Advisory Assistance” was identified. Under this program it was confirmed that “Advisory Services to the Mass Transit Cell on Optimal System of Mass Public Transport” would be provided because “the condition of public transport systems in Karachi is deplorable and is continuing to deteriorate as new investment in public transport fails to keep pace with increasing demand.” It is noted at that time that “the Federal Government has committed to support the introduction of clean and environmentally friendly public transport buses,” initially as a purchase of CNG buses, “gradually replacing the dilapidated private bus fleet.” Further, the proposal called for a review of the 1991 mass transit network proposal, development of a strategy and action plan to fund and implement priority elements, a feasibility study to determine optimum arrangements, and development of a strategy for implementation of both mass transit and bus rapid transit components.

137. The key features of Karachi’s current transport master plan were put into place by the Karachi Transportation Improvement Project (KTIP), a JICA-financed initiative taking place from April 2010 – June 2011 (Master Plan Stage) and June 2011 – April 2012 (Feasibility Study Stage) (NKYO 2012). According to the KTIP final report, ADB in its mega-project study was the first to identify the Red Line alignment as a potential BRT location, following essentially the same route as is proposed under the present project. (KTIP Final Report, Chapter 6) Bus rapid transit (BRT) was expected to play a major role in the system of mass transit proposed for Karachi due to its cost effectiveness and ease of implementation when compared to rail systems (though two commuter rail lines were also proposed). The JICA team conducted extensive household surveys to ascertain the characteristics of demand and locations of usage for mass transit. Six BRT routes were identified during the master planning, and two (Green and Red Lines) were selected for feasibility study. The six proposed lines are shown in Figure 3-1.

11 http://pubs.iied.org/pdfs/10746IIED.pdf.. 382188 I 05 I D (23) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

Figure 3-1: BRT lines proposed under KTIP

3.2 Project Rationale and Objectives

139. The project will contribute to developing a sustainable urban transport system in Karachi through the delivery of a bus rapid transit (BRT) corridor, focusing on accessibility and people's mobility. It will aim at organizing urban growth and public space along the selected corridor through integration of land-use and transport planning (transit-oriented development), making the city more pleasant to live in and providing a holistic solution for integrated urban mobility.

140. The project is consistent with the Government of Pakistan's Vision 2030 and Framework for Economic Growth (2011), and supports priorities set out in the Tenth 5-Year People's Plan 2010-15 for Karachi and in the Karachi Strategic Development Plan 2020. It is aligned with ADB's Sustainable Transport Initiative and country partnership strategy. It will contribute to make Karachi more liveable and safer through green urban infrastructure and will boost private sector investment. The project design will incorporate lessons learned from past assistance, notably the need for strong political support and consensus, and for good governance.

3.3 The BRT Corridor and Component Locations

141. The BRT corridor will have an approximately 29.5 km long corridor extending from Malir City in the northeast to Mazar-e Quaid Mausoleum and Jinnah Avenue in the southwest, where it will intersect with the BRT Green Line now under construction. The route passes through 13 major intersections and will provide stops at 24 bus stop locations along the route.

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12 142. Details of each component as described in the ODBM concept plan (EE 2018) 11F are the following: (i) a segregated busway between Malir City/Malir Cantonment and MA Jinnah Road (approximately 29.5 km depending on the selection of the final alignment), (ii) 24 stations / bus stops along the BRT busway route, (iii) depots at two locations for the garaging of buses designated to operate as BRT services, (iv) an Intelligent Traffic System (ITS) to facilitate run times within the corridor and give citywide benefits of improved traffic flow, (v) traffic management measures to improve traffic flow outside of the corridor that are seen to complement the BRT and maximize its benefit, (vi) parking management measures that will similarly complement BRT and improve traffic flow, (vii) grade separation at intersections to insure a high level of service for BRT passengers, (viii) an open service plan that links BRT services between the Red and other BRT lines and among various off-network direct routes, and (ix) urban planning improvements consisting of enhanced integration of transport and land use, façade-to-façade development along the route, and non-motorized transport facilities.

3.4 Proposed BRT Operations

143. Operational aspects are decided by the Operations Design and Business Model (ODBM) consultant, whose work is on-going up until March 2019; some aspects are described in the following sections.

144. As set out by the ODBM consultant (EE 2017a), operations will be initiated by the Public Transport Authority (PTA) by launch of contract tenders for BRT vehicle procurement and operations; a Fare System and ITS provider; a Commercial Activities provider; and a fund manager for the system. A further tender may be needed for traffic management services.

145. Fleet procurement is also described in the ODBM October 2017 interim report (EE 2017a— Appendix F) and most of the information contained herein regarding vehicles is taken from that document.

3.4.1 Vehicle Scrapping Plan

146. According to the ODBM Consultant (EE 2017a—Appendix F), Karachi’s public transport sector has a very old fleet in which most vehicles will need to be scrapped upon the start-up of a new BRT. The Scrapping Plan includes financial compensation to vehicle owners based on the type and age of buses to be scrapped. The Government will pay compensation on the basis of 100% of the current market value of the vehicle, with some opportunity built into the plan for current vehicle owners to join the Operator Company as shareholders. Ensuring the vehicles are scrapped is a key element of the plan, as improper return of vehicles to the system in competition with the BRT will reduce demand for the new system. The compensation plan for old vehicles (vehicle scrapping) is contained in project reference EE 2018, the “Bus Industry Restructuring Program: Compensation Policy Draft Report” prepared by the Operations Design and Business Model (ODBM) Consultant. Specific elements of the plan for setting the compensation amount include:

. Characterizing the types of vehicles that are being used in the operations of the public transport in Karachi

12 Much of the information contained in this chapter is linked to the ODBM Consultant output. Alignment, equipment selection, location of over- and underpasses and other aspects of the proposal are contained in the ODBM concept plan and other outputs of the ODBM Consultant that are available only in part.

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. Determining the average prices of these vehicles collected through the Bus Industry Restructuring Plan survey

. Setting an algorithm for how benchmark price will reflect value based on key components of a vehicle, such as engine, gear box, chassis, tires, etc.

. Arriving at vehicle price evaluation criteria (generally physical condition and model year)

. Developing a formula for payment price (Payment Price of a Vehicle = Benchmark Price x Sum of Points Earned (Physical Condition + Vehicle Model)

147. In general points earned depend on condition of a number of components; however, the outcome allows for grouping type and year with expected point spread and generalizing along these variables, thereby simplifying and maintaining equity across the overall approach. The reader is referred to the ODBM document for further description of the pricing mechanism for the vehicle scrapping program.

3.4.2 Recommendations for Vehicle Configuration

148. The proposal is for a body design that evokes a modern, tram-like appearance with sleek and aerodynamic curve lines, as shown in Figure 3-2. and Figure 3-3 for 12 m and 18 m bus, respectively. The Bus configuration will fit either a standard 12 m or articulated 18 m bus as shown in Table 3-1 and Table 3-2:

Figure 3-2: Vehicle Specification (12 m length)

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3.4.3 Figure & specifications of 18m bus

Figure 3-3: 18 meter bus

Table 3-1: 12 m standard bus configuration

Type Standard

1 Dimensions 12-meter 2 Vehicle Capacity 84 passengers 3 Floor Height: 350-380 mm 4 No of Doors (R) 2 5 No of Doors (L) 2 6 Max. Speed 80 km/hr 7 Air Conditioner Yes 8 Fuel Type Diesel

Table 3-2: 18 m articulated bus configuration

Item BRT bus Specification 1 Dimensions 18-meter 2 Vehicle Capacity 170 passengers 3 No of Doors (R) 3 4 No of Doors (L) 3 5 Model HFF6180G02D 6 Curb weight/GVW curb weight:18500kg,GVW:31000kg 7 Max speed 80km/h 8 Minimum Gravibility 80km/h 9 Height of floor 1220mm 10 Length 18000mm 11 Width 2500mm 12 Height ≤3800mm(with AC) 13 front overhang 2570mm 14 rear overhang 3400mm 15 ground clearance ≤300mm passenger 16 ≥2100mm(articulated area:1900mm) compartment height 17 departure angel ≥8° height of the door 18 ≥1800mm frame

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Item BRT bus Specification 19 outer turning radius ≤12000mm 20 engine WEICHAI WP12NG380E40 , 380HP TYPE4,total capacity:1450L,190Lx8,rail,leakage sensor and auto fire 21 CNG system distinguisher, warning buzzer in driver area 22 transmission ZF 6AP1700B 23 retarder with transmission 24 rear axle Dongfeng 13 tons axle 25 middle axle Dongfeng 26 front axle Dongfeng 27 turning system Right hand drive,ZF8098 28 brake system dual circuit air brake 29 front brake disc 30 middle brake disc 31 rear brake drum 32 front suspension air suspension 33 middle suspension air suspension 34 rear suspension air suspension 35 Tire 295/80R22,5(GITI) 36 battery 200AH 37 alternator 150AX2 3pcs every side, the width of door 38 door frame:1600mm,1200mm,1600mm;installed with door glass by ANKAI 39 articulated plate Ikarus 40 speed limiter when the high temperature of engine, the speed of bus will be reduced 41 clock yes, offered and installed 42 emergency valve yes, offered and installed 43 CCTV camera yes, offered and installed 44 on board camera yes, offered and installed 45 front display panel yes, offered and installed 300x1500mm 46 side display panel Yes ,offered and installed interior display panel 47 and communication Yes, offered and installed 700x200mm , 2 pcs system 48 station broadcaster yes, offered and installed 49 radio yes, offered and installed 50 GPS yes, offered and installed Odometer Digital up to 0.1 Km's reading · Tachometer · Speedometer (kph reading) · Air pressure · Engine Hour Meter. · Fuel level meter digital reading CNG 51 Dashboard · Warning light · Battery charging · Oil pressure · Main beam · Handbrake indicators · Low air pressure

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Item BRT bus Specification

· Low coolant level · High coolant temperature · Warning buzzers · Reverse horn switch· Ignition switch = start & stop engine. · Ignition switch = start & stop CNG CNG · Ignition switch = start & stop electrical · Switch on auxiliary circuits · Hazard warning switch = direction indicator flash simultaneously LED · Side & headlights switch · Multi-function steering column switches for wipers, washers, horn, indictors dan main beam · Buzzer for speed limiter and engine temperature

1 set (hydraulic jack capacity 10 ton , wheels' bolt wrenches ,spanners 1 set, open end wrenches 1 set; screw driver + and - ; brake-pipe/hose 52 tool kit wrenches ; oil filter wrench ; hammer; voltage indicator lamp, etc. ) and include tool box 53 emergency steps yes, offered and installed, can be opened from passenger room

54 Fire Extinguisher (2 per every nine m of bus length (all bus configurations) service hole under 55 yes the driver window service holes on 56 Yes every axle 149. Various specifications related to finish, durability, coatings, seals doors and other visual aspects are set out by the ODBM consultant. Features related to safety and convenience include:

. Provision of an audible announcement that informs passengers when the doors are either about to open or close. Door movements will also be shown by luminous indicators. Vehicle door opening and closing will be wirelessly communicated to the sliding doors at the station interface.

. Doors that do not open until the vehicle comes to a stop. Doors will have an interlock control with brake and accelerator to prevent movement of vehicle with doors in open position. The doors will function with ignition off.

. Visual alignment indicators to properly align the vehicle both along the length of the stations as well as the distance away from the station platform.

. An electronic “boarding bridge” at the median doorways and a manual boarding bridge at the curb-side doorways.

. Windows provided along the sides of the vehicle will be provided with a positive lock type emergency latch on each emergency window frame. Both sides of the vehicle will have a window decal describing emergency window operation procedures.

. While the vehicles will be fitted with air conditioning, there will be the option of manually‐ opened vents to be used in case of air conditioning failure.

. No part of the vehicle will be damaged as a result of a ten (10) km/hr impact at the front or rear of the vehicle.

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. ITS control compartment doors controlled by some form of key access (“T” key style is acceptable), and an access door for emergency workers to gain entry to the “Battery Disconnect” labelled as such.

. Features that is standard on any public service vehicle (mirrors, doors, roof escape hatch.)

3.4.4 Recommendations for Power-train Specification

150. According to the ODBM consultant, rear engine / rear propulsion system vehicles are preferred. Engines / propulsion systems have to be separated from the passenger compartment by means of a sound, vapour and fire proof wall. The propulsion system will have a design life of at least 1 200 000 kilometres, subject to proper maintenance practices.

151. The vehicle speed will be set to limit maximum vehicle speed to 100 km/hr. The expected maximum operational speed of these vehicles is 80 km/hr.

152. For vehicle operations, the stations are located on the right‐hand side of the vehicle. For this reason, it is preferred that the exhaust is emitted from a location on the lower rear left‐hand side of the vehicle. The exhaust and tail pipes will be as designed to provide sufficient clearance from the running gear under all operating conditions.

153. The engine will use liquid cooling. The radiator will be of durable corrosion‐resistant construction with bolted‐on removable tanks.

3.4.4.1 Power-Plant Rating

154. The vehicle may either be based on a diesel or an all-electric/hybrid propulsion system. Final recommendations are still underway by the ODBM Consultant. Fuel efficiency and emissions of criteria pollutants and greenhouse gases weigh in the selection of engine/fuel and propulsion system technology (see Sec. 4.5). These specifications are taken from the ODBM Interim Report no. 1.

155. The propulsion system will provide the greater of 11 kW per ton gross vehicle mass or that required to achieve and maintain 70 km/hr on a 4% up grade and 40 km/hr on an upgrade of 8% with a full vehicle load. The vehicle speed will be set to limit maximum vehicle speed to 100 km/hr. The expected maximum operational speed of these vehicles is 80 km/hr.

3.4.4.2 Fuel Type and Emissions Standard

156. For the diesel‐fuelled option, the vehicle must meet a minimum EURO III emission standard, and must be capable of operating with EURO II fuel. Currently, only diesel fuel meeting a EURO II emission standard is available in Pakistan, EURO II fuel will thus be utilized in the vehicles. It is recognized that EURO II compatible engines are generally being phased out of production. In addition, the BRT system would benefit from the potential future option of a cleaner emission standard. Thus, the vehicle is to be designed with a propulsion system capable of meeting a EURO III emission standard (while recognizing EURO II fuel will be employed in the system).

3.4.4.3 Hybrid options

157. For the electric/hybrid option, the vehicle will be equipped with a regenerative braking system to capture the kinetic energy from vehicle deceleration. The energy from the regenerative braking system will be stored in the vehicle’s battery bank. The battery portion of the plug-in diesel- electric hybrid system will hold a charge capacity capable of delivering a minimum service range of 50 kilometres without re-charging. The battery size is estimated at 60 kWh to deliver the target

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electric-only range. The battery packs for the vehicle must either have sufficient longevity for the life of the vehicle (12 years / 1.2 million kilometres).

3.4.4.4 Transmission

158. Vehicles will be equipped with electronically controlled automatic gearboxes that are matched to the engine and other drive train components to ensure the required performance characteristics. The system gearbox will provide smooth power transfer throughout the power range and will not transfer any power when the gear selector is in neutral.

3.4.4.5 Exhaust Emission and Noise Specification

159. Vehicles will conform to the national air‐pollution control standards and all other local air‐ pollution requirements as established for the year of vehicle manufacture. Vehicles will meet a minimum emission standard of EURO II.

160. In no mode of operation will the vehicle generate external noise levels greater than 83 dB, measured 15 meters from the centreline of the lane in which the vehicle is travelling. The vehicle‐generated exterior noise at station idle will not exceed 65 dB.

161. The interior noise at any location greater than 300 mm from an interior window or wall and 1 200 mm from the floor will not exceed 80 dB during any vehicle operating condition.

3.5 Service Plan

3.5.1 Bus Frequencies and AM Peak Service Plan

162. The ODBM Consultant is preparing the operations plan that will identify bus operating frequencies and peak service accommodation.

3.5.2 Fare System and ITS provider

163. The ODBM Consultant proposes to integrate equipment supply and operation and maintenance components for both Fare System and Intelligent Transport Systems (ITS), as well as to integrate traffic management services within the scope of work to be carried out by the Fare System and ITS provider. This level of integration aims to reduce cost and increase efficiency through lowering staff costs, possible bundling of services into an integrated software package, and possible integration of equipment such as BRT vehicle consoles and station computers. As such the supplier would be responsible for

. Provision of fare system activities including equipment supply and operation & maintenance of hardware and software components of the system

. Issuance of smartcards, provision of top-up services and cash handling

. Provision of intelligent transport system activities including equipment supply and operation & maintenance of hardware and software components of the system

. Provision of station management services, which include provision of power, water and network connectivity as well as security, cleaning and maintenance of the stations and landscaping

. Management of kiosks and other commercial space on the stations

. Management of advertising on the stations and the smartcards

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3.5.3 Interaction with Off-network Transport Services

164. Off-network, or direct service interface is being developed by the ODBM Consultant. Routes selected for BRT (including the Red Line) will be transformed into ‘direct-service’ BRT routes, which will be upgraded with a new fleet suitable for BRT to serve a segment of the BRT corridor and continue the journey beyond the BRT corridor to reach off-corridor destinations. Increased capacity and ease of use is provided without significant added investment, as compared to trunk line services wherein terminals are constructed.

165. Direct service operation provides flexibility in both bus frequency and number of bus routes along any segment of the corridor. For example, mid segments of the BRT on the University road could have a bus frequency of 150 buses per hour per direction, whereas the northern segment of the corridor would have less frequency to conform to actual demand, expected to be about 46 buses per hour in one direction. While running off-corridor, a BRT bus will operate similarly to the current situation, traveling in mixed traffic and picking up passenger from curb side bus stops. Once the route joins the BRT corridor, the bus will use the right-side door to allow passengers boarding and alighting at BRT stations.

166. The concept is illustrated in Figure 3-4 wherein off-corridor routes access the main corridor and provide service to stops. Direct service brings up special considerations related to fare collection that are addressed through appropriate means.

Figure 3-4: Direct Service Concept and Off-Corridor Service

3.5.4 Vehicle Operations and Bus Servicing

167. The proposed business model recommends carrying out the BRT via subcontracting business services to private entities. Under this model, it is recommended to follow an integrated contract for operations and fleet procurement in order to allocate risks and insure a strong sense of ownership of the BRT vehicles by the BRT Operators. Two tenders for vehicle operators are recommended, in which responsibilities are approximately similar and comparison of

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performance can be made. Assigned responsibilities include for BRT Vehicle Operators: (EE 2017a App D)

. Procurement of BRT vehicles adhering to specified technical specifications, along with vehicle homologation and licensing, vehicle warranty, spare parts, and tools and diagnostic equipment

. Operation of a proportion of fleet adhering to schedules set by public transit authority

. Dispatching BRT vehicles

. Employment of drivers, conductors, and other employees

. Provision of maintenance services

. Provision of BRT system operation training to BRT vehicle drivers

. Provision of advertising activities on the interior and exterior of the BRT vehicles

3.6 BRT Road Infrastructure

3.6.1 Infrastructure Development Approach

168. The direct service concept was described in the previous section. Direct service interfaces with the segregated busway described in the next section. Key to that interface are access and egress through curb design and other means to facilitate merging off-network buses with dedicated bus lanes.

3.6.2 Segregated Busway

169. The main corridor begins at its tie-in with the Green Line at MA Jinnah Rd. at a location south of the Mazar-e-Quaid Mausoleum, occupying the median of Shara-e-Quaideen Rd., and utilizing the existing underpass at New MA Jinnah Rd. The alignment continues to Dadabai Nauroji Rd. and its junction with New MA Jinnah Rd. at the People’s Roundabout, and then follows the median of New MA Jinnah Rd. to its junction with University Road at Jail Chowrangi, and then on to Safoora Chowrangi. From Safoora Chowrangi the line continues along the Malir Cantonment Link Rd. to Police Check Post No. 6, and then runs south along MA Jinnah Ave. to its terminus at Liaquat Ave near Airport Rd. This accounts for the various alternative alignments that were taken under consideration for the tie-in with the Green Line at MA Jinnah Rd. the terminus along Jinnah Ave. and a possible service line to the Airport, and routing from Safoora Chowrangi to MA Jinnah Ave. Alternatives that were considered for the alignment are described in Sec 4.3.2. Figure 3-5 shows the alignment along with locations of the currently proposed 24 bus stops along the route. Stations to be constructed at these stops are described in a later section.

170. The Red Line will be a segregated busway running adjacent to and on either side of the roadway median. In general, the busway runs at-grade, though in a few locations it will enter underpasses. The median will be removed over the main length of the busway; the removal of existing trees will be made up with planting elsewhere. The buses will utilize existing flyovers at main cross-thoroughfares, and grade separations using flyovers or underpasses will be installed at other intersections, providing unimpeded passage for buses moving in the carriageway. The over- and underpasses have been identified in the concept design, and are undergoing further elaboration in detailed design. The description herein is based on preliminary documentation that may undergo revision before commencement of construction.

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171. The alignment begins at the intersection of MA Jinnah Rd. and Shara-e-Quaideen Rd., south of the Mazar-e-Quaid Mausoleum. This is an at-grade intersection for BRT traffic, with an offset turnabout facilitating both Green and Red Line buses, while mixed traffic is routed through the intersection by means of flyovers (shown on Figure 3-6). The alignment passes under the southbound extension of New MA Jinnah Rd. and continues at-grade along the Shara-e- Quaideen median to the intersection with Dadabai Nauroji Rd. where the PECHS Station (BS- 121) is located (Figure 3-7). The alignment continues through a hard-left turn at Kashmir Rd. to continue north along Dadabai Nauroji Rd. (Figure 3-8) to the People’s Secretariat Chowrangi, where bus traffic will enter an elevated roundabout to be constructed at that location. After emerging from the elevated roundabout, the alignment follows New MA Jinnah Rd. then to the 200-m long Dawood University Station (BS-120) (Figure 3-9), with access by overhead pedestrian bridge at the approximate center of the station, near the intersection with Jamshed Rd. Following that, the alignment enters into a near straight run without stations or grade separations for 700 m before reaching the Usman Park Station (BS-119) (Figure 3-10), then passing through the Jail Chowrangi intersection using the existing flyover, and Jail Chowrangi Station (BS-118) (Figure 3-11). No major structures (such as flyovers) will need to be built to pass through this intersection; however, a pedestrian bridge is needed to span the traffic lanes entering University Rd. from the north and heading east, to facilitate access to the BRT station.

172. Jail Chowrangi Station is shown clearly on Figure 3-9, along with the T-intersection at National Stadium Rd., which enters obliquely from the south. The intersection, while at-grade, will require construction of a flyover for local traffic in the south lanes moving west along University Rd. BRT Buses will utilize the existing roundabout to negotiate the intersection, whereas local traffic will not enter the roundabout.

173. Figure 3-10 Illustrates the station at Askari Park, Faizan-e-Madina (BS-116), with its single centrally located pedestrian bridge accessing the station, and main off-network feeder route entry point from the north along the improved junction of Daruloom Ghosia Rd. Except for the widening of the carriageway to accommodate entry traffic, there is no other unusual aspect of the alignment through this transition.

174. Figure 3-11 shows the underpass to be constructed at Gulshan-e-Iqbal to provide U-turn capacity and entry into the roadway for local traffic. The location is an important existing U-turn along University Rd. The underpass will accommodate the dedicated carriageway with a 15-m wide passage some 5.5 m deep at its maximum, an approach ramp of some 100 m in each direction and full-depth section of around 60 m. The nominal amount of spoil generated in the excavation of the underpass is 10,000 cubic meters. A bridge will need to be constructed spanning the cut. Also shown is the Civic Centre Station (BS-115) with centreline overhead access pedestrian bridge.

175. Figure 3-12 shows the major intersection at Civic Centre Plaza where Habib Ibrahim Rahimtoola Rd. crosses in the Hassan Square Roundabout and Flyover. A direct service entry point for the BRT comes in from the north, where a traffic signal is proposed. The Expo Centre Station (BS- 114) is also shown.

176. Figure 3-13 illustrates an essentially straight section punctuated by elevated, 2-directional U- turns before entering the station area at Baitul Mukarram Station (BS-113). Traffic controls in the station area allow for direct service (off-network) buses to enter the carriageway and access the station.

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177. Figure 3-14 shows an essentially straight section of improved carriageway, but with the station at Federal Urdu University (BS-112). There is no grade separation or U-turn provided in this stretch of around 700 m. Likewise, the transition shown in Figure 3-15 is without any distinguishing feature.

178. Figure 3-16 illustrates the important intersection at Rashid Minhas Rd., which is a grade- separated interchange referred to as NIPA (National Institute of Public Administration) Chowrangi; and also shows the NIPA Station with its centrally positioned pedestrian access bridge. The carriageway will pass under the existing flyover and there is no major structure or excavation required to facilitate passage at this intersection.

179. Figure 3-17 shows a major entry point to the main roadway from the north slated for improvement, as well as the BS-110 (Metro) Station and the existing circular U-turn, which facilitates traffic and reduces the amount of infrastructure required to be built in this area.

180. Figure 3-18 shows the Safari Park Station (BS-109), the existing flyover at that location, and important entry points to the main thoroughfare from the north and the south. No major infrastructure is required through this transition as there is an existing flyover (Safari Park Flyover) at the Samama Intersection.

181. Two stations are shown in Figure 3-19, BS-108 NED University and BS-107 Karachi University Stations. Both are served by centrally located overhead pedestrian access that are connected by an overhead walkway. No traffic flow or interchange needs to be facilitated through this section.

182. No station is located in the transition shown on Figure 3-20; however, traffic flow is facilitated through a U-turn made possible by construction of bi directional U turn flyovers

183. Figure 3-21 shows little other than the station at Sheikh Zayed Islamic University (BS-105). Figure 3-22 shows entry and access points for direct service buses and crossing of mixed traffic from both north and south directions. A dedicated throughway to the south provides access to the bus depot to be located in this area. This sheet also shows Mosamyat Station, BS-104

184. Figure 3-23 shows a below grade transition providing at grade mixed traffic controls via a traffic signal and return lanes, as well as the Shumail Complex Station (BS-103). Significant amounts of earth will be excavated for this below grade transition, on the order of 20,000 CM.

185. Figure 3-24 shows little other than the juncture with Safoora Chowrangi. This intersection (Figure 3-25), will consists of at grade approaches from three directions and an elevated pass- through of mixed traffic

186. Additional concept plan sheets are available that illustrate the alignment up to its terminus just beyond the turn-off to Airport Rd, where the alignment merges with the access road for Malir Depot. The alignment runs at grade for the remainder of its length, and there are no particular difficulties or environmental issues associated with this segment.

187. The median is occupied by stations at most locations as shown in Figure 3-26 for the proposed station at Civic Centre Plaza.

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Figure 3-5: Alignment and Station Layout

Note: This figure is intended as indicative only; positioning, name and number of stations shown on this figure may not be consistent with information in the Concept Plan.

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Figure 3-6: Sheet 1 Concept Design of Alignment

Note: the bar scale on this and following drawings is off by a factor of 50 (4,000 should be 80)

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Figure 3-7: Sheet 2 Concept Design of Alignment

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Figure 3-8: Sheet 3 Concept Design of Alignment

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Figure 3-9: Sheet 4 Concept Design of Alignment

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Figure 3-10: Sheet 5 Concept Design of Alignment

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Figure 3-11: Sheet 6 Concept Design of Alignment

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Figure 3-12: Sheet 7 Concept Design of Alignment

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Figure 3-13: Sheet 8 Concept Design of Alignment

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Figure 3-14: Sheet 9 Concept Design of Alignment

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Figure 3-15: Sheet 10 Concept Design of Alignment

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Figure 3-16: Sheet 11 Concept Design of Alignment

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Figure 3-17: Sheet 12 Concept Design of Alignment

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Figure 3-18: Sheet 13 Concept Design of Alignment

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Figure 3-19: Sheet 14 Concept Design of Alignment

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Figure 3-20: Sheet 15 Concept Design of Alignment

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Figure 3-21: Sheet 16 Concept Design of Alignment

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Figure 3-22: Sheet 17 Concept Design of Alignment

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Figure 3-23: Sheet 18 Concept Design of Alignment

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Figure 3-24: Sheet 19 Concept Design of Alignment

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Figure 3-25: Sheet 1 of Set 2 Concept Design of Alignment

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Figure 3-26: Example Arrangement of Lanes and Station Access (Civic Center Station)

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3.6.3 Drainage Accommodation

188. The Karachi BRT Red Line corridor is approximately 28km with most of the route through densely populated, built up areas with a high level of impermeable surfaces where historic flood events have been recorded. The existing storm water drainage system in Karachi mainly consists of lined concrete channels, with a concrete cover slab along the carriageway. A foul water system is also present along some parts of the corridor. Drainage systems along the corridor must also accommodate runoff from adjacent land areas. EPCM modelled the existing drainage system to simulate various rainfall events. The results showed that flooding will occur at historic flooding locations for events exceeding a 1:10 year return period. Flooding is attributed to lack of capacity in the existing system; poor or lack of a drainage system in the surrounding areas along the corridor; clogged inlet conditions; and poor maintenance.

189. Various options have been considered including, installation of retention cells for slow release of rainwater via percolation, installation of retention ponds where land is available, and use of a direct discharge outfall pipe to the Lyari River. EPCM considers that re-use of some part of the existing combined drainage system would be a sustainable design approach; however, this approach will not solve the current high level of flooding experienced along the Red Line Corridor. Attenuation or retention would be required to manage the high level of run-off that enters the corridor after a heavy rainfall event. EPCM identified numerous vacant plots along the corridor where offline storage is possible together with an online solution where land was not available. The online storage together with re-using some elements of the existing drains to reduce flows at existing outfalls is considered most appropriate drainage solution for Karachi BRT Red Line corridor. The proposal involves retention cells located below pavement level to manage flows from the BRT lanes and mixed traffic lanes, whist reusing the existing drains to cater of drainage from surrounding catchments, footways, cycle ways and service roads.

190. The provision of retention cells along the corridor allows full management of run-off associated with the BRT and the adjacent mixed traffic lanes. The design proposal is in keeping with AASTHO requirements for a 1:50 year storm event where projected 2-way AADT is greater than 5,000 vehicles. As a fall back measure, auxiliary outfall pipes to convenient discharge locations could be installed to alleviate excess flow if appropriate.

191. The drainage design is in the process of being prepared by the EPCM consultant; a hydrological assessment of the BRT corridor and environs has been undertaken. Consultation with the local community has identified five locations where run-off accumulates with ponding on the existing carriageway during rainfall events along the proposed red line route. These areas are Dawood University of Engineering Chowrangi, Civic Centre Chowrangi/National Stadium, Bait UL Mukarram /C.O.D Hills, NIPA Chowrangi / Aladin Park Rashid Minhas Road and Saadi Town/Safoora Chowangi.

3.6.4 Bus Stations

192. There are 24 stations currently being planned along the alignment. Various types of station modular design for BRT Karachi stations have been proposed (ITDP 2015); however detailed designs are not clearly delineated as yet. Stations with 1 and 2 sub-stops can accommodate one 18-meter bus, or two 12-meter buses per sub-stop, with sub-stop length of 30 meters per sub- stop. Another type of station with two sub-stops can accommodate two 18-meter buses, or three 12-meter buses and at least one off-network direct service bus per sub-stop, within a sub-stop length of 40 meter.

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193. The stations are being designed with access on both sides, to allow easy and quicker access to the station. For station with 1 sub-stop, access on another side is provided for exit only. Overtaking lane of 15 meter is needed to allow the maneuver of an 18-meter bus. The recommended width for station is 6 meters, although on some stations, 5-meter width is also acceptable. Final design for stations is pending, and information herein is indicative.

194. Table 3-3 lists the 24 stops, though information on the type of station to be installed at the location is not yet available. Further, names, number and location of stations beyond Safoora Intersection have not been finalized. Figure 3-27 provides a perspective view of the proposed BRT station. Figure 3-28 illustrates aspects of entry and egress to stations described in the next section.

Table 3-3: Red Line BRT Bus Station Inventory

S. KBRT Stations Name S.No. KBRT Stations Name No. 1 Mazar e Quaid 13 Safari Park 2 Dawood University of Engineering 14 NED 3 Usman Park 15 KU 4 Central Jail 16 KU Botanical Garden 5 New Town PIB Colony 17 Sheikh Zayed Islamic Center 6 Faizan e Madina 18 Mosamyat 7 Civic Center 19 Shumail Complex 8 Expo Center 20 Johar Complex 9 Baitaul Mukarrum Masjid 21 Safoora Chowk 10 Urdu University 22 Malir Check post 6 11 NIPA 23 Jinnah Avenue 12 Metro 24 Liaquat Avenue Model Colony

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Figure 3-27: Architectural Rendering of Proposed Typical Red Line Station

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Figure 3-28: Station Access: General and for Disabled Persons

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3.6.5 Station Accessibility for Persons with Limited Mobility

195. Various features allow for access by persons with limited mobility. Station overhead access is by both stairway and ramp. Architectural considerations are being taken into account with use of either escalators or lifts to improve access for disabled persons.

3.6.6 BRT Depots

196. There are two locations proposed for depots, identified as (a) Gulistan-e-Jauhar Block 6 and (b) the Malir site, both along the eastern segment of the alignment (see Figure 3-29). Depot plan and layout, or site usage, is not yet available, since the sites have only recently been identified. Section 4.3.1 describes the selection of the sites in relation to other alternatives, and Section 6.15.3 describes environmental aspects of depot development.

Figure 3-29: Locations for Depot Sites

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3.6.7 Biogas Generation Plant

197. A grassroots biogas (methane) generation facility using cow manure from extensive feedlots near Karachi is proposed to be constructed and is included in the PC-1 government planning document with a budget allocation of some PKR 2 billion. The plant is proposed to provide a steady stream of sufficient quality methane gas for fuelling the bus fleet. Full description of the proposal (design, cost, timing, product output and fleet coverage) is not yet available. Design of the facility is not part of the current EPCM scope and a separate EIA will be prepared to cover the proposed facility.

3.7 Operational Management

198. As set out by the ODBM consultant (EE 2017a), the Public Transport Authority will launch four tenders under the proposed structure for implementing operational management, including a two-lot tender for BRT vehicle operators; a tender for Fare System and ITS provider; a tender for Commercial Activities provider; and a tender for recruitment of the fund manager for the system. A further tender may be needed for traffic management services.

199. Table 3-4 outlines the approximate number of major machinery and vehicles that are envisaged to be required for the project construction works:

Table 3-4: Proposed List of Plant and Equipment

S. No Name of Equipment Quantity 1 Mobile Crane 20-50 Ton 8 2 Excavators 6 Caterpillar 330 or equivalent 3 Excavator with hammer 3 Caterpillar 345 or equivalent 4 Bull Dozer D6 3 5 Dump Trucks 25 6 Wheel Loader 3 7 Mobile Lubricator / Diesel Tankers 4 8 Air Compressor 10 9 Generators 8 Various capacities 10-500 kVA 10 Motor Grader 6 11 Rollers (vibratory and static) 8 12 Water Tankers / Sprinkler 6 (5000 gallon) 13 Pneumatic Roller 6 14 Compactors 6 15 i. Asphalt Batching Plants – 200Ton/hr 2 ii. Asphalt Batching Plants – 125Ton/hr 1 16 Asphalt Paver 4 17 Asphalt Distributor 3 18 Concrete Batching Plants – 500 Cu.m./hr 3 19 Transit Mixer (6 cu.m. capacity) 12 20 Concrete pumps static 3 21 Poker Vibrator 30 22 Dewatering Pumps 8 23 Bar Bender Machine 3 24 Bar Cutter Machine 3 25 Low Bed Trailer 3 26 Flat Bed Trailer 3

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27 Weigh bridge 3 28 Tractor trolley 9 29 Mobile welding plant 5 30 Jack Hammer 20

3.8 Construction Sequence

200. Construction activities will include some or all of the following:

. Construction/relocation of utilities

. Roadway rehabilitation work (including demolition, clearing and earthwork)

. Construction of station platforms and facilities such as ticket machines and information kiosks

. Excavation of underpasses and cross-traffic bridges/flyovers

. Construction of landscape medians and irrigation systems

. Traffic signal and street lighting installation

. Pavement overlays

. Construction of electrical and other utility service lines to stations

. Erection of overhead pedestrian walkways and lifts for access to station areas

201. Additional work taking place along curb lanes may include:

. Sidewalk, curb and gutter reconstruction

. Storm drainage modifications

. Signage and street lighting

. Localized lane striping and pavement marking

202. A Construction Staging Plan will need to be developed in collaboration with the CSC and Karachi Municipal Corporation (KMC) prior to the start of the work. The Construction Staging Plan will describe how the overall construction will be phased, how work zones will be sequenced and how work locations within the zones will be managed. Proposed construction work hours and zone limits will need to be established subject to final confirmation with the CSC, TMTD and KMC.

203. The construction staging plan is necessary to minimize construction impact on businesses by providing reasonable access to parking and pedestrian access between the parking and the businesses for patrons. Construction staging precedes development of traffic control strategies for minimizing traffic delays and queuing; and provides for development of safe pedestrian access during construction through and around work sites.

204. During the construction, a large amount of construction material will be required. This will include improved Sub-Grade (CBR>20%) Sub-grade Preparation in earth cut, Granular Sub-base, Aggregate base, Lean Concrete Class A2, A1 and D1 Concrete, Reinforcement, Cast in Place piles (Boring only), Cut back Asphalt for bituminous prime coat, Cut back Asphalt for bituminous tack coat, Asphaltic Concrete wearing course, Asphaltic Base Course plant mix, Excavation, Common backfill, Compaction of Natural Ground. A summary of construction material requirements of the project and their sources are given in Table 3-5.

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Table 3-5: Key Material / Resource Using During Construction

S. Source of Material Unit Quantity No Material 1 Improved Sub-Grade (CBR>20%) CM 181,367.00 Karachi 2 Sub-grade Preparation in earth cut SM 1,054,084.00 3 Granular Sub-base CM 124,000.09 Karachi 4 Aggregate base CM 62,481.54 Karachi 5 Lean Concrete CM 48,862.10 Karachi 6 Class A2 Concrete CM 278,508.51 Karachi 7 Class A1 Concrete CM 24,149.15 Karachi 8 Class D1 Concrete CM 6,204.78 Karachi 9 Reinforcement Ton 30,910.63 Karachi 10 Cast in Place piles (Boring only) M 15,576.18 Karachi 11 Cut back Asphalt for bituminous prime coat SM 1,264,473.63 Karachi 12 Cut back Asphalt for bituminous tack coat SM 1,292,498.33 Karachi 13 Asphaltic Concrete wearing course CM 81,883.05 Karachi 14 Asphaltic Base Course plant mix CM 1,022.35 Karachi 15 Excavation CM 507,132.76 16 Common backfill CM 323,671.84 Karachi 17 Compaction of Natural Ground SM 332,482.00

3.9 Project Cost

205. The project is estimated to cost $220 million. The project design advance (PDA) and the ensuing project loan are listed in the Asian Development Bank (ADB) country operations business plan, 2016–2018 for Pakistan and are proposed to be financed from the ordinary capital resources of the ADB, with an indicative financing of $10 million for the PDA and $100 million for the project loan, with the Government financing 19% of the PDA. The borrower is Pakistan, which will enter into a subsidiary loan agreement with the provincial Government of Sindh. As of this writing additional funding sources are contributing to the financing packaging such that the final budget is not yet known.

3.10 Implementation Schedule

206. The advance loan (PDA) is expected to be implemented over an 18-month period subject to scheduling and mobilization of components and award of the main construction contracts. The construction period is expected to extend over 18 months. Overall period prior to actual commissioning of the project will depend on award of equipment procurement and operations contracts and delivery of buses. No time line is available thus far in the project documentation that identifies a milestone for comprehensive assembly and deployment of the various project components, but is likely to be some time in 2020-21.

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4. Analysis of Alternatives

4.1 The No-Project Alternative

207. The Red Line is a key element in the proposed Karachi BRT system, currently under construction starting with the Green Line. The “no-project” option (or “do-nothing scenario”) was analyzed extensively in the early planning phase, where it is most appropriately considered. The Karachi Transportation Improvement Plan (KTIP) contains quantitative evaluation of a do- nothing scenario based on:

. No mass transit system including KCR would be implemented,

. Population growth, economic growth and urban development are consistent with other growth projections in the project, and

. The number of buses would increase according to passenger demand, though it is noted this is unlikely to happen. 208. The result of their analysis, based on best-available data for demand, shows that most roads would need to operate well beyond their volume-to-capacity (V/C) ratio, and hence would not be able to deal with the demand imposed by population and economic growth, the increase in car ownership, and expansion of the urbanized area. A further option, the “road development scenario”, was investigated by the KTIP team. Through the addition of 750 km of new roads (for which there is little space), while traffic on some roads would improve somewhat in comparison with the do-nothing case, conditions on the majority of roads would remain essentially the same, e.g. demand would outstrip capacity and roadway congestion and bottlenecks would be a common occurrence throughout the metropolis.

209. One can conclude as well that without the project and others aimed at provision of mass transport, the contribution of greenhouse gases (GHGs) to the global atmosphere from Karachi will only continue to increase adding further to the unsustainability of urban transport as it currently exists. Whereas through introduction of the KBRT, which will serve as a model for future BRT development, Karachi is at least on the path to improved sustainability of its public transport system, inclusive of the reduction in GHGs brought about by these projects.

210. Along with a GHG reduction, one can also count the reduction in conventional primary air pollutants and noise that will come about as a result of the project and similar initiatives, by the removal from the roadways of old and inefficient buses, lorries, and other forms of public transport that have come to dominate the current service market.

211. Both GHG emissions, emissions of primary pollutants and noise are evaluated in the relevant sections of Chapter 6 of the EIA report.

212. Hence the no project alternative was investigated extensively at the most appropriate juncture in the planning of the Karachi BRT, with the conclusion that to not proceed with the project would condemn Karachi to a traffic impasse.

4.2 Mass Rapid Transit Systems Alternatives

• Monorail: It is a contemporary means of elevated rail transit.

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• Maglev trains: These are also elevated rail transit system. Conventional wheels are replaced by magnetic fields with much higher speeds and acceleration. • Light Rail Transit: These trains have articulated rail vehicles powered by electricity from overhead trolley cables at surface level. . • Heavy Rail: These are urban passenger transportation service operating on fully grade- separated right of ways i.e. underground or elevated structures. • Commuter Rail: They are passenger train transit service that operates on the same right of ways used by intercity railway. It carries passengers from corridors of heavy concentrations of suburban and urban locations therefore also known as suburban rail. • Bus Rapid Transit: These are bus based transit system that operates on segregated right of ways to provide higher quality of service with characteristics similar to modern rail based transit system. • Costs (Infrastructure & Operation) Bus rapid transit systems are the cheapest when compared to the other alternates. Based on the international experience of different cities, the ranges of infrastructure cost per kilometer of different mass rapid transit system are mentioned below.

Table 4-1: Infrastructure cost per kilometre (US$ Million/km)

Transit Systems Cost per Kilometer

0.5 -15 Bus Rapid Transit 13 -40 Light Rail Transit (At grade) 30- 100 Metro (elevated) 45-320 Metro (under ground)

Source (GTZ, 2004). *Range depends on the quality of stations, exclusive ROW etc sought within system

Reference document : Journal of the Eastern Asia Society for Transportation Studies, Vol. 7, 2007. Suggesting urban mass transit technology for Pakistan. “ A comparative analysis of rail based rapid transit and bus rapid transit

4.3 Location and Alignment Alternatives

4.3.1 Depot

213. TMTD has been engaged in a lengthy search for depot sites for the Red Line; initially two were identified near the northeastern fringe of the City (the airport area) and the start of the alignment, and it was thought that one or the other would suffice, depending on which could be obtained for use. One location is located closer to the alignment and thus has better access. It also has relatively few surrounding residences (though some), and the size of the parcel was sufficient to allow some setback from the property boundary for noise-producing activities. Its location, set back at least 50 m from any nearby residence, is a benefit in terms of air pollution and noise exposure.

214. The other location along Moinabad Rd. has a narrow access with street-side parking. Three- and four-storey residential housing units line the roadway with typically zero setbacks, and the site is surrounded by residential flats.

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215. Both sites were eventually rejected in favor of locations seen to be more readily available for use and both with good access and close proximity to the alignment. In addition, surrounding land use, in the sense of fewer residential neighbours, is more appropriate for the sites selected. These sites are described in Sec 6.15.3.

4.3.2 Alignment

216. There are four locations where alternatives have been considered in the process of finalizing the alignment. One involved the extension of the Red Line into the Central Business District (CBD) and was settled at the time of contract negotiations, while the other three have been addressed in the early stages of design.

4.3.2.1 Extension to Tower Market (Laxmi Das St.) along MA Jinnah Rd.

217. This extension (about 5.2 km) would allow the Red Line to penetrate into the CBD (see Figure 4-1); however, it has been rejected for the time being due to the difficulty in siting and constructing dedicated BRT lanes over the stretch along MA Jinnah Rd beyond the location of the present Red Line terminus. Because of the narrow roadway width, generally about 20 between building faces, this extension will require special design features such as unidirectional routing and conversion of some segments into pedestrian zones coupled with wholesale upgrading, which exceeds what is possible under the EPCM contract. In summary, the Green Line Project is slated to take up this section of BRT.

Figure 4-1: Extension along MA Jinnah Rd.

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4.3.2.2 Alignment Extensions near Airport

218. The potential to provide service to Moinabad Colony, the airport and to connect to the Karachi Circular Railway (KCR) introduces alternatives at the north-eastern extremity of the system, as shown in Figure 4-2. Different options that were considered include providing an extension or low-frequency off-corridor service to the airport, extending the service to the area of the proposed bus depot, and connecting to the KCR. Servicing the additional lengths comes at a cost, and while demand is thought to be sparse, the decision was made to extend the service up to Faisal Avenue. In addition, it is still possible to provide occasional service to the airport to connect buses coursing along the segment.

Figure 4-2: Alignment Extensions near Airport

4.3.2.3 Alignment between Safoora Roundabout and Malir Link Rd

219. Alternatives were considered for the alignment between Safoora Roundabout and Malir Link Rd, as shown in Figure 4-3. The original or primary alternative follows a southern alignment along University Rd. 2 (adjacent to the racecourse) that is shorter by some 2.1 km; however, there is less service potential in comparison with the alternative route that follows the alignment of University Rd. to Gate No. 5, then south along the Malir Link Rd. to Gate No. 6 where it joins the original proposed alignment. The alignment along the southern route is aggravated by the poor condition of the roadway and traffic congestion from tank trucks that congregate at a water filling station referred to as the Safoora Hydrant. Various alternatives were considered, including maintaining the original corridor alignment and elevating the lanes in the area of the water hydrant, while serving the new population areas north and east of the alternative route using mixed traffic service and off-corridor stations. Finally, it was decided that this option would not be selected, and service to the northern areas will be provided by means of an off-network, or direct service, bus line.

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Figure 4-3: Alternative Routes from Safoora to Malir Link Rd.

4.3.2.4 Alignment from People’s Roundabout to MA Jinnah Rd.

220. The alignment through this area effects the tie-in with the Green Line System, hence the difficulty in arriving at a suitable solution. Maintaining the original alignment (see Figure 4-4) is not feasible due to the lack of turning distance between an elevated section of the Green Line (to the north) and a depressed or subgrade section that begins shortly after the junction. Following the alignment on the drawing requires elevating that section of the Red Line to effect the tie-in. was selected despite its longer length”. Since some of this route also is shared by the Yellow Line, some integration or synergy is accomplished by it. There is no environmental ramification related to the selection among these options, though there are more trees in the median that will need to be removed along the route (Jigar Miradabadi Rd.) than along other routes.

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Figure 4-4: Alternative for Tie-in with the Green Line System

4.4 Business Model and Implementation

221. The ODBM consultant is preparing the business model and approach for tendering the operations of the system. Its approach proposes five contracts, administered by the proposed Public Transport Authority (PTA), covering the following major areas:

. Two-lot tender for BRT vehicle operators

. Tender for Fare System and ITS provider

. Tender for Commercial Activities provider

. Tender for Fund Manager

222. Under the operations contracts, the operator will be responsible for: procurement of BRT vehicles adhering to specified technical specifications, along with vehicle homologation and licensing, vehicle warranty, spare parts, and tools and diagnostic equipment; operation of fleet vehicles adhering to schedules set by PTA; dispatch of BRT vehicles; selection of drivers, conductors, and other employees; provision of maintenance services; provision of BRT system operation training to BRT vehicle drivers; and provision of advertising activities on the interior and exterior of the BRT vehicles.

223. The fare system and ITS provider will be responsible for: provision of fare system activities including equipment supply and operation & maintenance of hardware and software components of the system; issuance of smartcards, provision of top-up services and cash handling; provision of intelligent transport system activities including equipment supply and operation & maintenance of hardware and software components of the system; provision of station management services, which include provision of power, water and network connectivity as well as security, cleaning and maintenance of the stations and landscaping; management of kiosks

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and other commercial space on the stations; and management of advertising on the stations and the smartcards.

224. Finally, the Fund Manager will see to: auditing of system revenues; provision of escrow account services; and distribution of funds to due entities.

225. While many of these aspects have little direct impact on the environment, the most efficient business model that transfers rights and responsibilities to owner-operators will likely be the most pollution-free and sustainable approach.

4.5 Energy Efficiency, Pollution Prevention and Abatement

226. Many of the buses currently in use in Karachi have spark-ignition engines that operate on natural gas (CNG). New fleet additions for service on the BRT will not be fuelled by CNG, rather diesel, diesel-hybrid or electric buses are proposed. A study conducted in 2013 for the Federal Transportation Administration (Lowell 2013) compares benefits of different engine/fuel and propulsion system technologies.

227. The study found that CNG and diesel buses have similar over-all drivetrain efficiency. However, of 14 direct comparisons (diesel and CNG versions on the same bus platform), the diesel bus had higher fuel economy over 10 different tests. Hybrid buses consistently have higher average fuel economy than the diesel and CNG versions of the same bus platform on slow- and medium- speed test cycles, and annual fuel savings from operating new hybrid buses instead of new diesel buses could be as high as 3,100 gallons per bus. (Lowell 2013)

228. Regarding air quality, CNG buses were consistently shown to have lower NOx emissions and higher CO emissions than diesel and hybrid buses across all duty cycles, whereas hybrid buses generally have slightly lower NOx emissions than diesel buses. Modern diesel and hybrid technologies produce PM and hydrocarbon emissions well within the US EPA standard. Diesel and CNG buses emit very similar levels of CO2; while CNG has lower carbon content, the benefit is offset by the higher fuel efficiency of diesel. Hybrid buses generally emit lower CO2 than diesel or CNG buses due to their higher fuel economy. (Lowell 2013) In any case, reliable and uninterrupted supply of CNG will be an issue for CNG buses.

229. The preferred choice of fuel and propulsion is CNG-hybrid, which may be possible if certain constraints can be overcome, including use of CNG for public service vehicles (such as the BRT); and a reliable supply chain based on importation from Qatar. TMTD would also need to petition for permission to establish a CNG fuelling station; which is currently prohibited.

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5. Description of the Environment

230. The Environmental Base Map for the Project is shown in Figure 5-1. It shows the principal features of the Project and surrounding environment, including urbanized area, green space, water bodies, and administrative boundaries. Also shown are key institutional buildings and other proposed transport improvement projects. The map shows green space and roads with a zone of influence some 50 m each side of the proposed alignment; however, the zone of influence may be wider or narrower depending on the type of impact being considered.

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Figure 5-1: Environmental Base Map

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5.1 Physical Resources

5.1.1 Meteorology, Air Quality and Climate

Meteorological Parameters

231. Karachi is located just above the tropical zone on the coast of the Arabian Sea at 24.9 N latitude and 67.13 E longitude at about 20 m ASL (airport weather station). It is classified as BWh (arid/desert/hot) under the Köppen system. According to Budyko’s criteria, Karachi is characterized by the following parameters:

. Radiation index of Dryness: 7.54

. Budyko Evaporation 211 mm/year

. Budyko Runoff 1 mm/year

. Budyko Evaporation 99.5 %

. Budyko Runoff 0.5 %

232. Best estimate of annual rainfall is 212 mm. Net moisture allowance follows the pattern shown in Figure 5-2 and as can be seen, precipitation is exceeded by evapotranspiration for every month (arid/desert), hence it is only during heavy rains that Karachi experiences runoff. Note that these values as well as other data in this section are long term averages compiled by the FAO and 13 available through its “Climate Estimator”12F . No particular year is represented in Figure 5-2. On the other hand Figure 5-3 depicts last 9 years maximum and minimum precipitation at Karachi.

231.7 212.4 212.1 201.5 173.9 179.9 176.2 178.6

140.8 121.1 117.8 112.7 87 61

20 10 12 6 4 0 5 1 2 4

Precipitation Evapotranspiration

Figure 5-2: Monthly Average Precipitation (mm) and Evapotranspiration (mm) at Karachi Airport

13 The FAO Climate Estimator is a software program and database that provides estimates of average climatic conditions at locations throughout the world. The program can be used to create climatic maps and extract data in various formats for further processing, available at http://www.fao.org/nr/climpag/pub/en3_051002_en.asp. 382188 I 05 I D (75) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

100 days

75 days

50 days

25 days

0 days

Figure 5-3: Minimum and maximum Precipitation (mm) and Evapotranspiration (mm) at Karachi (2009-2018)

Source: Pakistan Metrological Department

233. Temperature ranges are shown in Figure 5-4. Cool weather can prevail during the night from November through March; however daytime temperatures are generally hot. Temperatures may reach 40 C during May (considered the hottest month), and extreme temperatures of greater than 45 C are not uncommon. No particular year is represented in Figure 5-4. On the other hand Figure 5-5 depicts last 9 years maximum, minimum and average temperature of Karachi.

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34.2 35.2 34.5 34 33 32.2 31.6 30.6 31.3 31.6 31.3 30.2 29 29 27.5 28.2 27.8 27.3 27.8 27 25.7 26.2

-C 25.2 25.2 24.5 23.8 22 21.1 20.2 19.5 18 17.7 15.5 Temp Deg Temp 12.5 11.6 10.3

mean max min

Figure 5-4: Monthly Averages for Mean, Maximum and Minimum Temperatures (Deg-C) at Karachi Airport

Figure 5-5: minimum, maximum and average temperature of Karachi (2009-2018)

Source: Pakistan Metrological Department

234. Despite arid conditions, humidity is relatively high throughout the year. The average annual relative humidity is 75.9% and average monthly relative humidity ranges from 60% in December to 85% in August (Table 5-1). Figure 5-6 depicts last 9 years average cloud and humidity of Karachi.

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Table 5-1: Humidity and Dew Point Temperature for Karachi Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Aver Relative Humidity (%) 61 70 77 79 83 83 83 85 84 79 67 60 75.9

Average Dew Point 12.2 15.4 20.2 23.2 26 27.5 26.6 25.7 25 23.5 18.6 13.4 21.5 Temperature °C ( °F) (53.9) (59.8) (68.4) (73.8) (78.8) (81.5) (79.9) (78.3) (77.1) (74.4) (65.6) (56.1) (70.6)

Comfor Comfor Very Severely Severely Severely Very Comfor Very Interpretation Humid Muggy Muggy Humid table table humid high high high humid table humid

Figure 5-6 Average cloud and Humidity of Karachi (2009-2018)

Source: Pakistan Metrological Department

235. Karachi weather is considered pleasant by some due to its breeze from the sea. The wind speed has highest velocities during the summer months, when the direction is south-west to west. Last nine years Maximum and average wind speeds are given in Figure 5-7 and the Onshore winds from the Arabian Sea contribute to humid conditions, with winds from the west- southwest and southwest 57 % of the time and are depicted in the wind rose in Figure 5-8.

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Figure 5-7: maximum and average wind speed of Karachi (2009-2018)

Source: Pakistan Metrological Department

Figure 5-8: Annual Wind Rose for Karachi

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Air Quality

236. The main sources of air pollution in Karachi include motor vehicles, uncontrolled waste burning, and industry, including metal working shops, chemical and engineering works, an oil refinery, railroad yards, jute and textile factories, printing and publishing plants, and food processing plants. Re-suspended dust, and small scale unlicensed businesses using ‘dirty fuels’ for manufacturing and production purposes are also contributors.

237. Air pollutant emissions are directly related to fuel consumption. Pakistan’s consumption of petroleum products is growing at 6 per cent annually, of which one-half is consumed by the transport sector. The high content of sulphur in diesel (0.5-1 %) and furnace oil (1-3.5 %) is a major contributor to air pollution. Energy from waste fuels such as waste paper, wood and textile waste contribute a disproportionate load. Industrial emissions are further compounded by the widespread use of small diesel generators in commercial and residential areas in response to the poor reliability of electricity supplies. (Hashmi, et.al 2005)

238. Air pollution from vehicles is severe, with high concentrations gaseous emissions, and fine particulate that cause respiratory problems for an exposed population. The number of diesel trucks and buses has increased. A major share of the emission load from motor vehicles can be attributed to low quality diesel fuel and oil burning two-stroke engines.

239. To offset this trend, Karachi has witnessed an increase in vehicles fuelled by compressed natural gas (CNG) in recent years and many formerly diesel fuelled vehicles have been converted to run on CNG. However, there has been a greater increase in traffic overall and Karachi has a preponderance of old buses that run on diesel fuel and produce high emissions. Buses and trucks cause significant air pollution and since the main sources of pollutants are traffic, and traffic has increased on the Red Line corridor, it is assumed that air quality has deteriorated as a result.

240. The main air pollutants in Karachi City are nitrogen oxides (NOX) sulphur dioxide (SO2) particulate matter (PM10, PM with diameter of 10 microns or smaller and PM2.5, i.e. PM 2.5 microns or smaller) and carbon monoxide (CO). Motor vehicles are the major source of PM pollution. Most of the PM pollution (>80%) comes from diesel-run vehicles. Sindh Environmental Quality Standards (SEQS) for these parameters in addition to lead (Pb) and ozone (O3) are set by the Government and have been promulgated at provincial level by the Government of Sindh as well as standards for vehicle emissions in line with Euro II. Finally, the Government has promulgated tailpipe emissions standards. All these standards are discussed in Sec. 6.4.1.

241. Karachi’s air quality generally is considered poor, however due to its sea breeze some of the pollution gets blown away. The information from methodologically constrained studies show mixed results as follows:

. A 1990 survey (Ghauri et.al. 1994) monitored CO at 9-10 ppm along the busy urban streets; maximum NO2 concentrations were 0.3-0.5 ppm during the daytime; with an ozone maximum around noon of 40 ppb and 50 ppb, below WHO’s interim quality guideline.

. A 2005 study by Hashmi et.al. that shows hourly readings over 24 hours for O3, SO2, CO and NO2 measured at five locations in Karachi. O3 concentrations were well within the WHO guideline of 100 µg/m3 8-hr average; NO2 and SO2 also were well within the WHO guideline of 200 µg/m3 (1-hr average) and 20 µg/m3 (24-hr), respectively.

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. The Feasibility Study and Development of a Transport Control Plan of Karachi Metropolis (May 2007) presented data for these parameters of air quality for three locations on M A Jinnah Road between Numaish and Tower. At that time all five parameters (NOx, SO2, PM10, PM2.5 and CO) were found to exceed the SEQS.

. Finally, another report (Kalwar 2014) quotes the World Bank’s data with the following maximum values: PM2.5 201 µ/m3; SO2 173 µ/m3; NO2 122 µ/m3; O3 86 µ/m3; CO 2 mg/m3. For reference, WHO’s interim target for PM2.5 is 35 µ/m3, whereas its guideline is 10 µ/m3. WHO guideline for O3: 100 μg/m3 -8hour mean. Both NO2 and SO2 are within WHO’s guideline for short term average concentration. (200 and 400 µ/m3 respectively). Data by this same author show excessive levels of PM at major intersections, including some along the Red Line, as well as SO2, NOX, O3 and CO, all exceeding WHO limits, based on data taken by SUPARCO in 2004.

242. In summary data indicate Karachi’s frequent bouts with poor air quality, but with some respite, and without consistent monitoring that might give a clear picture of the situation. Meteorology, e.g. freshening winds from the southwest from across the Arabian Sea, may have a large part to play in whether levels exceed recommended guidelines (either WHO or the Sindh ambient guidelines) on any specific day.

243. Air quality data taken during the preparation of the EIA at four locations along the alignment and two depot sites are shown in Figure 5-9 and the air quality data in Table 5-2. The four locations along the alignment were selected because they are representative of typical conditions: Tank Chowrangi in a relatively undeveloped and sparsely populated area, where residential neighborhoods are separated from the main roadway, which has only limited access; Karachi University in an extensible area of University Rd. set back from the roadway and not heavily developed, yet on a path to growth; Ashfaq Hospital a ‘sensitive receptor’ in a somewhat densely travelled and populous section; and Tayyab Mosque within the most heavily travelled section adjacent to People’s Secretariat Chowrangi and the Mausoleum. Given that only a limited number of air quality samples were to be taken and analysed, these locations seemed most representative of the overall alignment, and of greatest use in the analysis. Gaseous parameters are 24-hour averages compiled from hourly readings taken by SUPARCO using its mobile monitoring van. Particulates and lead are measured based on a high-volume sample taken over a 24-hr period. All values are within the relevant SEQS limits, though particulate parameters are high throughout.

Table 5-2: Ambient Air Quality along Alignment measured on 23-26 Jan 2018 (µg/m3)

NO NO NO CO SO O PM PM SPM Lead 2 x 2 3 2.5 10 Tank Chowrangi 6 20 26 1.8 15 14 57 114 361 0.19 Karachi University 27 51 78 2.7 18 22 57 133 391 0.21 Ashfaq Mem. Hosp. 25 42 67 3.3 25 21 65 126 410 0.25 Tayyab Mosque 28 46 74 2.8 30 23 49 128 390 0.28 Gulistan-Depot 7 20 27 1.5 24 13 39 109 254 0.18 Malir Depot 14 38 52 3.0 36 24 62 141 368 0.33 Related SEQS 40 80 -- 5 120 130 75 150 500 1.5 Related WHO guide line 200 100 25 50

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244. SEPA has started monitoring ambient air quality as of January 2018 from their Head Quarters located in the Industrial area of Korangi. All criteria pollutants are within SEQs limits except particulate matter as shown in Table 5-3

Table 5-3: Ambient Air Quality monitoring results at SEPA headquarter

Parameters SEQS 31-Jan 06-Feb 12-Feb 20-Feb 6-Mar 12-Mar 19-Ma 27-Mar 13-Apr 19-Apr 25-Apr 2-May 10-May

NO 40 14.73 12.72 13.26 13.93 7.23 19.55 19.42 19.55 19.02 18.75 19.55 19.02 19.69

NO2 80 51.75 52.98 50.11 48.46 33.68 52.16 45.59 51.96 46.2 48.46 53.8 52.57 50.11

SO2 120 38.86 119.71 46.57 37.14 26.29 64.29 54.86 71.14 61.71 68.86 63.11 71.14 72.86

CO 5 2.48 1.4 0.49 0.58 0.78 0.58 0.45 0.3 0.5 0.75 0.78 0.61 0.44

O3 130 16.07 20.57 7.71 70.29 8.14 5.12 11.79 16.5 8.57 7.07 12.86 8.36 5.36

PM2.5 75 - - - 84 89 81 48 88 91 81 83 94 64

PM10 150 245 264 98 ------

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Figure 5-9: Ambient Air Quality with sampling interventions

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Noise

245. Traffic is a major contributor of noise pollution in all the big cities of the World. Karachi is noted for its high level of noise from improperly maintained vehicles, weak and ineffective noise pollution regulations and lack of enforcement.

246. Noise levels recorded along the proposed alignment during project preparation in 2015 are shown in Table 5-4. One-hour Leq values ranged from 74 – 81 dBA, which exceed the standards set by the Ministry of Environment shown in Table 5-5. It is against a backdrop of high street-level noise that impact from the KBRT needs to be evaluated.

247. Results of noise monitoring during preparation of the EIA are shown in Table 5-6. These data are the maximum, median and minimum one-hour Leq values recorded over a 24-hour period at the locations. Figure 5-10 shows the 24-hour data, indicating that while overall values are not excessive, there is very little fall-off during the night-time hours in noise levels at these locations. The difference in the average of daytime (7 AM to 7 PM) and night-time values across four locations is less than 7 dB (70 vs 63 dBA).

248. Noise readings taken at additional 19 sites along the alignment, providing the necessary data for constructing an impact scenario related to noise described in Sec. 6.5.

Table 5-4: Noise Levels along Alignment recorded during the PPTA (2015)

Original Area/Junction Leq-hr (dBA) Leq-10 (dBA) Lmax (dBA) Chainage University Road Safoora Chowk 0+200 78.3 82.1 89.6 * Proposed Depot DEPOT 56.4 58.3 66.8 University Gate 3+900 74.2 76.3 82.7 Federal Urdu Sci. College 7+750 78.6 80.6 89.9 New MA Jinnah Road Jail Chowrangi 12+460 75.0 77.8 90.9 Shahrah E Qaideen SEQ 1+500 74.7 76.5 82.5 Mazar.e.Quaid Gate 14+000 73.5 75.8 79.9 MA Jinnah Road Fdepot Lines 16+380 80.6 81.9 97.3 Kaldiqu Dina Hall 18+900 76.8 79.2 84.9 Mereweather Tower 22+500 76 76.5 93.6 Shahrah E Liaquat Shahrah E Liaquat 02+250 78.5 81.7 92.8

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Table 5-5: Sindh Environmental Quality Standards for Noise

S. Category of Area/ Effective from 1 July 2010** Effective from 1 July 2012 No. Zone Limit in dBA (Leq)*** Day Night Day Night 1. Residential area 65 50 55 45 2. Commercial area 70 60 65 55 3. Industrial area 80 75 75 65 4. Silence Zone 55 45 50 45

Reproduced from SRO 1062(1)/2010 ** Note these regulations were made effective for the State of Sindh on 1 January 2015 (Notification No. EPA/TECH/739/2014) *** This is assumed to be a one hr Leq.

Table 5-6: Noise Levels recorded on 23-26 Jan 2018 (Leq-1 hr)

Tank Karachi Ashfaq Tayyab Gulistan Malir Chowrangi University Hospital Masjid Depot Depot Maximum 78.4 72.8 80.6 79.5 64 66 Median 64.1 66.3 68.9 68.35 59 60 Minimum 52.4 52.4 56.2 54.2 44 52

Tank Chowrangi Karachi University Ashfaq Hospital Tayyab Masjid Gulistan Depot Malir Depot Average

Figure 5-10: Hourly Trend in Noise Levels recorded on 23-26 Jan 2018

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Climate Change and Effects

249. Climate change acting hand-in-hand with urban dislocation and growth promises to exert a significant negative impact on Karachi’s urban infrastructure systems and services, its built environment and ecosystem services, and therefore on its urban population and economy. As one of the region’s coastal mega cities, which includes Manila, Bangkok, Jakarta, Mumbai and Shanghai, Karachi will face increased flooding and damage from unpredictable weather patterns along with other forms of extreme event including drought with attendant risks on water supply, heat waves with attendant effect on fuel consumption and water use, sea level rise that impacts mangrove and other ecosystems, flood water removal, and complicity with tropical cyclones. (Anwar 2012)

250. Another prominent study (Hasan et.al. 2017) maintains that Karachi, being a city of migrants located in the midst of an alien and unwelcoming province, suffers from a disconnect of governance that bodes ill for dealing with the effects of climate change:

“Of the estimated 3.35 million ‘illegal’ immigrants in Pakistan, 75 per cent (or 2.5 million) are settled in more than 100 migrant-concentrated residential areas in Karachi. Living conditions in these settlements are mostly cramped, and services such as clean drinking water, sanitation and solid waste disposal are hard to come by. Research from the region suggests that processes and structures of unplanned rapid urbanisation, environmental change and social exclusion reinforce urban vulnerability for migrants.” (p. 6)

251. The report concludes with recommendations to enhance capacity and political support for institutional reforms, reconstitute the low-cost housing market and support private and public- sector cooperation in health and housing provision, as means for reducing vulnerabilities among the Katchi Abadi population.

Figure 5-11: Katchi Settlements Flooded and Dry

5.1.2 Geology, Soils and Groundwater

252. The physical features of Karachi and the hinterland in southern Sindh includes plains, hills, rivers, valleys and coasts. The City covers an area of approximately 3,530 km2, comprised largely of flat or rolling plains, with hills on the west and north demarcating the limits of urban expansion.

253. Arabian Sea beaches line the southern coastline of Karachi. Dense mangroves and creeks of the Indus Delta can be found toward the southeast along the coast. Cape Monze, an area marked with projecting sea cliffs and rocky sandstone promontories is located toward the North West. Beaches can also be found in this area including nesting locations for the green turtle, like Hawkes Bay.

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254. Rocks ranging in age from Eocene to recent, deposited under shallow marine deltaic conditions are exposed. Karachi is a part of major synclinorium stretching from Ranpathani River in the east to Cape Monze in the west. (Hamid et.al. 2013) Mehar and Mol mountains lie in the north. Within the synclinorium a number of formations are exposed. The Geotechnical report prepared for this project (MML 2018) identifies these as:

. Kirthar Formation (Eocene) . Nari Formation (Oligocene) . Gaj Formation (Miocene) . Mancher Formation (Pliocene) . Dada Formation (Pleistocene) . Terrace Deposits . Piedmont and Sub-piedmont Deposits

255. The geological map of Karachi and surrounding areas is attached as Figure 5-12. Various rock formations have been folded to form anticlinal hills and synclinal valleys, with moderate to gentle dips. The fold axes run approximately north east to south west and there are two main zones. The first zone is to the east and northeast and is characterized by relatively more intense folding and faulting. Rocks ranging in age from Palaeocene to Oligocene are also exposed in this zone. The second zone is located in the center and to the west and southwest and comprises a large area that opens towards the south and consists of horizontal or near horizontal strata that form gentle undulations in the form of synclines and anticlines with low dips of 2 to 6 degrees (rarely up to 10 degrees). These folds have a general southward plunging direction.

256. According to the geological map, most of the project lies in the TMG designation, comprised of shales and limestones of the Gaj formation in the Kirthar Range. Some of the project area is located within floodplain deposits (Qfx). The Gaj Formation is divided into Lower (Mol) and Upper (Sharji) members. The lower member (Mol) is comprised of clay in the lower part and limestone in the upper part. The limestone unit is very hard, thinly-bedded, light brown to cream colored, massive and nodular. It is siliceous in some parts and may be fossiliferous, coralline and chalky where found exposed in a weathered escarpment. It is generally about 68 m thick and decreases in thickness toward the east. The Gaj formation, whether exposed or underground, encompasses most of Karachi and in particular around the project area.

257. Under the MML/MMP engineering design program, a series of test pits and boreholes were installed along the alignment for soil sampling and testing using a set of analyses for determining the engineering properties of the soils and underlying rock:

. Grain Size Analysis . Atterberg Limits . Natural Moisture Content . Specific Gravity . Triaxial Test . Unconsolidated Undrained Test (UU) . Modified Proctor Compaction Test . California Bearing Ratio Test (CBR) . Direct Shear Test . Unconfined Compressive Strength . Chemical Tests

258. While the data are extensive from these tests, the general condition is that road aggregate material to a depth of 1.5 m is found to overlie compacted silty clay, generally extending an additional depth of 3 m (ranging from 1.5 to 4.8 m), which in turn overlays interbedded sandstone and shale (the previously described Gaj formation). Limestone and mudstones may be present at specific locations, as well as sand and sandy-gravels in the upper layer. Some deeply bedded sands are found at some locations. The results of standard penetration tests place cohesive soils that were encountered in the range of very stiff soils, (SPT>17) and non-

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cohesive soils – the majority of soils present -- in the range of dense to very dense (SPT > 30). As per the geotechnical survey report (MML 2018), the soil profile in the project area is generally SC (sandy clay) having SPT values greater than 50 (very dense soil or soft rock) or SD at shallow depth (silty clay with traces of sand) with SPT values of 15-50 (stiff soils).

Seismic activity

259. Karachi is located in a moderate earthquake zone. Pakistan falls into three seismic zones. Zone- III is the most severe and Zone-I the least. The Karachi Building Control Authority has placed Karachi in Zone-II. Based on the actual events, past observations of fault movement and other geological activities, Karachi is situated in a region where moderate earthquakes may occur of magnitude 5.0 to 6.0 equivalent to intensity between VII and VIII on Modified Mercallis Scale (M).

260. On the basis of earthquakes experienced from 1970 to 2005 (see Figure 5-13), four seismically active zones have been identified in and around Karachi. One seismic zone lies to the west of Karachi, shown as the Ornach Nal Fault merging into the regional Chaman Fault. The zone extends southwest into the Arabian Sea and is aligned with the submarine Murray Ridge; to the north it extends towards Uthal-Bela areas. No large earthquake is known historically on the Ornach Nal system.

261. The second seismic zone follows the south-eastern margin of Kirthar Range from the north to the south, swinging ultimately towards the southwest. This zone includes Thano Bula Khan, Lakhra, Jhimpir, Jungshahi, Thatta and areas further south. The third zone passes across the eastern vicinity of Badin in the northeast-southwest direction along the eastern margin of the Indus Delta. The fourth seismic zone straddles the Pakistan-India border. Earthquakes of low to moderate magnitudes — 3.1M to 4.0M and 4.1M to 5.0M — dominate in these zones. (Sarwar and Alizai 2013) Quakes of higher magnitudes (above 5.0M) take place to the southeast in the Rann of Kutch, which is a known high-risk area. Records show that earthquakes of low to moderate magnitudes have occurred in the following zones – Murray Ridge-Sonmiani-Uthal, south-eastern Kirthar, and NESW Badin. Moderate magnitude earthquakes in Jangshahi, Thatta, Jhimpir and Thano Bula Khan Area produce low to moderate intensity shocks in Karachi, as experienced in 1985.

262. The seismic zoning for Karachi was revised after the 2005 earthquake. Probabilistic Seismic Hazard Assessment (PSHA) carried out for revision of seismic provisions of the Building Code of Pakistan shows that Karachi falls in Zone 2B. The Zone 2B has Peak Ground Acceleration (PGA) in the range of 0.16g to 0.24g for a return period of 475 years and is considered to be at ‘Moderate’ risk of a major earthquake event. It is recommended that project structures be designed for the requirements of Zone 2B. (MML 2018)

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Figure 5-12: Geological Map of Karachi and Surrounding Area

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263. Some earthquakes of more than 4M have taken place in the west of Karachi in the Arabian Sea but the earthquakes were not felt in Karachi. The great Bhuj earthquake of 2001, measured 8.0 on the Richter scale and caused enormous damage in Ahmedabad and its surrounding areas but did not cause much damage in Karachi or Hyderabad; even though these two Pakistani cities are situated not far away from the epicentre at Ahmedabad. (Bilham et.al. 2007)

264. Bilham et.al. (2007) traces the historical record with the destruction of the major population centre of Bhaminabad around 980 A.D., and other major seismic events, to show the potential for a major earthquake in the Karachi area. Sarwar and Alizai (2013) support the hypothesis of increasing activity among faults and subduction zones near Karachi, and the potential for tsunamis to add to the earthquake threat.

Figure 5-13: Historical Reconstruction of Earthquakes in the Vicinity of Karachi and Southern Pakistan

From Bilham et.al. 2007 265. Seismic risk is set out in the geotechnical report for the project as follows: (MML 2018) The alignment is located in a seismically active zone of moderate intensity (Zone 2) that corresponds to intensity VII of the Modified Mercator scale. “The Probabilistic Seismic Hazard Assessment (PSHA) carried out for revision of the seismic provisions of the Building Code of Pakistan (NESPAK 2007), shows that the site area (Karachi) falls in Zone 2B. The Zone 2B has Peak Ground Acceleration (PGA) in the range of 0.16g to 0.24g for a return period of 475 years and is considered to be at ‘Moderate’ risk of a major earthquake event. It is therefore recommended that the project structures should be designed to cater for the requirements of Zone 2B.”

5.1.3 Hydrology, Water Quality and Sediment

266. Four drainage systems are said to encompass Karachi City, the Lyari, the Malir, the Budnai, and small streams referred to collectively as the coastal basin. These can be seen generally on the

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following map (Figure 5-14), with the alignment for the BRT Red Line shown in red as a road (second from bottom, center), a drainage divide, or crest along some of the alignment, and wholly within the Malir drainage along the north-eastern section. The Malir River Basin and the Lyari River Basin contribute about 80% of the surface runoff from the City.

267. Thus, the natural drainage system of Karachi City includes mainly the tributaries of the Malir and Lyari Rivers, both of which share areas within the Project. While these are perennial streams, instream flow is intermittent, and fresh water inflow depends on rainfall and runoff; both rivers also intercept discharges from sewer lines and outfalls and carry sewage to the sea from all parts of the City. The Budnai Basin and the Coastal Basin are minor basins. The Malir River flows from the east towards the south and centre, and the Lyari River stretches from north of the City to the southwest ending in the Arabian Sea. Karachi Harbour is another hydrographic landmark, and is a sheltered bay to the southwest of the city, protected from storms by Sandpit Beach, Manora Island and Oyster Rocks.

268. Drainage channels collect surface runoff through hundreds of small/large side channels and lined nullahs (drains) that serve as important components of the drainage network. These are generally dry built channels and streambeds that flow into the main rivers described above. Whenever a heavy rain takes place, the huge amount of runoff that course through these channels may cause the rivers to overflow their banks and spread over adjacent floodplains. In any event, the drainage network of the city is severely stressed due to increased runoff from paved surfaces, and encroachment on drainage channels.

269. The Lyari River is an ephemeral stream having a substantial catchment area starting from as far back as the Badra range of hills, some 100 km north of the city. Its catchment covers an area of 700 km2, out of which approximately 150 km2 is in the metropolitan area.

270. The river is the main contributor to an estimated amount of 200 MGD of sewage that enters the Arabian Sea. A large number of industries including leather tanning units, pharmaceuticals, petrochemicals, refineries, chemical, textile, paper and pulp, engineering works and thermal power stations, located along the river, regularly discharge their untreated industrial waste, including the waste flows from the SITE industrial estate in Orangi that flows via the Orangi Nala to the Lyari and thence to the ocean. (Nergis et.al. 2013) A range of contaminants affect the marine ecology along the coastal shelf.

271. Malir River is shorter with a smaller drainage area. It is ephemeral and is constituted from two major tributaries, the Mol and Khadeji, as well as some minor tributaries. Khadeji is a perennial stream that originates at Khadeji falls and gains flow as it travels across the Malir Basin. The Malir and Khadeji River basins include dry hill torrents and flow depends upon precipitation during rains. Once the Malir enters urban space, it receives large amounts of industrial effluent from the Korangi industrial area, and discharges into the sea. Data by the World Bank (2006) report values of 650 and 1,250 mg-COD/L for the Lyari and Malir Rivers, respectively.

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Figure 5-14: Generalized Schematic of Drainage Basins in Karachi Metropolitan Area

from Akhtar and Dhanani 2012. Ground Water Quality

272. Karachi obtains its drinking water from the Indus River about 120km to the east and the Hub River in the west. Some limited groundwater is extracted for private use in the Karachi area, but groundwater resources in the Karachi area are limited. The aquifers close to the coastal belt are mostly saline and unusable for domestic purposes. Aquifers near the Hub River are well developed and serve as sources of water for agriculture and domestic use. The aquifers are estimated to lie at depths of 50-100 m.

Water Quality Monitoring

273. Samples were taken from two water taps on the Karachi Water and Sewerage Board supply network, one at the KWSB water hydrant in front of the Racecourse and the other at the KWSB water Hydrant near Dawood Engineering University. In addition, a sample was taken from a deepwell located at the Jamia Masjid Bait-ul-Mukaram (Jamia Mosque). All samples were analysed for the set of drinking water quality parameters specified in the SEQS (2014). The analytical results are shown in Table 5-7 and their locations are shown in Figure 5-15 theses are indicative of drinking water suitability of water supplied through pipeline and from deep wells in use in the area. Coliform is present in most samples, indicating inadequate chlorination or perhaps cross-contamination. All other parameters are within the range specified by the SEQS.

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Figure 5-15: Water Quality & Vibration Monitoring location points

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Table 5-7: Drinking Water Suitability of Hydrants and a Well in the Project Vicinity

S. No. Parameters Unit *SSDWQS Tap Water #1 Tap Water #2 Deep well

1 E. Coliform MPN ND/100 ml 27 ND 32 2 Fecal Coliform MPN ND/100 ml 42 ND 56 3 Total Coliform MPN ND/100 ml 69 ND 88 4 pH - 6.5 – 8.5 8.11 7.92 7.92 5 Color TCU ≤ 15 2 2 2 6 Taste - Acceptable Acceptable Acceptable Acceptable 7 Odor - Acceptable Acceptable Acceptable Acceptable 8 Turbidity NTU < 5 0.93 1.18 1.08 9 Total Hardness mg/l < 500 270 279 713 10 TDS mg/l < 1000 423 431 1285 11 Aluminium mg/l ≤ 0.2 0.041 0.05 0.16 12 Antimony mg/l ≤ 0.005 ND ND ND 13 Arsenic mg/l ≤ 0.05 ND ND 0.014 14 Barium mg/l 0.7 0.13 0.112 0.197 15 Boron mg/l 0.3 0.098 0.073 0.128 16 Cadmium mg/l 0.01 ND ND ND 17 Chloride mg/l < 250 79 81 179 18 Chromium mg/l ≤ 0.05 0.007 0.006 0.019 19 Copper mg/l 2 0.012 0.013 0.008 20 Cyanide mg/l ≤ 0.05 ND ND ND 21 Fluoride mg/l ≤ 1.5 0.11 0.14 0.23 22 Lead mg/l ≤ 0.05 ND ND ND 23 Manganese mg/l ≤ 0.5 ND ND ND 24 Mercury mg/l ≤ 0.001 ND ND ND 25 Nickel mg/l ≤ 0.02 ND ND ND 26 Nitrate mg/l ≤ 50 2.8 3 8 27 Nitrite mg/l ≤ 3 ND ND ND 28 Selenium mg/l 0.01 ND ND ND 29 Res. Chlorine mg/l 0.2 - 0.5 0.04 0.05 ND 30 Zinc mg/l 5 0.064 0.049 0.141

Climate Vulnerability—Flooding

274. Despite dry conditions, flash flooding is common (see Figure 5-16). Pakistan’s regional flooding in 2010 left one-fifth of the country’s land area submerged. Flooding of Karachi on 1 Sept 2017 left 16 dead. These and other similar events seem not to be addressed in a statistical fashion in the literature, though causative factors are mentioned including blocking of drainage channels through land encroachment by both wealthy and poor inhabitants. Drainage is enough of a critical factor to be overly compensated for in the design of streets for the more affluent parts of the City.

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Figure 5-16: Images of Flooding in Karachi

275. Although the climate of Karachi is arid and rainfall is low and highly variable, whenever torrential rain comes and heavy rainfall occurs within a short duration surface runoff intensifies. This is because the rate of water percolation into soil is lower than the amount of rain water falling on the surface. Heavy showers take place in the city either due to the effects of tropical storms usually in June, which rarely affect coastal areas but bring heavy showers for short periods and cause flooding. As the result of a tropical storm (6 June 2010) Karachi received 130 mm rain within a day which caused huge surface runoff. The heavy monsoon rain mostly occurs in July and August and is the main cause of flooding in the city. However, its reoccurrence is estimated to occur at between about 3 to 5-year intervals. Flood affected areas of the city and areas susceptible to flooding include the old city areas such as Kharadar, Mithadar, Bunder Road, Ram-swami and Arambagh.

5.2 Biological Resources

5.2.1 Flora

276. The definitive source of information on Karachi’s flora is Jafri (1966). In his taxonomy, he included 72 families, 249 genera and 403 species, excluding some of the commonly cultivated and almost naturalized taxa. Work by Hussain et. al. (2010) and others have documented species loss. Their assessment is that, for more than 35 % of the species mentioned in Jafri’s Flora of Karachi can now be included in the Red Data book for threatened species, and categorized as extinct, endangered, vulnerable, rare, indeterminate, or threatened. (Hussain et.al. 2010)

277. Hussain et.al. (2010) lists 16 native tree species that are threatened, 11 threatened species of shrub, and 29 species of understory shrub species, also considered threatened. Threatened woody climber species number 11, and herbaceous climbers that are threatened number seven (7); while herbaceous plants (herbs) considered threatened number 59. The authors state that

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among trees Tecomella undulata has become locally extinct, along with three other tree species that are endangered, and one (1) in the rare category (Mimosa hamata).

278. Some time back, Karachi University campus provided the best representation of the flora of Karachi. As of 2010, many have been eradicated, so that the main repositories remaining of Karachi’s native and indigenous plants are in the protected and enclosed areas of Malir cantonment, Shah Faisal cantonment, Masroor Airport area and Korangi, and PAF base area. (Hussain et.al. 2010)

279. The principal habitats are arid hills and low lying sandy areas found in and between the courses of the Lyari and Malir rivers that run through Karachi City. Hillside vegetation comprises mainly camelthorn (Prosopis spicigera), wild caper (Capparis decidua) and large succulents such as Euphorbia caudicifolia. Sandy areas are typically vegetated with a sparse cover of small trees such as Acacia senegal, Zizyphus nummularia and Prosopis cineraria (mesquite), and shrubs such as Leptadenia pyrotechnica, Colotropis procera, Rhazya stricta, Inula grantioides, Zygophyllum, simplex and Sueda fruticosa. Species on calcareous hills include Vernonia cinerascens, Commiphora wightii, Grewia tenax and Euphorbia caducifolia. Shallow slopes with varied soils at low altitudes are populated by (trees) Zizyphus nummularia, Salvadora oleoides, and Capparis deciduas. Shrubs such as Grewia tenax, Seddera latifolia, and Rhazya stricta are the most commonly found species, together with the grasses Ochthochloa compressa, Cymbopogon jawarancuss and Aristida funiculata.

280. Prosopis cineraria (mesquite), Indigofera oblongifolia, a perennial shrub found in a range of habitats including grassland, bushland and sandy soils, and Euphorbia caducifolia, a succulent that grows profusely on sandy soils, form the most common combination of native vegetation of Karachi City.

281. However, a wide variety of trees has been introduced over the years and the Karachi University Botanical Garden, opened to the public in 2008, exemplifies many of these species, with over 2,000 exotic and indigenous plant species represented. While the Garden is located on 80 ha of land at the campus near the alignment, KUBG is set back sufficiently far so as not to be affected by the project.

282. Destruction of native plants occurs through clearing of brush and ‘cleanliness drives’, where those instigating these moves are unaware of the plants being eradicated. Habitats have shrunk and species numbers been reduced placing many on the threatened species list. Work undertaken by the Red Line should take care not to further reduce habitats for native tree species.

283. EMC (2015) lists some nine types of tree, 10 shrubs, and two grasses as likely to be present in the area of the Green Line alignment. The tree count conducted for the Green Line identified some 72 tree types. Vegetation of the hill slopes and hillsides comprise mainly camel thorn (Prosopis spicigera), wild caper (Capparis decidua) and large succulents such as Euphorbia caudicifolia.” A similar ecological setting is present in undeveloped open space along the Red Line alignment. It is difficult for animals and plants to survive the natural environment around Karachi due to severe arid conditions, land clearance activities and other impacts of urbanization. Natural areas of vegetation are restricted in the urban area to depressions and low-lying areas where moisture can gravitate, condense and be available for part of the year.

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284. The total count of the trees and plants along the alignment are 26,693 and fruit trees are 712. The remaining 22,981 are forest and ornamental trees. Overall there are 38 different tree species occurring along the proposed BRT Redline alignment. Fruit species are 7; remaining 31 are forest and ornamental species. Annex 7 provides the common, English and scientific names of the listed species.

285. More than two-third of the enumerated trees are of Conocarpus (Buttonwood); about 8 % are Neem trees; 3% are Lignum (Wood for Life); and another more than 14 % are mixed trees of different forest, ornamental and fruit species of less than 4 inches dbh. This leaves 7% of the counted trees belonging to the remaining 35 tree types (species).

286. The vegetation (tree count) survey conducted for the Red Line are identified in Table 5-8. Description of means for tracking trees removed during construction, and replanting trees, is described in Section 6.12. The complete tree count survey study is attached as Appendix I.

Table 5-8: BRT Red Line, Tree Count Survey: Summary of Distribution of Enumerated Trees among the Median, Right Side and Left Side of the Transport Corridor

S-2 S-7 S-9 S-10 Strip S-1 S-2 S-3 S-4 S-5 S-6 S-7 S-8 S-9 S-10 Total (A-D) (A-D) (A-C) (A-B)

Median 541 431 203 1,538 435 868 467 259 255 303 950 630 1,566 589 9,035

Right 687 302 70 298 42 168 1,263 2,085 - - 254 441 948 1152 7,110 Side Left Side 24 9 554 33 309 568 1,402 - 56 - 476 283 1,167 540 5,421

Total 867 510 1055 1,613 912 2,699 3,954 259 998 303 1,680 1354 3,681 2281 21,566

Explanatory Note: In addition, 812 and 1,224 trees have been enumerated in Bus Depot- 1(Johar) and Bus Depot-2 (Malir Halt) respectively. When these are added to the trees enumerated along the proposed BRT Red Line road route (21,566), the total of enumerated tress comes to 23,602.

5.2.2 Fauna

Avian Fauna

287. Shaukat and Raza (2016) conducted long term observations of avian species at Karachi University and Dow University campuses (1996-2015, K.U. and 2008-2015 D.U.H.S.) Bird species identified over the period are listed in Table 5-9.

288. These locations are close by the Red Line alignment, and so can be said to share ecological space with the alignment. However, since the Red Line will be built in the median of what is a 50 m wide roadway right-of-way, these ecologies share little similarity, and few if any of these species would remain present for long in the space where the BRT is to be constructed. Where campuses have preserved an ecological setting with both native and planted trees and foliage that allow bird life to flourish, such is not the case along the median of the roadway; trees planted in this setting function to buffer the air and noise pollution load from vehicles. Few birds are expected to be found roosting in trees along the roadway median.

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Table 5-9: Birds of Karachi and Dow University Campuses (1996—2015)

Scientific Name Common Name

Streptopelia tranquebarica Little Brown Dove Streptopelia senegalensis Laughing Dove Columba livia Blue Rock Pigeon Corvus splendens Sindh House Crow Dendrocitta vagabunda Rufous Treepie Passer domesticus House Sparrow Passer pyrrhonotus Sind Sparrow Alauda arvensis Eurasian Skylark Hirundo rustica Barn Swallow Motacilla alba White Wagtail Motacilla flava Western Yellow Wagtail Lanius vittatus Bay-Backed Shrike Lanius meridionalis Southern Grey Shrike Acridotheres ginginianus Bank Myna Acridotheres tristis Common Myna Sturnus roseus Rosy Starling Pycnonotus cafer Red Vented Bulbul Pycnonotus leucogenys White Cheeked Bulbul Cinnyris asiaticus Purple Sunbird Phylloscopus collybita Chiffchaff Estrilda amandava Red Avadavat Lonchura punctulate Scaly-Breasted Munia Amandava amandava Red Avadavat Dicrurus macrocercus Black Drongo Phoenicurus ochruros Black Redstart Copsychus fulicatus Indian Robin Turdoides striata Jungle Babbler Coturnix coturnix White Wagtail Francolinus pondicerianus Grey Partridge Francolinus francolinus Black Partridge Upupa epops Hoopoe Merops orientotalis Green Bee-Eater Coracias benghalensis Indian Roller Halcyon smyrenensis White-Throated Kingfisher Alcedo atthis Common Kingfisher Milvus migrans Black Kite Circaetus gallicus Short-Toed Snake-Eagle Circus aeruginosus Western Marsh-Harrier Accipiter badius Shikra Egretta garzetta Little Egret Bubulcus ibis Cattle Egret Ardeola grayii Indian Pond Heron Vanellus indicus Red-Wattled Lapwing Psittacula krameria Rose-Ringed Parakeet Eudynamys scolopacea Asian Koel Tyto alba Barn Owl Athene brama Spotted Owlet Pterocles exustus Sandgrouse Dipnopium benghalensis Golenbacked Woodpecker (Shaukat and Raza 2016)

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Mammals and Reptiles

289. EMC (2015) listed some 19 mammals, of which six are domesticated bovines, and six species of reptile, known to have been present in Karachi district. See Table 5-10. Only a few would be found in the typical urban space of the built-up City, and even less along the median where construction takes place. Most information in the literature related to fauna currently inhabiting areas near Karachi in Sindh Province focuses on the coastal zone including its mangrove embayment fringe and areas around Buleyji that are rich in marine biodiversity.

Table 5-10: Mammals and Reptiles Historically Present in the Area of Karachi District

Common Scientific Name Status

Mammals Indian Hedgehog Paraechinus micropus Very rare Asiatic Jackal Canis aureus Rare Chinkara Gazalla bennetti Very rare Indian Fox Vulpes bengalensis Rare Small Indian Mongoose Herpes javanicus Common Indian Pangolin Manis crassicaudata Rare Indian Desert Cat Felis silvertris ornate Rare Indian crested porcupine Hystrix indica Rare Ratel or Honey badger Mellivora capensis Vulnerable Hog Deer Axis porcinus Very rare Cairo Spiny Mouse Acomys cahirinus Rare Grey spiny mouse or Rock mouse Mus saxicola Rare Desert cat Felis libyca ornate Rare Hares, rabbits Common Domestic Bovines: Domestic Sheep Ovis aries Domestic Cattle Bos Taurus Domestic Goat Capra hircus Indian Water Buffalo Bubalus arnee Arabian Camel Camelus dromedaries Domestic Horse Equus caballus Reptiles Spiny tailed lizard Uromastyx hardiwickii Common Krait Bangarus caerulus Vulnerable Indian Python Python molurus Very rare/ Endangered Mugger Crocodylus palustri Vulnerable Gharial Gavialis gangeticus Endangered Marsh crocodile Crocodulus palustris Endangered

5.3 Socioeconomic Resources

290. There are many reports and documents available describing the socioeconomic setting of Karachi. The USAID/IMMAP Pakistan Development Perspective report (USAID/IMMAP, undated) provides a comprehensive overview with data and graphics, but without any particular theme. The work by Anwar et.al. (2013) is aimed at characterizing gender themes in the development of the City, and provides much detailed and quantitative data. ADB’s Megacity Final Report (ADB 2005) also contains extensive textual and tabular data related to development themes. Infrastructure conditions along roadways are described in the ITDP final report related to Karachi NMT & Parking Improvement Plan & Design (ITDP 20115a). A number of transport planning documents, such as the KTIP reports and others, also contain excellent through

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somewhat dated summaries of Karachi’s urban environment. Results obtained from primary socioeconomic survey and the above mentioned reports have been used to describe the socioeconomic conditions of Karachi in overview, and then, to the extent possible, for the areas nearby the Red Line alignment.

291. The project is located in Karachi the capital of Sindh province and Pakistan’s biggest commercial hub. The city accounts for more than 90 per cent of Pakistan’s foreign trade and contributes to more than 30 percent of Pakistan’s industrial production. The city is made up of 20 contiguous towns. The pattern of incomes shows that 9.5% are extremely poor and another 14 per cent are transitorily poor. It may be said that 50 percent of the population are below the poverty line. There is a continuous growth in the slum areas.

292. A sample survey targeting sensitive receptors (including mosque, educational institute, hospitals and parks) was conducted along the Redline KBRT route in October and November 2018. Figure 5-18 and Figure 5-19 depict the locations where the survey was conducted. The questionnaire aimed to clarify perceived advantages and disadvantages of KBRT Redline project.

293. Respondent identified advantages for the project in terms of time saving and will provide comfortable journey, reliable, have better emission controls, good for handicap and will give new jobs to vendor stall. Almost 80% of respondent believe it will paint a positive picture of the province and provide better infrastructure in development of the area. 65% of people think project will provide cost saving and only 30% were in favour of having women bus drivers.

294. Disadvantages of Redline KBRT was divided into construction and operation phase. Most of the people felt that traffic jams and noise will be an issue of concern during the construction phase of KBRT and a small number of people had concern for dust and tree cutting. During operation phase of KBRT only 40% of individuals think that project will cause loss of livelihood for existing bus owners, Bus conductors, Bus drivers, Chingchi and Taxi drivers.

295. The results of public consultations are contained in section 8.3.4. Figure 5-17 below shows locations of the public consultations and socioeconomic activities.

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Figure 5-17: Socio-economic Survey and Data Collection

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Figure 5-18: Sensitive Receptors Mazar to Karachi University

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Figure 5-19: Sensitive Receptors from Mosamyat to Malir Depot

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5.3.1 Population

296. Provisional results of the 2017 census show urban Karachi with a population of 14,910,352 capita, an increase of 58% over the 1998 urban population 9,448,808. Karachi’s population increase was outstripped over the same period by Lahore (116%), Peshawar (100.4%) and Islamabad (91.8%). Karachi grew at an average annual rate of 2.43%.

297. Karachi’s urban population is divided into six districts, two of which also contain rural populations (see Table 5-11). Cantonment areas are not counted and are generally considered not to be part of the city.

Table 5-11: District-wise 2017 Population for Karachi Division

POPULATION - 2017

1998- 2017 Sex average Administrative Population Households Male Female Tsxual Total ratio annual units 1998 2017 growth rate KARACHI DIVISION 2,770,074 8,439,659 7,610,365 1,497 16,051,521 9,856,318 110.9 2.6 RURAL 193,871 606,588 534,499 82 1,141,169 407,510 113.49 5.56 URBAN 2,576,203 7,833,071 7,075,866 1,415 14,910,352 9,448,808 110.7 2.43 Districts KARACHI CENTRAL 538,983 1,543,950 1,427,349 327 2,971,626 2,277,931 108.17 1.41 KARACHI EAST 509,239 1,528,019 1,379,225 223 2,907,467 1,472,896 110.79 3.64 KARACHI SOUTH 327,518 943,546 848,010 195 1,791,751 1,478,047 111.27 1.02 KARACHI WEST 634,459 2,065,847 1,848,553 357 3,914,757 2,089,509 111.75 3.35 RURAL 44,051 149,220 134,014 13 283,247 73,568 111.35 7.34 URBAN 590,408 1,916,627 1,714,539 344 3,631,510 2,015,941 111.79 3.14 KORANGI 421,618 1,284,015 1,172,737 267 2,457,019 1,561,742 109.49 2.41 MALIR 338,257 1,074,282 934,491 128 2,008,901 976,193 114.96 3.86 RURAL 149,820 457,368 400,485 69 857,922 333,942 114.2 5.08 URBAN 188,437 616,914 534,006 59 1,150,979 642,251 115.53 3.11

Data from the USAID/IMMAP report shows population density in some areas reaching as high as 60,000 cap/sq km and the largest demographic between 5 – 9 yrs. (Figure 5-21)

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Figure 5-20: Administrative map of Karachi

Figure 5-21: Population Distribution by Area, Age and Sex.

From USAID/IMMAP undated.

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5.3.2 Land Use

City-wide Aspects

298. From a city-wide perspective, two aspects of land use predominate. One is the presence of the katchi abadi, or squatter developments that dominate in some areas of the City. According to ADB (2005), rapid and uncontrolled growth of the city has resulted in unregulated development and inappropriate land-use changes, with an estimated 50% of the population living in unplanned, poorly serviced and heavily polluted informal settlements. Karachi has been noted for an extreme level of violence over the last ten years, with one of the highest murder rates of any city in the world. The general discourse holds that violence originates in these closely packed informal settlements. While the abadis may be centers for crime and violence, they also constitute the living space of poor and vulnerable people. According to UN research, most of the migrants who end up living in such vulnerable circumstances tend to be women. (Anwar et.al. 2013) The growth of ‘Abadis' in Karachi has been extensive, increasing from 212 distinct areas in 1958 to more than 500, as identified by Arif and Hamid (2008).

299. As described in Anwar et.al. (2013) a series of decrees have been passed to regularize and formalize the abadis, which have been more or less successful in achieving some permanence for their inhabitants. The Sindh Katchi Abadis Act (1987) set out criteria for formalizing unplanned settlements, as did the Sindh Gothabad Act (1987) and others. These decrees for land regularization also set out exceptions such as the minimum number of households (40) that must be present in order to establish eligibility for regularization. Without regularization, those who reside in an unplanned settlement may not receive financial or livelihood support.

300. Unplanned settlements define the city’s spatial landscape and remain critical in housing over 60% of its population. Unplanned settlements have grown at twice the rate of planned settlements, fuelling Karachi’s urban expansion. (Anwar et.al. 2013)

301. Another aspect of land use is characterized by guarded communities for the wealthy. These developments are situated along new infrastructure corridors such as the Super Highway where the city’s rapidly expanding middle and upper-middle class population resides. (Anwar et.al. 2013) The upper classes tend to reside in securitized and well-served suburban housing estates, some located in close proximity to the city centre, such as the Defense Housing Authority (DHA) area near Clifton Cantonment. High concentrations of wealth can be found in these estates where new areas of commerce and services have emerged.

302. There are of course many other aspects of city-wide land use, such as the old city areas that are mainly built up with five to six storey buildings surrounding MA Jinnah Road. The Central Business District (CBD) is located here and in the direction of the Port. Buildings are older and support mixed use with commercial, shipping offices, and residential space.

303. The Central Business District (CBD) is formed by Saddar Town and neighboring Keamari and Jamshed Towns, and is an area of concentrated commercial and business activities. The main municipal administration buildings are located in the CBD, Keamari and Saddar Town. The next most important area for upscale commercial development is Clifton Cantonment. Otherwise, commercial land use is primarily observed along the main roads. Industrial land use is primarily in the hinterland of the Port of Karachi and Port of Bin Qasim, SITE Town, Korangi Town and Landhi Town.

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Localized Aspects

304. The KBRT Project lies along a commercial urban thoroughfare called University Road that runs for about 20 km from Mazar – e – Quaid mausoleum and Peoples Secretariat Chowrangi (intersection) to and beyond the Karachi University area. The alignment is built up on both sides with the dominant land use of mixed commercial and institutional use, plus some off-ground floor residential space. Areas adjacent to the roadway support schools, colleges, hospitals, offices, parks and theme parks, and mosques. Some particular aspects of land use along the alignment are:

. Areas toward the west support commercial uses mixed with residential, with high-rise buildings.

. The area toward the east end of University Road (Safoora Chowk to Safari Park) is dominated by educational institutions on the north side and mixed commercial/residential use (and open space) on the south.

. The area between Safari Park and Sir Syed University has civic, religious and educational institutions along the north side with a mix of recreational, commercial and civic institutions on the south.

. Near National Stadium Road the major land uses on the north side contains open space, a park and the Central Jail. The south side contains civic, commercial and residential land use.

. The Malir Link Rd. contains little development that faces directly onto the road, and while there are a number of housing developments along its length, there is limited direct access.

305. A projection of land use along the project corridor taken from the PPTA IEE document is shown in Figure 5-22. The map does not show land uses along the Malir Cantonment Link Rd, and includes the area from Mazar-e-Quaid to Bolton market along MA Jinnah Rd, which is no longer part of the project. Land use in the vicinity of the project shows to be primarily that of residential occupancy combined with open space. This is misleading in some respects, as ground inspection shows mixed occupancy of buildings adjacent to the roadway for New MA Jinnah Rd. and University Rd. There are also numerous institutions along the thoroughfare that don’t appear on the map. Ground inspection indicates that institutional use, commercial space (some of it extensive, such as the Civic Centre) and buildings supporting mixed uses (commercial on ground floor and residencies above), or residential units in the second tier of buildings back from the roadway is the rule. Also, there are numerous mosques and educational institutions along New MA Jinnah and University Rds.

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Figure 5-22: Land Use along the Red Line Corridor

5.3.3 Physical Infrastructure

306. Roadway transport infrastructure, motorized and non-motorized, along the alignment is characterized by a broad right-of-way, generally 50 m wide, well developed road surfaces divided by a center median, generally modern and efficient intersections often incorporating grade separations and ramps for merging traffic, but less well-developed pedestrian facilities and generally non-delineated lanes for bicycle travel. Sidewalks are generally in place, but may not be contiguous, or may be broken, in disrepair, or occupied by vendors or parked and sometimes derelict vehicles. Drainage systems provide comprehensive coverage, but may not function well due to clogging, disrepair or lack of adequate inlet capacity. Street lighting is installed along the median or shoulder of the roadway; electrical and communications cable is generally, but not always, above grade.

307. In some locations (particularly near People’s Chowrangi) mixed residential and commercial buildings are built close to the road ROW, which, when coupled with on-street parking, limits the walking space for pedestrians (Figure 5-23). Other areas, especially to the eastern extremity of University Rd along the alignment, are not well developed, such as the area near Safoora Roundabout (Figure 5-24).

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Figure 5-23: Buildings with No Setback from Figure 5-24: Area near Safoora Roundabout ROW

308. Electrical power is supplied throughout the Project area from the grid. The low voltage distribution network runs on poles adjacent to the alignment. Poles and lines are inside the ROW and some may need to be relocated before work commences.

309. Karachi Water & Sewerage Board (KWSB) is the sole public water service provider, supplying water for around 90% of the population through pipelines or by tank truck. The remaining 10% of the population depends on groundwater. KWSB pumps water from the Dumlottee Well Field, located on the banks of Malir River about 30 km to the northeast of the city, which is mostly depleted. The Indus River now serves as the main source of water for Karachi. About 550 MGD is taken at the Kotri Barrage through the Kalri Baghar feeder to temporary storage at Kinjhar Lake. Another major source of water for Karachi is Hub Dam. About 100 MGD of water is supplied to Karachi from the dam. The Hub Dam forms a multi-purpose reservoir along the Hub River approximately 50 km to the north-west of Karachi.

310. Telecommunications are provided by Pakistan Telecommunications Ltd. (PTCL) and other private companies. Pakistan Telecommunication Authority (PTA) regulates the establishment, operation and maintenance of telecommunication systems and the provision of telecommunication services across the Country. Telecommunications cables run parallel to and sometimes across the KBRT Project alignment and will need to be protected during the works. Some poles and lines may need to be relocated before the KBRT works start in order to ensure continuity of the system. Cell phone are the main means of telecommunication.

5.3.4 Schools and Universities

311. A number of schools, trade schools and universities are found along the alignment, many of national importance. Karachi University, more properly known as the University of Karachi, is a public research university, and is one of the oldest universities in Pakistan, being established as a federal university in 1951 under the leadership of Oxford trained Dr. ABA Haleem. The NED University of Engineering and Technology also is a public research university and one of the oldest institutions of higher learning in Pakistan. The university is named for its benefactor, donor and philanthropist Nadirshaw Eduljee Dinshaw. Sir Syed University of Engineering and Technology, also located along University Rd., is a private research university. Aligarh Institute of Technology is located nearby along University Road. The Federal Urdu University of Arts, Science and Technology, is a public research university located near the National Institute of Public Administration (NIPA) in the residential area of Gulshan on University Rd. NIPA itself undertakes training, research and management consultancy through organizing training courses

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for middle-level officers of Government and autonomous bodies, on behalf of the Government, and independently. The Dawood University of Engineering and Technology is a public university established in 1962. Its initial financial endowment and foundation stone was laid by the former President of Pakistan Ayub Khan. The University was established by Dawood Foundation under the supervision of Seth Ahmed Dawood in 1964.

312. Other lesser known trade schools, private colleges and secondary schools are located in the area. City-wide origin-destination surveys conducted by the ODBM consultant show that most public transportation trips originate near Defence Chowk, Sachal Goth, University of Karachi and in Saddar Town, while most destinations of public transportation trips are to Dawood Chowrangi, Sachal Goth, University of Karachi, Jamshed Town and Saddar Town. The volume of origins and destinations observed along the Red Line Alignment shows the importance of this area for Karachi. Also important is the middle part of the Red Line Alignment, near NIPA, where the survey identified a great number of destinations. (EE 2017)

5.3.5 Public Transportation Facilities

313. Railways use more than 100 km of track length for commuter services within the Karachi metropolitan area. Some important stations connecting this system are located near the KBRT project. These stops are on the Karachi Circular Railway (KCR).

314. The KCR began its operation in 1964 using trains pulled by diesel locomotives to make some 12 round trips a day around the City. The system deteriorated and transport volume declined annually, adversely affecting profitability. The system ceased to operate in December 1999. The Karachi Transportation Improvement Project (KTIP) identified the KCR as an important element in Karachi’s future public transport system. KCR operations were resumed on one section of the main line, and a study was done to evaluate repairing the existing 30 km of the circular section and 14 km on the main line, with a provision to extend services to Karachi International Airport. Full-scale restoration has not been implemented due to lack of funds, and rejuvenation of the KCR system is still in proposal stage.

315. Air travel is dominated by Pakistan International Airlines, a state-owned airline headquartered at Jinnah International Airport. PIA operates scheduled services to 23 domestic destinations and 30 international destinations in 27 countries across Asia, Europe and North America. Its main bases are Karachi, Lahore and Islamabad/Rawalpindi, with secondary bases at Peshawar, Faisalabad, Quetta, Sialkot and Multan. The airport location is relatively near the eastern end of the KBRT Red Line corridor.

316. Transport within the Project area is dominated by private vehicles and buses. Traffic surveys by the ODBM consultant provide a detailed look into transport usage along the Red Line Route. The report (EE 2017a) outlines the types of traffic surveys conducted, methodology adopted to execute each type of survey and the outcome of these surveys. The report confirms that public transport has reduced during the last decade due to insufficient investment, resulting in a shift of demand from public transport towards other modes of transport, including motorcycles/private vehicles and informal Chingchi Rickshaws, despite increased in petroleum prices. Referring to JICA’s 2005 study, the report states that Karachi’s public transport makes up only 4.5% of the total vehicle fleet but serves about 42% of passenger demand, without dedicated lanes or other feasible traffic management intervention. Whereas private vehicles make up 36% of the total vehicular traffic but carry only 21% of passengers.

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317. While survey data are extensive and will be analysed by the ODBM consultant, it is important for the EIA to characterize in a simple fashion the current mix of vehicles along the Red Line route and how that mix will be altered by the functioning of the Red Line BRT. In order to depict the traffic mix, the average daily traffic volume (ADTV) at a selected location from the “Classified Mid-Block Results Summary” presented in EE 2017a (Appendix A of the ODBM Interim Table 3-2), as well as the total values from that table are presented herein (Table 5-12). Note that the results for the selected location (Site 35, University Rd. near Ashfaq Memorial Hospital) and those for the entire record of some 44+ sites are generally similar, indicating that the site is representative of the whole, and of other sites. Figure 5-25 and Figure 5-26 show similarity between these data records. The greatest proportion of vehicles is motorcycles, followed by cars and 3-wheelers, which together make up 96 and 93% of the total vehicle count at Monitoring Site 35 and overall, respectively.

Table 5-12: Summary Data from ODBM Classified Mid-Block Survey (Site 35 and Total) Car Taxi 3-whlr M/cycle Coach

Site 35 38,010 767 15,341 51,803 385 Total 804,278 25,673 323,983 1,392,924 28,738 Site 35 35% 1% 14% 47% 0% Total 30% 1% 12% 51% 1% Large Mini Bus Light Frt Truck Trailer Total Bus Site 35 1,499 177 523 1,407 73 109,985 Total 39,960 17,792 29,480 44,412 11,086 2,718,326 Site 35 1% 0% 0% 1% 0% 100% Total 1% 1% 1% 2% 0% 100%

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University Rd. near Ashfaq Mem. Hosp. (35) 0% 1% 1% 1% 0% 0%

Cars Taxies 3-whlrs 35% motorcycle Coaches Mini Bus 47% Large Bus Light Freight

1% Single Unit 14% Trailers

Figure 5-25: Proportion of Vehicle Types (Site 35)

1% 1% Total 2% 1% 0% 1% Cars Taxies 30% 3-whlrs motorcycle Coaches Mini Bus Large Bus 51% 1% Light Freight 12% Single Unit Trailers

Figure 5-26: Proportion of Vehicle Types (All Sites)

5.3.6 Employment and Livelihoods

318. Karachi’s burgeoning population is in part attributed to good employment opportunities in trade and industry. Karachi is said to have an “overtly industrial character” in contrast to its “agricultural hinterland”, a development trend likely to further the polarization between urban Karachi and rural areas, and inevitably widen the gap between the city and its hinterland. (ADB 2005) Other sources also point out the extreme difference in income among different social groups and also between provinces.

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319. Unemployment remained around 5 % post‐ 1993‐1999, but increased sharply to over 8 % in 2002. Following that, the rate fell during 2003‐07 and reached a low point of around 5 % in 2008‐09. It rose again to 5.6 % in 2009. Overall there has been a decline in unemployment since 2003‐4.

320. Economic growth contributes to real wage increase, employment and poverty alleviation. Forces of supply and demand in the labor market jointly determine wage rates and numbers of people employed. Labor demand is linked to remittances from overseas Pakistanis as well as to the structure of the economy, as represented by land ownership and control over financial assets.

321. Also, there is a demographic transition taking place in Pakistan, and youth employment opportunities take centre stage, since new arrivals to the work force must be absorbed productively. While the labor force is growing every year, opportunities for employment are declining. Even so, youth unemployment in Pakistan is below the global average.

322. Trends in age‐specific unemployment rates differ considerably for males and females in the labor force. Male unemployment has increased in the last two decades whereas female unemployment has decreased. The gap between the projected female working age population and the projected labor force is likely to increase sharply over time. While a reduction in this gap is desirable, and unemployment among females has historically been higher than among males, the gender gap has narrowed considerably over time.

323. Many unemployed males are students enrolled in colleges, universities, and professional and technical education institutes. The rates of employment in electricity, gas and water, construction, manufacturing, trade (including restaurants and hotels) in urban Sindh are much higher than in the nation. Urban Sindh’s participation in finance is almost double the national rate. According to one estimate, 90 % are migrants from different backgrounds and the population is estimated to be growing at about 5 % per year, mainly as a result of internal rural- urban migration, including an estimated 50,000 migrant workers coming to the city every month from different parts of Pakistan. (USAID/IMMAP undated)

324. Employment is in a variety of sectors. Several industrial zones including Landhi, Korangi, FB Area, North Karachi, Dhabeji and Port Qasim were built during the 1990s. Korangi Creek Industrial Park (KCIP) commenced operations from 2013, contributing around Rs 40 billion annually to the national GDP and providing approximately 30,000 direct and 180,000 indirect jobs.

325. Karachi has a large industrial base located in these industrial zones on the fringes of the main city. Karachi has over 15,000 industries in the organized sector while there are more than 50,000 units in the informal sector that are not under the purview of the Labor Department. About 70 % of total industry of Pakistan is located in Karachi and in the Bin Qasim Industrial Area, mostly in the Sindh Industrial Trading Estate (SITE), Landhi Industrial Trading Estate (LITE), Korangi Industrial Area, and West Wharf Industrial Area. In addition, Karachi has a vibrant cottage industry and there is a rapidly flourishing Free Zone with an annual growth rate of nearly 6.5%. Karachi has an Expo Centre, which hosts many regional and international exhibitions. Karachi is home to major industrial associations.

326. Karachi is a major seaport and contains the country’s two major ports, the Port of Karachi and Port Mohammad Bin Qasim. The city also is an important hub for the fishery industry in Pakistan, and major fishing ports include Karachi and Korangi Fishing Ports. About 300,000 people are

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connected with the fishing industry; subsidiary industries provide employment for another 400,000 people. (USAID/IMMAP undated)

5.3.7 Public Health

327. Public Health System facilities in Karachi include:

. Outreach and community-based activities that focus on immunization, malaria control, maternal and child health, family planning and the Lady Health Workers program;

. Primary care facilities that focus on outpatient care;

. Taluka and district headquarters hospitals for basic inpatient and outpatient care;

. Tertiary care hospitals; and

. Teaching hospitals and centres of excellence

Table 5-13: Medical Facilities in Karachi

Sr. No Karachi Division Total number of Hospital, dispensaries & Laboratories 1 Karachi Central 88 2 Karachi East 88 3 Karachi Korangi 90 4 Karachi Malir 111 5 Karachi South 111 6 Karachi West 150 7 Along the alignment 04

328. Vaccination rates are good indicator of attention to public health. Rates given for Karachi (2011) for children 12-23 months that have been immunized (by type of antigen (%)) are as follows:

BCG (TB) DPT1 DPT2 DPT3 POLIO1 POLIO2 POLIO3 MEASLES

97 97 96 94 92 91 88 92 329. According to IMMAP, 74.5 % of children under 12 are fully Immunized (2011-2012), and 91 % of pregnant women have received tetanus toxoid Injection. Mortality statistics are given in Table 5-14.

Table 5-14: Mortality Statistics of Karachi and Nationwide

Sr. Type of Mortality Number of Lives National Average*

1 Infant Mortality 81/1000 64/1000 2 Maternal Mortality 314/100,000 178/100,000 3 Under 5 Mortality 101/1000 79/1000

* The World Bank data at https://data.worldbank.org/indicator/SH.STA.MMRT. 330. Karachi mortality rates are higher than the national average on all three indicators.

HIV/AIDs

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331. HIV has shown to be a serious and tenacious problem for Pakistan. However, as reporting in NACP/UNAIDs 2015, conservative religious values and cultural normative systems have contributed to keeping the epidemic from becoming generalized, remaining concentrated in key populations, persons who inject drugs (PWID), men who have sex with men (MSM), transgender persons (TG), and female sex workers (FSW). In general Pakistan has done poorly in controlling HIV and AIDs, and following a 2013 Mid-Term review of its program in meeting UN general assembly goals, Pakistan was found not to be on target for over 50 per cent of their targets. A report in the national news gives a gloomy performance of the Sindh Aids Control Programme, wherein “only five treatment centres are working in the entire Sindh province, with Karachi leading the patient burden. Non-availability of medicines is another crucial hindrance in tackling the disease.”(Geo TV 2016) According to one report (Memon 2012), Karachi’s HIV prevalence in risk groups in 2011 was 5.9% among MSW (male sex workers), 12.3% for HSW (Hijra sex workers), 1.9% for FSW (female sex workers) and 42.2% among IDUs (intravenous drug users). From 2003 to 2007, HIV prevalence among IDUs in Karachi rose from 0.3% to 23% in 2004 and has reached 42% in 2011. (Samo et.al. 2013).

5.4 Physical Cultural Resources

5.4.1 Religious, Historical, Cultural and Archaeological Sites

332. A number of mosques can be found along University Avenue, and the Mausoleum for M.A. also known as the Jinnah Mausoleum or the National ,( ﻣﺰار ﻗﺎﺋﺪ :Jinnah. Mazar-e-Quaid (Urdu Mausoleum, is the final resting place of Quaid-e-Azam ("Great Leader") Muhammad Ali Jinnah, the founder of Pakistan. Designed in a 1960s modernist style, the mausoleum also contains the tomb of his sister, Māder-e Millat. The mausoleum is set back some 130 m from the edge of the right-of-way. Mosques within the area of the alignment include the Al-Raheem Mosque, Jama- Masjid-Taqvee, M-Ibn-Tamiayah Mosque, Masjid Bait-ul-Mukaram, and other lesser known mosques. Other than these structures, there is no specifically historical or archeological structure or site on the alignment.

333. Historical and archaeological sites can be affected by excess ground vibrations, and must be sufficiently accounted for to avoid vibration damage. See Sec. 6.6 for further comment on the effect of vibration on historical structures.

334. As per antiquities act 1975 and amended 1992 ‘notwithstanding anything contained in any other law for the time being in force, no development plan or scheme or new construction on, or within a distance of two hundred feet of a protected immovable antiquity shall be undertaken or executed accept with the approval of the Director General’.

5.4.2 Visual, Aesthetic and Recreational Resources and Scenic Qualities

335. Open spaces and parks are found along the alignment. The Safari Park, a theme park emphasizing broad water bodies and captive animals for viewing. Karachi Safari Park (Urdu: opened in 1970, and is a publicly funded 'family-only' park covering an area of ,( ﮐﺮاﭼﯽ ﺳﻔﺎری ﺑﺎغ 148 acres, located in Gulshan-e-Iqbal, adjacent to the alignment. It has a zoo, geared with viewing facilities like a chairlift and safari tracks, as well as two natural lakes. A privately funded amusement park, Go Aish, is located in the Safari Park's vicinity.

336. There are three parks located adjacent to the alignment. Mir Usman Park, which contains some captive wild animals, the Wildlife Aquarium and Askari Park, which is built on the site of old Sabzi Mandi (Fruit & Vegetable Market). Askari Park was inaugurated by President General Pervez

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Musharraf and is a family park. It has a staff of around 170 people with standby generators and desalination water plant onsite. Most of the park is monitored by surveillance cameras. The adjacent aquarium is air-conditioned and has a large collection of fish with excellent maintenance. There is also a reptile house. Hakeem Saeed Playground, also located along the alignment, is a family-only playground named after Hakim Mohammed Said who was a medical researcher, scholar, philanthropist, and the Governor of Sindh Province from 1993 until 1996.

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6. Anticipated Environmental Impacts and Mitigation Measures

6.1 EIA Methodology

337. The methods that are used for assessment of impact are based on a structured approach that:

. Considers the factors that are incorporated into the ADB’s SPS and regulatory requirements for the assessment of environmental effects as defined by the SEPA;

. Builds upon the initial environmental examination (IEE) prepared during the project preparation-technical assistance for the Project, as well as the scoping that took place in that effort;

. Considers issues raised by the public and other stakeholders during consultation and engagement activities;

. Integrates engineering design and programs for mitigation and monitoring into a comprehensive environmental planning and management process.

338. The EIA focuses on environmental values of particular concern in both biophysical and human environments, and addresses Project-related and cumulative environmental effects. Project- related effects are changes caused by a project or activity arising as a result of the proposed principal works; whereas cumulative effects are changes is caused by an action associated with the Project in combination with other projects or activities.

339. Mitigation measures are proposed, and residual effects after mitigation are set out in the context of a discussion on the combined significance of an effect in terms of criteria such as magnitude, extent, duration, and other factors. Some aspects of the assessment are set out using data tables to facilitate the evaluation.

340. The majority of impacts occur due to construction activity, and the success of mitigation depends on compliance by the construction contractor with environmental controls and effective monitoring.

341. Categories of potentially affected environmental values that were identified through scoping include: air quality; noise; vibration; traffic and transport; community and occupational health and safety; water use, quality and drainage; solid wastes and hazardous materials; historical, cultural and archaeological monuments and artifacts; vegetation and wildlife; public infrastructure and utilities; socioeconomic issues related to operations including female vulnerability, job displacement and affordability; mitigation and adaptation aspects of climate change; and cumulative impacts.

342. Existing environmental conditions are characterized in the context of the impact analysis contained in the following sections. Environmental effects are assessed by superimposing the Project onto the existing environment and evaluating potential effects through descriptions of how an environmental effect will occur, or how the Project will interact with the environment, and how mitigation measures reduce or eliminate the environmental effect. Impacts are assessed across construction and operation phases. Follow-up measures that are recommended to assess the effectiveness of the planned mitigation, as well as any required monitoring.

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343. The significance of any impact is considered in light of its magnitude, likelihood of occurrence, and its possible duration in line with commonly applied methodologies as described in numerous articles (see, for instance, https://www.dec.ny.gov/permits/91829.html). Categories for magnitude, duration and likelihood are used as shown in the following matrix:

Impact Magnitude Duration Likelihood Significance [summary Slight Short-term Unlikely Insignificant description] Low Medium-term Occurrence possible Moderately significant Medium Long-term Occurrence possible Moderately significant High Irreversible Occurrence Highly significant probable 344. To the extent possible, the evaluation of these variables is linked to quantitative assessment but may also be based on the best judgment of the analyst given his or her familiarity in similar situations. In any event the selection of one criteria over another must be justified in the process of assessment. In general, the combination of variables (magnitude and likelihood) coupled with the expected duration can be expected to yield a significance in line with that shown in Figure Figure 6-1 Impacts with moderate to high significance require mitigation, and in some instances mitigation measures may be put into place for impacts of low significance as preventive actions or simply due to good practice.

Significance Assessment: Green = Low; Red = High

Likelihood Unlikely Possible Probable Slight SHORTER DURATION Low Medium

Magnitude High LONGER DURATION

Figure 6-1: Ranking of Significance in the Evaluation of Impacts

6.2 Screening of Potential Environmental Impacts

345. Screening is conducted using the ADB Rapid Environmental Assessment (REA) Urban Development Checklist as shown in Appendix B. Preliminary Screening for Climate Risk was also done using a checklist provided by ADB.

346. The project is classified as category A due to the potential for diverse impacts occurring in a built up urban environment. Significant adverse impacts may occur during construction from air pollution, noise caused by construction equipment, and traffic congestion. Environmentally sensitive areas are located along the construction zone including schools, hospitals and mosques. Excavations along the route alignment threaten to interrupt cross traffic and cause major disruption in daily movement of people in the absence of pre-planning. Dust generated by construction equipment, hauling of large quantities of earth and road building materials, and the constant movement of mixed traffic nearby construction areas will cause significant impact if not mitigated over the duration of the construction activity. Some cumulative effects are possible in

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conjunction with other on-going development activities. Operations impacts, primarily having to do with excessive noise, are possible in the area around depots.

347. In addition, climate risk screening has led to a scoring of “Not Likely” across all aspects, considered a low risk project in respect to climate risk.

6.3 Design and Preconstruction Phase

348. A screening process has been conducted in accordance with ADB policy. As demonstrated by the REA Screening Checklist, no critical habitat, environmentally sensitive area or physical cultural resource is encroached upon or affected by the project.

349. The environmental assessment takes into account alternatives in location and design. Impact mitigation, public consultation and disclosure are being carried out. The Project aims at pollution prevention by selection of the most practical means of motive power for the buses, within the range of affordability. Community and occupational health and safety are incorporated into early planning and design.

350. Strategic decisions related to alignment, off-network services and integration are resolved along with detailed design. Features that complement environment, health and safety are incorporated into the project during the design phase. Preconstruction planning for traffic management, occupational health and safety, and utility relocation reduce vulnerability to impact during actual construction.

6.3.1 Planning and Facility Location

351. Depot locations and alignment alternatives are described in Chapter 4. These demonstrate the proponent’s intention to evaluate the viable alternatives within the original scope of the Project, alternatives that incorporate environmental objectives alongside economics, social benefits and practicalities for integrating the Red Line with other elements of the Karachi BRT system, both planned and in progress. Tie in with the Green Line on the western end drives the selection among alternatives at that location. Provision of service to outlying communities and the airport factors in the selection of alternative alignments and extensions on its eastern extent.

6.3.2 Environmental Aspects of Design

352. Principles related to health and safety, energy conservation, environmental, and access/use for women and disabled have been incorporated into the design. Specific design factors to reduce women’s vulnerability during use of the BRT are listed in Section 6.14. Various aspects of the system support access for the disabled. Overhead bridges spanning traffic lanes provide access to stations; and vehicles will be equipped with an electronic “boarding bridge” at the median doorways and a manual boarding bridge at the curb-side doorways. A boarding bridge is a ramp extension that eliminates any gap between the platform and the vehicle, which enables safe boarding and alighting of disabled persons and other vulnerable passenger groups, such as small children, the elderly, and parents with prams. For curb-side doorways, a manual pull-out boarding bridge is used that is manually put into place by the driver when there is a special needs passenger who requires the boarding bridge.

353. Vehicles are specified to provide an on board wheelchair bay that will be designated a priority area for wheelchair patrons as well as other disabled persons and customers with prams. The wheelchair bays will have signage indicating this prioritization. A pictogram indicating this priority will also be placed adjacent to the exterior of the doorway nearest to the wheelchair bay.

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6.3.3 Utility Relocation Planning

354. A utility survey was undertaken during the detailed design through consultation with utility service providers. Its verification is an essential part of project implementation, followed by relocation prior to award of contract. Overall, utility relocation involves the following steps:

i. Identification of utility agencies involved along the alignment (see Table 6-1)

ii. Collection of underground utility data from the concerned agencies

iii. Plotting the utility data on topographic alignment CAD drawings

iv. Review of data by utility agencies

v. Checking of major subgrade infrastructure to avoid shifting major utilities

vi. Field verification by GPR system/trench excavation

vii. Identification of utilities for relocation

viii. and relocation of utilities

355. It is typically the responsibility of the Detailed Design Engineer to coordinate utility relocation prior to start of construction. The agencies that have utilities that could be affected by construction of the BRT are listed in Table 6-1. Meetings have been conducted with these agencies and information gathered that is collated by the MML team. Data received from all agencies have been superimposed on drawings. Utility survey and verification continues in parallel with civil design work, including field verification of critical utility locations. The preliminary outcome of utility relocation should serve as a basis for further work by the construction contractor. Design teams are weighing costs and design options where conflicts appear unavoidable. The effort provides a high degree of certainty regarding locations and means for resolving utility conflicts. To mitigate disruption in utilities the contractor will endeavour to provide new services prior to dismantling of existing services. Similarly to minimize traffic jams caused by excavations, relocations of utilities, material handling and storage of necessary materials etc, a traffic management plan will be prepared and communicated to the concerned utilizing the best information system and networking available. The Contractor will be responsible for preparing and implementing Utilities, Telecommunications Relocation Plan, Material Handling & Storage Plan, Dust management Plan, Traffic Management plan and a Communication Plan as part of its SSEMP that will include an emergency response plan for repairing damaged utilities and restoring service in the shortest time possible. (See Sec. 6.13.)

Table 6-1: Interface Agencies for Utility Relocation

SN Authority Concerned Utility 1 Cantonment Board (CB) Water, Electric, Gas Line and communication lines 2 Karachi Metropolitan Corporation Street lighting (overhead), Road-side drain, Signalling cables. 3 Karachi Water and Sewerage Board Water, Sewerage & Drainage Pipelines. 4 Karachi Electric Supply Corporation (KESC) Electric Lines, over-head & underground 5 Sui Southern Gas Company (SSGC) Gas pipelines 6 National Telecommunication Corporation Telephone lines (copper cables and optical fiber cables) servicing primarily government 7. Pakistan Telecommunication Company Ltd Mobile, telephone exchanges and fixed-line (PTCL) network 8 Others

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6.4 Air Quality

6.4.1 Standards/Criteria

356. Air pollutants have potential adverse impact on human health and maintenance of surfaces, structures and outdoor space. The dominant air pollutant during construction is suspended

particulate matter (SPM) measured as total SPM, or PM10 or PM2.5 (respirable fractions of SPM). The dominant form of pollutant during operations may be any one of the gaseous pollutants discharged with diesel exhaust (NOx, HC, and CO) along with diesel particulate, a particularly noxious form of SPM due to the presence of potentially carcinogenic polycyclic aromatic hydrocarbons (PAHs).

357. Ambient pollutant concentrations are regulated under the SEQS reproduced in Table 6-2 Note

that the 24-hr values for PM10 and PM2.5 correspond to WHO interim – I values for these pollutants (WHO 2005), which are approximately 3 time higher than the recommended guidelines of the WHO Table 6-3). Limits on vehicle emissions also are regulated, as shown in Table 6-4 in accordance with the Tier II Pakistan standard, which corresponds with the EU-II standard. Table 6-2: Sindh Environmental Quality Standards for Ambient Air

Time-weighted Concentration in Pollutant Method of Measurement Average Ambient Air Annual Average 80 µg/m3 Ultraviolet fluorescence Sulphur Dioxide (SO ) 2 24 hrs 120 µg/m3 method Annual Average 40 µg/m3 Gas phase Oxides of Nitrogen (as NO) 24 hrs 40 µg/m3 chemiluminescence Annual Average 40 µg/m3 Gas phase Oxides of Nitrogen (as NO ) 2 24 hrs 80 µg/m3 chemiluminescence 3 Non-dispersive UV O One hr 130 µg/m 3 absorption Suspended Particulate Matter Annual Average 360 µg/m3 High Volume sampling (SPM) 24 hrs 500 µg/m3 Respirable Particulate Matter Annual Average 120 µg/m3 3 Β ray absorption (PM10) 24 hrs 150 µg/m Respirable Particulate Matter Annual Average 40 µg/m3 3 β ray absorption (PM2.5) 24 hrs 75 µg/m Annual Average 1 µg/m3 Lead (PB) AAS method 24 hrs 1.5 µg/m3 8 hrs 5 mg/m3 Non-dispersive infrared Carbon Monoxide (CO) 1 hr 10 mg/m3 method (from EPA/TECH/739/2014) Table 6-3: WHO Air Quality Guidelines (2005)

Pollutant Time-weighted Average Concentration in Ambient Air

3 Sulphur Dioxide (SO2) 10-min average 500 µg/m 24 hrs 20 µg/m3 3 Oxides of Nitrogen (as NO2) Annual Average 40 µg/m 1 hr 200 µg/m3 3 O3 8 hr 100 µg/m

Respirable Particulate Matter (PM10) Annual Average 20 µg/m3 24 hrs 50 µg/m3 Respirable Particulate Matter (PM2.5) Annual Average 10 µg/m3 24 hrs 25 µg/m3

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Table 6-4: Emissions Standards for New Vehicles (g/kWHr)

Type of Category/ Tier CO HC NO PM Vehicle Class x Heavy Duty Diesel Buses Pak-II 4.0 1.1 7.0 0.15 Engines European standards for comparison

Euro II diesel trucks EU-II 4.0 1.1 7.0 0.15 Euro III and buses EU-III 2.1 0.66 5.0 0.10

358. In addition, black smoke and carbon monoxide (CO) are regulated as shown in Table 6-5 these standards may also be used as the project standard applicable to construction equipment working onsite.

Table 6-5: Sindh Environmental Quality Standards for Motor Vehicle Exhaust and Noise

Standard (Maximum Permissible Parameter Measuring Method Limit) Smoke 40 % on the Ringelmann scale during Comparison with chart at >6 m engine acceleration mode Carbon Monoxide 6 % Under idling conditions; non- dispersive infrared detection Noise 85 dBA Sound meter at 7.5 m from source 6.4.2 Air Quality Impacts during Construction

359. Construction activities generate SPM (mostly dust) that can become entrained in the air depending on prevailing site and meteorological conditions. The problem is made worse due to the generally dry conditions that prevail in Karachi. Mud and particulates from trucks may be deposited along main transport corridors and in residential neighbourhoods where construction trucks are routed, either from uncovered loads or by shedding from the undercarriage. Affectees of dust and exhaust emissions also include nearby residents/ office workers. If uncontrolled, particulate is bothersome to pedestrians and people passing in open vehicles, especially cyclists; small diameter particulates contribute to respiratory disease.

360. Heavy trucks and construction equipment powered by gasoline and diesel engines generate CO and NOx in exhaust emissions. These emissions are temporary and limited to the immediate area surrounding the construction site. Heavy trucks and construction equipment are expected to conform to the Sindh Environmental Quality Standards for Motor Vehicle Exhaust provided in Table 6-5. Contractors will be required to certify their equipment and heavy trucks in use at the jobsite that the equipment conforms to Sindh environmental quality standards for noise and air emissions. The process of certification may be by submittal of manufacturer’s certificates for new or nearly new equipment. Equipment more than two years old should be tested and certified to produce emissions within the prescribed limits.

Particulate matter is by far the most important air pollutant during construction, and arises primarily from dust along roadways and open excavations. A number of causes for high particulate levels were observed at a typical roadway construction site in Karachi, including dirt stockpiled along the roadway near driving lanes; failure to keep driving lanes free of dirt and dust; broken and torn-up road conditions for lanes still in use; materials storage in ROW; mud-

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laden water pumped from excavations and allowed to cross the roadway; and failure to contain the construction work within clear boundaries. These and other construction-related factors lead to high dust levels throughout the alignment where work is in progress and much inconvenience to the public, which has to share the space. Ambient conditions may be poor even before the start of construction, yet can deteriorate significantly when coupled with dust entrainment and exhaust emissions from equipment operations at construction sites and SPM and exhaust emissions from transport vehicles traveling on broken roadways. The assessment of significance is as follows:

Impact Magnitude Duration Likelihood Significance Air Quality Medium— SPM Medium-term— Occurrence Moderately Impacts during liable to be may be present probable— significant— Construction moderately more or less over based on requires active elevated above the duration of observation of mitigation ambient levels construction road construction in Karachi. 6.4.3 Mitigation measures during Construction

361. Air quality impacts associated with construction activities will be minimized by progressive application of the following measures:

. Remove spoil materials and excavated dirt quickly or stockpile away from trafficked areas; prevent wind from entraining particulate from stockpiles through watering or covering.

. Clean exposed surfaces using dry methods at or near work sites along the alignment, along haul routes and at other locations where dust is a problem.

. Maintain roadway surfaces adjacent to the on-going work on the alignment to prevent the development of broken pavement and potholes

. Remove mud and windblown dust deposited on roadways at construction sites and haul routes

. Spray water at work sites and on unpaved surfaces within work spaces and fabrication yards

. Cover and/or wet down materials onsite at regular intervals

. Maintain slow speeds (<15 km/hr) for vehicles traveling on unpaved roads in construction zones

. Cover loads during transport of loose sand, aggregate and spoil materials by truck

. Provide washing facilities at the gates of casting yards and materials storage sites if necessary to remove mud from wheels and undercarriages

. Provide certification that construction equipment brought onto the job complies with Pak-II exhaust emissions standards, and assure equipment is properly maintained.

. Concrete batch and asphalt plants must be located at a distance of more than 500m from any sensitive receptor (i.e. schools, hospitals and residential areas).

. Utilize specialized water spraying techniques for suppression of dust during construction, and develop a methodology for optimizing dust suppression using water spraying as a part of the Dust Control Plan

362. These mitigation measures shall be implemented by the contractor as necessary to limit airborne dust and exhaust emissions in the vicinity of worksites. The CSC through the Resident Engineer may require any other measures deemed to be practical and effective for controlling airborne

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dust. The Contractor is required to address systematically air emissions abatement at the outset of construction work through preparation of a Noise and Dust Control Plan that will form part of the SSEMP.

6.4.4 Construction Monitoring

363. The Contractor will be required to monitor particulate matter in the vicinity of construction sites, temporary sites including construction yards and storage areas, and access routes. Baseline 14 conditions along the alignment often exceed SEQS standards 13F , which should be taken into account when evaluating air quality conditions during construction. If community complaints arise, the contractor will intensify use of mitigation measures to minimize air quality impacts. In addition, the Contractor is required to certify emission controls on construction equipment and vehicles. Special attention must be paid to sensitive receptors such as patients in hospitals and students in educational institutions. Figure 5-18 and Figure 5-19 depicts the sensitive receptors.

364. The relevant standard may not be particularly important under actual conditions, as dust will be a perennial problem and the contractor will be enjoined to control dust by every practical means.

6.4.5 Cement and Asphalt Batch Mixing Plants

365. The contractor may purchase pre-mix concrete or asphalt hot mix from established suppliers, or set up facilities for production at temporary plants. These typically occupy a site for not more than 180 days, depending on the length of the project, and supply concrete for a single project (or related project segments), producing at rates that generally do not exceed 300 m3/hr. For these facilities, controls are needed to prevent nuisance dust situations and to protect the health and safety of the public.

366. For cement mixing facilities, particulate matter, consisting primarily of cement and pozzolan dust but including some aggregate and sand dust emissions, is the primary pollutant of concern. All but one of the emission points are fugitive in nature. The only point sources are the transfer of cement and pozzolan material to silos, and these are usually vented to a fabric filter or “sock”. Fugitive sources include the transfer of sand and aggregate, truck loading, mixer loading, vehicle traffic, and wind erosion from sand and aggregate storage piles. The amount of fugitive emissions generated during the transfer of sand and aggregate depends primarily on the surface moisture content of these materials. (US EPA 2011)

367. Hot mix asphalt (HMA) facilities can be broadly classified as either drum mix plants or batch mix plants, according to the process by which the raw materials are mixed. In a batch mix plant, the aggregate is dried first, then transferred to a mixer where it is mixed with the liquid asphalt. In a drum mix plant, a rotary dryer serves to dry the aggregate and mix it with the liquid asphalt cement. After mixing, the HMA generally is transferred to a storage bin or silo, where it is stored temporarily. From the silo, the HMA is emptied into haul trucks, which transport the material to the job site. (US EPA 2000)

368. The primary emission sources associated with HMA production are the dryers, hot bins, and mixers, which emit particulate matter (PM) and a variety of gaseous pollutants. Other emission sources found at HMA plants include storage silos, which temporarily hold the HMA; truck load- out operations, in which the HMA is loaded into trucks for hauling to the job site; liquid asphalt storage tanks; hot oil heaters, which are used to heat the asphalt storage tanks; and yard

14 SPM ambient standard of 500 µg/m3 (24 hr average), and PM10 ambient standard of 75 µg/m3.

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emissions, which consist of fugitive emissions from the HMA in truck beds. Emissions also result from vehicular traffic on paved and unpaved roads, aggregate storage and handling operations, and vehicle exhaust. (US EPA 2000)

369. The PM emissions associated with HMA production include PM-10 and PM-2.5, hazardous air pollutant metals, and organic compounds. The gaseous emissions associated with HMA production include sulphur dioxide (SO2), nitrogen oxides (NOx), carbon monoxide (CO), and volatile organic compounds (VOC). As mentioned earlier, the contractor may elect to purchase from already established facilities for which emission controls are in place. In the event the contractor sets up temporary facilities, these must be established at least 500 m from any sensitive receptor (schools, hospital or residential area). The assessment of significance is as follows:

Impact Magnitude Duration Likelihood Significance Cement and Low—plants Medium-term— Occurrence Moderately Asphalt Batch supplied by major may be present possible— significant— Mixing Plants material providers more or less over emissions, while mitigation built and equipped with the duration of present, are into standard pollution controls construction restricted to operating specific locations procedures (see of batch plants below) 370. Dust emissions controls need to be in place for fugitive dust, as outlined for other project development locations. In order to limit dust emissions, maintenance of general site operations should include:

. Maintaining dust collection equipment to prevent any leaks

. Developing a buffer zone that surrounds operations that generate dust

. Instituting a whole management approach for plant operations, as well as the delivery system

. Checking regularly for leaks in filter fabric, cartridge filters, and suctions and shrouds

. Installing audible alarms on storage silos to avoid overfilling

. Keeping sand and aggregates under cover so that materials are not dispersed by wind

. Using an enclosed batch mixer and spray to limit dust emissions

6.4.6 Air Emissions during Operations

Emission Source

371. The potential increase in air emissions during operations will be principally due to bus vehicle exhaust. However, these need to be balanced against vehicles taken off the road as a result of BRT operations. According to the ODBM interim report (EE 2017), buses may either be based on a diesel or an all-electric/hybrid propulsion system. For the diesel‐fuelled option, the vehicle must meet a minimum EURO III emission standard, but must be capable of operating with EURO II fuel, e.g. sulphur content and ash are higher than with a Euro-III fuel. The latter is because currently only diesel fuel meeting a EURO II emission standard is available in Pakistan. Hence, EURO II fuel would need to be utilized in the vehicles until such time as a cleaner fuel is available and full benefit can be gained by a propulsion system capable of meeting a EURO III emission standard.

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372. While it is unclear whether the Euro-III emission standard will be met, the Pakistan Tier II standard is achievable, and is comparable to the Euro-II standard, as set out in Table 6-4. The Tier II standard properly can serve as a benchmark for emission levels from the buses once they are in operation.

373. The issue of fuel and propulsion system is not yet decided; however, the combination engine type capable of operating on Euro-II fuel, combined with a hybrid propulsion system (such as regenerative braking), causes problems since few suppliers manufacture such equipment. The preferred choice of fuel and propulsion is CNG-hybrid, which may be possible if certain constraints can be overcome: a) a prohibition on fleet use of CNG can be abrogated for public service vehicles (such as the BRT); and b) a reliable supply chain can be established for CNG, which is imported from Qatar. TMTD would also need to petition for permission to establish a CNG fuelling station; which is currently prohibited.

Predicting Emissions during Operations

374. Sophisticated models such as the suite of air emissions models associated with Breeze software are based on the original methods advanced by Pasqual and Turner and then later developed by the US EPA.

375. These models incorporate detail related to emissions from a suite of sources, atmospheric and terrain conditions, and rely on the statistical spread of pollution in orthogonal directions according to standard deviations of Gaussian distributions and modifying factors. During operation modelling of air quality should be undertaken to characterize the existing situation and calibrate the model using inputs of actual ambient air quality as measured under differing atmospheric conditions, in order to determine the effect on air quality.

376. The need to describe the modal shift in vehicle use due to introduction of the BRT is the limiting factor. Traffic of some types can be expected to reduce, resulting in a reduction of emissions. It may also be that private vehicle traffic will grow to fill the space vacated by improved public transport. Nor is it clears how much of the modal shift involves vehicles that currently run on CNG, which is not available for use by the new fleet of buses. Performing calculations to quantify these variables depends on accurate data for future time horizons that is not expected to be available from any of the on-going planning efforts. For these and other reasons, a more simplified approach has been used, as described in the following

377. The prediction is based on comparison of daily ridership for various modes of transport with and without the project, combined with available emission factors for primary pollutants. Average annual daily traffic counts at nine equally spaced locations along the alignment were obtained under an EPCM service contract (the ‘traffic study’). Using these data, an analysis was performed as follows:

. Modal shares for passenger transport are determined for four categories of vehicle (motorcycle, private auto, minibus, and large bus), using passenger car units (PCUs) derived from these data.

. PCUs are distributed based on the modal share of observed traffic both without (existing) and with the project; with the latter considered a base-year ridership (e.g. no phase-in period).

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. The percentage of trips (private and public) done by means of the BRT is variable. This is the modal share captured by the BRT. In the present analysis, a range of values is assumed, from 20% to 40%, to characterize how modal share affects emission levels.

. Emission factors taken from the literature are combined with vehicle use for existing and base year BRT operations, the difference between these values representing the expected change in pollutant levels as a result of the project.

Emission Factors

378. Emission factors are taken from reports available through the World Bank (Faiz 1990, 1996) (Table 6-6) along with comparative data for buses fuelled by CNG, diesel and hybrid propulsion systems (Bradley 2013) Table 6-7.

Table 6-6: Road Vehicle Emission Factors (Historical Data)

gm/vehicle-km Category of Area/Zone CO HC Nox Sox PM Motorcycle (4-stk) 20.00 2.39 0.15 0.01 0.03 Passenger car 33.66 2.63 1.05 0.21 0.33 Small bus/van 47.18 5.81 1.88 0.26 -- Large bus (diesel) 7.66 5.50 12.37 15.27 0.75 gm/vehicle-km

CO HC Nox Sox PM

Motorcycle(4-stroke) 20.00 2.39 0.15 0.01 0.03 Passenger car 33.66 2.63 1.05 0.21 0.33 Small bus/van 47.18 5.81 1.88 0.26 -- Large bus(diesel) 7.66 5.50 12.37 15.27 0.75 gm/vehicle-km

4-s MC <250 cc 15 1 0.21 0.02

MC (Thai) 19 2.9

1984 buses (US) 27.4 1.71 12.4 2.46

NY Transit buses 5.22 34.89 2.66

Autos 1400-2000 CC 7.8 1.5 1.5

Private care (Chile) 28 1.5 1.4 0.06

India (1994 data)

Car/Jeep 23.8 3.5 1.6 0.1

Taxi 29.1 4.3 1.9 0.1

Two-wheeler 8.2 5.1

Auto-rickshaw (3-wheeler) 12.5 7.8 0

Light-duty vehicles 40 6 3.2 0.08

Motorcycles 17 10 0.07 0.02

Diesel (Table A2.2.12)

Light-duty vehicles 1.1 0.28 0.99 0.39 2 Heavy-duty truck 12.7 2.1 21 1.5 3

Source: Faiz 1990, 1996

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Table 6-7: Emission Factors, Buses: Mean and Median Values tested in USA

Gm/km CO HC NOx Mean CNG 4.69 0.02 0.29 Median CNG 4.16 0.02 0.28 Mean Diesel 0.10 0.02 0.73 Median Diesel 0.08 0.01 0.67 Mean Hybrid 0.10 0.00 0.70 Median Hybrid 0.09 0.01 0.53

Traffic Count and Distribution among Modes

379. Summary traffic count data are shown in Table 6-8. While summarizing traffic across all categories of vehicle, only four types comprising public transport are included in the distribution. These give rise to some 1.14 million PCUs for the daily average, which are distributed according to the percentages for private autos, motorcycles, mini-buses and large buses for the existing or ‘without project’ scenario, and then including the metro, assuming a variable share of ridership (starting at 20%) in Table 6-9

Table 6-8: Average Annual Daily Traffic at Nine Locations along the BRT Corridor (MMP Traffic Survey) e al 2- 3- 4- ps bus Bus Car 5 or Cart Mini Mini haw Axle Axle Axle Axle cycle Ricks Anim Picku More- AADT (vehicles) Motor Large Bicycl Jail Chowrangi 32,123 28,199 5,943 1,050 151 110 305 37 0 0 0 0 Chandni Chowk 163,418 107,624 33,562 13,299 3,290 792 3,348 512 58 52 67 129 Edhi Center 117,859 77,934 25,188 28,422 1,724 449 7,340 121 3,326 2 2 5 Hassan Square 144,012 99,823 30,154 9,236 3,001 423 3,551 708 78 23 46 105 Bait ul Mukaram 25,107 16,198 5,591 2,031 41 18 214 16 4 0 3 65 Karachi University 1,247 1,404 322 246 10 11 27 39 0 0 1 5 Mausamiyat 56,184 48,386 14,457 6,693 1,452 355 2,584 594 155 42 30 51 Safoora 47,415 41,674 10,241 6,295 1,243 368 2,877 454 66 57 10 16 Tank Chowk 64,213 81,295 5,625 7,848 1,417 700 6,632 1,192 537 192 42 22 Total 651,578 502,537 131,083 75,120 12,329 3,226 26,878 3,673 4,224 368 201 398

PCU Factors 0.5 1 0.75 1 2 2.5 3 3 3.5 3.5 0.2 4

Total PCUs 325,789 502,537 98,312 75,120 24,658 8,065 80,634 11,019 14,784 1,288 40 1,592

% of total 28% 44% 9% 7% 2% 1% 7% 1% 1% 0% 0% 0%

Table 6-9: Distribution of PCUs to Transport Modes, with and without the BRT

PCUs w/o BRT BRT share = 20% PCUs= 1,143,838 Vehicle-segments raw normalized W/ BRT w/o w/ PCUf w/o w/ Motorcycle 28% 38% 30% 432,786 346,229 0.5 865,572 692,458 Car 44% 58% 47% 667,582 534,066 1 667,582 534,066 Mini Bus 2% 3% 2% 32,756 26,205 2 16,378 13,103 Large bus 1% 1% 1% 10,714 8,571 2.5 4,285 3,428 BRT 0% 0% 20% - 228,768 15 0 15,251 75% 100% 100%

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380. The estimate utilizes emission factors made up of the 1990 values provided by the World Bank along with bus emission factors derived from testing in the USA. Assuming an average trip length of 4 km, and variable capture of ridership by the BRT from 20 to 40%, emission reductions (tons per day) on the order of those shown in Table 6-10 are possible.

Table 6-10: Emission Reduction due to BRT for Primary Pollutants

T-pollutant/day

% Ridership for BRT CO HC NOx SOx PM 20% 32.46 3.15 0.70 0.18 0.20 30% 48.70 4.73 1.05 0.27 0.30 40% 64.93 6.31 1.40 0.36 0.40

381. While this analysis cannot be considered conclusive, it indicates that introduction of new buses built to a higher standard of pollution control, and given their adoption by the public, results in improved air quality in the vicinity of University Rd. The assessment of significance is as follows:

Impact Magnitude Duration Likelihood Significance Air Emissions Slight— Long-term—over Occurrence Insignificant—no during calculations show operational life of probable— mitigation Operations a reduction of project, but emissions required to offset primary pollutants varying according reduction is negative impact entering the to numerous probable over airshed complex factors case without the project 382. A detailed study of the effect on air quality stemming from BRT is described in the literature. (Bel and Holst 2012) Mexico City’s bus rapid transit (BRT) network, Metro bus, was introduced in an attempt to reduce congestion, increase city transport efficiency and cut air polluting emissions. In June 2005, the first BRT line in the metropolitan area began service. Using statistical regression techniques and extensive monitoring, an impact assessment of the BRT system on air polluting emissions was completed. The air pollutants considered were carbon monoxide (CO), nitrogen oxides (NOX), particulate matter of less than 2.5 μm (PM2.5), particulate matter of lessthan 10 μm (PM10), and sulphur dioxide (SO2). The analysis uses real field data from air quality monitoring stations for periods before and after BRT implementation. Results show that BRT constitutes an effective means for reducing emissions of CO, NOX, PM2.5 and PM10.

383. BRT is generally expected to result in a reduction of air emissions by removing older and less efficient vehicles from the roadway, while introducing newer vehicles that carry more passengers per unit of fuel consumption, with less unannounced stops. This is just one of the overarching justifications for introducing BRT; the work by the ODBM consultant, in particular, bears out the conclusion that BRT is justified on its own merits, including reduction of air emissions. BRT is a cost-effective way forward for public transport, with added benefit due to reduced air emissions as part of the package.

384. Further to the work of understanding the impact on air emissions and greenhouse gases, the ADB commissioned a study by Grutter Consulting (Germany) aimed at a rapid assessment of bus technology options for the BRT Karachi and of the GHG and air quality impacts related to these technology options. The overall conclusions of this study concerning the average reduction of primary air pollutants over a 12-year period are shown in Table 6-11 and are in

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general comparable to the findings of the EIA, in which the range of NOX and SOX reduction is 250—510 TPA and 64—129 TPA, respectively.

Table 6-11: Annual Net Reduction of Primary Pollutants Associated with BRT Operation

Unit Diesel buses CNG buses Parameter Diesel hybrids CNG hybrids

NOx reduction tNOx 225 558 306 572

PM2.5 reduction tPM2.5 -2.5 4.8 -1 4.8

SO2 reduction tSO2 7 15 9 15 385. The report summarizing the results of the study is found in Appendix C. See also section 6.17 for discussion of findings related to GHG emissions.

6.5 Noise

6.5.1 Impact Scenarios

386. Construction: Noise impacts can occur during removal of existing pavement, construction of BRT driving lanes, excavation of underpasses, construction of overpasses and cross-structures that bridge the driving lanes, and site preparation and construction of the depot and other ancillary facilities. Trucks involved with materials transport and spoil removal generate noise along haul routes. Noise impacts are due to the operation of equipment either as ‘fixed plant’ (onsite stationary equipment), ‘mobile plant in a defined area’ (onsite, performing repetitive actions), or ‘mobile plant using a regular well-defined route’ (e.g. haul roads) (BSI 2009).

387. Operations: Diesel-hybrid buses will run in dedicated lanes on either side of a centreline median along New MA Jinnah Rd, University Rd, Malir Link Rd and MA Jinnah Ave that constitute the alignment for the Red Line. Underpasses will provide crossings at some locations, depressed 5- 6 m below grade to effect the passage and provide U-turn and access for mixed traffic. Existing flyovers are in place at major intersections, and other elevated sections will be constructed. The width of right-of-way (ROW) varies, but in general is 50 m; point of impact for both noise and vibration effects is the edge of right-of-way, or alternatively the face of the nearest building, 15 whichever is greater14F . Presence of the carriageway along the median forces mixed traffic outward closer to the edge of the ROW, potentially increasing noise levels from mixed traffic at the point of reception. The path of travel for noise and vibration involves deflection around objects (for noise) and, in depressed sections up and over embankments or sidewalls of the traffic lane as it passes through these transitions. While sound travels through the air, vibration waves travel through the ground.

388. Noise impacts at depot sites for construction and operations are addressed in Section 6.15.3.

6.5.2 Noise Standards and Criteria

General

389. Ambient noise standards are set by Sindh EPA/TECH/739/2014 published in the Sindh Government Gazette on 28 Jan 2016 and are set out in Table 6-12. In addition, under the Sindh Environmental Quality Standards for Motor Vehicle Exhaust and Noise, issued under the same proclamation, a noise limit is set, applicable across all categories of vehicle (in-use, diesel

15 Point of impact is the location of a receptor, assumed to be an occupied structure. Many buildings along the alignment are set back from the roadway. In practice right-of-way is the point where a noise impact is assessed.

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vehicles of all types (passenger car, light duty, and heavy-duty diesel engines) and petrol vehicles) of 85 dBA measured at 7.5 m from the sound source. No particular noise standard is set for construction, nor does the SEQS provide any qualification of its standard for conditions surrounding construction activity. Motor vehicles exhaust and noise emissions standards might be construed to apply to equipment operating within a construction zone. This is contrary to what is often practiced in other countries where construction noise limits are distinguished from other standards, as described in the following section.

Table 6-12: Sindh Environmental Quality Standards (SEQS) for Noise

Limit in dBA (Leq1, 2) S.N. Category of Area/Zone Night(10:00pm- Day (6:00am-10:00pm) 06:00am) 1 Residential Area (A) 55 45 2 Commercial Area (B) 65 55 3 Industrial Area (C) 75 65 4 Silence Zone (D) 50 45 1. Limits came into effect since 1 Jan 2015. 2. This is taken to be a one-hr Leq. Notes accompanying the original proclamation: Silence zone: Zones which are declared as such by the competent authority. An area comprising not less than 100 m around hospitals, educational institutions and courts. Mixed categories of areas may be declared as one of the four above-mentioned categories by the competent authority

390. The WB/IFC Environmental, Health and Safety Guidelines set out noise level guidelines (Table 6-13) that are themselves derived from the Guidelines for Community Noise, World Health Organization (WHO), 1999. IFC also specifies that additional noise sources should not “result in a maximum increase in background levels of [greater than] 3 dB at the nearest receptor location off-site.

Table 6-13: WB/IFC Noise Level Guidelines (from IFC EHS Guidelines 2007)

One Hour Leq (dBA) Category of Area/Zone Day Night Receptor 07:00—22:00 22:00—07:00 Residential; institutional; educational 55 45 Industrial; commercial 70 70 Standards for use in Construction

391. Construction noise is not regulated by a separate standard in the NEQS of Pakistan; in general, SEQS ambient noise limits should apply; however, these are often exceeded in practice by baseline, or background, noise conditions. Ambient noise levels along the BRT corridor (see Figure 6-3) already exceed SEQS noise limits in most cases.

392. The SEQS for ambient noise is overly restrictive for construction activity. Standards used in other countries, and how these standards account for ambient noise conditions, should be considered. These are summarized in Table 6-14. For each country the levels are based on different methodologies, dependent on local conditions, but in virtually every case, the recommended standard for construction activity is higher than the corresponding SEQS ambient standard.

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393. Based on these considerations, it is appropriate to set a project construction noise standard that is in general higher than the noise limits set by the SEQS.

Table 6-14: Noise Criteria and Standards Considered in Setting Limits for BRT Red Line

Standard or Criteria Day Time (Leq) Night Time (Leq)

Using heavy equipment with high noise level 85 dB - (piling, excavating etc.) (Maximum) Japan

Hospitals, schools, institutions of higher 50 dB (7 pm-7 am, 60dB (7 am-7 pm, 12 hrs) learning, homes for the aged sick, etc. 12 hrs) Residential buildings located less than 150m 75 dB 60dB from the construction site where the noise is (7 am-7 pm, 12 hrs) (7- 10 pm, 55 dB) being emitted Singapore 75 dB 65 dB Other Buildings (7 am-7 pm, 12 hrs) (7 pm-7 am, 12 hr) In rural, suburban and urban areas away from 70 dB

- main road traffic and industrial noise (8.00-18:00)

UK 72 dB Urban Areas near main roads - (8.00-18:00)

80 dB 70 dB Residential (8 hrs) (8 hrs) 85 dB 85 dB Commercial (8 hrs) (8 hrs) Urban Area with high ambient noise level (>65 Ambient Noise Level +10 USA criteriaUSA dB) dB Noise Regulation Act, Japan (law no 98, 1968, Amended No 33, 2006) Environmental Protection and management Act in Singapore (Chap. 94 A, Section 77, revised in 2008) British standard BS5228-2009 +AL1:2014 “Noise and vibration control on open and construction sites” Transit Noise and Vibration Impact Assessment, U.S. Department of Transportation, 2006

394. Target noise limits are therefore set for construction as follows:

. Construction activity near residential areas and hotels where it is necessary to sleep shall comply with a standard of 75 dB and 60 dB, for day and night times, respectively (similar to Singapore).

. Silence zone will correspond to a standard of 60 dB and 50 dB, for day and night times, 16 respectively15F .

. Noise levels at commercial and industrial areas shall be limited to 85 dB, applied to day and night, since these are not residential areas, as recommended in both Japan and US standards.

. Where ambient noise levels are high, the noise standard of “existing ambient level + 3 dB” is adopted, in accordance with IFC noise guidelines.

395. 396. Table 6-15 summarizes the standards proposed for construction noise control for the Project. These target noise levels are similar to noise standards for construction in use in other countries.

16 Whether this general limit protects hospitals and hotels sufficiently, and whether courts and schools need protection at night, will need to be assessed on a case by case basis. 382188 I 05 I D (132) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

Table 6-15: Target Noise Level at Construction Phase (dBA)

Category Day Time (Leq) Night Time (Leq)

Residential Area (A) 75 60 Commercial Area (B) 85 85 Industrial Area (C) 85 85 Silence Zone (D) 60 50 Areas with ambient noise level (>65 dB) Ambient Noise Level +3 dB Ambient Noise Level +3 dB

Notes: Evaluation point is at boundary of buildings Daytime: 6:00-22:00, Night time: 22:00-6:00 Silence zone: typically, hospitals, educational institutions and places of religious worship

397. Despite the use of standards, construction noise is difficult to regulate. The Contractor should take all reasonable steps to reduce noise to the lowest practical level, while recognizing that some periods of high noise may be unavoidable. Local citizens should be advised in advance of possible high noise (and vibration) activity and informed of a complaint/query system which should investigate all complaints and recommend control measures where necessary. There should also be flexibility to permit by agreement higher noise levels for shorter durations where otherwise general disturbance of construction works would be increased by extended quiet working, as, for example, residents may prefer two disturbed nights of loud demolition to two weeks of demolition just below the limit.

398. As inferred above, local citizens affected by noise can register a complaint through the project’s grievance redress mechanism, providing the means to identify a specific problem that otherwise would not be apparent, and enact control measures directed specifically at the problem.

6.5.3 Procedure for Estimating Noise Impacts

399. Noise levels can be predicted for both construction and operations using similar means. A 17 Sound pressure Level (SPL) from combined sources16F , combined with distances from sources to receiver, and modified by the presence of screening by barriers, reflection of sound, and soft- ground attenuation, produces an equivalent noise level over a standard monitoring interval (generally one hour). Specific aspects of this procedure may differ, but in general US and British approaches are similar in the overall approach, as are construction and operations noise predictions.

400. Calculated noise levels are compared with baseline noise levels existing along the alignment, obtained through monitoring. A comparison is made to determine whether the added burden from noise sources increases the perceived noise level, and whether noise due to construction is expected to exceed the project noise standard.

401. The FTA guidance document “Transit Noise and Vibration Impact Assessment” provides methods and software for predicting construction and operations noise for transit projects, which are generally applied herein.

17 FTA TNVIA uses sound pressure levels (SPL), measured in decibels (dB), whereas UK BS5228 provides SPL and sound power level (SWL) data. 382188 I 05 I D (133) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

6.5.4 Baseline Noise Levels within Project Area

402. Noise levels were determined through two rounds of monitoring along the alignment at locations listed in Table 6-16 These locations were selected due to the presence of sensitive receptors – schools, parks, hospitals and mosques – in the nearby vicinity. Monitoring was conducted at the property boundary with the roadway at the closest point orthogonal to the receptor in relation to the noise source (the roadway). Data were taken by SUPARCO and are provided in Table 6-18. Temperature varied from 11 to 28 C during the sampling, with an average of 18-21 C. Humidity varied widely, from 12 to 88%. Barometric pressure was consistently in the range of 110—120 kPA. Noise data are provided as one-hour Leq values across a 24-hour cycle. In comparison with SEQS ambient noise limits, 69 % of 552 values exceeds the standard for commercial land use, and 90 % for residential land use.

403. These data are combined to show the maximum Leq for daytime (6 AM to 10 PM), and night (10 PM to 6 AM) in Figure 6-3. With only one exception (night time value at Mir Usman Park), maximum Leq’s recorded for day and night periods exceed ambient standards for both commercial and residential land uses. If average values are considered, the average of night- time (10 PM to 6 AM) recorded noise levels exceed the SEQS standard for commercial use at 13 of 23 locations at the time and date noise levels were measured, whereas the average of daytime recorded noise levels exceed the standard for commercial use at 3 locations. None of these averages (daytime or night-time) at 23 locations is within the standard for residential use (day or night).

Table 6-16: Noise Monitoring Locations

S. No Locations S. No Location 1 Mazar e Quaid 14 Nadeem Medical Center 2 Jamia Masjid Tayyab 15 Karachi National Mgt. Institute 3 Dawood Engineering college 16 Andlus Modern Hospital 4 Mir Usman Family Park 17 Chiniot Islamia Public School 5 Askari Park 18 Karachi University 6 Babar Hospital 19 Shiekh Zaid Islamic Centre 7 Civic Center 20 Govt Girls School 8 Hasan Sq. 21 Rehmania Mosque 9 Ashfaq Memorial Hospital 22 Gulistan-e-Johar Bus Depot 10 Federal urdu university 23 GBGP School 11 Jamia masjid Akbar 24 Tank Chowrangi 12 Sir Syed University 25 Malir Bus Depot 13 NEPA

6.5.5 Noise analysis and distance

The distance from one noise intervention point to the subsequent noise location of concern monitored is depicted in Table 6-17 below.

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Table 6-17: Distance between subsequent noise monitoring points

Site From To Distance No. Site 1 Mazar e Quaid Jamia Masjid Tayyab 0.63 km Site 2 Jamia Masjid Tayyab Dawood College 0.12 km Site 3 Dawood College Mir Usman Family Park 0.79 km Site 4 Mir Usman Family Park Askri Park 1.60 km Site 5 Askri Park Babar Hospital 0.68 km Site 6 Babar Hospital Civic Center 0.41 km Site 7 Civic Center Hasan Sq. 0.25 km Site 8 Hasan Sq. Ashfaq Memorial Hospital 1.27 km Site 9 Ashfaq Memorial Hospital Federal Urdu University 0.58 km Site 10 Federal Urdu University Jamia Masjid Akbar 0.11 km Site 11 Jamia Masjid Akbar Sir Syed University 0.51 km Site 12 Sir Syed University NEPA Roundabout 0.43 km Site 13 NEPA Nadeem Medical Center 0.10 km Site 14 Nadeem Medical Center Karachi National Mgt. Institute 0.11 km Site 15 Karachi National Mgt. Institute Andlus Modern Hospital 1.18 km Site 16 Andlus Modern Hospital Chiniot Islamia Public School 0.13 km Site 17 Chiniot Islamia Public School Karachi University 0.95 km Site 18 Karachi University Shaikh Zaid Islamic Centre 1.43 km Site 19 Shaikh Zaid Islamic Centre Govt Girls Secondary School 0.48 km Site 20 Govt Girls Secondary School Rehmania Mosque 0.51 km Site 21 Rehmania Mosque Gulistan-e-Jauhar Bus Depot 0.20 km Site 22 Gulistan-e-Jauhar Bus Depot GBGP School 2.17 km Site 23 GBGP School Near Tank Chowk 2.70 km Site 24 Tank Chowk Malir Bus Depot 5.20 km Site 25 Malir Bus Depot

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Figure 6-2: Noise Monitoring with sampling interventions

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Table 6-18: Hourly Leq Noise data taken over 24 hours on 22-27 Jan and 14-16 Feb 2018

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Dawood Ashfaq Nadeem Karachi Jamia Shiekh Zaid Mazar e Tayyab Mir Usman Babar Federal Urdu Jamia Masjid Sir Syed Chiniot Karachi Govt Girls Rehmania Tank Site Name Engineering Askari Park Civic Center NEPA Hasan Sq. Memorial Medical National Madrasat-ul- Islamic GBGP School Quaid Masjid Family Park Hospital university Akbar University School University School Mosque Chowrangi College Hospital Center Mgt. Instute Islam Centre Lat ˚ ' ." ° ' ." N˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ° ' ." N˚ ' ." ˚ ' ." ˚ ' " ˚ ' ." ˚ ' ." ˚ ' ." ° ' ." N˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." 24° 55' 20.3" Long ˚ ' ." °' ." E ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." °' ." E ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." °' ." E ˚ ' ." ˚ ' ." ˚ ' ." ˚ ' ." °' ." Time 0 60.1 65.1 58.1 46.8 50.5 51.1 49.0 56.3 52.8 59.2 65.6 50.1 53.5 51.3 49.8 50.0 51.8 61.5 63.7 61.3 48.8 65.1 56.5 100 60.6 59.6 56.8 48.1 50.1 52.8 48.5 56.6 50.5 48.1 61.0 45.5 54.0 51.4 48.3 51.0 51.9 56.3 59.8 63.7 45.0 61.6 59.8 200 57.7 61.8 54.5 43.5 51.0 50.8 43.8 50.3 48.5 46.2 63.3 46.5 49.5 49.0 45.3 48.3 50.3 52.6 55.0 58.5 46.5 61.0 57.0 300 53.5 58.3 56.3 42.5 45.3 49.1 42.8 49.3 50.3 43.5 60.8 45.4 49.5 43.8 42.8 46.8 48.5 57.8 53.7 56.4 44.6 57.3 58.6 400 50.7 56.9 50.8 44.1 44.1 49.0 42.8 46.8 51.0 50.1 57.9 47.5 44.4 41.1 44.4 44.0 47.3 52.4 53.9 54.1 42.0 53.8 55.5 500 51.1 54.2 51.8 47.1 48.1 44.7 47.1 46.5 47.6 54.5 56.2 46.3 38.8 41.1 41.1 45.0 43.8 55.9 51.1 49.8 43.5 49.7 53.3 600 57.0 59.4 60.1 46.2 48.1 47.8 45.8 50.5 48.5 61.6 58.4 45.8 39.8 46.0 43.8 45.8 45.8 60.6 46.8 46.1 44.0 48.2 52.4 700 61.5 63.9 62.1 51.0 50.6 51.8 73.8 54.8 64.8 63.0 66.4 52.1 52.7 48.8 45.6 49.8 44.6 65.9 57.0 51.0 48.7 54.9 54.9 800 69.1 67.2 70.6 51.1 56.2 53.3 77.6 70.5 59.1 68.0 78.5 54.3 71.0 58.7 47.2 58.7 55.1 67.3 59.9 58.3 50.4 62.1 53.3 900 73.8 74.6 73.1 50.5 58.1 52.5 78.1 73.1 54.3 72.5 77.1 60.1 70.5 63.5 51.8 61.0 56.0 69.2 61.3 60.4 52.3 61.3 70.1 1000 77.1 76.5 79.1 52.8 60.1 54.1 83.0 76.8 77.1 75.5 72.8 64.1 71.8 71.8 53.1 65.9 61.1 62.7 63.3 63.8 62.5 67.4 63.3 1100 79.7 68.9 82.5 55.8 62.3 59.1 82.3 80.3 80.6 75.9 68.2 72.0 69.9 75.7 59.1 64.5 68.9 68.2 64.4 66.0 57.3 65.8 64.9 1200 77.5 65.7 82.4 57.8 63.3 61.8 83.1 82.8 76.6 72.9 71.6 74.1 71.8 79.3 65.8 66.4 71.4 65.6 64.7 67.2 64.7 71.9 67.4 1300 79.6 70.5 82.3 59.5 66.1 65.1 83.8 77.5 82.3 76.6 68.2 75.7 80.5 78.6 69.8 68.6 73.9 66.7 72.1 72.7 69.0 70.4 71.1 1400 77.6 66.3 77.6 69.5 64.8 66.2 82.3 77.3 78.8 78.5 70.1 78.8 78.2 79.4 73.5 68.0 70.7 64.3 74.9 71.1 67.9 75.0 65.8 1500 79.8 67.8 80.5 67.8 67.1 69.1 78.5 80.3 81.2 79.5 66.9 76.6 69.0 78.5 71.7 69.5 72.7 67.5 73.5 71.0 69.4 68.1 69.3 1600 82.0 72.9 82.3 69.8 72.3 73.8 79.8 81.1 81.1 81.1 68.5 82.3 77.2 80.8 76.0 74.7 75.9 68.7 76.9 74.5 72.6 75.9 78.4 1700 82.3 74.7 84.6 70.8 72.3 76.5 83.3 75.3 77.1 79.0 72.4 78.5 80.8 81.8 75.9 78.3 77.1 70.3 78.3 76.5 71.8 74.7 77.1 1800 77.6 78.1 82.1 72.8 76.2 77.5 76.5 75.7 77.6 77.6 80.6 79.1 80.8 79.1 76.5 73.5 76.1 72.8 75.9 76.4 69.3 70.5 75.9 1900 77.8 79.5 80.8 70.3 76.6 77.6 78.1 74.3 76.5 70.0 69.3 70.5 76.8 77.8 72.4 72.8 71.8 68.2 75.1 74.1 65.1 69.0 74.7 2000 73.8 74.7 79.8 66.8 77.5 79.1 75.8 69.6 72.3 76.8 70.6 72.5 80.0 77.5 72.0 71.1 70.3 65.6 71.3 71.7 60.8 70.1 71.4 2100 69.5 73.5 76.0 60.0 71.8 73.1 72.5 66.5 70.6 72.3 75.1 69.5 72.7 73.1 70.6 68.5 71.5 70.1 68.3 69.0 58.8 65.5 71.3 2200 63.6 73.4 74.0 53.3 69.5 68.5 68.5 60.0 67.0 70.3 72.8 64.6 69.5 68.9 70.1 64.3 65.6 67.8 68.2 66.5 60.2 67.9 61.8 2300 62.3 75.3 60.0 50.5 59.2 59.0 59.5 56.8 63.8 64.8 76.8 59.2 61.8 65.5 68.6 55.0 59.7 69.9 65.1 62.3 54.4 65.0 62.1

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90.0

80.0

70.0

60.0 hr Leq - 50.0

40.0

30.0 Maximum one

20.0

10.0

- 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Leq daytime (06:00 -- 22:00) Leq night (22:00 -- 06:00)

Figure 6-3: Noise Levels, 22-27 Jan and 14-16 Feb 2018

6.5.6 Estimation of Noise from Construction Activity

404. The calculation of construction noise levels expected from various combinations of equipment is based on methods provided in FTA 2006. This is considered a general though quantitative assessment as defined in the guidance manual. Maximum noise levels are obtained by combining the noise generated by the nosiest two pieces of equipment operating simultaneously at a site, using the noise emission levels for items of equipment required to perform the work expressed in dBA (Leq measured at 50 ft (16.2 m) from the point of generation—see Table 6-19). The point of impact on the receptor is taken to be approximately at the face of the nearest building, as determined by actual conditions, or as a default value, 25 m from the sound source. While other sensitive receivers may be present at a greater distance from the noise source, this represents a worst-case condition, which, if met, would indicate other receptors would not be affected.

405. Noise emission levels for the two noisiest pieces of equipment are combined, and this value is compared with the existing noise level at the location to determine the contribution of equipment noise to existing or background noise. As a practical matter, existing noise is taken to be an average of the one-hour Leq’s measured over the respective time duration (daytime: 06:00— 22:00; night-time: 22:00—06:00). A comparison is also made with the project standards for construction noise.

406. Noise levels at the point of reception are calculated using the following formula:

Leq (equipment) = E.L. + 10 log(U.F.) – 20 log(D/50) – 10G log(D/50), where Leq (equipment) is the Leq at a receiver resulting from the operation of a single piece of equipment over a specified time period E.L. is the noise emission level of the particular piece of equipment at the reference distance of 50 feet (16.2 m)

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G is a constant that accounts for topography and ground effects (assumed to be 0 in a general analysis)

D is the distance from the receiver to the piece of equipment, and

U.F. is a usage factor that accounts for the fraction of time that the equipment is in use over the specified time period. The usage factor is considered to be 1, since full power operation over a period of one hour is common for most construction equipment, and the equivalent noise level is averaged over one hour.

407. Noise emission levels from individual items of equipment are added logarithmically, and the formula applied to determine the noise level at the receptor.

Table 6-19: Noise Emission Level per Equipment Type

Equipment Type Noise Level Equipment Type Noise Level Air Compressor 81 Paver 89 Backhoe 80 Pile-driver (Impact) 101 Compactor 82 Pile-driver (Sonic) 96 Concrete Mixer 85 Pneumatic Tool 85 Concrete Pump 82 Pump 76 Concrete Vibrator 76 Rail Saw 90 Crane, Derrick 88 Rock Drill 98 Crane, Mobile 83 Roller 74 Dozer 85 Saw 76 Generator 81 Scarifier 83 Grader 85 Scraper 89 Impact Wrench 85 Shovel 82 Jack Hammer 88 Truck 88 Loader 85 From FTA 2006, Ch 12.

408. The analysis provides a means for determining whether the construction activity contributes significantly to existing noise levels or exceeds proposed noise limits at a given location. As such it is considered a screening, or initial assessment, method.

While there are a variety of activities underway at these locations, those that engage the noisiest types of mobile and stationary gasoline, diesel and pneumatic equipment operating concurrently will generate the highest noise levels. Since noises from multiple sources are combined according to the log of their intensity, noise levels are dominated by the noisiest two pieces of equipment; also, equipment is assumed to operate continuously over an hour’s duration, so that noise levels are equal to the one-hour Leq for the equipment (FTA 2006).

409. According to the conceptual plan provided by the ODBM consultant, the alignment consists of at- grade and depressed sections where BRT lanes pass underneath cross traffic both to facilitate BRT movement and provide U-turns for mixed traffic. Two stations also will be constructed 18 below grade. The Safoora Intersection requires an elevated roundabout for BRT movement17F . Also, bridge spans will need to be installed across below-grade sections to carry mixed traffic. On this basis, the construction activities considered in the analysis are as shown in Table 6-20. This table shows the various types of construction work expected along the alignment and at the

18 An alternate scheme involves an elevated section near Mazar – e – Quaid as well as one other location.

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depot sites, equipment noise emission levels, and combined noise emissions produced by equipment working in tandem.

Table 6-20: Heavy Equipment Noise Emission Level and Combined Leq

Component Kind of Construction Heavy Equipment Used Leq at 16.2 m Comb.L eq Depot Area Clearing and Dump Truck 88 91.5 grubbing Scraper 89 Depot Concrete Mixer Truck 85 89.8 Construction Crane, Derrick 88 Alignment at-grade Pvmt Scraper 89 91.5 breaking Jack hammer 88 Repaving Grader 85 90.5 Paver 89 Alignment below- Ground Scraper 89 90.0 grade section Preparation Scarifier 83 Excavation Jack Hammer 88 91.0 Truck 88 Paving Grader 85 90.5 Paver 89 Cross-spans Crane, Derrick 88 89.8 Concrete Mixer 85

410. Other activities along the alignment, such as construction of the stations/bus stops, and development of the related infrastructure such as pedestrian walks and other types of NMT facility will generate lower noise levels. The assessment of significance is as follows:

Impact Magnitude Duration Likelihood Significance Noise from Medium— Noise Medium-term— Occurrence Moderately Construction levels likely to be may be present probable— significant— Activity moderately elevated, more or less over calculations Ambient levels with standards often the duration of indicate high exceed standards; exceeded construction likelihood of still, requires occurrence mitigation 6.5.7 Results of the Analysis

A spread sheet was developed to perform these calculations, and results are shown in Table 6-21. Various assumptions are implicit in the use of this spread sheet:

. Maximum equipment noise levels are adequately characterized by the data in Table 6-21.

. Background noise is represented by the data taken on days when monitoring was conducted.

. The relevant standard best represents the land use category at the location.

411. Concerning standards related to a specific land use, results are recalculated to show the extent a residential standard is exceeded when in place at all locations along the alignment (see following paragraph). The degree of accuracy, or uncertainty, in the results (e.g. noise levels at a given location) is likely to be on the order of +/- 30% given the possible ranges in these assumptions, so that the overall conclusions related to magnitude of noise levels and numbers of locations in violation of standards can be expected to vary in this range.

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Table 6-21: Construction Noise Levels Above Existing Average Noise Levels

Dawood Mir Ashfaq Federal Jamia Mazar – e – Tayyab College Usman Askari Babar Civic Hasan Sq Sir Syed Memorial Urdu Masjid Quaid Masjid of Family Park Hospital Centre roundabout University Hospital University Akhbar Engnrng Park Max Leq from Equipment 84 83 89 89 84 85 77 86 84 84 84 84 Ambient Average(7am-10pm),Leq 74 71 77 60 65 65 77 72 72 74 71 69 Total Noise Burden 84 83 89 89 84 85 80 86 84 84 84 84 Amt increase (C-B) 10 12 12 28 18 20 3 14 12 10 13 15 % increase (E/B%) 13.4% 17.2% 15.6% 47.1% 27.7% 31.2% 4.1% 19.7% 16.3% 14.0% 17.9% 21.5% Applicable Standard 85 85 85 75 85 85 85 85 85 85 85 85 Combined noise exceeds standard 0 0 4 14 0 0 0 1 0 0 0 0 Land Use C C C R C C C C C C C C Daytim Std 85 85 85 75 85 85 85 85 85 85 85 85 Night time std 85 85 85 60 85 85 85 85 85 85 85 85 Where ambient noise above std then 85 85 85 75 85 85 85 85 85 85 85 85 Equals to Ambient Noise plus 3 dB 85 85 85 63 85 85 85 85 85 85 85 85 Sheik Nadeem Karachi Jamia Chiniot Gov’t Girls NEPA Karachi Zayed Rehmania GBGP Tank Medical National Madrasat- Islamia Secondary roundabout University Islamic Mosque School Chowk Center Mgt. Inst ul-Islam PS School Center Max Leq from Equipment 84 77 82 84 84 83 83 84 83 84 84

Ambient Average(7am-10pm),Leq 71 72 64 66 66 67 68 67 61 67 67

Total Noise Burden 84 78 82 84 84 83 83 84 83 84 84

Amt increase (C-B) 13 6 17 18 17 16 15 17 22 17 16

% increase (E/B%) 17.6% 8.8% 26.7% 26.7% 25.9% 23.7% 22.7% 25.1% 35.1% 24.8% 24.4%

Applicable Standard 85 75 85 75 75 85 85 75 75 85 85

Combined noise exceeds standard 0 3 0 9 9 0 0 9 8 0 0

Land Use C R C R C C C R R C C

Daytim Std 85 75 85 75 75 85 85 75 75 85 85

Night time std 85 60 85 60 60 85 85 60 60 85 85

Where ambient noise above std then 85 75 85 75 75 85 85 75 75 85 85

Equals to Ambient Noise plus 3 dB 85 75 85 69 69 85 85 70 64 85 85

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19 412. The increase in noise levels over existing average18F noise levels measured during recent rounds of monitoring ranges from 4% to 47%, with an average of 21%. Locations with increased noise greater than 10% include all locations other than Civic Center and Nadeem Medical Center. Among the most seriously affected include Mir Usman Family Park, Askari Park, Babar Hospital, Karachi University (not the university itself, which is set back from the alignment, rather developments across the roadway would be subjected to noise), Government Girl’s Secondary School (which is also set back from the roadway, the second tier of buildings, and should receive a noise adjustment of -5 dB), and Rehmania Mosque. Of these, the two parks are affected due to outdoor activities, and Rehmania Mosque because of the large-scale below-grade excavation for Shumail Station and direct service connecting lines. The noise level is calculated at the entrance to the parks, whereas interior space (space within the park) would experience less noise in proportion to the distance removed. These locations were evaluated in the field with the following results:

a) Askari Park: this is primarily an indoor venue (the Wildlife Aquarium) set back some 30 m from the R.O.W. with a porous outer wall that could support a temporary noise barrier if necessary. Existing traffic lanes are close to the wall and existing traffic noise is considerable. The fact that there is little outdoor use at the park reduces the impact of construction noise. The operational hours of the park are 5.00 Pm – 12.00 midnight. In order to mitigate impact of excess construction noise at the park the contractor will be required to curtail activities within a distance of 150 m each side of the park during its operating hours; or otherwise show that noise standards are not exceeded during that period. Figure 6-4.below depicts the park when it was under renovation.

Figure 6-4: Under renovation Askari park (5:00 PM- 12:00AM midnight)

19 This analysis uses the average of daytime LAeq-one-hour values. Results are considerably more favorable if the maximum daytime Leq value is used as the reference 382188 I 05 I D (142) 29 November 2018 001 EPCM: Detailed Engineering Design, Procurement and Construction Management

b) Babar Hospital: The hospital services include maternity facilities offering pre- and post-natal outpatient and inpatient services also. The ground floor at the front of the building is given over to auto repair shops and the main entrance to the hospital is at the back via an internal courtyard. The rooms toward the front of the building on the first floor facing the roadway were mostly occupied at the time the base line survey was undertaken. See Figure 6-5 and Figure 6-6. The Contractor will be required to erect a temporary noise barrier at the location such that no aspect of the construction is visible from the hospital and capable of reducing noise levels by 5—10 dB. The barrier should be constructed adjacent to the construction zone in order to prevent blockage of access from driving lanes in front of the hospital. Stationary pieces of equipment producing noise above 50 dB shall be shielded during operation in the vicinity of the hospital.

Figure 6-5: Babar Hospital Signage’s Figure 6-6: Babar Hospital actual along university road entrance on side road

c) Rehmania Mosque: the mosque is part of a small shopping arcade (Rehmana Center) along a narrow roadway off from the main traffic lanes. Small commercial shops occupy the ground floor at the side of the mosque. The main entrance is along SUPARCO road. The building is being extended through additional floors. KBRT red line construction work in the area should be suspended during time of prayers at the mosque and on Friday. See Figure 6-7

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Figure 6-7: Rehmania Mosque

d) Educational buildings (NED, KU, Sheikh Zayed Islamic Center): buildings are exclusively set back from the roadway 40—100+ m and in some instances surrounded by an intervening wall to further mitigate noise impact. Thus, while noise levels at the property line are calculated to be high, there is no significant impact on on-going activities at these locations. See Figure 6-8

Figure 6-8: Main entrance Karachi University (KU)

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413. The combined noise levels exceed the construction standard for Dawood College and for Mir Usman Park, as well as a few other instances. The average of daytime one-hour Leq noise levels measured at Dawood University was 77 dBA, so additional noise from at grade carriageway construction contributes 12 dB added noise. At Mir Usman Park, the average of daytime measured noise levels is 60.4 dBA, so construction noise potentially contributes 28 dB, based on these projections. The operational hours of the park are 5.00 Pm – 12.00 midnight. More generally, areas with residential land use are found interspersed with commercial space along the alignment and practically speaking a stricter standard should apply. When considered thus, the residential standard is violated at 22 of 25 locations, based on the assumptions built into the model, whereas the commercial standard is violated in only six instances. Hence wherever mixed land uses apply, consisting of residential alongside institutional and commercial land use, residential land uses will bear the burden of noise-generating construction activity. Special mitigation measures will apply where residential land uses prevail, including special shielding and restriction on night time activity.

In addition to the recommendations made above, mitigation measures to reduce noise impacts from construction are to be used progressively, as required by the situation:

. Use heavy equipment with built in noise abatement, especially pavement breakers, crawler cranes, excavators and concrete cutters

. Utilization of noise control devises such as temporary noise barriers and deflectors

. Site noisy equipment at construction sites and yards as far away as is practical from noise- sensitive sites

. Construct walled enclosures around especially noisy activities or clusters of noisy equipment

. Combine noisy operations to occur in the same time period if possible

. Avoid night-time activities where there is sensitivity to noise, such as hospitals and residential areas

. Provide noise-dampened equipment, such as quieted and enclosed air compressors and properly working mufflers on all engines

. All construction equipment and vehicles shall be well maintained, regularly inspected for noise emissions, and shall be fitted with appropriate noise suppression equipment consistent with applicable national and local regulations. Vehicles and equipment shall be registered and have necessary permits.

. Truck drivers and equipment operators shall minimize the use of horns.

. Limit noisy construction-related activities during the night near sensitive receptors (e.g., residential areas). Such activities should be restricted to daylight hours.

. Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (residential areas, etc.).

. Activities should be planned in consultation with local communities and they should be given prior notification regarding the schedule of construction activities,.

. Contractors must ensure that activities with the greatest potential to generate noise are planned during periods of the day that will result in least amount of disturbance.

414. The Contractor is required to address noise abatement at the outset of construction work through preparation of a Noise Control Plan and this must be part of SSEMP. This must also be

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included in the bidding documents and will be binding on the contractor, at risk of penalty for noncompliance. Charges will be deducted from contractor for unsafe act or conditions.

6.5.7.1 Conclusion

415. Construction activities include pavement breaking and removal, repaving, pier and span installation for elevated sections, excavation of underpasses, site preparation and construction for the depot, staging area, park-and-ride facilities, stations/stops and ancillary facilities, and dirt hauling. Some of these activities pose risk related to excessive noise, and these have been analyzed in the context of existing high noise levels. A project noise standard is proposed for controlling construction noise, based on a review of standards for construction noise in use elsewhere in the world.

416. The combination of equipment noise and noise from other sources (background noise) is likely to exceed the project standard in eight (8) instances. Three locations may be significantly affected. Still, mitigation measures will be employed progressively to minimize noise. These involve scheduling times of operation, shielding pieces of equipment, and altering construction approaches. Construction noise impacts will need to be closely monitored during the construction cycle to identify specific problem locations.

417. Excessive noise will trigger the use of increased measures, as listed above, for limiting noise impact in a given situation. The proposed measures are considered to be technically sound; detailed analysis at selected locations has been conducted that leads to a better understanding of the potential for impact and the need for specific mitigation measures, including restricting work at different times of the day and provision of noise barriers for specific items of equipment and at specific locations along the alignment. Further information may need to be obtained during the implementation of the construction work regarding the application of measures at each sensitive receptor, since the circumstances under which a specific measure should be applied over another requires a clear understanding of the various factors pertaining to noise generation and impact. Inclusion of provisional sums for temporary noise barriers and equipment enclosures in the bill of quantities will be provided as part of the construction specification. The contractor is responsible for describing the means for noise impact mitigation in its SSEMP, which should be regularly updated to reflect lessons learned, new evidence, and actual conditions at work sites. This is seen as the most effective way to regulate construction noise given the need to implement the Project, the temporary nature of activities generating noise during construction, and the situations in which noise control issues arise.

418. The contractor will be required to carry out mitigation measures as necessary to limit noise in the vicinity of worksites. Citizens should be made aware of their right to complain and seek redress through the grievance mechanism set up under the Project.

6.5.8 Operations-related Noise Emissions

419. The US Federal Transportation Administration (FTA) Noise Screening Model is used to assess noise impacts during operations (FTA 2006). The method is based on a rated Sound Emission Level (SEL) for buses, headway, or frequency during day and night operations, land use classes specific to the approach (Table 6-22). A monograph (Figure 6-9) is used to determine if total noise exposure exceeds the FTA impact criteria. The approach is automated through use of a spread sheet for calculating total noise exposure in comparison with existing (ambient) conditions, the FTA Noise Impact Assessment Spread sheet. Results are shown in Table 6-23.

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Table 6-22: Land Use Categorization used in the FTA Noise Screening Model

Land Noise Use Metric Description of Land Use Category (per FTA Guidance Manual) Category (dBA) 1 Outdoor Tracts of land where quiet is an essential element in their intended Leq(h)* purpose. This category includes lands set aside for serenity and quiet, and such land uses as outdoor amphitheaters and concert pavilions, as well as National Historic Landmarks with significant outdoor use. Also included are recording studios and concert halls. 2 Outdoor Residences and buildings where people normally sleep. This category Ldn includes homes, hospitals and hotels where a night time sensitivity to noise is assumed to be of utmost importance. 3 Outdoor Institutional land uses with primarily daytime and evening use. This Leq(h)* category includes schools, libraries, theaters, and churches where it is important to avoid interference with such activities as speech, meditation and concentration on reading material. Places for meditation or study associated with cemeteries, monuments, museums, campgrounds and recreational facilities can also be considered to be in this category. Certain historical sites and parks are also included

Figure 6-9: Noise Impact Criteria for Transit Projects

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Table 6-23: FTA Noise Impact Assessment Spreadsheet Results

Receiver Land Use Distance to Existing Noise Criteria, Project Noise Cumulative Increase in Noise Number Category1 Bus Lane feet Level Aver Leq, Moderate / Level, Leq Noise, Leq Cumulative Impact? 1-hr 6-22:00 Severe, dBA (Ldn)1, dBA (Ldn)1, dBA Noise, dB 1. 3 50 74.1 70-77/>77 55 74 0 No 2. 3 50 71.0 70-75/>75 55 71 0 No 3. 3 35 77.1 70-80/>80 57 77 0 No 4. 1 35 60.4 57-64/>64 57 62 2 No 5. 1 50 65.5 61-67/>67 55 66 0 No 6. 2 40 65.1 61-66/>66 58 66 1 No 7. 3 80 76.6 70-80/>80 52 77 0 No 8. 2 50 72.1 65-71/>71 56 72 0 No 9. 3 50 72.1 70-76/>76 55 72 0 No 10. 1 50 73.6 65-72/>72 55 74 0 No 11. 1 50 71.0 65-70/>70 55 71 0 No 12. 3 50 68.9 69-74/>74 55 69 0 No 13. 3 65 71.4 70-75/>75 53 71 0 No 14. 3 80 71.7 70-76/>76 52 72 0 No 15. 3 55 64.4 65-71/>71 54 64 0 No 16. 3 50 66.0 66-72/>72 55 66 0 No 17. 3 50 66.4 66-72/>72 55 66 0 No 18. 3 50 67.1 67-72/>72 55 67 0 No 19. 3 50 67.7 68-73/>73 55 68 0 No 20. 3 50 66.8 67-72/>72 55 67 0 No 21. 3 50 61.5 63-70/>70 55 63 1 No 22. 3 50 67.0 67-72/>72 55 67 0 No 23. 3 50 67.2 67-72/>72 55 67 0 No

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420. “The set of input parameters used in the spreadsheet are shown in Table 6-24, which maby be consider as assumption intering into use of the FTA spreadsheet model”.

Table 6-24: Parameters Used in Applying FTA Bus Noise Model to the KBRT Red Line

Criteria Details

Land use category As described in Table 6-15 Distance to centerline of nearest BRT lane 50 – 80 ft (1/2 of variable ROW width) Bus vehicle type: Reference SEL Diesel-powered bus, 82 dBA* Speed 25 mph Average number of daytime buses per hour 20 Average number of nighttime buses per hour 3 Buses per hour during peak BRT activity 20 Existing noise levels Average daytime Leq 1-hr determined for the receptor Daytime hours are 6 am to 10 pm; nighttime hours are 10 pm to 6 am. * This is the FTA’s reference noise level for a diesel-powered bus. Diesel units specified for the KBRT would be held to a reference SEL of less than 85 dBA; however, CNG-hybrid buses emitting lower noise levels is the preferred power option.

421. Results of the assessment methodology indicate that there is no impact from buses operating on the given frequency of 20 buses per hour along the carriageway. In part this is because baseline noise levels are high throughout; however, even if the existing noise level were in the range of 40 dB, noise from buses in service is not enough to cause serious impact at the face of adjacent buildings. Noise exposure never exceeds 58 dB because the combined Leq for a series of noise events (SELs) of magnitude 85 dB at 50 ft (15 m) does not exceed the existing noise levels. It is possible to verify this conclusion by calculating Leq for combined buses at the reference distance of 50 ft with the following equation (FTA 2006, p. 5-8):

Leq = SELref + 10Log(V) + CsLog(S/50)-35.6 Where:

SELref, is 85 for diesel-powered buses V = hourly volume of vehicles of this type, in vehicles per hour, taken here to be 20 during daytime (7 AM-10 PM and 3 during night

Cs = 15 for diesel buses S = average vehicle speed, in miles per hour (25)

422. The resulting daytime Leq, using the given parameter values, is 57.8 dB and the corresponding night time value is 49.6 dB, which combine for Ldn of 55.8. These values are similar to the result given with the spread sheet for “Project Noise”. Since the majority of locations are located at a distance approximately equal to the reference distance of 50 ft, there is no need to apply a distance adjustment. Considering the ambient noise levels measured during the EIA preparation (Table 6-18 and Figure 6-2) in which 69% of measured Leq’s exceed the commercial standard (65 and 55 dB D/N respectively) and 90% exceed the residential standard (55 and 45 dB D/N respectively), and relying again on Figure 6-8 to determine severity of impact, moderate impact occurs in areas considered as commercial when project noise falls in the range of 61-66 dB (daytime) and 55-61 dB at night; and moderate impact occurs in areas considered as residential when project noise falls in the range of 55-61 dB (daytime) and 52-58 dB at night.

423. The analysis conforms to a general assessment as set out in the FTA guidelines. A detailed analysis is justified when project noise is determined to exceed the relevant standard as

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determined through a general assessment; however, any improvement in precision of results stems from refinement of input data rather than a qualitative difference in approach. Though equations may be used rather than the FTA spreadsheet As it is stated in the FTA Guidelines: “the Detailed Analysis methods will not provide more accurate results than the General Assessment unless more detailed and specific input data are used.” These data primarily relate to site configuration and its relation to propagation length for the sound wave, including effects of intervening walls and buildings. It is also possible to consider project noise during periods of peak traffic, evaluate bus cruising speeds and consider effects of pavement type, more closely classify land uses and sensitive receptors, and use maps and figures for presentation of results. Closer consideration of some of these variables could result in an increase in projected noise from operations and/or identify sensitive receptors (including residential areas) not previously identified. Propagation length is the main variable that can be effectively improved upon given the availability of data. Application of the detailed equation is performed at three locations where noise levels during operations were determined through the general analysis to potentially affect nearby receptors.

Receiver No. 3: Dawood Engineering College (DEC)

424. The relative location of DEC with respect to the KBRT traffic lanes is shown in Figure _. This is an at-grade section wherein DEC is adjacent to the proposed Dawood University of Engineering Station with an offset distance is some 35 m from the driving lane. Application of the basic equations provided for a detailed assessment in FTA 2006 (see p. 6-16) follows:

Leq (day) = SELref + 10Log(V) + Cemissions - 10Log(S/50)-35.6 = 67 dB Where: SELref, is 85 dB for diesel-powered buses V (day) = hourly volume of vehicles of this type, in vehicles per hour, taken here to be 20 Cemissions = 1.6 for diesel buses S = average vehicle speed, in miles per hour (25)

Leq (night) based on vehicle frequency of 3 buses per hr = 58.8 dB and Ldn = 10Log[(15) X 10(Leq (day)/10) + 9 X 10((Leq (night) +10)/10)]-13.8 = 67.8 dB Leq (Ldn) at distance is calculated as (p. 6-22): Leq (Ldn) at distance = Leq (Ldn) at 50 ft – 10 Log (D/50) – 10 G (D/29) Where G = Ground factor = 0 for hard ground (assumed in this case) D = 35 m or 115 ft Leq (Ldn) at 50 ft = 63.4 dB (64.2 dB)

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Figure 6-10 Bus Lane Configuration at Dawood Engineering College

425. Assessing the noise impact is done using the FTA approach in which the allowable level of transit noise increases as the existing level of ambient noise increases, but the total amount of community noise exposure that is allowed to increase is reduced (FTA p. 3-7). These concepts are captured in the nomograph shown in Figure 6-10. Background noise levels at Dawood Engineering College recorded on 15-16 Feb 2018 are: (dB)

Average hourly daytime Leq (06:00 – 22:00) 77.1 Maximum hourly daytime Leq 84.6 Average hourly night time Leq (22:00 -- 06:00) 58.0 Maximum hourly night time Leq 74.0

426. Hence considering the average hourly daytime Leq, a moderate impact occurs when project noise falls between 70 and 80 dB (Category 3 land use), or for night time uses, the Ldn falls between 65 and 75 dB. None of these criteria is violated and therefore it can be concluded that significant impact does not occur.

427. A similar analysis is applied at a location some 75 m beyond the eastern extremity of the Civic Centre Station where the perpendicular distance to the entrance of the Civic Centre from the bus lane is 50 m (Figure 6-10). We assume that buses are no longer accelerating when passing this location and only daytime noise levels are considered (e.g. no night time uses at this location); otherwise no other variable is affected.

Receiver No. 7: Civic Centre

Leq (day) = SELref + 10Log(V) + Cemissions - 10Log(S/50)-35.6 = 65.4 dB for these conditions

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Leq at distance = Leq at 50 ft – 10 Log (D/50) – 10 G (D/29) Where G = 0 and D = 50 m or 164 ft

Leq at distance = 60.3 dB Average hourly daytime Leq (06:00 – 22:00) 76.6 Maximum hourly daytime Leq 83.8

428. FTA Category 3 land use applies and the range of moderate impact (based on average hourly daytime Leq) is 70 – 79 dB. Since the project noise is below this range, no significant impact is expected to occur.

Figure 6-11 Bus Lane Configuration at Civic Centre

Receiver No. 10: Federal Urdu University

429. One building (administration) is within 25 m of the bus lane whereas the main classrooms are set back some 60 m (see Figure 6-11) The bus station is adjacent to the facilities; hence bus acceleration can be expected to occur in the vicinity. Given these factors, and assuming Category 3 land use,

Leq (day) = SELref + 10Log(V) + Cemissions - 10Log(S/50)-35.6 = 67 dB Leq (night) based on vehicle frequency of 3 buses per hr = 58.8 dB and Ldn = 10Log[(15) X 10(Leq (day)/10) + 9 X 10((Leq (night) +10)/10)]-13.8 = 67.8 dB Leq (Ldn) at a distance of 60 m (200 ft) is 61.1 (61.8) dB. The average and maximum daytime and night time Leq one hr noise levels are:

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Average hourly daytime Leq (06:00 – 22:00) 72.1 Maximum hourly daytime Leq 82.8 Average hourly night time Leq (22:00 -- 06:00) 52.6 Maximum hourly night time Leq 60.0

430. Considering the average hourly daytime Leq, a moderate impact occurs when project noise falls between 70 and 75 dB (Category 3 land use), or for night time uses, the Ldn falls between 63 and 70 dB. None of these criteria is violated and as with the previous cases, it is concluded that there is no significant impact.

Figure 6-12 Bus Lane Configuration at Federal Urdu University

431. Findings from the detailed analysis confirm those of the general analysis. Bus traffic during operations do not induce noise levels that; given background ambient noise, exceed thresholds for moderate noise impact.

Receiver No. 7: Civic Center Receiver No. 10: Federal Urdu University Below-grade, Raised or at grade section/presence of walls/buildings to serve as noise barriers/set back of buildings etc. is needed in order to calculate propagation length and effects of shielding

432. The assessment of significance is as follows: Impact Magnitude Duration Likelihood Significance Operations- Slight— Noise Medium-term— Occurrence Moderately related Noise levels likely to be may be present probable— significant— Emissions moderately more or less over calculations Ambient levels elevated, with the duration of indicate high exceed standards; standards often construction likelihood of still, requires exceeded occurrence mitigation

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433. The conclusion is that there is no significant impact from bus noise during operations that would contribute to an exceedance of the SEQS ambient noise standards, especially (but not only) due to the fact that existing noise levels exceed SEQS noise limits along the roadway. Uncertainty related to this conclusion has primarily to do with whether physical conditions at particular locations along the alignment (e.g. the proximity of receptors to the alignment as well as ambient noise levels) are sufficiently accounted for through use of a screening model based on the ambient noise data used herein. However, given the relatively large difference between background noise and calculated Leq’s for bus-related traffic, it is not expected that these uncertainties would affect the overall conclusion. Still, there may be limited instances (or isolated locations) where bus noise would be heard over background ambient noise.

Mitigating Noise Impacts during Operations

434. Still, it will help to dampen noise levels (from whatever sources) by maintaining as much vegetation along and adjacent to the thoroughfare as is practical, in green areas near driving lanes and stations to dampen noise levels.

6.6 Vibration

435. The following terms are used in this section for describing vibration. The peak particle velocity (PPV) is defined as the maximum instantaneous positive or negative peak of the vibration signal. The root mean square (rms) amplitude is the vibration signal averaged over one second, describing the "smoothed" vibration amplitude. PPV and rms velocities are described in inches per second in the USA and meters per second in international units. Vibration decibels, or VdB, are a decibel notation that provides an exponential scale more suited to human perception. Lv in the following equation shows the relation between PPV and VdB:

-6 Where Vref is 1 X 10 in/sec, and Lv is vibration decibels (VdB) given in RMS velocity.

This Since much of the available literature originates in the USA, a mix of English and international units are used herein to describe vibration impacts“. This literature is incorporated 20 by the ADB into an operational policy or guidance document for road construction19F ,in which the deciding factor is: ‘[the] potential vibration effects resulting from the construction of a scheme will give rise to vibration and whether there are vibration sensitive buildings within c. 150m of the scheme’. If such buildings do exist, then a ‘screening level assessment’ should be conducted.”

6.6.1 Construction-related Activity

436. Construction activity can result in varying degrees of ground vibration, depending on the equipment and methods used. The operation of construction equipment causes vibrations that spread through the ground and diminish in strength with travelled distance. Buildings in the vicinity of construction may be affected, with resulting damage in the most severe cases.

20 See “Guidance Note: Management of Ground-borne Vibration During Construction of Road Schemes”; ADB, CWRD, 2018

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437. Vibratory rollers would be the most dominant sources of overall construction vibration for this project. Bridge piers may be installed on screw piles that do not induce any significant vibration. The vibration levels created by the normal movement of vehicles including graders, front loaders, and backhoes are comparable in order-of-magnitude to ground-borne vibrations created by heavy vehicles traveling on streets and highways. Building damage can be cosmetic or structural. Fragile buildings such as some historical structures are generally more susceptible to damage from ground vibration.

438. Normal buildings that are not particularly fragile would not experience any cosmetic damage (e.g., plaster cracks) at distances beyond 8 m, based on typical construction equipment vibration levels. However, the distance can vary depending on soil makeup and building structural properties.

As shown in Section 5.4.1, there is no historical building or masonry structure within 150 m of the alignment to sustain damage from construction vibrations. Buildings adjacent to the ROW are constructed according to modern building codes. While damage is not likely to occur, the purpose of this section is to assess the potential for damage and to put into place a means for enforcing a vibration standard in the event monitoring of vibrations for potential building damage is necessary.

Vibration Criteria

439. There is no vibration standard in Pakistan. Vibration criteria for different countries are shown in Table 6-25. Values are stated in a mix of units, including peak particle velocity (PPV), in in/sec and mm/sec, and in RMS vibration decibels (VdB).

Table 6-25: Vibration Criteria for Construction in Different Countries

Country Standard

India (CMRI) Historical buildings 2 mm/sec PPV Domestic site development 5 mm/sec PPV Industrial site development 12.5 mm/sec PPV Australia Historical buildings 2 mm/sec PPV Residential development 10 mm/sec PPV Commercial development 25 mm/sec PPV USA (Construction Vibration Damage Criteria, FTA 2006) Type I building 0.5 in/sec (12.7 mm/s, 102 VdB) Type II building 0.3 in/sec (7.6 mm/s, 98 VdB) Type III building 0.2 in/sec (5 mm/s, 94 VdB) Type IV building 0.12 in/sec (3 mm/s, 90 VdB) 440. US FTA criteria is related to different building types, as described in the following paragraphs. These criteria can be used to monitor vibration during construction and determine the potential for impact.

441. On the basis of the above review and following the recommendation of ADB in its guidance document, a vibration limit of 5 mm/sec measured as PPV is proposed for use on the project, equivalent to the standard applicable for Class III building types in use in the USA. Such

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measurement would be taken at the face of the nearest building orthogonal to the vibration- inducing activity, or the property line (or ROW), whichever is closest.

Conditions Leading to Vibration Impact

442. The FTA vibration criteria is keyed to four different types of buildings in terms of their susceptibility to vibration damage: Type-I is reinforced-concrete, steel or timber (but with no interior plaster or stucco); Type-II is an engineered concrete and masonry structure also without plaster; Type-III refers to non-engineered timber and masonry buildings, and Type-IV indicates buildings that are extremely susceptible to vibration damage such as weak-jointed stone or masonry historical structures. . Commercial, multi-storied buildings are generally of Types I and II. Wood-framed residences fall under Type-III (atypical in Asia), while structurally fragile buildings, as previously stated, are more likely to be historical in nature, and are Type-IV structures. There are buildings of historical significance along the project alignment, but none have been identified as sufficiently sensitive to vibration impact to fall under the Type-IV category.

443. The vibration levels generated by construction equipment are shown in Table 6-26, and calculations were performed to determine distances at which vibration impacts would occur according to the FTA criteria presented in Table 6-25 Results are shown in relation to building category as the maximum distances at which short-term vibration impacts could occur. Close monitoring, and potential mitigation of impact, would be required if construction equipment were to operate within the distances shown in Table 6-26.

Table 6-26: Vibration Source Levels and Building Damage Impact Distances for Construction Equipment

1 Equipment PPV at 25 Lv at 25 ft. Impact Distance for Building ft, in/sec (VdBRMS) Category, ft I II III Vibratory Roller 0.210 94 14 18 25 Loaded Truck 0.076 86 7 10 14 Jackhammer 0.035 79 4 6 8 Small Dozer 0.003 58 1 1 2 Source: FTA, 2006 Notes: 1. Peak Particle Velocity 2. RMS velocity in decibels (VdB), re: 1 micro-inch per second

Monitoring and Mitigation

444. Background levels of vibration measured during the EIA preparation were low, as shown in Figure 6-13 Only one value approaches the accepted norm for vibration with potential for damage, which stands out as an anomaly in the data collection (something jarring the instrument) or a one-off event in the near vicinity. Overall, vibration levels are only 1/100th of the vibration level (3 mm/sec) expected to do damage to excessively fragile structures. Vibration is clearly not a problem under the existing case, reflecting the fact that given generally favorable subsurface conditions, rubber-tired vehicles (and to a lesser extent construction equipment) are unlikely to create a vibration hazard in the future. Figure 5-15 depicts the locations where vibration monitoring was conducted. The assessment of significance is as follows:

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Impact Magnitude Duration Likelihood Significance Construction- Slight— Vibration Short-term— only Unlikely— Insignificant—still, related Vibration levels likely to be very limited screening level fail safe measures Impacts too modest at locations where analysis indicates aimed at building lines to damage impacts little likelihood of monitoring and cause cosmetic or are possible occurrence mitigation in place structural damage

0.4

0.35

0.3

0.25

0.2

0.15

0.1

Peak particle Velocity mm/sec 0.05

0 0000 0200 0400 0600 0800 1000 1200 1400 1600 1800 2000 2200 Time during the day (24 hr)

Tank Chowrangi Karachi University Ashfaq Hospital Tayyab Masjid Nipa Hasan Square Islamia College Quade Azam Tomb

Figure 6-13: Recorded Vibration levels along the Alignment 24 -- 26 Jan 2018

445. The contractor is responsible to prepare a vibration control management plan (VCMP) before the outset of the work; and will monitor vibration during the conduct of work if conditions indicate that damage to buildings could occur due to vibration inducing activities.

446. Such monitoring will be triggered by a vibration-inducing activity in proximity with a building that could be susceptible to damage. Measurements will be taken at the face of the building while work is underway, and a record kept of measurements. Pre- and post-condition surveys may be required if vibration levels are expected to exceed threshold criteria, in order to ascertain the extent of damage.

447. The contractor is obligated to maintain vibration levels at the faces of buildings within the specified project criteria of 5 mm/sec PPV.

448. If the criteria are exceeded, and damage occurs to buildings, the contractor may be obligated to pay damage claims. Monitoring vibration level and the condition surveys are essential elements for determining liability for vibration damage.

6.6.2 Vibration Levels induced by Operations

449. Significant vibration impact from rubber tire-fitted vehicles is extremely rare. This is because rubber tire-fitted vehicles are not massive, and are typically well-isolated by the vehicle

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suspension design and rubber tires, both of which act as barriers to vibration transmission between the carriage and the ground. Potential vibration impact from rubber tire-fitted vehicles such as those used in BRT projects can be reasonably dismissed under general conditions.

450. Most problems with bus-related vibration can be directly related to a pothole, bump, expansion joint, or other discontinuity in the road surface. Smoothing the bump or filling the pothole will usually solve the problem.

451. Problems may occur with buses operating inside buildings. Vibrations can be caused by sudden loading of a building slab by a heavy moving vehicle or by vehicles running over lane divider bumps. A bus stop/transfer station or depot may experience annoying vibration caused by bus operations. (FTA, 2006). Since these vibration impacts are within the premises of the depot, there is no effect on the external environment. No further impact analysis is needed for vibration assessment during operations.

6.7 Traffic and Transport

6.7.1 Traffic Management during Construction

452. Traffic Congestion in construction zones as addressed by the EPCM consultant has resulted in specifications aimed at directing attention to traffic management problems that must be taken up in detail by the Contractor. (see Appendix D). The effort emphasizes various aspects of traffic problems that may develop along the alignment during construction. Because traffic management involves the cooperation of a number of agencies, the planning process is likely to continue until start of construction. Some recommendations are set forth in this section, with the idea that individual measures will be implemented as feasible under prevailing constraints.

453. The Contractor is required to address systematically traffic management at the outset of construction work through preparation of a Traffic Management Plan as part of the SSEMP.

454. Traffic demand, traffic behaviour patterns and insufficient capacity, and specific problem-areas along University Rd. have been evaluated with the overall objective to maintain traffic flow on roads in the vicinity of construction. The evaluation has resulted in interventions that can reduce traffic congestion:

Specific Provisions for Intersections

i. The Contractor will prepare construction staging plans for each segment to maintain cross- flow of traffic during the construction of carriageways and excavation of underpasses.

ii. The Contractor will adhere to staging plans, provide overarching real-time supervision during implementation, and modify plans as necessary to maximize traffic flow.

iii. The Contractor will monitor traffic flow continuously in order to troubleshoot problems.

iv. The Contractor will debottleneck traffic flow beforehand at key intersections by any of the following measures, to enhance the capacity of the Intersection:

General Provisions

i. Reduce demand for space by promoting use of public transportation

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ii. Develop temporary pullouts for buses to reduce stoppage in traffic lanes

iii. Restrict Qingqi rickshaws or three-wheelers from entering the main thoroughfare

iv. Restrict roadside parking and loading at locations where construction is underway and during peak traffic periods

v. Provide diversions (where possible) of private and bus traffic around construction zones.

455. Detailed staging of this construction sequence will need to be developed by the contractor, and approved by the supervising engineer. Other recommendations address the general problem of reducing traffic congestion at intersections and along the alignment. Other measures to maintain the general flow of traffic include:

Maintaining the Free Flow of Traffic

i. Traffic police should be present during rush hours at sites of congested traffic.

ii. The Contractor will station flagmen where work is underway in the line of traffic, at the start of construction, and points of vehicle access into the work site.

iii. The Contractor will keep operations within the workplace boundaries, to the extent possible.

iv. The Contractor will keep traffic lanes free of obstruction by removing excess spoil and debris.

v. The Contractor will pay special attention to maintaining the free flow of traffic during rush hours and heavy daytime use.

456. Special provisions are set out for the movement of over-weight/over-length (OW/OL) loads:

Over-Weight/Over-Length (OW/OL) Loads

i. The Contractor will plan and clearly mark routes through urban areas for movement of over- weight/over-length (OW/OL) loads of heavy equipment and other types of transport vehicles.

ii. The Contractor will provide front and rear escort vehicles, equipped with flashing light, for movement of OW/OL vehicles, and auxiliary flagmen along the route and on-board to assure clearance.

iii. Movement of OW/OL loads preferably will be done at night.

6.7.2 Traffic Conditions during Operations

457. Data are not available to estimate how traffic might change with the introduction of the Red Line BRT. By and large the mixed traffic is expected to flow in the same space as existing and travel is not expected to be pushed to the periphery of the right-of-way (as BRT runs in the median). Still numbers of vehicles could be less in comparison with a (modelled) base case. On the other hand, mixed traffic could increase to fill the space vacated by BRT riders.

458. Perhaps the overriding factor could be better tarmac conditions that would assist traffic flow.

6.8 Community/Occupational Health and Safety

6.8.1 Construction Impacts on Community-use Values

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Impact Scenarios

459. Community space can be affected adversely by poor performance across a number of factors by a contractor uncommitted to environmental management. The World Bank/IFC EHS Guidelines defines community health and safety in terms that guarantee as-built infrastructure conforms to acceptable standards (structural safety, flood and fire risk), water supply sources are of suitable potable quality, emergency response planning is in place for built environments, traffic safety provisions are enforced alongside transport hazard assessment and mitigation, and disease prevention measures are taken.

460. Community health and safety in the context of the KBRT project refers to protection of the community environment near work areas by assuring access to residences and places of work and business, pedestrian and vehicular movements, air quality, reduced congestion and overall safety.

461. The alignment for the BRT during remains a public space during construction that must be occupied both by the contractor and the public. A combination of factors can render areas near construction uncomfortable and dangerous. Poor housekeeping, failure to finish out work, and unwillingness to restore sites and services where they have been disrupted, cause difficulties for the public. Noise, dust, traffic congestion and community inconvenience/hazard merge into a single bad experience for any public exposed to it. The assessment of significance is as follows:

Impact Magnitude Duration Likelihood Significance Construction High— dust, Medium-term— Probable— high Very Impacts on noise severance impacts possible likelihood of Significant— Community-use levels likely to be throughout occurrence based overarching Values high construction on experience variable requires aggressive monitoring and mitigation Mitigation Measures

462. Mitigation measures put forth in previous sections, specifically those related to control of dust, noise and traffic, can eliminate some of these hazards and inconveniences. Additional measures include:

. The Contractor will clearly barricade work areas to prevent access by the public, while ensuring passage by providing safe pathways for pedestrians around construction zones

. The Contractor will exclude parking, waiting vehicles and vendors from areas adjacent to the work by means of clearly marked barricades and posted signage.

. The Contractor will remove excavated earth, spoil, rubble, cut vegetation and refuse whether generated by the project or discarded by third parties from areas within the construction zone.

. Spoil will be removed daily from the construction zone where it has potential to interfere with the public or generate dust.

. Any earth or material stockpiles in the construction zone will be covered or watered regularly to control dust; and shall not be left in place longer than a week before used in infilling, except as approved by the Supervising Engineer.

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. The Contractor will place flagmen at the start of construction zones, at points where construction vehicles enter and exit the construction zone, and intersections along haul routes.

. The Contractor will provide clear, visible signage to communicate risks at the start and at regular points along the construction zone.

. The Contractor will provide temporary lighting along roadways and pedestrian walkways where lights have been removed to facilitate construction

. The Contractor will remove hazardous conditions on construction sites that cannot be controlled effectively with site access restrictions; and will barricade any excavations and materials placed in public space.

. The Contractor will avoid blocking access to land, homes and businesses; where unavoidable, the Contractor will provide safe and effective temporary access to affected properties, and will reinstate permanent access on completion of work in the immediate area.

. The Contractor will promptly reinstate any services and reinstall any physical facilities that are cut, disconnected or damaged during construction, and maintain or provide temporary services that are interrupted by construction. The Supervising Engineer will inspect and certify the adequacy of all reinstated services and facilities.

. Finally, public awareness regarding risks and hazards will be raised through the Public Participation and Communications Plans for both construction and operational phase.

463. Any environmental condition that is disagreeable to the public and causes an avoidable nuisance can be addressed with additional provisions over and above those described above, as determined necessary by the Supervising Engineer.

464. These requirements will be incorporated into the bidding specification and contract documents, and will be binding on the contractor, at risk of penalty for noncompliance, as charges to be recovered from contractor for unsafe act or condition.

6.8.2 HIV/AIDs Prevention

465. HIV awareness and prevention in the project context is at the interface between workers and the community. HIV is a serious problem for Karachi, but seems primarily embedded in specific high-risk groups. Two such groups that might overlap with construction workers include Pakistani men who have been employed in third countries (high prevalence of HIV), and truck drivers, another high-risk group. The degree that an HIV program is needed for the KBRT depends on how effective it will be in contributing to the HIV control program for Sindh Province. Practical measures to prevent the spread of HIV are recommended to be implemented by the Contractor:

. The Contractor will provide HIV screening for workers employed at the site.

. The Contractor will provide HIV/AIDs education and awareness among workers through use of training sessions, videos and other appropriate means.

466. The HIV detection and awareness program will be part of the Occupational Health and Safety proposal.

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6.8.3 Occupational Health and Safety

467. The health, safety and welfare of personnel working on the Project and the general public, and the avoidance of damage to property, are important issues in themselves and to Project sponsors. The contractor is expected to give consideration to Occupational Health and Safety (OH&S) aspects of construction, so that operations are conducted in a manner that eliminates risk to persons and property. The Contractor is expected to treat safety as a high priority in his activities while executing the work.

468. Contractors will not permit or cause unsafe conditions that pose a hazard during construction. Perceived risks will be addressed at the outset by way of adequate and concrete mitigation measures. The Contractor will prepare an Occupational Safety and Health Plan that conforms to requirements set out in the Sindh Occupational Safety and Health Bill (2017), and that aims to eliminate or minimize unwanted hazards and risks to personnel and the public during construction, and to achieve ‘Best Practice’ within the project context, establishing a work environment that conforms to international standards with respect to health, safety and emergency response.

469. The Contractor’s Occupational Safety and Health Plan will address the following key elements:

. The Contractor will provide as a minimum of safety training addressing 1) general safety awareness; 2) first aid procedures; 3) emergency procedures; and 4) use of personal protective equipment.

. The Contractor will conduct weekly site safety inspections and preparation of site safety reports in relation to the contract.

. The Contractor will provide a system for recording all accidents and dangerous occurrences, regardless of whether or not personnel injury occurs, including any incident involving a member of the public.

. The Contractor will investigate accidents in order to ascertain the facts with a view to prevent future and possibly more serious occurrences.

. The Contractor will collect accident data to show trends, identify how problems arise, and enable accident prevention efforts to target problem areas.

. The Contractor’s plan will include a Safety and Emergency Preparedness Plan to address foreseeable emergencies that may arise during the construction activity. Guidance in preparing this plan is found in Appendix G.

. The Contractor will propose safety signage for display around the sites in both Urdu and English, to address use of PPE, dangerous conditions, smoking prohibition, first aid station, and prohibited entry.

. The contractor will provide means for maintaining healthy working conditions for workers related to the effects of noise, dust, use of chemicals, by removal of the cause and use of suitable Personal Protective Equipment (PPE), to be provided to workers. The Contractor will ensure that workers are properly trained in the use of PPE and that adequate supervision is provided to ensure its proper use.

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470. The Occupational Safety and Health Plan should address, as necessary, working at height, excavations, lifting operations, machinery, work adjacent to roadways, and work in the line of traffic.

471. The Plan should include checklists, inspection report forms, accident reporting forms, induction training recordkeeping, pre-clearance forms for working at height and in excavations, statistics record reporting, and other types of reporting forms.

472. The Plan prepared will be prepared by the Contractor and will include a Safety and Emergency Preparedness Plan sufficient to assure the safety of construction workers, engineers, and citizens. The Construction Supervision Consultant (CSC) will enforce implementation of the Manual by the Contractor.

473. The Occupational Safety and Health Plan is expected to comply with Pakistan Labor Law, Sindh Occupational Safety and Health Bill (2017), and relevant sections of the International Finance Corporation (IFC) General Environmental Health and Safety Guidelines (WB/IFC 2007) applicable to the BRT Red Line Project. The reader is referred to those documents for further details on their contents.

474. Regarding emergency response during operations, the ODBM consultant will prepare a Red Line - Incident and Emergency Response Plan under Output 8.4 of its TOR due in Sept 2018.

6.8.4 Worker Camps

475. Requirements regarding onsite worker housing are set out below:

. Provisions for workers should conform to requirements of the Sindh Occupational Safety and 21 Health Bill (2017) and relevant standards of the International Labor Organization (ILO). 20F

. The Contractor is required to maintain accurate counts of workers living offsite and those housed at onsite facilities.

. The Contractor will provide and implement a plan for suitable housing for workers living onsite. Housing should meet ILO specifications in respect of the nature and standard of the accommodation and facilities to be made available.

. The Contractor will provide for those living onsite food preparation and sanitation facilities, potable water supply, common dining rooms, canteens, rest and recreation rooms and health facilities, and solid/liquid waste management in accordance with Sindh Government regulations and ILO standards.

6.9 Water Use, Quality and Drainage

6.9.1 Drainage Design

476. A drainage strategy has been developed based on the concept design, aimed mainly at upgrading the existing nullahs (side ditches) along the corridor together with construction of new

21 The ILO is party to numerous conventions and standards regarding labor and worker protections. See www.ilo.org/dyn/normlex/en/ Where possible National and Sindh State Law should prevail.

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drainage channels at locations where the proposed BRT will physically about the existing nullahs.

477. A hydraulic model is used to reconcile runoff from the receiving watersheds and capacity of existing nullahs. The model takes into account existing dry weather flow generated by grey and foul water observed running in the Nullahs along the route. Nullah upgrade requirements are included in the construction works.

478. In order to enhance overall drainage performance along the route, the design will identify constrictions in the existing drainage system and outfalls, and implement sustainable solutions along the BRT route. Use of infiltration systems to absorb run-off along the BRT route is being considered, depending upon the practicality of the site location and outfall requirements. The use of an infiltration system will reduce outflow from the main outfalls which in turn reduces peak flow rates, and also recharges the aquifers. Where such approach is not considered appropriate the design will discharge to the adequately size nullahs while ensuring that outfalls have adequate capacity.

479. The drainage design shall give special consideration to drainage around underpasses to ensure that adequate discharge points are present in these high-risk areas. During construction the contractor will have to ensure that any dewatering activity are controlled during deep excavation works.

6.9.2 Construction-related Issues

480. Impacts may occur due to water availability and its use on the project, and from uncontrolled drainage from work sites during rainfalls or dewatering of excavations. There are no known natural flow channels crossing the alignment, hence the potential for contamination of surface water is low, though constructed drains could become clogged due to excess sediment.

Water Availability

481. Use of water for construction purposes such as dust suppression and provisions at worker camps may come into conflict with existing uses. There is a water point near the Safoora Chowrangi that services tankers delivering water to communities that are not served by the piped water system. The Contractor is able to purchase water at this location for project use.

482. Karachi faces a chronic problem of shortage in supply to meet the constantly growing demand, and the requirements of the project, say at 30,000 gpd, is significant in view of existing shortages. Both price and availability of water, and the availability of tanker trucks to deliver water, may all be issues on the project. Delivery costs can skyrocket and the cost of water may be inflated at any given time.

483. Depending on the numbers of workers housed onsite, the main use may be watering of roadways for suppression of dust and for achieving correct water content for compaction of fill. The Contractor will need to factor the cost of these uses in its bid price, and curtail use by maintaining site cleanliness, in order to control dust by means other than the use of water sprays.

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484. Abstraction from water resources may be permitted after prior approval from TMTD/SMTA in consultation with local authority leaders and local utility. Water for project use should be negotiated with the local authority and the utility provider in the pre-construction stage.

Uncontrolled Drainage and Potential for Contamination

485. Runoff from construction sites during rainfalls could transport silt into existing drainage works, resulting in loss of capacity and clogging. By maintaining site cleanliness, the Contractor can minimize the loss of sediment to drains. Surface and subsurface water resources near the Project could be contaminated by fuel and chemical spills, or by solid waste and effluents generated by kitchens and toilets at construction campsites, and by runoff from construction camp maintenance areas, workshops and equipment washing-yards.

486. Standing water and flooding in the vicinity of homes and work sites can be prevented by providing positive drainage to a point of discharge into a natural or man-made drainage channel. Suspended solids entrained in runoff that can soil surfaces and clog drainage systems. Water crossing roadways is a hindrance to both pedestrians and motorists.

487. Drainage from construction sites needs to be controlled to prevent water crossing road-ways or interfering with pedestrian movement. Drainage water needs to be discharged to a free point of discharge. Muddy water produced by dewatering subgrade excavations in the event of rainfall should be routed to a point of discharge.

488. Construction yards and haul routes: The Contractor should maintain a work site free of standing water, mud and silt so that these materials are not transported offsite on the wheels of trucks, and deposited along roadways; and overall drainage needs to be routed a point of discharge in order to avoid affecting surrounding land uses.

489. Construction sites present special problems during a heavy rainfall event. So long as the site is kept clean and free of mud/silt, runoff from rainfall can enter the local drain system without negative effect. Spillage and leakage of fuel, crankcase oil and drilling fluids at work sites is strictly prohibited. The Contractor will follow a risk avoidance approach that minimizes standing water, sediment loss and spillage of waste oil and fuel. The contractor will need to minimize impacts through use of mitigation measures to the satisfaction of the superintending engineer.

Mitigation Measures:

. At the start of construction, a Site-Specific Drainage Management Plan for construction sites, construction yards, materials storage areas and administration/worker housing shall be developed by the Contractor as part of its SSEMP. The Plan shall address the impacts and mitigation measures described in this section, and be approved by the Supervising Engineer.

. Discharge of waste water into water bodies is prohibited as is the discharge of wash water from concrete trucks to waterways.

. Concentrated solids will not be washed into receiving drainage structures or open channels.

. Sediment and fine debris will be removed as solids by cleaning/scraping work areas and removing piles of debris in a solid form, in order to prevent sediment loss to drainage channels.

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. Portable sanitation facilities will be set up at construction sites and regularly cleaned by vacuum truck.

Temporary Construction Yards

. Construction yards and material storage areas where vehicles operate or materials are stored should be established on well drained fill.

. Free-flowing points of discharge for storm water should be identified nearby the boundaries of materials storage/construction yards for gravity or pump-assisted dewatering and yard drainage.

. Local drainage channels should have sufficient capacity for handling discharge flows, with clear discharge points to open drainage courses.

. Water discharged to constructed drains should contain a minimum quantity of suspended solids.

. Temporary worker quarters and erection yards should include self-contained waste treatment with removal of excess by vacuum truck or approved discharge point.

. Drainage from fuel storage tank locations, refuelling areas, and equipment service areas should be segregated from other runoff; discharge should be routed through an oil/water separator.

. Fuel storage tanks should be surrounded by secondary containment equal to at least half the volume of the tanks.

Monitoring

490. Contractors will be required to observe drainage conditions during dewatering operations and storm events to assure positive drainage. If flooding occurs along roadways or in neighbourhoods, or community complaints arise, the contractor will undertake a combination of the above mitigation measures to minimize drainage and water quality impacts.

491. The contractor will monitor total suspended solids (TSS) of outfalls from construction sites where these discharge to local drainage channels, and comply with a limit of 200 mg/L TSS, as specified in the Sindh Environmental Quality Standards for Municipal and Liquid Industrial Effluents (2015).

6.9.3 Drainage during Operations

492. Design of a comprehensive drainage system for carriageways, stations, depot areas and underpasses is underway by the EPCM consultant. Systems and equipment for dewatering/drainage of underpasses is required to keep them functional during heavy rainfall. The design will augment existing drainage structures to the extent needed to assure free passage of water to a final outfall. Drainage design should incorporate allowance for peak rainfall of at least 10% over the amounts derived through a standard TOC-intensity-duration relationship for Karachi, to account for climate change effects.

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6.10 Solid Wastes and Hazardous Materials

6.10.1 Construction

493. Alignment: Minor amounts of solid waste will be generated during construction of the bus lanes and stations. A large quantity of earth will be spoiled in the excavation of the grade separations at intersections. Broken pavement, brick and curb stones will also be spoiled in the process of constructing bus lanes. Installation of drilled pilings used for support of cross-structures at grade separations also generate a quantity of waste. An initial estimate of quantities of different types of spoil materials generated during construction are shown in Table 6-27.

Table 6-27: Inventory of Materials Generated in Construction of BRT (m3)

Estimated Quantity Source Materials 3 (m ) Augur cuttings and bentonite slurry from piling installation 500 Earth removal from median strip 26,000 Deep excavation for installation of underpasses at intersections (loose 105,000 rock and earth) Brick and curb stones from removal of median strip 19,000 Bituminous scrap from removal of old roadway pavement 43,000 Total 193,500

494. Construction Yards: Minor amounts of solid waste will be generated during site occupancy, including trash, construction debris, and discarded and unused materials. Hazardous waste could be generated consisting of waste oil, parts cleaning fluid, oily rags and discarded containers.

495. Countermeasures for disposal of spoil, solid waste and hazardous materials during construction include:

General

. Contractors are required to prepare a Spoil and Solid Waste Disposal Plan (SSWDP) that identifies the following: material types, estimated quantities and methods for disposal; locations onsite for collection and storage; locations for disposal. A recordkeeping system for all wastes and a tracking and manifest system for hazardous and recycled materials will be included in the plan. Necessary enclosed facilities, containers and equipment will be provided in keeping with the Plan. The Plan should be updated as necessary with actual quantities, locations for disposal and additional information in accordance with the Plan.

. Workers will be trained in the proper handling of waste and in general management principles, as necessary in keeping with the worker’s job responsibilities.

. Waste will be segregated in recordkeeping and physically, at construction sites, into the following general categories: spoil, construction debris and drilling mud/cuttings (Class C non- putrescible wastes); trash and other forms of degradable but non-hazardous wastes (Class

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B); hazardous wastes and spent materials, including liquids (Class A); materials determined 22 to be recyclable with identified takers (Class R).21F

. Class A waste material containers will be stored on a raised platform in dry condition for no longer than one week unless kept in an enclosed and secured location, in which storage of up to 3 mo is allowed.

. The Contractor will promptly collect, store, transport and dispose of Class B solid waste generated at the project site. No solid wastes will be allowed uncollected at the jobsite or accumulated in storage for periods in excess of a month. Transport and disposal will be by recognized means approved by the Engineer.

. Class C spoil materials, cuttings and wastage from the site that are unsuitable for use in construction shall be disposed of at locations specified in the SSWDP and approved by the Engineer. Methods of placement and compaction, and limits on the types of materials to be placed therein are subject to prior review and approval by the Engineer, who may at times require testing of materials to verify the absence of chemical residue, excess organic matter and other forms for admixing of wastes. Such review and restriction can occur at any time during the spoil placement activity at a site.

. Deposition of spoil materials shall be approved where clear land titles are in place, in areas designated as suitable for fill, and in line with guidance provide by the Supervision Engineer and the Local Government Agency. In no case shall spoil materials be placed in or near rivers, drainage channels, lakes and other forms of permanent wetland.

. Class R recyclables may be stockpiled for up to one month while identifying a taker; otherwise the materials will be treated as a waste product and removed from the site.

. Material Safety Data Sheets (MSDS) for purchased chemical additives, reagents and compounds will be kept at the work site.

. Maintain trash receptacles at construction sites, and designate areas for stockpiling used/discarded materials temporarily.

. The Contractor will handle and dispose of, or recycle, unused and spent hazardous materials at a licensed facility, such as the Alico disposal facility, to prevent losses to the environment.

Alignment

. Quantities of spoil, construction debris and drilling mud/cuttings will be estimated beforehand, and locations for disposal identified and agreed with the Superintending Engineer. Most of these materials can be used as fill, or as cover material in a landfill; prior agreement with overseeing bodies or land owners is required; contact information for entities agreeing to take the materials will be provided for verification purposes.

. Solid waste, trash, broken forms and equipment parts, waste oil, and oil-soaked rags, soil and absorbent will not be disposed of along with earth spoil.

. Vegetation (trees, branches etc.) cut or removed from the alignment during construction will not be allowed to remain stockpiled at the worksite, and will be disposed of or put to proper use immediately upon cutting.

22 These classes are solely for use on the KBRT project, and are not intended to reflect broader Government policy.

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. No waste materials will be stored at a construction site for periods longer than one day. The Contractor will prohibit materials being discarded by others along the alignment during the period of construction; it will be the responsibility of the contractor to dispose of properly any such materials so placed.

. The Contractor will assure that used materials, debris and solid waste are removed daily from construction sites along the alignment, and that no such material is allowed to accumulate onsite, or to interfere with the passage of traffic or construction work.

6.10.2 Operations

496. Depot: Certain types of wastes will be generated during the normal course of operations: trash and canteen waste (Class B); metal parts and cuttings from lathes that will be recycled through metal brokers (Class R); spent solvents from parts washing, waste oil and other organic chemical compounds (Class A).

497. Stations: Litter not directly attributable to operations could increase in the vicinity of stations as a result of human movement. Trash will be discarded by people passing through the stations.

Mitigation measures that apply to solid waste handling and disposal during operations include:

Depot

. The Depot operator will institute a Waste Management System taking into account materials to be disposed of and recycled, estimated quantities and methods for collection, storage, treatment and disposal or recycling. Material Safety Data Sheets (MSDS) for purchased chemicals, reagents and compounds will be kept current. A recordkeeping system will account for all wastes and recycled materials, and length of time and locations for storage; a tracking and manifest system for hazardous and recycled materials will be maintained.

. The site design and equipment procurement will provide necessary enclosed facilities, containers and equipment for managing wastes.

. The Depot operator will dispose of spent hazardous materials and wastes by means and at locations acceptable to the SEPA and functioning as an approved handler of hazardous wastes.

. The Depot operator will not store hazardous and recyclable materials indefinitely at the site, as this is a hidden liability for the owner. No waste material should remain in storage for more than a year.

. The Depot operator will develop recycling systems and linkages for metal scrap and for waste oil, and will inspect uses and processing beforehand to assure environmental soundness.

. These requirements will be incorporated into contract bidding documents for the bus procurement and operations contracts.

Bus Stations

23 . SMTA22F will coordinate with KMC to improve solid waste handling in the vicinity of stations.

23 It is assumed that the Transport and Mass Transit Authority (TMTA) will be functioning by the time operations commence.

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. SMTA will assure that station waste receptacles are available and kept in good condition, emptied regularly, and maintained periodically.

. SMTA will maintain the station areas free of trash and refuse, post signs against littering, and keep the bus lanes free of trash.

6.11 Protection of Historical, Cultural and Archaeological Sites

498. It is not expected that any Historical, Cultural and Archaeological site is present in the line of construction given that it occurs in an existing roadway, other than the ones mentioned below; One important cultural site exists nearby, outside the construction zone, specifically the Mazar – e – Quaid Mausoleum, but at a distance from the alignment (the mausoleum structure is some 130 m from the right-of-way). Another historical monument of concern is “the globe” located between Islamia College and Dawood Engineering University. The design team is planning to integrate/ relocate this monument accordingly. There is no other site in the vicinity.

499. It is possible that relics or artefacts of historical, cultural or archaeological interest could be unearthed during construction. The Contractor is required to stop construction on discovery of objects of archaeological origin; and notify the owner, who will contact the Department of Antiquities, Government of Sindh to investigate and, if desirable, undertake recovery. Work must remain halted at the specific location until investigation is complete. See Appendix F on Chance Find Procedure for Relics of Ancient Origin. The assessment of significance is as follows:

Impact Magnitude Duration Likelihood Significance Protection of Slight— Long-term— in Unlikely— prior Insignificant— Historical, Cultural Archaeological the event damage knowledge of the still, chance find and remains are not to valuable area indicates procedure aimed Archaeological likely to be remains occurs little likelihood of at mitigation in Sites present occurrence place

6.12 Vegetation and Wildlife

Impacts due to construction

500. Habitat loss for birds will occur due to removal of trees along the alignment where the bus lanes will be constructed; bird habitat could be temporarily degraded in nearby ‘garden’ areas (such as Karachi University campus, Askari Park, Mir Usman Family Park and other natural settings) from construction noise, but this effect is expected to be insignificant; trees may be trimmed on properties or in the right-of-way to make way for NMT improvements (footways, bikeways, etc.), causing temporary loss of habitat. These impacts are of limited extent; no significant impact is likely for any species. Otherwise, no adverse impact on fauna is foreseen due to location of the Project.

501. Consultations with the Department of Parks and Horticulture Authority (DPHA) in Karachi during the feasibility study stage confirmed there are no protected areas that could be affected by the Project. There are rows of trees in the median, as well as isolated trees, and a few trees that form a divider along the service roads on either side of the KBRT alignment in the ROW. There is no national park or nature reserve near KBRT and none of the land or trees in the ROW is protected.

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502. Trees found in the centrelines of roadways used for the BRT alignment are relatively small and offer no significant habitat for birds. (Shaukat and Raza 2016) These trees will need to be removed to make way for construction, but can later be replanted along the perimeter of the right-of-way, in the vicinity of stations, or in the median strip. These are unavoidable losses that are made up by growth of trees at other, nearby locations.

503. Some of the trees to the right and left sides of the right-of-way overhang into the roadway and may need to be trimmed to provide clearance for construction equipment and for replacement of footways. It will be up to the contractor to determine locations and extent of tree trimming, and it depends to a great extent on the types of equipment to be used. Some bird habitat may be temporarily sacrificed, but birds are expected to migrate to trees away from the right of way, and rapid re-growth of newly planted trees.

504. Trees to be removed from the centrelines of University Road used for the alignment have been categorized and counted (see Table 5-8. It is the responsibility of the Contractor to replant trees according to the quantities and at locations specified in the bid documents. A list of recommended tree species for planting in the median strip beneath the viaduct is provided in Table 6-28. These species were selected on the basis of their common use in urban environments throughout tropical Asia, and their availability and prior use for roadway beautification in Karachi.

Table 6-28: Tree Species Recommended for Urban Planting

Scientific Name Common Name Family

Casuarina equisetifolia Forst. Australian Pine CASUARINACEAE Bougainvillea spectabilies Willd. Bougainvillea NYCTAGINACEAE Mimsops elengi L. Bullet Wood SAPOTACEAE Delonix regia Rafin. Flame of Forest CAESALPINIACEAE Cassia fistula L. Golden Shower Tree CAESALPINIACEAE Syzygium cumini (L.) Skeels Jambolan MYRTACEAE Azadirachta indica A. Juss. Neem MELIACEAE Nyctanthes arbor-tristis L. Night Flowering Jasmine VERBENACEAE Michelia champaca L. Joy Perfume Tree MAGNOLIACEAE Caesalpinia pulcherrima (L.) Swartz Peacock Flower CAESALPINIACEAE Lagerstroemia speciosa (L.) Pers. Giant Crape-Myrtle LYTHRACEAE Polyalthia longifolia Thw. cv. Wipping Telegraph Pole Tree ANNONACEAE Gardenia jasminoide Gardenia Jasmine RUBIACEAE Diospyros peregrina Malabar ebony EBENACEAE Spondias pinnata Hog-plum ANACARDIACEAE

505. Trees within the ROW can be cut with permission from the DPHA; the authority that must be notified before tree cutting. However, pre-arrangement with DPHA and lodging of a no-objection certificate (NOC) is the first step in a formalized procedure for tree removal generally set out as follows:

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i. Owners of trees removed for construction will be compensated according to market value determined by DPHA. The contractor is responsible for cutting the trees; however, it is the responsibility of the owner to remove the trees and sell or otherwise dispose of the trees.

ii. The contractor will be required to inventory trees before cutting, resolve any difference with the tree count provided by the consultant, and request permission on a batch-wise basis from the CSC for cutting trees.

iii. The CSC will notify the owner(s) of the trees of the intent to cut, and request the owner to provide appropriate dispensation of the cut trees.

iv. Difficulty in removal of and recouping value from trees may arise when the trees or parts thereof including roots and branches are found not to have a value that allows the material to be sold, rather there is a cost associated with removal, storage and disposal. The Contractor is then required to deal with the vegetation as a Class B solid waste.

v. Trees will be planted as an offset measure to compensate for those cut according to the Government guidelines (5 planted for every single tree cut) at locations specified in the plans, and in case of excess numbers, at locations designated by the DPHA. Types of trees to be planted will need to be decided in consultation with the DPHA.

6.12.1 Tree cutting and plantation plan

506. Before removal of trees, the contractor and engineer shall conduct a joint visit to identify and prepare a tree cut inventory. It shall be ensured to remove trees of 6 inch girth or larger along with their stumps and roots to a depth to ensure complete removal of roots and stumps along with their disposal.

6.12.1.1 Tree Marking & cut Inventory

507. The cut inventory shall be maintained with following details, these trees be marked 4.5 ft from the base.

i. Reference No.

ii. Location

iii. Specie

iv. Girth

v. Approximate Height

508. The trees will be cut with the written approval from the engineer. After cutting the tree, tree will be stored in the secured designated area. Each cut section of tree will be marked with a unique reference number which will correspond to the reference number given on tree inventory.

6.12.1.2 Tree Handover

509. Employer shall be informed via Engineer, when a batch of cut tree is ready for handover. The details of inventory will be available to the engineer all the time. This Inventory of trees shall be reviewed by employer in nearby cut tree stack area. Employer shall arrange transport from storage area following formal handing/taking over of the trees.

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6.12.1.3 Tree Plantation

510. The contractor shall plant five times of the number of trees which were cut & recorded in the inventory. Contractor shall manage watering and protection of these plants until the end of notification period.

Table 6-29: Tree Cut Chain of Custody Form

Name of Recipient Facility- (As identified Location where trees deposited: by Irrigation department) Date: (Name of the person, designation, contact number) Name, designation, contact number from Address: whom received-Contractor

Location from where obtained Date/time obtained:

Inventory of Cut Down Trees Item Quantity Check RDs Name of No of No of Average height of No request Species trees pieces pieces (approx. no/date height) Chain of Custody

Item Date Released by Received by SMTA Verified by PIC no Contractor (Director) (Resident Engineer) (Project Manager)

Signature Signature Signature

Printed name, Printed name, Printed name, stamped and contact stamped and contact stamped and contact information information information

Note: All the arrangements for the transportation of cut trees will be made by the contractor at his own risk and cost. 511. Tree ownership will need to be identified as part of this process, though it is expected that most will be in the jurisdiction of KMC. DPHA office requests that specimen trees or champion trees be avoided wherever possible. DPHA also suggests that the project proponent maintain remaining trees in the median and elsewhere in the KBRT corridor, including tree trimming, during the operation of the KBRT.

512. Overall, a tree cutting and compensation plan will need to be agreed between DPHA, KMC and SMTA (the Project). Since the Director General of Parks and Horticulture (DGPH) is the authority for cutting trees in the KMC area, there is a need for the DPHA to agree with SMTA on cutting and compensation. The assessment of significance is as follows:

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Impact Magnitude Duration Likelihood Significance Impacts on High— large Long-term— Probable— high Very vegetation due numbers of trees impacts extend likelihood of Significant— to construction to be removed to beyond occurrence compensatory make way for construction tree planting construction through loss of mandated under trees project

6.13 Public Infrastructure and Utilities

513. Deep road cuts, installation of pier foundations for cross-spans, as well as other sub-grade work can damage existing utilities. The Contractor will avoid interference with and minimize interruption to power, water, gas, drainage and telecommunications (‘utilities’) systems during the works.

514. Utilities should already be identified, mapped and relocated to the extent necessary prior to the award of contract, or at least ahead of construction. (See Sec. 6.3.3.) Nevertheless, in order to assure minimal interference, the SSEMP prepared by the contractor will contain a specific section (the Utilities and Telecommunications Relocation Plan) to address any additional relocation requirements for power and utilities, and means for protection of utility infrastructure during construction, as follows:

i. Maps and drawings indicating a thorough understanding of utilities in the way of construction.

ii. Record of consultation with utility providers to reconfirm that utilities have been effectively relocated, and the extent to which remaining infrastructure may be damaged or disrupted.

iii. Record of activities undertaken to relocate utilities.

iv. Means for protecting any utilities that may be potentially disrupted or damaged.

v. Contact focal points in all relevant utilities and local authorities in the event of additional relocation requirements or damage/disruption.

vi. Contact information in the local community in case of service interruption.

vii. An emergency response plan including provisions and action plan for immediate repairs to damaged utilities, in order to restore service in the shortest time possible

viii. Approach to coordination of relocation of utilities ahead of construction works with the relevant utility company.

The Contractor shall in no instance excavate around or over live buried electrical cable or pressurized gas lines during the construction, or allow such to be suspended across open excavations in a manner that, in the opinion of the Resident Engineer, threatens public or worker safety. Neither shall water lines be left suspended and unsupported across open excavations.

Major utilities including K-Electric, Sui Southern Gas, PTCL, NTC, and Engineer 5 Corps have performed site surveys and prepared consolidated cost estimates for relocation of utilities, which are included, along with a 20% contingency, in the Government’s PC-1 document as provisional sums totalling 1,384.11 million Rs. Pending allocation of these funds will insure on-time relocation of the relevant utilities ahead of construction.

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24 6.14 Female Vulnerability23F

The Risk

515. Public transport which is designed to consider the different needs and concerns of women and men is important for equitable social and economic development, for example, by enabling greater access to education and health services, markets, employment and leisure opportunities to both. Globally, women’s limited labour force participation is identified as a factor which constrains economic growth. In Pakistan, lack of safe access to transport has been recognized as a key reason which limits women’s labour force participation and, at an individual level, the personal and professional benefits which can flow to women (ADB 2015).

516. Vehicle ownership is a contributing aspect to this. Men are more likely to own a motorbike or a car than women. This means that women need to use public transport to meet their transport needs or are dependent on male relatives who own vehicles to take them where they need to go. Only women who can afford to are able to hire private transport services such as taxis.

517. In Karachi, sexual harassment is a high risk for women, especially young women and girls, who use public transport. Harassment takes many forms such as leering, deliberate groping, verbal and physical gestures, blocking women’s way and stalking. It is encountered both while waiting for and also on public transport. In order to avoid sexual harassment, women and girls may change their choice of transport to more expensive, but usually safer, private transport which creates a financial burden for themselves or their families, or, otherwise, they may decide to reduce how much they travel. This has included leaving jobs to take work closer to home or deciding not to work.

518. Media, NGO and donor funded reports include reference to the high levels of sexual harassment faced by women on transport. A 2014 survey of 230 women commuters over the age of 15 in Karachi found that 85% of women workers, 82% of students and 67% of home makers had experienced sexual harassment at least once in the previous 12 months when they were using public transport. Respondents noted that overcrowding was an important factor which provided opportunities for sexual harassment on buses. In the study, over 75% of men who carried out sexual harassment were identified as being commuters, while bus conductors and drivers constituted the remaining 25% (Social Policy and Development Centre 2014). It should be noted that, anecdotally, young boys and members of the transgender community are also exposed to sexual harassment on public transport.

519. In reacting to the fear of sexual harassment, 40% of women students said that they avoided travelling at night which limited their leisure time. In addition, 40-45% of women in all three groups said that they had started to wear the hijab or chadar in an effort to protect themselves from unwelcome male attention (Social Policy and Development Centre 2014).

Mitigation of risk

520. The Red Line BRT Gender Action Plan incorporates features designed to reduce and mitigate the risk of sexual harassment and to encourage use of the BRT by women and minority groups

24 This section is prepared by the project Gender Specialist.

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to increase its market. The mitigation activities from the Gender Action Plan target both the physical infrastructure and the institutional settings, and are set out below for reference only (not included in the EMP).

Design of Physical infrastructure

. Separate ticketing counters should be provided to allow separate queuing for women and avoid close contact between women and men.

. Sufficient space on platforms should be allowed for women and men to wait and queue separately.

. Approaches to bus stations and stations should be well-lit at night to discourage sexual harassment and other criminal incidents.

. CCTV should be provided on stations and buses to monitor incidents.

. An emergency help line should be available on stations to report incidents of harassment or other crimes.

. At least 30% of seating at the front of buses clearly marked as reserved for women and people with disability should be provided with a partial partition dividing it from the general passenger section.

. Buses should have a separate door for women who are not with a male companion to enter and sit in the women’s section of the bus.

. The bus driver’s cabin should be enclosed to protect female drivers or, conversely, to prevent male drivers harassing women passengers.

Institutional aspects during Operations

. The Equal Opportunity, Gender and Social specialist in the PPIU should undertake research to identify women’s major concerns, including harassment, and should identify approaches to reduce the risk and encourage greater use of the BRT service by women.

. Contracts with BRT service providers/contractors/third parties should require that staff with direct passenger interaction such as ticketing and station staff are trained about passenger movement management to reduce opportunities for sexual harassment and how to respond to and deal with harassment incidents.

. The BRT system should operate as a network rather than unconnected routes. This will reduce the amount of waiting time for buses which is where some sexual harassment occurs.

. Bus scheduling should be planned and implemented to reduce waiting times and overcrowding on buses and stations which reduces opportunities for sexual harassment.

. A public awareness raising campaign on safety and security should be implemented with an emphasis on behaviour change to reduce the sexual harassment of women, children and transgender. The campaign should encourage others to intervene, provide information on how to report incidents and encourage women to report, including assuring confidentiality. In designing and implementing the campaign, there should be coordination with any government agencies and NGOs who are conducting similar outreach activities. Material should be widely disseminated in Urdu and local languages in public places, on social media and broadcast on FM radio and if possible, TV talk shows and the SMTA/KBRTC website.

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. A Complaints and Compliments Mechanism should be established and promoted to the public who use the service. Complaints and compliments should be able to be submitted physically at office counters and through the emergency telephones on stations and digitally on the SMTA/KBRTC website. Complaints, including those concerning sexual harassment, should be dealt with promptly and confidentially by staff who have been appropriately trained, with women staff designated to handle women’s complaints. Heavy penalties, including dismissal, should be given to any employees found to have engaged in sexual harassment.

. A database of sexual harassment incidents on or near the BRT should be established. Incidents should be mapped to identify ‘hot spots’ and strategies devised to address problems.

6.15 Other Construction Issues

6.15.1 Construction Yards and Haul Routes

Construction Yards

521. Construction yards can cause significant inconvenience and hazard for the surrounding community depending on placement, surrounding land use, access, time of use, and activity undertaken at the site. Construction underway in the urban environment often faces a shortage of usable space from which to stage the construction. Noise, dust, traffic, onsite drainage and storage of materials, and the presence of people not familiar to others in the community can lead to disruption of community values.

522. Locations for construction yards are not yet identified. Sites may be selected by the PIU working with the EPCM Consultant prior to award of the construction contract and designated for use by the contractor. Otherwise the contractor will need to locate and obtain clearance from the CSC for the site.

523. A proposed construction site should be of suitable size for the intended use. The site should not be located in areas supporting residential land uses, but if necessary, site access and the site itself should be set back from surrounding residential areas by at least 50 m, except that batch mixing activities should be distanced by 100 m or activities restricted to daytime only. Materials loading and unloading, metal working and other noise producing activities should not be conducted during evening or night time hours.

524. Sites should be well-drained with storm water discharge from no more than three locations at the site. Maintenance work, fuelling operations, and machinery cleaning and servicing shall be conducted in a manner that prevents spillage of oil, fuel and chemicals to the ground or loss in wastewater flow and drainage. Sites should be kept free of standing water and maintained in an orderly fashion. Solid wastes should be segregated by type, stored in a manner appropriate for the waste, and moved off the site for further disposition in short time frames. Material stockpiles should be maintained in an orderly fashion, and covered as appropriate for the type. Unused, damaged or spoiled materials should be removed from the site.

525. Toilets and washing facilities will be provided onsite. If workers are provided food service, waste flows from the canteen and/or sanitary facilities will be treated prior to discharge by use of an onsite septic tank of suitable capacity to treat waste flows. Discharges should be within the

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SEQS limits for discharge to the public drain, and will be occasionally monitored for pollutants typical of sanitary wastewater (BOD, TSS, oil and grease, total phenols discharged in a workplace environment).

526. Rules related to worker camp housing and provisions in Sec. 6.8.4 are applicable at locations and in situations where worker camp housing is provided.

Haul Routes

527. Haul routes to and from work site locations for materials, equipment and spoil materials can cause significant impact on land use adjacent to the route. Noise and dust as well as traffic hazards are generated by excessive truck traffic along a route.

528. Roadways used for haul routes during construction, as well as main thoroughfares where the alignment passes, can become degraded from passage of heavy trucks and from fraying and breakage of paved surfaces adjacent to excavations. Existing public infrastructure along the route (overhead walkways, sidewalks and road surfaces) may not be finished out entirely at the completion of construction, and left in semi-usable states.

529. Mitigation measures that minimize construction impacts on public infrastructure include:

. A provisional sum should be included in contract documents for repair and maintenance of roadways used for haul routes and main thoroughfares where the BRT lane passes, to allow mixed traffic lanes to be maintained during construction

. Bill of quantities will include reinstallation of median strips, planting of trees and repair of road pavements prior to completion of contract, and sufficient bid bond to ensure that the contractor finishes and ties in the existing medians, roadways and sidewalks near stations and BRT lanes.

6.15.2 Maintaining Public Space and Community Values

530. The alignment for the BRT remains a public space during construction that must be occupied both by the community and the contractor. A combination of factors can render large areas along the alignment uncomfortable and dangerous for people. These factors are attributed to poor housekeeping and inattention to finishing up where work has started, plus unwillingness to restore sites and services, including repaving normal driving lanes that have been broken by the construction. Factors are difficult to disaggregate; they include high dust levels and air pollution from vehicle exhaust stalled in traffic, interrupted access to property, traffic jams and travel disruption. Dis-amenities are brought about by stockpiles of spoil and excavated dirt left in or near driving lanes, broken and upturned earth that has not been regarded and finished out, lack of flagmen and signage, storage of materials in or near the roadway that are not barricaded, broken and potholed pavement, excavation dewatering that is discharged across driving lanes and pedestrian walks, localized ponding in public space, severance and blockage of driving lanes, side streets, and pedestrian walkways, and lack of accommodation of the need for pedestrians to walk in the vicinity of or across work areas. Here noise, dust, traffic congestion and community inconvenience/hazard merge into a single bad experience for any public exposed to it.

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531. The condition extends to utilities not being relocated before start of construction causing hazard and risk, sections near completion yet left unfinished due to insufficient equipment and labor, and abandoning discarded materials, cut and discarded vegetation and trees, and trash within the work area due to failure to maintain the work space on a continuous basis and finish out the work. This state-of-affairs stems from the contractor’s lack of concern for the public and desire to maximize profit. Mitigation measures put forth in previous sections can eliminate these hazards and inconveniences if the implementing agency has the will to enforce measures on the contractor.

6.15.3 Depots

532. Sites designated for the depots are in sparsely settled, mixed-use areas with some residential dwellings nearby (see Figure 3-29 in Chapter 3). Land use for the identified plots (see Figure 6-14 and Figure 6-15) will not change substantially, since past use includes bus storage and maintenance as well as vehicle maintenance undertaken by the Pakistan Rangers, the current occupant of the land parcels. The space is expected to be entirely vacated, with existing structures demolished. Due diligence/auditing of depots at Malir Halt and Mausamiat is required by ADB Safeguards Policy (see SPS 2009 App I Para 10) and will be carried out once transfer is completed.

533. A number of trees are found at the Malir Halt location. Trees will need to be removed, and incorporated into the tree replanting program described in Sec 6.12.

Figure 6-14: Concept Design of Mausamiat Depot

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Figure 6-15: Concept Design of Malir Depot

534. ADB’s special requirements related to existing facilities described in SPS Appendix A, para 10 requires that an environmental audit be conducted of these sites to determine the existence of any areas where the project may cause or is causing environmental risks or impacts; and to provide a corrective action plan for each area of concern, including costs and schedule. The due diligence will be performed once access to the sites is cleared by the present occupants.

535. Construction of the depot facilities should follow guidelines set out for other aspects of the Project. Design of depot facilities has not proceeded; it will incorporate the following principles either as design or operations requirements:

Design

536. Incorporation of facilities and infrastructure in basic design for control of chemical spills, fuel and oil leakage, and sanitary flows from toilets, washrooms, dormitories, canteens and vendor areas. This will include but not be limited to:

. Segregated drainage areas within the site perimeter for ‘clean’ and ‘contaminated’ storm water runoff.

. Routing of potentially contaminated runoff through oil-water separators and wastewater treatment, as needed.

. Limited discharge locations to offsite drainage and access points for sampling flows.

. Provision of suitable treatment capacity for sanitary and kitchen wastewater, and for wash water from bus washing operations (these may be combined at some point, but may need separate upstream treatment beforehand)

. Waste oil recovery tank bunkered to prevent spill to ground.

. Fuel storage tanks that comply with National safety standards.

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Construction

537. The primary impact during construction of depots is expected to be noise. Noise levels were monitored at the two sites by SUPARCO on 14-16 Feb 2018 (see Figure 6-16), and maximum hourly Leq was found to be 64 dB (Gulistan-e-Jauhar, 15:00) and 66 dB (Malir 09:00).

538. Noise caused by construction activities at depot locations is evaluated using the same approach described in Section 6.3.1. Typical activities include clearing and grubbing (site preparation) using dump truck and scraper (SELs of 88 and 89 dB, respectively), and general construction (concrete truck, crane; SELs of 85 and 88 dB). Impacts are assessed at 30 m distance from the noise source, the distance to the nearest residential dwelling (an apartment block) from the Gulistan-e-Jauhar depot property boundary, and, at Malir, the distance to a nearby government training school (R.T.T.S. Regional Telecoms Training School; previously the Pakistan Telegraph and Telephones Dept.). While some residential developments are found in these areas, the predominant land use is commercial.

539. Table 6-30 summarizes the expected noise exposure during construction at depot sites. Existing noise levels are moderate, and exceeded at a distance of 30 m by equipment noise at 84 dB. Total noise burden is dominated by construction noise, and increase in noise level is 20 dB. However, if the distance is extended to 90 m, approximately the center of the depot site at Gulistan, equipment noise adds only 6% to the total noise burden. If land use in the areas is classified as commercial, total noise burden does not exceed the standard, even at a close distance. However, residential criteria are exceeded under some conditions. The RTTS training school may be subject to inconvenience and excess noise during both construction and operations, since its main building is immediately adjacent to the entry to the Malir site.

540. Construction noise will be intermittent and of short duration, and impacts should be minor other than at the Training School.

Figure 6-16: Hourly Leq measured at Bus Depot Sites

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Table 6-30: Summary of Noise Impacts at Depot Sites due to Construction

Evaluated at 30 m Evaluated at 90 m

Gulistan-e- Malir Gulistan- Malir Jauhar e-Jauhar A. Max Leq from Equipment 84 84 69 69 B. Ambient Peak (7am-7pm),Leq 64 66 64 66 C. Total Noise Burden 84 84 70 71 D. Amt increase (C-B) 20 18 6 5 E. % increase (E/B%) 30.6% 26.6% 9.9% 7.4% Land Use Residential Commercial Daytime Std 75 75 85 85 Night time std 60 60 85 85

6.16 Other Operations Issues

6.16.1 Depot Operations

541. As noted earlier, noise may be a problem during operations of the depots. Generally, if sensitive land uses are within 30 m of the access road to the depot location (15 m if there are intervening buildings), then specific impact assessment is warranted; and facilities themselves for bus servicing and maintenance should be located where land uses are compatible up to a distance of 100 m (70 m where there are intervening buildings). There are only a few exceptions to these guidelines at the proposed sites:

Gulistan-e-Jauhar

. Kishwar Heights residential apartment building, an 8-storey building set in generally poorly kept neighborhood. Distance from depot property boundary: 20 m see Figure 6-17 and Figure 6-18

Figure 6-17: Kishwar Apts. Location Figure 6-18: Kishwar Apts

. Pakistan Meteorological Organization (PMD) headquarters to southwest at distance of 70 m from property boundary.

. Kachi abadi settlement on encroached land to east and south; land ownership not available.

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542. Land use, while still undeveloped at this location, is considered compatible with the bus depot Still, due to the presence of the apartments, a noise analysis using the FTA protocol is undertaken in the following.

Table 6-31: Inputs, assumptions and results: (all noise values given in dBA)

Criteria/Information Location: Mausamiat Noise-sensitive land uses Pak Met Dept. (PMD) at 70 m Kishwar Hts at 20 m Major project noise sources Assumptions: Bus passbys (day) Ref SEL 83 dBA; N=70/hr; E=10 sec duration Bus passbys (night) Same except N=20/hr Buses Idling (day) Ref SEL 111 dBA; N=20/hr; E=600 sec duration Buses Idling (night) Ref SEL 111 dBA; N=100/hr; E=240 sec duration Leq at 50 ft (Leq(1hr)=SELref+10LogN+10Log(E/3600)-35.6) Bus passbys 40.3 Buses Idling 87.6 Ldn at 50 ft (Ldn=10Log(15X10(Ld/10)+9X10(Ln+10/10))-13.8) Bus passbys 42.6 Buses Idling 89.7 Propagation Distance Bus passbys Kishwar Hts. at 20 m (65 ft) Buses Idling Kishwar Hts. at 85 m (280 ft) to center of parking Correction factor (assume hard ground (G=0)) C=-20Log(D/50) Bus passbys -2.3 Buses Idling -15.0 Leq at propagation distance (Leq(pd)=Leq50ft+C) Bus passbys 38.0 Buses Idling 65.7 Ldn at propagation distance (Ldn(pd)=Ldn+C) Bus passbys 40.3 Buses Idling 74.8 543. The analysis indicates that residential land uses (Kishwar Tower) may be affected by excess noise levels especially during nighttime from idling buses entering and parking at the facility. Many assumptions enter into the analysis, but in any case, operational controls (silencing buses immediately on entering the premises) and physical controls (erection of noise barriers) may be needed to maintain noise levels in that immediate area. The problem should be assessed at start up of operations and noise barriers installed if needed.

Malir Depot site

544. The area is dominated by telecommunications agencies. Pakistan Telegraph and Telephones colony is immediately to the west, though the closest building development is about 60 m. Center point of housing is about 200 m. A PTCL warehousing area is located to the east of the entrance access. An undeveloped area owned by PTCL is located east of the site-proper.

545. The nearest point of the nearest building is within 5 m of the access. Applying an analysis similar to that used for the Mausamiat Depot location, note first of all that access to the site is being proposed along the boundary between the PTCL warehouse and the Sindh Ag Dept, entering from Jinnah Ave. rather than Shara-e-Faisal, which would significantly lessen noise impacts from bus passbys on the RTTS training facility. A further difference is the remoteness of any residential area in the vicinity. The T&T colony is at a distance of 80 m from the property

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boundary. Hence Ldn does not apply and the major controlling factor is daytime use (Leq). Adjusting parameters within the same format gives the following:

Table 6-32: Inputs, assumptions and results: (all noise values given in dBA)

Criteria/Information Location: Malir Noise-sensitive land uses PTCL (RTTS) at 25 m for bus passbys at 80 m for buses idling Major project noise sources Assumptions: Bus passbys Ref SEL 83 dBA; N=40/hr; E=10 sec duration Buses Idling Ref SEL 111 dBA; N=80/hr; E=600 sec duration Leq at 50 ft Bus passbys 37.9 Buses Idling 86.6 Propagation Distance Bus passbys 25 m (80 ft) Buses Idling 80 m (260 ft) to center of parking Correction factor (assume hard ground (G=0)) Bus passbys -4.1 Buses Idling -14.3 Leq at propagation distance (Leq(pd)=Leq50ft+C) Bus passbys 33.8 Buses Idling 72.3 546. The analysis indicates that noise impact during depot operations, occurring during the day, will affect primarily the training school, due to the constant coming and going of buses at the depot as well as idling buses within the depot yard, with the latter possibly having the greatest effect so long as the access to the site is from the west away from the training institute. Rooms on the near side of buildings will experience noise impact. Shielding may be necessary by erecting noise barriers along the near side of the depot property. It is probably most practical to assess the problem during actual operations and retrofit the site with noise barriers if necessary

547. Additional guidelines to be applied during operations include:

. Prevention of impact from storage and use of hazardous materials (cleaning compounds, oil, fuel, solvents etc.) through enactment of a Hazardous Materials Management System (HMMS)

. Good housekeeping program to maintain paved areas free of oil spills and site free of windblown solid waste

. Maintenance of onsite wastewater collection system in good operating condition

. Safety and health programs as needed to assure an accident free and healthy environment.

548. Independent operators will be engaged under integrated contracts for operations and fleet procurement, and will be responsible for operating—and potentially constructing—depot facilities. Preparatory work for these contracts is carried out by the ODBM consultant. The contract specifications should include environmental protection requirements relative to all phases of activity: design, construction and operations, which the successful bidder will be required to carry out as part of its development plan. Technical assistance will be necessary to assure these facilities are designed, built and operated in an environmentally sustainable fashion.

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6.16.2 Job Displacement and Bus Scrapping Plan

549. It is not clear from work done thus far by the ODBM consultant how much job displacement in the transport sector is expected to occur. ODBM has a fleet scrapping plan aimed at replacement within the public transport sector of Karachi’s very old bus fleet. The ODBM Consultant recommends that most vehicles in the current public transport system be scrapped with the start-up of the new BRT in Karachi. The Scrapping Plan will include a financial compensation to the vehicles owners, based on the market value of each bus, considering the vehicle’s type and age. While the proposal provides some assurance that the old buses will be removed from service and their owners invited “to join the Operator Company as a shareholder”, it does not address livelihoods of drivers and fare collectors, and whether these persons will be provided employment with the “Operator Company”. This potentially represents loss of livelihood for a cohort group that can be taken up in the Resettlement Plan for the Project. Recycling of scrap metal and rubber from tires, while desirable from an environmental standpoint will more likely be dictated by the economics of the scrap metal and pelletized rubber markets.

6.16.3 Affordability

550. The ODBM consultant specifically addresses affordability under its terms of reference related to Fare Structure and Potential Non-Fare Revenue. It reviews current fare structures in use on Karachi's current public transport system, which is composed of Mini Buses, Large Buses and Coaches running under the same distance-based fare structure. Fares range from 10 to 20 rupees for distances from 5 km to 20 km, respectively.

551. Along with types of fare its study considers current and discounted fare levels, along with eligibility and benefits related to discounted fares. The study concludes that discounted fares can be a good incentive to the use of the BRT system for special social groups for reasons of social equity, such as: students, senior citizens and persons with disabilities. The study further recommends that the government subsidize fare discounts by paying the operator the difference between the value received (discounted fare) and the value of the non-discounted fare.

552. However, the ODBM study does not contain a willingness-to-pay analysis, nor does it recommend (at this stage) a rate for use of the BRT, or the amount of any subsidy to be provided. The BRT needs to operate as a financially self-sustaining system; however, it is not clear what rate, or what degree of subsidy, will produce long term sustainability. Ridership may in the long term be enhanced by lower rates and subsidies, and there are external benefits to be had from higher rates of usage.

6.17 Greenhouse Gases and Climate Change

6.17.1 Climate Change Mitigation and Offsets

553. Offset calculations are based on predicted numbers of vehicles displaced from the roadway as a result of the BRT at target dates into the future, say 10, 15 and 20 years, as compared to a case without the project. As described in ADB 2016a, a modal shift to urban transport projects such as bus rapid transit (BRT) leads to “displaced emissions” as travel by private vehicle is reduced. The equivalent greenhouse gas (GHG) emissions from the modal shift are estimated based on the reduced fuel consumption compared with the previous mode options multiplied by the corresponding fuel emission factor.”

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554. Estimates of reduced private (and other less efficient public) vehicle use are being prepared by the ODBM consultant and should lead to a generalized estimate of GHG emission savings. However, the CDM methodology for BRT (AM00031) is complex and poses numerous monitoring challenges. (Nelson 2008; see also ITDP CU) Calculations for BRT projects in the USA show that “annual emission reductions might be measured in the hundreds rather than thousands of tons for most projects.” However, “projects in developing countries are likely to have far greater potential, as BRT usually replaces a highly inefficient system with aging, small microbuses. Most emission reductions in developing countries are gained from the shift to cleaner and larger vehicles rather than modal shift.” (Nelson 2008) Still, estimating GHG emissions in a manner specific to IPCC protocol depends on information not as yet available to the project.

555. An abbreviated approach is used similar to that performed for estimation of primary air pollutants in Sec. 6.4.6, wherein an estimation of the average annual daily traffic is used to approximate the numbers of vehicles present with and without the project, assuming a percentage of ridership (between 20 and 40%) goes over to the BRT. Only CO2 is considered in the line-up of GHGs, and these emission factors are taken from various sources in the literature. Emission factors combined with modal shift give rise to a change in the amount of CO2 emitted. CO2 emission factors are shown in Table 6-33.

Table 6-33: Emission Factors used in Calculation of GHG Reduction for KBRT

gm/km Data Source

Motorcycle (4-stroke) 32 8th SIAM FE Declaration 2016-17 Median of all models Passenger car 142 8th SIAM FE Declaration 2016-17 Median of all models Small bus/van 200 WB data CNG Bus 1,281 Bradley 2013 Median of all test cycles Diesel Bus 1,253 Bradley 2013 Median of all test cycles Hybrid Bus 1,178 Bradley 2013 Median of all test cycles 556. Based on these emission factors, and applying the modal shift estimated in Sec. 6.4.6, in which 20% to 40% of ridership is captured by the Red Line BRT along its alignment, it is estimated that 47 – 94 TPD (tons per day) of CO2 is removed from the atmosphere, equivalent to 17,000— 34,000 TPA (Tank To Wheel (TTW) emissions). As a point of comparison, the Grutter Study described in Sec. 6.4.6., which assessed the potential for GHG emissions reduction as a result of the BRT Karachi (average over a 12-year period), estimates potential GHG emissions as shown in Table 6-34, which are roughly comparable to the estimate under the present study. The full results of that study can be found in Appendix C.

Table 6-34: Estimate of GHG Emissions for the BRT Karachi (TTW, WTW)

CNG Diesel CNG Parameter Unit Diesel buses buses hybrids hybrids GHG reduction TTW tCO2e 57,177 57,253 62,243 62,304 GHG reduction WTW incl. BC tCO2e 71,126 72,124 78,276 79,074

557. As a point of reference, the World Wildlife Fund of Pakistan was tasked with estimating GHG emission reduction from the various BRT projects underway in Karachi (Ali Dehlavi 2017) and

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concludes that the potential for removing 17,000 tons annually of CO2-equiv by 2030 exists, of which the Red Line corridor accounts for 17%, or around 2,900 tons. The estimate prepared under the current study is some 6 – 12 times the amount estimated by WWF; however, that work is more detailed, accounts for more factors (including growth in mixed traffic) and incorporates leakage, according to the protocols of the IPCC. The fact that the two amounts are of the same order of magnitude lends credence to the possibility of substantial GHG emission reduction as a result of the project.

6.17.2 Vulnerability and Adaptation

558. Underpasses constructed for the BRT to bypass major intersections may be vulnerable to flooding. Flash flooding occurs in Karachi occasionally; climate change could bring about a greater frequency and magnitude of these events.

559. The BRT is potentially vulnerable to a flood event, which could interrupt service or, in a worst- case situation, strand passengers in floodwaters. Flooding to any extent in roadways increases the potential for accident.

560. Increased rainfall during storm events above historical levels could exacerbate the problem of flooding; pumping systems should account for increased short-duration rainfall to assure that bus lanes in grade separations are not flooded. Likewise, gravity drainage of at-grade bus lanes need to accommodate increased rainfall in line with what may be expected due to climate 25 change.24F

6.18 Cumulative Impacts

561. A cumulative effect refers to an impact arising from a synergism among projects, policies and conditions. Transport planning gave rise to the Karachi Red Line within the context of a vision for growth, along with a community vision, expressed in the language of movement: how improved mobility could improve daily life and provide pathways for growth. The accumulating effect is beneficial and was conceived in that light. Still some cumulative adverse impacts are possible in an environment distorted by imperfect social structural mechanisms. The following paragraphs highlight various types of uncontrolled development that should be taken into consideration by the governing bodies for land use.

562. Scenario: The BRT Red Line will be a driver for uncontrolled development of the outlying areas around Askari, Sindhi Town and Chhota Malir. Land use plans for that area may not adequately account for rapid development of the area in the wake of improved public transport. The BRT Red Line will spur further residential development where space remains available in Malir Cantonment, as people are able to use the BRT to access the city center. Commercial activity along University Road and other nearby thoroughfares could intensify as additional infrastructure fills in available space, and utilization is improved. Such intensification puts pressure on other public services: electricity, water and communications.

563. Assessment: This is in the nature of urban development and is anticipated by the fact of improved public transport. Indeed, it can be said that the public transport system is there to

25 See Kang et. al 2016 for a discussion on how drainage systems are grossly undersized to carry rainfall amounts expected under a RCP 8.5 scenario.

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stimulate this sort of development, provide opportunity for people, new living space, access to jobs and educational opportunity. While some forms of development may be seen to run counter to environmental values, planned urban development of the type that gives rise to the BRT accommodates environmental values within its framework.

564. Land use planning can reduce the likelihood of substandard development on individual plots of land. There is the possibility such plans will not be in place, or structures will be poorly constructed and maintained. Still, the BRT Red Line would not be the cause of substandard development, rather the implementation of the project mitigates these outcomes by adding value to the area through rapid transport linkages to downtown Karachi. In the short term, the Red Line enhances investment potential and makes it more likely that developments will be built to a high standard.

565. Scenario: the onset of construction of the Red Line before completion of other BRT lines, (Green Line, Edhi Line), and the complex of BRT lines that will be constructed in and will converge on Numaish and MA Jinnah Rd. as well as the potential for delays in project implementation cause significant inconvenience to commuters and those living in the near vicinity of construction, and a cumulative and synergistic set of community safety and health impacts as described in Sec. 6.8, which may extend over a long time period.

566. Assessment: Much of the EIA is aimed at addressing and then providing mitigation measures for reducing construction impacts; how effective these will be in achieving those aims depends on how consistently they are enforced; still the cumulative effects of multiple ongoing projects will be felt by the community. Some measures that could help alleviate the situation include postponement of the project until others are complete and operable; and setting performance clauses for the contractor to complete by a certain date or bear financial penalty and of course perform without fail prescribed mitigation measures.

567. There is no quantifiable negative cumulative impact that can be identified for the KBRT Red Line.

6.19 Summary of Impacts

568. The impacts that have been identified for construction and operations phases, their significance, and the presence of residual impacts following their mitigation, are listed in Table 6-35.

Table 6-35: Summary of Impacts

Impact Significance Residual Impact / Mitigation Target Impact on Air Quality during Construction High Moderate Impact on Air Quality during Operations Low Compliance with PAK-IV emissions standards Impact due to Noise during Construction High Moderate: target to limit noise levels to project standard Impact due to Noise during Operations Low None; green barriers will help to dampen residual noise impact Impact due to Vibration during Low Procedure to identify conditions under which Construction impacts occur Impact due to Vibration during Low No potential for impact Operations

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Impact Significance Residual Impact / Mitigation Target Traffic Congestion and Related Issues High Moderate; traffic management plan to during Construction alleviate congestion Traffic Congestion during Operations Low Low level of confidence in post-startup conditions Impact on Community Use Values during High Moderate; most mitigation measures aimed Construction at reducing effects on sensitive receptors Occupational Health and Safety Moderate Low Water-related / Drainage Impacts during Moderate Low; silt runoff and other controls prevent Construction contamination Water-related / Drainage Impacts during Low Drainage plan engineered to provide for Operations removal of water Impact from Solid Waste during High Low; good management of waste and Construction prompt removal of spoil Impact from Solid Waste during Moderate Low; so long as good management Operations practices prevail at stations and depots Impact on Cultural, Historical and Low Chance-find procedure in place to address Archaeological Sites archaeological impacts Impact on Vegetation during High Moderate; large number of trees cut; tree Construction planting to compensate for trees cut Impact on Utility Infrastructure during Moderate Low; effective relocation plan in progress Construction Impact due to Female Vulnerability Moderate Low; operational safeguards through the during Operations Gender Action Plan Impact stemming from Labour and Moderate Low; placement, and dust and noise Construction Camps, and Haul Routes controls Impact from Construction of Depots Moderate Low; noise mitigation measures in place; dust control Impact from Operation of Depots Moderate Low; noise mitigation measures in place; solid/ hazardous waste controls; wastewater treatment Impact due to Job Displacement during Moderate Low; preferential hiring by renovated Operations transport system System Affordability by Users Moderate Low; discounted fares for needy persons and generalized subsidies under consideration

Impact on Global Climate Low System will lead to net reduction in CO2 emissions Vulnerability and Adaptation Low Sufficient capacity of drainage system to account for increases in rainfall due to climate change Cumulative impact from multiple BRTs High Moderate; systematic application of during Construction mitigation measures related to dust, noise and traffic Cumulative impact from multiple BRTs Moderate Moderate; convergence of multiple BRT during Operations lines at Numaish area requires meta- operations solution Cumulative impact from Uncontrolled Moderate Low; city planning for utilities can Development accommodate growth along corridor Cumulative impact from Increase in Air Low Analysis indicates net emissions with Emissions during Operation project is less than without the project

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7. Environmental Management Plan

7.1 Organization of the Chapter

569. The Environmental Management Plan (EMP) describes the institutional framework and mitigation measures aimed at specific types of impact. Institutional aspects are described for two phases of the KBRT Project, construction and operations. Environmental components of planning and design are described, followed by construction mitigation measures and those related to operations. Further sections describe the training proposal and costs associated with all aspects of the EMP. Agencies engaged in the process of environmental management as described in 26 this chapter are: the Sindh Mass Transit Authority Project Implementation Unit (SMTA PIU) 25F ; the 27 Construction Supervision Consultant (CSC)26F , hired to support the PIU in construction 28 management; and the contractor(s)27F performing the construction activity. The TMTD/SMTA PIU provides the authority for enforcing mitigation measures during the construction period, supported by the CSC. SMTA and its quasi-independent operations group TransKarachi will assume the dominant role in environmental management during the operations phase.

7.2 Acquisition of No-Objection Certificates

570. The KBRT Project transport planning effort began with a Project Preparation Technical Assistance (PPTA) undertaken under ADB funding and was completed in 2016. A preparatory level Initial Environmental Examination (IEE) was prepared at that time, which has been used as a scoping document and basis for the present effort. Furthermore as per environmental guidelines a scoping meeting was held at the Marriott Hotel in Karachi on 16 Feb 2018. Details are appended in Appendix J of this document. A Public Hearing was organised by the Sindh Environmental Protection Agency (SEPA) under the provisions of Sindh Environmental Protection Act 2014 and the EIA/IEE Regulations 2014 on 16 October 2018 at the Marriott Hotel in Karachi. Details are attached in Appendix-M of this document. Environmental review by expert committee is under process by the Government of Sindh.

571. The Sindh EPA Regulations (2014) pursuant to the Act state that when filing an EIA, “no objection certificates from the relevant departments shall be the part of reports.” Departments from which NOCs may potentially be required include:

. Sindh Environmental Protection Agency (approval of the EIA)

. Karachi Metropolitan Corporation

. Department of Antiquities GOS

. Parks & Horticulture Department GOS

. Utilities

26 The Transport and Mass Transit Department (TMTD) of the Sindh Government houses the Sindh Mass Transit Authority (SMTA) and Project Implementation Unit (PIU) for the Karachi Bus Rapid Transit Project (KBRT Project). Initially, the TMTD also housed the Sindh Mass Transit Cell (SMTC), which functioned as the lead agency prior to the set-up of SMTA. 27 CSC”, or similarly designated organization, is hired under a different arrangement than the EPCM consultant, whose work extends only through contract preparation and support in tendering. See Sec. 7.4.1 for further explanation of this arrangement 28 Parsing of work packages and number of contracts to be awarded is not yet determined.

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572. No objection certificates (NOCs) are also required from local government units and cantonment authorities where the project alignment is located in their respective jurisdictions. NOCs from local governments may need to address specifically the depot sites.

7.3 Periods of Applicability

573. According to the Sindh EPA Regulations (2014), “the approval accorded by the Agency . . . shall be valid, for commencement of construction, for a period of three years from the date of issue” which shall be extended another three years if construction is commenced during the initial three-year period. Following that, “the proponent may apply to the Agency for extension in the validity periods, which may be granted by the Agency for such period not exceeding three years at a time.”

7.4 Environmental Management Framework

574. The TMTD PIU is supported on safeguard issues from the CSC hired through the ADB Project Design Advance (PDA) loan. Strategic and policy aspects of SMTA and its operations group TransKarachi, are being developed through the project management, coordination, and capacity building (PMCCB) component of the PDA loan and are still formative. The PMCCB consultant is responsible for providing institutional recommendations for environmental and social functions at TransKarachi, and hence these aspects are not included in recommendations in this EMP.

575. Near term institutional arrangements are needed to monitor contractor performance in implementing environmental protection measures described in the environmental management plan (EMP). As earlier stated, enforcement is done under the authority of the TMTD PIU, with technical support from the CSC. The following sections describe the environmental management framework for the construction phase.

7.4.1 Roles of TMTD PIU and SMTA

576. Environmental and Social Safeguard specialists are available in PIU and their services will continue to be required, to oversee safeguards monitoring of the Project during construction operations. Positions of Environmental and Safety Officer (ESO) and Equal Opportunity, Gender and Social Specialist (EOGSS) posts will eventually be needed in the operations group TransKarachi. In case they are established in time, the ESO and EOGSS may be guided by specialist consultants from the CSC during the construction period.

7.4.2 Roles of EPCM and CSC Consultants during Design/Construction

577. The Phase I contract under the EPCM component covers detailed engineering design and procurement, wherein the Consultant prepares the design and bid documents, assistance in evaluation of bids, and documentation concerning environmental aspects, including preparation of this environmental impact assessment (EIA) and the EMP. The Phase I EPCM consultant also provides assistance to the TMTD PIU in public consultation and in communications with SEPA with respect to submittal of the EIA. The Phase II Construction Supervision Consultant (CSC) is hired separately to support TMTD PIU.

578. Project Management will be performed by the CSC headed by a full-time Project Manager/Resident Engineer to take responsibility for and manage activities of the CSC. The

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CSC will be responsible for the following in relation to their works: (i) assisting the PIU in implementing the Project; (ii) carrying out procurement and engaging and contractors; (iii) liaising and coordinating with the TMTD and other authorities; (iv) managing the contractors; and (v) liaising with other stakeholders on the day to day implementation of Project activities. TMTD will receive support from the CSC to implement the environmental and resettlement plans. Safeguard specialists for environment and resettlement will be part of the CSC to oversee implementation of the environmental and resettlement plans prior to the bidding stage to ensure the bidding documents include all environmental management requirements.

579. The Phase II CSC will engage one International Environmental Specialist (IES intermittent—6 29 months) and three National Environmental Consultants (NECs full time X 3—54 mo)28F . The IES and NEC specialists will also conduct safeguards capacity building activities in the PIU among staff assigned to Environmental and Social Safeguards. The CSC will check that all environmental design requirements are included in the design and in the bidding documents, including the EMP, carry out monitoring of mitigation measures undertaken by the Construction Contractors, and provide training to the PIU staff.

7.4.3 Role of the Contractor

580. The civil works contractor will be responsible for fulfilling contract conditions related to environmental mitigation and monitoring. The contractor is responsible for implementing all environmental, health and safety actions described in the EMP and relevant clauses in the bidding documents and contract during the pre-construction and construction period.

581. The contractor will prepare the Construction SSEMP based on the site-specific construction methodologies it proposes to use and the EMP in this EIA. The SSEMP will further develop the EMP and will provide detailed measures on how it will mitigate impacts, including but not limited to air pollution and noise, traffic, health and safety risk, drainage and sediment, spoil and solid wastes, hazardous materials and other impacts identified in the EIA. The CSC acting for the PIU will review the SSEMP before the commencement of construction. Acceptance does not preclude introducing further actions into the plans as required by circumstances, and monitoring will be conducted for compliance with the original requirements of the EMP contained in the EIA.

582. The contractor will appoint an Environmental Management officer (EMO) and a Health and Safety Officer (HSO) who will be responsible for implementing the mitigation measures and specific management plans required under the EMP. Site inspections will be conducted on a daily and weekly basis to check compliance with the approved SSEMP and ensure implementation of all health and safety requirements.

583. The responsibilities of the Contractor include:

. Participate in induction on EMP and mitigation measures to be delivered by CSC and PIU prior to preparation of the SSEMP;

. Preparing and submitting the SSEMP to the PIU;

29 The Phase II TOR also calls for a resettlement specialist (national) for 12 mo and a social development specialist (national) for 6 mo.

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. Appointing EMO and HSO, confirming that these positions have been filled and by whom with the CSC and PIU before construction commences;

. Seeking training and support from PIU on any aspects of environmental management, as required;

. Once construction starts, the EMO is responsible for ensuring that the Contractor complies with the clauses in the contract and bidding documents in respect of environment, health and safety;

. As required, preparing, and submitting for approval, appropriate plans (tree cutting, aggregate extraction, traffic management etc.);

. Engaging an Independent Monitoring Group (IMG) to maintain a continuous (quarterly) monitoring record of ambient environmental parameters;

. Engaging an approved service provider to undertake HIV/AIDS briefings and awareness raising amongst the contractor’s employees and communities, and reporting on the same;

. Coordinating with PIU in respect of community consultation i.e. establishing GRM etc; and

. Participating in monitoring and coordinating with PIU to ensure that environmental management activities are reported in Monthly Progress Reports as required.

7.4.4 Role of Sindh Environmental Protection Agency (SEPA)

584. SEPA will review the statutory environmental assessment. Approval will be conditional on the proponent providing commitment to implement all mitigation measures in the environmental assessment and environmental management plan along with any additional requirements set out in the environmental approval.

585. On-going consultation with SEPA will be required during the construction of the project. SEPA will be asked to assist in the monitoring of implementation of the SSEMP and ensure that environmental management and mitigation of the project is undertaken to an acceptable standard. Periodic inspections will take place with SEPA, TMTD PIU, CSC and Contractors.

586. The full scope of responsibilities for EMP implementation is shown in Table 7-1

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Table 7-1: Responsibilities for EMP Implementation

Agency Responsibilities

Government of Sindh . Executing agency with overall responsibility for project construction and operation Transport & Mass . Ensure that sufficient funds are available to properly implement the EMP Transit Department PIU . Ensure that the Project, regardless of financing source, complies with the provisions of the EMP and ADB Safeguard Policy Statement 2009 (SPS) . Ensure the Design and Supervision Consultant (CSC) are retained for the duration of the project construction . Ensure in the CSC Contract that the CSC is required to incorporate all design mitigation and monitoring measures for various project phases as specified in the EMP . Ensure that Project implementation complies with Government environmental policies and regulations . For project duration ensure that the Design and Supervision Consultant (CSC) commit and retain sufficient dedicated staff as environment and safety managers to accomplish the EMP implementation effectively. . Ensure that environmental protection and mitigation measures in the EMP are incorporated in the detailed designs. . Obtain necessary environmental clearances certification under SEP Act from SEPA prior to award of civil works contracts . Undertake periodic monitoring of the implementation of the EMP (mitigation and monitoring measures) with assistance from CSC. . Establish and implement an environmental grievance redress mechanism, as described in the EIA, to receive and facilitate resolution of affected peoples' concerns, complaints, and grievances about the Project's environmental performance. . Confirm that bidding and contract documents include the EMP . Submit quarterly environmental monitoring reports on EMP implementation to ADB Design and Supervision . Support the PIU to implement project in line with ADB's Safeguards Policy Consultant (CSC) Statement (SPS 2009) principles and requirements . Engage one ESC with at least 10 years’ field experience in project implementation of environmental management and safety safeguards to ensure proper implementation of EMP provisions and SPS. . Commit and retain three national environmental and safety staff (NEC) within CSC to oversee EMP implementation. . When detailed designs are confirmed, on behalf of the PIU (project proponent) prepare and submit statutory EIA and obtain environmental clearance certification prior to project construction and obtain endorsement from ADB. . Ensure bid documents contain all environmental requirements and mitigation measures, including necessary provisions for traffic management, utilities re- provisioning, temporary drainage and runoff control, waste management and spoils disposal, noise and dust control, etc. as described in the EMP. . Check that environmental protection and mitigation measures in the EMP are incorporated in the detailed designs. . Ensure that bidding and contract documents include the EMP and that they are drawn to the attention of bidders, especially at the pre-bid meeting by the PIU . Incorporate into the project design the environmental protection and mitigation measures identified in the EMP for the design stage . Update the EMP based on final design provisions and requirements of SEPA . If the detail design changes the footprint or alignment of the project, execute any additional environmental assessment prior to project construction as required in the EMP . Prior to construction, review and approve in writing the updated SEMPs/method statements prepared in consultation with contractors . Undertake environmental awareness training and environmental management capacity building activities for TMTD and the PIU and Contractors as described in this EIA and EMP . Ensure that EMP provisions are strictly implemented during various project phases (design/pre-construction, construction and operation) to mitigate environmental impacts to acceptable levels . Participate in an environmental grievance redress mechanism, as described in the EIA, to receive and facilitate resolution of affected peoples' concerns,

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Agency Responsibilities

complaints, and grievances about the Project's environmental performance . Report to ADB on all aspects of environmental management and monitoring at quarterly intervals, based on the results of EMP monitoring . Based on the results of EMP monitoring, identify environmental corrective actions and prepare a corrective action plan, as necessary, for submission to ADB . Implement all design mitigation and monitoring measures for various project phases specified as CSC’s tasks in the EMP and Contract. . Ensure contractor implements all environmental mitigation and monitoring measures for various project phases specified in the EMP and Contract. Contractor . Acknowledge and understand the environmental requirements in the bidding and contract documents including the EMP and raise any queries early in the bid process, no later than the pre-bid meeting to avoid miss-understanding later . Recruit qualified environmental management officer (EMO) with sufficient practical experience to ensure compliance with environmental statutory and contractual obligations and proper implementation of the EMP. . Prior to start of construction, co-ordinate with the CSC to update the EMP and provide an SEMP for approval by CSC and endorsement by the PIU and ADB . Implement all environmental mitigation and monitoring measures for various project phases specified for the Contractor in the EMP and Contract . Implement traffic management, utility and telecoms re-provisioning plan in close coordination with relevant authorities . Provide sufficient funding and human resources for proper and timely implementation of required mitigation measures in the EMP . Implement additional environmental mitigation measures for unexpected impacts, as necessary and as directed by the PIU, CSC and ADB BRT Operator(s) . Responsible for operation and maintenance of Project corridor . Implement operational mitigation measures and EMP monitoring during operation Sindh Environment . Review and approve requisite (Government) environmental assessment Protection Department report(s). (SEPA) . Monitoring Project’s environmental performance based on their mandate. . Enforce Sindh Environmental Quality Standards (SEQS) . Assist proponent to implement self-monitoring & reporting for the Project . Advise Proponent on preventive measures for abatement of pollution. . Assist Proponent with scheme for proper waste disposal to comply with SEQS . Attend to public complaints. . Review environmental assessment and periodic monitoring report(s). . Monitoring Project’s environmental performance based on Sindh EP Act. . Monitor public complaints via the GRM records. Third Party . Carry out independent monitoring at critical locations during construction stage Environmental . Monitor health and safety areas Consultant . Monitor GRM and resolution of complaints . Inform ADB / EA of any significant impacts arising during construction . Preparation of corrective action plans as needed . Monitor plan implementation along with Project Implementation Consultant 7.4.5 Environmental Management Plan and Construction Specification

587. The portions of this EMP that are applicable to construction, specifically those sections that are to be performed by the Contractor, are included by reference in the Environmental Construction Specification (ECS), which is to be included in the contract bid documents and becomes part of the performance specification bound into the contract. Other specifications may also be attached to the bid documents to address, as necessary, occupational health and safety, traffic management, and other issues.

588. The ECS consists of measures specified in the EMP for mitigation of construction-related impacts. The draft Environmental Construction Specification (ECS) is shown in Appendix G, and will be modified to fit specific contract packages, once these are defined.

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7.4.6 Construction Environmental Management Plan

589. The SSEMP is the Contractor’s detailed plan for meeting the requirements of the ECS. Since the ECS is a general specification, it is the Contractor’s responsibility to prepare a site-specific SSEMP that addresses how the Contractor will perform the mitigation measures described in the EIA, in terms of location and frequency; and commitment of labor, equipment, other resources and expenditure; as applicable to a particular requirement. The SSEMP is expected to contain 30 site- and media-specific sub-plans to address the following:29F

i. Traffic Management Plan

ii. Utilities, Telecommunications Relocation Plan

iii. Material Handling & Storage Plan

iv. Dust management Plan

v. Noise Control Plan

vi. Air Quality Control Plan

vii. Traffic Management plan

viii. Communication Plan

ix. Occupational Safety and Health Plan

x. Emergency Preparedness Plan

xi. Spoil and Solid Waste Disposal Plan (SSWDP)

xii. Site Specific Drainage Management Plan

xiii. Tree planting and management

xiv. Borrow areas management;

xv. Construction camps management

xvi. Water management

xvii. Training

xviii. Security;

xix. Fuel and hazardous materials management;

xx. Local recruitment and hiring; etc

590. Other sub-plans may need to address other aspects of construction deemed necessary by the CSC, tree planting and management; borrow areas; construction camps; water management; emergency response; training; local recruitment and hiring; security; fuel and hazardous materials management; and materials handling and storage, and other sub-plans as defined by the CSC.

591. The contents of these sub-plans are in many cases elaborations of preliminary planning done during detailed design by the Phase I EPCM consultant, as described in other sections of the EIA report.

30.

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592. The Contractor is required to appoint an Environmental Management Officer (EMO) to be responsible for implementing the SSEMP and liaising with the client and CSC.

593. The Contractor is required to appoint an Independent Monitoring Group (IMG) responsible for monitoring on a quarterly basis ambient air quality and noise levels in the vicinity of construction.

594. The SSEMP will provide an environmental management framework, identify the EMO for the contractor, describe location and frequency for monitoring of physical parameters (air, water, noise and vibration) in house and by the IMG; describe periodic in-house training for its own staff; and provide a reporting format, inclusive of forms and checklists and other necessary elements. The contractor is expected to mobilize necessary staff to carry out mitigation measures described in the SSEMP; to supervise skilled/unskilled labor; and to manage, review and periodically report on performance related to implementation of mitigation measures.

595. While it is the duty of the Contractor to manage environmental protection in keeping with its SSEMP, the Contractor is not absolved from meeting the terms of the EMP found in the EIA, which provides the basis for monitoring and inspection by the CSC.

7.4.7 Relationship among Groups

596. The organizational framework during construction consists of TMTD PIU, CSC environment staff, and the Contractor’s EMO and support team. SEPA may also be involved in occasional site visits and monitoring of the site conditions. Entities are proposed to be organized as shown in Figure 7-1.

597. As stated earlier, the PIU provides the authority for enforcing mitigation measures during the construction period, supported by the CSC. The PIU has minimal staffing for direct engagement with field inspection activity, whereas the CSC serves as a technical secretariat for the PIU, being staffed with environmental specialists financed under the PDA and the ensuing loan precisely for the function of monitoring and reporting on contractor performance.

598. The emergence of the Karachi Bus Rapid Transit Company (TransKarachi) as the Executing Agency that will provide operations management and maintenance for facilities under the logo and name of “Karachi Breeze” is the core element of the operational plan. This agency under the TMTD with prescribed duties, coupled with oversight and delegation, will house an Environmental and Social Safeguards Unit (ESSU) with key qualified staff for providing essential executive guidance during construction and operations. The development of this component is under the Project Management, Coordination and Capacity Building (PMCCB) component of the Project Design Advance, and is still in development. The environmental and social staffing and functions of the ESSU within TransKarachi are not yet clarified; individuals to fill these positions will likely be recruited once construction is underway for the Red Line. The organization of the ESSU during the operations phase, and functions related to monitoring and reporting, will need to be developed once hiring is underway, and the full scope of operations, as well as the various parties engaged in operations, is better known.

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EIA Document Design/ (Standardized Mitigation Preconstruction Measures from EMP)

Environmental Construction Environmental Compliance Construction Specifications (ECS) Inspection Forms

PIU supported Contractor’s by CSC Env. EMO Staff

Environmental Performance on Mitigation Measures in Inspection and Monitoring Construction Package

Feedback on Performance ?? Contract Reporting

Air, water and noise monitoring by independent monitoring group CSC reporting monthly and quarterly

PIU Safeguard Reporting KBRT to ADB Implementation

Figure 7-1: Organization for Environmental Management during Construction

7.4.8 Monitoring and Reporting during Construction

599. The system for monitoring compliance with environmental mitigation measures conforms to the general arrangement shown in Figure 7-2. The system provides periodic inspection (at least bi- weekly), data compilation, and reporting of results. The CSC environmental inspector will utilize a checklist to evaluate compliance with mitigation measures (see example in Appendix G). Checklists serve primarily as guides for reviewing performance to determine general compliance with broad indicators, tentatively as follows:

i. General conduct of work

ii. Labor provisions and occupational health and safety

iii. Noise and vibration control

iv. Air quality, dust control and site cleanliness

v. Traffic management

vi. Drainage and wastewater

vii. Solid waste and spoil handling and disposal

viii. Protection of Community Values

ix. Environmental monitoring and other indicators selected for the work at hand.

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Environmental Construction Environmental Monitoring Specifications/SSEMP Checklist

Reporting by Contractor: Periodic Inspection of Complaint register from - equipment usage reporting Construction Zones Grievance Redress - accident reporting Committee - material disposal manifests - other as required by engnr Quarterly air, water and noise monitoring by Summary Inspection Report independent monitoring entity Summary reports on H&S, traffic mgt, other Incorporation in periodic Report to Executing Bodies project performance reporting (SEPA and ADB)

Figure 7-2: Flowchart for Environmental Monitoring and Reporting during Construction

600. The CSC will prepare quarterly reports that reflect performance of each contract over the period. Reports will be submitted to ADB (and to SEPA as required) as part of the periodic project performance reporting requirement. Monitoring reports also will summarize the status of complaints under the GRM, as well as results of air, water and noise monitoring conducted by the IMG. Table 7-2 summarizes the types of monitoring and reporting activities and identifies those responsible for undertaking tasks. This table is intended to provide a general indication of the various roles in monitoring and reporting for the contractor, TMTD (PIU) as executing agency, supported by the CSC, with the IMG providing ambient monitoring on a quarterly basis that is independent of other monitoring requirements

Table 7-2: Summary of Monitoring Requirements, Location and Frequency

Entity Requirement Location Frequency

Various job and labor monitoring Typically, at job sites; records Contractor requirements per good practice and held at main headquarters of Continuous specifications contractor TMTD ECS and general workplace Job sites; project office At least Bi-weekly PIU conditions CSC Support PIU in monitoring of ECS Job sites; project office At least Bi-weekly Quarterly, or more Air, water, noise and vibration IMG Job sites frequently in response to monitoring incidents 7.4.9 Grievance Redress Mechanism

601. The Contractor will consult with the local community before starting work that has the potential to cause adverse impact, to inform the community and obtain comments on means for minimizing impact.

602. A Grievance Redress Mechanism (GRM) will be established by the PIU which is described in full 31 in the Resettlement Plan (RP)30F . The Contractor will participate in the Grievance Redress Committee (GRC) alongside the PIU’s representative as Chairperson; a representative of the

31 A GRM for environment and for resettlement should ideally be one and the same; however, often their aims are not the same, and require different memberships on the Grievance Redress Committee. This can be accommodated by setting up a single overarching committee, with different working groups to address environment and resettlement grievances separately.

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local government body; and a representative for the CSC (engineer). Costs related to disclosure and GRM are part of EMP implementation borne by PIU and total 1.4 million Rs (current 2018 amount). The GRM will be used to receive and respond to complaints from individuals and the general community. Further details on the GRM are found in the RP and in Chapter 8 of this report.

603. Public notice of the GRM will be posted at the local government office and at the construction site in large print on durable material, stating the purpose of the GRM and phone numbers of persons to contact. The PIU and the Engineer will maintain a record of the status of any community complaints brought before the GRM.

7.5 Mitigation Measures

7.5.1 Periods of Applicability

604. This section is arranged in the design, construction and operations sequence, in which measures are implemented by a) EPCM Phase I consultant planning and design groups; b) construction contractors; and c) STMA and other agencies following commissioning.

7.5.2 Mitigation Measures applied during Design

605. MM has incorporated project design features addressing environmental concerns, health and safety, and energy conservation, which have been incorporated into the Project. These are described in previous sections of the EIA. MM conducted special studies to ensure safe, reliable project execution, such as the Traffic Management Plan, utility relocation plan, and an implementation framework for commissioning and operations. Some of the measures that have been incorporated into the design to mitigate specific types of impact are listed in Table 7-3.

Table 7-3: Environmental Protection Measures accounted for during Design Phase

Responsibility: MM (Mitigation Measures applied in Design Stage) Cost Component

Accommodating increased flows due to climate change in drainage Not determined appurtenances Detailed Design Engineer to coordinate utility relocation prior to start of Included in EPCM construction design cost Utilities to be relocated in advance of construction, preferably before award of Cost of utility relocation not construction contract determined Incorporate design measures to mitigate women’s vulnerability during use of the Not determined. BRT as described in Section 6.14. [awaiting inputs from design and architecture] [to be determined]

Costs

606. The costs associated with incorporating these measures are covered in the contract bid price for the project. Installed costs for the improvement in drainage systems will be determined by the bid price for the installed system along the alignment and near stations totalling [to be determined] Rs. These are incremental costs (over and above a system without the improvement). Other costs include compensation (determined by the RP), and provisional sums for road repair and utility reinstatement that have not been determined.

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7.5.3 Construction

607. Mitigation measures identified in Chapter 6 to be undertaken during construction are consolidated.in Table 7-4 The list is arranged according to environmental parameters of interest, 32 as follows:31F

. Environmental parameter (air quality, noise abatement etc., A—L, there are 12 identified), followed by identification of where and when the environmental parameter is significant.

. Mitigation measure applied for protection of environmental parameter (numbered)

. Statement concerning Implementation: by whom, when

. Statement concerning Monitoring: by whom, when

Table 7-4: Environmental Mitigation Measures during Construction

Performance Timing Location Responsibility Construction Mitigation Measures Indicator A. Air Quality: Control of dust and gaseous air emissions from construction vehicles and equipment at all locations along the alignment where and when construction is underway and there is an exposed public. 1. The contractor will prepare an air quality Practical Plan Start of Project-wide Contractor control plan as part of its SSEMP that document at Project incorporates use of the following Project start measures: 2. Remove spoil materials and excavated No material Duration of Alignment dirt quickly or stockpile away from stockpiles in Project and trafficked areas; prevent wind from traffic areas; adjacent entraining particulate from stockpiles stockpile kept roadway through watering or covering. covered/wet areas 3. Clean using dry methods exposed Absence of toe Alignment surfaces at or near work sites along the dirt/dust along and alignment, along haul routes and at other route; low TSP adjacent locations where dust is a problem. level roadway 4. Maintain roadway surfaces adjacent to No cracked areas; haul the ongoing work on the alignment to broken pave- roads prevent the development of broken ment near pavement and potholes work areas 5. Remove mud and windblown dust Absence of deposited on roadways at construction dirt, mud, dust sites and haul routes on roads 6. Spray water at work sites and on Recordkeeping Alignment, unpaved surfaces within work spaces and to document roadways; fabrication yards spraying haul roads; program construction yards 7. Cover and/or wet down materials onsite Stockpiles kept Materials covered/wet stockpiles along alignment; construction yards 8. Cover loads during transport of loose Presence of Roadways; sand, aggregate and spoil materials by canopies in haul roads; truck use on all construction trucks yards 9. Provide washing facilities at the gates of Facilities Start of Construction casting yards and materials storage sites installed/in use Project yards if necessary to remove mud from wheels and absence

32 This is used in preference to the typical arrangement in order to reduce the length of the table in the report.

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator and undercarriages of dirt 10. Control dust emissions from concrete and Operating dust Duration of Batching asphalt batching plants using means collection and Project plant described in the EIA suppression locations 11. Maintain a minimum setback distance of Location w.r.t. Duration of Batching 500 m from sensitive receptors (schools, receptors Project plant hospitals, mosques, residential areas locations etc.) for batching plants 12. Provide certification that construction Equipment list; Start of Project wide equipment brought onto the job complies Certification Project; with Pak-II exhaust emissions standards, records update and assure equipment is properly continuously maintained. Implementation; by whom, when: The Contractor will prepare an air quality control plan in sufficient detail prior to 33 start of construction, and will implement measures progressively32F at jobsites to control dust and gaseous air pollutants. Monitoring; by whom, when: The CSC will review and approve the air quality control plan, and will inspect bi- monthly conditions at the jobsites for compliance with the ECS.

B. Noise Abatement: Control of noise from construction vehicles and equipment at all locations along the alignment where construction is underway and there is an exposed public. 1. The contractor will prepare a noise Practical Plan Start of Project-wide Contractor control plan as part of its SSEMP that document at Project incorporates use of the following Project start measures: 2. Use equipment with built in noise Demonstrated Duration of Alignment abatement, especially pavement noise control Project and breakers, crawler cranes, excavators and features; adjacent concrete cutters equipment roadway records areas 3. Construct temporary noise barriers Noise Near between noisy activities and noise- monitoring pre- sensitive sensitive receivers and post- receptors timing of where barrier erection excessive noise poses a risk 4. Locate noisy equipment at construction Physical Start of Construction sites and yards as far away as is practical placement of Project yards from noise-sensitive sites noisy eqpt. 5. Construct walled enclosures around Noise Duration of Alignment; especially noisy activities or clusters of monitoring; Project construction noisy equipment enclosures yards 6. Combine noisy operations to occur in the Monitoring; same time period if possible records 7. Provide noise-dampened equipment, Eqpt. such as quieted and enclosed air certification; compressors and properly working mufflers on all engines 8. All construction equipment and vehicles Certification Project-wide shall be well maintained, regularly and inspection inspected for noise emissions, and shall records; eqpt be fitted with appropriate noise lists and regist. suppression equipment consistent with documents applicable national and local regulations. Vehicles and equipment shall be registered and have necessary permits. 9. Truck drivers and equipment operators Training; direct Alignment; shall minimize the use of horns. observation haul roads;

33 “Progressively” as used in this table refers to cost-effective implementation in which less costly though still effective options may be applied initially, followed by more costly options if problems persist.

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator construction yards 10. Limit noisy construction-related activities Method Alignment; during the night near sensitive receptors statements; construction (e.g., hospitals and residential areas). Records; yards Such activities should be restricted to Observation daylight hours. 11. Impose speed limits on construction Training; Alignment; vehicles to minimize noise emission supervision haul roads; along areas where sensitive receptors construction are located (residential areas, etc.). yards 12. Provide prior notification to the Documentation Periodically, Alignment community on schedule of construction of notifications when work activities. commences in new area Implementation; by whom, when: The Contractor will prepare a noise control plan in sufficient detail prior to start of construction, and will implement measures progressively at jobsites to control dust and gaseous air pollutants. Monitoring; by whom, when: The CSC will review and approve the noise control plan, and will inspect bi-monthly conditions at the jobsites for compliance with the ECS.

C. Vibration: Identification of damage risk due to vibration, measurement and mitigation/ compensation 1. The contractor will monitor vibration Method Duration of Alignment Contractor during the conduct of work if conditions statements; Project and indicate that damage to buildings could physical adjacent occur due to vibration inducing activities. location roadway 2. The contractor is obligated to maintain Vibration areas vibration levels at the faces of buildings monitoring within the specified project criteria of 3 mm/sec PPV. 3. The contractor will conduct pre- and post- Surveys When work Newly condition surveys when conditions are available for starts; and occupied present that might lead to building inspection after work work areas damage has ended in an area 4. If the criteria are exceeded, and damage Damage Once claims Project-wide occurs to buildings, the contractor is claims; are verified obligated to pay damage claims. measurement Implementation; by whom, when: The Contractor will implement measures at jobsites where and when vibration damage risk is apparent. Monitoring; by whom, when: The CSC will assure vibration risk is accounted for via the established procedure.

D. Traffic Management: maintaining the free flow of traffic in construction zones and along haul routes 1. The contractor will prepare a Traffic Practical Plan Start of Project-wide Contractor Management Plan as part of its SSEMP document at Project that incorporates use of the following Project start measures: 2. The Contractor will prepare construction Review of Prior to start staging plans for each intersection, in staging plans of work at a order to maintain cross-flow of traffic prior to work given during excavation of below-grade cuts. intersection 3. The Contractor will adhere to staging Review of During work plans, provide overarching real-time implementing at a given supervision during implementation, and plans intersection modify plans as necessary to maximize traffic flow. 4. The Contractor will monitor traffic flow Inspector for Duration of Alignment continuously in order to troubleshoot contractor Project and problems. assigned to adjacent troubleshoot roadway traffic problem areas

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator 5. The Contractor will debottleneck traffic Demonstrated flow beforehand at key intersections by use of any of the following measures, to measures enhance the capacity of the Intersection: a. Reduce demand for space by Demonstrated promoting use of public use of transportation measure b. Develop temporary pullouts for Demonstrated buses to reduce stoppage in use of traffic lanes measure c. Restrict Qingqi rickshaws or Demonstrated three-wheelers from entering the use of main thoroughfare measure d. Restrict roadside parking and Demonstrated loading at locations where use of construction is underway and measure during peak traffic periods e. Provide diversions (where Demonstrated possible) of private and bus use of traffic around construction measure zones. 6. Traffic police should be present during Presence of Duration of Alignment KMC rush hours at sites of congested traffic. traffic police to Project and assist traffic adjacent flow during roadway rush hours areas 7. The Contractor will station flagmen where Presence of Duration of Alignment Contractor work is underway in the line of traffic, at flagmen to Project and the start of construction, and points of assist traffic adjacent vehicle access into the work site. flow roadway 8. The Contractor will keep operations Barricaded areas within the workplace boundaries, to the work space; no extent possible. spillover 9. The Contractor will keep traffic lanes free No spoil or of obstruction by removing excess spoil debris in traffic and debris. lanes 10. The Contractor will pay special attention Added control to maintaining the free flow of traffic personnel at during rush hours and heavy daytime rush hours use. 11. The Contractor will plan and clearly mark Demarcated During Along routes through urban areas for movement haul routes transport of transport of over-weight/over-length (OW/OL) loads OW/OL routes of heavy equipment and precast sections. loads 12. The Contractor will provide front and rear Use of excort escort vehicles, equipped with flashing vehicles light, for movement of OW/OL vehicles, assigned to and auxiliary flagmen along the route and haulers onboard to assure clearance. 13. Movement of OW/OL loads preferably will Nighttime load be done at night. movement Implementation; by whom, when: The Contractor will prepare a traffic management plan pursuant to that prepared by the EPCM consultant that incorporates necessary detail on construction sequencing, and will implement traffic management measures progressively at jobsites to maintain traffic flow. Monitoring; by whom, when: The CSC will review and approve the traffic management plan, and will monitor its implementation at jobsites. E. Maintaining Community-use Values: overarching criteria aimed at maintaining the public’s access to property, preventing inconvenience to the public, limiting public health impacts due to air pollution and noise, assuring safe and accident-free interface between ongoing construction work and the public. 1. The Contractor will clearly barricade work Work areas Duration of Alignment Contractor areas to prevent access by the public, barricaded; Project and while ensuring passage by providing safe pedestrian adjacent pathways for pedestrians around passage roadway

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator construction zones ensured areas 2. The Contractor will exclude parking, Signage, barri- waiting vehicles and vendors from areas cades; lack of adjacent to the work by means of clearly congestion marked barricades and posted signage. 3. The Contractor will remove excavated No earth, spoil, earth, spoil, and rubble, cut vegetation and rubble, cut and refuse whether generated by the vegetation or project or discarded by third parties from refuse in work areas within the construction zone. area 4. Spoil will be removed daily from the No stockpiled construction zone where it has potential spoil in work to interfere with the public or generate area dust. 5. Any earth or material stockpiles in the Material construction zone will be covered or stockpiles watered regularly to control dust; and covered or shall not be left in place longer than a watered week before used in infilling, except as approved by the Supervising Engineer. 6. The Contractor will place flagmen at the Presence of start of construction zones, at points flagmen at key where construction vehicles enter and points exit the construction zone, and intersections along haul routes. 7. The Contractor will provide clear, visible Presence of signage to communicate risks at the start signage and at regular points along the construction zone. 8. The Contractor will provide temporary Presence of lighting along roadways and pedestrian temporary walkways where lights have been lighting removed to facilitate construction. 9. The Contractor will remove hazardous Barricaded conditions on construction sites that excavations; cannot be controlled effectively with site absence of access restrictions; and will barricade any hazardous excavations and materials placed in conditions in public space. public space 10. The Contractor will avoid blocking access Temporary to land, homes and businesses; where access unavoidable, the Contractor will provide wherever safe and effective temporary access to needed; affected properties and will reinstate permanent permanent access on completion of work access in the immediate area. reinstated 11. The Contractor will promptly reinstate any Reinstatement services and reinstall any physical of facilities; facilities that are cut, disconnected or certification of damaged during construction, and adequacy maintain or provide temporary services that are interrupted by construction. The Supervising Engineer will inspect and certify the adequacy of all reinstated services and facilities. Implementation; by whom, when: The Contractor will implement these measures continuously at jobsites where there is public exposure. Monitoring; by whom, when: The CSC will monitor these bi-weekly using a checklist, over the duration of the project, through direct observation within the construction zone.

F. HIV/AIDs Prevention: to limit the spread of HIV via workers at the jobsite and surrounding community.

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator 1. The Contractor will provide HIV screening Record of HIV Duration of Project-wide Contractor for workers employed at the site. screening Project 2. The Contractor will provide HIV/AIDs Record of HIV Periodically, education and awareness among workers training for duration through use of training sessions, videos of project and other appropriate means. Implementation; by whom, when: The Contractor will implement these measures in keeping with its hiring schedule. Monitoring; by whom, when: The CSC will monitor these occasionally at the Contractor’s office, by inspection of records.

G. Occupational Health and Safety: maintenance of safe and healthy working conditions for the Contractor’s labor force, in general, and at all locations where construction is underway. 1. The Contractor will prepare an Practical Plan Start of Project-wide Contractor Occupational Safety and Health Plan document at Project that conforms to requirements set out in Project start the EMP. The Contractor will hire a Qualified fulltime permanent safety officer and safety officer support staff as necessary to carry out and support the terms of the Plan. staff hired 2. The Contractor will provide as a Records of Duration of minimum safety training addressing 1) safety training Project general safety awareness; 2) first aid for employed procedures; 3) emergency procedures; workers and 4) use of personal protective equipment. 3. The Contractor will conduct weekly site Record of Duration of safety inspections and preparation of inspections; Project site safety reports in relation to the view of reports contract. 4. The Contractor will provide a system for View of up to Start of recording all accidents and dangerous date accident Project, in occurrences, regardless of whether or and injury use over not personnel injury occurs, including records duration of any incident involving a member of the project public. 5. The Contractor will investigate accidents Record of Duration of in order to ascertain the facts with a view investigation Project to prevent future and possibly more by qualified serious occurrences. party 6. The Contractor will collect accident data Record of data Duration of to show trends, identify how problems analysis by Project arise, and enable accident prevention qualified party efforts to target problem areas. 7. The Contractor’s plan will include a Emergency Start of Safety and Emergency Preparedness response plan Project Plan to address foreseeable available for emergencies that may arise during the inspection construction activity. 8. The Contractor will display safety Visible signage Duration of signage around the sites in both Urdu Project and English, to address use of PPE, dangerous conditions, smoking prohibition, first aid station, and prohibited entry. 9. The contractor will provide means for Visible Duration of maintaining healthy working conditions evidence of Project for workers related to the effects of equipment and noise, dust, use of chemicals, by training for removal of the cause and use of suitable workers Personal Protective Equipment (PPE), to be provided to workers. The Contractor

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator will ensure that workers are properly trained in the use of PPE and that adequate supervision is provided to ensure its proper use. Worker Camps 10. Provisions for workers should conform to Evaluation of Duration of Project-wide Contractor requirements of the Sindh Occupational safety program Project Safety and Health Bill (2017) and for compliance relevant standards of the International Labor Organization (ILO). 11. The Contractor is required to maintain Records of accurate counts of workers living offsite workers living and those housed at onsite facilities. onsite and offsite 12. The Contractor will provide and Inspection of implement a plan for suitable housing for workers workers living onsite. Housing should housing and meet ILO specifications in respect of the facilities nature and standard of the accommodation and facilities to be made available. 13. The Contractor will provide for those Inspection of living onsite food preparation and workers sanitation facilities, potable water supply, housing and common dining rooms, canteens, rest facilities and recreation rooms and health facilities, and solid/liquid waste management in accordance with Sindh Government regulations and ILO standards. Implementation; by whom, when: The Contractor will prepare the Occupational Safety and Health Plan in sufficient detail prior to start of construction, and will implement measures progressively at jobsites to assure safe and accident free operations. Monitoring; by whom, when: The CSC will review and approve the Occupational Safety and Health Plan, and will inspect bi-weekly conditions at the jobsites for compliance with the ECS.

H. Water Use, Quality and Drainage: to assure minimum impact on water resources, or impact from uncontrolled drainage and contamination, or degradation of drainage facilities from sediment. 1. The Contractor will need to factor the Sites Start of Project-wide Contractor cost of water for water spraying into its maintained in Project bid price, and curtail use by maintaining orderly fashion site cleanliness, in order to control dust to minimize by means other than the use of water. use of sprays 2. At the start of construction, a Site- Practical Plan Start of Project-wide Contractor Specific Drainage Management Plan for document at Project construction sites, construction yards, Project start materials storage areas and administration/worker housing shall be developed by the Contractor as part of its SSEMP. The Plan shall address the impacts and mitigation measures described in EIA, and be approved by the Supervising Engineer. 3. Discharge of waste water into water Accounting for Duration of Alignment, Contractor bodies is prohibited as is the discharge wastewater Project adjacent of wash water from concrete trucks to flow and areas, depot waterways. concrete truck sites wash water 4. Concentrated solids will not be washed Regular DO into receiving drainage structures or inspection open channels. 5. Sediment and fine debris will be Method DO

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator removed as solids by cleaning/scraping statement; work areas and removing piles of debris inspection in a solid form, in order to prevent sediment loss to drainage channels. 6. Portable sanitation facilities will be set Presence of DO up at construction sites and regularly facilities; cleaned by vacuum truck. inspection record Temporary Construction Yards 7. Construction yards and material storage Absence of Included in Construction Contractor areas where vehicles operate or standing water, Drainage yards materials are stored should be ponding, mud Plan established on well drained fill. 8. Free-flowing points of discharge for Design of storm water should be identified nearby temporary the boundaries of materials Surface storage/construction yards for gravity or drainage pump-assisted dewatering and yard facilities drainage. 9. Local drainage channels should have Design sufficient capacity for handling discharge evidence flows, with clear discharge points to open drainage courses. 10. Water discharged to constructed drains Control of TSS should contain a minimum quantity of suspended solids. 11. Temporary worker quarters and erection Presence of yards should include self-contained self-contained waste treatment with removal of excess waste by vacuum truck or approved discharge treatment point. 12. Drainage from fuel storage tank Runoff locations, refueling areas, and barriers, equipment service areas should be drainage plan segregated from other runoff; discharge should be routed through an oil/water separator. 13. Fuel storage tanks should be Presence of surrounded by secondary containment containment equal to at least half the volume of the tanks with impervious flooring. 14. The contractor will monitor total Regular suspended solids (TSS) of outfalls from monitoring construction sites where these discharge data to local drainage channels, and comply with a limit of 200 mg/L TSS. Implementation; by whom, when: The Contractor will prepare the Site-Specific Drainage Management Plan in sufficient detail prior to start of construction, and will implement measures at jobsites to maintain good drainage and prevent degradation of water resources. Monitoring; by whom, when: The CSC will review and approve the Site-Specific Drainage Management Plan, and will inspect bi-weekly conditions at the jobsites for compliance with the ECS.

I. Solid Wastes and Hazardous Materials: to assure safe, efficient handling, storage and disposal of solid and hazardous wastes, material management and excavation protection and runoff control. General 1. Contractors are required to prepare a Practical Plan Start of Project-wide Contractor Spoil and Solid Waste Disposal Plan document at Project (SSWDP) that identifies the following: Project start material types, estimated quantities and methods for disposal; locations onsite for Updates as collection and storage; locations for needed during

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator disposal. A recordkeeping system for all project wastes and a tracking and manifest implementation system for hazardous and recycled materials will be included in the plan. Necessary enclosed facilities, containers and equipment will be provided in keeping with the Plan. The Plan should be updated as necessary with actual quantities, locations for disposal and additional information in accordance with the Plan. 2. Waste will be segregated in Visual Duration of Work sites, recordkeeping and physically, at evidence of Project construction construction sites, into the following waste yards general categories: spoil, construction segregation debris and drilling mud/cuttings (Class C non-putrescible wastes); trash and other forms of degradable but non-hazardous wastes (Class B); hazardous wastes and spent materials, including liquids (Class A); materials determined to be recyclable with identified takers (Class 34 R).33F 3. Class A waste material containers will be Inspection of stored on a raised platform in dry facility condition for no longer than one week unless kept in an enclosed and secured location, in which storage of up to 3 months is allowed. 4. The Contractor will promptly collect, Site store, transport and dispose of Class B inspections solid waste generated at the project site. No solid wastes will be allowed uncollected at the jobsite or accumulated in storage for periods in excess of a month. Transport and disposal will be by recognized means approved by the Engineer. 5. Class C spoil materials, cuttings and Pre-approval wastage from the site that are unsuitable of contractor’s for use in construction shall be disposed spoil disposal of at locations specified in the SSWDP sites and approved by the Engineer. Methods of placement and compaction, and limits on the types of materials to be placed therein are subject to prior review and approval by the Engineer. 6. Deposition of spoil materials shall be Provision of Disposal approved where clear land titles are in documentation areas place, in areas designated as suitable in application for fill, and in line with guidance provide for use of site by the Supervision Engineer and the Local Government Agency. In no case shall spoil materials be placed in or near rivers, drainage channels, lakes and other forms of permanent wetland. 7. Class R recyclables may be stockpiled Materials Work sites, for up to one month while identifying a identified for construction taker; otherwise the materials will be recycling, yards treated as a waste product and removed documentation from the site.

34 These classes are solely for use on the KBRT project, and are not intended to reflect broader Government policy.

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator 8. Material Safety Data Sheets (MSDS) for Evidence of purchased chemical additives, reagents MSDS for all and compounds will be kept at the work commercial site. products 9. Maintain trash receptacles at Evidence of construction sites, and designate areas trash for stockpiling used/discarded materials receptacles temporarily. 10. The Contractor will handle and dispose Evidence of of, or recycle, unused and spent use of SEPA hazardous materials at an SEPA approved approved and licensed facility, to prevent facilities losses to the environment. Alignment 11. Quantities of spoil, construction debris Pre-approval Duration of Work sites Contractor and drilling mud/cuttings will be of contractor’s Project along estimated beforehand, and locations for spoil disposal alignment disposal identified and agreed with the sites Superintending Engineer. 12. Solid waste, trash, broken forms and Site inspection Spoil equipment parts, waste oil, and oil- once in use disposal soaked rags, soil and absorbent will not locations be disposed of along with earth spoil. 13. Vegetation (trees, branches etc.) cut or Site inspection Work sites removed from the alignment during along construction will not be allowed to alignment remain stockpiled at the worksite, and will be disposed of or put to proper use immediately upon cutting. 14. No waste materials will be stored along Site inspection the alignment for periods longer than one day. The Contractor will prohibit materials being discarded by others along the alignment during the period of construction; it will be the responsibility of the contractor to dispose of properly any such materials so placed. 15. The Contractor will assure that used Site inspection materials, debris and solid waste are removed daily from construction sites along the alignment, and that no such material is allowed to accumulate onsite, or to interfere with the passage of traffic or construction work. 16. Back-fill should be compacted properly in accordance with design standards and graded to original contours where possible. 17. Stockpiles should not be formed within such distances behind excavated or natural slopes that would reduce the stability of the slopes. 18. In the short-term, either temporary or permanent drainage works shall protect all areas susceptible to erosion. 19. Clearing of green surface cover to be minimized during site preparation.

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator Implementation; by whom, when: The Contractor will prepare a Spoil and Solid Waste Disposal Plan in sufficient detail prior to start of construction, and will implement measures at jobsites to assure the correct storage, handling and disposal of waste. Monitoring; by whom, when: The CSC will review and approve the Spoil and Solid Waste Disposal Plan, and will inspect bi-weekly conditions at the jobsites for compliance with the ECS.

J. Archeological Remains: to protect and otherwise preserve any discovered remains of ancient origin that may be unearthed at the jobsites. 1. The Contractor is required to stop Surveillance, Duration of Work sites Contractor construction on discovery of objects of enforcement Project along archaeological origin and institute the by CSC alignment chance find procedure described in Appendix F of the EIA. 2. The Contractor will familiarize equipment Training operators and laborers of the records requirement. Implementation; by whom, when: The Contractor will implement the measures initially, through training, and over the duration of the project, by being attentive to conditions during excavation. Monitoring; by whom, when: The CSC will monitor occasionally to maintain assurance that the Contractor is following the requirement. K. Tree Removal and replanting: to systematize the removal of trees in the way of construction, pay adequate compensation, and assure adequate replacement in the way of trees replanted. 1. The Contractor will follow the formalized Evidence of Duration of Work sites Contractor procedure for tree removal outlined in the conformance Project along EIA. with procedure alignment 2. The contractor will be required to Evidence of inventory trees before cutting, resolve conformance any difference with the tree count with procedure provided by the consultant, and request permission on a batch-wise basis from the CSC for cutting trees. 3. If the cut materials cannot be disposed of Site Inspection otherwise, the Contractor is required to deal with the vegetation as a Class B solid waste. 4. Trees will be planted as an offset Quantity measure to compensate for those cut measurement according to the Government guidelines (5 planted for every single tree cut) at locations specified in the plans. Implementation; by whom, when: The Contractor will implement the measures continuously during removal of trees. Monitoring; by whom, when: The CSC will track and maintain records for the batch-wise removal of trees, disposition of cut materials, payment of compensation, and planting of offset trees over the duration of the project.

L. Public Infrastructure and Utilities: to provide for the relocation and/or protection of utility infrastructure. 1. The Contractor will prepare a specific Practical Plan Start of Project-wide Contractor Utilities and Telecommunications document at Project Relocation Plan as part of its SSEMP to Project start address any additional relocation requirements for power and utilities, and means for protection of utility infrastructure during construction. 2. The Contractor will produce maps and Evidence of drawings indicating a thorough complete maps understanding of utilities in the way of and drawings construction. 3. The Contractor will show a record of Record of Alignment consultation with utility providers to consultations reconfirm that utilities have been

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Performance Timing Location Responsibility Construction Mitigation Measures Indicator effectively relocated, and the extent to which remaining infrastructure may be damaged or disrupted. 4. The Contractor will demonstrate a Documentation knowledge of activities undertaken up to in plan the start of construction to relocate utilities. 5. The Contractor will describe means for Documentation protecting any utilities that may be in plan potentially disrupted or damaged. 6. The Contractor’s SSEMP will contain Identified focal contact focal points in all relevant utilities points and local authorities in the event of additional relocation requirements or damage/disruption. 7. The Contractor’s SSEMP will contain Identified focal contact information in the local points community in case of service interruption. 8. The Contractor’s SSEMP will contain an Emergency emergency response plan including response plan provisions and action plan for immediate to address repairs to damaged utilities, in order to utility restore service in the shortest time disruption possible. 9. The Contractor will coordinate relocation Evidence of Duration of of remaining utilities ahead of effective Project construction works with the relevant utility relocation company. 10. The Contractor shall in no instance Ongoing excavate around or over live buried inspection of electrical cable, pressurized gas lines or work water lines during the construction, or allow such to be suspended across open excavations in a manner that, in the opinion of the Resident Engineer, threatens public or worker safety. Implementation; by whom, when: The Contractor will prepare a Utilities and Telecommunications Relocation Plan in sufficient detail prior to start of construction, and will implement measures at jobsites to assure that utilities are out of the way of construction, or otherwise protected from damage. Monitoring; by whom, when: The CSC will review and approve the Utilities and Telecommunications Relocation Plan, and will inspect conditions prior to the start of work at any jobsite for accounting of utilities.

Costs associated with Mitigation Measures

608. Costs associated with these measures for the most part are borne by the Contractor as part of its general overhead, and in general are included as a factor in the unit price bid for items in the bill of quantities. Costs have been estimated for each of the major divisions of activity as shown in Table 7-5.

609. These costs are only approximate, incorporating as they do many uncertainties. Costs reflect an aggregate of prices related to implementation of individual mitigation measures that were estimated based on best judgment and available information concerning pricing of work and materials in Karachi. Some will be included as pay items in the bill of quantities, for example, tree planting and unclassified excavation and spoil disposal. Others may be included as provisional sums, for instance road repair, to be activated at the request of the CSC acting for the PIU. Included also are staffing costs related to the EMO and H&S Officer, both budgeted for

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Rs 80,000/mo for 24 mos. Other staffing costs, primarily for support staffs addressing environment, health and safety are not included, but will need to be borne by the Contractor.

Table 7-5: Summary of Environmental Costs related to Construction

Environmental Parameter Million Rs

A Air Quality 3.42 B Noise Abatement 0.82 C Vibration 0.08 D Traffic Management 1.2 E Maintaining Community-use Values 1.3 F HIV/AIDs Prevention 0.3 G Occupational Health and Safety 3.78 H Water Use, Quality and Drainage 1.52 I Solid Wastes and Hazardous Materials 4.64 J Archaeological Remains 0 K Tree Removal and replanting 2.1 L Public Infrastructure and Utilities 0.14 Subtotal 19.3 Contractor Staffing Costs (based on two contractors ) A Environmental Management Officer 3.84 B Health and Safety Officer 3.84 C Community liaison officer & Human Resource Officer 2.4 D Doctor 3.6 Subtotal 13.68 TOTAL 32.98 7.5.4 Operations

610. Table 7-6 lists mitigation measures for the operations phase. Bus operators and the TransKarachi operations group are generally responsible for these measures, supported by SMTA, the KMC and other agencies. Much work needs to be done to develop a system of environmental management within SMTA, and to insure environmental protection measures are incorporated into the operations contracts.

Table 7-6: Environmental Mitigation Measures during Operations

Responsibility: SMTA

Noise and Vibration Assure that operators establish and conform to a maintenance and inspection schedule for rolling stock (buses). Maintain dense vegetation in green areas near driving lanes and stations to dampen noise levels. Traffic Management Establish traffic management measures to maintain traffic flow in the vicinity of stations. Prohibit Qinzhi access on main roads, but SMTA working with KMC will develop and promote use of intermodal transport on side roads near stations. Assure that sidewalks that connect to points of access and egress are kept in good repair. Transport connectivity will be provided by access points for other forms of public transport. Drainage and Water Quality Waste treatment systems at depot and other operations areas will be operated to obtain consistent high-quality effluent. Discharge points will be monitored to assure compliance with SEQS. Solid Waste and Hazardous Materials Depot The Depot operator will institute a Waste Management System taking into account materials to be disposed of and recycled, estimated quantities and methods for collection, storage, treatment and disposal or recycling. A recordkeeping system will account for all wastes and recycled materials, and length of time and locations for

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Responsibility: SMTA

storage; a tracking and manifest system for hazardous and recycled materials will be maintained. The site design and equipment procurement will provide necessary enclosed facilities, containers and equipment for managing wastes. The Depot operator will dispose of spent hazardous materials and wastes by means and at locations acceptable to the SEPA. The Depot operator will not store hazardous and recyclable materials indefinitely at the site, as this is a hidden liability for the owner. No waste material should remain in storage for more than a month. The Depot operator will develop recycling systems and linkages for metal scrap and for waste oil, and will inspect uses and processing beforehand to assure environmental soundness. Material Safety Data Sheets (MSDS) for purchased chemicals, reagents and compounds will be kept current and readily accessible for use. Operator will maintain onsite wastewater collection system in good operating condition. Operator will implement safety and health programs to assure accident free and healthy environment Stations SMTA will coordinate with KMC for an improved level of maintenance of solid waste in the vicinity of stations. SMTA will assure that station waste receptacles are available and kept in good condition, emptied regularly, and maintenance is periodically performed on the equipment. SMTA will maintain the area around stations free of trash and refuse; post signs against littering. Public Infrastructure KMC and SMTA will identify and share responsibilities for maintenance of solid waste, public toilets and walkways in the vicinity of stations, and resolve cost sharing arrangements. Vegetation and Wildlife SMTA working with local authorities will undertake a tree replanting program along the alignment, assure trees are maintained and watered until growth is established. Risk SMTA will train in emergency response procedures before operations begin by staging drills and assuring physical features are in place (signage etc.).

Costs

611. Estimated operations and maintenance costs are shown in Table 7-7. As with previous costs, these costs are aggregated from prices for implementing individual mitigation measures that in themselves were estimated based on available information concerning prices for work and materials. These costs are likely to be spread among the various operations contractors.

Table 7-7: Summary of EMP Recurring Costs during Operations

Annual Cost Operations Activities (SMTA) Million Rs Noise and Vibration 0.4 Traffic Management 0.35 Drainage and Water Quality 0.7 Solid waste / Hazmat 0 Depot 1.2 Stations 0.6 Public Infrastructure 0.4 Vegetation and Wildlife 0.7 Risk 0.2 Subtotal 4.55 Superintending Sanitation Officer 0.96 Superintending H&S Officer 0.96 Subtotal 1.92 TOTAL 6.47

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7.6 Project Environmental Monitoring

7.6.1 Summary of Project Standards

7.6.1.1 Ambient Air Quality (SEQ Standard, µg/cu m)

Table 7-8 Ambient Air Quality (SEQ Standard, µg/cu m)

Concentration in Pollutant Time-weighted Average Method of Measurement Ambient Air Annual Average 80 µg/m3 Ultraviolet fluorescence Sulphur Dioxide (SO ) 2 24 hrs 120 µg/m3 method Oxides of Nitrogen (as Annual Average 40 µg/m3 Gas phase NO) 24 hrs 40 µg/m3 chemiluminescence Oxides of Nitrogen (as Annual Average 40 µg/m3 Gas phase 3 NO2) 24 hrs 80 µg/m chemiluminescence 3 Non-dispersive UV O One hr 130 µg/m 3 absorption Suspended Particulate Annual Average 360 µg/m3 High Volume sampling Matter (SPM) 24 hrs 500 µg/m3 Respirable Particulate Annual Average 120 µg/m3 3 Β ray absorption Matter (PM10) 24 hrs 150 µg/m Respirable Particulate Annual Average 40 µg/m3 3 β ray absorption Matter (PM2.5) 24 hrs 75 µg/m Annual Average 1 µg/m3 Lead (PB) AAS method 24 hrs 1.5 µg/m3 8 hrs 5 mg/m3 Non-dispersive infrared Carbon Monoxide (CO) 1 hr 10 mg/m3 method 7.6.1.2 Drainage discharges (SEQ Standard)

612. Total suspended solids content will be limited to 200 mg/L (ECR Schedule – 9: Standards for Sewage Discharge). Discharge of water contaminated with organic waste or chemicals is prohibited.

7.6.1.3 Ambient Noise Limits (SEQ Standard)

Table 7-9 Ambient Noise Limits (SEQ Standard)

Limit in dBA (Leq) S.N. Category of Area/Zone Day Night 1 Residential Area (A) 55 45 Commercial Area (B) 65 55 Industrial Area (C) 75 65 Silence Zone (D) 50 45 Notes: Evaluation point is at boundary of buildings Daytime: 6:00-22:00, Night time: 22:00-6:00 Silence zones: hospitals, educational institutions, places of religious worship and courts 7.6.1.4 Non-road and heavy Truck Exhaust Emissions Standards

613. Construction equipment brought onto the job will comply with SEQ exhaust emissions standards (g/KWH):

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Ref. Category CO HC NOx PM

PAK-II HDDE 4.0 1.1 7.0 0.15

7.6.1.5 Vibration (Project Standard)

614. 90 VdB, approximately corresponding to 3 mm/s PPV, measured at building face

7.6.2 Air, Water and Noise Monitoring during Construction

615. The Contractor is expected to conduct and hire for sampling and analysis of environmental parameters during construction, done both ‘in-house’ and by an Independent Monitoring Group (IMG). In both cases data will be passed on to the PIU and CSC, and included in monthly reporting by the Contractor, and summarized in the PIU quarterly report to ADB, prepared by the CSC.

In-house Monitoring

616. In-house monitoring will be conducted by the contractor on a regular basis to identify problems associated with compliance with environmental standards or to investigate public complaint. The type of monitoring is referred to as surveillance monitoring and is done on presumption of exceedance and to identify causes, in an investigative mode.

Air Quality

617. Typically, dust conditions, or concentrations of gaseous pollutants (due to numbers of equipment working within a limited space) can approach acceptable limits or impede respiration for those in the vicinity, or cause irritation to eyes (either through direct impact from dust on those traveling in open vehicles, or from irritating properties of gases). The Contractor on its own volition or in response to direct request from the CSC field inspector (environmental inspector for the CSC) will conduct air sampling and analysis in the vicinity of work to determine if ambient limits are being exceeded. The Contractor will perform sampling and analysis as necessary to establish need for mitigation.

618. The Contractor will implement mitigation measures to control dust and gaseous emissions and periodically sample and analyze air quality to bring pollutant levels in line with SEPA ambient limits.

619. The Contractor will maintain records of air quality monitoring, providing evidence in monthly reporting to the CSC.

Noise

620. Noise levels will be kept within the limits specified by the project standard, as measured at the face of the nearest building, or at the boundary of the construction zone, taking into account the predominant land use and the time of day. The Contractor should routinely measure, record and report Leq-10 min values (dBA) along the boundary of the construction zone. using a Class I-

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35 type noise meter34F If indication of exceedance is found, conditions and circumstances should be noted and progressive measures put into place to reduce noise levels. The Contractor will maintain records of noise, date time and place, and provide evidence in monthly reporting to the CSC.

621. The Contractor will measure compliance with the Sindh SEQ Regulation for motor vehicle noise (2016) of 85 dBA measured at 7.5 m from the source, and report monitoring results in monthly reports.

Vibration

622. Evidence of excessive vibration in the form of types of equipment usage, observation or public compliant requires the contractor to perform vibration monitoring at the face of the nearest building, at the boundary of the construction zone, or at 50 m from the vibration source, whichever is less. Actual protocol for vibration monitoring will be submitted for approval by the CSC. Depending on the results of vibration monitoring and potential for damage, additional monitoring may be required, as well as pre- and post-condition surveys of nearby buildings and measures to mitigate impact.

623. Conditions producing excessive vibration will be noted along with measured results, recorded and reported in monthly reports to the CSC. Measurements will be performed across the full low-frequency spectrum typical of ground vibrations induced by construction equipment.

Water Quality and Drainage

624. Site drainage will be sampled and analyzed on a frequent basis wherever it occurs, either weekly in the case of continuous flows, or in the event of discharge for discontinuous flow. Sediment content will be kept within the SEQ limit of 200 mg-TSS/L using the variety of means described in the EIA. Simplified means of monitoring may be proposed, for instance, turbidity in lieu of TSS by gravimetric means, so long as a logical relationship is established.

625. Discharges of wastewater (sanitary wastes, kitchen wastes, and drainage from contaminated areas, machine washing, or other forms of wastewater) will be sampled and analyzed at least monthly, or at the time of discharge, and kept within the limits specified in the Sindh EQS for municipal and liquid industrial effluents published in the Sindh Government Gazette on 28 Jan 2016.

Independent Monitoring

626. The Contractor will provide independent monitoring of air, water and noise on a quarterly basis in the vicinity of construction sites. Sampling and analysis will be performed by an Independent Monitoring Group (IMG), such as SUPARCO or an equivalent organization subject to prior approval by the Engineer. The locations, frequency and timing, numbers of samples and parameters will be specified beforehand and subject to the approval of the engineer. The IMG will report results of periodic monitoring directly to the Engineer and the Contractor. The data will

35 A Class 1 Sound Level Meter is a noise measurement instrument that meets the requirements of IEC 61672-1:2002 (or an equivalent such as BS EN 61672-1:2003) to Class 1 performance.

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be used to assess progress in implementing the SSEMP. Vibration monitoring will be required in special cases.

The Contractor will provide in its SSEMP a plan and schedule, including locations, frequencies and parameters, for monitoring air and water quality, and noise levels, at the boundary of sites and along the alignment, subject to the approval of the Engineer. To the extent practicable, the sampling points should be the same as those sampled during the preparation of the EIA, to evaluate the potential changes occurring. In general the monitoring program will be as mentioned below:

627. Air quality: sample air quality over two consecutive twelve-hour periods and analyze for suspended particulate matter (SPM) and PM10, oxides of nitrogen (NOx), sulphur dioxide (SO2) and carbon monoxide (CO); once per quarter-annum, at sufficient downwind locations near the perimeter of work sites. An investigative program as described for in-house monitoring will be required of the contractor in the event there are complaints concerning air quality from the community, which will require more frequent monitoring to determine causes.

628. Water quality: Obtain samples from drains at pre-agreed locations near work areas each quarter- annum for measurement of Total Suspended Solids (TSS) using grab samples. Locations for monitoring will be identified and agreed with the contractor. Monitor and analyze quality of drinking water sources for the labor force at least every six months, or upon renewal of a source of drinking water, unless bottled water is provided from an approved supplier.

629. Noise: obtain one-minute noise level readings (dBA) for a period of one hour during typical operations; and report maximum Leq – 10 min; once per quarter-annum; at predetermined locations around the perimeter of the site.

630. In summary, overarching parameters will be monitored through inspection by the Contractor’s EMO, along with the CSC Environmental Officer, to cover the scope of potential impacts and mitigation measures described in this chapter related to construction, which are summarize in Table 7-8. In all instances for the above, the monitoring indicators are the indicated parameters measured against relevant SEQs and project standards

Table 7-10: Construction Phase Monitoring Requirements

Project Activity and Objective of Parameters to Measurements Location Frequency Responsibility Potential Monitoring be Monitored Impact Noise To Ambient noise A-weighted noise At sensitive Bi- weekly or as Contractor’s Disturbance determine level near key levels – receptor needed to EMO, CSC EO due to noise excess noise receptors along Leq one-hr over locations determine from and need for project corridor 24 hr period along the impact construction noise project activity abatement corridor adjacent to ongoing work Air Quality To identify SPM, PM10, According to At locations Bi- weekly Contractor’s Fugitive dust air quality PM2.5, CO, NOx SEQS standards along the EMO, CSC EO and air problems in project emissions vicinity of corridor from work site adjaccent to equipment ongoing work

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Project Activity and Objective of Parameters to Measurements Location Frequency Responsibility Potential Monitoring be Monitored Impact Visible dust Visual Construction Once daily Contractor’s observation of sites EMO, CSC EO size of haze, dust on roadways, accumulation on surfaces Vibration To limit At face of Bi- weekly Contractor’s Excess vibration nearest EMO, CSC EO vibration impacts building leading to along Peak Particle Direct adjacnet to damage and alignment Velocity measurement use of annoyance during vibration construction enducing equipment Water Avoid Volume of water Visual Construction Contractor’s use/drainage sediment used, site observations at sites and labor EMO, CSC EO Wastage, and pollution drainage, project sites and camps Once daily sediment loss, load in sediment loss, at labor camps pollution in streams, contamination storm water water Effluent BOD, TSS, pH At outfall Contractor’s system wastage parameters for locations from EMO, CSC EO any wastewater waste Monthly outfalls treatment systems Traffic To minimize Traffic Construction Contractor’s traffic conditions; sites along EMO, CSC EO congestion effectiveness of BRT corridor Visual monitoring Daily near work traffic areas management plan Solid Waste To insure Inspect solid Contractor’s and efficient waste EMO, CSC EO Hazardous management segregation, At labor Materials and loss storage, camps and at Collection, prevention recycling and Visual work sites Once daily. storage, disposal; proper inspections along project transportation storage/handling corridor and disposal of hazardous materials and fuels Occupational To prevent Number of near Visual Construction Contractor’s Health and accidents miss events and inspections sites along EMO, CSC EO Safety and risks to accidents taking Accident BRT corridor Once weekly Accidents and health for place records; health risk workers other records Community To prevent Access, Construction Contractor’s Health and loss within signage, levels sites along EMO, CSC EO Safety the of congestion, Visual BRT corridor Accident, community blockage inspections, Daily injury, during dialogue with inconvenience, construction local people delay, loss of of the project income

Reporting

631. The Contractor will include in its SSEMP a proposal for monthly reporting on all aspects of environmental protection, including reporting the results of in-house monitoring. IMG monitoring

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data will be included in monthly reports as and when data are available (generally the end of the calendar quarter).

Costs

632. Costs for air, noise and water quality monitoring during construction are included in the contractor’s construction cost bid estimate. Total cost depends on the duration of the contract, number of samples taken and locations. Periodic environmental mitigation during construction is estimated at 50.02 million rupees, as shown in Table 7-11.

Table 7-11: Construction and Mitigation Cost

Items Environmental Parameter Rupees in Million 1 Air Quality 5.13 2 Noise Abatement 1.23 3 Vibration 0.12 4 Traffic Management 1.8 5 Maintaining Community-use Values 1.95 6 HIV/AIDs Prevention 0.45 7 Occupational Health and Safety 5.67 8 Water Use, Quality and Drainage 2.28 9 Solid Wastes and Hazardous Materials 6.96 10 Tree Removal and replanting 3.15 11 Public Infrastructure and Utilities 0.21 12 Training 0.55 Contractor Staffing Costs 13 Environmental Management Officer 5.76 14 Health and Safety Officer 5.76 15 CLO & HRO 3.6 16 Doctor 5.4 Subtotal 50.02

7.6.3 Operations Phase Monitoring

633. Table 7-12 summarizes the proposed operations phase mitigations and Table 7-13 provides a general budget for costs of the mitigations, valued at some 9.705 million rupees.

Table 7-12: Operation Phase Monitoring Requirements

Project Parameters Activity and Objective of to be Measurements Location Frequency Responsibility Potential Monitoring Monitored Impact Noise To determine Ambient A-weighted noise At 5 Once per Disturbance excess noise noise level levels – preestablished month O&M due to noise and need for near key Leq one-hr over 24 locations Contractor’s from noise receptors hr period along the Environmental construction abatement along project project officer activity corridor corridor

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Project Parameters Activity and Objective of to be Measurements Location Frequency Responsibility Potential Monitoring Monitored Impact Air Quality To monitor long SPM, PM10, Concentrations per At 5 Adverse term trends in PM2.5, CO, SEQS standards preestablished O&M effects on AQ along NOx, SO2 locations Once per Contractor’s human health alignment along the month Environmental project officer corridor Wastewater To ensure open Effluent BOD, TSS, pH, O&M Effluent from waters are not parameters phenols, and other Depots at Once every Contractor’s depots impact affected by for any parameters as point of six months Environmental on local effluent wastewater appropriate discharge officer environment outfalls Hazardous To ensure Overall Complete record of materials proper management purchase, storage, At site of O&M Hazardous management of system for use, and disposal of hazardous Quarterly Contractor’s materials can hazardous hazardous hazardous material material use, inspections Environmental harm human material materials and storage and officer health / waste disposal environment Solid Waste To ensure solid Overall Visual inspection; Management waste is management record keeping, on- Improper disposed of in system for and off-site audits BRT stations, O&M handling and an solid waste buses, depots Quarterly Contractor’s disposal is an environmentally and inspections Environmental inconvenience friendly manner workshops officer and public health hazard

Table 7-13: Operation and Mitigation Cost

Items Operations Activities (SMTA) Annual Cost Rupees in Million 1 Noise and Vibration 0.6 2 Traffic Management 0.525 3 Drainage and Water Quality 1.05 4 Solid waste / Hazmat 0 5 Depot 1.8 6 Stations 0.9 7 Public Infrastructure 0.6 8 Vegetation and Wildlife 1.05 9 Risk 0.3 10 Superintending Sanitation Officer 1.44 11 Superintending H&S Officer 1.44 Subtotal 9.705

7.7 Capacity Building

7.7.1 Capacity Building Program

634. The ADB Phase II EPCM TOR calls for the consultant to “provide training to contractors and PIU personnel for environmental management and monitoring during construction and operation.” The environmental assessment process In Sindh is well-established but environmental awareness and implementation capacity for infrastructure projects are limited for both the GOS executing agency and the implementation agency (TMTD). TMTD has no officer that is delegated to perform environmental duties on a regular basis, nor is it clear if any officers will be delegated responsibility over environment before or during conduct of the construction work for

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KBRT Project. Currently any engineering officer who might be delegated to check environmental assessments prepared by consultants would not have the capacity check the adequacy of the EMP, which is typically referred to SEPA for approval. TMTD is not directly involved with project implementation, given its largely administrative responsibility. Nationwide, environmental responsibilities devolve to SEPA.

635. Application of the EMP will be the responsibility of the CSC, supported by environmental and social safeguards consultants. It is recommended that an Environmental and Social Safeguard Unit (ESSU) be formed to serve as a robust environmental management unit for the BRT with permanent dedicated staff trained in environmental engineering and environmental management. The ESSU could be developed to improve overall environmental capacity in the SMTA. The developed ESSU could work with various PIUs as required and respond to growing national and international environmental concerns that will face the GOS in the medium and long term.

636. Training workshops should be conducted by the CSC at the outset of the works, with refresher courses as needed in keeping with Project performance. Training workshops should be conducted periodically by the CSC as new contractors are engaged, perhaps every six months, to share implementation experience results of monitoring, and lessons learned.

637. Table 7-14 shows an indicative schedule for capacity building activity to be conducted by CSC for PIU staff and contractors. Training should be conducted when there are interested participants and substantive information to be imparted, and should be organized on a demand basis with these criteria in mind. Contractors likewise will be required to organize and implement training for their staff related health, safety and environment, as well as training related to detailed aspects of its site specific environmental management plan.

Table 7-14: Indicative Capacity Building Program for TMTD and other Project Staff

Program Description Participants Form of Duration Trainer/ Training Agency Introduction and Environmental TMTD Workshop One-day CSC sensitization to impacts of BRT management, workshop Environmental environment system. Government officials Preconstruction Specialist issues and ADB responsible for (International) regulations; implementing interdepartmental project, and coordination for other PIU/CSC environmental issues staff as interested Pre-project Training for PIU Workshops, Three days, Tailor-made training on engineering and management site visits preconstruction training hazards, health, management team programs by safety and professionals, to be Industrial environmental involved in on-site safety NGO in issues pertaining execution and Pakistan or to the project operation of the Engineering proposed facilities. Staff college (International) EMP Implementation of PIU staff, Lectures Two-day CSC implementation EMP; impacts and contractor staff and field session, Environmental mitigation; and officials visit Construction Specialist monitoring and responsible for stage (International) reporting; public implementing interactions and project

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Program Description Participants Form of Duration Trainer/ Training Agency consultation Training on Guidance for TMTD Lectures Four-day Tailor-made environmental conformance to engineers, program, training management, environmental officials lectures, site programs by OHS systems, management responsible for visits Industrial emergency and systems implementing safety NGO in risk response project, and Pakistan or systems other PIU/CSC Engineering staff Staff college (International)

7.7.2 Costs associated with Capacity Building

638. The capacity building program is estimated to cost a total of 0.55 million Rs, to cover seminars and training sessions at pre-construction and construction phases.

7.8 Summary of Costs

639. Costs associated with monitoring and reporting during construction phase of the EMP are described in previous sections. These amounts are summarized in Table 7-15. Total one-time- only costs are million 13.32 and are incurred during construction. Most of these costs are included in the construction contract price. Training costs are generally included in and borne by the EPCM consulting contract. Not included in this estimate are costs associated with environmental design aspects. These costs have not yet been estimated; the actual cost will be seen as part of the contract bid price for the civil works, or mechanical equipment packages.

640. The costs associated with operational phase monitoring are 5.175 million rupees. Details are presented in Table 7-16. These costs will be borne by SMTA. Summary of all cost ( Mitigation and monitoring in construction and operations) is 78.22 million rupees and is presented in Table 7-17

Table 7-15: Construction Monitoring and Reporting

Annual cost Items Parameter (Million Rs.) In-house Monitoring 1 Air Quality 2.4 2 Noise 0.135 3 Vibration 0.3 4 Water Quality and Drainage 5 Sediment 0.3 6 Wastewater 1.05 7 Independent Monitoring 8 Air Quality 1.5 9 Water Quality 0.63 10 Noise 0.72 11 Fire Fighting and Ambulance 5.535 12 Generators & Construction Machinery Stack Monitoring 0.75 Sub Total 13.32

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Table 7-16: Operations Phase Monitoring and Reporting Costs

Items Amount cost Monitoring Component (Million Rs). 1 Air Quality 3.645 2 Noise Levels 1.08 3 Effluent produced from depots and workshop areas 0.45 Sub Total 5.175

Table 7-17: Summary of All Cost

Amount Items Monitoring Components (Millions Rs) 1 Contractor Construction and Mitigation Measures Cost 50.02 2 Operation and Mitigation Measures Cost 9.705 3 Construction Monitoring and Reporting 13.32 4 Operations Phase Monitoring and Reporting Costs 5.175 Total 78.22

641. Costs presented herein are highly generalized and should not be used to set ceilings for environmental mitigation and monitoring expense.

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8. Consultation, Disclosure and Grievance Mechanism

8.1 Types of Stakeholders

642. Stakeholder refers to individuals and institutions with an interest or ‘stake’ in the project. These ‘juridical’ entities may be able to assist in implementing the project, and are thus enjoined. The entity may have its own constituency as a user of the system, or find itself affected during the process of building the system. Entities may be representatives of the public-at-large, which may benefit, or be adversely affected, by the project, and thus are custodians of the public trust. In more concrete terms, stakeholders for the Karachi BRT Red Line project consist of:

. Utility and telecommunications companies (interference/damage to infrastructure)

. Academic/educational institutions

. Religious institutions and occupied space (mosques)

. Non-governmental/community organizations (representatives of the public trust)

. Local, provincial and national government agencies (representatives of the public trust)

. Non-formal, unorganized stakeholders, including shop owners, ambulant seller’s, employees, local residents and daytime / nighttime users of the area, including commuters.

. Drivers and owners of existing buses / other transport modes such as taxies, qinqqchi, rackshaws etc.

. Hospitals and Medical facilities.

Outreach has been accomplished in various ways as described in the following sections.

8.2 Overall Scope of Public Consultation described in this Chapter

643. There is a long history of public consultation related to the project. Sequential, parallel and comprehensive stakeholder involvement has and will continue to take place through public consultation, focus group discussion, targeted meetings, and other forms of interaction. More specifically, public consultation was conducted as part of the PPTA in 2015-6 along various lines (resettlement, gender and EIA), then up to the present, under the EPCM Phase I work. Furthermore as per environmental guidelines a scoping meeting was held at the Marriott Hotel in Karachi on 16 Feb 2018. Details are appended in Appendix J of this document. A public hearing was organised by the Sindh Environmental Protection Agency (SEPA) under the provisions of Sindh Environmental Protection Act 2014 and the EIA/IEE Regulations 2014 on 16 October 2018 at the Marriott Hotel in Karachi. Details are attached in Appendix M of this document. Environmental review by expert committee is under process by the Government of Sindh.

Parallel activities

The Project Management, Coordination and Capacity Building (PMCCB) component of the Project Design Advance (PDA) contains two relevant foci: The Project Communication Plan (PCP); and the Community Awareness and Participation Program (CAPP). Parallel activities were conducted and while some were overlapping to some extent with ‘public consultation’ as

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envisaged under the EIA, both are complementary to each other and overarch the other’s scope in meaningful ways.

644. PCP contains numerous important aspects that are typically found in a “public relations” portfolio:

. Media Relations

. News Bureau (releases and FAQs)

. Government Relations

. Project Website

. Promotional Video

. Social Media

. System name and branding

645. PMCCB and CAPP groups were involved in engagement and consultation with key stakeholders from national and local government, advocacy groups and community organizations (mosques, schools, universities and trade associations). The PMCCB and CAPP activities held a series of public consultations from 22 – 28 Feb 2018 at NED University involving invited stakeholders from the groups mentioned above.

646. The format of the meetings involved a short presentation to explain the project, and a series of structured questions put to participants to determine their views on different aspects of the system. Further description of these meetings as well as other aspects of the PMCCB outreach can be found in Sec 8.3.7.

Sequential Activities

647. Consultation and Focal Group Discussions were undertaken during the Process of preparing the Gender Action Plan. Discussions covered gender issues in relation to transport; difficulties and risks women are exposed to in the use of public transport; the types of accommodation that women would like to see in a modern, well-designed mass transport system. Within the EPCM component descriptions of stakeholder consultations covering statistics, aims and objectives are included in later sections of this chapter.

648. This overall schedule of public involvement constitutes the effort up until the start of construction. The following sections provide details on public involvement as described in this summary.

8.3 Process for Involvement of Public

8.3.1 Early Screening

649. The Project was screened beginning with its initial proposal under the JICA-funded KTIP in 2012. The Project has been part of the broad scope of transport improvement options under proposal by the Government of Sindh and has received early screening within the context of the overall plan. Descriptions of public involvement are many in the KTIP documentation, including its Household Interview Survey (HIS) that involved the interviews of around 40,000 households in Karachi.

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8.3.2 Public Consultation during the PPTA

650. Early consultation consisted of outreach conducted during the PPTA phase of the project, and then early in the detailed design period with an initial stakeholder meeting among institutional stakeholders.

651. During the PPTA phase, consultation meetings were undertaken with numerous government officials, some NGOs, and academic staff of universities. The stakeholders consulted represent a broad assortment of local administrators, transport professionals, associations, transport police, educational institutions, and research institutes, including the Pakistan Heritage Foundation, Sindh Heritage Committee and other groups with an interest in services on the Project corridor where the KBRT will be implemented. Government departments were also consulted. Consultations under the PPTA took place between January and August 2015.

652. Individuals representing several hundred persons in all the districts along the alignment were informed about the Project during the surveys. These stakeholders were considered to be able to represent a broad cross section of informed opinion about the community living in the area, the road users, the business associated with the road and the locally elected representatives. The main environmental and other concerns are summarized below.

653. Support for Project: All consultees were in favour of the project and said that they could think of little that was likely to cause them or the public not to support the Project but it should be implemented quickly. Rapid implementation of the project would be one means to reduce the duration of environmental impacts. Some expressed concerns that alternative travel options should be considered in the construction phase. Some concerns were expressed about the sustainability of the project and the sustainability of other bus and transport services after the KBRT is implemented.

654. Overall environmental impact: When questioned respondents identified potential benefits in terms of easier transport mode, travel time reduction, better life standard and quality of environment. Some identified dis-benefits in terms of temporary traffic congestion on the route, increased pollution, increases in accidents and that although impacts were moderate the implementing agency should be more environmentally aware.

655. Controlling environmental impacts: Some respondents expressed concern on control the overall environmental impact of the project and wanted the implementing agency to be more aware of the environmental impacts and that the project should be completed as soon as possible. There was one suggestion that that some construction could take place at night or on holidays to reduce impacts. It was also indicated that Contractors should be made responsible for environmental controls. This may be acceptable in some locations, but not near hospitals.

656. Prompt completion of the works and minimization of land acquisition were the main concerns. Increased traffic noise and controlling project workers and sanitation during construction were also mentioned. Many affected people were more concerned about social issues such as receiving full and prompt compensation for land acquisition than environmental issues. No significant operational phase impacts were identified and the persons consulted generally indicated they would fully support the Project.

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657. The consulted persons also stated that it was crucial that affected persons also fully expect that the necessary arrangements to compensate loss of property are addressed before construction starts. Results are summarized broadly in Table 8-1.

Table 8-1: Summary of Main Environmental Concerns from Public Consultation between January and August 2015

Concerns Expressed* How concerns are addressed in IEE Rapid implementation. Project will start soon and complete a soon as practicable and PMU and DSC will monitor progress of the works. Provision of and alternative Alternative travel options and connecting routes will be retained travel options. along the BRT corridor such as buses mini-buses taxis, rickshaws and dedicated NMT lanes are provided Sustainability of the project Sustainability of the BRT is demonstrated in the economic assessment of the design in the final feasibility report. Sustainability of other bus and Sustainability of other bus and transport services after BRT transport services. implementation is demonstrated in the economic assessment of the final feasibility report. Temporary increased pollution EMP provides for controls on noise and dust during implementation. Increases in accidents EMP provides for worker and public safety plan during implementation. Implementing agency should EMP provides for awareness building for implementing agency and be more environmentally workforce during implementation. aware Environmental control needs EMP provides for site specific environmental management plans proper planning. and organized monitoring of implementation of mitigation measures by design team, contractors and workforce during design and implementation. Construction could take place Construction may take place at night in special circumstances if at night or on holidays to this will reduce impacts, such as relieving daytime traffic reduce impact congestion. Contractors should be The contractor(s) will commit to implementing the mitigation responsible for environmental measures identified in the EMP and updated in the site specific controls. environmental Management plan (SEMP) and agree monitoring with PMC. Parties should agree on Start land acquisition soon and complete a soon as possible compensation before work starts

658. Surveys were conducted in which several hundred Individuals representing all the districts along the alignment were informed about the Project. These stakeholders represented a broad cross section of informed opinion for the community living in the area, the road users, the business associated with the road and locally elected representatives. All persons consulted were in favor of the project. There was little that was likely to cause them or the public not to support the Project, but in general supported Rapid implementation as one means to reduce environmental impact. Some expressed concerns that alternative travel options should be considered in the construction phase. Some concerns were expressed about the sustainability of other bus and transport services after the KBRT is implemented.

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659. Efforts were made to minimise land acquisition and resettlement impacts by avoiding private land acquisition. Adjustments have been made to the concept design to minimise adverse social and resettlement impacts. This included maintaining the KBRT corridor within the available width of government owned ROW. This approach has eliminated the need to acquire or modify any private permanent structures. Two design alternatives were considered for the end point and three for the starting point to explore alternatives regarding integration with the Green Line BRT and future lines. However, particularly the variation considered at the end point would have resulted in land being acquired which is currently not the case in the present design. Restricting the concept to the existing ROW, has helped to eliminate the need for any land acquisition but will cause some economic displacement.

660. The Project will impact small portions of 293 commercial entities that extend into the ROW. The surveys identified an estimated 207 semi-permanent parts that extend from businesses and 86 parts of permanent commercial structures in the ROW. The owners of these structures will be able to continue running their businesses. The structure owners will be compensated for the small portions of structures that are lost and they will be able to take away the materials themselves for reuse. No loss of income will be compensated.

661. In addition to the 293 small portions of commercial entities that are impacted, there are parts of 80 structures (56 semi-permanent and 24 permanent) belonging to public and private organisations such as the police, banks and petrol stations, which will need to be removed or which will need to be relocated. Compensation to ensure the reactivation of the services provided through these structures by these organisations will be provided. Consultations will be held with these organisations and they will be requested to sign a compensation waiver form. 8. The three surveys conducted identified a total number of 493 vendors that all possess temporary structures and mobile structures. These vendors engage in a variety of activities, including food selling, tyre repair and others. They will all need to relocate their stalls following the start of construction. Alternative temporary and permanent vending spaces are currently being identified and will be detailed in the final RP.

662. Lastly, the Project will impact on public utility infrastructure. This includes water supply pipes, drainage system equipment, telecommunication infrastructure, gas and electricity supply equipment. EPCM has conducted surveys to determine the locations, present condition and life expectancy of the existing utilities and has prepared existing utilities drawings for design purposes. It is currently estimated that six utility services will need to be relocated. Compensation will be provided to the respective companies to undertake the relocation.

8.3.3 First Stage of Consultation under the EPCM

663. A public meeting of invited institutional stakeholders was held at the Marriott Hotel in Karachi on 16 Feb 2018, and attended by some 56 persons representing a variety of institutional interests. There was active interest in environmental aspects of the project. A presentation was made that reviewed the project components, contents of the EIA, expected environmental impacts, and management plan and framework. The presentation was followed by comments by the attendees and responses by the PIU and EPCM team.

664. Attendance and record of comments are found in Appendix-K & Appendix-J respectively. Concerns voiced by the participants centred on practical aspects of implementation to assure

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environmental soundness within the community, including utility relocation in advance of construction, correct placement and development of depot sites, drainage during construction and operations, due consideration of the numerous educational and recreational facilities along the route, need for cumulative assessment, traffic considerations, need for coordination of work on utilities and road construction, role of SEPA in monitoring, replacement of vegetation and trees, need for good analysis of air quality and noise in the EIA, and a proposal for a permanent steering committee to oversee environmental aspects of project implementation. The EIA preparers have carefully reviewed the comments and taken them into account in the EIA.

8.3.4 Socioeconomic survey activity

665. A socioeconomic survey of affected households was conducted in April, 2018 by EPCM to meet ADB SPS 2009 and SEP Act 2014 consultation and public participation requirements. The affected business owners were interviewed through a formal survey tool (a detailed questionnaire ).as described in Sec 5.3

666. Analysis of the survey indicates that women are not generally involved with the vending businesses along the alignment. The average household sizes are between 7-8 people, headed by the oldest male members. 41% of the males are between 15- 59 years, where-as 24% of the women in the household are in this age bracket. Within the house holds 14% males and 13% females are less than 15 years of age. 5% males and 4% female are above 60 years of age. 50% of the surveyed vendors have primary education. 63%of the vendors lived in rented houses and 33% have their own homes. 50%people were satisfied with their living conditions and 36% felt that their living conditions were bad or worse.

667. Most of the people had positive comments regarding KBRT red line project and the key comment recorded are as follows:

. Karachi BRT Red Line service will facilitate the middle class and lower middle class with cheap and safe transportation in Karachi.

. The time is valued which will be saved through Red Line bus travel for all the passengers.

. There is a hope to have a reliable livelihood source for the small vendors within the K- BRT setup.

. During construction the small vendors would have a challenging situation, but its in the betterment of all citizens of Karachi who cannot afford private taxis and other expensive transport alternatives exists in Karachi.

. People will prefer to travel in Red Line Bus instead of their own vehicles, caused to reduce heavy traffic on road, which will reduce air pollution and improve the quality of environment.

. Women would be safely travel from one place to another in the separate compartment and harassment issues will be reduced.

. School students would have less time taking, safe and a systematic transport facility to travel for their educational institutions as shown below

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Figure 8-1: Project Affected Business Owner.

8.3.4.1 Focus Group Discussions & Consultation with Affected Stakeholders

668. A number of Focus Group Discussions (FDGs) and consultations were carried out from December 2017 onwards. On March 09, 2018 a FGD with ambulant sellers located on the route of the Karachi BRT (KBRT) Red Line Project was carried out. Different locations along the route were selected to conduct FDGs to capture the wide variety of local vendors. Each FGD consisted of 20-25 ambulant sellers with only male attendants as there were no female sellers present in the area.

669. The concerns raised by sellers Figure 8-3 and Figure 8-2 during the FGDs included:

. Issues faced with Karachi Metropolitan Corporation (KMC) due to their ‘clean up of encroachment’ campaigns

. The potential of providing alternative, permanent vending spaces for them

. Their need to escape from the continuous cycle of precariousness and poverty

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Figure 8-2: Focus Group Discussion with Figure 8-3: Focus Group Discussion with Push Cart owners at Old Vegetable Push Cart owners at the location of Market/ Askari Park. Mosmiyat.

8.3.4.2 Consultations with Non-for-Profit Organizations (NGOs) and local stakeholders

670. A consultation with the NGO of the National Forum for Environmental & Health Figure 8-4 Karachi was undertaken on March 7, 2018. The topics discussed were:

. Shop keepers, Car show rooms and hotels will directly be affected by the project’s construction activities.

. Vendors must be provided alternative sources of livelihoods

. District Municipal Corporation (DMC) must make an inventory for the trees along the route so that a detailed plan for tree planation can be developed.

. The Anti-Encroachment Cell which comes under the authority of KMC deals with the encroachers along with the roads within Karachi.

. Construction projects are usually delayed by multiple years prolonging their impacts on the surrounding population.

. Dust and noise will negatively impact people who live and work around the project site. Standing water and other dumped material on the roads and sidewalks can cause additional disturbances for people trying to get to their offices, schools and homes. Even emergency vehicles are at times affected.

. The government does not manage the construction period and the divergence of traffic well.

. The ambulant sellers and local businesses unofficially pay a monthly fee / rent for their space on road or foot path.

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Figure 8-4: Consultative meeting with National Forum for Environment & health under Karachi BRT Project.

8.3.4.3 Consultative meeting with Transport Experts

671. Consultations with local transport experts, who have worked on similar projects were held on March 08, 2018. The meeting was held in Hotel Marriott at Karachi.

672. The following information was discussed during the session:

. Karachi has no rapid bus transport system currently and the public is in need of one.

. The successful implementation of such a project would be much welcomed.

. One of the experts shared his experience of the Liyari Express project and its resettlement challenges and the ultimate delay in the project completion.

. Ambulant vendors and other small businesses along the route will certainly be negatively impacted by the construction of the BRT.

. Some vendors selling food might be able to continue vending at bus stops.

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Figure 8-5: Project Consultative meeting with Transport Experts at Hotel Marriott, Karachi.

8.3.5 Socioeconomic consultation undertaken in December 2017 and February 2018

673. Figure 8-5 depicts some of the socioeconomic survey and data collection activities along the alignment

8.3.6 Consultation during preparation of the Gender Action Plan

674. A number of stakeholder consultations involving one-on-one and small group discussions took place during formulation of the Gender Action Plan, as listed in Table 8-2 . Refer to other project documentation for details of discussions.

675. Issues raised were concerning transport condition and traffic jams, tree removal, vehicle parking, noise and dust, Women and men should have separate sections in the buses, drinking water availability, non-smoking zones, CCTV, harassment prevention, child protection, advertisement, information in local languages and equal employment opportunities for vulnerable groups such as the elderly, disabled, women and transgender person.

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Table 8-2: KBRT Red Line consultation conducted by EPCM / PIU / PMCCB

Sr Consultation Consultation Location Date and Issues/Concerns No conducted with Time by 1 PMCCB Students, NED 28 • Issues with current transport mosque and University February situation eg congestion, community 2018 pollution, lack of government representatives, 6.00 – policing of traffic laws academics, 9.00 planners • Concern about the removal of trees and the need to replace them • Concern from business people along the corridor about parking for their customers. Also for the shopping malls – concern about where people will park. Also concern expressed about parking on religious days • Concern about pollution • Information requested about when construction will commence and when operations are expected to start • Concern about ensuring maintenance of buses • Request for information in Urdu and Sindhi • Should have a rent-a-bike scheme on stations • There should be a PA on buses to make announcements such as next stop • Question about resettlement • Need for security guards, emergency call phones and drinking water on stations

2 PMCCB Students, NED 27 • Issues with current transport mosque University February situation and community 2018 representatives, 6.00 – • Needs to be management academics, 9.00 during construction

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Sr Consultation Consultation Location Date and Issues/Concerns No conducted with Time by planners • We need to improve ourselves to use infrastructure first and then improve infrastructure • Buses should be local • Stations should be at walkable distances and buses should be regular and on schedule • Women and men should have separate sections in the buses • Buses should have light colours on them – not hot colours • There should be drinking water available on the stations • Buses should be non-smoking, have air conditioning and have announcements about the stops coming up • There should be advertisements allowed to get non fare revenue • Concern about accidents happening during construction • Concern about transparency with regard to jobs being offered

3 PMCCB students, NED 26 • Issues with current transport mosque University February situation including role of 2018 and community bureaucracy, senior police and representatives, 6.00 – regulation of traffic, and people academics, 9.00 driving without current planners licences, condition of vehicles, use of CCTV • BRT should have security measures, should have monthly coupon ticket so don’t have to go to get ticket each time, ladies, disabled and elderly given priority, complaints system, names of stations visible in buses, information in Urdu and Sindhi,

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Sr Consultation Consultation Location Date and Issues/Concerns No conducted with Time by discounted student fares, should be police stations along the BRT corridor, what is diversion plan for vehicles during construction? Drainage needs fixing. It is OK to employ women but they shouldn’t do heavy work.

4 EPCM/PIU NGO Sheri Shehri office 26 • Problems with current February transport situation generally 2018 and especially for women 10.00 – 11.00 • Features that would encourage use of the BRT by all potential users and message to users to respect the service and look after it • Concerns with trees being removed, space for private vehicles to use would be reduced and buses would increase pollution • Discussion about how to make a women only bus service successful and how to get women to be bus drivers • Discussion about the sensitivity of police when women report harassment and where women can report harassment

5 EPCM /PIU Additional Women 23 • Patriarchal culture in Pakistan team Secretary Development February WDDs office 2018 • Transport problems 2.30 – • Needs for BRT so that women 3.30 will want to use it

• Harassment law and its implementation • PPP agreements and the implications for the BRT contracts • Proportion of women working on the BRT should be

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Sr Consultation Consultation Location Date and Issues/Concerns No conducted with Time by increased to 20% • Discussion about how women could be trained as bus drivers • Discussion about gender equality in the public service

6 PMCCB students, NED 22 • Issues with current transport mosque University February situation and community 2018 • Recommendation that there representatives, 6.00 – academics, 9.00 should be 50% of seats kept planners for women • Recommendation that there is a movable partition between women and men in the bus or that there is a complete partition between the women and men’s section • Concerns raised about heritage buildings and green space • Question about resettlement process • Question about parking

7 EPCM /PIU URC team Urban 21 • Current transport situation team resource February including traffic accidents Centre (URC 2018 office 12.00 – • Increased demand for safe 1.00 transport by women who are working outside the home more in Karachi • Harassment • Issues for transgender • Abuse of children and child protection • Mobility for people with disability • Need for a women only bus and how it could be successful • How to get women to be bus drivers • Need for proper training and drug testing of drivers

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Sr Consultation Consultation Location Date and Issues/Concerns No conducted with Time by • How to ensure women hear about employment opportunities • Sensitivity of police to deal with women’s harassment complaints • How to get low income people to use the service: (i) subsidised fares (ii) easy access to transport (iii) no technological barriers for people with low education levels eg use of ticket machines - should have someone there to help

8 EPCM/PIU PMCCB, Foresight 20 • Issues women face in using team NESPAK House February public transport representative PECHS 2018 & women users 2.00 – • What would make women want of public 3.00 to use public transport: bus transport. configuration, ease of getting on and off the bus, fares, reduced travel and waiting times, measures to reduce harassment, protection on stations, route to be extended to the Towers, schedules which are adhered to, sufficient stopping time for women to get off the bus. • Women expressed interest in work on the BRT • Concerns about maintenance of the service raised

9 EPCM team Aurat Aurat 15 • Problems with public transport Foundation Foundation February for citizens generally and Office 2018 specifically for women, people 10.30 – with disability 12.00 • Discussion about sexual harassment • Emergency helplines • What would be necessary for a successful women only bus

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Sr Consultation Consultation Location Date and Issues/Concerns No conducted with Time by service • Fares and subsidies • Women’s employment (quota) on BRT and representation on Boards of Directors • Harassment problems for women • Women-only buses • Roadwork’s improvement • Transgender issues • Increasing government concern with transgender community

10 EPCM/ PIU Faculty and University of 8 • Discussion experiences of students Karachi December women students on public and Sociology 2017 9.00 private transport and Department reluctance to use public transport

• Harassment issues of women using public transport • Bus features that may encourage women students to use BRT

11 EPCM/ PIU TL ODBM, ODBM office 5/12/2017 • Design of facility operations female engineers 12 EPCM/ PIU PDD Gender Planning and 8/12/2017 • Transport problems, Movable and directorate Development partition in bus, Women only staff Dept. bus, Workshopping the GAP, Committee to monitor GAP implementation

8.3.7 PMCCB outreach

676. The Project Management Coordination and Capacity Building (PMCCB) component of the PDA provided a comprehensive approach to consult with members of the public and community stakeholders about the project, in order to collect their views and opinions on the proposed design and operation of the Red Line BRT system via the Community Awareness and Participation Programme (CAPP) , as well as with vulnerable groups identified in association with the project inclusive of disabled public transport users, female public transport users and low income groups using public transport.

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Community Awareness and Participation Programme.

677. The CAPP was conducted using a two-phased approach involving face to face meetings with key stakeholders followed by a series of structured public stakeholder consultations. Face to face meetings were conducted using topic guides designed to facilitate a discussion of around 20 to 30 minutes with each stakeholder representative. Interviews were conducted in Urdu to ensure that interviewees could understand the project and were able to contribute to the subsequent discussion. Stakeholders thus consulted consist of groups listed in Table 8-3.

Table 8-3: Stakeholder Groups Consulted using 1-2-1 Interviews under CAPP

Stakeholder Name of organization Interview Date type Mosque Masjid O Imam Bargah Madina-tul-Ilm 15/07/2017 Motomar Alam al Islami 10/08/2017 Masjid Imam Ibn-e-Tamiya 16/07/2017 Jamia Masjid Bait-ul-Mukaram 15/07/2017 Jamia Masjid Faizan e Madina 14/07/2017 Jamia Masjid Tayyab 14/07/2017 Imambargah Mahfil Abu Fazal Abbas Alamdar 16/07/2017 School The Educators 02/08/2017 White House Grammar School 02/08/2017 Smart School 02/08/2017 Chiniot Islamia Public School 02/08/2017 Kings School 02/08/2017 University Karachi University 01/08/2017 NED University of Engineering & Technology 19/07/2017 Federal Urdu University 19/07/2017 Trade Karachi Chamber of Commerce and Industry 21/08/2017 association Karachi Tajir Ittehad 18/08/2017 National National Highway Authority 21/07/2017 Government Pakistan Civil Aviation Authority 24/01/2018 Planning Commission of Pakistan 21/07/2017 Local Transport and Mass Transit Department, Government of Sindh 19/06/2017 Government Works and Services Department, Government of Sindh 29/06/2017 Regional Transport Authority, Government of Sindh 19/06/2017 Environment & Alternative Energy Department, Government of 23/06/2017 Sindh Planning and Development Department, Government of Sindh 19/06/2017 Sindh Building Control Authority 22/06/2017 Karachi Transport & Communication Department 19/06/2017 Karachi Mass Transit Cell 19/06/2017 Karachi Public Transport Society 17/06/2017 Karachi Metropolitan Corporation 23-06-2017 Provincial Transport Authority 21/06/2017

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Stakeholder Name of organization Interview Date type Malir Cantonment Board 10/07/2017 Karachi Traffic Police Department 29/06/2017 Traffic Police Malir 06/07/2017

678. Four advocacy organizations also were interviewed as part of Customer Awareness and Outreach in order to address the needs of the groups they represent, as set out in Table 8-4.

Table 8-4: Customer Awareness and Outreach: Vulnerable Groups, Public Engagement

Vulnerable Group Advocacy group engaged Interview Date Disabled people Pakistan Disabled Foundation 19/07/2017 Urban poor Urban Resource Centre 07/08/2017 Women Aurat Foundation 18/08/2017 Public transport users Shehri - Citizens for a Better Environment 17/07/2017

679. The views, opinions and concerns raised during interviews with representatives of each advocacy group are outlined in the respective reports of the PMCCB, ITP 2018 and 2018a. These reports became available late in the process of project preparation; the results of the stakeholder discussions can be used to inform aspects of the EIA with comments such as:

. It is important to develop an integrated BRT network rather than a single, standalone BRT line, however currently integration of the BRT lines does not appear to have been thought through (Urban Resource Centre)

. The use of footbridges to enable pedestrians to cross the BRT can be problematic as the number of steps can make them difficult for elderly and disabled people to use. Providing underpasses instead of footbridges would be preferable as they have fewer steps. (Urban Resource Centre)

. Various comments in relation to accommodating to the needs of women in developing the Red Line BRT system, which are generally reflected in the Project’s Gender Action Plan (Aurat Foundation)

. Construction of the Green Line BRT has resulted in construction materials and debris spread over the nearby roads which has caused dust pollution as well as creating difficulties for traffic flow, which could also occur during the construction of the Red Line BRT system (Shehri)

. Unauthorized construction and poor planning of the storm water drainage system has led to serious problems for the public and traffic during periods of heavy rain (Shehri)

. Approximately 12,000 members travel to/from Faizan-e-Madina Centre each day. Currently there are approximately 4,000 motorbikes parked on main road outside the mosque. Visitors to the Faizan-e-Madina will provide a high number of passengers for the BRT system and it is hoped that current users of motorbikes and other vehicles may prefer to use BRT instead. (Jamia Masjid Faizan e Madina)

. The religious event of Dawat-e-Islami is held regularly on Thursdays and Saturdays. During these events two lanes of the road are used and it will be necessary to consider this during the planning stage of the scheme. It was also suggested that the location of the bus stop be

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finalized in consultation with the Faizan-d-Madina coordination committee. (Jamia Masjid Faizan e Madina)

8.3.8 Second Stage of Public Consultation

680. The Sindh EP Regulations (2014) require conduct of a public hearing within the overall context of review and approval for the EIA. This public hearing will constitute the second phase of public consultation prior to commencement of construction. This approach is performed within a framework for EIA process and government/public review, including preparation, payment of fees, filing with accompanying documents, preliminary scrutiny not to exceed 15 days, and disclosure via announcement in national and local newspapers. A four-month period follows providing time for agency review and public comment, and review before a Committee of Experts, as part of the public review process.

8.3.9 Summary of issue raised during public consultations

681. A public hearing was conducted in line with the policy set out in the SEPA EIA Regulation, in which 105 persons attended including representatives from SEPA, who moderated the meeting. The following summary encapsulates the main comments received during public hearing held on 16 October 2018 at the Marriott Hotel in Karachi. Details are attached in Appendix M.

. Karachi has no rapid bus transport system currently and the public is in need of one.

. The successful implementation of such a project would be much welcomed by Karachi’s citizens.

. Ambulant vendors and other small businesses along the route will certainly be negatively impacted by the construction of the BRT etc.

. From where the additional 5 Km have come from and how the EIA should be considered complete after this new addition.

. How is health and safety to be managed for workers and members of the public? It was suggested that the lives of students at NED University and the University of Karachi will be at risk.

. How to ensure that the disturbance to services and utilities and the fiasco created by the Green line is not repeated.

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. The financial aspects such as feasibility and bus fares have not been covered in the EIA report.

8.4 Further Milestones in Public Involvement

682. The formal public hearing for the EIA provided the most recent forum for Public Consultation on the project. Following that, both formal and informal opportunities for public involvement during the course of construction are expected. For instance, the Contractor should inform the nearby public of planned activities, post signs, and engage the local community in issues that affect the public welfare.

8.5 Grievance Redress Mechanism

683. A project grievance redress mechanism (GRM) was proposed during the PPTA stage that has been adopted provisionally for the project. By the time of contract award, the GRM established for the RP and land acquisition plan ( if any) will need to be reconciled with the current proposal, and the two made compatible, so that it works most efficiently for both resettlement and environmentally related grievances. The resolution of both provisional GRM proposals can best be accomplished by the Phase II EPCM consultant prior to start of construction, or by the Phase- I consultant once approval of the EIA is complete. This approach is most practical for arriving at a workable GRM that is acceptable to all parties including local community representatives

684. The purpose of the GRM is to receive, evaluate and facilitate the resolution of affected person’s concerns, complaints and grievances about the social and environmental performance of the Project during its construction. The GRM will provide a time-bound and transparent mechanism to voice and resolve social and environmental concerns linked to the project.

685. The TMTD PIU will make the public aware of the GRM through public awareness campaigns. The contact phone number of the PIU and the SMTA will serve as a hotline for complaints and will be publicized through the media and placed on notice boards outside their offices and at construction sites. The project information brochure will include information on the GRM and will be widely disseminated throughout the corridor by the safeguards officers in the SMTA and PIU. Grievances can be filed in writing or by phone with any member of the TMTD and PIU.

686. First tier of GRM. The PIU is the first tier of GRM which offers the fastest and most accessible mechanism for resolution of grievances. The PIU staff for environment and social safeguards will be designated as the key officers for grievance redress. Resolution of complaints will be completed within seven (7) working days. Investigation of grievances will involve site visits and consultations with relevant parties (e.g., affected persons, contractors, traffic police, etc.). Grievances will be documented and personal details (name, address, date of complaint, etc.) will be included unless anonymity is requested. A tracking number will be assigned for each grievance, including the following elements:

. Initial grievance sheet (including the description of the grievance), with an acknowledgement of receipt handed back to the complainant when the complaint is registered;

. Grievance monitoring sheet, mentioning actions taken (investigation, corrective measures);

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. Closure sheet, one copy of which will be handed to the complainant after he/she has agreed to the resolution and signed-off.

687. The updated register of grievances and complaints will be available to the public at the PIU office, construction sites and other key public offices along the project corridor (offices of the districts). Should the grievance remain unresolved it will be escalated to the second tier.

688. Second Tier of GRM. The PIU will activate the second tier of GRM by referring the unresolved issue (with written documentation) to the SMTA who will pass unresolved complaints upward to the Grievance Redress Committee (GRC). The GRC will be established by SMTA before start of site works. The GRC will consist of the following persons: (i) Project Director; (ii) representative District; (iii) representative of the affected person(s); (iv) representative of the local Deputy Commissioners office (land); and (v) representative of the SEPA (for environmental-related grievances). A hearing will be called with the GRC, if necessary, where the affected person can present his/her concerns/issues. The process will facilitate resolution through mediation. The local GRC will meet as necessary when there are grievances to be addressed. The local GRC will suggest corrective measures at the field level and assign clear responsibilities for implementing its decision within fifteen (15) working days. The contractor will have observer status on the committee. If unsatisfied with the decision, the existence of the GRC will not impede the complainant’s access to the Government’s judicial or administrative remedies.

689. The functions of the local GRC are as follows: (i) resolve problems and provide support to affected persons arising from various environmental issues and including dust, noise, utilities, power and water supply, waste disposal, traffic interference and public safety as well as social issues and land acquisition (temporary or permanent); asset acquisition; and eligibility for entitlements, compensation and assistance; (ii) reconfirm grievances of displaced persons, categorize and prioritize them and aim to provide solutions within a month; and (iii) report to the aggrieved parties about developments regarding their grievances and decisions of the GRC.

690. The SMTA officers will be responsible for processing and placing all papers before the GRC, maintaining a database of complaints, recording decisions, issuing minutes of the meetings and monitoring to see that formal orders are issued and the decisions carried out.

691. Third tier of GRM. In the event that a grievance cannot be resolved directly by the PIUs (first tier) or GRC (second tier), the affected person can seek alternative redress through the district or sub-district committees as appropriate. The PIUs or GRC will be kept informed by the district, municipal or national authority. The grievance redress mechanism and procedure are depicted in Figure 8-6 below. The monitoring reports of the EMP and RP implementation will include the following aspects pertaining to progress on grievances: (i) Number of cases registered with the GRC, level of jurisdiction (first, second and third tiers), number of hearings held, decisions made, and the status of pending cases; and (ii) lists of cases in process and already decided upon may be prepared with details such as Name, ID with unique serial number, date of notice, date of application, date of hearing, decisions, remarks, actions taken to resolve issues, and status of grievance (i.e., open, closed, pending).

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Figure 8-6: Flowchart for Grievance Redress Mechanism

8.6 Summary of Information Disclosed

692. ADB SPS (2009) states: “Disclose a draft environmental assessment (including the EMP) in a timely manner, before project appraisal, in an accessible place and in a form and language(s) understandable to affected people and other stakeholders. Disclose the final environmental assessment, and its updates if any, to affected people and other stakeholders.”

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

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

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

694. At the final stage of disclosure all presentation in public for a as described in earlier sections have been concluded. Cognizant of the time frame for project implementation, including presentation before the Board of the ADB, the EIA is on track for final expert committee meeting

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held under the auspices of SEPA for issuance of approval, as well as posting on ADB and SMTA websites and available hard copies, in compliance with requirements described above.

8.7 Summary of Public Acceptance and Opinion

695. There has been broad dissemination of particulars related to the Project, over time and in numerous venues; there is wide acceptance of the project among stakeholders. Both institutional stakeholders and members of the general public who were present at meetings and in one-on-one settings did not raise objection to going ahead with the Project. It is readily acknowledged that there is a clear need for significant and transformative change in the approach for public transport efficiency in Karachi. It has been a long and deliberative process to arrive at the most appropriate approach for delivery of this essential public service. The Red Line is a key element in that approach.

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9. Conclusions and Recommendations

9.1 Compliance with ADB and Sindh Government Policies

696. The Karachi BRT Red Line Project is compliant with GOS and ADB policies and regulations concerning environment, social impact, resettlement and compensation, and local administration. Sector guidelines related to the environment, public transit design and construction, systems and traffic safety, and public health are complied with through completion of project preparatory and detailed studies. ADB’s policies in regard to screening and categorization have been met through preparation of a Rapid Environmental Assessment (REA) checklist. The EIA Report and EMP provide a means for environmental management through the implementation phase.

9.2 Gains That Justify Project Implementation

697. The Karachi BRT Red Line Project provides one of several means being used in tandem for alleviating Karachi’s transport problems. A clear right of way in the public domain allows the project to be built without any land acquisition. The project provides improved access between residential and business areas. In conjunction with other transport systems, the alignment serves the core of the City, and provides direct access to the CBD. The selection of the Red Line alignment for early development of the Karachi BRT was conditioned by the need for transport improvements in core areas, with the current alignment for the Red Line as the logical choice for early development.

698. Greenhouse Gas (GHG) emissions will likely be reduced by removing vehicles from the roadway, assuming a passenger equivalence between BRT use and vehicle numbers without the project. A preliminary estimate shows the potential for removal of 47 – 94 tons of CO2 per day, based on capture of 20% to 40% of daily passenger trips along the route by the BRT.

9.3 Adverse Effects

699. Karachi BRT Red Line Project has no long term adverse environmental impact; once constructed and in operation the BRT will enhance its local environment and improve mobility for local communities. The low visual profile of BRT bus stations will merge with the environment’s structural and biophysical aspects (buildings and trees with similar height dimensions); the face of the typical station is undemanding to the eye and over time merges with the background visual environment. The SMTA and PIU are committed to the use of landscaping to enhance and beautify areas within the project boundary. Other aspects of the Facility once in operation do not pose environmental impact if correctly operated and maintained.

700. The project design incorporates measures for reducing the impact or footprint of the Project. Modern equipment and facilities are designed into the system. An extensive ITS and other interlinked systems assure enhanced bus movement and passenger safety. Environmental work was interfaced with project design to assure incorporation of needed features, such as ease of access to stations and NMT facilities.

701. Social impacts on local transport providers due to the competitive nature of the BRT is discounted: a) the BRT once operational becomes a member of the set of transport alternatives

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for Karachi that is always functioning at capacity; and b) employees and entrepreneurs are people that adjust to changing times, and just as the BRT may temporarily disadvantage some, to others it offers both jobs and new transport opportunities.

702. Resettlement impacts are being handled in the Karachi Red Line BRT Project by applying ADB’s Safeguard Policy Statement 2009. The Entitlement Matrix and detail of compensation to be made is available in Resettlement Plan (Table No. 17, Entitlement Matrix) already published in ADB’s website (click on the link to get soft copy of Draft Resettlement Plan https://www.adb.org/projects/documents/pak-47279-002-rp). The resettlement impacts are as follows;

(a) Impact on private land structures (b) Impacts on vendors (c) Impacts on camp of Pakistan Rangers (d) Impacts on parking

9.3.1 Adverse Effects Minimized

703. The mitigation measures proposed for application to individual construction and supply contracts minimize adverse effects that occur during construction. Air, noise and water pollution levels will be monitored periodically. Requirements for maintaining clean work space; pedestrian and vehicle access around and through work areas; enclosed or piped drainage from work sites; roadways used for haul roads and lanes adjacent to work spaces free of dust and in good repair; visible signage and traffic directional controls; worker visibility and mandatory use of traffic vests and PPE equipment; maintenance of drainage, provision of temporary lighting, and dust control at temporary yards and construction sites; and other features included in the EMP serve to minimize impacts and increase its acceptability to the local community. Specific planning protocols to be developed and implemented by the contractor for traffic, health and safety, HIV prevention and emergency response further mitigate impacts during construction.

704. Even given the highest degree of performance of mitigation measures, construction of the KBRT will alter local environmental conditions in negative ways over the duration, through increased levels of ambient dust and noise, congestion from reconstruction of the center portion of the roadway and the continuous movement of trucks removing spoil and placing road bed materials.

705. Adverse effects will be minimized during operations by incorporating environmental requirements into tender documents for recruitment of bus service and ITS/facility operations contracts.

706. Social impacts are minimized by relocating street-side vendors so their occupations can be continued. The Project seeks to exert minimum impact on permanent storefronts along the alignment and to minimize the effect on access and pedestrian movement, since most activity takes place in the roadway.

707. To minimise land acquisition and resettlement impacts an adjustment of concept design façade to façade is being undertaken. This included maintaining the KBRT corridor within the available width of government owned ROW. This approach has eliminated the need to acquire or affect fully private permanent structures

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9.3.2 Adverse Effects Offset

708. Trees will be removed from the roadway in preparation for developing the carriageway and stations. Trees will be replanted at specified locations within and outside the project boundaries to offset those removed, according to the ratio set by the Government and procedure of the Directorate of Parks and Horticulture, Karachi Metropolitan Corporation.

9.3.3 Adverse Effects Compensated

709. Some compensation may be paid in specific instances related to disturbance that affects livelihood, or temporary relocation out of the line of work. Any such instances will be identified in the RP and adjudicated in keeping with its guidelines. No compensation has been identified strictly related to environmental impacts of construction. Minor amounts of land are acquired for the depots under voluntary acquisition from the Ranger Corp. Any other land parcels required for the project are listed in the RP, and the means of acquisition described.

9.3.4 Irreplaceable Resources

710. There is no use of irreplaceable resources in relation to the Karachi BRT Red Line Project.

9.4 Pollution Prevention, Clean Production and Energy Efficiency

711. Opportunities for reduced energy consumption and clean use, if not production, of energy abound under the KBRT Red Line framework. The change from individual private vehicle, and from dirtier and less fuel-efficient buses, to cleaner and more fuel-efficient buses, is a clear benefit of the project. Also, good practice engenders replication and good practice elsewhere. The KBRT system, once successfully implemented, will inspire Karachi to follow with other BRT lines.

9.5 Worker and Community Health and Safety

Emphasis has been placed on community and occupational health and safety in development of environmental safeguards for the KBRT. Implementation of safeguard measures during construction will reduce and, in some cases, eliminate impacts on the community, and reduce accident risk while preserving the health of workers. Risk and emergency response for users of the system, and operations contractor’s employee health and safety programs, are being addressed by the ODBM consultant. Furthermore, the project is compliant with the ADB’s 36 Safeguard Policy Statement (2009), in particular, with its policy35F related to pesticide use and management and reduced reliance on synthetic chemical pesticides; and it is confirmed that there is no significant use of pesticides or other potentially harmful chemical compounds anticipated on the project.

9.6 Preservation of Cultural Resources

The Karachi BRT Red Line Project does not cause any major deterioration or loss of physical cultural resources, with the exception of the People’s Secretariat Chowrangi, a park area which will be irrevocably altered. There is also a globe in-front of Islamia College and Dawood

36 This policy is aimed specifically at agricultural and public health projects and has limited direct relevance for KBRT.

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Engineering University having significant heritage affiliation’s. The design team may suggest recommendations for its future plan.

9.7 Provisions for Follow-Up Surveillance and Monitoring

712. A systematic approach for surveillance and monitoring is provided by means of a management framework, and inspection/monitoring and reporting protocol. Follow-up public consultation is intended to provide future input to the identification of environmental impact during the construction phase. A grievance redress mechanism (GRM) will be put into effect for project affected persons. The resettlement component of the project has identified the numbers of affected persons, households and businesses; confirmed that there are no locations requiring involuntary (either total or partial) land acquisition; and set out a schedule for provision of compensation for situations where livelihoods are temporarily interrupted. The EMP will be incorporated into individual contract bidding documents along with an Environmental Construction Specification (ECS), which together form the basis for legally guaranteeing environmental performance of the contractor. Periodic monitoring will be undertaken by TMTD PIU supported by the CSC, and quarterly reports provided to the financing agency (ADB) and state agencies as required.

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