Environmental and Social Impact Assessment

Home , Ali Masjid, Gandapur, Landi Kotal, Peshawar Ring Road, Sherzad (Pashtun tribe)

NATIONAL HIGHWAY AUTHORITY

Public Disclosure Authorized

Khyber Pass Economic Corridor Project

Public Disclosure Authorized ENVIRONMENTAL AND SOCIALIMPACTASSESSMENT FORPESHAWAR –

TORKHAM EXPRESSWAY (COMPONENT I) Public Disclosure Authorized

Public Disclosure Authorized April 2018

ESIA of Peshawar-Torkham Motorway

Table of Contents

Executive Summary ...... 1 1 Introduction ...... 11 1.1 Background of the Peshawar – Torkham Expressway/Motorway ...... 11 1.2 Components of the Proposed Project ...... 12 1.3 Safeguard Assessments and Documents ...... 14 1.4 Objective of the ESIA ...... 14 1.5 Approach to Work ...... 15 1.6 Methodology ...... 15 1.7 ESIA Report Structure ...... 17 1.8 Incorporation of Safeguards Documents in Contract Documents ...... 18 2 Legal and Administrative Framework ...... 19 2.1 National Environmental Policy, Legislation and Guidelines ...... 19 2.1.1 National Environmental Policy, 2005 ...... 19 2.1.2 Pakistan Environment Protection Act, 1997 ...... 19 2.1.3 Pakistan EPA, Review of IEE and EIA Regulations, 2000 ...... 20 2.1.4 National Environmental Quality Standards (NEQS) ...... 21 2.1.5 National Environmental Guidelines ...... 21 2.1.6 The Constitution of Pakistan, 1973 ...... 22 2.1.7 The Frontier Crimes Regulation 1901 ...... 23 2.2 Administrative Framework ...... 23 2.2.1 FATA Secretariat ...... 23 2.2.2 Political Agents ...... 24 2.2.3 National Highway Authority (NHA) ...... 24 2.2.4 Pakistan Environmental Protection Agency, Pak-EPA ...... 24 2.2.5 Directorate of Forest, Environment and Wildlife, FATA ...... 24 2.3 Compliance Action Requirements ...... 25 2.4 The World Bank Policies & Guidelines ...... 26 2.4.1 Overview ...... 26 2.4.2 OPs Triggered ...... 26 2.4.3 Compliance with WB OPs...... 28 2.5 International Conventions and Treaties ...... 30 2.5.1 International Convention on Biodiversity ...... 30

ESIA of Peshawar-Torkham Motorway

2.5.2 The Convention on Conservation of Migratory Species of Wild Animals, 1979 ...... 30 3 Description of the Project (Component-I)...... 32 3.1 Project Area ...... 32 3.2 Project Location for Peshawar – Torkham Expressway ...... 32 3.3 Project Rationale and Justification ...... 32 3.4 Administrative Jurisdiction of the Project ...... 34 3.5 Project Implementation Schedule...... 34 3.6 Cost of the Project ...... 34 3.7 Proposed Motorway Alignment ...... 34 3.8 Project Design Components and Facilities ...... 36 3.9 Traffic Mapping along the Peshawar-Torkham Route ...... 41 3.10 Geometric Design Parameters for New Alignment ...... 41 3.11 Civil Works ...... 43 3.12 Construction Resource Requirement ...... 44 3.12.1 Construction Material requirement ...... 44 3.12.2 Temporary Facilities ...... 47 3.12.3 Manpower Requirements ...... 47 3.12.4 Construction Machinery and Equipment ...... 49 3.13 Refreshment Area and Rescue/Trauma Center ...... 50 3.14 Current Status of the Peshawar – Torkham Project Component-I ...... 51 3.14.1 Design Stage ...... 51 3.14.2 Construction Schedule ...... 51 4 Analysis of Alternatives ...... 52 4.1 Alternatives ...... 52 4.2 No Project Option ...... 52 4.2.1 Existing Road Alignment Characteristics ...... 52 4.2.2 Advantages...... 54 4.2.3 Disadvantages ...... 54 4.2.4 Conclusion ...... 55 4.3 Improving Existing Road Alignment ...... 55 4.3.1 Advantages...... 55 4.3.2 Disadvantages ...... 55 4.3.3 Conclusion ...... 55 4.4 Alternative New Alignment ...... 55

ESIA of Peshawar-Torkham Motorway

4.4.1 Advantages...... 56 4.4.2 Disadvantages ...... 56 4.4.3 Conclusion ...... 56 4.5 Proposed Project Alignment ...... 57 4.5.1 Advantages...... 57 4.5.2 Disadvantages ...... 57 4.5.3 Conclusion ...... 57 4.6 Alternatives Comparisons ...... 58 5 Environmental and Social Baseline Study ...... 61 5.1 Environmental Impact Assessment Approach and Methodology ...... 61 5.2 Data Collection Sources and Tools ...... 61 5.2.1 Data from Primary Resources ...... 61 5.2.2 Data from Secondary Sources ...... 65 5.3 Social Impact Assessment Methodology ...... 65 5.3.1 Objectives of Socio Economic Study ...... 66 5.3.2 Participatory Rural Appraisal ...... 66 5.3.3 Stakeholder Mapping ...... 66 5.3.4 The Census Survey ...... 66 5.3.5 Household Socio-Economic Survey ...... 67 5.4 Physical Environment ...... 67 5.4.1 Land Use General ...... 67 5.4.2 Physical Features around the Project Area ...... 69 5.4.3 Geography ...... 69 5.4.4 Topography and Drainage ...... 70 5.4.5 Geology and Soil ...... 70 5.4.6 Seismic Zone ...... 72 5.4.7 Climate ...... 75 5.4.8 Hydrology ...... 79 5.4.9 Sanitation and Municipal Drainage ...... 82 5.4.10 Floods ...... 83 5.4.11 Ambient Air Quality ...... 84 5.4.12 Noise ...... 87 5.5 Biological Environment ...... 88

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5.5.1 Local Flora ...... 88 5.5.2 Local Fauna ...... 98 5.5.3 Endangered Species ...... 103 5.5.4 Ecological Conservation Dynamics in the Area ...... 103 5.6 Socio-Economic Environment ...... 105 5.6.1 Demography of Khyber Agency ...... 106 5.6.2 Religion and Ethnic Groups ...... 107 5.6.3 Cultural and Tribal Aspects ...... 107 5.6.4 Land Tenure System and Rights ...... 110 5.6.5 Security Situation in FATA ...... 112 5.6.6 Social Welfare Bodies ...... 112 5.6.7 Social Infrastructure and Facilities ...... 114 5.6.8 Dwellings ...... 114 5.6.9 Energy, Transportation, and Communication ...... 115 5.6.10 Health Status ...... 115 5.6.11 Education ...... 116 5.6.12 Socioeconomic Profile of Project Affected Persons...... 117 5.6.13 Distribution of PAPs by Age and Gender ...... 118 5.6.14 Educational Levels of the PAPs ...... 119 5.6.15 Occupational Background ...... 120 5.6.16 Household Well-being/ Livelihood ...... 120 5.6.17 Ownership of Consumer Durables ...... 121 5.6.18 Family Expenditure ...... 122 5.6.19 Livestock Ownership ...... 122 5.6.20 Access to Social Amenities ...... 122 5.6.21 Poverty Impacts ...... 123 5.6.22 Land Holding ...... 124 5.6.23 Cropping Pattern ...... 124 5.6.24 Trees...... 125 5.6.25 Women Issues and Development Needs ...... 125 5.6.26 Recreation and Tourism ...... 126 5.7 Physical and Cultural Resources ...... 126 5.7.1 Bab-e-Khyber & Khyber Pass ...... 126

ESIA of Peshawar-Torkham Motorway

5.7.2 Ali Masjid...... 127 5.7.3 Sphola Stupa ...... 128 5.7.4 Jamrud Fort ...... 128 5.7.5 Hari Singh Nalwa Grave ...... 129 5.7.6 Shagai Fort ...... 129 5.7.1 Shrine of Ameer Hamza Shinwari ...... 129 5.7.2 Pakistan Gate at Torkham ...... 130 5.7.3 Graveyards ...... 131 6 Environmental Impact Assessment and Mitigation Measures ...... 132 6.1 Potential Impacts ...... 132 6.2 Potential Impact Identified by Stakeholders ...... 134 6.3 Impacts and Mitigation Measures – Design Phase ...... 134 6.3.1 Route Selection (alignment) ...... 135 6.3.2 Disruption to Wildlife ...... 135 6.3.3 Topography ...... 136 6.3.4 Change in Hydraulic Regime ...... 136 6.3.5 Flash Floods ...... 136 6.3.6 Change in Land Value ...... 137 6.3.7 Public Utilities ...... 137 6.3.8 Poor Design leading to Reduced Project Life ...... 137 6.4 Impacts and Mitigation Measures – Construction Phase ...... 138 6.4.1 Soil and Landscape ...... 139 6.4.2 Earthen Embankments or Concrete Work, Edge Scouring ...... 140 6.4.3 Impact of Borrowing Material from Earth Borrow Sites and Stone Quarrying ...... 141 6.4.4 Location of Labor Camp, Material Depots, Equipment Yards and Approach Roads ...... 142 6.4.5 Oil and Hazardous Materials Spillage and Leakages ...... 142 6.4.6 Contamination of Soil and Water due to Effluent ...... 143 6.4.7 Water Resources ...... 145 6.4.8 Waste Management from Asphalt and Concrete Plants ...... 146 6.4.9 Releases to Air ...... 146 6.4.10 Noise and Vibrations ...... 147 6.4.11 Cutting of Trees and Clearance of Vegetation ...... 148 6.4.12 Acquisition of Private Assets and Compensation ...... 149

ESIA of Peshawar-Torkham Motorway

6.4.13 Labor Influx Issues ...... 151 6.4.14 Gender Issues ...... 153 6.4.15 Restricted Mobility of Local Population ...... 154 6.4.16 Rise in the Prices of Essential Commodities ...... 155 6.4.17 Use of Other Common Resources ...... 155 6.4.18 Increased Risk of Accidents Caused by Partial Closure of Road ...... 155 6.4.19 Safety and Health Hazards ...... 156 6.4.20 Adverse Effects on Archaeological Sites (Physical Cultural Resources) ...... 156 6.4.21 Graveyards ...... 157 6.4.22 Recreational Facilities for Public ...... 157 6.5 Impacts and Mitigation Measures – Operation Phase ...... 158 6.5.1 Impacts on Land Sliding ...... 158 6.5.2 Surface & Groundwater Contamination ...... 159 6.5.3 Air Quality ...... 159 6.5.4 Noise ...... 160 6.5.5 Waste Generation ...... 160 6.5.6 Traffic Safety ...... 161 6.5.7 Emergency Preparedness ...... 161 6.5.8 Landscape ...... 162 6.5.9 Economic Boost...... 162 6.5.10 Operational and Management Manual ...... 162 6.5.11 Socio-economic Impacts on the Overall Project Area ...... 162 7 Induced Impacts ...... 170 7.1 Area under Influence...... 170 7.2 Development Projects along the Alignment ...... 170 7.2.1 Peshawar Northern Bypass ...... 171 7.2.2 Marble Cities ...... 172 7.2.3 Mattan Bypass Project ...... 173 7.2.4 Cross Border Optical Fiber Cable ...... 173 7.2.5 Mining Activities along the Project Area ...... 174 7.2.6 Torkham Border Improvement Project ...... 174 7.2.7 Peshawar-Torkham railway line revival /up gradation project ...... 175 7.3 Identified Cumulative Impacts ...... 176

ESIA of Peshawar-Torkham Motorway

7.3.1 Surface Water Cumulative Impacts ...... 177 7.3.2 Air Quality Cumulative Impacts ...... 177 7.3.3 Noise Environment Cumulative Impacts -Construction Activities: ...... 178 7.3.4 Cumulative Ecological Impacts, Increased Habitat Loss & Disturbance of Wildlife...... 178 7.3.5 Social Impacts ...... 179 7.4 Management of Cumulative Impacts ...... 179 7.5 Conclusion ...... 180 8 Environmental and Social Management Plan ...... 182 8.1 Objectives of ESMP ...... 182 8.2 Institutional Arrangements ...... 182 8.2.1 Overall Oversight Arrangements ...... 182 8.2.2 Project Management Unit ...... 183 8.2.3 Field Implementation Unit (FIU) ...... 183 8.2.4 Project Engineer ...... 184 8.2.5 Contractor ...... 184 8.2.6 Monitoring and Evaluation Consultant ...... 184 8.2.7 RAP & GRM Implementation and Monitoring ...... 184 8.2.8 ESMP Implementation and Monitoring ...... 185 8.2.9 Summary of Finances for Various Agencies ...... 185 8.2.10 Reporting and Supervision ...... 185 8.3 Mitigation Plans ...... 187 8.4 Environmental Monitoring ...... 204 8.4.1 Compliance Monitoring ...... 204 8.4.2 Effects Monitoring ...... 204 8.4.3 Third Party Monitoring ...... 204 8.4.4 Site Visits ...... 204 8.5 Environmental Monitoring ...... 205 8.5.1 Checklists for Environmental Monitoring ...... 205 8.6 Environmental and Social Trainings ...... 210 8.7 Environmental and Social Management Budget...... 211 8.8 Recommended Clauses in Bidding Documents for Compliance ...... 211 8.9 Operational Manual ...... 216 9 Public Consultation ...... 217 9.1 Identification of Main Stakeholders ...... 217

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9.2 Focus Group Discussions and Scoping Sessions ...... 218 9.3 First Stage Consultation Process ...... 219 9.3.1 Consultation with Male PAPs ...... 219 9.3.2 Consultation with Female PAPs ...... 227 9.4 Consultations along the Project Corridor ...... 231 9.4.1 Commonly Raised Concerns of the Stakeholders ...... 231 9.4.2 Addressing Stakeholders Concerns ...... 232 9.5 Information Dissemination ...... 233 9.6 Consultations with Institutional Stakeholders ...... 233 9.6.1 Consultation with Local Government Bodies ...... 233 9.6.2 Non-Governmental Departments and Media ...... 235 9.7 2nd Stage Consultations and Information Disclosure ...... 235 9.7.1 2nd Stage Consultation Findings ...... 236 9.8 Conclusions from Consultations ...... 245 9.8.1 Future Information Disclosure Plan ...... 245 10 Complaints and Grievances ...... 246 10.1 Procedures for Grievance Handling ...... 246 10.1.1 Jirga/Village Level ...... 247 10.1.2 Grievance Redress Committee (GRC) at Tehsil level ...... 248 10.1.3 Function of the Tehsil Level GRC ...... 248 10.1.4 Project Management Unit (PMU) ...... 249 10.2 GRM for Women ...... 250 10.3 Community Outreach and Information Dissemination ...... 250 11 Glossary ...... 252 12 References ...... 254

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List Of Annexures

Annexure I: RevisedNEQS Limits ......

Annexure II: Cross Sections of Geomatric Design ......

Annexure III: Soil and Material Investigation Report Peshwar-Torkham Expressway ......

Annexure IV: Construction Camp ......

Annexure V: Work Plan ......

Annexure VI: Ambient Air Monitoring Report ......

Annexure VII: Water Analysis Report ......

Annexure VIII: Soil Analysis Report ......

Annexure IX: PCR Management Plan ......

Annexure X: Chance Finding ......

Annexure XI: Blasting Management Plan ......

ESIA of Peshawar-Torkham Motorway

List of Figures

Figure 2-1: The Current EIA Process ...... 22

Figure 3-1: Strip Map Illustrating the Road Alignment ...... 33

Figure 3-2: : The Existing and Proposed New Alignments ...... 35

Figure 3-3: Typical Cross Section of Bridge ...... 38

Figure 3-4: Typical Cross Section of Motorway ...... 39

Figure 3-5: Typical Cross Section of Motorway ...... 40

Figure 3-6: Map of Borrow Areas along Alignment ...... 45

Figure 4-1: Existing Alignment of Peshawar – Torkham (N-5) ...... 54

Figure 4-2: Alignment of Peshawar – Torkham expressway – proposed in year 2005 ...... 56

Figure 4-3 The Existing and Proposed New Alignments ...... 58

Figure 5-1 Baseline Sampling Locations ...... 63

Figure 5-2: Pictorial Evidence of Sampling and Monitoring...... 64

Figure 5-3: Land use of Peshawar-Torkham Expressway Area ...... 68

Figure 5-4: Current Land Use Pattern ...... 69

Figure 5-5: Map showing three tehsils of Khyber Agency; namely Bara, Landi Kotal &Jamrud ...... 70

Figure 5-6: Views of topography along the proposed route alignment ...... 71

Figure 5-7: Inter-comparison of soil parameters tested ...... 72

Figure 5-8: Pectoral views showing geological formations of the Proposed Project ...... 73

Figure 5-9: Pakistan Seismic Activities and Zoning Map (As of 07 March 2015) ...... 74

Figure 5-10: Inter-comparison of temperature, wind velocity, percentage humidity and noise level ...... 75

Figure 5-11: Average Temperature Pattern (1974-2015) ...... 76

Figure 5-12: Long Term Maximum Temperature Pattern in Study Area (1974-2015) ...... 76

Figure 5-13: Long Term Minimum Temperature Pattern in Study Area (1974-2015) ...... 77

Figure 5-14: Average Rainfall Pattern (1974-2015) ...... 78

Figure 5-15: Long-Term Annual Rainfall Pattern in Study Area (1974-2015) ...... 78

ESIA of Peshawar-Torkham Motorway

Figure 5-16: Seasonal Water Course near Ali Masjid ...... 79

Figure 5-17: Pin locations of water tributaries running through the proposed alignment ...... 80

Figure 5-18: View of Ali Masjid Khwar (left) and Piping of Chasma Water Near Machine Post (right) ...... 81

Figure 5-19: View of Existing Ground Water Source Near AliMasjid ...... 82

Figure 5-20: View of Drain Passing in Landi Kotal ...... 83

Figure 5-21: Natural Drainage Pattern of the Study Area (Most Flood Prone Area shown in the red box) .84

Figure 5-22: View of Flash Flooding in Khyber Agency, 2010 ...... 85

Figure 5-23: Comparison of Baseline Results at three respective monitoring points ...... 86

Figure 5-24: Comparison of CO at three respective monitoring points...... 87

Figure 5-25: Pictures of Flora reported in the Project Area...... 97

Figure 5-26: Pictures of Fauna ...... 102

Figure 5-27: Ecological Land Use Pattern in Khyber Agency ...... 104

Figure 5-28: The location of forest block along the existing road alignment...... 104

Figure 5-29: Forest department afforestation activity ...... 105

Figure 5-30: View of Khyber Pass Entrance ...... 106

Figure 5-31: Pictorial View of Human Settlement along the Proposed Project Route ...... 108

Figure 5-32: Leadership and Administrative Structure ...... 110

Figure 5-33: Tribal Land Ownership in the Project Corridor ...... 111

Figure 5-34: Electricity and Communication Facilities along the Proposed Route ...... 115

Figure 5-35: Health Facility in Tehsil Jamrud ...... 116

Figure 5-36: Educational Institutions along the proposed route ...... 118

Figure 5-37: PAPs Age Group and Gender Composition ...... 119

Figure 5-38: Educational Status of PAPs ...... 120

Figure 5-39: Occupation Structure of the PAPs ...... 120

Figure 5-40: Monthly Income ...... 121

Figure 5-41: Ownership of Consumer Durable ...... 122

ESIA of Peshawar-Torkham Motorway

Figure 5-42: Average Monthly Food and Non-Food Expenditure of PAFs ...... 122

Figure 5-43: Livestock Ownership ...... 123

Figure 5-44: Access to Social Amentias ...... 123

Figure 5-45: Location of Physical Cultural Resources/ Heritage Sites along the proposed Alignment ...... 127

Figure 5-46: View of Bab-e-Khyber ...... 127

Figure 5-47: View of Ali Masjid ...... 128

Figure 5-48: View of Jamrud Fort and Shpola Stupa...... 129

Figure 5-49: View of Shagai Fort ...... 130

Figure 5-50: Shrine of Ameer Hamza, LandiKotal ...... 130

Figure 5-51: View of Pakistan Gate Torkham ...... 131

Figure 5-52: View of Graveyard along Existing N-5 Motorway ...... 131

Figure 7-1: The proposed project area and human settlements ...... 171

Figure 7-2: Proposed developments and attractive areas for new settlements ...... 171

Figure 7-3: Northern Bypass and Bara Link Existing Alignment ...... 172

Figure 7-4: Map of Torkham Border Improvement Project ...... 175

Figure 7-5: Railway track along Landi kotal – Jamrud ...... 176

Figure 7-6: Proposed project alignment and area of influence ...... 177

Figure 7-7: Map of water bodies ...... 178

Figure 8-1: Organogram for Implementation of ESMP ...... 183

Figure 9-1: Public Consultation ...... 221

Figure 9-2: Public Consultation at Political Administration Office-LandiKotal ...... 235

Figure 9-3: 2nd Stage Public Consultation at Project Site ...... 237

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List of Tables

Table 2-1: National Regulatory Framework applicable to the project ...... 25 Table 2-2: World Bank Policies applicable to the project ...... 27 Table 3-1: Proposed ROW Details and Land Use Pattern of Section 1 ...... 33 Table 3-2: Description of Proposed Motorway Alignment ...... 35 Table 3-3: List of Bridges, Interchanges, and flyovers with respective distance in Km’s ...... 36 Table 3-4: Inventory of Structures at Interchanges ...... 37 Table 3-5: Daily Traffic Count ...... 41 Table3-6: Average Daily Traffic (ADT) ...... 41 Table3-7: Geometric Design Parameters for the Proposed Motorway Route ...... 42 Table 3-8: Civil Work Details ...... 43 Table 3-9: Construction Bill (Summary of Engineer’s Estimate) ...... 46 Table 3-10: Manpower Requirements during Construction ...... 48 Table 3-11: Additional NHA Staff for Operation/Maintenance of the Project ...... 49 Table 3-12: List of Machinery and Equipment Required for the Project ...... 49 Table 3-13: Staff Required for Rescue Services ...... 50 Table 4-1: Description of Existing Road Alignment ...... 53 Table 4-2 : Technical Comparison of Alternatives ...... 58 Table 4-3 Summary of Key Environmental, Social and Economic Impacts ...... 58 Table 5-1: Area Distribution of Proposed Route Alignment ...... 68 Table 5-2: Seismic Zones of Pakistan ...... 72 Table 5-3: Affected Water Resources ...... 82 Table 5-4: Comparison of Baseline Monitoring Result with NEQS & WBG EHS Guidelines ...... 85 Table 5-5: Comparison of Baseline Noise Results ...... 87 Table 5-6: Floristic list reported from Project area and its surrounding ...... 89 Table 5-7: Reported list of fauna from project area and its surrounding...... 98 Table 5-8: Population of Khyber Agency ...... 106 Table 5-9: List of NGOs Serving in Khyber Agency ...... 113 Table 5-10: No. of Functional Govt. Schools and Enrolment in Khyber Agency (2014-15) ...... 116 Table 5-11: Land Holding Pattern ...... 124

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Table 5-12: Affected Cropped Area and PAF’s ...... 124 Table 5-13: Number of Affected Trees ...... 125 Table 5-14: Archaeological Sites/ Physical Cultural Resources along the alignment ...... 126 Table 6-1: Summary of Significant Environmental Impacts ...... 132 Table 6-2: Cross Drainage Structures ...... 137 Table 6-3: Evaluation of Environmental and Social Impacts in Constructional Phase ...... 138 Table 6-4: Categories of Affected Assets and Number of PAFs ...... 150 Table 6-5: Evaluation of Environmental and Social Impacts in Operational Phase ...... 158 Table 6-6: Characterization of Potential Environmental Impacts of Peshwar-Torkham Expressway 164 Table 8-1: Summary of Finances for Various Tiers of ESMP ...... 185 Table 8-2: Environmental Impacts during Planning and Design Phase ...... 187 Table 8-3 Environmental Impacts during Construction Phase ...... 189 Table 8-4: Environmental Impacts during Operational Phase ...... 201 Table 8-5: Site Minimum Visit Plan ...... 205 Table 8-6: Environmental Management and Monitoring Plan ...... 208 Table 8-7: Environmental and Social Trainings ...... 210 Table 8-8: Cost Estimates for Environmental Management ...... 211 Table 9-1: Summary Consultations with Male PAPs – 1st Stage ...... 219 Table 9-2: 1st Stage Consultation with Male PAPs ...... 222 Table 9-3: Summary Consultations with Female PAPs – 1st Stage ...... 227 Table 9-4: 1st Stage Consultation With Female PAP’s ...... 228 Table 9-5: Summary Consultation With PAPs – 2nd Stage ...... 236 Table 9-6: 2nd Stage Consultation with Male PAPs ...... 238 Table 9-7: 2nd Stage Consultation with Female PAPs ...... 242

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List of Acronyms

AASHTO American Association of State Highway and Transportation Officials

ACE Associated Consulting Engineers

ACI American Concrete Institute

ADB Asian Development Bank

AIDS Acquired immune deficiency syndrome

ASTM American Society for Testing and Material

BHU Basic Health Unit

BOD Biochemical Oxygen Demand

BOQ Bill of Quantities

COD Chemical Oxygen Demand

COI Corridor of Impact

CSC Construction Supervision Consultants

DDE Deputy Director Environment

DEMM Donors Environmental Monitoring Mission

EA Environmental Assessment

EIA Environmental Impact Assessment

EIRR Economic Internal Rate of Return

EMMP Environment Mitigation and Monitoring Plan

EMP Environment Management Plan

EPC Environmental Protection Council

ESIA Environmental and Social Impact Assessment

ESMP Environment and Social Management Plan

ESSAF Environment and Social Screening and Assessment Framework

FATA Federally Administered Tribal Areas

ESIA of Peshawar-Torkham Motorway

FHA Frontier Highways Authority

FIDIC Fédération Internationale Des Ingénieurs-Conseils

(International Federation of Consulting Engineers)

GoKP Government of Khyber Pakhtunkhwa

GoP Government of Pakistan

HIV Human Immunodeficiency Virus

HSE Health Safety Equipment

IEE Initial Environmental Examination

IEM Independent Environmental Monitor

JUI Jamiat-i-Ulmai-Islam

KP Khyber Pakhtunkhwa

M&E Monitoring and Evaluation

MBT Main Boundary Thrust

MDTF Multi Donor Trust Fund

MMT Main Mantle Thrust

NCS National Conservation Strategy

NDIR Non Dispersive Infra-Red

NEQs National Environment Quality Standards

NGOs Non–Government Organizations

NHA National Highway Authority

NOC No Objection Certificate

NWFP North West Frontier Province

O&M Operation and Maintenance

OP Operational Policy

Pak–EPA Pakistan Environment Protection Agency

PAP Project Affected Person

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PCO Public Call Office

PEPA Pakistan Environmental Protection Agency

PEPC Pakistan Environment Protection Council

PHED Public Health Engineering Department

PKR Pak Rupees

PM Project Manager

PMAP Pakhtunkhwa Milli Awami Party

PMC Project Management

PPC Pakistan Penal Code

PPE Personal Protective Equipment

PR Public Relations

PSC Project Steering Committee

PSDP Public Sector Development Project

PSQCA Pakistan Standards Quality Control Authority

PTCL Pakistan Telecommunication Limited

PTV Pakistan Television

RE Resident Engineer

ROW Right of Way

SPM Suspended Particulate Matter

SRO Statutory Regulation Order

UBC Uniform Building Code

VOC Vehicle Operating Cost

WAPDA Water and Power Development Authority

WB World Bank

WHO World Health Organization

PD Project Director

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Executive Summary

This Environment and Social Impact Assessment (ESIA) has been prepared for National Highway Authority (NHA). This study covers only the impacts from the construction of approximately 50 km Peshawar-Torkham Expressway (Component I) under Peshawar-Torkham Economic Corridor Project financed by the World Bank. This report has been prepared to meet compliance with environmental regulations and requirements under Environmental Protection Act, 1997 and the World Bank’s Safeguard policies applicable to the project.

Project Background and Components The National Highway Authority (NHA) currently has three of CPEC’s regional economic corridors under its belt i.e. Western, Central and Eastern corridor. The Eastern corridor includes the Peshawar- Kabul motorway, a 4-lane, access controlled, 281 Km long stretch of the motorway connecting Peshawar in Pakistan with Kabul in Afghanistan. This link will be provided through Torkham at the Pak- Afghan border. This Peshawar- Kabul expressway comprises of three counterparts: . 50 Km long Peshawar-Torkham Motorway . 76 Km long Torkham to Jalalabad Motorway . 155 Km long Jalalabad to Kabul Motorway Section I: Peshawar - Torkham (Pakistan): The Expressway will build on a new alignment with improved geometry. It starts from Peshawar Ring road near Hayatabad town which is about 12 km away from the Peshawar city and ends at Torkham. Section II: Torkham- Jalalabad (Afghanistan): According to the current scenario, this section of the alignment is a dual lane road Torkham to at Jalalabad in Afghanistan. (Please note that the government of Afghanistan is undertaking a feasibility study and changes are expected in the design and route alignment). Section III: Jalalabad – Kabul (Afghanistan): According to the current scenario, this motorway alignment under Section III will start from the Jalalabad, which is situated at the junction of Kabul and Kunhar River near the Laghman valley and will end in Kabul city. (Please note that the government of Afghanistan is undertaking a feasibility study and changes are expected in the design and route alignment). The Peshawar – Torkham Economic Corridor Project comprises of three components: Component-1 – Expressway Development: The anchor of the Peshawar -Torkham Economic Corridor is a new expressway which will provide a reliable and safe driving environment with higher travelling speeds. The existing Peshawar-Torkham road is part of the National Highway N-5 that traverses the historic Khyber Pass which has been an important trade route between Central and South Asia. The 400-year old existing carriageway is a 6.0-meter-wide, two-lane facility with earthen shoulders. Improvements to the existing highway are constrained by heavy population settlements on either side, a railway line running adjacent to the road, and steep gradients and sharp curves that are difficult for large multi-axle commercial trucks to negotiate. The proposed four-lane expressway will be built on a new alignment with much improved geometry and will be constructed as a dual highway facility with a 7.3-meter-wide carriageway on each side and 3.0-meter-wide treated shoulders. The

Executive Summary ESIA of Peshawar-Torkham Motorway

Expressway will provide a reliable and safe driving environment with higher travelling speeds resulting in reductions in transit time and costs for regional and international trade goods using Peshawar- Torkham corridor. The proposed expressway is an extension of the Karachi-Lahore-Islamabad- Peshawar Trans-Pakistan Expressway System as well as part of the Peshawar-Kabul-Dushanbe Motorway.

Component-II – Economic Corridor Development: This component aims, in conjunction with other projects, to alleviate the main constraints on the development of key regional value chains – particularly marble and horticulture - in the Greater Peshawar area to maximize the benefits of the Expressway for the region. The main constraints include (listed by decreasing order of importance): insecurity (including for women workers), difficult access to markets (hard and soft infrastructure issues), land (unsecured mining rights, lack of irrigated and industrial land), utilities, skills and finance (the latter being largely a consequence of the other constraints). It will complement other development initiatives in the area. For instance, while access to entrepreneurial and managerial skills is addressed by the Multi-Donor Trust Fund for the Economic Rehabilitation of KP and FATA (MDTF- ERKF), technical skills in strategic sectors are not, creating a role for PTEC to provide these skills.

Legal and Administrative Framework Under article 247(3) of the Constitution of Pakistan, acts of Parliament do not apply to Federally Administered Tribal Areas unless the President so directs. The chief statute governing legal matters in the proposed project area is the Frontier Crimes Regulations 1901. FCR sanctions the tribal customary practices as the appropriate means to deal with crimes and civil issues in tribal areas, establishes the authority and the jurisdiction of the Political Agent (PA) as the supreme representative of the Government in those areas, and stipulates that legal rulings are to be taken by the PA in agreement with the Tribal leaders. In FCR 1901 under regulation 56 the property rights are protected and no person can be deprived of his assets without compensation on consensus rate. The regulations do not specifically provide any environment related directives, but it outlines the administrative setup and the judicial system in the area. The environmental jurisdiction comes under the Pakistan Environmental Protection Act 1997 (PEPA). This Act has been extended to the FATA through a presidential decree. Pakistan Environmental Protection Act, 1997 (PEPA) is the legislative tool empowering the Government of Pakistan to frame and enforce regulations for the protection of environment. Its main sections relevant to the project are Section 11 which prohibits discharge of emissions, Section 12 requires preparation of IEE and EIA prior to commencement of work, and section 17 deals with the penalties. The Review of IEE & EIA Regulations 2000 provide details on the preparation, submission, and review of IEE and EIA. According to this Regulation, the proposed Expressway falls under Schedule II (projects of potentially significant environmental impacts) requiring preparation of an EIA. The National Environmental Quality Standards (NEQS) promulgated under the PEPA (Amended 2012) specify standards for effluents, gaseous emissions, vehicular emissions, and noise levels. The PEPA 2012 empowers the EPA to impose pollution charges in case of non-compliance to the NEQS. It also defines standards for drinking water as well as ambient air and noise. The Pakistan Penal Code (1860) authorises fines, imprisonment or both for voluntary corruption or fouling of public springs or reservoirs so as to make them less fit for ordinary use.

2 Executive Summary ESIA of Peshawar-Torkham Motorway

Project Description (Component I) The proposed 4-lane Motorway will be built on a new alignment with much improved geometry and will be constructed as a dual highway facility with a 7.3-meter-wide carriageway on each side and 3.0- meter-wide treated shoulders. The proposed ROW will be 100 m for the entire route. The proposed project starts from the end of Peshawar Northern Bypass at the TakhtaBaig Bridge from tehsil Jamrud of Khyber Agency and ends at the Torkham border. It passes through Peshawar - Jamrud – Baghyari post- Lala China- Ali Masjid – Kata Kashta- GagraSar- Char Bagh- Gurjura - WaliKhel - LandiKotal - Torkham. The proposed alignment mostly follows the valleys and hilly slopes. The first 6 km pass through Shakus relatively plain area; from 6th km to 22nd km pass through hills and along the bed of Nullah; from 22nd km to 28th km it joins the existing road (as no other alternative is viable) and passes through settlements; from 28th to 36th km it passes along existing roads and hilly tracks through villages; from 36th km to 40th km it traverses through areas climbing to an altitude of 1100 meters; and then for the next 8 km it descends to 700 meters approximately and terminates at Afghan border. The materials to be used in the construction of Peshawar–Torkham expressway would include coarse aggregates (crush), fine aggregates (sand), soil, water, asphalt, reinforcement, cement etc. Almost all these raw materials are mostly locally available along the alignment. Huge magnitude of construction material for the proposed expressway will be procured from approved quarries (tentative sites have been identified, new quarries may be identified also along the construction stage). Temporary facilities like construction yards, construction camp, workshops, stores will have to be constructed. The project will also have quarries and excavation areas. The area required for construction camps will depend upon the deployed manpower and the type and quantity of machinery mobilized however estimated area required is 1000-1500 square yard for each camp site. It is expected that about 50 senior staff and 500 labors would be required during project construction. Construction of refreshment area and rescue/trauma center has been planned to facilitate the travelers, on both sides of the road. It is expedient to establish an emergency service for maintaining a state of preparedness to deal with emergencies and to provide timely response, rescue and emergency medical treatment to the persons affected by any accidents or any unforeseen circumstances.

Project Alternatives For this ESIA, following alternatives for the Peshawar-Torkham Expressway were considered: . No project option; . Improving existing road option; . Previously identified ‘New’ alignment; and . Project as proposed.

No Project Option: The existing alignment (N-5 Highway) comprises of steep curvatures with minimum radii up to 15m, a situation that poses travel hazards for heavy traffic using this alignment. Continuation use of the existing road section would not only mean an increase in travel risks, but will also result in higher transportation costs and more travel time between Peshawar to Torkham. Most of the existing alignment passes through built up area as well as sharp horizontal curves. If this project is not taken, then the saved resources can be used for other projects in area. It would also save

3 Executive Summary ESIA of Peshawar-Torkham Motorway physical, biological and social costs of the project. However, it would mean holding back development projects in severely affected areas of FATA. It would also be an opportunity lost for better health, education, access to emergency services. Improving Existing Road Option: One of the alternatives is to widen the existing road and reduce sharp curvatures as well as sharp turns so as to enable the existing alignment to withstand growing traffic volume and axle road. However, land acquisition and resettlement will be significantly involved and there will be also potential negative impacts during construction period on temporary basis. The positive aspects are feasible and cost-effective design to endure the heavy traffic, generate employment opportunities, develop an efficient trade corridor, avoid the traffic hazards, ensure a stable traffic flow, provide comfort to commuters and reduce the vehicle cost. Alternative New Alignment: In year 2005, NHA had carried out a detailed design of Peshawar- Torkham expressway and completed the initial design with new proposed dual carriageway alignment. The costs previously incurred will be put to good use and new cost for initial and detailed design will be saved. The new alignment will withstand growing traffic volume and axle road. However, if reviewed in the light of motorway design standards; the previously proposed alignment large number of horizontal curves due to which it shall be difficult to maintain vehicular operational speed; the minimum radii of horizontal curves are 60 meter; and the altitude of the alignment is unnecessarily high near Landi Kotal. Proposed Project Alignment: The project addresses the urgent needs of the communities and is designed to be implemented in the most appropriate way entailing fulfillment of technical, financial, environmental and social requirements. With the provision of smooth curves, release along congested points, negotiation along slopes at easier gradients and stronger road foundation will result safe route for movement. The primary objective will be to ensure safety at higher speeds on modern road. In the long run, the project is expected to be financially viable, socially acceptable, environmentally manageable, gender-neutral and pro-poverty alleviation.

Environmental and Social Baseline The existing environmental conditions around the proposed project have been considered with respect to physical, biological and socio-economic aspects. The methodology used for the ESIA preparation included collection and review of relevant documents including policy and previous study documents, use of satellite imagery and Google Earth, onsite environmental, ecological and social investigation, consultation with public and stakeholders and undertaking the social impact assessment and analysis. Mitigation measures were then put in place to address negative impacts and compensatory plans are designed and recommended. The Consultant has employed a participatory bottom-up transparent and consultative approach in the preparation of the Environmental and Social Impact Assessment (ESIA). In this context, different categories of project affected peoples and families were engaged (PAPs and PAFs). This ESIA has been prepared based on a census of affected families, inventory of losses in terms of land, structures, trees and other assets, consultations with PAPs and other stakeholders. In order to assess baseline conditions, ambient air, noise, water and soil quality was monitored along the proposed route alignment. Random sampling was carried out at 3 points, namely Ali Masjid (18 km), LandiKotal (35 km) and at Torkham (47 km). Data from secondary sources were collected for

4 Executive Summary ESIA of Peshawar-Torkham Motorway both, environmental and social perspectives. A stakeholder mapping exercise was undertaken to identify interested and affected stakeholders of the project. Ambient Baseline: Overall Air monitoring indicates that average 24 hour concentrations of CO, NO,

NO2, NOX and SO2 were found below the permissible limits regulated by NEQS, 2010 for ambient air. It is also below the WBG Guideline values for most parameters except for PM. In general, there is no continuous major source of noise along the proposed route alignment. Intermittent sources include traffic noise and domestic noise counting noise frommarket places. Analysis results of surface water samples of three respective sampling points shows that the surface water available at Torkham have relatively higher quantities of Total Dissolved Solids (TDS), Biological Oxygen Demand (BOD), Chemical Oxygen Demand (COD), Chlorides, Sulphate, and Iron. With regards to surface water, total coliforms were found in all of three samples, while faecal coliforms contamination was also detected in samples of Ali Masjid and Torkham. This microbial adulteration makes this water unhealthy for human consumption and this requires that the faecal contamination of groundwater tables need to be repeatedly investigated. Physical Environment: The proposed project route passes through the mountainous region which is a barren land with some dotted human settlements and cultivable area. Peshawar– Torkham area can be divided into two major geographical divisions: (i) the rugged mountainous regions on the north and west, with one end touching the Afghan border, and (ii) the comparatively narrow strip of valleys. Geologically, the region comprises of Pre-aravallis and metamorphic in general including Precambrian and younger intrusions. The proposed project area is characterized by large seasonal variations of temperature from cold to severe cold winters and warm to scorching hot summers, categorizing the area as semiarid subtropical continental highland type. The extreme temperatures could be below 0°C in winters and more than 40°C in summers. Precipitation is high during March, April, July and August. Rainfall, however, is very scanty. The average annual rainfall is about 400 mm in Khyber agency. There is a serious issue of drinking water scarcity throughout the project area. Other than obtaining groundwater through boreholes, seasonal watercourses form the major source of water provision in the region. There is no water storage facility in the Khyber Agency or its vicinity, so most of the water is received either from rainfall or melted snow through non-perennial Khwars, (khwars, streams, and seasonal outlets). According to the available information, approximately 20 test-and tube wells have been drilled in different valleys. The lithological data on two boreholes in the Jamrud – Landi Kotal area indicate an ill-sorted mixture of clay and gravels, probably with low transmissivity values. The depth to water level is quite large (more than 30 m). Biological Environment: Very limited authentic information or studies are available on biodiversity of FATA. However, biodiversity seems to be low in this geographical area. Vegetation in the Khyber Agency reflects its climatic classification that is semi-arid, subtropical temperate. Maximum tree types are sub-tropical broad leaves, shrubs, and bushes. In general, the proposed project route area is poorly vegetated and/or forested with minimal biological species. The project road is mainly located in the arid environment. The series of mountains along the corridor has a very little vegetative cover, due to a shortage of water and limited rainfall. The scattered plantation is seen in patches and vast rangelands provide brushy growth for grazing. There are no floral or faunal species inhibiting in the project area that is included in RED Data Book of IUCN. However, the bird sare reported to be reduced during last decades because of pesticide sprays on crops. Fauna commonly found in the project area

5 Executive Summary ESIA of Peshawar-Torkham Motorway is not under conservation threat. The birds species Gypaetus barbatus (bearded vulture) and Neophron percnopterus (Egyptian Vulture) are considered near threatened and endangered respectively. However, they are not found in the vicinity of the alignment and corridor of Impact. Any human-wildlife interface is very rare in the project area, as most faunal species are likely to have shifted their niche to higher altitude due to significant anthropogenic footprint in the area. Socio-Economic Environment: The population of Khyber Agency, according to the provisional results of the 2017 national census was 986,973 (male 505,475, female 481,487). The sex ratio 109, annual growth 3.92 % and population density 212 per Sq.km with an average household size of 9.9 per household reported was reported. The Khyber Agency consists of four Tehsils; Bara, LandiKotal, Jamrud, and MullaGori. The majority religion in district Peshawar and Khyber Agency is Islam making up to 98.5% of the city with small minorities of Sikhs, (1.9%) and others (0.2%). The majority of Muslims belong to Sunni and Hanafi schools of thought and proportion of Shiites are also present. Tribal identity along with gender and age are the key factors in determining power and influence. The identity of women is drawn from that of their male relative as next of kin – father, brothers or husband. Women had no significant role in decision-making, even if decisions directly affect their lives. The communities of the project area lead their lives under strict tribal code and cultural practices. The traditional tribal governance structure of local Maliks (tribal chiefs), Jirga (committee of tribal elders) and the political agent (representative of the government of Pakistan) is in place. The main ethnic groups in the district Peshawar and Khyber Agency are Pashtuns. The four main tribes of Khyber Agency are; Afridis, Shinwaris, Mollagoris, and Shilmanis and this project may affect Afridi and Shinwari tribes. In Khyber Agency, land (zmaka or zamin) is regarded as the most important asset, one that may be a primary source of conflict. Whoever controls land, has the power over those who use it. Most importantly, land is collectively owned and a fundamental marker of the identity of the clan. No revenue record of lands in Khyber Agency is available or maintained. Only the record of lands under Military control is maintained by the agency patwari at Landi Kotal, cantonment area. There are two main domains of leadership relevant to land acquisition and impacts of compensation, namely the sphere of traditional power and the sphere of state power that today are inextricably interlinked. The communal land being managed under unwritten customary laws (Rawaj) passed down through oral tradition which has now been adopted by the tribes and have become the model for accepted norm for members of a tribe. The patrilineal and descent invoke descent to claim rights to inherited land and assert their dominant position through shares in land. In general, there is no practice for land transaction through sale or purchase. However, to accommodate development projects, the determination of prices of land is being made by the tribal elders/ elders’ tribe/sub-tribe through consultation with the political administration. The land compensation is paid in compliance with a set of customary laws based on heredity which established the rights of each clan down to the last subsection and individual families. Power supply line goes all along the project area, and approximately 97% of the communities have access to electricity. The main source of income of local people depends on transportation and rearing of livestock. Education is not a priority for them. The prevailing security situation over the last few years has retarded the pace of growth in education sector. Females are particularly unable to access middle and secondary schools.

6 Executive Summary ESIA of Peshawar-Torkham Motorway

There are a few well-known PCRs in the project area. However, none of these sites are in the ROW.

Impacts Assessment During the field surveys, significant efforts were made to identify the main social, cultural and environmental issues related to the construction and operation of the proposed Peshawar-Torkham Motorway. Following is the list of main issues and concerns: . Land and landscape transformation from clearing of vegetation/trees and destabilization of mountain slopes; . Water availability and change/blockage in drainage patterns including disturbance to rain-fed agricultural production systems; . Air pollution due to emissions from asphalt plant, vehicles and construction machinery as well as dust and particulate matter during construction phase and movement of vehicles during operational phase; . Contamination of soil and water resources from oil spills and release of contaminated water both during construction and operational phases; . Noise and vibration from blasting, construction works and machinery movements . Waste from construction activities as well as labor camp . Restrictions and disturbance to the public movement and transportation routes during construction and operations; . Mobility and safety of Livestock during construction and operational phases; . Health and safety issues; . Strain on water and other local resources . Land acquisition and resettlement causing disturbance to livelihoods; and . Labor influx issues.

Mitigation Measures Land and Landscape Transformation: To minimize the impact of the project on the geophysical environment, several measures have been included in the design of the project facilities and will be ensured during construction phase. To reduce physical scaring of landscape, unnecessary widening and clearing of vegetation will be avoided. Borrow areas will be selected in consultation and approval of Project Director and would not be deeper than 3 feet to avoid alteration of drainage and soil erosion. The borrow area will be leveled and top soil restored. Water Availability and Natural Drainage Patterns: The contractor will not be allowed to extract water from sources used by the local communities. Water for construction activity will be acquired from the sources close to the Peshwar Northern By-pass where sufficient surface water is available. The proposed Jabba dam could be an alternative water resource, if made operational during this time. To maintain natural drainage pattern, culverts and bridges will be constructed. Surface water body crossing structure would be wide enough to allow easy flow of water.

7 Executive Summary ESIA of Peshawar-Torkham Motorway

Air Pollution: Dust emission from vehicular traffic will be restricted by imposing speed limits. Water will be sprinkled on roads and construction sites. Good housekeeping will also be followed to reduce dust emissions from construction sites. All equipment including generators and construction machinery will be kept properly tuned to reduce exhaust emissions. Asphalt plant will have proper dust control systems. Soil and Water Contamination: To avoid contamination of soil and water, all fuels, oils and bitumen will be stored with concrete padding as well as bunding and secondary containment for curtailing leakages. The labor camp will be located 500 meter away from surface and drinking water sources. Septic tanks and sumps will be provided for sewage treatment. Noise and Vibration Pollution: Construction machinery will be properly maintained. Proper blasting plan will be developed which would include predetermined/preapproved blasting timings, audible warnings, use mesh to avoid flying rocks, etc. will be observed. Mobility of Locals and Livestock: The contractor will provide crossing points at appropriate places so that movement of locals for daily works is not affected as well as free movement of livestock for access to natural resources is not restricted. Where contractor is to share village tracks for hauling of construction material, the existing passages/roads will be widened and carpeted. Health and Safety: The contractor will develop and OHS plan comply with ILO Convention No 62 and workers will be trained in construction safety procedures. PPE use would be made mandatory. The contract will also ensure adequate first aid kits, ambulances at camp and site. Labor Influx issues: The contract will prepare labor influx management plan. The contractor will adhere to local norms and customs and will also ensure that privacy of households is not affected. Construction timings near communities would be so that activities local population is affected. The contractor will also ensure that noise and light pollution from the camp is kept at minimal levels.

Monitoring of EMP Compliance with the EMP is mandatory for the contractor. Air, water and noise qualities will be monitored against National Environmental Quality Standards. Monitoring of other impacts will be against the mitigation measures highlighted above. Project Engineer will be responsible for monitoring compliance by contract with EMP. An independent external monitor will be hired to monitor and provide external monitoring reports of the ESMP implementation and GRM.

Stakeholder Consultation In the first round, a series of public consultations were carried out at various locations along the project corridor. The participants included Maliks/ tribal elders living along the project corridor and the Political Agent, Khyber Agency, Peshawar, Assistant Political Agents, Tehsildar and NaibTehsildar (LandiKotal), and other concerned. The consultative and scoping sessions were designed specifically to provide project information to the public. These sessions had an informal character to encourage a free atmosphere in which participants were comfortable in raising questions, expressing opinions and concerns on the project and seeking clarification regarding their concerns. Most of the issues rose during these meetings related to road construction and route alignment. The second stage of consultation was carried out in April 2018. This phase of consultation was initiated after developing the initial draft of the ESIA, so that the proposed mitigation measures could also be

8 Executive Summary ESIA of Peshawar-Torkham Motorway shared with the stakeholders. In this stage of consultations, meetings were held with the FATA Secretariat, Forest & wildlife Directorate FATA, NHA (Project Proponents), Project Engineering Design team, DG EPA (KPK), and Team Leader Environmental Cell (P&D Department FATA). As per the WB OP 4.12, the 2nd stage consultation was also conducted with the male and female PAPs. After incorporation of their comments from the initial consultation, the local communities were generally in favor of the project. Their main concern remained the fair and timely compensation for their affected assets. The next round of consultation will be in the form of public hearing, conducted by the concerned EPA that is mandatory under the Pakistani environmental law.

Institutional Arrangements The overall responsibility of ESMP implementation rests with NHA. A Project Steering Committee comprising of Chairman NHA, Member (Planning), Member (Construction), Member (Finance) and General Manager (Peshawar-Torkham Expressway Project) will provide overall guidance and oversight and will be responsible for ensuring effective implementation of the project. A Project Management Unit (PMU) will be established at NHA Headquarters in Islamabad and will be headed by the General Manager (Peshawar-Torkham Expressway Project). The PMU functioning as the Project Secretariat shall support the Project Steering Committee and will be adequately staffed with competent professionals. The staff will include a Social specialist, an Environment Specialist, a Resettlement Specialist, a Contract Administration Specialist and a Financial Management Specialist. The PMU will be responsible for overall coordination. At the same time, Field Implementation Unit (FIU) will be set up. FIU will be headed by a Project Director (PD) and supported by a Deputy Project Director (DPD) and a Quality Control Specialist (QCS). The PD will be responsible for general administration, land acquisition, handing over of sites, coordination with other authorities to ensure timely relocation of various utility services, oversight of environmental safeguards, management of social safeguards, and performance monitoring of civil works implementation. PD will also be overall responsible for the implementation of all RAP development tasks and cross- agency coordination, and shall be tasked with day-to-day RAP related activities. The PDs shall be assisted by a ‘Social Safeguards/Resettlement Specialist’ at PMU. A Land Acquisition Collector (LAC) – one assigned to each contract – shall acquire land. A RAP Coordination Committee (CC) shall ensure that all relevant agencies involved in the implementation of RAP are: (a) fully informed of RAP’s and the WB Policy’s requirements; and (b) assist NHA in the RAP implementation at field level. A professional international consulting firm will be hired for Contract Administration and Construction Supervision (CSC). The firm will be fully empowered as the ‘Engineer’ in accordance with International Federation of Consulting Engineers stipulations. The Project Engineer will have a full-time field based environmental specialist to ensure the implementation of ESMP. The environmental specialist of CSC will also develop training modules and conduct environmental trainings for the contractor’s staff. Similarly, an independent external monitor will also be hired to monitor and provide external monitoring reports of the ESMP implementation. M&E consultant will report directly to PIU. The contractor will be responsible for the implementation of ESMP at site. The contractor will also be required to develop the following documents: . SOP for dismantling existing structures . Comprehensive borrow area management plan

9 Executive Summary ESIA of Peshawar-Torkham Motorway

. Camp Site Management Plan . Guidelines for the workers for resource efficiency . Specific environmental management plans for asphalt plants and concrete batching plants . Comprehensive blasting management plan . Codes of Conduct (CoCs) for social behaviors . Anti-sexual harassment policies . Mandatory and repeated training to workers on sexual exploitation and abuse . detailed Traffic Management Plan (TMP) . Comprehensive OHS plan A full-time field based social & environmental expert will be hired whose responsibility will be to monitor and report all the ESMP implementation related activities on a regular basis. All mitigation measures for adverse impacts proposed in the ESMP will be duly and timely implemented in letter and spirit. For this purpose, daily, monthly and annual checklists will be formulated and maintained. To address the complaints and grievance that may arise during project implementation, a three-tier grievance redress process, first at Jirga Level, then at the level of the GRC at the Tehsil level, and finally at the level of the PMU at NHA, Islamabad is proposed. This process will provide the PAPs with a forum to register their complaints and seek resolution to their concerns. A comprehensive GRM has been included for women to ensure that they can launch complaints related to any project related issues.

10 Introduction

ESIA of Peshawar-Torkham Motorway

1 Introduction

1.1 Background of the Peshawar – Torkham Expressway/Motorway The Government of Pakistan has started developing strategic program of physical infrastructure under its Vision 2025. The Vision 2025 emphasizes Pakistan’s locational advantage in leveraging the development of multiple corridors of regional cooperation, involving energy, industry, trade, and transportation. Pillar VII in particular aims at the realization of these aims and objects. China-Pakistan Economic Corridor is one such project which is currently being implemented under this vision. The China–Pakistan Economic Corridor is a collection of infrastructure projects currently under construction throughout Pakistan. Originally valued at $46 billion, the value of CPEC projects is now worth $62 billion and is intended to rapidly modernize Pakistani infrastructure and strengthen its economy by the construction of modern transportation networks, numerous energy projects, and special economic zones. A vast network of highways and railways are to be built under the sponsorship of CPEC that will span the length and breadth of Pakistan. Inefficiencies stemming from Pakistan's mostly dilapidated transportation network are estimated by the government to cause a loss of 3.5% of the country's annual gross domestic product. Modern transportation networks built under CPEC will link seaports in Gawadar and Karachi with northern Pakistan, as well as points further north in western China and Central Asia. The project also aims at strengthening regional ties with Afghanistan and has formulated plans for developing a 4 Lane Motorway from Peshawar to Kabul. The National Highway Authority (NHA) currently has three of CPEC’s regional economic corridors under its belt i.e. Western, Central and Eastern corridor. The Eastern corridor includes the Peshawar- Kabul motorway, a 4-lane, access controlled, 281 Km long stretch of the motorway connecting Peshawar, the capital city of Khyber-Pakhtunkhwa (KP) Province in Pakistan with Kabul, the Capital city of Afghanistan. This link will be provided through Torkham, the strip that forms the border between Afghanistan and KP in Pakistan. This Peshawar – Kabul expressway has been termed as the Gateway to Central Asia and comprises of three counterparts: . 50 Km long Peshawar-Torkham Motorway . 76 Km long Torkham to Jalalabad Motorway . 155 Km long Jalalabad to Kabul Motorway Section I:Peshawar - Torkham (Pakistan): Peshawar-Torkham has a total length of 50 km. It will build on a new alignment with improved geometry. It starts from Peshawar Ring road near Hayatabad town which is about 12 km away from the Peshawar city and ends at Torkham.

11 Introduction

ESIA of Peshawar-Torkham Motorway

Section II:Torkham- Jalalabad (Afghanistan): According to the current scenario, this section of the alignment is a dual lane road having 76 km length arises from the Torkham and ends at Jalalabad in Afghanistan. (Please note that the government of Afghanistan is undertaking a feasibility study and changes are expected in the design and route alignment). It is considered as the major link between the two nations facilitating Afghan transit trade and a step towards Pakistan’s road access to the Central Asian states. Section III: Jalalabad – Kabul (Afghanistan): According to the current scenario, this motorway alignment under Section III will start from the Jalalabad, which is situated at the junction of Kabul and Kunhar River near the Laghman valley and after travelling a distance of 155 km, will end in Kabul city (Please note that the government of Afghanistan is undertaking a feasibility study and changes are expected in the design and route alignment). The Peshawar-Torkham Motorway has been proposed as an alternative to the existing Peshawar- Torkham road, which is part of the National Highway N-5 passing through the monumental Khyber Pass. With the recent economic boom in the country, there has also been a rise in the high-speed vehicular traffic`c that goes through these areas. The existing carriageway which is only 6.0 m wide is thus inadequate to deal with this influx of modern high-speed traffic. The new alignment has been proposed as a 4-lane Motorway with the following features: . Dual Carriageway facility . Each carriageway would be 7.3 m wide . 3.0 m treated shoulders on each side The new Motorway would have a much-improved geometrical structure and would start from Peshawar Ring Road near Hayatabad town about 12 Km from Peshawar city and curves its way across Jamrud, Bigiari post, Lala China, Ali Masjid, Kata Kashta, GagraSar, Char Bagh, LandiKotal and finally terminates at Torkham. There are several rivers of varying flows and small streams in the project area and the topography is highly varied with plateaus, hills, and plains. The motorway is expected to become a vital link to Afghanistan and Central Asia and forms part of both the Central Asia Regional Economic Cooperation-5 (CAREC-5) and the Asian Highway Network (AH-1). The CAREC initiative has identified various corridors from the Central Asian Regions to Pakistan through Pakistan and China, where each corridor aims at the improvement of access to Eurasian markets. The new Motorway mainly aims at the provision of a safer, quicker and sturdier trade route to Afghanistan, one that is capable of bearing the increased load of high-speed traffic that will result due to the expected economic growth in the upcoming years. The Motorway will not only improve communication and trade links between Pakistan and Afghanistan but will also provide congestion free, high-speed commute facility to the indigenous population of the project area.

1.2 Components of the Proposed Project The Peshawar-Torkham Economic Corridor Project comprises of three components which are briefly described below. As this report deals with the environmental and social impacts of only component

12 Introduction

ESIA of Peshawar-Torkham Motorway

I, brief description is followed by detailed description of the expressway to be constructed under Component I. A separate ESMF deals with the environmental aspects of Component II. Component-I – Expressway Development: The anchor of the Peshawar-Torkham Economic Corridor is a new expressway which will provide a reliable and safe driving environment with higher travelling speeds. The existing Peshawar-Torkham road is part of the National Highway N-5 that traverses the historic Khyber Pass. The 400-year old existing carriageway is a 6.0-meter-wide, two-lane facility with earthen shoulders. Improvements to the existing highway are constrained by heavy population settlements on either side, a railway line running adjacent to the road, and steep gradients and sharp curves that are difficult for large multi-axle commercial trucks to negotiate. Geometrics are inadequate to cater for the modern high speed heavy vehicular traffic. The proposed four-lane expressway will be built on a new alignment with much improved geometry and will be constructed as a dual highway facility with a 7.3-meter-wide carriageway on each side and 3.0-meter-wide treated shoulders. The Expressway will provide a reliable and safe driving environment with higher travelling speeds resulting in reductions in transit time and costs for regional and international trade goods using Peshawar-Torkham corridor. The proposed expressway is an extension of the Karachi-Lahore- Islamabad-Peshawar Trans-Pakistan Expressway System as well as part of the Peshawar-Kabul- Dushanbe Motorway. Component-II – Economic Corridor Development: This component aims, in conjunction with other projects, to alleviate the main constraints on the development of key regional value chains – particularly marble and horticulture - in the Greater Peshawar area to maximize the benefits of the Expressway for the region. The main constraints include (listed by decreasing order of importance): insecurity (including for women workers), difficult access to markets (hard and soft infrastructure issues), land (unsecured mining rights, lack of irrigated and industrial land), utilities, skills and finance (the latter being largely a consequence of the other constraints). Component II focuses on alleviating these constraints in conjunction with other projects on-going or planned initiatives as highlighted in the table below. For instance, while access to entrepreneurial and managerial skills is addressed by the Multi-Donor Trust Fund for the Economic Rehabilitation of KP and FATA (MDTF-ERKF), technical skills in strategic sectors are not, creating a role for PTEC to provide these skills. Similarly, access to finance issues are being addressed substantially by other projects and, consequently, they are not included in PTEC Also, and at the request of the governments of KP and FATA, Component-II focuses on FATA specifically, where the needs are the greatest and where on-going and planned initiatives are relatively limited. Component-II investments seek to facilitate improvements in the productivity of existing enterprises in FATA and encourage private investments in the area. Two target sectors are marble production, a sector in which FATA has 446 processing units (which account for 20% of Pakistan’s production); and horticulture. Both sectors have great potential for export. For instance, although marble exports are currently limited, the mineral can fetch prices around five to ten times higher in international markets than in local markets.i Fruits and vegetables, which may be further processed, already comprise a substantial share of export volume through Torkham. Further, both sectors have substantial participation by SMEs, and given their relatively high labor intensity, show great potential for employment of internally displaced people (IDPs), women, and youth. In the longer term, investments

13 Introduction

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may catalyze investment in light manufacturing, a sector in which Chinese investors have already expressed interest to FDA, and the potential for which will grow with increased regional connectivity through CPEC. While Alignment has been finalized under component I, actual activities to be financed under Component II are not clear at this stage and would be decided upon during implementation. Therefore, hybrid approach is being followed where site specific Environmental and Social Impact Assessments (ESIA) for component I and Environmental Management Framework for activities under component II have been prepared.

1.3 Safeguard Assessments and Documents In line with the World Bank and local regulations requirements, the following safeguard documents have been prepared. This ESIA is volume two and part of the overall assessment. Table 1-1 list other volumes/documents prepared for this project. Table 1-1: Environment and Social Management Assessment Volume 1 Executive Summary Volume 2 Environmental and Social Impact Assessment for Component I Volume 3 Environmental Management Framework for Component II Volume 4 Resettlement Action Plan Volume 5 Resettlement Policy Framework Volume 6 Social Management Framework

1.4 Objective of the ESIA The major objective of this Environmental and Social Impact Assessment study is the identification of the possible and induced impacts of the proposed Project on both short and long-term bases. The impact identification process focuses particularly on biophysical, socio-economic, and cultural aspects of the environment. Based on the level and nature of these observations the ESIA then delineates proper mitigation measures to temper the adverse nature of these impacts which result as a consequence of Project development. As a planning tool, the ESIA aims to ensure that environmental, socio-economic and cultural issues throughout the entire project lifecycle are anticipated and considered by the project proponent, in this case, NHA. It also serves as a framework for establishing project controls to reduce or prevent adverse environmental or socio-economic impacts. A separate ESMF is also being prepared for component II of the project. In addition, Resettlement Action Plan (RAP) has been prepared to deal with the land acquisition, resettlement and rehabilitation issues. For component-II, Resettlement Policy Framework (RPF) and Social Management Frameworks (SMF) have also been prepared. A multidisciplinary team comprising of the following in-house experts was engaged for the carrying out of this ESIA study:

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Project Coordinator: Ahmad Luqman Sarwar Team Leader: Engr. Abdul Hannan Environmental Studies Executive: Ishwah Khehrah Environmental Studies Expert: Syeda Ifraw Sherazi Baseline Expert: Rashid Sultan Environmental Engineer: Muhammad Shahbaz Latif Sociologist: Ather Khan

1.5 Approach to Work The study has been conducted in accordance with Environmental Protection Agency (EPA), Government of Pakistan (GOP) Guidelines, 2000, and the World Bank Safeguards policies applicable to this project and the requirements for WB financed Category ‘A’ projects. The study is based on both primary and secondary data and information. The primary data includes data collected from field observations and secondary data includes a review of relevant information from Government Departments. Discussions were held with stakeholders including government officials, community representatives and a wide range of road users and roadside dwellers. The main purpose of this approach was to obtain a fair impression of the people’s perceptions about the project and its environmental impacts.

1.6 Methodology Project Orientation Meetings Meetings and discussions were held internally with the members of the ESIA consulting team, as well as between the consulting team and the proponent to decide an Agenda for the execution of the ESIA study. This activity mainly aimed at achieving a common ground of understanding regarding the ESIA of proposed project.

Strategy Planning for Data Collection After getting a clear overview of the project, a comprehensive data acquisition plan was formulated for the use of the ESIA consulting team. The plan identifies the various data requirements of the projects and delineates the sources from where they will be obtained. The plan also maps out a timeline for the collection of this data and consequently assigns responsibilities to personnel for their collection. The logistics required and other supporting needs of the data collection team were also indicated in the report. Field Data Collection A team comprising of 2-environmental specialists, 2-ecologists, and 2-sociologists 2-Archeologist and a separate team of 4 hydrology experts have visited the project location from 15th to 30th July, 2017 to collect the area-specific primary data. Where required, the secondary data collected was also

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ground-truth by the experts as well as through perusal of previously published literature and web research related to the project area. The following activities were carried out for data collection: . Site Reconnaissance Surveys . Analysis of Maps and Plans . Literature Review and Desk Research . Public Consultations and Focused group discussions . Field Observation and Site studies . Monitoring and Laboratory Analysis Review of Secondary Data Previous environmental and social soundness assessment for KP region and other published and unpublished information was collected in order to gain a complete understanding of existing environmental conditions of the area including: . Physical environment: topography, geology, soils, surface and groundwater resources and climate; . Biological environment: habitat types, flora and fauna (particularly rare or endangered species), critical habitats/zones, and vegetation communities within the project area; . Socio-economic environment: settlements, socio-economic conditions, infrastructure and land use. . Heritage aspects: sites of cultural, archaeological or historical significance. Two Stage Consultations For this ESIA study, two-stage consultation was carried out through questioners and one on one meeting. In the first stage consultation, the ESIA team met with the local government functionaries, affected persons and local communities along the proposed route. The objective of the consultation was to disseminate information on the project and its expected impact, long-term as well as short- term, among primary and secondary stakeholders, and to gather information on relevant issues so that the feedback received could be used to address these issues at an early stage. The second stage of consultation is currently ongoing. This phase of consultation was initiated after developing the initial draft of the ESIA, so that the proposed mitigation measures could also be shared with the stakeholders. In this stage of consultations, meetings have so far been held with the FATA Secretariat, Forest & wildlife Directorate FATA, NHA (Project Proponents), Project Engineering Design team, DG EPA (KPK), and Team Leader Environmental Cell (P&D Department FATA). Identification & Assessment of Impacts and Recommendations for Mitigation Potential impacts arising from construction as well as operational activities of the proposed project were identified. These include effects of the activities on the physical, biological, socio-economic, archaeological and cultural environments of the area. Impacts were identified and assessed on the basis of field data, secondary data, and expert opinion. Mitigation measures were identified to help, prevent or minimize all potential adverse environmental impacts from the proposed project activities.

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The proposed mitigation measures are based on the sensitivity and behavior of environmental receptors within the project area. Project Area of Influence: The area likely to be affected by the project, including all its ancillary aspects, such as relocation and access roads, borrow and disposal areas, and construction camps, as well as unplanned developments induced by the project (e.g., spontaneous settlement, logging, or shifting agriculture along access roads). The area of influence may include, for example, (a) the watershed within which the project is located; (b) off-site areas required for resettlement or compensatory tracts; (c) the airshed (e.g., where airborne pollution such as smoke or dust may enter or leave the area of influence; (e) migratory routes of humans, wildlife, or fish, particularly where they relate to public health, economic activities, or environmental conservation; and (f) areas used for livelihood activities (fishing, grazing, gathering, agriculture, etc.) or religious or ceremonial purposes of a customary nature. The zone is drawn to incorporate the varying land uses, habitat, and resources on each side of the proposed road that may potentially be impacted by road effects. An overall baseline analysis of the project area was carried out for identification of natural areas that may be potentially impacted when the proposed alignment is completed. An initial buffer distance of one kilometer was determined for analysis around the road segment, with a total area of 4.8 million square meters (4,750,095.39 Sqm). This buffer distance was chosen based on previous studies that indicated road effects extending upwards of one kilometer from the road surface. Development of Environmental and Social Management Plan (ESMP) An ESMP for the proposed project activities was prepared. The ESMP provides a framework for implementing and managing the mitigation and monitoring measures recommended in the ESIA. The EMP includes the following: . Mitigation and monitoring plan. . Definition of roles and responsibilities of the proponent, contractors and monitoring teams. . Requirements for communication, documentation, and training during the project. . Restrictions on design, timing, and conduct of the project. . Change Management Plan to cover unforeseen events/environmental conditions during the project.

1.7 ESIA Report Structure This document is part of the complete environmental assessment as described in the World Bank Policy OP/BP 4.01 Environmental Assessment. The structure of this report is listed below: Executive Summary Chapter 1 Introduction Chapter 2 lists national as well as provincial laws, regulations and procedures and applicable World Bank Operational Policies (OPs). Chapter 3 provides an overall description of the project including proposed alignment, design considerations and concepts, construction methods and material requirements.

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Chapter 4 talks about possible design alternatives which have been considered and their influence on environment and social situation. Chapter 5 gives a description of baseline physical, biological and socio-economic conditions of the project area. Chapter 6 deals with potential environmental and social impacts of the project Mitigation measures to offset reduce or compensate adverse impacts have been proposed. Chapter 7 deals with potential cumulative environmental and social impacts of the project Mitigation measures to offset reduce or compensate adverse impacts have been proposed. Chapter 8 covers Environment and Social Management Plan together with the institutional arrangements as well as management and monitoring requirements. Chapter 9 provides details and the outcomes of the stakeholder consultation Chapter 10 covers complaints and grievances and as well as arrangements for addressing complaints.

1.8 Incorporation of Safeguards Documents in Contract Documents This ESMP forms part of the Request for Proposals package/ Bid Documents and its compliance is mandatory. The contractor will be required to prepare site-specific plans as stipulated in Environmental Mitigation and Monitoring Plan under Section 7.3. These site-specific plans will then be embedded into the civil works contracts and therefore will be legally binding on the contractor. The site-specific plans must be submitted to the PMU/Project Engineer for review and clearance within 30 days of the signing of the contract or before mobilization on site, which ever date is earlier.

ESIA of Peshawar-Torkham Motorway

2 Legal and Administrative Framework

This section deals with the current environmental policy as well as legal and administrative framework required to carry out the Environmental and Social Impact Assessment (ESIA) of the Peshawar- Torkham Motorway. All relevant provisions of Environmental Policies laid out by the Government of Pakistan, along with applicable World Bank Safeguards have been duly discussed and the Project Proponent will be required to adhere to these regulations throughout the course of the project. Upon a careful perusal of these legal frameworks the project has been categorised under Category A of World Bank O.P 4.01 ‘Environmental Assessment’ and Schedule II according to the Review of EIA and IEE Regulations, 2000 set by the Pakistan Environmental Protection agency and thus requires the formulation of an Environmental Impact Assessment/Environmental and Social Impact Assessment study for the proposed project.

2.1 National Environmental Policy, Legislation and Guidelines The enactment of comprehensive legislation on the environment, covering multiple areas of concern, is a relatively new and on-going phenomenon in Pakistan. Whereas, a basic policy and legislative framework for the protection of the environment and overall biodiversity in the country is now in place. However, detailed rules, regulations and guidelines required for the implementation of the policies and enforcement of legislation are still in various stages of formulation and discussion. The following section presents a brief overview of the existing national policies, legislation and guidelines.

2.1.1 National Environmental Policy, 2005 In March, 2005 Government of Pakistan launched its National Environmental Policy, which provides a framework for addressing the environmental issues. Section 5 of the policy commits for integration of environment into development planning as instrument for achieving the objectives of National Environmental Policy. It further states in clause (b) of subsection 5.1 that EIA/IEE related provisions of Environmental Protection Act, 1997, will be thoroughly enforced for all developmental projects. It also provides broad guidelines to the Federal Government, Provincial Governments, Federally Administered Territories and Local Governments to address their environmental concerns and to ensure effective management of their environmental resources. Management of proposed project will ensure that the project will not add to the aggravation of the environmental issues identified in NEP and mitigation measures would be adopted to minimise or avoid any contribution of the project in these areas.

2.1.2 Pakistan Environment Protection Act, 1997 Pakistan Environmental Protection Act, 1997 (PEPA) is the basic legislative tool empowering the Government of Pakistan to frame and enforce regulations for the protection of environment. The PEPA 1997 is broadly applicable to air, water, soil, marine and noise pollution, and handling of hazardous wastes. The main provisions of the Act are reproduced below:

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Section 11 (Prohibition of Certain Discharges or Emissions) states that “Subject to the provisions of this Act and the rules and regulations made there under, no person shall discharge or emit, or allow the discharge or emission of, any effluent or waste or air pollutant or noise in an amount, concentration or level which is in excess of the Environmental Quality Standards”. Section 12 (Initial Environmental Examination and Environmental Impact Assessment) requires that “No proponent of a project shall commence construction or operation unless he has filed with the EPA an IEE or, where the project is likely to cause an adverse environmental effect, an EIA, and has obtained from the Federal Agency approval in respect thereof.” Section 15 (Regulation of Motor Vehicles): Subject to provision of this clause of the Act and the rules and regulations made there under, no person shall operate a motor vehicle from which air pollutants or noise are being emitted in an amount, concentration or level which is in excess of the EQS, or where the applicable standards established under clause (g) of subsection (1) of Section-6 of the Act. Section 17 (Penalties): Whoever contravenes or fails to comply with the provisions of section 11, 12, 13, or section 16 or any order issued there under shall be punishable with fine which may extend to one million rupees, and in the case of a continuing contravention or failure, with an additional fine which may extend to one hundred thousand rupees for every day during which such contravention or failure continues: Provided that if contravention of the provisions of section 11 also constitutes contravention of the provisions of section 15, such contravention shall be punishable under subsection (2) only. The applicability of National Laws to FATA is a subject highly prone to speculation and uncertainty, however in September 2012; President Asif Ali Zardari extended eight laws to FATA in an effort to bring these tribal areas into the mainstream. The Pakistan Environmental Protection Act 1997 is included in these laws. With the Extension of the PEPA, 1997 to FATA all legal matters pertaining to the environment are to be dealt in accordance with the stipulations set forth by this law. An EIA report is hence to be prepared by the consultant for the Peshawar-Torkham Motorway project and submitted in the Federal EPA (Pak-EPA) for approval.

2.1.3 Pakistan EPA, Review of IEE and EIA Regulations, 2000 The Review of IEE and EIA Regulations, 2000, provide the necessary details on the preparation, submission, and review of IEE and EIA. The Regulation classifies projects on the basis of expected degree of adverse environmental impacts and lists them in two separate schedules; Schedule I lists projects with no significant environmental impacts and therefore requiring an IEE, while Schedule II lists projects of potentially significant environmental impacts requiring preparation of an EIA. In accordance with Schedule II clause D, subcategory 2 of these regulations, an EIA for the proposed project needs to be submitted to Pakistan Environmental Protection Agency in order to obtain Environmental Approval for it. Figure 2-1 below depicts the whole process of the IEE/EIA in Pakistan. EIA including detailed EMP would be carried out by the project proponent and the report would be submitted to EPA for review and decision for its approval. In case, approval is granted, the implementation of the EIA and conditions of approval would be followed. For the projects which are

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not approved, the project should be redesigned and EIA should be resubmitted for review and approval. As per IEE/ EIA Regulations, 2000 the review time period required for EIA is 90 days. A preliminary scrutiny is initially carried out by the Federal Agency for confirmation that the EIA is complete for commencement of a detailed review process. To ensure public participation the Federal Agency shall entrust the proponent to issue a public notice 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, 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 be accessed. The notice issued shall fix a date, time and place for public hearing of any comments on the project or its EIA. The proponent will bear all expenses incurred during the public hearing and any arrangements to be made for it. The date fixed for the public hearing will not be earlier than 30 days from the date of publication of the notice. The Federal Agency shall also ensure the circulation of the EIA to the concerned Government Agencies and solicit their comments thereon. All comments received by the Federal Agency from the public or any Government Agency shall be collated, tabulated and duly considered before decision on the EIA.

2.1.4 National Environmental Quality Standards (NEQS) On November 26th 2010, the SRO 1062(1)/2010 was issued which defines the standards for drinking water, air and noise. During the construction and post development phase of the project, NEQS will apply to all type of effluents and emissions. Lists of all the NEQS are attached as Annex I.

2.1.5 National Environmental Guidelines Sectoral Guidelines for Environmental Reports - Major Roads This guideline categorizes Major Roads as motor ways, major rural roads and major urban arterial roads. Ancillary facilities such as all works within the right of way, restoration of access to surrounding property, traffic control devices, administration buildings, tollbooths, truck weighing facilities, rest and service areas, borrow pits, maintenance depots and construction compounds are also included within the scope of the guideline. The guideline aims to assist proponents in identifying the key environmental issues as well as mitigation measures and alternatives that should be considered during the construction of a Major Road Project. Guidelines for Public Consultation These guidelines are the part of a package of regulations and guidelines. The policy and procedure for filling, review and approval of environmental assessments require proponent to consult with the affected community and relevant NGOs during the preparation of an Environmental Assessment Report. It provides assistance throughout the environmental assessment of project by involving the public which can lead to better and more acceptable decision-making.

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EIA Process in Pakistan

Figure 2-1: The Current EIA Process

2.1.6 The Constitution of Pakistan, 1973 Under the Constitution, FATA is included among the territories of Pakistan (Article 1). It is represented in the National Assembly and the Senate but remains under the direct executive authority of the President (Articles 51, 59 and 247). Laws framed by the National Assembly do not apply here unless so ordered by the President, who is also empowered to issue regulations for the peace and good government of the tribal areas. Currently, FATA continues to be governed primarily through the Frontier Crimes Regulation 1901. It is administered by Governor of the KP in his capacity as an agent to the President of Pakistan, under the overall supervision of the Ministry of States and Frontier Regions in Islamabad.

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2.1.7 The Frontier Crimes Regulation 1901 The Frontier Crimes Regulations 1901 (FCR) sanctions the tribal customary practices as the appropriate means to deal with crimes and civil issues in tribal areas, establishes the authority and the jurisdiction of the Political Agent (PA) as the supreme representative of the Government in those areas, and stipulates that legal rulings are to be taken by the PA in agreement with the Tribal leaders. In FCR 1901 under regulation 56 the property rights are protected and no person can be deprived of his assets without compensation on consensus rate. The judicial system in FATA is a hybrid colonial-era legal framework that mixes traditional customs and norms with executive discretion. The regulations do not specifically provide any environment related directives, but it outlines the administrative setup and the judicial system in the area. Additionally, it is the supreme law in FATA and other civil and criminal laws are not extended to the area. It serves all purposes both of procedural as well as substantive law. Until 1997, the Commissioner acted as a provisional court but in 1997 it was amended and turned into appellate forum and the powers of revision of the Commissioner’s verdict were given to the tribunal consisting of secretaries of Home and Law Department. Since the Land Acquisition Act of 1984 is not applicable in FATA, land acquisition follows the FCR 1901 provisions which provide an administrative set-up for FATA including acquisition of asset for public purpose projects. Though, the FCR stipulates that land/assets compensation will be based on consensus rate (negotiated settlement between the land owners and the PA) that fits with World Bank’s policy requirement, however a comparison of land acquisition under FCR 1901 applicable in FATA and the World Bank’s Policy on Involuntary Resettlement (IR) shows that there exist major differences in the two instruments.

2.2 Administrative Framework 2.2.1 FATA Secretariat The FATA Secretariat is the main administrative body for the FATA region dealing with administration, finance, law & order, planning & development, projects and social welfare. In Pakistan all issues pertaining to land use and land ownership are a provincial subject. In FATA for the Peshawar-Torkham Motorway, recently established KP Highway Authority / Works and Services Department (W&SD) and National Highway Authority (NHA) for federal roads through Political Agents of concerned agencies are empowered to carry out the acquisition of private land or any built up property for public purposes after paying compensation as per the agreed rates or practice in vogue in other settled areas. For making a double road, straightening the curves, making diversions, establishing labor camp and setting up machinery yards some temporary land acquisition and resettlement of families may have to be undertaken. These actions will follow the requirement of the relevant World Bank safeguards policy (OP4.12).

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2.2.2 Political Agents The FATA region is administered by political agents (PA). Each agencies PA is assisted by a number of assistant political agents, tehsildars (administrative head of a tehsil) and naibtehsildars (deputy tehsildar), as well as members from various local police (khassadars) and security forces (levies, scouts). As part of administrative functions, the political agent oversees the working of line departments and service providers. PA is responsible for handling inter-tribal disputes over boundaries or the use of natural resources, and for regulating the trade in natural resources with other agencies or the settled areas. The political agent plays a supervisory role for development projects and chairs an agency development sub-committee, comprising various government officials, to recommend proposals and approve development projects. He also serves as project coordinator for rural development schemes. In this supervisory role PA is the primary authority in implementation and overall supervision of the ESIA.

2.2.3 National Highway Authority (NHA) As the project proponent, NHA holds the primary responsibility for the implementation of the component I of the project. NHA ensures that it maintains liaison with its line departments to ensure compliance with all environmental regulations and laws which apply to the project including any construction prerequisites such as permits and clearances that need to be met before the commencement of the project. The office of Environment, Forest, and Social of NHA will be responsible for ensuring that all the measures proposed in the Environmental Management Plan are effectively implemented by the contractor during construction phase and by Directorate of Operation & Maintenance of NHA during operation phase of the proposed Project.

2.2.4 Pakistan Environmental Protection Agency, Pak-EPA The Pakistan Environmental Protection Agency, is the prime regulatory body which deals matters pertaining to Environment in FATA. It was established under section (5) of the Environmental Protection Act (PEPA), 1997 and functions as the leading authority for its implementation. The role of the Pak-EPA is to assess the ESIA and make sure that it is in compliance with the PEPA 2000.

2.2.5 Directorate of Forest, Environment and Wildlife, FATA The directorate is headed by the ‘Conservator Forest’ with a divisional officer forest in each agency. Since its inception, the Forest Directorate has been working for the development and promotion of forestry, soil conservation works, watershed management, wildlife conservation and sericulture/ moriculture. At present federal or provincial forestry act has not been extended to FATA, therefore legally defined categorization of forests does not exist. Local tribes own all the forests and pastureland. This ownership is governed by customary laws based on boundary rights and use of forests and may fall in the category of individual, joint family and/or collective ownership of the tribes (Shamilat). Un-productive waste and dry lands mostly used as pastureland are shamilat. Since the construction of the Peshawar-Torkham Motorway is bound to involve clearing of vegetation and felling of trees within the Right of Way (ROW) of the project, the project contractor will be responsible

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for the proceeding of this activity in consultation with the Forest Directorate. Tree Plantation along the road forms an integral component of the mitigation measures undertaken to off-set the adverse environmental impacts of the project. Consultations will also be carried out with the Forest Directorate for a careful selection of tree/plant species which could be planted in the project area.

2.3 Compliance Action Requirements In Table 2-1 current legal requirements are listed with brief discussion about status in respect of present study area. Table 2-1: National Regulatory Framework applicable to the project

Sr.No Policy Remarks

1 National Environmental . The proponent will ensure consideration for Policy, Legislation and environmental resources while planning the project Guidelines . Stipulations set out by the Pakistan Environmental . National Protection Act (1997) regarding the carrying out of an Environmental Policy, EIA/IEE study for the project will be met. 2005 . The proponent will adopt measures for pollution . National Conservation prevention and control during the construction and Strategy operational phase of the project and will adopt a policy for waste minimization and re-use where possible. . In accordance with the National Conservation Strategy, the project in general will adhere to the National Laws for prevention of Pollution, Water Conservation and sustenance of biodiversity. 2 Pakistan Environment . The project proponent, construction contractor and all Protection Act, 1997 regulatory bodies responsible for the project will . Section 11 ensure that all emissions, effluent or waste discharges, (Prohibition of Certain release of air pollutants and noise levels will adhere to Discharges or the National Environmental Quality Standards at all Emissions) times. . Section 12 (EIA/IEE) . A detailed Environmental Impact Assessment will be carried out for the project. . Section 14 (Handling of Hazardous . Proper environmental approval will be obtained from Substances) the Environmental Protection Agency prior to construction or operational phase of the project. . Section 15 (Regulation of Motor Vehicles) . All project vehicles will abstain from releasing vehicular emissions or generating noise in excess of the limits set

forth by the NEQS for Vehicular Emissions. 3 Pakistan Environmental . The project is categorized under Category A of the Protection Agency, Review regulations and a comprehensive EIA study will be of IEE and EIA Regulations, carried out to assess its impacts on the selected project 2000 area and nearby surroundings.

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Sr.No Policy Remarks

4 National Environmental . The construction Contractor will ensure that the NEQS Quality Standards (NEQS) are met during the construction phase of the project. . Regular Monitoring and Testing will be carried out for air, water, noise and soil quality in the project vicinity by an EPA-certified Laboratory and the results will be reported to all relevant authorities. 5 National Environmental . Key environmental issues for the project and all Quality Standards (NEQS) associated ancillary works will be identified using the . Sectoral Guidelines for Sectoral guidelines for Major Roads and included in the Environmental EIA/ESIA report along with appropriate mitigation Reports - Major Roads measures. Guidelines for Public . The guidelines for public consultation will be utilized Consultation during the project for consultation with, and dissemination of information to the public and the communities affected by the project. 6 The Constitution of . Under the Constitution, FATA remains under the direct Pakistan, 1973 executive authority of the President (Articles 51, 59 and 247). In accordance with these stipulations of the constitution the Pakistan Environmental Protection Act (PEPA), 1997 has been extended to the FATA region and all matters pertaining to the environment will be dealt with as prescribed by the PEPA, 1997. 7 The Frontier Crimes . For this project the FCR will be used as the prime piece Regulation 1901 of legislation to settle matters of Land Acquisition or Resettlement, with moderation by the Political Agents and Local Jirga members to decide on appropriate compensation for any losses that may be accrued by the affected people and communities.

2.4 The World Bank Policies & Guidelines 2.4.1 Overview The World Bank (WB) categorizes development projects according to the type, location, sensitivity and scale of the project as well as the nature and magnitude of project’s potential adverse social and environmental impacts. The World Bank has comprehensive environmental and social safeguards ensuring that environmental and social sustainability remains a cornerstone of economic growth and poverty reduction through its interventions.

2.4.2 OPs Triggered In Table 2-2 World Banks’s guidelines are listed against their triggering remarks with respect to the reasons for triggering the respective guidelines.

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Table 2-2: World Bank Policies applicable to the project

Safeguard Policies Triggered? Explanation

Environmental Yes The project involves construction of an expressway on a Assessment OP/BP 4.01 new alignment with significant adverse environmental and social impacts. Therefore, the policy has been triggered and the project has been classified as category A project. The potentially negative impacts of the Expressway related to the construction stage include soil erosion, improper disposal of spoil, land and landscape transformation resulting from loss of vegetation, destabilization of mountain slopes; water availability and change/blockage in drainage patterns; air pollution from asphalt plant, vehicles and construction machinery; noise and vibration from blasting, construction works and machinery movements; waste from construction activities as well as labor camp; restrictions and disturbance to the public movement and transportation; displacement of population, disturbance to people, disruption of traffic and some possible impacts on the health and safety of general public and workers. And, during operations phase, negative impacts may include noise pollution, increase in greenhouse gasses emissions due mainly to the increased volume of traffic, erosion and road safety. Natural Habitats OP/BP No The proposed project passes through a hilly terrain with 4.04 dominant dry barren mountains. The area is generally very dry and poorly vegetated with low biological diversity due to the shortage of water, limited rainfall, and poor soil. Much of this region has been cleared for cultivation, and biological diversity is very low. Therefore, the policy is not triggered. Forests OP/BP 4.36 No The proposed project is unlikely to directly affect forest as defined by this policy and, therefore, the policy is not triggered. Pest Management OP No The proposed project will not finance or use Pesticides. 4.09 Physical Cultural Yes There are a number of sites of historical and cultural Resources OP/BP 4.11 interest in the vicinity of the Project area. Indigenous Peoples No The only recognized IP in Pakistan are the Kalash. This OP/BP 4.10 project will not affect them in any way. Hence, this policy has not been triggered Involuntary Yes Physical and economic displacement related impacts are Resettlement OP/BP expected from expressway construction. Roughly 527 4.12 affected Households will experience significant social impacts, and approximately 4,273 persons will be

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Safeguard Policies Triggered? Explanation impacted by the Expressway. Major potential adverse impacts of the project are expected from land acquisition, loss of trees and crops, and loss of livelihoods. There are population centers of varying density falling along the alignment and within the ROW. A Resettlement Action Plan (RAP) has been prepared for the Expressway. Safety of Dams OP/BP No The project does not involve construction of dams. Hence, 4.37 this policy is not triggered. Projects on No The project area has some streams which may meet the International definition of International Waterways as defined by the Waterways OP/BP 7.50 policy. However, OP 7.50 is not applicable to expressway projects. Projects in Disputed No The project is not located in a disputed area/territory. Areas OP/BP 7.60 Therefore, this policy is not triggered.

2.4.3 Compliance with WB OPs 2.4.3.1 OP 4.01 Environmental Assessment This OP provides the framework for the World Bank environmental safeguard policies and describes project screening and categorization to determine the level of environmental assessment required. For category A and B projects, the Policy requires public consultation and disclosure to be undertaken as a part of the Environmental Assessment process. The Policy sets out requirements to comply and report on implementation of any environmental management plans (i.e. mitigation measures, monitoring program, etc). This policy has been triggered. Category A: A proposed project is classified as category A if it is likely to have significant adverse environmental impacts that are sensitive, diverse or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical project works. A full, comprehensive EIA following all the requirements specified in OP 4.01 is required for projects that fall into Category A. The Khyber Pass Economic Corridor Project has been categorized as “Category A” project. Main reasons behind assigning category A is that it has significant environmental and social impacts, few of which would be long term and / or permanent. The road construction from Peshawar to Torkham entails significant civil works to be carried out. Furthermore, the proposed project could significantly alter the life of local population. Finally, land acquisition and some localized resettlement might be required. For category “A” projects borrowers are required to consult with project affected groups and local non-governmental organizations about the project’s environmental aspects and take their views into account. Borrowers must (a) initiate consultations as early as possible; (b) consult groups at least twice (before terms of reference for the assessment are finalized and once draft assessment report is prepared); (c) consult affected groups throughout project implementation as necessary to address related issues.

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In order to comply with this policy, a comprehensive Environmental & Social Impact Assessment (ESIA), including Environmental & Social Management Plan (ESMP) has been prepared. This document is the draft ESIA. Furthermore, the ESIA process included two stage consultation; the first stage has been completed while the second stage is underway currently. The Environmental & Social Impact Assessment (ESIA) in hand is fully committed to the requirements determined in the WB Safeguard Policy. The environmental works carried out by the consultants on behalf of project proponents have been essentially guided by these rules as enunciated in the OP 4.01 Annex B “Contents of an Environmental Impact Assessment Report”. 2.4.3.2 OP 4.11 Physical Cultural Resources This Policy sets out the World Bank requirement of avoid or mitigate adverse impacts resulting from project developments on Physical Cultural Resources (PCRs). Such PCRs may include moveable or immovable objects, sites, structures and natural features of historical, paleontological, religious or cultural significance. The Policy stipulates that project impacts on PCRs should be addressed an integral part of environmental assessment. The Policy mandates developing procedures for identification and mitigation of potential impacts on physical cultural resources, including provisions for monitoring such impacts and for managing chance finds (physical cultural resources encountered unexpectedly during project implementation). The ESIA has assessed the impact of the Project on physical cultural resources and has prepared a Physical Cultural Resources Management Plan (PCRMP). The mitigating measures may range from full scale site protection to selective mitigation, including salvaging and documentation, in cases where a portion or all of the physical cultural resources may be lost. 2.4.3.3 OP 4.12 Involuntary Resettlement The World Bank aims to avoid involuntary resettlement wherever possible. However, where acquisition of land or assets is necessary, the Policy sets out requirements for participation in resettlement planning, mandates compensation for assets at replacement costs and expects the borrower to see that incomes and standards of living of affected persons are improved or at least restored to what they were prior to displacement. This policy also promotes community participation in planning and implementation of resettlement. It provides assistance to the affected persons regardless of legality of land tenure. This Policy has been triggered by the project. To comply with this policy, a comprehensive Resettlement Action Plan (RAP) and other documents (ESMP, SMF and EMF) have been prepared. The RAP lists all affectees, and establishes mechanism for compensation. The ESIA also establishes a grievance redressal mechanism, including that to cater to the complaints from the women. 2.4.3.4 Access to Information This Policy sets out the Bank’s requirements for disclosing and sharing information. This Policy reaffirms the Banks’s commitment to transparency and accountability in its activities for promoting development effectiveness and poverty reduction.

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2.4.3.5 Environmental, Health, and Safety Guidelines In addition to operational policies (OP), the WBG has also established its EHS guidelines for all the interventions that are financed by the group. These EHS Guidelines are technical reference documents with general and sector-specific examples of Good International Industry Practice (GIIP). Following EHS guidelines are relevant to the proposed project during the construction and operation phase: GENERAL EHS GUIDELINES: Issues associated with the construction and operation of maintenance facilities are addressed in the General EHS Guidelines with other key element like Environment and OHS at workplace as well as for community. EHS Guidelines for Construction Materials Extraction: Issues associated with sourcing of construction materials are presented in the EHS Guidelines for Construction Materials Extraction. Environmental, Health, and Safety Guidelines for Toll Roads: EHS issues associated with road projects, which occur during the construction and operation phase, along with recommendations for their management are included in the guidelines. EHS Guidelines for Retail Petroleum: Issues related to vehicle service areas are included in the EHS Guidelines for Retail Petroleum Mitigations and preventive measures, based on the above guidelines, have been incorporated in the ESMP that forms a section of this ESIA. Furthermore, the contractor will be bound to prepare and submit a comprehensive OHS plan before commencing work. The mentioned EHS guidelines will be adhered to during the construction and operation of the project.

2.5 International Conventions and Treaties 2.5.1 International Convention on Biodiversity The International Convention on Biodiversity was adopted during the Earth Summit of 1992 at Rio de Janeiro. The Convention requires parties to develop national plans for the conservation and sustainable use of biodiversity, and to integrate these plans into national development programmes and policies. Parties are also required to identify components of biodiversity that are important for conservation, and to develop systems to monitor the use of such components with a view to promote their sustainable use.

2.5.2 The Convention on Conservation of Migratory Species of Wild Animals, 1979 The Convention on the Conservation of Migratory Species of Wild Animals (CMS), 1979, requires countries to take action to avoid endangering migratory species. The term "migratory species" refers to the species of wild animals, a significant proportion of whose members cyclically and predictably cross one or more national jurisdictional boundaries. The parties are also required to promote or co-operate with other countries in matters of research on migratory species. The Convention contains two appendices. Appendix I contain the list of migratory species that are endangered according to the best scientific evidence available. Appendix II lists the migratory species, or groups of species, that have an unfavourable conservation status as

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well as those that would benefit significantly from the international co-operation that could be achieved through intergovernmental agreements.

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3 Description of the Project (Component-I)

3.1 Project Area The Peshawar-Torkham Economic Corridor Project is to be located the district Peshawar of the province of Khyber-Pakhtunkhwa (KP) and Khyber Agency of the Federally Administered Tribal Areas (FATA). The Expressway under component I starts from end of Peshawar Northern Bypass about 12 km from the city and ends in Torkham. Further location details are given under Section 3.3 Project Location. All activities of the Component I are going to take place in FATA. This study deals only with Expressway to be constructed under Component I. Therefore, this chapter only describes in detail Component I.

3.2 Project Location for Peshawar – Torkham Expressway The proposed project starts from the end of Peshawar Northern Bypass at the TakhtaBaig Bridge from tehsil Jamrud of Khyber Agency and ends at the Torkham border. Torkham border is located on the Durand Line. It connects Nangarhar province of Afghanistan with Pakistan's Federally Administered Tribal Areas (FATA) and Khyber Pakhtunkhwa.Peshawar-Torkham Motorway passes through Peshawar - Jamrud – Baghyari post- Lala China- Ali Masjid – Kata Kashta- GagraSar- Char Bagh- Gurjura - WaliKhel - LandiKotal - Torkham. The alignment of the proposed motorway mostly follows the valleys and hilly slopes. The proposed ROW as recommended by design engineers will be 100 m for the entire route. The first 6 km pass through Shakus relatively plain area, 6 to 22 km passes through hills, bed of Nullah, Lala China 19+700 to 20+000 km overlaps with existing Peshawar-Torkham Road near Ali Masjid (20+100 to 20+700). The existing alignment traverses through Kata Kushta (22+700 to 26+00), Gaghra (26+800). Changikhel (26+800 to 27+800), WaliKhel (28+100 28+700), NekiKhel (29+700 30+800) Shiekhwal (32+700 to 33+200), Sadukhel (33+330 to 35+600), before it meets with at AyyubAfridi Village (31+700 t0 32+700) and passes near LandiKotal through Khuga Khel and meets at Torkham international border. The detailed chainage of the Project along with land use of this road section are shown in Table 3-1 and the Strip MAP based on preliminary design illustrating the road alignment is given as Figure 3-1

3.3 Project Rationale and Justification The existing Peshawar-Torkham trans-border asphalt road facility is providing service for various slow and fast-moving vehicles, mixed motorized means of transport, which significantly reduced its efficiency. The road is on the verge of being no more capable to withstand the growing traffic volume and axle load, long haul and international local transport demands as well as social and road safety rules. Most of all, the growth and transformation strategy under CAREC corridor is formulated to bring about fast economic development requires an improved road and transport system to carry industrial products.

Project Description

ESIA of Peshawar-Torkham Motorway

The existing alignment is approximately 6 meters wide is deficient in capacity even for the current traffic volume. The road alignment passes through heavily populated settlements on sides, involving steep gradients and sharp curves and it is difficult to commute by modern large commercial vehicles. Conversely, the proposed 4-lane Motorway will be built on a new alignment with much improved geometry. The proposed 4-lane motorway will be constructed as a dual highway facility with a 7.3- meter-wide carriageway on each side and 3.0-meter-wide treated shoulders. The proposed Motorway investment project will reduce travel and transit costs and times both on new roads and on the existing road network. It will also improve road safety, time and cost along the whole logistical chain. Figure 3-1: Strip Map Illustrating the Road Alignment

Table 3-1: Proposed ROW Details and Land Use Pattern of Section 1 Chainage (km) Land Use 0+000 – 6+000 Open Land with rising grade

6+000 – 22+000 Descending through hills and running along bed of Nullah and hills on other side 22+000 – 28+000 Joining with the existing road with widening and improvement as no other viable corridor available. Road passes through hilly area and settlements 28+000 – 36+000 Moving along the existing road and then ascending towards hilly track passing through the small villages.

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Chainage (km) Land Use 36+000 – 40+000 Alignment traverses through hilly area climbing from elevation of 1065 m to 1100 m (amsl). 40+400 – 47+141 Alignment is climbing down from 1100 to 710 m (amsl) and terminates at Pak-Afghan Border. Overlapping existing road with widening and improvement as no other viable corridor available

3.4 Administrative Jurisdiction of the Project The starting point of the project alignment is from Peshawar Ring Road near Hayatabad town about 12 km Peshawar city that lies in Khyber Pakhtunkhwa Province. However, the proposed project Peshawar-Torkham section falls under the administrative jurisdiction of Khyber Agency, Federally Administrative Tribal Areas.

3.5 Project Implementation Schedule The ground-breaking ceremony of the 47.95 km Peshawa-Torkham section of the Peshawar Kabul Motorway has been performed on August 27, 2015, by President Mamnoon Hussain in Shagai, Khyber Agency. The construction works for the project are expected to begin in late 2017and it will take around 24 months and it may take more time depending on the ground situations.

3.6 Cost of the Project The engineer’s estimated cost for the proposed project is PKRs. 34,229 million.

3.7 Proposed Motorway Alignment The preliminary topographic survey has been carried out in April &May 2017 by using dual frequency GPRS. All the existing structures and the topographic features have been identified. The survey was based on UTM coordinate system. Comparisons of existing and proposed alignment are shown in Figure 3-2. By using Digital Terrain Model (DTM) and the preliminary topographic survey data the most feasible and cost-effective alignment/route has been proposed for the Peshawar-Torkham Motorway and meets all design standards of TOR. The adopted minimum radii are 125 meters and the longitudinal grades are less than 6%. The total length of the proposed alignment is 48.18 kilometers which are less than the length mentioned in TOR. Following map shows the proposed motorway alignment of Peshawar-Torkham. Following Table 3-2 describes the proposed/adopted alignment for Peshawar- Torkham Motorway.

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Figure 3-2: : The Existing and Proposed New Alignments

Existing Alignment Proposed Alignmen t

Table 3-2: Description of Proposed Motorway Alignment

Sr. No. Section Chainage Alignment Description

km 0+000 Proposed motorway alignment starts from the end point of Peshawar Northern Bypass. An interchange has been proposed at 1 to Km 0+000 to connect the proposed alignment with National Highway (N-5). Generally, terrain is rolling to flat and on the right km 7+000 side of the alignment nullah flows.

km 7+000 The alignment runs through mountains. At km 11+600 alignment passes near Baghyari Check Post. From km 20+700 to km 22+700 2 to proposed alignment passes through Ali Masjid and runs along the km 22+700 existing alignment (N-5) on the left side.

From km 22+700 to km 26+000 proposed alignment passes km 22+700 to through the narrow mountainous valley and generally 3 km 26+600 follows/overlaps the existing alignment (N-5). There is no other option to design alternate alignment in this reach.

km 26+600 to An interchange has been proposed at 29+400 (Wali Khel 4 Interchange). Horizontal geometry has been improved near km km 35+000 28+700.

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Sr. No. Section Chainage Alignment Description

km 35+000 to Alignment in this reach runs along build-up area of LandiKotal. At 5 km 35+000 proposed alignment continues on the right side of the km 40+000 mountain to remain low as much as possible.

This part is the most difficult section and the proposed alignment km 40+000 to runs on the left side of the existing alignment. In this section, huge 6 km 45+000 cutting shall be involved to accommodate motorway horizontal and vertical geometry to meet design standards.

km 45+000 to The proposed alignment crosses the existing road at km 45+000 & 7 km 46+100. From km 47+200 to km 48+180 (endpoint) alignment km 48+180 follows the existing road (N-5).

3.8 Project Design Components and Facilities The proposed preliminary design of the Project was prepared considering the motorway design standards as per ToR. The infrastructure facilities of the proposed Motorway include two interchanges to allow free flow of traffic. The interchanges are proposed at the starting point (0+000 km) and at Wali Khel (29+400 km). The land required for these interchanges is approximately 175,000 m2 and 100,000 m2 respectively. In addition, a number of bridges have been proposed at Ali Masjid and efforts have been made to minimize resettlement and social issues. The details of the design components and facilities are provided in the Table 3-3. Throughout the alignment ROW and horizontal radius will be variable. Inventory of structures to be constructed at interchanges are listed in Table 3-4. Table 3-3: List of Bridges, Interchanges, and flyovers with respective distance in Km’s Facilities/ No. Location Remarks Infrastructure Interchanges 02 Km 0+000 For free flow of traffic. Km 29+400 1. At the start point of Motorway 2. Walikel Interchange Underpasses 04 Km 5+590 To allow the free flow of traffic on the existing Km 21+500 N-5 and other major roads. Km 28+910 Km 45+105 Subways 03 Km 7+435 For small roads and to facilitate local villagers Km 17+760 and cattle for safe cross of highway as safety Km 18+720 measures. Box Culverts 124 At different For local cross drainage and to avoid the locations impounding of the area

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Facilities/ No. Location Remarks Infrastructure Flyovers 02 Km 2+490 For major road crossings and to avoid impact Km 43+950 on highly congested properties and settlements. Cattle Creeps 02 Km 1+120 To facilitate local villagers and cattle for safe Km 3+900 crossing of highway as safety measures. Bridges over 25 At various For cross drainage and to facilitate the local Nullah locations population for crossing residing on either side of nullah and streams. Table 3-4: Inventory of Structures at Interchanges

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Figure 3-3: Typical Cross Section of Bridge

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Figure 3-4: Typical Cross Section of Motorway

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Figure 3-5: Typical Cross Section of Motorway

40 Project Description ESIA of Peshawar-Torkham Motorway

3.9 Traffic Mapping along the Peshawar-Torkham Route According to the Traffic Study Report for Peshawar –Torkham Section of Peshawar Kabul Motorway Project conducted in July 2017 average daily traffic count is approximately 7,818. A traffic count survey was carried out at two selected locations on existing alignment, namely Baghyari Post and Michni Post. The surveys included traffic count and origin-destination surveys. Regions of influence were divided into zones to carry out Origin-Destination Surveys. Summary of results of traffic count survey is given in Table 3-5 and 3-6 below: Table 3-5: Daily Traffic Count

Trucks Trucks (Articulated) Car Wagon Coaster Mini Station (Rigid) Jeep Pickup Mini Bus Truck Total 2- 3- 3- 4- 5- 6- Bus Axle Axle Axle Axle Axle Axle

Baghyari 5004 1399 1768 6 50 443 174 84 164 92 467 9651

Post

Michni 4107 431 557 6 54 213 72 33 80 33 392 5978

Post

Table3-6: Average Daily Traffic (ADT)

Car Wagon Mini Trucks (Rigid) Trucks (Articulated) Coaster Jeep Pickup Bus Truck Total 2- 3- 3- 4- 5- Mini Bus 6-Axle Axle Axle Axle Axle Axle

4556 915 1163 6 52 328 123 59 122 63 430 7817

Average Daily Traffic of N-5 patch from Peshawar to Torkham, clearly indicates that number of vehicles will increase every year triggering more road density. This increasing number of vehicles traveling through N-5 forecasts low traffic speed (more fuel consumption), traffic jams and accidents. Moreover, the proposed 4-lane motorway will help to wane the drastic forecast of traffic jams and accidents along the route. The design of the proposed Motorway will be carried out on the basis of latest traffic counts. Therefore, it is imperative to construct the proposed motorway so that the future traffic and road safety problems could be resolved.

3.10 Geometric Design Parameters for New Alignment Keeping in view the traffic count facts retrieved from the study at two allocated locations along the existing alignment (N-5), geometric design parameters have been planned. These parameters include

Project Description ESIA of Peshawar-Torkham Motorway

design speed, minimum stopping sight distance, ROW, and different road design-related considerations for different terrain types. Details of geometric design parameters are given in Table 3-7. Table3-7: Geometric Design Parameters for the Proposed Motorway Route Units Type of Terrain Sr# Design Elements Interchanges (Km/h) Plans Rolling Mountainous

1 Design Speed (Km/h) 100-120 80-100 60-80 50

Minimum Stopping 2 Meter 185-250 130-185 83-130 65 Sight Distance Maximum rate of 3 % 6 6 6 6 super-elevation 4 Horizontal Curvature (i) Absolute Minimum Meter 437-765 252-437 123-252 79 Radius (ii) Radius above which no super- Meter 3510 2560 1710 750 elevation is required Road Formation 5 Meter 24.2 24.2 24.2 10.3 Width Inner Lane = 3.65 6 Carriageway Width Meter Outer Lane = 3.65 Inner = 1.0 Inner = 1.0 7 Shoulder Width Meter Outer = 3.0 Outer = 1.0 Earthen = 0.5 Earthen = 0.5 Carriageway = 2.0 8 Cross Fall Slope % Outer Shoulder = 4.0

9 Maximum Grade % 3 3 6 6

10 Minimum Grade % In Fill 0.3% & In Cut 0.5%

11 Rate of Vertical Curvature K Value (i) K Value for Crest L/A >52 - >95 >26->52 > 11 - >26 >7 Vertical Curve (ii) K Value for Sag L/A >45 - >63 >30- >45 > 18 - >30 >13 Vertical Curve 12 Fill Slope (i) 0.0 m – 3.0 m Fill H:V 2:1 2:1 2:1 2:1 Height

(ii) >3.0 m Fill Height H:V 1.5:1 1.5:1 1.5:1 1.5:1

42 Project Description ESIA of Peshawar-Torkham Motorway

Units Type of Terrain Sr# Design Elements Interchanges (Km/h) Plans Rolling Mountainous 13 Cut Slope (i) 0.0 m – 3.0 m Cut H:V 0.5:1 0.5:1 0.5:1 0.5:1 Height

(ii) >3.0 m Cut Height H:V A*:1 A*:1 A*:1 A*:1

Minimum Vertical 14 meter 5.5 5.5 5.5 5.5 Clearance

15 Right of Way (ROW) meter 100 100 100 50

*Value of “A” is provided in cross-section drawing w.r.t. material type and stability of rock

3.11 Civil Works Details of the civil works are given in Table 3-8. Table 3-8: Civil Work Details Pavement Design Design Life 10 Years

Cumulative Equivalent Standard Axle Load 26 million tons* (ESAL) Pavement Thickness Embankment Height 45m

Main Road Asphaltic Surface Course 4 cm

Asphaltic Wearing Course 6 cm

Asphaltic Dense Graded Macadam 12 cm

Asphaltic Seal Coat Macadam 01 cm

Aggregate Base Course 36 cm

Aggregate Sub-base 20 cm

Shoulder (both Sides)

Asphaltic Surface Course 4 cm

Base Course (Macadam 36 cm *(The above calculations are based on the assumption that maximum individual axle load shall be limited to 8.2 tons (maximum) by means of monitoring and enforcement.)

43 Project Description ESIA of Peshawar-Torkham Motorway

3.12 Construction Resource Requirement 3.12.1 Construction Material requirement The materials to be used in the construction of Peshawar–Torkham Highway would include coarse aggregates (crush), fine aggregates (sand), soil, water, asphalt, reinforcement, cement etc. Almost all these raw materials are mostly locally available along the alignment. Huge magnitude of construction material for proposed Peshawar–Torkham expressway will be procured from approved quarries and new quarries may be required to be approved by the contractor along the construction stage as well. Details of the construction material for the proposed motorway are discussed in the sections below. 3.12.1.1 Borrowing of Material for Sub Base The topography of the proposed Peshawar – Torkham Section of Peshawar – Torkham Highway project area is variable: including rolling to the flat and mountainous terrain. A suitable material for sub-base is available along the alignment at pertinent locations and hence is economical. The available material may consist of pit run or rock-cut gravels, sand-gravels mix or soil aggregates. Gravels, boulders mixed with sandy soil are available along the highway. Nullah’s bed in various locations in the start along the alignment has potential to provide an adequate quantity for sub-base and these extractions are approved by the local authorities. Whereas along the bank of river Kabul, river sand with different gradations can be adopted with mix modifications or the material will have to be imported from near around coarser quarries for the sub-base purpose. According to the Engineer’s estimate the construction of 48.181 km long expressway, 426,982 tons of sub-base material will be required. The following figure 3-7 provides tentative location of the borrow areas. It is to be noted that not all the identified locations will be used during the construction. The exact number and location of borrow areas will depend on the final design and also only the financial viability for the contractor to use a certain borrow area. Any borrow area to be used will be approved by the Supervision Consultant before commencing its use. (i) Crushed Aggregate Alignment encounters hilly areas at Soor Kamar, Ali Masjid, Gurjura and the last 5 km patch of the road towards Torkham. Blasting remnants of the road track will also be used as raw material for crushing which will be locally crushed to yield aggregate for road pavement and structures. Crushed stones will be tested by the Design Consultant and will be used if found suitable. (ii) Fine Aggregate (Sand) Samples of sand available from local Nullah and nearest bank of Kabul River will have to be tested by the design consultant for their graduation after removing coarse fractions. Also, the sand available from the bed of river Kabul has to be brought under analysis and gradation for the fulfillment of specifications before using for construction. Sand is going to be extracted with the help of cranes and transported by trucks. (iii) Sub-grade Material A large quantity of sub-grade (soil) will be required for sub-grade filling of 4-lane highway construction having 48+180 km length. Borrow pits will be developed at locations within reasonable reach which have the provision of suitable borrow material. To stop borrow pits from becoming the breeding ground for disease vectors will have to rehabilitated by leveling them to avoid filling of drainage water.

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Figure 3-6: Map of Borrow Areas along Alignment

Project Description

ESIA of Peshawar-Torkham Motorway

According to the Soil investigation report that was carried out along the proposed alignment route, out of 5 borrow sources for embankment, one source at km 27+500 meets the requirement of CBR for sub-base material which can be used as sub-base material. However, two crusher plants were identified for the aggregate base and sub-base materials. Collected materials from crusher plants at km 10+000 & km 27+500; tested for aggregate base and sub-base, stand good for the use. Test results are provided in soil and material investigation report as Annex-III. An exclusive summary of the construction billing is also presented in Table 3-9. Table 3-9: Construction Bill (Summary of Engineer’s Estimate) Bill No. Description Amount

1 Earth Work 13,518,672,653

2 Sub-Base and Base Course 4,186,294,613

3 Surfacing and Pavement 1,370,308,978

4&5 Structures & Drainage Works 10,515,615,904

6 Ancillary Works 1,227,229,789

7 Road Lighting 300,000,000

TOTAL AMOUNT (BILL N0. 1 - 7) A 31,118,121,937

- Miscellaneous Cost (5% of A) 1,555,906,097

- Contingency Cost (5% of A) 1,555,906,097

TOTAL COST 34,229,934,131

3.12.1.2 Water Assuming that the general water requirement for construction of a roadway amount to around 2% of the volume of the concrete mix required for the road, the amount of water required for construction is calculated below: Amount of water required for construction = 2% x (Embankment height) x (Length of the Road Stretch) x (Width of dual carriage-way+ shoulders) = 2% x (4.5 m) x (50 x 1000 m) x ( 2 x 9.3 m) = 83,700 m3

Project Description ESIA of Peshawar-Torkham Motorway

Additional water will be required for sprinkling to subdue the dust which may arise as a result of construction activities and to meet the domestic and sanitary needs of the labor at the construction camps. 3.12.1.3 Asphalt, Reinforcement, and Cement Two asphalt plants and two concrete batching plants will be required, in view of the quantum of construction works involved. Each such plant would require around 10 kanal area. Capacity of the asphalt plant will be 120 t/hr, while that of concrete batching plant will be 30 cum/hr. The exact siting of these plants will depend on the land availability and the stretches of the road where work starts earliest, as concrete and asphalt has the limited time to transport, after which it is no longer usable. Estimated usable time for asphalt is 5 hrs while that for concrete is 2-3 hours. However, it could be safely assumed that one asphalt plant and one concrete plant could be located at the start point of the proposed road near Peshawar, while the other one would be somewhere close to Landi Kotal. If any of these two material are not used within the specified time, they become waste that will be difficult to handle. Therefore, the Contractor should prepared environmental management plan for these plants.

3.12.2 Temporary Facilities Temporary facilities like construction yards, construction camp, workshops, and stores will have to be constructed and area will be designated as temporary. The project will also have quarries and excavation areas. 3.12.2.1 Construction/Labor Camps Camp site will be selected keeping in view the availability of adequate area for establishing camp sites, including parking areas for machinery, stores and workshops, access to local markets, and an appropriate distance from sensitive areas in the vicinity. The area required for construction camps will depend upon the deployed manpower and the type and quantity of machinery mobilized however estimated area required is 1000-1500 square yard for each camp site. In view of the area required, two probable sites have been identified and locations are shown in Annex IV. Environmental Management Plan considerations will be considered before the final selection of sites for the required purpose. 3.12.3 Manpower Requirements The contractor will mobilize staff depending on the stretch of the site to be constructed and package length awarded to the contractor. The manpower required during the construction and operation of the proposed Motorway is presented in Table 3-10 and 3-11 given below. The manpower for construction phase is further divided into office staff and field staff. The field staff would comprise of 20% skilled and 80% unskilled staff. Most of the unskilled workforce for construction of road will be acquired from local resources. In case of skilled workforce also, the locals will be given preference. However, considering the prevailing levels of education and vocational skills amongst the local population, it is expected that 70% or more of the skilled workforce will need to be hired from outside and rest could be hired from local resources.

47 Project Description ESIA of Peshawar-Torkham Motorway

Table 3-10: Manpower Requirements during Construction Sr.# Designation No. Posts Man-Months

Office Staff

1. Project Director (Engineer) 1 22

2. Director (Land Acquisition & 1 22 Resettlement)

3. Director (Environment & Afforestation) 1 22

4. Deputy Director (Environment) 2 22

5. Project Coordinator (Engineer) 1 22

6. Deputy Director (Engineer) 2 22

7. Assistant Director (Engineer) 3 22

8. LAC 1 22

9. Inspector/ Supervisor/Surveyor 6 22

10. Accountant 1 22

11. Superintendent (Admin) 1 22

12. Account Assistant /Superintendent 2 22

13. Steno-typist 2 22

Supporting Staff

14. Computer Operator 2 22

15. Quanoongo 2 22

16. Patwari 2 22

17. UDC 2 22

18. LDC 2 22

19. Driver 2 22

20. NaibQasid 2 22

21. Helper 2 22

22. Chowkidar 2 22

23. Sweeper 2 22

Field Staff

48 Project Description ESIA of Peshawar-Torkham Motorway

Sr.# Designation No. Posts Man-Months

24. Skilled 100 22

25. Unskilled (Labor) 400 22

Table 3-11: Additional NHA Staff for Operation/Maintenance of the Project Sr # Designation No. Posts Man-Months 1. Dy. Director (Eng.) 1 22 2. Asst. Director (Eng.) 2 22 3. UDC 2 22 4. Drivers 2 22 5. Naib Qasids 2 22 6. Chowkidar 2 22

3.12.4 Construction Machinery and Equipment The list of machinery and the equipment required but not limited to for the proposed project is as per the contact period for completion of the project and is enlisted in Table 3-12. Table 3-12: List of Machinery and Equipment Required for the Project Sr.# Type of Machinery and Equipment

1 Dump Truck 2 Front End Loader 3 Dozer

4 Grader

5 Vibratory Roller

6 Water Tankers

7 Aggregate Spreaders

8 Third Wheel Rollers

9 Tandem Roller

10 Asphalt Plant

11 Self-Propelled Pneumatic Roller

12 Asphalt Distributor

13 Batching Plant/Crusher

14 Concrete Transit Truck

49 Project Description ESIA of Peshawar-Torkham Motorway

Sr.# Type of Machinery and Equipment

15 Concrete Pump

16 Excavator

17 Water Pumps

18 Cranes

19 Vibrators

20 Generators

3.13 Refreshment Area and Rescue/Trauma Center Construction of refreshment area and rescue/trauma center has been planned to facilitate the travelers, on both sides of the road. It is expedient to establish an emergency service for the purpose of maintaining a state of preparedness to deal with emergencies and to provide timely response, rescue and emergency medical treatment to the persons affected by any accidents or any unforeseen circumstances (force majeure such as natural disasters etc.). This combined refreshment and rescue area will contain the following facilities: . Multipurpose parking e.g. for private vehicles, buses and tractor-trailer trucks . Fueling stations with workshops . ATMs . Paid telephones . Restaurants . A tuck shop . Washrooms . Restrooms and . Traveler information desk/guide

Proposed rescue center will provide the two basic facilities as per follows;

. Ambulance facility for medical emergency situations in case of roadside causalities . Firefighting equipped facilities to cope with fire emergencies

To manage these operations, operating staff will also be required. A list of operating staff required, their designation and no of personnel per designation is presented in table below.

Table 3-13: Staff Required for Rescue Services Sr. # Staff Designation Personnel per Designation

1 Emergency Officer 1

50 Project Description ESIA of Peshawar-Torkham Motorway

2 Rescuer 2

3 Driver 1

Location of the combined refreshment area and rescue center will possibly be along the middle of the route and it will be finalized after the validation of feasibility stage.

3.14 Current Status of the Peshawar – Torkham Project Component-I 3.14.1 Design Stage Design stage of the Peshawar-Torkham Project Component-I has been completed. And all the relevant details, including design components, geometric design parameters, engineering estimates of required materials and their costing are discussed in the above sections of this chapter. While detailed cross sections along with engineering design calculations are attached as Annex II.

3.14.2 Construction Schedule The first phase of construction could take upto 10 months. A detailed description of work plan of Peshawar – Torkham Component-I is also attached as Annex V.

51 Analysis of Alternatives ESIA OF PESHAWAR TO TORKHAM MOTORWAY

4 Analysis of Alternatives

Analysis of alternatives in an Environmental and Social Impact Assessment (ESIA) takes into account practicable strategies that can advance the elimination of any negative environmental impacts if identified. This section is a requirement of Pakistan Environmental Protection Agency and is critical in consideration of ideal project development with minimal environmental disturbance. Since the major aim of this report is identification of major impacts regarding all aspects of the projects, the findings obtained can be utilized for analysis of all possible options for final development. Efforts have been made using all appropriate options of engineering design in finalizing the road alignment to minimize the resettlement impacts as per World Bank policy. The area for new road alignment was selected keeping in view the minimum settlements located in the proposed RoW. The Project route is selected in such a way that it passes through thinly populated area. The Project passes through mixed land uses, viz. barren, hilly and bed of nullah. In the project area, most of the land is barren and not usable for cultivation. Further, a number of bridges have been proposed to minimize resettlement and social issues. This section covers the project alternatives which were examined for the construction of the Peshawar-Torkham Expressway, and explains the selection of the most feasible alternative in terms of economics, environment and health & safety.

4.1 Alternatives The following alternatives have identified to the project . No project option . Project road to follow exactly the existing route with no alteration. . Alternative new alignment route . Project as proposed in the feasibility An analysis of all above alternatives is as follows:

4.2 No Project Option The existing alignment (N-5 Highway) linking Peshwar-Torkham comprises of steep curvatures with minimum radii up to 15m, a situation that poses travel hazards for heavy traffic using this alignment, continuation use of the existing road section would not only mean an increase in travel risks, but will also result in higher transportation costs and more travel time between Peshawar to Torkham. Additionally, the maintenance costs due to wear and tear on vehicle that would occur due to travel on depreciated road conditions. The “No Project’’ option would result in lack of efficient transportation, discourage bi-lateral trade that is requisite economic development and growth for both countries and worsen the issue of traffic congestion on the existing road alignment.

4.2.1 Existing Road Alignment Characteristics The existing Peshawar-Torkham road (N-5) is metaled, being 6 meters wide with 2.0 meters shoulders at both sides. The total length of this old road alignment is 40.1km, while as per Google Earth length of the subject road is 47.95km.A brief discussion of the road alignment and terrain is given in the Table 4-1.A pictorial view of existing road alignment as per Google Earth is shown in Figure 4-1

Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

Table 4-1: Description of Existing Road Alignment Sr. No. Section Chainage Alignment Description

Existing alignment starts from the end of Peshawar Northern Bypass at km 0+000 TakhtaBaig Bridge near Jamrud. On both sides of the alignment, build-up area exists. On the right side of the road, abandoned railway track runs 1 to parallel to the existing road. ROW is very limited and variable between km 5+000 15-50 meter in built-up reach of Jamrud. Generally, terrain is rolling to flat in this reach.

km 5+000 The existing road passes through the built-up area of SoorKamar. The terrain is rolling to flat up to km 8+100. After crossing the nullah bridge 2 to at km 8+100 mountainous terrain starts. km 10+000

Numbers of sharp horizontal curvatures are encountered from km km 10+000 to 11+100 to km 12+500 to cope with the difficult mountainous terrain. The 3 km 15+000 road runs on the steep mountainous slopes in this reach. The minimum horizontal radius is up to 15 meters.

At km 18+000, the existing highway passes through Ali Masjid built-up after negotiating sharp horizontal turns at km 17+100 & km 17+760. km 15+000 to Alignment splits into two ways/directions from km 18+040 to km 19+430 4 with directional traffic going at different grades/levels. After crossing Ali km 20+000 Masjid, alignment runs along the nullah with various sharp turns. This particular area is V-shape river valley which is surrounded by high mountains having steep slopes.

km 20+000 to The existing highway runs on the slopes of high mountains along nullah 5 on its other side. Alignment passes through Gurjura built-up area. At km 25+000 several locations, railway track crosses the highway.

km 25+000 to In this section, existing highway runs through a rolling terrain and thickly 6 built-up area of WaliKhel. The ROW is variable between 20-50 meters in km 30+000 this reach.

Existing alignment passes through a built-up area of Landi Kotal. Alignment splits into two ways (Northern & Southern Bypass) from km 32+250 to km 34+550. Landi Kotal Northern Bypass is newly constructed km 30+000 to to bypass the old alignment. Old alignment runs along the railway track. 7 km 35+000 Landi Kotal Railway Station situated on left side of the road at km 33+100. Southern Bypass is highly encroached having shops on both sides, however; Newly constructed bypass also has limited ROW up to 15 meters.

This section of road runs through mountainous terrain and number of sharp curves are encountered to deal with difficult topography. Existing km 35+000 to highway again splits into two ways/directions from km 36+750 to km 8 km 40+300 38+930 with directional traffic going at different grades/levels. The longitudinal grades are very steep and maximum grades are up to 10% going towards Torkham.

53 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

4.2.2 Advantages

If the project is not taken up at all, then the MDTF money, efforts and time resource allocated for the proposed activities will be saved. These resources may become available for other projects in KP, FATA or Baluchistan that may not address the needs of the people of Landi Kotal and Jamrud. No land will be required and no disturbance will be caused to people through the land acquisition and resettlement processes. Furthermore, the recurring cost of the maintenance of the new roads along with the operational cost will be saved. No disturbance will be caused to any physical, biological and social part of the environment. The status quo will remain and no benefit or negative impact will be experienced by the communities of the project locations.

Figure 4-1: Existing Alignment of Peshawar – Torkham (N-5)

4.2.3 Disadvantages Not taking up the project would mean withholding the development in the severely affected areas in FATA, LandiKotal and Jamrud agencies in particular. The proposed project is of paramount importance in improving the access of the communities residing within the project area, particularly the remote mountainous communities as well as the other FATA agencies as a whole. If the project is not carried out, the opportunity to improve access to better health, education facilities, access to emergency help and swift movement outside the area (in case of a required evacuation) will be turned away. Furthermore, this would also mean restricting the opportunities of the residents of the Landi Kotal and Jamrud agencies to improved economic activity, trade enhancement, trans-border movement and connectivity with rest of the country. Also, the project would provide greater job opportunities to the local people, both during the construction and operational phases if not materialized that will result as major setback for poverty alleviation. Lastly, the pressure on the existing N-5 would continue leading to traffic jams and increase possibility of road accidents.

54 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

4.2.4 Conclusion For the No-project option, the analysis reveals that the weaknesses and threats far outweigh the potential strengths and opportunities. Therefore, the “No project option” is not recommended.

4.3 Improving Existing Road Alignment One of the alternatives is to widen the existing road and reduce sharp curvatures as well as sharp turns so as to enable the existing alignment to withstand growing traffic volume and axle road. However, land acquisition and resettlement will be significantly involved and there will be also potential negative impacts during construction period on temporary basis. The positive aspects are feasible and cost effective design to endure the heavy traffic, generate employment opportunities, develop an efficient trade corridor, avoid the traffic hazards, ensure a stable traffic flow, provide comfort to commuters and reduce the vehicle cost.

4.3.1 Advantages No costs will be incurred on the survey and design of new roads proposed as part of the project. Lesser quantum of land acquisition would be involved, however, its intensity and impact will be very high because of the well-settled nature of the population around the existing road. The environmental impact during the construction and operation of the roads would only be limited to the areas located on either side of the existing roads / tracks.

4.3.2 Disadvantages Access to new areas and settlements will not be developed and there will be no improvement in the existing road routes or in their limitations regarding distance and velocity. Furthermore, any geotechnical faults that exist with the existing road design, condition and alignment will continue to exist. Day to day increase in traffic and enhanced movement for trade in respect of regional trade corridor will result constrained highway insufficient to cater the needs down the road.Impacts on the environment will be caused by improvement of the road quality without yielding any advantage. Resettlement related issues will arise while accommodating dual carriageway in build-up areas i.e., Jamrud, Walli Khel & Landi Kotal.

4.3.3 Conclusion As is evident from the Table 4-1 that is not possible to widen the existing N-5 as it passes through build-up area, has sharp curves as well as turns, and has limited ROW. Furthermore, it is not a sound engineering proposal nor does it allow for all the envisaged benefits of the proposed project to be realized. Therefore, this option cannot be supported.

4.4 Alternative New Alignment In year 2005, NHA had carried out a detailed design of Peshawar-Torkham expressway and completed the initial design with new proposed dual carriageway alignment. After extensive study of existing alignment and topographic maps together with the high resolution satellite imagery it was concluded that realignment is necessary so that a four lane expressway shall meet the design criteria. Following map shows the previously proposed alignment of Peshawar-Torkham expressway.

55 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

Figure 4-2: Alignment of Peshawar – Torkham expressway – proposed in year 2005

4.4.1 Advantages

The costs previously incurred will be put to good use and new cost for initial and detailed design will be saved. The new alignment will withstand growing traffic volume and axle road. The positive aspects are feasible and cost effective design to endure the heavy traffic, generate employment opportunities, avoid the traffic hazards, ensure a stable traffic flow, provide comfort to commuters etc.

4.4.2 Disadvantages

If reviewed in the light of motorway design standards; this option has the following limitations: 1. Alignment has large number of horizontal curves due to which it shall be difficult to maintain vehicular operational speed which shall increase vehicle operational cost. 2. The minimum radii of horizontal curves are 60 meter however, as per TOR minimum radius should be 125 meter to meet the standard design criterion at 60 km/h design speed. 3. The altitude of the alignment is unnecessarily high near Landi Kotal. To counter this, number of loops/reverse curvatures were proposed which led to increased overall length of the alignment.

4.4.3 Conclusion This option will have similar general and environmental impacts as the alternative under consideration. However, it has few technical limitations that will hinder optimal operations in the long term. Countering these limitations will be very costly. Therefore, this option cannot be supported.

56 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

4.5 Proposed Project Alignment

4.5.1 Advantages By virtue of a detailed feasibility study (including ESIA), the proposed project is designed to encompass all the relevant technical, financial, environmental and social considerations relevant to the project. The project, as a result, addresses the urgent needs of the communities and is designed to be implemented in the most appropriate way entailing fulfillment of technical, financial, environmental and social requirements.

Along the proposed project, during construction and after construction there will be ample job opportunities for local population. Opening up of the area will result in better education, health and social welfare facilities and the project will bring gender development to area as well by providing women with better health facilities, educational facilities, occupational training centers and most importantly traveling facilities. The project area will experience definite poverty alleviation due to the developmental activities especially after the sufferings of the people during the military actions undertaken in the area during different armed operations against militancy. With the provision of smooth curves, release along congested points, negotiation along slopes at easier gradients and stronger road foundation will result safe route for movement. The primary objective will be to ensure safety at higher speeds on modern road. In the long run, the project is expected to be financially viable, socially acceptable, environmentally manageable, gender-neutral and pro-poverty alleviation.

4.5.2 Disadvantages A shortcoming of the proposed design is that from Km 23+600 to Km 26+100 proposed motorway alignment overlaps the existing alignment (N-5) being no other option to design alternate alignment due to narrow mountainous valley. Relocation of the existing road shall be required to facilitate the local population. Further during execution of the project, traffic management shall be required for safe traffic operations. Furthermore, in order to straighten and improve the proposed alignment, 2520 meter tunnel having 2.68% longitudinal gradient will be needed from km 22+820 (Start point of tunnel) to km 25+340 (end point of tunnel). Tunnel construction has following areas of concern, due to which the proposed design does not include the mentioned tunnel: 1. Enormous cost i.e., 1.1 billion shall be involved to construct the tunnel. 2. Ventilation problem due to long length of proposed tunnel; 3. Vertical gradient is more than 2% which may not be easy to adopt.

4.5.3 Conclusion The opportunity of building new roads and improving the connecting roads in the project area is recommended and will prove to be very beneficial for the recipient communities.

57 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

4.6 Alternatives Comparisons Table 4-2 gives a comparative summary of the technical aspects of the three road alternatives and Table 4-3 summarizes environmental and social aspects. The Figure 4-2 shows the existing and proposed new alignments and topography of the project area. Table 4-2 : Technical Comparison of Alternatives

Length Minimum Maximum Grade Sr. # Alignment Designation (Km) Radius (m) (%)

1 Existing Alignment –No Action 40.5 ≈ 15 ≈ 10 %

2 Existing Alignment – Widening 40.5 ≈ 15 ≈ 10 %

3 Alternative new alignment 51.6 60 6%

4 Proposed New Alignment 48.18 = 125 < 6%

Other Alternative Mode of 5 NA NA NA Transportation

On the basis of information provided in the Table 4-2, a technically proposed new alignment seems to be the better option. Table 4-3 summarizes key environmental, social and economic impacts.

Existing Alignment

Proposed Alignment

Figure 4-3 The Existing and Proposed New Alignments

Table 4-3 Summary of Key Environmental, Social and Economic Impacts

58 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

Alternatives Environmental Impacts Social Impacts Economic Impacts

Existing Alignment . Increase in air (including . Lack of efficient . N-5 is designed to (No Action) dust) & noise pollution transport system handle increased because of traffic . Traffic Hazards traffic load which congestion on existing N- will cause traffic . Health Impacts due 5 congestions and to air and noise deteriorate road . Higher emission of CO, pollution caused by conditions which NOx, Sox, PM10/PM2.5 increase in traffic on would impact trade and oxidants existing road between the two . Limited changes in . Lack of additional countries existing ecology and employment biodiversity opportunities

Widening of . Limited impacts on local . Significant . High resettlement existing ecology, hydrology and involuntary costs Alignment biodiversity resettlement issues . Travel time reduced . Labor influx issues

Alternative new . Large quantum of surface . Significant . Number of technical alignment cutting required involuntary limitations will be . Impacts on local flora and resettlement issues costly to overcome hydrology . Labor influx issues . Travel time reduced . Noise and air pollution . High initial investment and resettlement costs . Supports local and regional development . Employment opportunities

Proposed New . Landscape . Significant . Travel time reduced Alignment transformation involuntary significantly . Impacts on local ecology resettlement . High initial especially on flora and . Reduction in road investment and hydrology accidents and resettlement costs . Increase in Noise and air improves road safety . Provides pollution . Fewer security risks development (both . Labor influx issues commercial and industrial) opportunities for the inaccessible areas

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Alternatives Environmental Impacts Social Impacts Economic Impacts . Better jobs and employment opportunities

From the environmental perspective, alternative modes of transportation would have the least impact but are not viable prepositions and go beyond the scope of this project. From social perspective, new alignment brings the most benefit. Similarly, new alignment also seems to bring the most benefits from economics perspective. Keeping in view the analysis of the alternative options, the construction of a new alignment with proposed design features appears to be the best alternative. However, its impacts are significant and some of those impacts can be mitigated to through mitigation measures.

60 Environmental and Social Baseline Study ESIA OF PESHAWAR TO TORKHAM MOTORWAY

5 Environmental and Social Baseline Study

This section of the ESIA covers a description of the project area, including regional resources which are expected to be affected by the project, as well as, those which are not expected to be directly affected by the construction and operation of the project. The existing environmental conditions around the proposed project have been considered with respect to physical, biological and socio- economic aspects. A team of experts visited the proposed project area and collected the primary baseline data. The team also had a detailed discussion with the proponent on the design parameters of Peshawar –Torkham expressway. Where required, the secondary data collected and validated by perusal of previously published literature and web research related to the project area. A pro forma to ascertain the social and economic baseline conditions was used for field survey. Further, interviews were held with the general public and stakeholders of the project area in order to seek the public opinion on the implementation of the proposed project. Various Governmental and Non- Governmental Organizations (NGOs) were also visited for the collection of relevant data and recording their views on the proposed project. The environmental impacts of any activity or process will be assessed on the basis of deviation from the baseline or normal situation.

5.1 Environmental Impact Assessment Approach and Methodology The methodology used for the ESIA preparation included collection and review of relevant documents including policy and previous study documents, use of satellite imagery and Google Earth, onsite environmental, ecological and social investigation, consultation with public and stakeholders and undertaking the social impact assessment and analysis. Mitigation measures were then put in place to address negative impacts and compensatory plans are designed and recommended. The Consultant has employed a participatory bottom-up transparent and consultative approach in the preparation of the Environmental and Social Impact Assessment (ESIA). Various qualitative and quantitative data collection tools were used to develop an environmental and social baseline for the proposed area. In this context different categories of project affected peoples and families were engaged (PAPs and PAFs). This ESIA has been prepared based on the environmental conditions and a census of affected families, inventory of losses in terms of land, structures, trees and other assets, consultations with PAPs and other stakeholders.

5.2 Data Collection Sources and Tools 5.2.1 Data from Primary Resources 5.2.1.1 Field Surveys The preparation of this ESIA has involved an intense fieldwork in the project corridor of impact (COI), and survey activities including all its ancillary aspects, relocation and access roads, borrow and disposal areas, and construction camps, as well as unplanned developments induced by the project (e.g., spontaneous settlement, etc). The area of influence may include, for example, (a) the watershed within which the project is located; (b) off-site areas required for resettlement or compensatory tracts; (c) the air shed (e.g., where airborne pollution such as smoke or dust may enter or leave the area of influence; (e) migratory routes of humans, wildlife, or fish, particularly where they relate to public health, economic activities, or environmental conservation; (f) areas used for livelihood activities

Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

(fishing, grazing, gathering, agriculture, etc.) or religious or ceremonial purposes of a customary nature; and (g) physical cultural resources and archeological sites. To conduct the environmental impact assessment a range of tools and data gathering techniques were used in the field are summarized below. . Ambient air monitoring at selected points . Soil and water sampling for laboratory analysis . Key Informant Interviews. . Ecological survey - A complete ecological survey has been done, including enlisting of flora and fauna of the areas along the proposed route alignment 5.2.1.2 Environmental Sampling Methodology In order to assess baseline conditions, ambient air, noise, water and soil quality was monitored along the proposed route alignment. Random sampling was carried out at 3 points as shown in Figure 5-1. These points were selected on the basis of population concerned. First sampling point was Ali Masjid (18 km) which is a buildup area with remarkable population; beside this, the point Ali Masjid also has a strong aesthetic value. Second sampling point was LandiKotal (35 km) which is a densely populated area with buildup facilities including shops and railway track. Third sampling point was Torkham (47 km) that is theentrance of APTTA (Afghanistan-Pakistan Transit Trade Agreement) which is also a buildup area with heavy traffic. Environmental monitoring results along with discussions under section 5.3 and pictorial over-view of sampling are presented in Figure5-1.Methodology adopted for Environmental Monitoring and Water Analysis for this ESIA has been described in the coming sections: 5.2.1.3 Ambient Air Quality Monitoring Ambient air quality monitoring was conducted at sampling points mentioned under section 5.2.1.2 and CO, SO2, NO2 and PM10 were monitored. Horiba Ambient Air Analyzers were used for the detection of CO, NO2, and SO2. And High Volume Sampler was used for the assessment of PM. These measurements were performed according to standard operating procedures. 5.2.1.4 Noise Level Monitoring Noise level using portable digital sound meter was monitored at sampling points mentioned under section 5.2.1.2. Noise level measurement was performed according to standard operating procedures. 5.2.1.5 Meteorological Data Monitoring Meteorological data monitoring was also conducted at the sampling points mentioned under section 5.2.1.2. Ambient temperature, wind direction, wind speed, humidity and atmospheric pressure were the parameters monitored. Weather station was used for the assessment of these parameters according to standard operating procedures.

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Figure 5-1 Baseline Sampling Locations 5.2.1.6 Drinking Water Sampling & Analysis Sampling for drinking water was carried out at mutually agreed sampling points. Physical, chemical and microbiological parameters were analyzed afterwards in GCEC labs for water samples. Analytical methods used during the laboratory testing were in line with the American Public Health Association’s Standard Methods for the Examination of Water.

63 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

Figure 5-2: Pictorial Evidence of Sampling and Monitoring

5.2.1.7 Surface Water and Wastewater Sampling & Analysis Surface water samples and wastewater samples were collected from the selected sampling points. Samples collected through grab sampling method were immediately stored at 4 °C in an icebox and transported to the GCEC Environmental laboratory, where samples were subjected to analysis within 24 hours of collection. GCEC monitoring team followed USEPA sampling procedures and protocols for sample collection and preservation. Analytical methods used during the laboratory testing are in line with the American Public Health Association’s Standard Methods for the Examination of Wastewater.

5.2.1.8 Soil Sampling & Analysis Soil samples were collected from 3 selected sampling points. Composite Soil Samples of 3 kg were collected from the depth of 6 inches and 12 inches after removing the top surface of soil. The samples were then labeled and chain of custody forms were filled out and signed to keep track of the collected samples. The collected samples were submitted to GCEC-Laboratory for analysis. Analytical methods used during the laboratory testing are in line with the American Public Health Association’s Standard Methods for the Examination of Soil.

64 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

5.2.2 Data from Secondary Sources Data from secondary sources were collected for both environmental and social perspectives. Secondary sources used for environmental data collection include research articles and bibliographical data. While for social data collection documents including relevant policy and development statistics of the project area were collected and reviewed. The main documents reviewed included the following: . Revised Design Alignment Study Peshawar - Torkham Section I . Inception Report- Consultancy Services Pertaining to Feasibility Study and Preliminary Design of Peshawar - Kabul Motorway . Land Acquisition Utility Folder . Project Information Document/Integrated Safeguards Data Sheet (PID/ISDS), World bank . Review of documents prepared by World Bank most importantly Operational Manual, BP 4.12, Involuntary Resettlement, World Bank . Development Statistics of FATA, 2016 . Multiple Indicator Cluster Survey (MICS) FATA, 2009 . Development statistics of FATA, FATA Secretariat, Peshawar . Review of statistical information about the project area prepared by the National Statistical Bureau; Islamabad, Pakistan . Books and articles written on Pukhtun tribal system, social organization, management of natural resources and customary practices in FATA and Khyber Agency.

5.3 Social Impact Assessment Methodology Social impacts assessment was conducted based on the latest available design shared by the Design Consultant on October 13, 2017 using a mix of qualitative and quantitative tools to determine the likely impacts on the affected people. It takes into account the views and preferences of PAPs and other stakeholders to improve the design of the project and establish a participatory process for project implementation and monitoring. Concerted efforts were made to include the gender issues and to integrate gender aspects into the project design and social assessment process for collecting dis-aggregated sex data. For social assessment a range of tools and data gathering techniques were used in the field as summarized below: . Key Informant Interviews - environmental and social individual household interviews have been conducted on random sampling basis. . Census survey - A complete census/ enumeration of assets has been done for 100% of the PAPs. . Asset inventory - Site visits were conducted by travelling along the proposed alignment to physically measure the size of affected land and structures for the preparation of the Asset Inventory.

65 Environmental and Social Baseline Study ESIA of Peshawar-Torkham Motorway

. Consultations/ Focus group discussions – Focus group discussions and scoping sessions were conducted with PAPs . Consultations with residents in the project area along the route alignments.

5.3.1 Objectives of Socio Economic Study

The aim of the social impact Assessment was to prepare an inventory of all affected assets including land, buildings and crops and compile a list of all affected families and people, land assessment and assessment of other losses resulting from land acquisition and resettlement, taking into accounts the social, cultural, and economic impacts on PAP affected by the project. The socio-economic study undertaken for the ESIA was designed and conducted to meet the following objectives: . To assess the human environment of the area i.e. to determine the quality of life of communities within the Region of Influence. . To have an insight into the day-to-day activities of people especially focusing on their income generating activities viz., transport and labor. . To access the vulnerabilities of the local communities and the effects of project activities on their quality of life. The social impact assessment process has followed community participation and use of PRA tools for gender and social assessment as discussed below.

5.3.2 Participatory Rural Appraisal Participatory Rural Appraisal (PRA) techniques were used for social and gender assessment and for socio-economic profiling of the community. The participation of the community is an important aspect of the methodology. PRA included a number of questions and elements directed at assessing community opinions and expectations for the project to assess the impacts of displacement and resettlement on production activities and daily life of tribal people, customary practices and social relationships.

5.3.3 Stakeholder Mapping A stakeholder mapping exercise was undertaken to identify interested and affected stakeholders of the project. The mapping exercise was conducted simultaneously with the scoping exercise during social impact and risks assessment of the project. The exercise identified all the stakeholders in the project area including the PAPs, community leaders of the project COI, administration, local NGOs and private sector players among other stakeholders. Key elements of the stakeholder mapping were to ascertain the degree of 'impact' as well as 'influence' of the respective stakeholders.

5.3.4 The Census Survey The Census survey was carried out for all 100 % affected households falling within the ROW.A structured questionnaire was administered to collect quantitative and qualitative information on PAPs. The following information was collected during the survey: . Demographic and Socio economic characteristics of the PAPs.

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. Family structure and number of family members . Literacy levels . Occupation type and income levels . Impacts on assets due to the project by type and degree of loss. . Impact on community resources . Perceptions on the resettlement and rehabilitation measures . Perceived income restoration measures . Project related Awareness and knowledge . Perceived benefits and loss due to project The findings of the survey have been analyzed and presented in the succeeding section. The survey information helped to generate necessary input for the Social Impact Assessment of the project. It also provided a baseline assessment of potential impacts on affected households and formed the basis for estimating the entitlement-based resettlement budget. The census survey will be updated following the completion of the detailed design with an in-depth assessment of project impacts and of all affected people (PAP) along the proposed Motorway alignment.

5.3.5 Household Socio-Economic Survey The objective of this task was to provide a detailed socio-economic profile of the project affected population. The information gathered on: (i) demography and settlement pattern; (ii) social organization; (iii) resource economics and livelihood patterns; (iv) land ownership; (v) customary practices, (vi) governance and administrative system (vii) leadership and power structure (viii) availability of social services in project areas; (ix) specific impacts on the poor, indigenous people, women and other vulnerable groups. The socio-economic household survey was conducted in July 2017 on 98 randomly project affected households (PAFs) of the total 527 households affected by the project involving of 19 % of the total PAFs within the CoI. The sample size was deemed to be sufficient as the population is fairly homogeneous in terms of their living standards and characteristics and included households that belonged to general and vulnerable categories.

5.4 Physical Environment 5.4.1 Land Use General The proposed project route passes through the mountainous region which is a barren land with some dotted human settlements and cultivable area. Land use pattern of the proposed route area, in terms of percentage pie chart, with respect to uncultivated land, waterways, build-up area, existing road area, and graveyards are shown in Figure 5-13 , 5-14 and Table 5-1 below.

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Table 5-1: Area Distribution of Proposed Route Alignment Name Area in Sqm Area in Acres Area in Percentage

Total Alignment Area 4,286,783.50 1,058.84 100.00

Uncultivated Area 3,955,589.83 977.03 92.27

Waterways Area 189,375.76 46.78 4.42

Build Up Area 86,158.22 21.28 2.01

Existing Road Area 49,438.70 12.21 1.15

Grave Yard Area 6,220.98 1.54 0.15

Total 100.00

Figure 5-3: Land use of Peshawar-Torkham Expressway Area

Existing Road Area Grave Yard Area 1% 0% Build Up Area Land Use Peshawar - Torkham Motorway Water 2%ways Area 5%

Uncultivated Area Water ways Area Build Up Area Existing Road Area Uncultivated Area Grave Yard Area 92%

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Figure 5-4: Current Land Use Pattern In the project COI, it was observed that there were various categories of land falling within the ROW, such as hilly, plain, uncultivated & cultivated, residential/ commercial land. For price valuation of the land to be acquired, it was noted that in the project area, common practice to sale & purchase of land is very rare. The land is owned collectively by the clan (khel) and not commonly by the individuals. The permanent land acquisition will also follow the principal of consensus based rates for compensation under local customs and legal framework which is consistent with World Bank’s preference for land valuation. Under the local regulations, the price valuation is carried out by Jirga through political administration. The process has already been initiated by the client NHA through contacting Political Agent (PA) for convening a Jirga meeting to arrive at unit rates of lost assets including land. For the draft report, estimated costs are calculated using various benchmarks and consultations with PAPs. These cost estimates will be updated as negotiation process relating to the assets/ land will be finalized with the PA through Jirga and NHA management.

5.4.2 Physical Features around the Project Area The project area is purely mountainous terrain with some patches of agricultural land and human settlements. Based on geography, topography and geology, the project area can briefly be described as follows:

5.4.3 Geography The proposed subproject is located in the agencies of Jamrud and LandiKotal of Khyber Agency of the Federally Administered Tribal Area (FATA). Khyber Agency is located at a latitude of 33° 33' to 34° 27' and longitude of 70° 28' to 71° 51'. It is bordered by Afghanistan, Peshawar city and the Kurram and Orakzai Agencies. The total area of the agency is 2,576 square kilometers, with 8.22% of the total area of the agency being a forest. The Khyber Agency consists of three tehsils: Bara, LandiKotal and Jamrud. As shown in Figure 5-15, the proposed alignment will pass through two of the three tehsils of Khyber Agency, i.e., Jamrud and LandiKotal.LandiKotal is at the western edge of the Khyber Pass that traditionally marks the entrance to Afghanistan. The terrain consists of mountain ranges, heaving sub- mountain areas, and plains surrounded by hills. In the north, the mountain ranges generally run north- south; south of the Kabul River, which bisects the province from east to west, the ranges generally run

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east-west. The fertile Vale of Peshawar extends northward along the Kabul River. The city of Peshawar lies in the western portion of the vale. Warsak dam is located on the river Kabul that is approximately 26.5 km away from the proposed project area.

5.4.4 Topography and Drainage Khyber Agency is a mountainous terrain with few narrow strips of valleys. Looking at the area from Torkam border, it has rugged mountainous region towards Northern and Western sides and comparatively narrow bands of valleys towards the East side. It is a narrow gorge winding up to lofty mountains towards Afghanistan through Koh-e-Safaid range. Koh-e-Safaid ranges are an offshoot of the mighty Hindukush Mountains starting from the Pamir, the roof of the world. These Hindukush Mountains include KaragahGhar, LachaGhar, Tor GharMorgah, Surghar and Kalauch ranges. The highest peak of the mountain in the western side of Khyber Agency is about 1,029 meters with 509 meters at its Eastern side. Agency faces water scarcity issues; generally, the hills are barren except the few productive patches of agricultural land found along the tributaries. Pectoral views of the topography of proposed project area are shown in Figure 5-6.

Figure 5-5: Map showing three tehsils of Khyber Agency; namely Bara, Landi Kotal &Jamrud Source:Pakistan: FATA - Khyber Agency - Areas Notified and De-Notified as Un-Safe of Safe (As of 1 June 2012: OCHA)

5.4.5 Geology and Soil The mountainous terrain of Khyber Agency has small basins and valleys, with scattered settlements and agricultural fields. This is the geological region of Pre-aravallis, metamorphic in general including Precambrian and younger intrusions. The massive grey limestone with sand and clay beds that makes up the Carboniferous Khyber Formation and the slate, phyllites, and schists with minor limestone and quartzite beds of the Ordovician-Silurian LandiKotal Formation in the eastern part of the Khyber Agency. Mesozoic sediments occur in the western part of the Khyber Agency (Kruseman and Naqvi, 1988). Near Warsak on the boundary with the Peshawar Vale is a granite intrusion (Shah et al., 1980). In the western part Jurassic limestone has been found (Meissner at al.,1975). The soil of Khyber Agency

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is mainly from the local weathering of bedrock, deposited by streams and rivers. Landforms in the area are varied and include piedmont plains, valleys, gravel fans, rough broken land and gullied land. Level areas are loamy, while lowlands are slightly strongly calcareous. The soil of low permeability strata consists of silt, clay and rarely fine sand. While the soil of high permeability strata is generally composed of sand and gravel from a depth of 30 m to 150 m. The content of organic matter and available phosphorus is very low. The slate, limestone, and gravel are suitable for construction material and are available in the area, although their extraction entails high risks of landslides. Pictorial illustration of geological formations of the proposed project area is shown in Figure 5-17.

Figure 5-6: Views of topography along the proposed route alignment

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Soil samples were collected from three selected points (as already mentioned under section 5.2.1.2). Soil samples were tested for pH, electric conductivity, oil & grease and for selective metals. pH of all the three soil samples measured was found above neutral, claiming the soil, slightly basic in nature. All the soil samples showed good electrical conductivity while the variable quantity of oil and grease was observed in the samples. Detailed soil testing report is also attached as Annex VIII. An intercomparison of soil parameters tested and sample collection for all of three monitoring sites is presented in the figure below.

Soil Parameters Comparison 250.00 200.00

150.00 127.40 119.10 101.50 101.00 91.00 84.27 100.00 79.00 71.00 60.03 43.59 43.00 35.35 31.20 26.92 50.00 24.20 21.00 19.45 18.29 18.29 14.56 14.00 10.20 8.96 8.02 7.64 7.14 5.55 5.12 4.18 3.56 1.69 1.39 1.03 1.01 0.00 0.00 0.00 0.00 0.00 0.00

Ali Masjid Landi Kotal Torkham

Figure 5-7: Inter-comparison of soil parameters tested

5.4.6 Seismic Zone According to seismic zoning of Pakistan, the proposed project route alignment that starts from Peshawar ring road near Hayatabad, passing through Jamrud and LandiKotal ending at Torkham, lies in Zone 2B and 3. These zones represent moderate and intermediate damage. Keeping these zones in view, highway design has been prepared that will cater the seismic activities up to 2B and 3 category earthquakes. Still, earthquakes with high intensity for a fundamental period of more than 1 second may cause damage to infrastructure. Table 5-2: Seismic Zones of Pakistan Sr.No Seismic Zone Peak Horizontal Ground Acceleration 1 1 0.05 to 0.08 g 2 2A 0.08 to 0.16 g 3 2B (Peshawar, Jamrud) 0.16 to 0.24 g 4 3 (LandiKotal) 0.24 to 0.32 g 5 4 >0.32 g

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Figure 5-8: Pectoral views showing geological formations of the Proposed Project

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Figure 5-9: Pakistan Seismic Activities and Zoning Map (As of 07 March 2015)

Source: Crisis Response Bulletin, March 9, 2015-Volume: 1, Issue

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5.4.7 Climate The Peshawar Climate Station is the nearest climatic station for the project area. Data has been obtained from this station and analyzed under the current study from 1974 to 2015 (41 years). For getting project specific data, meteorological conditions were also monitored with the help of meteorological station installed for 24 hours to assess the trend of air movements. An intercomparison of obtained average values for ambient temperature, wind velocity, percentage humidity and noise level are shown in the figure below while detailed data has been attached as Annex-VI of the report.

Inter Comparison of Temperature, Wind Velocity, Humidity and Noise 72.71 80 67.5 52.33 51.97 60 45.60 47.61 40 32.71 28.75 28.25 15.2 20 11.9 9.3

0 Ali Masjid Landi Kotal Torkham

Ambient Temperature (°C) Wind Velocity*10 (m/s) Humidity (%) Noise Level (dB)

Figure 5-10: Inter-comparison of temperature, wind velocity, percentage humidity and noise level

5.4.7.1 Temperature The temperature pattern over the last 41 years shows that the summer temperatures vary from 18 to 40°C whereas the winter temperatures range from 2 to 25°C (Figure 5-11). The average daily maximum temperature of the hottest month is 36°C and the average daily minimum of the coldest is -0 5°C. However, the extreme temperatures could be below 0°C in winters and more than 40°C in summers.

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Figure 5-11: Average Temperature Pattern (1974-2015)

Figure 5-12: Long Term Maximum Temperature Pattern in Study Area (1974-2015)

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Figure 5-13: Long Term Minimum Temperature Pattern in Study Area (1974-2015)

5.4.7.2 Rainfall Precipitation is high during March, April, July and August. Occasional heavy showers can take place during other months. June, October and November are the driest months. Rainfall, however, is very scanty. According to the metrological records, winter rains especially in March are brought by westerly winds, while the summer rains are associated with the monsoon. The average annual rainfall is about 400 mm in Khyber agency. Annual rainfall in the area varies dramatically, from 630 millimeters reported in Kurram during 2001-02, to just 88 millimeters in neighboring Khyber Agency during the same year (KPtribune.com). Average rainfall pattern (1974-2015) for the project area is shown in Figure 5-14 and 5- 15. Whereas long-term rainfall pattern shows an increasing trend in annual totals (Figure 5-15). This is because of the fact that monsoon rains are moving upward towards northern parts of the country – the unprecedented flood of 2010 and thereafter. However, the study alignment moves further upward, where such impact would not be that significant as Mediterranean disturbances having more influence in upper parts of the alignment.

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Figure 5-14: Average Rainfall Pattern (1974-2015)

Figure 5-15: Long-Term Annual Rainfall Pattern in Study Area (1974-2015) 78

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5.4.8 Hydrology The Torkham basin has a mountainous terrain and the Peshawar–Torkham area can be divided into two major geographical divisions: (i) the rugged mountainous regions on the north and west, with one end touching the Afghan border, and (ii) the comparatively narrow strip of valleys along the Khwar bed. There is a serious issue of drinking water scarcity throughout the project area. The ground water recharge rates are slow due to the hard rocky nature of the surface. Whereas, there is almost no major perennial surface water stream in the area. Local people hence obtain water from both sources, still finding it difficult to fulfil their water needs. Other than obtaining groundwater through boreholes, seasonal watercourses form the major source of water provision in the region. These seasonal surface water bodies known as khwars can be found at intermittent intervals throughout the project area. A view of a similar khwar at some distance from Ali Masjid has been shown in Figure 5-16. As per the project proponents, neither the groundwater wells nor the seasonal streams of the area will be used for project purposes. Water supply for the project will be from the area close to northern by-pass in Peshawar where larger sources of surface water are available. Another water source for the project will Jabba Dam, provided that it becomes operational by the time the proposed project starts construction.

Figure 5-16: Seasonal Water Course near Ali Masjid Descending from the hills and adjacent to the Khwar (khwars, streams, and seasonal outlets) bed is a series of very productive agricultural areas. Most portions are surrounded by hills, which are steep on the northern and western sides. The main Torkham Khwar and its tributaries have steep slopes (and carry high sediment loads). These areas receive a fair amount of water through gravity channels, especially in rainy seasons, and are being used for patches of agriculture along the Khwar beds. The water catchment area of the rain-fed streams has been observed and classified as mountainous. These Khwars are the main source of water for the local communities for drinking and washing purposes because ground water is really scarce. 79

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There is no water storage facility in the Khyber Agency or its vicinity, so most of the water is received either from rainfall or melted snow through non-perennial Khwars, that pass on to the downstream areas of the province and country. The melted snow and (at high altitude) rain are available only for a few months of the year, and therefore the water resource is very limited. Figure 5-17 is showing running water tributaries along the proposed route, along with their coordinates. Water resources of the area are discussed under two broad headings: surface water resources and groundwater resources. Figure 5-17: Pin locations of water tributaries running through the proposed alignment

5.4.8.1 Surface Water Resources & Quality

There are small tributaries like Ali Masjid Khwar and multiple Choras and Baras which cross the proposed motorway route. A number of small seasonal watercourses and drain flows in and around the proposed project route. An overview of hydrological pattern of the proposed project alignment area is presented in Figure 5-17. Among the surface water sources, two major sources of fresh surface water supply are shown in Figure 5-18. The nearest surface water resource is a tributary of Ali Masjid Khwar which is the basic source for drinking purpose in the project area. To assess the surface water quality of the project area, physical, chemical and biological parameters were analyzed. A brief discussion of the analysis results is given below, while the detailed report of samples is attached as Annex VII. Analysis results of surface water samples of three respective sampling points shows that the surface water available at Torkham have relatively higher quantities of Total Dissolved Solids (TDS), Biological Oxygen Demand (BOD), Chemical Oxygen Demand (COD), Chlorides, Sulphate, and Iron. While the value of Total 80

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Suspended Solids was below the detectable limit at Torkam, as compared to the 11 mg/l and 9 mg/l at Ali Masjid and Landi Kotal respectively.

Figure 5-18: View of Ali Masjid Khwar (left) and Piping of Chasma Water Near Machine Post (right)

5.4.8.2 Ground Water Resources & Quality Khyber Agency is mountainous without any well-developed alluvial plain. According to the available information, approximately 20 test-and tube wells have been drilled in different valleys. The lithological data on two boreholes in the Jamrud – LandiKotal area indicate an ill-sorted mixture of clay and gravels, probably with low transmissivity values. The depth to water level is quite large (more than 30 m). If these boreholes are representative of the whole area, then the groundwater development is not viable (Kruseman and Naqvi, 1988). To assess the ground water quality of the project area, physical, chemical and biological parameters were analyzed. A brief discussion of the analysis results is given below, while the detailed report of samples is attached as Annex VII. Intercomparison of analysis results of groundwater samples of three respective sampling points shows that the groundwater available at Torkham expresses relatively higher quantities of Ca and Mg salts in terms of water hardness. Value for total dissolved solids was found relatively higher in water samples of Ali Masjid. While at LandiKotal values of chloride and nitrate were found relatively higher. But none of the values were found exceeding the WHO Guideline limits for drinking water. Total coliforms were found in all of three samples, while faecal coliforms contamination was also detected in samples of Ali Masjid and Torkham. This microbial adulteration makes this water unhealthy for human consumption and this requires that the faecal contamination of groundwater tables need to be repeatedly investigated. In Figure 5-19, a view of groundwater pumping facility near Ali Masjid along the alignment track is shown. A list of affected water resources along the proposed route alignment and its compensation is mentioned in below Table 5-3. To assess the affected assets and devise a compensation plan, a separate Resettlement Action Plan has been prepared. The plan provides the mechanism for compensation for these potentially affected water wells. 81

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Table 5-3: Affected Water Resources Affected Unit rate for compensation Total compensation to be Type of Asset No. of (PKR) paid (PKR) Assets 2,700,000/= Dug Well 9 300,000/- 3,000,000/= Tube Well 12 250,000/- 560,000/= Water Tank 14 40,000/- 62,600,000/= Total 35

Figure 5-19: View of Existing Ground Water Source Near AliMasjid

5.4.9 Sanitation and Municipal Drainage Where there are human settlements, wastewater drains are the core necessity. In FATA, only 28.1% of households use sanitary hygienic facilities. Households in urban areas with improved sanitation facilities were 77.4%, while in rural areas this share was 26%. A common type of improved sanitation is the pit latrine with flush, used by 12.4% of households. In urban areas, the major facility is a flush toilet connected to a septic tank (35.5%). A major chunk of the population (72% of households) does not have access to improved sanitation facilities. However, in the proposed project area there is no proper drainage system, and at most of the locations,household drains empty in seasonal water drains. To assess the wastewater characteristics, physical, chemical and biological parameters were analyzed. A brief discussion of the analysis results is given below, while the detailed report of samples is attached as Annex VII. Analysis results of wastewater samples of three respective sampling points shows that the wastewater sample of Michni Post has relatively higher quantities of Total Dissolved Solids (TDS), Biological Oxygen Demand (BOD), Chemical Oxygen Demand (COD), Phenolic Compounds and Chlorides. At Torkham, values

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of Total Suspended Solids (TSS), Detergents, Ammonia, and Iron were found relatively higher. While at Ali Masjid Sulphate contents were found relatively higher. Overall all of the considered parameters lie within the NEQS limits except Phenolic Compounds i.e. 0.1 mg/l.

In Figure 5-20, a drain passing through the proposed project area is shown, collecting the domestic wastewater form human settlements at LandiKotal.

Figure 5-20: View of Drain Passing in Landi Kotal 5.4.10 Floods

The alignment falls in the area where there are several small and medium streams crossing the proposed alignment (Figure 5-21). There are 22 locations where x- drainage bridges are proposed and 132 sites where culverts are identified. However, there is neither possible gauging for discharge measurement nor any long-term discharge record exists in the area. Long-Term Annual Rainfall Pattern in Study Area (1974- 2015) are shown earlier in Figure 5-14. A brief history of the flood (2010 – 2017) related news from different sources is described in the paragraph below. . In 2010, Khyber agency had to face flash flooding in Tehsil Jamrud, Bara and other parts of the agency. In total 37 villages were affected by the flood. Mud houses of people were razed to the ground while a bridge near Takhta Baig on the main Pak-Afghan Road was also swept away and halted all kinds of traffic. Catastrophic views of flash flooding in Khyber Agency in 2010 are shown in Figure 5-29. . In 2011, a flash flood hit the Tehsil Landi Kotal of Khyber Agency, resulting in more than 20 casualties and multiple missing cases. . In 2012, thousands of people were affected because of Budhni stream overflow in Takhta Baig, Khyber Agency, flooding the market, villages and the main Charsadda road (tribune.com.pk). . In 2013, a flash flood washed away six persons, including 3 children and 3 women in Bara Tehsil of Khyber Agency at SpeenQabr (dunyanews.tv). 83

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. Later in 2015, flood-affected multiple houses in different locations in Khyber Agency. Moreover, the flood also washed away the livestock and a casualty was reported (nation.com.pk). . In 2016, a flash flood swept away a van in Tehsil Bara of Khyber Agency. This incident reported 27 casualties in a single day from the Agency (dunyanews.tv) . 2014 and 2017 being the lucky years to receive no flash flooding episodes are reported.

Figure 5-21: Natural Drainage Pattern of the Study Area (Most Flood Prone Area shown in the red box)

5.4.11 Ambient Air Quality The proposed project is located in the fairly hilly area with clean air and is mostly surrounded by diverse natural vegetation. The only mobile source of air pollutants is traffic on N-5. The monitoring results for SO2, NOx, CO, PM10 and PM2.5 have been provided in Annex VI. Following table presents the monitoring results for mentioned parameters compared with standard / limits given in NEQS as well as in general EHS guideline of the WBG. The results show that the ambient concentrations of almost all pollutants at the three locations are not much different, and are mostly within the prescribed limits (both NEQS and WBG) quite comfortably. The only exception is PM10, with significantly different values at all three places and exceeding the WBG limits, though they are still within NEQS limits.

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Figure 5-22: View of Flash Flooding in Khyber Agency, 2010 Table 5-4: Comparison of Baseline Monitoring Result with NEQS & WBG EHS Guidelines Parameter Location Standard Values

Ali Masjid Landi Kotal Torkham NEQS WBG

NO (µg/m3) 6.33 5.27 7.09 40.0 -

3 NO2 (µg/m ) 10.04 8.91 12.14 80.0 40.0 (annual)

3 NOX (µg/m ) 16.38 14.18 19.23 120 -

3 SO2 (µg/m ) 4.39 8.77 7.83 120 20

3 PM10 (µg/m ) 99.96 108.04 136.20 150.0 50

3 PM2.5 (µg/m ) 15.20 16.20 14.0 35.0 25

CO (mg/m3) 0.42 0.55 0.44 5.0 -

* All the mentioned values is based on 24 hours monitoring results, except for the standard value of NO2 for WBG value

All the values of monitoring parameters are complying with the WBG, except for PM10 values. Below is the discussion on each parameter: NO: 24 hours Air monitoring of NO was done at all of three selected points. Results show that the maximum concentration of NO was observed at Torkham i.e. 7.09 µg/m3 and it lies within the prescribed limit of NEQS, 2010 i.e. 40.0 µg/m3. Results for NO at all three monitoring points are shown in the figure 5-23 below.

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Baseline Monitoring Result

140 120 100 3 80 60 µg/m 40 20 0

NO NO2 NOX SO2 PM10 PM2.5 Ali Masjid Landi Kotal Torkham NEQS Standard WBG Standard

Figure 5-23: Comparison of Baseline Results at three respective monitoring points

NO2: 24 hours Air monitoring of NO2 was done at all of three selected points. Results report that 3 the maximum concentration of NO2 was observed at Torkham i.e. 12.14 µg/m and it lies within 3 the prescribed limit of NEQS, 2010 (80.0 µg/m ). Results for NO2 at all three monitoring points are shown in the figure 5-23 above.

NOx: 24 hours Air monitoring of NOx was done at all of three selected points. Results report that 3 the maximum concentration of NOx was observed at Torkham i.e. 19.23 µg/m and it lies within 3 the prescribed limit of NEQS, 2010 i.e. 120.0 µg/m . Results for NOx at all three monitoring points are shown in the figure 5-23 above.

SO2: 24 hours Air monitoring of SO2 was done at all of three selected points. Results report that 3 the maximum concentration of SO2 was observed at Landi Kotal i.e. 8.77 µg/m . It lies within the 3 3 prescribed limit of NEQS, 2010 (120.0 µg/m ) and WBG Guidelines (20.0 µg/m ). Results for SO2 at all three monitoring points are shown in the figure 5-23.

PM10: The highest value for Particulate Matter PM10 was recorded reported at Torkham 136.2 μg/m3. The results from three respective locations were found complying with the NEQS which 3 sets the limit of 150.0 μg/m . However, the PM10 values at all the three points exceed the WBG 3 Guideline limit of 50 μg/m . Results for PM10 at all three monitoring points are shown in the figure 5-23.

3 PM2.5: The highest value for Particulate Matter PM2.5 was recorded at Landi Kotal (16.20 μg/m ), while values at the other two points are also not very different. The results from three respective locations were found complying with the NEQS which sets the limit of 35.0 μg/m3 based on 24

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hours of measurement. Comparison of PM2.5 concentration at all three monitoring points is shown in the figure below.

(CO): 24 hours Air monitoring of CO was done at all of three selected points. Results report that the maximum concentration of CO was observed at LandiKotal i.e. 0.55mg/m3 and it lies within the prescribed limit of NEQS, 2010 i.e. 5.0mg/m3. Results for CO at all three monitoring points are shown in the figure 5-24 below.

Baseline Monitoring Result CO

1.4

1.2

1 3 0.8 0.55

mg/m 0.6 0.44 0.42 0.4

0.2

0 Ali Masjid Landi Kotal Torkham NEQS Standard

Figure 5-24: Comparison of CO at three respective monitoring points

5.4.12 Noise In general, there is no continuous major source of noise along the proposed route alignment. Intermittent sources include traffic noise and domestic noise counting noise from market places. Considering the intermittent nature of this noise sources, it can be concluded that the noise pollution in the area is low. The maximum values of noise levels were recorded to be 52 dB (A) at Torkham. Results of the survey are presented in the figure above and laboratory results are also attached as Annex – VI, whereas comparative results with respect to standard are given in below Table 5-5. Table 5-5: Comparison of Baseline Noise Results

Location Noise Level (dB) NEQS WBG

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Ali Masjid 32.71 60 (dB) 70 (dB) Daytime Daytime Landi Kotal 47.61 07:00 - 22:00 Torkham 51.97

It can be inferred from the results that the noise levels are within the prescribed limits and therefore do not have a harmful effect on the communities living in the vicinity.

5.5 Biological Environment Khyber Agency is predominantly a barren rugged mountain terrain (Brief FATA Forestry sector Khyber agency 2017). Topographically most part of the area consists of hills with sporadic valley floorings. The ranges of Kohe-Suafid, which are extensions of Hindukush range are meeting here and it is the lower end of Pamir in the upper limits. Although the Rivers of Kabul and Bara are flowing in Khyber Agency but due to unavailability of irrigation system, the cultivation is sparse and the hills are without thick vegetation. (Asadullah and Safeerullah 2016). Only Bara River irrigates some part of the Bara while in other parts of Khyber Agency, there is shortage of drinking water, and women can be seen carrying drinking water pitcher over their heads moving over the Peshawar - Torkhum Highway. The disturbed law and order situation, coupled with harsh climatic regime, has impacted the natural resources of the area, exerting extra burden for catering the basic needs, leading to indiscriminate cutting of trees and bushes and resulting in drastic shrinkage of habitat for natural life forms. The area has not attracted many researchers engaged in making inventories, and almost no authentic updated information or studies are available on biodiversity of FATA. This was acknowledged by Prof. S. I Ali, editor in chief for Flora of Pakistan. In his review published in 2008, he states, “there are a number of areas, which are yet to be explored thoroughly, such as between Khyber Pass and Kurram Valley, mountain areas between Khyber Pass to Dir, Koh-i-Suleman Range between Zhob and D. I. Khan, Kirther Mountain range and Pabbi hills between Sindh and Balochistan, North and South Waziristans, Deosai Plain, Hunza, Baltistan, Chitral etc.” However, few documents on floral inventory can be seen in records, dating back to 1965- 1976. Such historical records and reconnaissance survey (consisting of Focus Group Discussions (FGD) and Key Informant Interviews (KII) provide some insight to the biodiversity of the area.

5.5.1 Local Flora Vegetation in Khyber Agency reflects its climatic classification that is semi-arid, subtropical temperate. Maximum tree types are sub-tropical broad leaves, shrubs, and bushes. In general, the proposed project area is sparsely vegetated, offering little opportunity for other life forms to flourish. The series of mountains along the corridor has very little vegetative cover, due to scanty water and limited rainfall.

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The scattered plantations can be seen in patches and vast rangelands provide brushy growth for grazing. There are variety of herbs and shrubs reported from relatively high altitudes. The ethnobotanical uses of flora along RoW are very minimal and the project is not likely to bring any major alteration in its settings. The available ethnobotanical studies of the Khyber Agency are generally reflective of human habitation and its surrounding, or extreme wilderness. Common Floral Species of the project area with their botanical names and habitat are given in Table 5-6 below. A pictorial record of floral species reported from the project area is given in Figure 5-25. It is to be noted that these photographs are generic and have not been taken directly from the project area. Table 5-6: Floristic list reported from Project area and its surrounding # Botanical name Vernacular Habitat Conservation status as name per IUCN red list

1 Acacia modesta Phulai Mountain/hill slopes and dry LC streambeds 2 Acacia nilotica Babool Agricultural areas LC 3 Adhatoda vesica Baza Mountain and hill slopes Not assessed habitat 4 Aristida sp. - Mountain and hill slopes Not assessed habitat 5 Calatropis prorera Spulmay Agricultural areas Not assessed 6 Capparis decidua Kirra Habitat extends from Not assessed agricultural areas to the base of mountains and hills 7 Cenchrus ciliaris Surmal Mountain and hill slopes LC habitat 8 Chrysopogan sp. - Mountain and hill slopes Not assessed habitat 9 Cordia dichotoma Lasora Dioecious tree Not assessed 10 Cymbopogon Sargara Mountain and hill slopes Not assessed jwarancusa habitat 11 Cynodan dactylon Scutch grass Stony Plain habitat between Not assessed agricultural lands and extends to the base of mountains and hills 12 Dadonea viscose Sanatha Dry streambeds Not assessed

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# Botanical name Vernacular Habitat Conservation status as name per IUCN red list 13 Dicanthium sp. Bluestem Stony Plain habitat between Not assessed agricultural lands and extends to the base of mountains and hills 14 Euclyptus Lachi Agricultural areas Not assessed camaldulensis 15 Fagonia sp. - Mountain and hill slopes Not assessed habitat 16 Grewia tenax White spurry, Small, depressed shrub, found Not assessed Anzirai, Gunghi in and semiarid plains and hills arid 17 Haloxylon sp. Saxaul Stony Plain habitat between Not assessed agricultural lands and extends to the base of mountains and hills 18 Juncus sp. Rushes Riparian areas, lowland plains Not assessed along the banks of rivers and large streams 19 Monotheca Gurgura Small shrub found in hilly area Not assessed buxifolia 20 Nannorrhops Mazairay Perennial, gregarious, usually Not assessed ritchiana small tufted palm, found in sandy hilly areas 21 Nelum bonucifera Kanwal, Behi Perennial submerged herb Not assessed 22 Octhocloa - Stony Plain habitat between Not assessed compressa agricultural lands and extends to the base of mountains and hills 23 Parthenium sp. Aster Agricultural areas Not assessed 24 Periploca aphylla Weeds Dry streambeds Not assessed 25 Poganum Karer Agricultural areas Not assessed harmala 26 Prosopis Honey Mountain and hill slopes Not assessed glandulosa Mesquite habitat

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# Botanical name Vernacular Habitat Conservation status as name per IUCN red list 27 Prosopis juliflora Mesquite Mountain and hill slopes Not assessed habitat 28 Pteropyrum sp. Weeds Riparian areas, lowland plains Not assessed along the banks of rivers and large streams 29 Rhazya stricta Gandeer Dry streambeds and Not assessed mountain/hill slopes habitat 30 Saccharum Kans grass Mountain and hill slopes Not assessed spontanium habitat 31 Salvadora Khabbar Shrub found in rocky slopes Not assessed oleoides and sandy area 32 Salvadora persica Plaman, Pilu Shrub found in rocky slopes Not assessed and sandy area 33 Solanum nigrum Makoh Agricultural areas Not assessed 34 Solanum Azghaka Agricultural areas Not assessed surratanse 35 Sporobolus sp. - Mountain and hill slopes Not assessed habitat 36 Tamarix aphylla Farash Riparian areas and agricultural Not assessed areas, lowland plains along the banks of rivers and large streams 37 Typha Bulrush Riparian areas, lowland plains Not assessed angustifolia along the banks of rivers and large streams 38 Withania Shapyanga Habitat extends from Not assessed coagulanse mountain/hill slopes to agricultural areas 39 Zizyphus Bera Cultivated and self-sown Not assessed mauritiana throughout the area 40 Zizyphus Karkanra Shrub or small tree found in Not assessed numularia arid and semi-arid region usually in hilly area

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Babool Phulaj

Baza Aristida

Spulmay Kirra

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Surmal Chrysopogon

Stuch grass Lasora

Sanatha Sargara

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Fagonia Dicanthium

Lachi Gunghi

Junecus Haloxylon

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Gurgura Kanwal

Mazairay Hermal

Aster Makoh

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Periploca aphylla Azghaka

Kiker ( honey mesquite) Palaman

Kiker Khabbar

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Farash Sporobolus

Kans grass Gandeer

Shapyanga Bulrush Figure 5-25: Pictures of Flora reported in the Project Area

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5.5.2 Local Fauna The faunal composition of the area has not been reflected as healthy in secondary sources. A similar study undertaken in 2004 by ADB (Pakistan: NWFP Road Development Sector and Subregional Connectivity Project: Peshawar–Torkham Subproject Page 3-5) explains the reasons for a poor composition: “Faunal diversity along the corridor is low due to limited water availability and an absence of dense forest cover. The forest reserves are quite distant from the road. Most of the subproject areas are also barren or inaccessible to humans. Other fauna include livestock kept in households or by nomads. Therefore, the impact on fauna during the construction phase is found to be insignificant”.

The area is under extensive human use, both by permanent residents and by people using it as the gateway to Indian subcontinent, since long. This has greatly impacted the wildlife of the area. The wildlife that managed to survive have fled the area resulting in a unique pattern where class mammilla and aves remain visible in the ecosystem. The native fauna had to adjust their niche; the increased tendency of agricultural activities have also played a role in faunal relocations. Hence the reports of human and wildlife interference are very rare. However, in the recent times some attacks of wild boar were reported. It would be due to the fact that wild boar is not a preferred species for hunter to identify. A list of fauna has been prepared by collating available information. Table 5-7: Reported list of fauna from project area and its surrounding.

# Biological name Common name Conservation status as per IUCN redlist.

Mammals

1 Paguma larvata Masked palm civet LC

2 Canus aureus Jakal LC

3 Vulpes rulpes Fox LC

4 Felis silvestris ornate Wild cat LC

5 Mus musculus House mouse LC

6 Rattus rattus House rat LC

7 Lepus capensus Cape hare LC

8 Hystrix indica Indian crested procupine LC 9 Sus scrofa cristatus Indian wild boar LC

Birds

10 Streptopelia orientalis Oriental turtle dove LC

11 Certhia himalayana Himalayan bar- tailed LC tree creeper

12 Gypaetus barbatus Bearded vulture Near threatened

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# Biological name Common name Conservation status as per IUCN redlist.

13 Oriolus oriolus Eurasian golden oriole LC

14 Emberiza cia Meadow bunting LC

15 Carduelis carduelis Eurasian goldfinch LC

16 Tichodroma muraria Wall creeper LC

17 Carpodacus erythrinus Common rose finch LC

18 Alectoris chukar Chaukar LC

19 Neophron percnopterus Egyptian vulture Endangered

20 Coracias garrulus European roller LC

21 Coracias benghalensis Indian roller LC

22 Upupa epops Hoopoe LC

23 Accipiter badius Shikra LC

24 Buteo rufinus Long legged buzzard LC (Winter visitor)

25 Corvus splendens House crow LC

26 Passer domesticus House sparrow LC

A pictorial record of local common fauna species reported from the project area is given in Figure 5-26. It is to be noted that these photographs are generic and have not been taken directly from the project area.

Masked palm civet Jackal

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Wild cat Cape hare

Indian crested porcupine. Indian wild boar

House mouse House rat

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Oriental turtle dove Himalayan bar- tailed tree creeper

Bearded vulture Eurasian golden oriole

Eurasian goldfinch Meadow bunting

Wall creeper Common rose finch

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Chaukar Egyptian vulture

European roller Indian roller

Hoopoe Shikra

House crow House sparrow Figure 5-26: Pictures of Fauna

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5.5.3 Endangered Species

There are no floral species inhibiting in the project area that are redlisted, however, there are couple of vultures reported as threatened and endangered. There is no protected area in Khyber agency. Also, there is no protected area (game reserves and wildlife sanctuaries) within an estimated radius of over 50 km.

5.5.4 Ecological Conservation Dynamics in the Area

In 1976, the Forest Directorate KP initiated forestry activities in FATA, with the subsequent creation of the FATA Forest Circle in 1991. The directorate is headed by the ‘Conservator Forest’ with a divisional officer forest in each agency. Since its inception, the Forest Directorate has been working for the development and promotion of forestry, soil conservation works, watershed management, wildlife conservation and sericulture/ moriculture. At present federal or provincial forestry act has not been extended to FATA, therefore legally defined categorization of forests does not exist. Local tribes own all the forests and pastureland. This ownership is governed by customary laws based on boundary rights and use of forests and may fall in the category of individual, joint family and/or collective ownership of the tribes (Shamilat). According to USAID (Socio-economic Profile of Khyber Agency - 1993), earlier the activity of Forest department was concentrated in following locations of Khyber agency: . Madan valley . Bazar valley . Area near Pak- Afghan border

Area near Orakzai agency The conservator’s office shared a brief specific to Khyber agency, based on land cover atlas of Pakistan the following picture emerges from this information: Currently the Forest department is engaged in afforestation activity. Following species are identified and used to grow under their afforestation plan: . Prosopis juliflora, . Acacia modesta, . Olea cuspidate, . Zizyphus numularia , . Monotheca baxifolia . Pinus wallichina, . Cederus deodara, . Qurecus incana, 103

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. Deodenia viscosa

1.60% 1% 9.30% 17.90% Forest 13.60% 6.90% Shrubs Rangeland Agriculture Settelments Barran 49.70% Water bodies

Figure 5-27: Ecological Land Use Pattern in Khyber Agency

Figure 5-28: The location of forest block along the existing road alignment.

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They were unable to share the precise coordinates of their project, however, shared few self-explanatory photographs given below:

Khyber agency- Bara I Khyber agency – Torkhum

Khyber agency- near Jamroud

Figure 5-29: Forest department afforestation activity

5.6 Socio-Economic Environment The proposed project route passes through the area of Khyber Agency, which is in developing phase and the project will help in its development economically and bring the people of the area different opportunities to improve their lifestyle and financial status. However, such physical extent of the study- area was selected along the project route (referred as project area) taking into consideration the physical, ecological and socio-economic boundaries beyond which the project will not likely to significantly influence those local communities.

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5.6.1 Demography of Khyber Agency Khyber Agency is the most famous agency amongst seven others in the Federally Administered Tribal Areas (FATA). It borders Nangarhar Province of Afghanistan to the West, Orakzai Agency to the South, Kurram Agency to South-West and Peshawar to the East. Khyber Agency derives its name from the famous Khyber Pass. Because of its geographical location, the agency has a history dating back thousands of years. The Khyber Pass has been used by the Aryans in 1600 B.C., the Persians in 600 B.C., Alexander in 326 B.C. and subsequently, by Changez Khan, Taimurlang, the Mehmood of Ghazni and the Mughals. The total area of the agency is 2,576 square kilometers, with 8.22% of the total area of the agency being a forest (fatada.gov.pk). A view of Khyber Pass entrance is shown in Figure 5-30.

Figure 5-30: View of Khyber Pass Entrance The population of Khyber Agency, according to the provisional results of the 2017 national census was 986,973 (male 505,475, female 481,487). The population of the agency, according to the 1998 census was 546,730 (male 284602, female 262128). The sex ratio 109, annual growth 3.92 % and population density 212 per Sq.km with an average household size of 9.9 per household was reported. The Khyber Agency consists of four Tehsils; Bara, LandiKotal, Jamrud, and Mulla Gori. Detailed Tehsil wise population of Khyber Agency is mentioned in Table 5-8. Table 5-8: Population of Khyber Agency Tehsil Total Population Rural Urban

Bara 444,403 444,403 -

Jamrud 228,001 164,158 63,843

Landi Kotal 274,409 240,712 33,697

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Mula Gori 40,160 40,160 -

Total 986,973 889,433 97,540

Source: http://www.pbscensus.gov.pk/sites/default/files/bwpsr/fata/KHYBER_AGENCY_SUMMARY.pdf sourced on 29-03-2018 Tribal identity along with gender and age were used as key factors in determining power and influence. The identity of women is drawn from that of their male relative as next of kin – father, brothers or husband. Women had no significant role in decision-making, even if decisions directly affect their lives. They had little say in issues that affected themselves, their households, or the community. Women are generally excluded from decision-making processes. At the household level, a male elder, often also the head of the household possesses all control. He makes all decisions regarding the household, including those related to household income and its sources, education, health, marriage, and conflicts. When needed, he consults with other male members only. Few glimpses of social settlements in Khyber Agency are shown in Figure 5-31 on next page. 5.6.2 Religion and Ethnic Groups The majority religion in district Peshawar and Khyber Agency is Islam making up 98.5% of the city with small minorities of Sikhs, (1.9%) and others (0.2%). The majority of Muslims belong to Sunni and Hanafischools of thought and proportion of Shiites are also present. The main ethnic groups in the district Peshawar and Khyber Agency are Pashtuns. The four main tribes of Khyber Agency are; Afridis, Shinwaris, Mollagoris, and Shilmanis. The Pakhtun tribes in Khyber Agency which may get affected by the Project are Afridi and Shinwari tribes. The tribal social organization is based on patrilineal tribal and egalitarian principles marked by the absence of hereditary authority figures. Among the Pakhtun people a tribe (qaum), is subdivided in clan (Khel); lineages (tappa); lineage-section (bajar orpalarina) and, finally household (kor). There are two main domains of leadership relevant to land acquisition and impacts of compensation, namely the sphere of traditional power and the sphere of state power that today are inextricably interlinked. The rigid tribal culture severely restricts women’s mobility. Purdah (seclusion and face covering) is strictly imposed on young girls and women. In the presence of other male members of the family, women are veiled even inside their own homes. They are expected to carry out household chores while maintaining seclusion (Purdah). At times girls as young as 10-years-old are also expected to cover themselves.

5.6.3 Cultural and Tribal Aspects 5.6.3.1 Traditional Social Organization The PAPs social organization is based on patrilineal tribal and egalitarian principles marked by the absence of hereditary authority figures. A patrilineal tribe is a socio-political entity associated with a particular territory and gathering people assuming a common descent from a common male ancestor many 107

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generations ago. Among the Pakhtun people a tribe (qaum), is subdivided in clan (Khel); lineages (tappa); lineage-section (bajar orpalarina) and, finally household (kor). The Household is the basic production and consumption unit; lineages and sub-lineages are cohesive groups with practical relevance for political support; clans and tribes are rather abstract unit of symbolic but not-necessarily practical day-to-day relevance. “Lineages have demonstrated descent while clans have stipulated descent. This means that within a lineage people genealogies are well documented from the apical ancestor to the present. At the level of a clan genealogies are assumed but not necessarily are clearly traceable”.) The process of lineage segmentation can lead to conflict between lineages which at times persist over generations.

Figure 5-31: Pictorial View of Human Settlement along the Proposed Project Route

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5.6.3.2 Social Structure and Code of Conduct Among the affected tribes, kinship provides the basic regulating mechanism for social action. Each person relates to others based on modalities determined by the degree of blood proximity to common ancestors. Based on this principle those related through paternal kin should stand together against those who are not relatives. When two related individual enter into conflict (a case not rare among cousins) their kin will split to support the one with whom they have closer ties.

This logic is supported by the deep value attached to notions of male honor, by the principle of ethical superiority of the elders, and by an unwritten behavioral code called Pukhtunwali. This code defines the way tribal people should behave to keep the tribe together. The term combines the principles of revenge (Badal), hospitality to guests (melmastia), help to persons who seek refuge (nanawattee) capital punishment of adulterers (tor) and protection of one's honor (ghayrat), truce (tiga), equality (nikat), self- respect (peghur), collective decision (sarrishta) and cousin rivalry (tarboorwali). An individual is under obligation to defend the honor of his/her homeland, social values and other material possessions as no other system extends protection to them. Whenever a tribesman comes into conflict, he acts according to the demands of the Code because it is the reference for him to define himself and his culture and it is by adherence to Pukhtunwali that makes his claim to a place of dignity among his peers. 5.6.3.3 Marriage and Family Within the ambit of social structure, the basic residential/economic unit is the patrilocal extended family. Typically, this unit includes an elder’s household and his married sons’ households. Upon marriage daughters leave the family and are absorbed into their husband’s family to the point of being “inherited” by their husbands’ brother if the husband dies. Married sons instead generally live in their father’s compound, with this latter or the eldest brother exercising authority over the extended family. It is within this social unit that individuals find the basic solidarity group for security and mutual support.

It is within an extended family that the primary solidarities for daily economic activities and for the solution of practical matters are found. Within the walls of a compound house, under the authority of a senior elder (either the father or a senior brother) sets of brothers and their households exchange labor, productive implements and provide each other credit to cope with everyday needs. Within the extended household, rights over cultivated land and buildings are left in the hands of the elder member. Other assets such as furniture, cooking utensils, fuel, cultivated crops and animals may be owned independently by each household or may be fully shared as common property among them as it happens in the case of joint-families. In this case all family members pool together their incomes and share collectively their expenses on food, clothing, education, health, birth, marriages and funerals. 5.6.3.4 Leadership and Power Structure In the project area, there are two main domains of leadership relevant to land acquisition and impacts compensation, namely the sphere of traditional power and the sphere of state power that today are inextricably interlinked.

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5.6.3.5 The Traditional Sphere In traditional times power among the tribes was primarily organized along the segmentary logic above described, was held by notable elders (Malik) and was manifested in their legitimacy as arbitrators and decision-makers. Given the relative nature of kinship relations this meant that no elder could be a superior arbitrator than others solely based on kinship. For this to happen, it was necessary that an influential elder could influence its recognition with personal attributes. Such attributes included charisma, reputation as arbitrators, wealth, capacity to keep together large numbers of followers, ability to manipulate Islamic and genealogical knowledge, and last, but not least, in later times capacity to manipulate colonial and state powers. The Maliks are exercising their functions as mediators as members of special tribal councils called Jirga which are organized every time there is a major conflict to settle or a major decision to take. Besides settling inter-tribal disputes, the Jirgais also used to manage the tribes’ relations with the outside world. Leadership and Administrative Structure of Khyber Agency are given in Figure 5-32.

Figure 5-32: Leadership and Administrative Structure 5.6.4 Land Tenure System and Rights In Khyber Agency, land (zmaka or zamin) is regarded as the most important asset, one that may be a primary source of conflict. Who controls land has power over those who use it. Most importantly, land is collectively owned and a fundamental marker of the identity of the clan. No revenue record of lands in Khyber Agency is available or maintained. Only the record of lands under Military control is maintained by the agency patwari at Landi Kotal, cantonment area. Communal resources are those over which no individual household has exclusive legal or usufruct rights. Within the tribal system communal land is held as the collective property and belongs primarily to clans (khel of tribes (qaum). Within clans and sub-clans land use-rights are assigned to specific joint and 110

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extended families distributed on the basis of sub-section (bajar or palarina) and households (kor). The land tenure is based on a sense of territorial right, which is collective, while providing for the separate enjoyment of the individual family share in the land. Generally, within the tribal system, each clan is associated with a specific territory held by the clan members as a communal asset. Traditionally Clan territory could be used in terms of usufruct by extended households within the clan under the supervision of lineage and sub-lineage elders and with the understanding that if the use of the land was terminated the plots were returned to the clan domain. A very important aspect of this right was the system of taqsim or the division of the land tracts among the tribes, their clans and subsections originally made by the tribal chiefs while further subdivisions of land were effected by various clans or subsections of tribes (khel) themselves.

Land Acquisition along the Project Corridor

Private Land/ Structure Tribal Land

Individual Household

Afridi Shinwari

Zaka Khel Khuga Khel

Pakhi Zaka Khel Niki Khel Sultan Khel Basi Khel Fatimi Khel Ashraf Khel

Figure 5-33: Tribal Land Ownership in the Project Corridor The communal land being managed under unwritten customary laws (Rawaj) passed down through oral tradition which has now been adopted by the tribes and have become the model for accepted norm for members of a tribe. The patrilineal and descent invoke descent to claim rights to inherited land and assert their dominant position through shares in land. In general, there is no practice for land transaction through sale or purchase. However, to accommodate development projects, the determination of prices of land is being made by the tribal elders/ elders’ tribe/sub-tribe through consultation with the political administration. The land compensation is paid in compliance with a set of customary laws based on heredity which established the rights of each clan down to the last sub-section and individual families. Today under the pressure of modern commercial interests, the right of usufruct has been slowly transforming into a more permanent right. Currently plots that have been parceled out for use (residential, agricultural, commercial) are often considered as a property that will remain with the extended family and will be passed in inheritance to the next generations and possibly re-subdivided

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between the heirs. At times, even, this type of quasi-private land may be sold to outsiders though this is not considered as an honorable practice.

5.6.5 Security Situation in FATA In recent years, the FATA and KP regions have experienced a significant militancy crisis, fueled in part by years of regional instability and more recently by the US invasion of Afghanistan, and underpinned by decades of poor governance. In early 2009, the government launched major security operations to root out pockets of militants, and a second security operation was launched in 2014 in five FATA Agencies. Significant damage to physical infrastructure and services led to a large number of Temporarily Displaced Persons (TDPs) losing their homes and livelihoods - approximately 3 million people were displaced. The militancy crisis affected not only TDPs but also those who stayed behind, some of whom being just as poor and vulnerable as the TDPs. The majority of TDPs from the year 2009 militancy crisis have gone back to their original locations. In spite of the militancy and frequent military operations, the security situation has improved significantly but continued vigilance is required. The project intervention will lead to improved road infrastructure in the region and it is expected that PAPs access to basic civic amenities will increase with passage of time. Further fast and efficient motorway facility will increase the socio-economic activity and improved economy will help to boost expenditure on social security, meanwhile the reduced travel and stay of truckers on various destinations will also minimize social security risks for the local community.

5.6.6 Social Welfare Bodies NGO serves as social welfare bodies in the in tribal areas. These are non-governmental organizations that serve the society in social concerns. NGOs could be of both national and international type; they receive funding to serve the society in terms of human rights. In FATA, NGOs have served a lot in basic health and education and other social aspects. A list NGOs serving in Khyber Agency is listed in the following table.

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Table 5-9: List of NGOs Serving in Khyber Agency Sr. Contact Name of Organization Location Designation Contact E-mail # Person

SPEED (Society for Promotion of education Abdullah Executive 1. Landikotal [email protected] and employment for Shah Shinwari Director disables)

Executive 2. ZALAND Jamrud Shahid Afridi [email protected] Director

Community Uplift Executive 3. Jamrud, Lal Jan Afridi [email protected] Programme (CUP) Director

Ghani Executive 4. HEARD Jamrud [email protected] Rehman Director

Noor Zia Executive 5. SAWERA Jamrud [email protected] Afridi Director

Executive 6. CADO Jamrud Shah Nawaz [email protected] Director

Haji Shah Executive 7. PEACE Mullagori - Alam Director

Citizen Rights and Khyber Sameena Executive 8. Sustainable [email protected] Agency / FATA Rehman Afridi Director Development (CRSD)

Community Initiative General 9. Bara Imdad Afridi [email protected] Support Services (CISS) Secretary

Sustainable Khyber 10. Development Program Tariq Kamal Chairman [email protected] Agency for Community (SDPC)

Sardar Ameen Executive 11. DUAA Jamrud [email protected] Afridi Director

Zarteef Khan General 12. SHADE Jamrud - Afridi Secretary

Manzoor Executive 13. CAARD Jamrud [email protected] Afridi Director

Society for Human Gul 14. Emancipation and Bara Muhammad - [email protected] Development (SHED) Afridi

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Sr. Contact Name of Organization Location Designation Contact E-mail # Person

Society for Cooperation Executive 15. Landikotal Fazal Rehman [email protected] Awareness and Nursing Director

Christian Awareness 16. and Development Landikotal Arshid Masih Chairman [email protected] Society

Nauman General [email protected] 17. Kio Kushan Kai Bara Afridi Secretary m

Rural Community Wali 18. Development Landi Kotal Muhammad Chairman [email protected] Organization(RCDO) Shinwari Source: Tribal NGOs Consortium

5.6.7 Social Infrastructure and Facilities The socio-economic indicators of Khyber Agency suggest that it is one of the poorest areas of the country. The key reasons for the lag in historical development are attributed to resource and capacity constraints, scarce economic activities and socio-cultural barriers and law & order situation. It may not be wrong to state that due to the ongoing conflicts against terrorism and trans-border frictions, most of the socio- economic indicators of the project COI have regressed instead of making progress towards betterment of the local populace. The socio-economic indicators of Khyber Agency suggest that it is one of the poorest areas of the country. Social indicators in the Khyber Agency, including education, health, employment, water and sanitation, are far below than rest of the country, according to ‘Development Statistics of FATA, 2017, shows that the Khyber Agency has consistently been one of the poorest regions in Pakistan. These indicators are further discussed below in detail.

5.6.8 Dwellings

Houses of all the tribesmen are shaped like fortresses having towers and are mostly situated on commanding sites on the hills. Each family in the tribal areas has its own separate dwelling with its size being proportionate to the members of the household, their cattle and flocks. The Afridis are generally dokora (having two dwelling places) amongst the Khyber tribes as in summer they live high in the hills while in winter they come down along with their families and flocks to the plains to spend the winter. Stone and mud is used as building material for walls while wood is used for doors, windows, and ceilings. Main gate of the Fortress is used for entrance while a small side door in the wall is allocated for use by women. A vast courtyard with rooms depending on the social status of the guests and male members of the family is also to be found; a mosque is also made available. The interior of houses is very simple and 114

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devoid of any decoration and proper furniture. Cattle are mostly kept inside their houses. Every cluster of houses has Hujra where the male members daily discuss their local issues and spend free time; it also serves as a common place used as a guest room.

5.6.9 Energy, Transportation, and Communication Power supply line goes all along the project area, and approximately 97% of the communities have access electricity. But the majority of people belongs to business communities, government sectors and has small jobs in district Peshawar, Tehsil Jamrud and LandiKotal. The main source of income of local people depends on transportation and rearing of livestock. In Figure 5-34, a view of electricity and communication network in the proposed area is shown.

Figure 5-34: Electricity and Communication Facilities along the Proposed Route

5.6.10 Health Status Alignment starts from Hayatabad, Peshawar. Hayatabad Medical Complex Peshawar is at 1.2 km and Life Care Hospital Hayatabad Peshawar is at 2.7 km distance from the N-5 highway. The development statistics has also painted bleak picture of the health indicators in Khyber Agency. There are four hospitals, 22 Dispensaries, 17 Community health centers, 13 basic health units and four T.B clinics and two MCH centers. The population per hospital/RHC (rural health center) has been calculated as 4143 persons. The proposition of births attended by skilled health personnel was 29.5 % which is far less as compared with the national average of 86%. The maternal mortality ratio for FATA stood at 395 per 100,000 persons compared to 275 per 100,000 persons for Khyber Pakhtunkhwa. The total fertility rate for FATA is 5 as against 3.8 in Pakistan. The share of fully immunized children under 12 to 23 months is 33.9% against Pakistan’s 76%.

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There were problems with availability for health facilities, long distances to be travelled to reach there, and lack of equipment and medicines as well as skilled personnel. Women face major constraints in using health facilities, requiring permission from male relatives and being unable to travel alone. Glimpses of health facilities in Tehsil Jamrud are shown in Figure 5-35.

Figure 5-35: Health Facility in Tehsil Jamrud

5.6.11 Education Bearing in mind that Khyber Agency has a traditional society, with low economic development and limited facilities, education is not a priority for them. The prevailing security situation over the last few years has retarded the pace of growth in education sector. The number of functional Govt. Schools and enrolment of boys and girls are provided in the Table 5-10 shows a negative picture of the situation. Table 5-10: No. of Functional Govt. Schools and Enrolment in Khyber Agency (2014-15)

Educational Institutes No. of Schools Enrolment

Total Boys Girls Total Boys Girls

Primary Schools 327 198 128 59188 33827 25361

Middle Schools 26 14 12 1782 1301 481

High Schools 27 23 4 6441 5428 1013

Higher Secondary School 4 2 2 2118 1446 627

Govt. Degree College 4 3 1 3346 3076 270

Technical School 2 2 - 231 231 -

Source: Directorate of Education, FATA, Peshawar 116

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Entries to education in Khyber Agency normally starts from primary level and children of age five years and above are entitled to be formally enrolled. The overall literacy rate in Khyber Agency for both sexes was 49.40%, which is far less than the national average of 58% (2013-14). Similarly, the adult literacy rate in the region is 28% as against the national average of 75%. The development statistics show a marked gender gap in literacy ratio as male adult literacy ratio in Khyber Agency stands at 76. 30% compared to just 16.60% female literacy rate. Primary level net enrolment rate for boys and girls is 52.1% compared to 65% across Pakistan. Pictures of educational setup in the proposed area are shown in Figure 5-36. Females are particularly unable to access middle and secondary schools. These schools are far away from the population or the majority of hamlets. Female mobility is restricted in Khyber Agency due to cultural limitations. Transport facilities are often not available, while the road network is non-existent or badly constructed. These are the major factors hampering access to middle and secondary education for girls.

5.6.12 Socioeconomic Profile of Project Affected Persons 5.6.12.1 Population and Household Size 100 % PAFs were surveyed for the census to get information on socio-economic and demographic details of the affected families at the preliminary stage. In total, the census inventory identified 527 PAFs with 4273 PAPs. The population pyramid reflects that out of the total population, 56% were male and 44% females of the total PAFs. The reason for this difference might be the masking details about female household members or excluding married daughters during the census survey. In the project COI, majority of the PAFs are living as an extended / Joint family system in the same compound that includes 18.18% as an extended family and 54.55% as joint family system), while only 27.27% are living as nuclear households. This explains the predominance of extended families in the project area. The extended or joint families include all the family members consisting children, wife, mother, father, brothers, sisters and grandparents are living under the same compound led by the family head. The elder of the house is responsible to look after all the social matters and other activities of the house including income and expenditure etc. The average size of a household was 8.11 persons per family (estimated number of adults per person per family are 4.4). This could be attributed to decline in natural growth trend and delay of marriage among youth.

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Figure 5-36: Educational Institutions along the proposed route

5.6.13 Distribution of PAPs by Age and Gender As can be seen from the Figure 5.42 below, highest percentage (45.50%) lies in the age category of equal or less than 15 years. Only about 4.95% of the total affected population is between 56- 65 years. The age profile shows a higher percentage of population representing the age category of 1-15 years followed by 16-25 years and 26-35 years. The decline in the population growth is the result of rising war migration. Migration was reported to be a common phenomenon in the project area during the conflict period.

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Figure 5-37: PAPs Age Group and Gender Composition

5.6.14 Educational Levels of the PAPs Literacy is very low, as 72.82% of the total affected population is illiterate. Only about 27.17% of affected population is educated from primary up to master level and above. Out of the total survey PAPs, 12.07% of the PAPs have studied only up to the primary level. The literacy rate for male and female is computed to be 24.08% and 3.09% respectively. Figure 5-38 shows an alarming situation of overall literacy conditions and most importantly female education. The lowest literately among females is partly due to lack of girls schools in the project area.

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Figure 5-38: Educational Status of PAPs

5.6.15 Occupational Background Among the PAPs, the small businesses dominate the project area. About 47.56 % of the PAPs are small traders or vendors engaged in small-scale business (shops, stores, auto workshops etc.). Out of the total, 26.63% of the household heads reported their primary occupation is wage labor mainly in the transport sector while 12.19% were engaged in government job. Relatively a small number (5.49%) PAPs were working in the private sector with majority found to be vehicle drivers (operating especially trucks & trailers), auto mechanics, carpentry and other patty jobs thereby indicating the poor socio-economic status of the area. A small number of PAPs work abroad mostly as laborer. Figure 5-39 shows the occupation structure of the PAPs.

Figure 5-39: Occupation Structure of the PAPs

5.6.16 Household Well-being/ Livelihood The entire RoW was surveyed for PAP purpose and during that survey, it was observed that the major sources of income in the project area are generated from business (shops, stores, auto workshops etc.), services (trucks & trailers drivers), labor, remittances from abroad etc. The data collected from the field are summarized in Figure 5-40. The average monthly family income is calculated to be PKR 34,755 and PKR 4,344 on per capita basis. A total 107 PAFs were found to be below poverty line.

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Figure 5-40: Monthly Income

5.6.17 Ownership of Consumer Durables Obtaining income information from individuals and households is a difficult task as many people are reluctant to disclose and often under report. Using proxy indicators such as household assets provides a realist picture of the household well-being. Figure 5-41 shows that 21.55% PAFs owns refrigerator followed by washing machine (12.15%), computer (12.71%) and TV (11.05%). Most of them were reported as used items locally available in the Bara market. Ownership of automobile is very low. Only 4.42% families own car or van or truck. Most of these families give these vehicles on rent to augment family income. TV has replaced the radio for entertainment and it is available among some of the low income families too. Few households own luxury items such as power generator and other electrical appliances. A significant number of PAFs were almost without consumer durables that depicts absolute poverty in the project area.

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Figure 5-41: Ownership of Consumer Durable

5.6.18 Family Expenditure The monthly expenditure and pattern of expenditure provides an indication for assessing standard of living of a household. The expenditure on food items include cereals, pluses, flour, sugar, cooking oil/ghee, milk etc., while the non-food items consisting of expenditure on education, medical treatment and clothing. Overall, the average annual household expenditure on food is calculated to be 65% followed by medical expenses 18% and clothing 13%. The expenditure on food items are almost double as compared to non-food expenditure estimated in the project area as evident from the Figure 5-42. The important staple food is wheat, rice and maize supplemented with purchased other commodities such as meat, sugar, vegetables and fruits.

Figure 5-42: Average Monthly Food and Non-Food Expenditure of PAFs

5.6.19 Livestock Ownership In tribal rural set-up, livestock ownership is also another proxy indicator for assessing of living standard/ family well-being. It was observed during the field survey as depicted in Figure 5-43 that overall, 89.47% PAFs were keeping livestock. Out of the total, 32.24% families own cows followed by sheep/goat (28.29%). Livestock reported to be an additional source of food and cash income for the project affected families.

5.6.20 Access to Social Amenities The factors affecting poverty are lack of access to basic social services such as education, health, clean drinking water and proper sanitation. About 32.64 % PAPs had the access to electricity and 15.28% had drinking water supply in the proposed section of Expressway. In case of other amenities, i.e., access to health facilities, schools and sewerage, the extent was 14.58%, 15.28 % and 2.08 % respectively as given in the Figure 5-44.

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Figure 5-43: Livestock Ownership

Figure 5-44: Access to Social Amentias

5.6.21 Poverty Impacts Lack of secure and consistent income, aggravated by lack of access to diverse sources of income is the main reason for the poverty in project areas. Negligible off-farm economic opportunities restrict job opportunities for daily wage labor. In the Khyber Agency, marble quarries offer some source of off-farm employment. However, these do not generate sufficient employment for the local people seeking jobs. According to the minimum wage for 2016 -17 officially set by the Govt. of Pakistan is Rs, 15,000 per month. It was found that on overall basis about 20% PAFs households were below the poverty line. The project will provide some alternative income sources to provide some relief from poverty in order to sustain their livelihood. Under the project, this category of PAPs will be preferred in the project related jobs. In addition, the project will be (i) beneficial as it will generate employment opportunities for the people, (ii) improve access to social services such as health and education, marketing, (iii) reduce transportation costs (iv) improve their income level due to access to market facilities.

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5.6.22 Land Holding Most of the area of the Agency is mountainous. Water is scarce, thus the valley has little land suitable for cultivation. The in-hospitable terrain limits the size of individual land-holdings. Of 527 surveyed households, a vast majority (92.68%) are landless in terms of individually owned land and 7.32% were reported to have ownership of land whereas a very small number of PAFs, 0.54 owns agriculture land. Table 5-11 shows distribution of land ownership within the RoW. Table 5-11: Land Holding Pattern Mountain/Hilly/Stea Agricultural Land Plain Barren Land m Landless

Land (Acres) (%) (%) (%) (%)

0 92.68%

1-5 0.18% 1.07% 4.46%

6-10 0.18% 0.00% 0.36%

11-15 0.00% 0.00% 0.36%

16-20 0.00% 0.18% 0.00%

20+ 0.18% 0.18% 0.18%

Total 0.54% 1.43% 5.36% 92.68%

5.6.23 Cropping Pattern The proposed expressway route alignment passes through the hilly area therefore there is very little agricultural activity along the proposed route because of water scarcity. However, a very small portion of the population is engaged in agriculture near Khwar (7–22 km). People involved in this sector follow an integrated farming approach that includes growing grain, vegetables and fruits, as well as planting trees on farmlands. Wheat and maize are among the major locally grown commercial crops while other includes tomatoes, okra, and cumin-seed. Grapes, apples, walnuts, almonds, peaches, and apricots are major fruits and nuts grown in the vicinity. People are nevertheless unable to meet even their own food requirements from their farms and so staple food production is insufficient even for local use. According to the primary social survey 6.4 acres of cropped area along the RoW will be affected due to acquisition of agricultural land. The project is located in uncultivable land; hence minimal crop loss has been identified. The affected crop area is mentioned in Table 5-12.

Table 5-12: Affected Cropped Area and PAF’s Crops Cropped Area (Acres) PAFs

Wheat 3.2 2

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Crops Cropped Area (Acres) PAFs

Maize 3.2 2

Total 6.4 4

5.6.24 Trees The project area has both fruit and wood trees. The site survey revealed that 1522 fruit trees and 417 wood trees will be impacted by the project. The details about affected trees is mentioned in Table 5-13. Table 5-13: Number of Affected Trees Affected Trees (Nos.)

Type of Trees Total Sapling Young Mature Trees

Trees in Agricultural Land Timber Tree 192 35 66 91

Fruit Trees 723 138 45 540

Trees in Residential Land or in Timber Tree 225 63 109 53 Compound

Fruit Trees 799 260 396 143

Total Trees Timber Tree 417 98 175 144

Fruit Trees 1522 398 441 683

5.6.25 Women Issues and Development Needs As the project route is passing through the rural areas, and rural community, women activities in the field (such as fetching of drinking water, collecting firewood, washing clothes, livestock grazing activities etc.) may be affected due to the road construction activities. Moreover, labor influx for construction works can lead to a variety of adverse social and environmental risks and impacts such as risk of social conflict, increased risk of illicit behavior and crime, influx of additional population (followers), impacts on community dynamics, and increased burden and competition for public services and natural resources. The risks of these occurrences and their mitigation will be assessed in the project ESIA, ESMP and actions incorporated into the Contractor ESMP (CESMP).

In addition, with specific reference to women, rural women in the project normally use open field latrines, and their privacy may suffer due to project activities especially during the implementation period. The induction of outside labor may create the social and gender related issues due to unawareness of local customs and norms. It will also cause the hindrance to the mobility of local women in the area. Disturbance to the mobility of local women when workers of contactor will work on various construction activities.

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5.6.26 Recreation and Tourism There is no recreational or tourism place that will be affected by this proposed project route.

5.7 Physical and Cultural Resources Table 5-14 gives the location and distance of these sites from existing and proposed alignment. Figure 5- 45 is showing archeological and cultural heritage sites along the proposed route. Table 5-14: Archaeological Sites/ Physical Cultural Resources along the alignment Least Distance Least Distance from Location Latitude Longitude from Proposed the existing road Alignment Alignment On existing Road Bab-e-Khyber 34° 0'9.02"N 71°22'48.14"E 1,660 Meters Alignment Ali Masjid 34° 1'16.84"N 71°15'49.23"E 173 Meters 30 Meters Sphola Stupa 34° 4'25.08"N 71°12'37.32"E 429 Meters 25 Meters Jamrud Fort 34° 0'12.40"N 71°22'43.18"E 1735 Meters 50 Meters Hari Singh Nalwa Grave 34° 0'12.61"N 71°22'45.93"E 1801 Meters 116 Meters Shagai Fort 34° 1'2.29"N 71°16'47.30"E 584 Meters 74 Meters Shrine of Ameer Hamza Shinwari 34° 5'58.35"N 71° 9'40.26"E 1574 Meters 863 Meters Pakistan Gate at On existing Road Torkham 34° 7'18.02"N 71° 5'40.60"E 1450 Meters Alignment

Note: the distances are approximated by plotting the coordinates on Google Earth Map

5.7.1 Bab-e-Khyber & Khyber Pass Bab-e-Khyber (Khyber Gate) is a monument which stands at the entrance of the Khyber Pass and Jamrud Fort and is located adjacent to it. It was built in the 10th century and was repaired in 1964. A pictorial view of current state of Bab-e-Khayber is shown in Figure 5-46. The Khyber Pass is situated at a height of 1,180 meters above the sea level and starts about 5 kilometers beyond Jamrud Fort. A platform for visiting dignitaries which also consist of useful and authentic information has also been constructed. Bab e Khyber is at a distance of 1.66 km from the proposed alignment of Peshawar-Torkham Motorway.

The Khyber Railways was constructed during British Empire at the cost of rupees two million. The track threads its way through 34 tunnels crossing 92 bridges and culverts and climbing 1,200 meters above sea level. Two steam engines pull and push two coaches. At one point, the track climbs 130 meters in less 126

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than a kilometer by means of the famous changai spur, a section of track shaped like a “W” with two- reversing stations.

Figure 5-45: Location of Physical Cultural Resources/ Heritage Sites along the proposed Alignment

Figure 5-46: View of Bab-e-Khyber

5.7.2 Ali Masjid It is the narrowest point of the Khyber Pass. It is located in the Khyber Agency of the Federally Administered Tribal Areas (FATA), Pakistan. It is located around 10 miles (16 km) east of the city of Landi Kotal (West of Peshawar) and has an elevation of 3,174 feet (967 m). It was named in memory of Hazrat Ali (R.A), the cousin of the Holy Prophet Muhammad (SAW). A mosque and a shrine have been built here in the memory of Hazrat Ali (R.A), who visited this place according to a local tradition. There is also a huge boulder which carries the marks of a hand believed to be that of Hazart Ali (R.A). It has been reported by 127

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Director Archaeological Department Peshawar, that it has been described at List of cultural heritage sites in Federally Administered Tribal Areas. The proposed alignment was specifically altered to bypasses Ali Majid. A view of Ali Masjid is shown below, in Figure 5-47.

Figure 5-47: View of Ali Masjid

5.7.3 Sphola Stupa Khyber Pass is also home to Sphola Stupa which is a Buddhist monument. This monument is located about 25 kilometers from Jamrud and is on a high rocky ledge consisting of a stone mound supported by a tiered base. The stone is not in the best of conditions and large sections of it have fallen away. There is a valley beyond which steep mountains are rising behind it. Glimpses of the current view of Jamrud fort are shown in Figure 5-48.

5.7.4 Jamrud Fort Jamrud, about 14.5 kilometers to the west of Peshawar on the Peshawar Torkham road, is a historic place and takes its name from the famous Iranian emperor Jamshed who is said to have been the ruler of the area and ruled some 2,000 years ago. A tank built by the then ruling Iranians still exists near this place. Jamrud Fort is located at a point where Khyber Pass meets the Peshawar valley which has served as the camping ground for Iranian, Greek, Tatar and Mughal armies who marched through the Khyber Pass to the Sub-Continent.

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Figure 5-48: View of Jamrud Fort and Shpola Stupa

5.7.5 Hari Singh Nalwa Grave Hari Singh Nalwa (Nalua) (1791–1837) was Commander-in-chief of the Sikh Khalsa Army, the army of the Sikh Empire. He is known for his role in the conquests of Kasur, Sialkot, Attock, Multan, Kashmir, Peshawar and Jamrud. He is also the founder of Haripur city in Pakistan, which is named after him. Hari Singh Nalwa was responsible for expanding the frontier of Sikh Empire to beyond the Indus River right up to the mouth of the Khyber Pass.Hari Singh Nalwa died fighting the Pathan forces of Dost Mohammed Khan of Afghanistan. He was cremated in the Jamrud Fort built at the mouth of the Khyber Pass in Khyber Pakhtunkhwa. Babu Gajju Mall Kapur, a Hindu resident of Peshawar, commemorated his memory by building a memorial in the fort in 1892. His grave is inside the boundary of Jamrud fort and is 1.8 km from the proposed alignment of the Peshawar-Torkham Motorway.

5.7.6 Shagai Fort Shagai Fort is located 30.6 kilometers from Peshawar. It was built by the British in 1928 (Figure 5-54) and houses a cemetery of British soldiers. The cemetery is taken care of by the government of KPwhich has appointed a Pathan custodian to look after the tomb-stones and water flower plants. The distance of Shigai Fort from the proposed Alignment is 0.58 km.

5.7.1 Shrine of Ameer Hamza Shinwari Ameer Hamza Shinwari, a Pashtun poet was born in LandiKotal, in FATA, Pakistan.He was born in 1907 and died in February 1994. He was a member of the Shinwari tribe of the ethnic Pashtuns. He worked both on classic and modern poetry and is well known for bringing innovative ideas in Pashto Ghazals and rightly is known as the father of Pashto Ghazals. A view of the shrine is shown in Figure 5-55. The distance of the shrine also known as Hamza Baba Complex is 1.57 km from the proposed alignment of Peshwar- Torkham Expressway. 129

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Figure 5-49: View of Shagai Fort

Figure 5-50: Shrine of Ameer Hamza, LandiKotal

5.7.2 Pakistan Gate at Torkham

Torkham is located on the border separating Pakistan from Afghanistan. The Political Department of the area maintains a well-furnished rest house which is meant only for government officials and other 130

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dignitaries. Tourists are also facilitated as some small hotels and restaurants are made available. A view of Pakistan Gate at Torkham is shown in Figure 5-56. The proposed alignment ends at about 1.45 km from the Pakistan Gate.

Figure 5-51: View of Pakistan Gate Torkham

5.7.3 Graveyards A graveyard is a place where the remains of dead people are buried or otherwise interred. Existing alignment of N-5 highway have graveyards along the route, and the proposed project R.O.W route will not affect the graveyards. Furthermore, there are no graveyards along the proposed Expressway. A view of graveyards along existing road alignment is shown in Figure 5-52.

Figure 5-52: View of Graveyard along Existing N-5 Motorway

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6 Environmental Impact Assessment and Mitigation Measures

This section describes the environmental impacts that could occur as a result of the project components. The impacts have been identified based on consideration of the information presented in Chapters 1, 2, 4 and 5.

6.1 Potential Impacts Summary of significant impacts are listed in Table 6-1, grouped into the project components and impact groups. Table 6-1: Summary of Significant Environmental Impacts PROJECT ACTIVITIES / ISSUE POTENTIAL IMPACT A. Design & Planning Phase Topographical survey and . No potential impact Geotechnical investigation of the area Acquisition of land and other private . Acquisition of land for the construction of expressway. assets/ . Involuntary resettlement and loss of livelihoods Route Selection(alignment) . Other social issues related to resettlement . Change in Land Value . Disruption of public utilities Land and landscape transformation . Impact of taking material from the borrow sites . Soil Erosion . Change in hydrologic regime . Destabilization of mountain slopes . Topographic change . Clearing of vegetation and cutting of trees . Disruption to Wildlife B. Construction Phase Construction contractor mobilization . Socio–economic and cultural issues, like women privacy, child and establishment of campsite and labor, burden on local health services etc. machinery/ equipment Yard . Land degradation due to solid waste disposal of camp site and other allied facility like asphalt and concrete plant . Deterioration of air quality due to machinery & equipment . Potential for spread of oils & chemicals from Workshop facilities . Noise and air Pollution . Loss of vegetation

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PROJECT ACTIVITIES / ISSUE POTENTIAL IMPACT . Soil erosion . Contamination of soil and water body . Burden on available local resource, like water . Changes in land use pattern . Influx of external work force . Health and Safety issues Transportation of construction . Soil erosion and contamination material . Air pollution . Noise pollution . Occupational Health and Safety issues . Community health & safety issues . Damage to infrastructure Construction Work . Blockage of natural drainage Cutting of rocks, large scale . Land sliding excavation, dumping of soil and . Soil erosion and impact on top fertile soil blasting, etc . Blockage of irrigation system & natural drainage . Borrow pit and quarry management issue . Pollution from asphalt and concrete plant . Water body contamination . Noise , air and vibration issues . Loss of vegetation . Burden on available water resource . Ecology and biodiversity disturbance . Land degradation due to solid waste disposal . Dilapidation and degradation to sites of Historical, Cultural, Archeological or Religious Significance . Blocked of access due to earth works and stockpiling of excavated material . Resource efficiency and conservation issue . Disruption of Existing Public Utilities/ Infrastructure Health and safety issues . Occupational Health and Safety issues . Traffic management issue . Community health & safety issues C. Operation Phase

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PROJECT ACTIVITIES / ISSUE POTENTIAL IMPACT Road and traffic management and . Surface and groundwater contamination maintenance activity . Land Sliding . Road and traffic safety issues . Noise pollution . Air pollution . Ecology and biodiversity disturbance . Land degradation due to solid waste . Social & cultural change . Health and Safety

6.2 Potential Impact Identified by Stakeholders Issues raised by stakeholders regarding the environmental implications of proposed project during construction and operations are listed below: . The alignment of route and associated structures should be in consultation with local communities and elders. . Existing traffic on the road shall be affected. . Noise and air pollution associated with trucking causing disturbance to residents along the road. . Livestock safety during construction and use of roads. . New roads disturbing rain-fed agricultural production systems, increasing water shortages may result in increased poverty. . Project related traffic causing congestion . Road safety measures required, such as speed breakers and restrictions, so speed limits are observed and accidents avoided . Public safety for people crossing the road, particularly the elderly, women and children . Movement of heavy traffic leading to road damage . Sanitation awareness in camping facilities . Privacy related matters and cultural sensitivities

6.3 Impacts and Mitigation Measures – Design Phase This phase mainly comprises of comprehensive feasibility study of the proposed alignment. There will be no major physical interference such as construction and movement of heavy machinery during this phase except site inspection and other surveys for the completion of feasibility study.

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Understandably, the potential environmental impacts, in a physical sense, of the design stage are quite low. Since the design stage involves only limited physical activity, its direct impact on environment is also low. The various surveys carried out at the planning level may result in short term impacts on air and soil quality. If the design is carried out without regard to the environmental considerations, it will lead to long term negative implications for local flora, fauna, water quality, water resources, land acquisition etc.

6.3.1 Route Selection (alignment) Potential Impact Improper route selection for the road alignment could lead to social issues of resettlement/relocation of assets and displacement of people. This impact would be of high significance.

Mitigation Measures Most of the significant environmental impacts of the project can be addressed at the design phase, which is mainly the responsibility of the Design Engineers. The location of various components and structures, nature of construction technology etc. predominantly determine the environmental implications of the project. Despite having examples of other similar projects, the exact quantum of environmental impacts cannot be predicted at times. Hence, the efficacy of the design will finally be tested only when the results of follow up monitoring become available. The Design Engineers must also add all features for safety of the workers during operation and maintenance. The proposed design has ensured to avoid alignment from any controversial land. The alignment selection will be justified to all stakeholders. NHA will ensure that the land acquisition procedures as spelt out in the Resettlement Action Plan (RAP – a supplementary document of this report) are followed in a transparent manner. Complete records will be maintained, particularly for asset valuation and compensation payment. The communities’ grievances associated with the land acquisition and compensation should be addressed on priority basis, in order to avoid any unrest/mistrust among the communities towards the project. More detailed analysis of permanent land acquisition required and the relevant mitigations have been given in Resettlement Action Plan (RAP) – a separate document alongside this report.

6.3.2 Disruption to Wildlife Potential Impacts Though the biodiversity of the area is not very varied, some rare occasions of human interaction with wildlife have been reported around the proposed project’s AOI. The construction activity might result in temporary disturbance without any significant loss of wildlife habitats in the area. However, the impact is likely to be mitigated and wildlife will be able to adjust its niche using its intrinsic phenotypic plasticity.

Mitigation Measures The torrential run off nullahs and other natural passages are used by the ungulates and other fauna to reach the water sources. Considering the needs and keeping in mind to minimize the natural conflicts of the system, sustainable provisions in the form of elevated structures, culverts and other crossings have been planned. This will not interfere with the natural flow from the neighboring hills, and keep the 135

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structure prevented from erosion. These elevated structures also offer safe and comfortable passage to the wildlife visiting the water sources in drought season.

6.3.3 Topography Potential Impacts The topography in the project area will change because of construction of road and other project related structures such as embankments, bridges, flyovers and interchanges.

Mitigation Measures Visual changes to the topography will be of permanent but slightly adverse in nature and need no mitigation measures except that the project design should consider aesthetic concerns. The proposed design has tried to minimize these impacts.

6.3.4 Change in Hydraulic Regime Potential Impacts The project area has an extensive network of seasonal water stream/ nullahs along the proposed route. The local community is dependent on these water courses. Any changes in the flow patterns of these water streams affect the local people and that would be major negative irreversible impact.

Mitigation Measures For the crossing of drains and water courses, small bridges and culverts have been incorporated in the design. This includes: . Proper design of bridges on nullahs to accommodate design flows; . Small bridges will be constructed on drains coming in the ROW; . Provision of box culverts to control flood damages and provision of safety of embankments.

6.3.5 Flash Floods Potential Impacts The area is prone to flash floods, and large devastation has been reported in the previous incidents of floods. Failure to address this issue at the design level will most certainly impact the operations of the road. It will also reduce the project life through erosion and destruction of infrastructure.

Mitigation Measures Detailed hydrology of the Project area has been carried out to analyze the behavior and impact of potential flood from major streams and nullahs passing through subject proposed alignment. The capacity of required bridges and other drainage structures has been assessed using HEC-RAS Hydraulic Model. Following is the list of cross drainage structures provided on subject Peshawar- Torkham alignment:

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Table 6-2: Cross Drainage Structures Type of Structure No.

Pre-stressed Bridges 25

Interchanges 2

Flyovers 2

Subways 3

Underpasses 5

Box Culverts 123

No. of Cattle Creeps 2

6.3.6 Change in Land Value Potential Impacts The proposed Project is expected to increase the land values, especially in villages where little or no road infrastructure is present. Land owners will have an opportunity to sell their land on increased prices and invest into new businesses. This impact will be major positive in nature.

Mitigation Measures This is a positive impact, no mitigation required.

6.3.7 Public Utilities Potential Impacts Due to the proposed project, public utilities affected may create disruption of public services and economics. This impact is however temporary and minor negative in nature.

Mitigation Measures . Incorporate technical design features to minimize effect on public utilities; and . All public utilities likely to be affected by the proposed project need to be relocated well ahead of the commencement of construction work.

6.3.8 Poor Design leading to Reduced Project Life Potential Impacts The project area being a hilly terrain, is prone to strong water currents, land sliding etc. if the design is poor, it may cause erosion leading to reduced project life. This impact is permanent and negative in nature.

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Mitigation Measures . Review design to ensure that it incorporates design related mitigation measures such as surface waterbody crossing for easy flow of discharge produced by upstream, appropriate selection of sites for waste dumping and borrow, slope stabilization, etc. . Edge Scouring of earthen embankments or concrete work must first be dealt at design stage. Wherever such a situation is anticipated, aprons should be provided to secure edges and specifications must be kept of high standards.

6.4 Impacts and Mitigation Measures – Construction Phase Table 6-3 provides a checklist of potential impacts likely to be associated with the construction phase and operation phase respectively. This section provides a brief explanation of these factors, also suggesting a line of action towards mitigation measures for the adverse impacts. The set of impacts are based upon physical, biological, cultural and social aspects. Table 6-3: Evaluation of Environmental and Social Impacts in Constructional Phase

S Physical Environment Biological Socio Economic Environment # Environment

Project Components Air Air Quality SoilQuality Employment Ground WaterGround Flora PublicUtilities Fauna WasteDisposal AgriculturalLand TrafficManagement NoiseVibration& Healthand Safety Surface Water Geology / Landscape PopulationDisturbance Cultural/ReligiousValues Topographyand Drainage

Construction Camp, 1. O LA O LA LA LA O LA LA O O LA O LA O B O workshop etc.

2. Excavation MA LA MA LA LA O LA MA LA LA O MA O O O B O operation at borrow

3. Transportation of O O O LA LA O LA MA O O O MA O LA O B M construction A

4. Storage of O MA LA MA LA LA O O O O O LA O O O B O construction Earth work 5 MA MA MA LA LA O MA MA LA LA O MA LA HA LA B HA operation

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Operation of 6 concrete & O LA LA LA LA O MA MA O O O MA O LA O B O batching plant Operation of 7 O LA LA LA O O MA MA O O O MA O LA O B O Asphalt plant

8 Blasting MA LA MA LA LA O MA HA LA LA O HA O LA O B LA

Legend: O = Negligible/ No impact LA = Low Adverse MA = Medium Adverse

HA = High Adverse B = Beneficial

6.4.1 Soil and Landscape Cutting and filling operations during construction may have a geophysical impact leading to: . Physical Scarring of landscape . Increased risk of land slippage . Accelerated soil erosion . Blockage of natural drainage.

6.4.1.1 Dismantling of Existing Structure Physical Scarring Potential Impacts Physical Scarring occurs when changes in the physical appearance of the land affect the aesthetic quality of the landscape. Physical changes to the landscape proposed by the project include the construction of road, allied facilities and construction of camps and auxiliary facilities. Some existing infrastructure including few bridges will have to be dismantled where new structures will be built.

Mitigation Measures . The contractor will develop an SOP for dismantling existing structures . Unnecessary widening beyond the proposed design of the road shall be avoided at straight portions and on bends . The movement of construction equipment and vehicles will be restricted to work areas. . Safe driving practices must be encouraged to minimize soil erosion. A speed limit of 40 kmph will be observed and monitored in the project area, and off-road driving strictly prohibited. . The alignment of the widening will be selected so as to minimize the clearing of vegetation and minimized trees cutting. . Steep cut-and-fill will be avoided, and a gentle side slope maintained where possible. Retaining walls will be constructed where necessary. 139

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6.4.1.2 Land Slippage and Soil Erosion Potential Impacts The extent of potential land slippage depends on the following factors: . Type of soil (homogeneity, cohesiveness, compactness) . Water content of the soil (depends on rainfall, drainage, vegetation, evaporation rate, etc.) . Topography (slope gradient) . Vegetation cover . Exposed rocks.

If any of these factors change significantly, the risk of land slippage or soil erosion will accelerate. In the context of the proposed project, the most important factor is topography.

Mitigation Measures

. Although the road widening involves some vegetation clearance and change in soil characteristics, the subsequent compaction will significantly reduce any risk of land slippage. . The risk of land slippages near the stream banks will be reduced by ensuring thorough maintenance of a gentle slope and by applying water. Monitoring during construction will further minimize the risk. . Where the proposed alignment merges with the existing road, one clear passage for transport will continue to be maintained during the project, and measures such as spraying water implemented to reduce dust emission and erosion . All sections of the road close to or on steep slopes will be closely monitored for any signs of soil erosion or land slippage . Environmental monitoring will involve checks for any signs of soil erosion so that remedial actions, such as applying water and compaction, can be implemented.

6.4.2 Earthen Embankments or Concrete Work, Edge Scouring Potential Impacts Poor design and inappropriate construction procedures can potentially damage the embankments, concrete works or road edges. The impact is moderately significant but can easily be mitigated.

Mitigation Measures . Edge scouring of earthen embankments or concrete work must first be dealt at design stage. Wherever such a situation is anticipated, aprons should be provided to secure edges and specifications must be kept of high standards. . During the construction phase this aspect will be addressed through employing appropriate techniques such as protection walls and rip rap. 140

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. Contractor will repair all damages to the earthen embankments, concrete works, or pavement edges caused by the construction works.

6.4.3 Impact of Borrowing Material from Earth Borrow Sites and Stone Quarrying Potential Impacts As indicated in Section 3.12.1 Construction Material Requirements, a large quantity of earth will be removed from borrow pits located within the state land on either side of the road. This can potentially cause slope instability, loss of soil/land productivity, uneven terrain, and altered drainage.

Mitigation Measures . The contractor will prepare a comprehensive borrow area management plan and get it approved by the Supervision consultants. . The borrow . areas will be selected after obtaining approval from the environmental specialist of the PMU / Supervision Consultant. . The topsoil up to 30 cm shall be removed and stored prior to excavation of fill material. After completion of borrowing the area would be leveled and the top soil would be restored to ensure no loss in productivity of land. . Borrow sites would not be deeper than 3 ft. at any location to avoid alteration in drainage pattern and reduce the risk of soil erosion . The contractor will ensure that the borrowing does not cause slope instability, loss of soil/land productivity, uneven terrain, and altered drainage. . Wherever possible/necessary, these places will be leveled and planted with trees using appropriate planting technology/methodology.

6.4.3.1 Blockage of Irrigation systems and Natural Drainage Potential Impacts The alignment also crosses many streams and channels. These channels and streams may be blocked and the catchment of the downstream may be disturbed during construction phase.

Mitigation Measures To minimize the impact of the project on the geophysical environment, a number of measures have been included in the design that will need to be taken into account when constructing the project facilities. A second class of measures is related to the day-to-day management of the project during construction. Following specific measures are required to minimize potential impacts: . Unnecessary widening beyond the proposed design of the road shall be avoided at straight portions and on bends.

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. The natural drainage pattern will not be disturbed, and culverts will be constructed where required. . Surplus soil and cleared vegetation will be disposed of so as to avoid disturbing the natural drainage. . The Project Director (PD) of NHA in consultation with Irrigation Department (FATA) will allow local readjustments in foundation treatment or any other small changes to the contractor.

6.4.4 Location of Labor Camp, Material Depots, Equipment Yards and Approach Roads Potential Impacts Location of camps near sensitive receptors like water resources, and use of private lands without prior consent of landowners for dumping and storage of construction material and equipment can result in adverse environmental impacts and create server social issues. Two sites have been identified but final selection is yet to be made. Location of labor camp, material depot, equipment yard and approach roads will not cause any serious problem if selected in consultation with local communities and landowners and impacts can easily be mitigated.

Mitigation Measures . The contractor will, in consultation with PD, select the location of all these facilities after a rapid assessment through the Screening checklist . The camp/other site facilities will be established on a flat land without much natural vegetation, at least 500 m away from the communities and surface water bodies. . Satellite imagery can also be used to select the suitable sites, to record the pre-construction conditions, and to monitor the condition of these sites during and after the construction phase. . The contractor will prepare a Camp Site Management Plan, get it approved by the PD and abide by its provisions. The plan will include measures for rehabilitation of site upon completion. It will also include the photographical and botanical inventory of vegetation before clearing the site.

6.4.5 Oil and Hazardous Materials Spillage and Leakages Potential Impacts Any leakage or spillage of diesel, oil or any other chemical will contaminate the soil which may in turn impact the water sources, nearby community and/or productive land.

Mitigation Measures Following measures shall be implemented to avoid such events; . Contractor will apply strict rules on his workers and labor to ensure that no spill or leakages are caused. All fuels, oils and bitumen will be stored appropriately, with concrete padding and bunding for containment in case of leakage. . If the spills or leakages do take place, it must be followed by the treatment prescribed below as per the degree of spill or leakages.

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I. Minor Spill / Leakage: Soil contaminated by minor spills / leakages (defined as leaks from vehicles, machinery, equipment or storage containers such that the area and depth of soil contaminated is less than 10 sq. ft. and 3 inches respectively) is to be scraped and burnt in a burn pit, away from population.

II. Moderate Spills are defined as spills of volume less than or equal to 200 liters is to be contained and controlled using shovels, sands and native soil. These equipment and materials are to be made available at campsites during the operation. The contaminated soil is to be excavated and stored in a burn area lined with an impermeable base, and disposed-off by burning in the burn pit.

III. Major Spills (defined as spills of volume much greater than 200 liters) requires initiation of Emergency Response Procedures and Oil Spill Contingency Plan. These spills are to be handled and controlled according to the plan and require special treatment such as bioremediation.

. The contractor will employ the general criteria for oil and leakage at construction sites, as per standards set forth by “Guidelines for Oil Spill Waste Minimization and Management” issued by International Petroleum Industry Environmental Conservation Associate which are as follows: (Source: IPIECA Report Series, Volume-12, “Guidelines for Oil Spill Waste Minimization and Management”) . The contractor will adhere to the Camp Site Management Plan, which will include directions for safe chemical storage and handling (including those for oils and fuels). . Fuel tanks will be appropriately marked by content, and along with oils, and chemicals will be stored in dyked areas lined with an impervious base. . Precautions, such as drip pans and other types of secondary containment, will be used to avoid any spills that may occur during fuel and oil transfer operations. . Precautionary materials, including shovels, plastic bags and absorbent materials will be kept available near fuel and oil storage areas.

6.4.6 Contamination of Soil and Water due to Effluent Potential Impacts Effluents released as a result of the project activities, if not contained properly, may contaminate the soil and water bodies. If allowed to leach into the ground, the contaminants may also pollute groundwater. There is a causal link between effluent discharge and health, the impact of which is analyzed based on: . The nature of pollutants (oil and grease, chemicals, organic substances, etc.) . Discharge rate and duration . Discharge conditions . Characteristics of surface drainage and receiving water body e.g. water quality, flow rate etc. 143

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. Location of receptors (communities) with respect to the discharge point . Communities’ exposure to pollutants (concentration of pollutants in water) . Current and potential uses of water in the community . Health risks due to pollutants.

Mitigation Measures Mitigation measures to reduce the impact of waste effluents produced during project activities are listed below.

i. The camps will be located as to avoid proximity drinking water sources, maintaining a minimum distance of 500 m from such natural resources. ii. No contaminated effluents will be released into the environment without having been treated. iii. Sewage and other waste effluents will be handled so as to avoid contaminating surface and groundwater. iv. Water from washing areas and kitchen will be released into sumps. v. An appropriately designed septic tank will be used to treat sewage, and outlets will release treated effluents into sumps. The integrity of the entire system will be maintained and monitored. vi. Septic tanks and sumps will be built at a safe distance from any water hole, stream or dry streambed, so as to prevent the entry of surface water, and the bottom of the sump will be kept above groundwater level. vii. Sumps will be located in a position such that they are: a. Fixed in absorbent soil b. Down-slope and away from the camp (and downwind, if practical) c. Downstream from the camp water source and above the high-water mark of any nearby water body (if any). viii. When abandoning sumps, an extra cap of soil will be placed over them to allow compaction. ix. Solid waste (including food waste) will be segregated and disposed of as follows: . Materials suitable for recycling will be stored separately and sold to approved recycling contractors . Combustible waste, Non-combustible, non-recyclable rubbish will be sent to a landfill . Solid residue from the septic tanks will be transported to municipal sewage treatment drains. x. Vehicle and equipment maintenance, including washing, will be allowed only in designated areas underlain with concrete slabs and a system to catch runoff.

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6.4.7 Water Resources Potential Impacts As described in chapter-5, neither surface water nor ground water sources are sufficient to cater for the water needs of local people in the project area. Depending on the distance from any ephemeral khwar, many of the settlements depend on village tube wells for their daily water requirements. If the campsites will also depend on these local water resources to meet personal use and construction requirements, this will put strain on the limited supply of water, putting the construction workers in competition with the locals for the resource. Local water may be affected due to implementation of project both in quantity as well as quality. The potential environmental issues associated with the use of the area’s surface and groundwater resources for the purposes of the project are as follows: i. Long-term impact—Groundwater extraction over and above the sustainable yield will reduce the volume of groundwater available ii. Water rights—the local communities’ rights over water shall be recognized and adequately compensated. Long-Term Availability of Water: There are seasonal rain fed streams and rivers in the project area. Therefore, water if extracted from river will have no short or long term environmental issues. In terms of the project’s water requirements, water cannot be extracted beyond the sustainable yield limit, defined as that volume of groundwater that can be extracted annually from a groundwater basin without reducing the total size of the aquifer. Water Rights: Another, but potentially more fundamental issue is related to water rights. The community residing in the area as well as the local wildlife depends on the availability of surface water. The community uses this water for drinking, domestic purposes, raising farm animals, and farming. The wildlife also needs drinking water, as does the vegetation on which they graze. The water is a scarce resource in the project area, therefore it should be considered that locals have rights to allow or not allow the use for the project. Limited sources shall be avoided where possible.

Mitigation Measures Based on the discussion above, the following measures are proposed: . The proponent will bind the contractor to acquire water from Kabul river and its adjoining channels located at the start of the proposed project in Peshawar. Assuming that a total of approximately 83,700 m3 will be required over the period of 2 years (construction timespan), it will be up to a few tankers of 6,000 gallons daily. This amount of water will not pose any significant threat to the available surface water sources in the recommended area. . During the construction, an alternative water source could be the planned Jabba Dam (being constructed close to the proposed alignment in the Khyber Agency).

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. Sprinkling water quantity would depend upon the weather and soil conditions. Sprinkling water will also be taken from Kabul river. . No existing water source under the use of community will be exploited by the Contractor for campsite facilities as well as construction purposes. In case of emergencies, the Contract may use water from local sources with prior approval from the local community and government. This prior consent is required under local customs and government regulations. . The contractor will prepare guidelines for the workers for minimizing the wastage of water during construction activities and at campsites.

6.4.8 Waste Management from Asphalt and Concrete Plants Potential Impacts The quantum of proposed construction is such that at least two asphalt plants and two concrete batching plants will be required. One set of these will be located at the starting point of the project near Peshawar, and the other set will be located somewhere midway. Concrete and asphalt have limited usable life, after which they become waste. If not used within the time span, their wastage will have major financial implications. Further, their disposal will become very difficult because of the large quantities involved.

Mitigation Measures . The contractor will develop specific environmental management plans for asphalt plants and concrete batching plants. These plans will incorporate the general measures as applicable to the entire project, but will also have focused mitigations for solid waste from these plants. . The plan will be reviewed and approved by Supervision consultants.

6.4.9 Releases to Air Potential Impacts Emissions generated during the project are likely to include: . Dust emissions from vehicular traffic, . Dust emissions from earthworks along the road, . Exhaust fumes from generators, vehicles and construction machinery, (e.g. NOx, PM etc.) . Emissions from asphalt plants (mostly VOCs) Dust emissions caused by vehicular traffic on unpaved roads is a matter of great concern, primarily when such traffic passes near community settlements. Dust emissions cause the amount of particulate matter in the air to increase, and thus become a health concern. Crops may be damaged when dust settles on them although the significance of such damage varies from crop to crop. Dust clouds also reduce road visibility, creating a traffic hazard.

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Smoke emission from asphalt plants is an important aspect. The location of such plants and proximity to the receptors is a matter of concern. Such plants are generally kept away from sensitive receptors.

Mitigation Measures None of the potential effects are expected to exceed acceptable limits. The mitigation measures given below will further reduce their impact, and ensure that they remain within acceptable limits. . All equipment, generators and vehicles used during the project will be properly tuned and maintained in good working condition in order to minimize exhaust emissions. . Imposing speed limits and encouraging more efficient journey management will reduce the dust emissions produced by vehicular traffic. Water will be sprinkled where necessary to contain dust emissions. . Dust emissions at the construction sites will be minimized using good housekeeping and management practices. . The asphalt plant will not be operated without properly functioning dust control system such as wet scrubber.

6.4.10 Noise and Vibrations Potential Impacts Potential sources of noise and vibrations include: . Equipment, generators and vehicular noise, . Noise from materials handling, . Blasting noise and vibrations, . Transport related noise and vibrations. It is to be noted that the need for blasting will mostly be for the pavement of new road in areas away from the existing alignment. For the part that is parallel and / or close to the existing alignment, blasting will not be needed. In the areas away from existing alignment, the population density is very low, and there are no significant sensitive receptors.

Mitigation Measures The following are good practice management measures which will be implemented: . Equipment in good working conditions shall be used and regularly maintained. . The acceptable Noise Level threshold is 75 decibels for construction sites. . Horns shall be avoided near sensitive receptors like schools, mosques, hospitals, etc. use of horns will be prohibited at night.

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. Special care shall be exercised during loading and unloading of materials to minimize vibration and noise near receptors.

The contractor will develop and implement a comprehensive blasting management plan, in line with the Annexure XI of this ESIA. The plan will include, but not limited to, the following:

i. Plan for blasting times to be outside of hours when people are most disturbed by noise (such as prayer and night times).

ii. Develop and implement standard operating procedures, blasting rules and a safety management plan that: a. delineates the danger zone associated with each blast of at least 500m and clear people and animals from this zone before, during and after (30 minutes) each blast; b. provides an audible warning at least three minutes before blast is fired; and c. Informs local communities of blasting timetable in advance and provide adequate notices of blasts are required outside of the planned schedule. iii. The use of blasting will be kept to an absolute minimum. iv. A detailed protocol for management and monitoring of blasting operation will be established. v. The intended target of the blasting will be marked prior to its start. vi. If any significant damage to the ground is observed, the blasting parameters will be modified or the blasting will be re-planned. vii. Standard safety procedures for handling explosives will be used to protect the staff, the community, and the environment.

6.4.11 Cutting of Trees and Clearance of Vegetation Potential Impacts Almost 2,000 trees have been identified to be cut for the project. Further, there could be a possibility of loss of other vegetation during site clearance and other construction related activities. Though the project proposes to offer monetary compensation for the trees to their respective owners, its ecological impact for the area will remain. Considering the dearth of canopied flora in the area, the number of trees cut is significant.

Mitigation Measures Camps and other temporary facilities will be established in a manner that minimizes loss of natural vegetation including trees. Borrow material will be obtained without causing any damage to the natural vegetation.

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Furthermore, it is proposed that NHA develops a tree plantation plan, using its internal afforestation department. Considering the level of engagement and the stake in the project, it would be appropriate for the project to engage with the Forest directorate of FATA (RAP already identified Directorates of Agriculture and Fisheries besides the Revenue department as stakeholders). Since they are technically trained to handle the plantation work, their engagement would be a value addition to the project. The NHA and Forest Directorate will mutually agree on the number of saplings to be planted as compensation, because no legal limit currently exists for FATA. The offsetting/ compensatory plantation would have number of benefits: . Controls lateral erosion. . Act as carbon sink. . Regulate microclimate. . Offers enhanced aesthetics. . It also provides opportunities to the associated fauna to flourish. This is fortunate that the proponent of this project has a defined policy “NHA Tree Plantation on National Highway and Motorway Policy 2002”. Tree planting needs to be planned and managed properly. A well-managed plantation will also contribute to revenue generation and will help meet the fuel needs of local communities in the future. Some suggestions include: (i) Plant 330 trees/km of local species along the roadside in RoW, (ii) Maintain a safe distance ( at least 5 feet) from the edge of the road for the tree plantation, (iii) Provide grass and/or vegetative cover on median and steep slopes to stabilize the slopes and retain the soil, (iv) Use local species as much as possible but in variety. (v) Engage Forest Department for this job and keep vigilant on deliverables.

6.4.12 Acquisition of Private Assets and Compensation Potential Impacts The project impacts assessment was conducted based on the preliminary design. The design plan was followed to identify the scope of land acquisition and impacted assets falling within 100 m of the corridor of impact of proposed Motorway. The Project impacts include loss of communal tribal, private residential cum commercial structures as well as loss of cultivable land due to land acquisition along the proposed Motorway. As most of the road segment follows the new alignment, the results of impact assessment including PAPs facing loss of their assets were significant. The project will adversely impact on 527 households consisting of 4273 individuals (PAPs). The project affected families (PAFs) have been summarized by the category of assets within the project corridor in Table 6-4.

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Table 6-4: Categories of Affected Assets and Number of PAFs Sr. # Category of Affected Assets No. of PAFs Land 1. Agricultural Land 6

2. Barren Land 13

3 Mountain/Hilly/Stream Land 28

Residential 3. Residential Land 31

4. Residential Land and Structure 142

5. Residential Land and Structure (PAPs refused to provide information) 4

6. Residential Structure 34

7. Resident Tenant 11

Commercial

8. Commercial Land 4

9. Commercial Land and Structure 20

10. Commercial Structure 21

11. Commercial Structure & Kiosk 2

12. Kiosk Owner Operator 13

13. Business Tenant Operator 143

14. Employment Loss 72

Total PAFs 543

PAFs Facing Multiple Impacts 16

Total PAFs excluding Duplications 527

The project will acquire 1,193.33 acres of land for the construction of the Expressway. Out of the total impacted land, 9.93 agriculture land; 59.53 acres mountains/hilly/stream and 25.83 acres are plain barren land individually owned and 1055.31 acres owned collectively by different clans Khels respectively. Impact analysis reflected that total affected covered area of the main residential structures is 307,297 Sq.ft. owned by 176 PAFs. In addition, 293,351 Sq.ft of the boundary walls and 25,736 Cft cave structures belonging to 145 and 12 PAFs respectively will also be affected. The project will also affect 239 regular 150

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commercial structures permanently including 238 shops and one private school owned by 43 PAFs. The covered area of these commercial structures will be 65,836 Sq.ft. Besides, the project will require relocation of 46 movable kiosks owned by 15 PAPs. Furthermore, 3.2 acres of cropped area out of the 9.917 acres of the agriculture land will be affected due to acquisition of agricultural land. It was noted that there are 1522 fruit trees and 417 timber trees, will be impacted. The project will also affect privately/individually owned 35 assets that include 14 water tanks, 12 tube wells and nine dug wells owned by 33 PAFs.

Mitigation Measures To address the above-mentioned issues under the project, the following mitigation measures are proposed: . During the construction activities, if privacy of the nearby households is likely to be affected, the Contractor will inform concerned house owner (s) well in advance to make privacy arrangements. Contractor will have to take care as much as possible that the construction activities will not affect the privacy of households especially women. . The contractor will deploy their local people (unskilled & semi-skilled) instead of inducting outside labor. As a result, the social and gender issues will not be created due to the unawareness of local customs and norms. Furthermore, this will not hinder the mobility of local women in their area. Project construction activities will be at adequate distance place from the existing settlements / built-up areas along the project corridor. This action will mitigate the restrictions for the mobility of local people especially women and children in the area. A separate Resettlement Action Plan (RAP) has been prepared to address the issues related to acquisition of private assets and compensation. The same study is submitted separately.

6.4.13 Labor Influx Issues Potential Impacts Social impacts are critical to address, as even a modest labor influx already may lead to negative impacts on the host community. Pre-existing social issues in the host community can easily be exacerbated by the influx of labor. The list below indicates common categories of risks associated with labor influx: Risk of social conflict: Conflicts may arise between the local community and the construction workers, which may be related to religious, cultural or ethnic differences, or based on competition for local resources. Tensions may also arise between different groups within the labor force, and pre-existing conflicts in the local community may be exacerbated. Ethnic and regional conflicts may be aggravated if workers from one group are moving into the territory of the other. Increased risk of illicit behavior and crime: The influx of workers and service providers into communities may increase the rate of crimes and/or a perception of insecurity by the local community. Such illicit behavior or crimes can include theft, physical assaults, substance abuse, prostitution and human

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trafficking. Local law enforcement may not be sufficiently equipped to deal with the temporary increase in local population. Increased burden on and competition for public service provision: Presence of construction workers and service providers (and in some cases family members of either or both) can generate additional demand for the provision of public services, such as water, electricity, medical services, transport, education and social services. This is particularly the case when the influx of workers is not accommodated by additional or separate supply systems. Increased risk of communicable diseases and burden on local health services: The influx of people may bring communicable diseases to the project area, including sexually transmitted diseases (STDs), or the incoming workers may be exposed to diseases to which they have low resistance. This can result in an additional burden on local health resources. Workers with health concerns relating to substance abuse, mental issues or STDs may not wish to visit the project’s medical facility and instead go anonymously to local medical providers, thereby placing further stress on local resources. Local health and rescue facilities may also be overwhelmed and/or ill- equipped to address the industrial accidents that can occur in a large construction site. Inadequate waste disposal and illegal waste disposal sites: Large populations of workers generate increased amounts of waste, for which no sufficient local waste management capacities may exist, which would likely lead to improper disposal practices. Camp related land use, access roads, noise and lights: The camp use can result in increase in noise and light pollution especially at night. The construction of new access roads can also lead vegetation removal and landscape transformation.

Mitigation Measures

The following mitigation measures have been proposed: . Local population will be given preference in construction related jobs. Most unskilled workers will be hired from local communities, while for skilled manpower also, first choice will be given to local area residents. . The Contractor will prepare the construction camp management plan which, in addition to other components, will include the labor influx management plan. This will be reviewed and approved by NHA and World Bank. . The Contractor will select the specific timings for the construction activities particularly near the settlements, so as to cause least disturbance to the local population, particularly women. . Contractor will take due care of the local community and observe sanctity of local customs and traditions by his staff. Contractor will warn the staff strictly not to involve in any unethical activities and to obey the local norms and cultural restrictions.

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. The Contractor will carry out the construction activities in such a way that the open defecation timings by the local community should not be affected. The normal defecation timings are early in the morning and at late in the evening. So, the Contractor will have to take care of these timings. . During construction activities, if privacy of the nearby households is affected, the Contractor will inform the house owner to make some arrangements. Similarly, Contractor will take care as much as possible that the construction activities should not affect the privacy. . The contractor will also ensure that solid waste and wastewater is disposed of in an environmentally friendly manner in designated areas and by approved methods only. Mitigation measures mentioned under section 6.2.8 will also be implemented to ensure that soil and water is not contaminated by improper disposal of solid waste and waste water. . The contract will explore alternative water sources and ensure that water usage by the project does not affect or compete with water requirements of the local community. . The Contractor will also ensure that noise and light pollution from the labor camp is kept at minimal levels especially at night.

6.4.14 Gender Issues Potential Impacts Findings of the socio-economic survey reveal that the privacy of women is a major cause of concern for the communities of the project area. Due to the project activities local women many not be able to perform their daily outdoor chores. Women in the project area participate in other outdoor activities such as livestock rearing, bringing of potable water, collection of fire wood etc. that may also be affected by the project activities. The induction of outside labor may create social and gender issues due to the labor force being unaware of local customs and norms. It may also cause hindrance to the mobility of local women for working in the field, herding livestock, picking fuel wood, etc. Gender-based violence: Construction workers are predominantly younger males. Those who are away from home on the construction job are typically separated from their family and act outside their normal sphere of social control. This can lead to inappropriate and criminal behavior, such as sexual harassment of women and girls, exploitative sexual relations, and illicit sexual relations with minors from the local community. A large influx of male labor may also lead to an increase in human trafficking whereby women and girls are forced into sex work. Child labor and school dropout: Increased opportunities for the host community to sell goods and services to the incoming workers can lead to child labor to produce and deliver these goods and services, which in turn can lead to enhanced school dropout.

Mitigation Measures . The contractor will be required to provide qualified key personnel to address the specific risks

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identified in the project including SEA risks. Contractors will specify key staff with the technical skill and experience to implement the SEA Action Plan. . The bidding documents will include specific requirements that minimize the use of expatriate workers and encourage hiring of local workers, thereby minimizing labor influx. . The bidders will be required to submit Codes of Conduct (CoCs) with their bids. The CoCs will set clear boundaries for acceptable and unacceptable behaviors of all individuals and companies and will be signed by companies, managers and individuals. . All project consulting firms will also be required to submit Codes of Conduct with their proposals. . The contractor will be required to establish anti-sexual harassment policies that governs conduct in the workplace. . The contractor will be required to provide mandatory and repeated training to workers on sexual exploitation and abuse and HIV/AIDS prevention and on the content and obligations derived from the code of conduct . Provisions will be set in contracts for dedicated payments to contractors for SEA prevention activities (e.g. training) against evidence of completion. The portion of the contract price will be guaranteed by a performance security linked to environmental and social contractor performance. . Further mitigation measures including Gender based Violence (GBV) Plan are discussed in the project’s Social Management Framework (SMF)

6.4.15 Restricted Mobility of Local Population Potential Impacts During the construction phase the general mobility of the local residents and their livestock in and around the project area is likely to be hindered. Likewise access to the natural resource may be affected. This particularly implies to the women folk and children, especially in the context of FATA where women observe proper veil and do not interact with non-locals. Construction activities, particularly excavation and movement of haul truck and machinery may disrupt the existing tracks leading from the main road to settlements. This will limit the accessibility of the local population to the main road.

Mitigation Measures The contractor will ensure that the mobility of the local communities and their livestock is not hindered by the construction activities. The contractor will provide crossing points at the road at appropriate places to facilitate the people for going across the road for their daily works and having free access to the natural resources. The contractor will not be allowed to use village tracks for hauling construction material. However, if it is unavoidable, the existing ones will be widened, overlaid with shingle or surface treated to accommodate local as well as contractors traffic under the approval of the Project Engineer.

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The contractor will always consider the local sensitivities while performing the project activities. All the personnel engaged would also be properly briefed about the local norms and ethics prior to commencement of work.

6.4.16 Rise in the Prices of Essential Commodities Potential Impacts Due to induction of outside labor for project works, the demand for basic items will increase thereby causing an increase in the prices of essential commodities. Additionally, the road improvement activities during the construction phase may disrupt the normal flow of trade and supply of essential goods.

Mitigation Measures In terms of labor induction, the project will exert no significant impacts on the prices of essential commodities. To avoid risk of such price hikes, majority of the unskilled and semi-skilled labor will be recruited from the local areas and specific clauses will be added in the Contracts of Contractor. NHA/Project Engineer and the Contractor will ensure that normal trade routes remain open and supply of goods is not severely impacted. Furthermore, the contractor should normally procure the field camps supplies from the main markets of Kohat, Khar, Landi Kotal, Jamrud, Peshawar or any nearby commercially active city.

6.4.17 Use of Other Common Resources Potential Impacts The project campsites may also use local resources like fire wood, game and public resources. This again will affect the availability of these resources to the locals, as already these areas have very limited resources. Locals have devised a finely balanced way of life in these harsh conditions and any external influence threatens to disturb this balance.

Mitigation Measures The Contractor will be required to maintain close liaison with local communities to ensure that any potential conflicts related to common resource utilization for project purposes are resolved quickly.

6.4.18 Increased Risk of Accidents Caused by Partial Closure of Road Potential Impacts Current traffic on the roads in the project vicinity is not very high. However, the traffic flow is likely to be affected during construction activities. Some of the roads in the project function as the vital link for the settlements for daily supplies and trade activities. At sections passing through populated areas, there will be limited scope for providing diversion tracks for the mobility of local and thorough traffic. During the project implementation phase the traffic volume will increase, there may be safety hazards for the locals residing along the edge of the road as well as vehicular traffic.

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Mitigation Measures Proper site-specific measures will be carried out in consultation with supervisory consultants to ensure the safety of population residing along and around the project corridor. A detailed Traffic Management Plan (TMP) will be prepared and implemented by the contractor with the approval of the PD. If a road would have to be closed for a particular duration of time, it must be done with the permission of the Client and in consultation with the communities in the vicinity. Furthermore, to the extent possible alternate route(s) are to be provided through diversions, adequate signage and traffic management plan. Necessary measures will be taken to ensure the safety of traffic during construction, including barricades (including signs, pavement markings, flags, and lights) erected as required by the client (NHA) and set up as per local regulations. The construction work will be managed such that part of the carriageway at a time is upgraded leaving the other part available to serve one-way traffic. Construction work will be carried out in small stretches instead of a long stretch.

6.4.19 Safety and Health Hazards Potential Impacts Occurrence of accidents/incidents during the construction activities, particularly from excavation activities is generally common. The workers and general public residing along the project corridor or near the work sites will particularly be at risk. In addition, contractor staff while on work may get injuries.

Mitigation Measures . The contractor will prepare a comprehensive OHS plan, to be reviewed and approved by the PD. . The contractor will comply with the safety precautions for construction workers as per International Labor Organization (ILO) Convention No. 62, as far as applicable to the project contract. . The construction workers will be trained in construction safety procedures, social awareness . All construction workers will be provided with safety boots, helmets, gloves, and protective masks, and monitoring their proper and sustained usage. . Contractor will ensure the provision of medicines, first aid kits, vehicle, etc. at the campsite. . Use of blasting mesh or blanket to avoid flying rocks.

6.4.20 Adverse Effects on Archaeological Sites (Physical Cultural Resources) Potential Impacts Archeological sites exist along the project corridor or its close vicinity. Most of these sites are not in the right of way of the expressway. Naturally, Bab-e-Khyber and Pakistan Gate at Torkham are on the proposed alignment. However, these sites will not be negatively affected during construction of the project due to their very nature.

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Mitigation Measures The proposed design ensures that none of the identified PCR sites come in the ROW of the alignment. Furthermore, utmost care will be taken during construction to not disturb any sites that fall close to the alignment. The Contractor will be required to instruct the construction crew(s) and site supervisors in archaeological, cultural, historical site and artifact recognition, conservation procedures, and temporary site protection. In case of a chance find during excavation, the Contractor will halt work at the site immediately, inform the PD and notify the Department of Archaeology and Museums through the client NHA. Legal provision should be met (the minimum distances of the archaeologically important sites to be maintained in accordance with the provisions of the Antiquities Act 1975).

6.4.21 Graveyards Potential Impacts Graveyards and burial sites are very sensitive for the local communities. The shifting of graves falling in the ROW may cause social disruption leading to possible conflicts, ultimately affecting the project works. However, in the proposed project, no graves or burial site would be affected.

Mitigation Measures Though the proposed project poses no destruction and disturbance to graveyards. However, if such a requirement were to arise, a detailed consultation with the local communities would be carried out. After the agreement and approval of the local community the affected graves would be relocated to some other site. For this, a proper shifting allowance would be provided.

6.4.22 Recreational Facilities for Public Potential Impacts The construction activities may damage any nearby parks or recreation areas used by the local population or the tourists.

Mitigation Measures Currently there are no such damages envisaged. However, the Contractor will ensure the restoration and rehabilitation of construction and campsites on completion of the project. It is recommended that NHA in collaboration with Works and Service Department (KP, FATA) should develop parks, particularly for children and ladies, at appropriate sites along the road to provide them better recreational opportunities. This will also attract the outside tourists as well, thus increasing the incomes of the local people through increased socio–economic activities. The Works and Service Department (KP, FATA) would carry out tree plantation along the road.

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6.5 Impacts and Mitigation Measures – Operation Phase There are significant negative as well as positive impacts are expected during the operation period of the project. Most of the associated impacts relate to road/ traffic safety and the socioeconomic benefit of the living community. The anticipated environmental, social and safety impacts related to the proposed Project have been studied for the operational stage of the Project as discussed hereunder. Table 6-5: Evaluation of Environmental and Social Impacts in Operational Phase

S Physical Environment Biological Socio Economic Environment # Environment

Project Components Traffic Safety Air Air Quality SoilQuality Employment Ground WaterGround Management Flora PublicUtilities Fauna WasteDisposal PublicMobility NoiseVibration& PublicHealth and Surface Water Economic Economic Activity Geology / Landscape PopulationDisturbance Topographyand Drainage

Traffic flow/ 1. O LA O LA LA LA MA HA LA LA B LA O LA B B HA movement

Maintenanc 2. O LA MA LA LA O LA LA LA O LA O O O LA B HA e work

Legend: O = Negligible/ No impact LA = Low Adverse MA = Medium Adverse

HA = High Adverse B = Beneficial

6.5.1 Impacts on Land Sliding Potential Impacts Seismic risk and unstable geological formations are two major causes of land sliding in the area. It might have impact during construction and operation both phases. The formation at some places of the project area may become loose due to the blasting of rocks. This will increase the risk of land sliding on proposed alignment. According to seismic zoning of Pakistan, the proposed project route alignment that starts from Peshawar ring road near Hayatabad, passing through Jamrud and LandiKotal ending at Torkham, lies in Zone 2B and 3. These zones represent moderate and intermediate damage. The impact has been considered in the operations phase, as it would remain relevant even after construction of the project. The impacts of land sliding will be in the category of low adverse.

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. Keeping these zones in view, highway design has been prepared that will cater the seismic activities up to 2B and 3 category earthquakes. . Proper road safety instruction signage at sensitive location . Reinforcement measure at such places by appropriate wire mesh lining and retaining wall will be provided to prevent land sliding.

6.5.2 Surface & Groundwater Contamination Potential Impacts No major adverse impact on groundwater and surface water is anticipated during the operational phase, with the exception of some occasional oil spills from the vehicles, accidental spills from oil tankers, and occasional spills in the service areas. Though such spills are accidental, infrequent, and restricted upto the road surface, but sometimes the oil maybe washed into surface and groundwater during rains etc.

Mitigation measures: . The service areas will work under a system that have proper SOPs, provisions for oil spill prevention, staff training etc. . Random vehicle check to ensure compliance requirement . Enforcement and penalties against vehicle fitness violators.

6.5.3 Air Quality Potential Impacts During the operation phase, gaseous emission will occur from vehicles and road maintenance works. Increase vehicle movements is expected to affect air quality, but on other side improved road condition will help to reduce traffic related emissions by allowing a smoother traffic flow with higher speeds with minimum accelerations and decelerations. It is likely that a major portion of the expected traffic volume for the proposed project is actually currently plying on the existing road between Peshawar and Torkham. Hence, there will not be any major net addition of air pollutants into the atmosphere due to this intervention especially for the initial few operational years. It is expected that with smoother flow of heavier traffic on the proposed expressway, the air emissions levels on the existing road will also come down drastically. In longer run, increased traffic levels and congestion at toll booth will lead to increase in PM10 pollution levels, which may result in causing public health risks, nuisance and other impacts on bio-physical environment.

Mitigation measures: . Roadside tree plantations as applicable and feasible under harsh climatic conditions; plants should be selected in accordance to their ability to absorb and act as barriers to emissions;

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. Regular road maintenance to ensure good surface condition; . Speed limits at sensitive locations; . Monitoring of air quality at defined schedule and location, preferably close to residential area; . Regular vehicle check to control/ensure compliance with NEQS; and . Enforcement and penalties against traffic rules violators as well as for vehicles that are not complying with motor emission standard.

6.5.4 Noise Potential Impacts During the operational phase, the noise levels at the proposed alignment are anticipated to increase due to traffic related noise pollution; vibrations from engines and mainly use of pressure horns. At the other hand, since most anticipated traffic volume on the proposed new road will lead to an almost equal reduction in traffic volumes at the existing road, thereby improving the noise and vibration conditions there.

Mitigation measures: . Afforestation should be done immediately along the ROW once the construction phase is completed; plants should be selected in accordance to their ability to absorb emissions & noise; . Signs for sensitive zones (health centers / educational institutions etc.) to prohibit use of horns; . Creating noise barriers near sensitive zones including places of worship, residential areas, hospitals, etc.; . The road signage preferably in local language; and . Enforcement and penalties against traffic rules violators.

6.5.5 Waste Generation Potential Impacts During operation phase non-hazardous waste may generate from road sweepings and small quantities of municipal waste from highway offices. No hazardous waste is expected to generate in operation phase except during road maintenance works. Transportation of hazardous waste is also expected and must be regulated. Solid waste generation during operation and maintenance activities may include road resurfacing waste (e.g. removal of the old road surface material); road litter, illegally dumped waste, or general solid waste from rest areas; animal carcasses; vegetation waste from right-of-way maintenance; and sediment and sludge from storm water drainage system maintenance (including sediment traps and oil / water separation systems). Paint waste may also be generated from road and bridge maintenance (e.g. due to removal of old paint from road stripping and bridges prior to re-painting).

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Mitigation measures: . A waste disposal site will be selected with the approval of provincial EPA for disposing off the regular waste on a daily basis. . The operations contractor / entity will hire sufficient number of sweepers for collecting and disposing solid waste. . Suitable number of waste bins will be placed at the rest areas, trucking stands and other such places. . For maintenance and re-carpeting, contractor will be required to submit a solid waste management plan with its bid documents.

6.5.6 Traffic Safety Potential Impacts Enhanced vehicular movement and speed in the long run may result in road safety issues like traffic accidents. This impact is permanent but moderately adverse in nature, since the frequency of accidents may be lowered, but their intensity may be quite severe due to enhanced speeds at which vehicles will move.

Mitigation measures: . Installation and maintenance of all signs, signals, markings, and other devices used to regulate traffic, including posted speed limits, warnings of sharp turns, or other special road conditions which are susceptible to accidents . Installation of speed guns/ cameras . Enforcement of penalties for the violators. . Road marking should be done immediately after completion construction work . Regular maintenance of vegetation within road rights-of-way is necessary to avoid interference with vehicle travel and road maintenance. Unchecked growth of trees and plants can cover signals and signs, restrict motorist visibility

6.5.7 Emergency Preparedness Potential Impacts Emergency situations most commonly associated with road operations include accidents involving single or multiple vehicles, pedestrians, and / or the release of oil or hazardous materials.

Mitigation measures: NHA will prepare an emergency preparedness and response plan in coordination with the local community, local emergency responders and the traffic police to provide timely first aid response in the event of accidents and hazardous materials response in the event of spills.

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6.5.8 Landscape At present, the landscape of the proposed project area is dominated by barren and uncultivated area. However, after the construction of Peshawar-Torkham section of motorway, the landscape of the project area will change in terms of road infrastructure (two-lane dual carriageway), construction of bridges & flyovers, interchanges, and planned plantation of trees along the road. This will permanently change the landscape of the project area due to cutting of hills, but at the same time will have a positive impact in terms of socio-economic development of the project area.

6.5.9 Economic Boost Improved infrastructure will promote new business opportunities in project region. In addition the local community will be benefited with economic boost, better employment, education & healthcare facility especially for women and children will be improved. This impact will be permanent and major positive in nature.

6.5.10 Operational and Management Manual At operational phase, the Project Manager will develop a comprehensive operational and Management Manual of the roads and an effective monitoring plan. Mistakes at operational level or handling of operations by untrained staff can prove very risky and costly. Important points to be attended at operational stage are as follows: i. Strict application of prescribed M&E plan ii. Continuous evaluation of design efficiencies iii. Understanding and training of Operational and Maintenance Manual iv. Regular maintenance of engineering works (mechanical as well as civil). v. Continued Public consultation and feed back vi. Continued attention towards Gender issues and women consultation vii. Refresher Training Courses for operational and maintenance staff

6.5.11 Socio-economic Impacts on the Overall Project Area In ultimate analysis, the impacts of project on social and economic activities in the Project area will be mostly positive. The economic analysis shows very high economic benefits compared to the cost. Salient economic benefits of the project are: . Many of the settlements in the project area lack proper health facilities. In case of malignant diseases, the locals generally head to nearby towns and cities for medical help. Improved roads as a result of the proposed project will ease access to medical help for the communities of the project area.

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. The improved mobility of human and material resource leads to a better economy. The construction of roads in the area will not only provide markets to material resources, but will also give the local population access to job markets. . Boosting of trade through ensured and enhanced capacity to take additional traffic. . Increased economic activity with improved transport will ensure easy marketing of agriculture and livestock produce. . With improved economy, there will be further improvement in services in the area and opportunities for employment, education, healthcare, especially for women and children, will improve. . Possible stimulus to other diversified economic development, such as Tourism development programmers, will be generated . Employment during construction phase will employ and train a large number of unemployed youth. They will receive a life time benefit through skill training, capacity building and poverty alleviation. A large number of semi and unskilled workers in the project area will be hired. . Greater awareness about health care and infectious diseases amongst the labor and the close by community will be created. . As populations grow, the limited village lands and resources cannot sustain the local community. To sustain the future communities, villages and settlements needs to expand, this is only possible through transportation networks. . At micro-level the better roads lead to active communities, which in term enhance economic activities. This not only improves the quality of life but also brings down the cost of living by making essential commodities available at cheaper rates. This combined with higher incidence of employments will bring the poverty line and crime rate much lower. . Areas of FATA and Khyber Agency where the project is proposed have many untapped natural resources like marble and minerals etc. Being inaccessible the locals and outside investors cannot benefit from these resources. Improved roads will no doubt open up venue for investment and business that could potentially result in accelerated development and the area and significant economic benefit for the communities. . FATA and Khyber Agency, due to their mountainous terrain and other socio-political factors has been facing unrest and violence. A prime cause for this situation is its remote location and minimum interaction with outside world, construction of roads will not only create economic opportunities, but will also expose the people to modernity and if required would provide fast and efficient evacuation routes

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Table 6-6: Characterization of Potential Environmental Impacts of Peshwar-Torkham Expressway

Impact Characteristics Nature of Impact Duration Frequency Extent Significance Reversibility Impact Environmental Component No Positive Negative Long Short Direct Indirect Continuous Intermittent Wide Local Large Moderate Small Rev. Irrev. Impact

A: Design & Planning Phase Route Selection

(alignment) Disruption to

Wildlife Topography               Change in Hydrologic        Regime Changes in Land       Value Public Utilities        B: Construction Phase Soil and        Landscape Land Slippage        and Soil Erosion

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Blockage of    Irrigation systems and     Natural Drainage Construction    Camp Sites &     Yard Oil and    Hazardous Materials     Spillage and Leakages Earthen      Embankments or Concrete   Work, Edge Scouring Borrow Site        Water        Resources

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Disruption to      Natural   Drainage and Flash Flooding Contamination      of Soil and   Water Air Quality        Noise &       

Vibration Ecology and        Biodiversity Disturbance Acquisition of      Private Assets   and Compensation Community        Health & Safety Risk

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Occupational       

Health & Safety Restricted       Mobility of Local  Population Labor Influx       

Issues Gender Issues        Social Conflicts       and  Employment of Locals Rise in the Prices        of Essential Commodities Use of Other       Common  Resources Physical Cultural        Resources

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Socio-economic  Impacts on the       Overall Project Area C: Operation & Maintenance Phase land sliding        Surface &      Ground Water   Quality Air Quality        Noise        Solid waste        Road & Traffic        Safety Wear & Tear of        Vehicles Emergency       Preparedness Landscape      

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Flora       Fauna        Economic Boost        Lifestyle and        culture

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7 Induced Impacts

This Chapter discusses the cumulative and induced impacts of the area of influence for the proposed expressway from Peshawar to Torkham. It is understood that the project in its entirely will also include development of road infrastructure from Torkham to Jalalabad, and also Jalalabad to Kabul. However, the analysis given below does not include the latter two sections of the road, because the mandate assigned to the design and ESIA consultants is specific to the Peshawar-Torkham section. This is due to the fact that the current report will be presented to the Pakistani authorities that do not have any jurisdiction over the two mentioned sections lying in Afghanistan. Furthermore, in a latest development the Government of Afghanistan is undertaking a feasibility study which is expected to be completed by middle of next year. After completion of the study, Government of Afghanistan would take a decision on preferred alignment.

7.1 Area under Influence The project area is the western gateway of the subcontinent as it entails Khyber Pass which has rich historical traditions, particularly as a communication route between east and west. It also serve as a traditional route for merchants and travelers from Central Asia, the Middle East, and Europe to the Indian subcontinent. The Peshawar–Torkham area has two major geographical divisions: . The rugged mountainous regions on the north and west, with one end touching the Afghan border. . The comparatively narrow strip of valleys along the Khwar bed. Descending from the hills and adjacent to the Khwar bed is a series of very productive agricultural areas. Most portions of the proposed alignment are surrounded by hills, which are steep on the northern and western sides. These areas receive a fair amount of water through gravity channels, especially in rainy seasons, and are being used for patches of agriculture along the lower gradient side. However, the water availability remains confined to few small pockets, and the area at large faces water scarcity. The terrain is marked with mountains having limestone as their major component, while sandstone, siltstone, and slate are also present in small amounts. The slate, limestone, and gravel are suitable for construction material and are available in the area, although their extraction entails high risks of landslides. The various patches from Peshawar to Torkham contain soils that are medium to moderately fine in texture. The rain on the mountains carries down quite fertile soil that spreads in the Khwar/khwar beds and valleys.

7.2 Development Projects along the Alignment As the project alignment starts from Peshawar and ends at Torkham, there are several other development projects occurring in the same area, some of which are being planned and some are in the construction phase, all these projects will have environmental and social impacts individually.

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Figure 7-1: The proposed project area and human settlements

Figure 7-2: Proposed developments and attractive areas for new settlements The individual impacts from all the projects will cumulatively affect the environment. Details about all these adjoining development activities along the alignment are given below:

7.2.1 Peshawar Northern Bypass The proposed Peshawar Northern Bypass, a four lane dual carriageway takes off from Peshawar toll plaza of M-1 and ends near Jamrud on N-5 passing through North of Peshawar City. It is being constructed in

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three phases. The Phase-1 has been completed while Phase-2 is currently under progress. The project is aimed to reduce traffic congestion in the city of Peshawar and time reduction for Torkham. This as ring road as shown in figure below serves as a bypass for heavy transport vehicles and facilitates Afghanistan- bound traffic. It also serves as the terminus for the Peshawar-Charsadda Road, Peshawar-Bara Road, Peshawar-Dalazak Road and Jamrud-Warsak Road. This project and allied developments will have several positive and negative impacts. Water contamination, over saturated use of land and social issues may be the major foreseeable issues. On the positive side, it will provide connection with Motorway network, reduce traffic congestion in the city and also facilitate the through traffic for Afghanistan. it would also improve security, and generate greater trade opportunities for the citizens of Khyber Pakhtunkhwa and the Federally Administered Tribal Areas.

Figure 7-3: Northern Bypass and Bara Link Existing Alignment

7.2.2 Marble Cities The KPK Department for Mineral Development estimates that KPK accounts for almost 78% of the marble production in Pakistan. The marble and granite sector in FATA has considerable potential for growth as huge reserves of highly valued marble (including white marble in Khyber Agency and Mohmand Agency) have already been identified. In FATA, quarrying/mining industry has provided jobs to an estimated 20,000 persons. Currently, there are around 1700 marble factories in Khyber Pakhtunkhwa and FATA as 172

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compared to six marble factories in 1990. Around 30 – 40 percent of the marble produced is exported to Afghanistan while the rest is consumed domestically. Hike in demand both in the local as well as foreign markets has created a need for fully equipped Marble Processing Plants in the area. Government of KPK, in collaboration with Pakistan Stone Development Company (PASDEC), is taking steps for the development of Marble Cities in FATA (Landi Kotal and Mohmand Agnecy). During construction and operational phase the marble cities are likely to have impacts on the area of influence of the Peshawar – Torkham expressway. Impacts can be due to establishment of dumping yards, cutting and finishing plants, access roads, residential colonies, cutting of trees, fire wood and water contamination. Hazardous chemicals when used in factories producing marble tiles may pollute water and soil. The activities may also cause an increase in the level of suspended particulate matter (SPM). Quarrying and transport of stone may create water contamination with heavy metallic ingredients. On the other hand such projects are indispensable for the poverty alleviation and for creation of job opportunities for the people of the area.

7.2.3 Mattan Bypass Project Mattan Bypass Project is also part of Peshawar northern bypass project. It will be a four-lane expressway that will link Peshawar-Islamabad Motorway with proposed Peshawar-Torkham Motorway and will bypass the Hayatabad and Bara markets ending at the Takhta Beg Bridge near Jamrud. With completion of this project, not only FATA and KP would get excess to Peshawar-Islamabad Motorway and onward linking it to CPEC route but would also provide regional connectivity to Central Asian Republics (CARs) and Afghanistan to promote their trade and business across the country through Gawdar and Karachi Ports. Such projects along with conceived benefits may render induced and cumulative adverse impacts on environment if not designed and executed as per acceptable standards. Unplanned development and illegal encroachments due to lack of vigilance and poverty, will create social chaos. During construction that will cause vehicular traffic jams, air pollution, noise, safety hazards, increased trade facilitation, etc.

7.2.4 Cross Border Optical Fiber Cable It is part of Torkham border improvement project assisted by ADB. That will assist in data sharing and easy, safe and secure transaction of border crossing facilities to the people of both countries. Afghanistan is connected to all of its neighbors via terrestrial fiber connections, with the exception of China. Afghanistan has dual fiber links to Pakistan. Ground breaking ceremony of Cross Border Optical Project was performed and the construction work commenced October 2015 and some work segment is completed and the remaining section is expected to be completed within a few months. Localized environmental impacts, particularly related to dust and air emissions, are expected during the construction phase of the project. Job opportunities will be the major positive. Important considerations will include safety of project assets and relevant arrangements for creating jobs.

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7.2.5 Mining Activities along the Project Area There are abundant natural resources prevalent in FATA such as marble, copper, limestone and coal, although the current socio-economic situation has partly hindered their profitable exploitation. A bastnasite mineral extracted from Khyber Agency and trade with neighboring Afghanistan plays an active role in FATA's economy, and items imported and exported to the country via trucks pass through supply routes in FATA. The environmental impacts of mining include erosion, formation of sinkholes, loss of biodiversity, and contamination of soil, groundwater and surface water by chemicals like such as lead and cadmium leaked into local groundwater, contaminating it from mining processes. Mine drainage can modify water pH. Effects of blasts, vibrations, stone missiles, loosening of earth thereby increasing the chances of landslides and siltation rates, aesthetics decay etc. Erosion of exposed hillsides, mine dumps, tailings dams and resultant siltation of drainages, creeks and rivers can significantly impact the surrounding areas. In subject areas uncontrolled mining may cause destruction and disturbance of ecosystems and habitats, and in areas of farming it may disturb or destroy productive grazing and croplands.

7.2.6 Torkham Border Improvement Project The Improving Border Services project is primarily focused on existing Border Crossing Point (BCP) that is used for transit trade with Afghanistan and potentially the Central Asian Republics. Construction of new infrastructure is planned under the project, including: . Import export processing zones, . Passenger terminal with separate parking areas. . Integrated administrative office buildings. . Widened approach roads, and new multi-approach traffic lanes with checking booths, . New equipment such as cargo x-ray scanning, truck weighing and pedestrian multi entry and exit lane scanning and detection equipment’s. . New information and communication technology hardware and software as part of the transition to a single window system. During construction period along with other projects and developmental activities area may be affected for movement, water scarcity, movement and residences of labor and relevant machinery but during operation social aspect of the area will be improved. Improving the all border clearance processes will promote traffic coming to point of entry. That strengthens the economy and supports jobs, many of them in border communities. Standardization by normalizing data requirements and partnering across borders and e-information-sharing can result in benefits for all region involved. With improved border management, insurgent groups will not be able to take advantage of crossing points that lack surveillance. Location of Torkham Border improvement Project and its relation to this project is shown in Figure 7-4

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Figure 7-4: Map of Torkham Border Improvement Project

7.2.7 Peshawar-Torkham railway line revival /up gradation project The Khyber Pass railway line begins at Peshawar City and ends at LandiKhana. The total length of this railway line is 58 kilometers with 13 railway stations. Peshawar Cantonment, Jamrud, Bagiarari, Medanak, Chaghi, Shahgai, Kata Kushta, Zintara,Sultan Khel,Landi Kotal,Torra Tigga, Landi Khana are the main stations along the track as shown in Figure 7-5. The route has been suspended for passenger train traffic due to security and commercial reasons. In 2010, Pakistan Railways began a feasibility study to rebuild the Khyber Pass railway and to possibly extend it further west to Jalalabad, Afghanistan. However, work stalled due to the security situation along the Pakistan-Afghanistan border. Pakistan and China have now agreed to upgrade main line (ML1) to be completed in next five years; the project would help provide infrastructure to run fast moving trains in future from across Pakistan to Torkham border. The Pakistan Railway would carry out up gradation and duplication of main line track from Karachi to Torkham. Meanwhile in Afghanistan, new plans have been underway to build brand new railway systems, all across the country. Afghanistan has also put forth proposals and requests to further extend the railway to Kabul. This will not only help to transport people between the areas, but open up and connect Afghanistan with Central Asia and other parts of the Middle East, developing trade and economic relations. Revival of railway service will improve tourism and movement of passengers and goods between Pakistan and Afghanistan.

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Figure 7-5: Railway track along Landi kotal – Jamrud

7.3 Identified Cumulative Impacts Construction of proposed road corridors and other planned schemes are expected to exacerbate the existing environmental threats and introducing new challenges. With the constructions of the roads and planned business activities, the area is expected to open up, leading to influx of people including construction workers, operational staff, and business people together with their dependents to work in these projects will be social chaos and investment influx also. The potential impacts on the biodiversity will be mainly from the population pressure on collection and commercial trade in fire wood and herbs, illegal deforestation, logging, reclamation of land for agriculture and other activities. Some of the expected cumulative impacts are the following: . Water related issues including surface water quality, ground water quality, and loss of natural streams . Deterioration of air quality . Noise related issues, especially during construction . Ecological impacts including loss of biodiversity due to fragmentation, smaller habitats etc. . Social issues including land acquisition and resettlement 176

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Figure 7-6: Proposed project alignment and area of influence

7.3.1 Surface Water Cumulative Impacts A number of ephemeral surface water courses are present in the broader Project Area, and streams flow only during in-frequent flash flood events caused by high rainfalls on the highlands. Industrial zones, marble cities and mining activities in the area will establish infrastructure for their operations including buildings, pipelines, access roads, borrow pits, evaporation ponds and processing plants. The establishment of infrastructure has the potential to interrupt run-off channels and result in cumulative negative impacts to ecology that depend on small drainage lines that transport surface water during flash flood events. Moreover, with further developments in the area, increased accessibility made possible by the construction of the proposed motorway and possible influx of further people attracted to the broader Project Area by job opportunities, these ephemeral stream systems may possibly come under increased pressure, not only in terms of water abstraction, but also in terms of the potential contamination of these streams by diffusing sources of pollution. Figure 7-7 identifies main water bodies in the area

7.3.2 Air Quality Cumulative Impacts Construction activities associated with the proposed motorway Project together with construction and operation activities from other developments have the potential to create significant cumulative impacts associated with the generation of total dust. For the traffic generated during both the construction and operational phases, significant cumulative impacts can arise due to emissions from vehicle exhausts and from dust dispersion lifted from unpaved road surfaces and other development activities pertaining to different land use patterns along the corridor. For the provincial and rural roads, the environmental benefits will come from lower dust levels due to sealing of local roads and from reduced vehicle emissions. 177

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Net vehicle emissions will drop and the air quality will improve because of better traffic flow. SO2 and NO2 can also contribute to area-wide PM. No readily available model exists for predicting the combined ambient effects of PM, SO2, and NO2 emissions. The local authorities will be responsible to implement NAAQS, and NEQS for motor vehicles.

Figure 7-7: Map of water bodies

7.3.3 Noise Environment Cumulative Impacts -Construction Activities: In the event that construction activities of other projects for development be in parallel with the construction phase of the proposed Project, it is possible that the cumulative noise impact of activities carried out in phases may increase from the direct impact. Because noise response is logarithmic, the net effect is an increase in perceived noise area. However, this is dependent on how the impacts from other developments combine with the impacts from the proposed Project, and the respective timing of these impacts.

7.3.4 Cumulative Ecological Impacts, Increased Habitat Loss & Disturbance of Wildlife The narrow fringe of ecologically important habitat could be impacted through habitat loss, construction activities and fragmentation in various places. Most of the faunal species present in the area are partially 178

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or wholly dependent on this habitat, and will be subjected to regular disturbances as a result of the cumulative effect of adjacent other operations. Better relations with Afghanistan and the development projects along the new motorway may trigger widespread human influx into the area. That will lead to increased pressure on ecosystem services such as the harvesting of fire wood and greater disturbance effects on wildlife. There may also be an increase in numbers of livestock due to better trade situations. The mountainous environment has a limited grazing capacity and has a slow recovery following degradation through overuse.

7.3.5 Social Impacts The proposed Project is expected to cause some in-migration into the Project Area due to the arrival of economic migrants and migrant labor. Other potential development and business operations in the vicinity of the proposed Project may increase the scale and likelihood of this in-migration. Most common likely issues are described below: . Land acquisition and resettlement: New construction and operation of facilities and industrialization of the area and up gradation activities for existing facilities will require land acquisition which may trigger involuntary resettlement for affected people. . Loss of agricultural lands: Majority of the available patches of lands are used for agriculture purpose and development of other physical facilities as mentioned above will result in loss of agriculture lands of narrow valley / strip over long distances, as well as potentially in a greater area on southern slopes and significantly if the new toll road stimulates industrial development in the area in addition to above said projects. . Change in land use: Change in land use will primarily be from loss of agricultural lands and secondly from roadside development induced after corridor development. The impact is perceived as potential significant negative as unplanned and haphazard development will have significant negative impact on land use.

7.4 Management of Cumulative Impacts The above impacts and their mitigation is beyond the mandate of the proposed project. This is something which comes under the domain of the relevant EPA. For each individual planned activity, the EPA asks its proponent to conduct an environmental assessment and commit for mitigation measures. Therefore, it is expected that most impacts of all activities will be mitigated through appropriate measures at the individual activity level. For the remainder of impacts, it is the job of the relevant government authorities to implement necessary policies and laws to conserve the environment of the area. On its part, the proponent of this project (NHA along with the contractor) will implement measures to ensure that the project does not contribute in negative impacts of other development activities taking place in the surrounding area.

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The following text proposes some measures that could be taken up by the relevant Government authorities: . The relevant government department should take onboard all stakeholders from all proposed projects in a forum to discuss solutions to adverse cumulative hydrology impacts (such as surface water flow, ground water utilization and quality impacts). For combined operational phase water requirements for these all proposed projects and schemes do need to be considered. NHA as the proponent of the proposed project will take part in any such initiative. . Cumulative air related impacts will only occur during the construction phase if the construction of other nearby projects coincide with that of the proposed subject project of Peshawar-Torkham Motorway. The contractor will notify the NAH management of any construction activity starting in parallel to the expressway construction. In such cases, NHA environment team will meet up with the environmental team of the other project and devise a strategy to counter the cumulative impacts. Management measures may include; good site practice with effective dust suppression measures, watering of exposed areas or pavements of main project detours and haulage routes to suppress dust generation. . The local government of FATA and KPK should establish a forum of stakeholders to discuss solutions to adverse regional impacts that are expected as a result of increased pressures on the environment. The proponent of the proposed project will readily participate in any such forum, if invited. . For its part, the proposed project will follow local norms and applicable laws for acquiring any necessary parcels of lands. For the cumulative impacts, the government and political administration of the area will need to follow similar process, including establishment of a permanent grievance redressal mechanism. . It is suggested that the FATA P&D Department should undertake a Strategic Environmental & Social Assessment (SESA) that would allow a comprehensive assessment of potential impacts that may result from the development plans and related industry proposals along the corridor. This type of assessment would consider the cumulative impacts associated with the presence of several solutions for such projects and would prevent isolated and iterative decision-making.

7.5 Conclusion The creation of a regional enabling framework for managing cumulative impacts is beyond the mandate and capacity of individual proponents. However, the NHA as proponent of Peshawar – Torkham Expressway will support the development of such frameworks by the regional authorities. Following entities are the key stakeholders for collaborative effort for the establishment of separate CIA report and data collection and evaluation and for proposing mitigation measures for CIA for the subject area; . The Government represented by the political agent of Khyber agency . FATA Secretariat 180

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. Culture Department KPK . Agriculture Department KPK . Forest Department KPK . Industries Department KPK Minerals Development Department KPK . KPK Highway Authority . Pakistan Stone Development Company Islamabad (PASDEC). . Planning and Development Department KPK . NGOs and civil society . Political agents / representatives . Transporters . Industrialists . Affectees . Environmental Experts

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8 Environmental and Social Management Plan

The Environmental & Social Management Plan (ESMP) as well as Resettlement Action Plan (RAP) and Social Management Framework (SMF) include various categories of mitigation measures. These mitigation measures can be grouped into three categories: . Mitigation Measures that can be included in the design stage; . Mitigation Measures that can be worked out by the contractor(s) on the basis of this ESMP . General mitigation measures which may or may not overlap in more than one phase of the project. The ESMP will be managed through a number of tasks and activities, site specific management plans.

8.1 Objectives of ESMP The basic objective of ESMP is to manage adverse impacts of the project interventions in a way that minimizes adverse impacts on the environment and people in the project area. The specific objectives of ESMP are to: . Facilitate implementation of the mitigation measures identified in this document; . Maximize potential project benefits and control negative impacts; . Draw responsibilities for the project sponsors, contractors, consultants and other members of the project team for the environmental and social management of the project; . Define a monitoring mechanism and identify monitoring parameters to ensure complete implementation and effectiveness of all mitigation measures; . Maintain essential ecological process, preserving biodiversity and where possible restore degraded natural resources; and . Assess environmental training requirement for different stakeholders at various levels

8.2 Institutional Arrangements The overall responsibility of ESMP implementation rests with NHA which will ensure implementation through Project Implementation Unit and Project Engineer. The Figure 8-1 illustrates the institutional setup for the ESMP and EMMP implementation. Proceeding sections briefly describe composition and main responsibilities of the parties.

8.2.1 Overall Oversight Arrangements A Project Steering Committee comprising of Chairman NHA, Member (Planning), Member (Construction), Member (Finance) and General Manager (Peshawar-Torkham Expressway Project) will provide overall guidance and oversight and will be responsible for ensuring effective implementation of the project.

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Reporting World Bank Ensures Compliance with ESMP

Representative

Reporting Reporting rd 3 Party M&E PMU/ FIU (NHA) Consultant EPA (KPK/Federal) Project Director

Responsible for checking and compliance of implementation of ESMP Reporting

(Construction Supervision (Contractor) Consultant) Environmental & Social Environmental & Social Specialist Specialist Responsible for implementation Supervision, reporting and of ESMP technical assistance for implementation of ESMP Reporting

Figure 8-1: Organogram for Implementation of ESMP

8.2.2 Project Management Unit A Project Management Unit (PMU) will be established at NHA Headquarters in Islamabad and will be headed by the General Manager (Peshawar-Torkham Expressway Project). The PMU functioning as the Project Secretariat shall support the Project Steering Committee. The PMU shall be adequately staffed with competent professionals. The staff will include an Environmental Specialist, a Social/Resettlement Specialist, a Contract Administration Specialist and a Financial Management Specialist. The PMU will be responsible for overall coordination, internal/external processing of all approvals including PC-I, procurement and implementation of civil works, procurement and management of consultant services, operating special account and financial management.

8.2.3 Field Implementation Unit (FIU) Field Implementation Unit (FIU) will be set up. FIU will be headed by a Project Director (PD) and supported by a Deputy Project Director (DPD), an environmental specialist, a resettlement expert, a social safeguards specialist and a Quality Control Specialist (QCS). The PD will be responsible for general administration, land acquisition, handing over of sites, coordination with other authorities to ensure timely relocation of 183

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various utility services, oversight of environmental safeguards, management of social safeguards, and performance monitoring of civil works implementation. Safeguard staff from PMU level will provide additional support to PD on safeguard related matters.

8.2.4 Project Engineer A professional international consulting firm will be responsible for Contract Administration and Construction Supervision. The firm will be fully empowered as the ‘Engineer’ in accordance with International Federation of Consulting Engineers (FIDIC) stipulations. The Consultant will administer the civil work's contracts, make engineering decisions, be responsible for quality assurance, provide general guidance and furnish timely responses to the Contractors in all matters relating to the civil works, and ensure that all clauses of the Contract Agreement including safeguard clauses between the civil works Contractors' and NHA are respected. The Project Engineer will have a full-time field based environmental and social specialist to ensure the implementation of ESMP. Two separate experts, one for environment and one for social safeguards, will be hired. The environmental and social specialist of CSC will also develop training modules, conduct environmental and social trainings for the contractor’s staff, and ensure social issues are properly addressed and mitigated during the project life.

8.2.5 Contractor The contractor will be responsible for the implementation of ESMP at site. A full-time field based environmental and social expert, whose responsibility will be to ensure compliance, monitor and report all the ESMP implementation related activities on a regular basis. All mitigation measures for adverse impacts proposed in the ESMP will be duly and timely implemented in letter and spirit. For this purpose, daily, monthly and annual checklists will be formulated and maintained.

8.2.6 Monitoring and Evaluation Consultant An independent external monitor will be hired to monitor and provide external monitoring reports of the ESMP implementation. M&E consultant will report directly to PIU.

8.2.7 RAP & GRM Implementation and Monitoring PD will be overall responsible for the implementation of all RAP development tasks and cross-agency coordination, and shall be tasked with day-to-day RAP related activities. S/he will also be responsible to monitor compliance with the established three-tiered Grievance Redressal Mechanism. The PDs shall be assisted by a ‘Social Safeguards/Resettlement Specialist’ at PMU. A Land Acquisition Collector (LAC) – one assigned to each contract – shall acquire land. A RAP Coordination Committee (CC) shall ensure that all relevant agencies involved in the implementation of RAP are: (a) fully informed of RAP’s and the WB Policy’s requirements; and (b) assist NHA in the RAP implementation at field level. M&E consultants will also monitor the implementation of GRM.

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8.2.8 ESMP Implementation and Monitoring ESMP shall be made integral part of the civil works bidding and contract documents and the Contractor will be responsible for its implementation. The Project Engineer will: (i) assure that the Contractors comply with all necessary requirements contained in the ESMP; (ii) ensure that the day-to-day construction activities are carried out in an environmentally sound and sustainable manner; (iii) develop good practices construction guidelines to assist the Contractors in implementing the ESMP; and (iv) prepare and submit regular environmental progress reports, inter alia including a contract-wise breakdown of non- compliances and rectification by the contractors and the monitoring results. An Environmental Specialist in the PMU shall provide oversight.

8.2.9 Summary of Finances for Various Agencies Following is the summary of finances for various tiers of ESMP implementation: Table 8-1: Summary of Finances for Various Tiers of ESMP

Agency Financial Agreement

Contractor’s technical staff for ESMP implementation Cost provided in BOQ as per PC–1. and allied logistics.

Consultant’s environmental expert, the support staff Included as consultants fees in the consultants costs as and allied logistics. per PC–1.

Environmental officer(s) of the Client consisting of Included in NHABudget estimate as per PC–1. Deputy Director Environment and Deputy Director Sociology, support staff and allied logistics.

Project Director Included in Client Budget as per PC–1.

Donor external monitoring mission Included in donor procurement costs.

8.2.10 Reporting and Supervision The environmental expert of the CSC will receive information from contractor’s environmental and social specialist in the form of periodical reports as well as inspection notes based upon his monitoring and inspection at the project site. This information will make a basis for the environment section and social section / unit of the Client for their further reporting. All reports will be location and activity specific. The reports will especially identify areas of contractor’s non–compliance with the ESMP and provide guiding remarks on actions to be taken. The significance of the non–compliance will also be noted. The Client will prepare and submit periodical reports to the Bank on quarterly basis. Copies of these reports will also be sent to the Project Manager as well as the Project Director for their information and necessary action. The non-compliance by contractor will be linked with the system of payment of bills by classifying the non-compliances as minor, moderate or major depending upon the period over which the

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non-compliance is continued. Within one month the non-compliance is minor, after two months it is moderate and after three months it becomes major. The Environmental and Social Experts, in his routine reports, will include a summary status of activities relating to the ESMP. As and when necessary, supplemental reports with greater detail than the routine reports should also be prepared. These reports will reinforce the information for the environmental and social staff of the Client who may use it for sending additional reports to the Bank. Client will also engage Independent Environmental Monitor (IEM) to periodically verify the effective implementation of the ESMP, IEM will submit reports to the Client on regular basis. The reporting frequency is given in Table 8-6 of this report.

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8.3 Mitigation Plans

Table 8-2: Environmental Impacts during Planning and Design Phase Responsibility Impact Mitigation Measure Implementation Supervision Monitoring

Improper route Final alignment catered for impact avoidance and did not Design PMU-NHA NHA selection leading necessarily based upon lowest financial cost Consultant Environment resettlement issues The proposed design avoids alignment from any controversial Department land. Alignment selection will be justified to all stakeholders. NHA will ensure that the land acquisition procedures as spelt out in the RAP are followed in a transparent manner.

Disruption to wildlife Provision of elevated structures and culverts at natural pathways Design PMU-NHA NHA and near water points Consultant Environment Department

Change is landscape and project design to consider aesthetic concerns Design PMU-NHA NHA topography Consultant Environment Department

Change in hydraulic Design to incorporate surface water body crossing for easy flow, Design PMU-NHA NHA regime appropriate selection of sites for waste dumping and borrow, Consultant Environment slope stabilization, etc. Department

Change in land value positive impact; no mitigation required - - -

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Responsibility Impact Mitigation Measure Implementation Supervision Monitoring

Disruption to public Incorporate technical design features to minimize effect on Design PMU-NHA NHA utilities public utilities Consultant Environment All public utilities likely to be affected need to be relocated well Department ahead of the commencement of construction work

Poor design leading to Edge Scouring of earthen embankments or concrete work will Design PMU-NHA NHA reduced project life first be dealt at design stage. Wherever such a situation is Consultant Environment anticipated, aprons will be provided to secure edges. Department

Flash floods Flood flow patterns as well as natural drainage is taken into Design PMU-NHA NHA account in design Consultant Environment Adequate number of cross drainage structures with required Department capacity have been included in the design

Land Acquisition A separate study Resettlement Action Plan (RAP) has been PMU-NHA PMU-NHA NHA carried out to address the issues related to acquisition of private Environment assets and compensation. The same study shall be submitted Department separately.

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Table 8-3 Environmental Impacts during Construction Phase Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring

Physical Scarring of The alignment selected so as to minimize the clearing of -SITE Engr.- -Project Engr.- -FIU-NHA landscape vegetation and minimized trees cutting. Construction Construction -M&E The movement of construction equipment and vehicles will be Contractor Supervision Consultant restricted to work areas, and max 40 km/hr -Environmental Consultant Steep cut-and-fill will be avoided. & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

Increased risk of land Thorough maintenance of a gentle slope -SITE Engr.- -Project Engr.- -FIU-NHA slippage and accelerated Maintain one clear passage for transport when working on Construction Construction -M&E soil erosion existing road; Contractor Supervision Consultant Monitoring to check soil erosion indicators -Environmental Consultant & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

Earthen Embankments Best construction practices and appropriate techniques such as -SITE Engr.- -Project Engr.- -FIU-NHA or Concrete Work, Edge protection walls and rip rap; Construction Construction -M&E Scouring Contractor will repair all damages to the earthen Contractor Supervision Consultant embankments, concrete works, or pavement edges caused by Consultant the construction works (CSC)

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring

Issues related to borrow The contractor will prepare a comprehensive borrow area -SITE Engr.- -Project Engr.- -FIU-NHA areas (Excavation management plan and get it approved by the PD; Construction Construction -M&E resulting in slope Selection of borrow areas only with approval from the Contractor Supervision Consultant instability, loss of environmental specialist of the PMU; -Environmental Consultant soil/land productivity, The borrow areas will be selected after obtaining approval from & Social (CSC) uneven terrain, and the environmental specialist of the PMU / Supervision Specialist- - altered drainage). Consultant; Construction Environmental Borrow sites would not be deeper than 3 ft at any location; Contractor & Social Wherever possible/necessary, these places will be leveled and Specialist -CSC planted with trees.

Blockage of natural Surplus soil and cleared vegetation will be disposed of so as to -SITE Engr.- -Project Engr.- -FIU-NHA drainage and flash avoid disturbing the natural drainage Construction Construction -M&E floods Contractor Supervision Consultant -Environmental Consultant & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

Camp locations Camps to be located only on prior approved land, at least 500 -Construction -Project Engr.- -FIU-NHA m away from population Contractor Construction -M&E The contractor will prepare a Camp Site Management Plan, get -Environmental Supervision Consultant it approved by the PD and abide by its provisions. & Social Consultant Specialist- (CSC)

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring Construction - Contractor Environmental & Social Specialist -CSC

Contamination of soil Workers training and monitoring; -SITE Engr.- -Project Engr.- -FIU-NHA and water from leakages All fuels, oils and bitumen will be stored appropriately, with Construction Construction -M&E and spillage of chemical leakage containment; Contractor Supervision Consultant and hazardous materials All leakages to be treated through prescribed methods; -Environmental Consultant Strong adherence to camp site management plan & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

Soil or water Camps will be located as to avoid proximity drinking water -SITE Engr.- -Project Engr.- -FIU-NHA contamination due to sources; Construction Construction -M&E effluent (campsite and Sewage and other effluents will be treated through septic tanks Contractor Supervision Consultant construction operations) before disposal into sumps; -Environmental Consultant Water from washing areas and kitchen will be released into & Social (CSC) sumps; Specialist- - Construction Environmental Contractor & Social Specialist -CSC

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring

Groundwater extraction NHA will bind the contractor to acquire water from Kabul river -SITE Engr.- -Project Engr.- -FIU-NHA and its adjoining channels located at the start of the proposed Construction Construction -M&E project in Peshawar; Contractor Supervision Consultant No existing water source under the use of community will be -Environmental Consultant exploited by the Contractor for campsite facilities or & Social (CSC) construction; Specialist- - In case of emergencies, the Contract may use water from local Construction Environmental sources with prior approval from the local community and Contractor & Social government. Specialist -CSC

Solid waste from Contractor will prepare specific environmental management -SITE Engr.- - -FIU-NHA Asphalt & Concrete plans for these plants, specially focusing on handling any Construction Environmental -M&E Batching Plant unusable asphalt / concrete Contractor & Social Consultant -Environmental Specialist -CSC & Social Specialist- Construction Contractor

Air Emissions & Dust Imposing speed limits; -SITE Engr.- - -FIU-NHA Water sprinkling; Construction Environmental -M&E timely tuning of all equipment, generators and vehicles; Contractor & Social Consultant Dust control system on asphalt plants. -Environmental Specialist -CSC & Social Specialist-

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring Construction Contractor

Equipment and Equipment and vehicles will be maintained on regular basis -SITE Engr.- -Project Engr.- -FIU-NHA vehicular noise Construction Construction -M&E Contractor Supervision Consultant -Environmental Consultant & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

Blasting noise and Develop and implement a comprehensive blasting -SITE Engr.- -Project Engr.- -FIU-NHA vibrations management plan, in line with Annexure XI of this ESIA, Construction Construction -M&E including all the steps provided in Chapter 6 of this report Contractor Supervision Consultant -Environmental Consultant & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

Tree Cutting and Camps and other temporary facilities will be established in a -SITE Engr.- -Project Engr.- -FIU-NHA Vegetation Removal manner that minimizes loss of natural vegetation including Construction Construction trees. Contractor Supervision

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring

Borrow material will be obtained without causing any damage -Environmental Consultant -M&E to the natural vegetation. & Social (CSC) Consultant Specialist- - Compensatory tree plantation plan to be developed by NHA Construction Environmental Reforestation department in consultation with the FATA Forest Contractor & Social & Wildlife Directorate Specialist -CSC

Acquisition of Private Strict adherence to the priciples and procedures laid down in -FIU-NHA -PMU-NHA -PMU-NHA Assets & Compensation the RAP (being submitted as a separate study), inclduing -M&E transparent and fair evaluation of assets, acquistion with Consultant consent, timely repayment, involvement of local stakeholders, -WB and utmost respect to the local customs

Risk of social conflict Preference to local people in construction related jobs; -SITE Engr.- - -FIU-NHA Strict adherence to camp site management plan; Construction Environmental -M&E training to workers on social issues awareness Contractor & Social Consultant -Environmental Specialist -CSC & Social Specialist- Construction Contractor

Increased rate of crimes Contractor will ensure sanctity and respect of local customs and -SITE Engr.- - -FIU-NHA and/or a perception of traditions by his staff. Construction Environmental -M&E insecurity by the local Contractor will warn the staff strictly not to engage in any Contractor & Social Consultant community. unethical activities. -Environmental Specialist -CSC & Social

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring Specialist- Construction Contractor

Increased burden on The contract will explore alternative water sources and ensure -SITE Engr.- -Project Engr.- -FIU-NHA and competition for that water usage by the project does not affect or compete Construction Construction -M&E public service provision with water requirements of the local community. Contractor Supervision Consultant -Environmental Consultant & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

Increased risk of Camp sites will be established at a fair distance from -SITE Engr.- - -FIU-NHA communicable diseases population; Construction Environmental -M&E and burden on local Contractor will provide healthcare to its workers through Contractor & Social Consultant health services medical practitioners in Peshawar only -Environmental Specialist -CSC & Social Specialist- Construction Contractor

Inadequate waste The contractor will also ensure that solid waste and wastewater -SITE Engr.- - -FIU-NHA disposal and illegal is disposed of in an environmentally friendly manner in Construction Environmental -M&E waste disposal sites designated areas and by approved methods only. Contractor & Social Consultant Specialist -CSC

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring -Environmental & Social Specialist- Construction Contractor

The camp use can result The Contractor will also ensure that noise and light pollution -SITE Engr.- - -FIU-NHA in increase in noise and from the labor camp is kept at minimal levels especially at Construction Environmental -M&E light pollution especially night. Contractor & Social Consultant at night -Environmental Specialist -CSC & Social Specialist- Construction Contractor

Social issues related to Movement of labor outside the camp will be restricted during -SITE Engr.- - -FIU-NHA privacy of locals early morning and late night, and other open defecation timing; Construction Environmental -M&E if privacy of the nearby households is affected, the Contractor Contractor & Social Consultant will inform the house owner to make some arrangements. A -Environmental Specialist -CSC gender sensitive GRM will be established to resolve any & Social complaints. The GRM will be institutionalized and it Specialist- implementation will be monitored. Construction Contractor

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring

Gender Issues The bidders will submit Codes of Conduct (CoCs) with their - Construction - -FIU-NHA bids, stipulating clear boundaries for acceptable and Contractor Environmental -M&E unacceptable behaviors of all individuals and companies, anti -Environmental & Social Consultant sexual harassment policies, and HIV prevention measures; & Social Specialist -CSC The contractor will provide qualified key personnel to address Specialist- SEA risks and its management Construction Contractor

Restricted mobility of The contractor will provide crossing points at the road at -SITE Engr.- -Project Engr.- -FIU-NHA the local population appropriate places to facilitate the people for going across the Construction Construction -M&E road for their daily works and having free access to the natural Contractor Supervision Consultant resources. -Environmental Consultant Generally the contractor will avoid using the village tracks for & Social (CSC) hauling the construction material. However, the tracks will be Specialist- - widened and overlaid to accommodate locals and construction Construction Environmental equipment movement. Contractor & Social Specialist -CSC

Rise in the prices of The contractor will procure the field camps supplies from the -SITE Engr.- - -FIU-NHA essential commodities main markets of Kohat, Khar, Peshawar etc. Construction Environmental -M&E Contractor & Social Consultant -Environmental Specialist -CSC & Social Specialist- Construction Contractor

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring

Use of other common The Contractor will maintain close liaison with local -SITE Engr.- - -FIU-NHA resources communities optimal utilization of common resources Construction Environmental -M&E Contractor & Social Consultant -Environmental Specialist -CSC & Social Specialist- Construction Contractor

Increased risk of A detailed Traffic Management Plan (TMP) will be prepared and - Construction - -FIU-NHA accidents due to partial implemented by the contractor with the approval of the Works Contractor Environmental -M&E closure of road during and Service Department (FATA), and PD; -Environmental & Social Consultant construction One side of the existing road will be kept open for traffic when & Social Specialist -CSC working on that part of the alignment; Specialist- Construction work will be carried out in small stretches instead Construction of a long stretch. Contractor

Safety and health Development and implementation of a comprehensive OHS -SITE Engr.- - -FIU-NHA hazards Plan by the contractor; Construction Environmental -M&E Workers training on OHS and social issues; Contractor & Social Consultant Provision of PPEs to workers; -Environmental Specialist -CSC Proper signage in the area under construction & Social Specialist- Construction Contractor

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring

Disturbance to PCRs No known PCR will be in the ROW of the proposed alignment. -SITE Engr.- -Project Engr.- -FIU-NHA In case of a chance find during excavation, the Contractor will Construction Construction -M&E halt work at the site immediately, inform the PD and notify the Contractor Supervision Consultant Department of Archaeology and Museums through the Client. -Environmental Consultant & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC disturbance to Proposed right of way does not disturb any known burial site or -SITE Engr.- -Project Engr.- -FIU-NHA graveyards graveyard. However, if any such situation arises, suitable action Construction Construction -M&E will be taken after detailed consultation with the local Contractor Supervision Consultant communities -Environmental Consultant & Social (CSC) Specialist- - Construction Environmental Contractor & Social Specialist -CSC

The construction The Contractor will ensure the restoration and rehabilitation of -SITE Engr.- -Project Engr.- -FIU-NHA activities may damage construction and campsites on completion of the project. Construction Construction -M&E any nearby parks or Works and Service Department (FATA) will develop parks, Contractor Supervision Consultant recreation areas used by particularly for children and ladies, at appropriate sites along -Environmental Consultant the local population or the road to provide them better recreational opportunities. & Social (CSC) the tourists. Specialist-

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Impact Mitigation Measure Responsibility

Implementation Supervision Monitoring Construction - Contractor Environmental & Social Specialist -CSC

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Table 8-4: Environmental Impacts during Operational Phase Responsibility

Impact Mitigation Measure Implementa Supervision Monitoring tion

Operational Operational & Reinforcement measure at such places by appropriate wire mesh & EHS EHS Land Sliding lining and retaining wall will be provided; - Department Department of Proper road safety instruction signage at sensitive location of NHA NHA

Proper SOPs, provisions for oil spill prevention, staff training etc for the service areas; Operational Operational & Surface & Groundwater & EHS EHS - Contamination Random vehicle check to ensure compliance requirement Department Department of of NHA NHA Enforcement and penalties against vehicle fitness violators

Regular road maintenance to ensure good surface condition

Speed limits at sensitive locations Operational Operational & Enforcement and penalties against traffic rules violators as well as & EHS EHS Vehcular emissions - for vehicles that are not complying with motor emission standard. Department Department of of NHA NHA Regular vehicle check to control/ensure compliance with NEQS.

Monitoring of air quality at defined schedule and location, preferably close to residential area.

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Responsibility

Impact Mitigation Measure Implementa Supervision Monitoring tion

Afforestation should be done immediately along the ROW once the construction phase is completed; plants should be selected in accordance to their ability to absorb emissions & noise Operational Operational & Signs for sensitive zones (health centers / educational institutions & EHS EHS Noise - etc.) to disallow the use of pressure horns. Department Department of of NHA NHA The road signage preferably in local language.

Enforcement and penalties against traffic rules violators.

A waste disposal site will be selected with the approval of provincial EPA for disposing off the regular waste on a daily basis

The operations contractor / entity will hire sufficient number of Operational Operational & sweepers for collecting and disposing solid waste & EHS EHS Solid Waste - Suitable number of waste bins will be placed at the rest areas, Department Department of trucking stands and other such places of NHA NHA

Maintenance contractor will be required to submit a solid waste management plan with its bid documents

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Responsibility

Impact Mitigation Measure Implementa Supervision Monitoring tion

Installation and maintenance of all signs, signals, markings, and other devices used to regulate traffic, including posted speed limits, warnings of sharp turns, or other special road conditions which are susceptible to accidents

Installation of speed guns/ cameras Operational Operational & & EHS EHS Traffic Safety Enforcement of penalties for the violators - Department Department of Road marking should be done immediately after completion of NHA NHA construction work

Regular maintenance of vegetation within road rights-of-way is necessary to avoid interference with vehicle travel and road maintenance

The operating entity will prepare an emergency preparedness and Operational Operational & response plan in coordination with the local community, local Emergency & EHS EHS emergency responders and the traffic police to provide timely first - Preparedness Department Department of aid response in the event of accidents and hazardous materials of NHA NHA response in the event of spills

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8.4 Environmental Monitoring 8.4.1 Compliance Monitoring Compliance monitoring is a key component of any effective environmental compliance and enforcement program. It encompasses all of the means used to make a compliance determination. The primary goals of compliance monitoring include: . Assessing and documenting compliance with permits and regulations, . Supporting the enforcement process through evidence collection, . Monitoring compliance with enforcement orders and decrees, . Creating deterrence, and . Providing feedback on implementation challenges to permit and rule writers. The environmental monitoring will be carried out with the help of checklists prepared on the basis of the mitigation plans provided in Tables 8-2 and 8-3 & 8-4. These checklists will be filled by the contractor’s environment specialist on a regular basis, and provided to the CSC. All non-compliances recorded in the filled checklists will be followed up for remediation. The summary of filled checklists, non-compliances and remedial actions will be included in the progress reports.

8.4.2 Effects Monitoring Effects monitoring is a key component which monitors Environmental Effects of the project in Operational phase. Client will engage a competent consultant to conduct effects monitoring on a periodic basis. The effects monitoring plan is provided in the Table 8-5. The overall objective of the effects monitoring is to ensure that the key environmental parameters in the project area remain within the acceptable limits specified by the National Environmental Quality Standards (NEQS) (and other relevant benchmarks) throughout the project execution. For this purpose, the Independent Environmental Monitor (IEM) will carry out the periodic sampling, monitoring, and analysis of the key environmental parameters specified in the ESMP and provide their results to the Client.

8.4.3 Third Party Monitoring Client will engage a suitable consultant to carry out environmental audit of the project on annual basis. During these audits, the ESMP compliance and its effectiveness will be assessed. This monitoring will help identify weaknesses in the ESMP implementation and also recommend the corrective measures. The third party monitoring will also cover the GRM.

8.4.4 Site Visits The monitoring program will comprise site inspection designed to determine contractor(s) compliance with ESMP and applicable regulations and statutes. The proposed site inspections by the Project

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Engineer’s environmental specialists and the Client will be carried out on regular basis as per their own time schedules. However, the minimum level of M&E activities by each monitoring agency is outlined in Table 8-5. Table 8-5: Site Minimum Visit Plan

Project Phase Proposed Minimum Inspections

. One visit to project site . One visit each to proposed Borrow site, Camp site, Material Depot site, Pre-Construction proposed machinery yard and other proposed sites. . One visit to each community . One visit to proposed water sources . Visits to main project site at 20%, 50%, 75% and 100% completion stage. Construction . At least one visit to other project sites every month . . Two visits per quarter in response to complaints Post Construction . Two visits per quarter on response to any complaints

It is also anticipated that additional inspection will be required in response to any complaints by local communities. All officers concerned with M&E will prepare their own M&E Implementation Plans for information of all concerned. All M&E personnel will be given optimal mobility and flexibility to implement their M&E implementation plans.

8.5 Environmental Monitoring 8.5.1 Checklists for Environmental Monitoring For the purpose of conducting environmental monitoring, the following checklists will be prepared and used at the site: i. Campsite & Nearby Communities Checklist . Location of labor camps, material dumps, equipment yards and approach roads . Pollution from diesel and other oil spills from machinery . Smoke from burning of waste material or burning firewood . Soil Compaction due to Labor Camps and machinery yards. . Infection diseases in Labor employees and nearby public. . Water sources used and its impact on community water sources . Noise monitoring on labor camp sites and on nearby communities. . Air quality monitoring due to machinery exhaust discharge and other vehicles on the labor camp sites as well as on nearby public or communities.

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ii. Borrow Area and Quarries Checklist (for each site) . Impact of taking borrow material from earth borrow site. . Access to other construction materials. iii. Waste Material Disposal . Site for disposal of waste construction material . Material and construction waste management after completion of road construction . Diesel and other fluids spilling over to the construction site machinery. iv. Construction Site Checklist . Adjustments with unstable locations appearing during construction. . Limitations of construction sites resolved appropriately. . Earthen embankment or concrete work edge Scouring. . Discharge to unstable slopes or leakages on construction. . Any damage / discharge diversion of water to any spur/bund avoided. . Any discharge spill or dumping on any building or house on any surface water body . Effect on surface flow conditions in case of rain. . Dust smoke and other polluting impacts from construction machinery. . Dust or other pollutants from stored material / spoil heaps. . Noise from use of old or outdated machinery. . Noise due to blasting in hilly tract . Public safety at construction site. . Tree plantation as compensation to trees cut. . Health and safety of labor and employees at construction site. . Impacts on sources of drinking water. v. Road Checklist . Drains, paths roads crossed by moving machinery and the damage suitably repaired. . Impacts on roads used for transport of construction material. . Impact of stone quarrying. vi. Operational Checklist

. Strict application of prescribed M&E plan. . Continuous evaluation of design efficiency. . Understanding and training of operational manual. 206

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. Annual environmental audit. . Regular maintenance. . Staff welfare. . Continued public consultation. . Continued mitigation of gender issues and women consultation. . Refresher courses for operational staff. . Staff and labor colony reconstruction. . Construction of some additional / support structures. vii. Biological Checklist

. Damage to Flora. . Damage to Fauna. . Impact on adjacent open lands. . Impact on Endangered species. viii. Sociological Checklist

. Impact on existing services, education, health, electricity, water supply, communication. . Impact on local ethnicity, tribal tension, community rivalries and canal water disputes. . Impact on land ownership. . Adverse effect on cultural and archaeological heritage. . Chance find during construction. . Graveyards or burials. . Employment. . Women status, exposure to employment and education opportunities . Cultural reunion through better communication. . Market opportunities. . Recreation opportunities and Tourism. . Monitoring of GRM

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Table 8-6: Environmental Management and Monitoring Plan Applicable Project Stage Parameters Details Location Frequency Duration Standard

1. Air Quality

15 m downwind from NEQS for Once; prior to Preconstruction PM10, SO2, NOX, the edge of the Three locations along the road, Continuous Ambient Air construction / Planning CO pavement and asphalt and near the asphalt plant site 24 hours Quality commencement plant location

40 m downwind from NEQS for PM10, SO2, NOX, Three locations along the road, Continuous Construction Hot Mix Plant and Ambient Air Once in 4 months CO, HC and near the asphalt plant 24 hours Asphalt Plant Quality;

NEQS for PM10, SO2, NOX, Stretch of highway where work is Continuous Construction 15 m from pavement Ambient Air Once in 4 months CO, HC in progress 24 hours Quality

2. Water Quality

Once about a Pb, BOD5, total NEQS for Preconstruction Community water 5 locations near the COI-2 (ROW, fortnight before coliforms, fecal Drinking Water; - / Planning sources campsite, asphalt plant site) contractor coliforms, TDS WHO mobilization

Common ions, NEQS for 5 locations near COI-2 (number of Pb, BOD5, total Community water Construction Drinking Water; locations to be determined Once in 4 months - coliforms, fecal sources WHO according to requirement) coliforms, TDS

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Applicable Project Stage Parameters Details Location Frequency Duration Standard

Common ions, NEQS/other 5 locations near COI-2 (number of River water near the Construction TSS, TDS, relevant locations to be determined Once in 4 months - COI-2 Turbidity standards according to requirement)

Waste effluents from 32 parameters Construction camps, asphalt plant and NEQS camps, asphalt plant and offices Once in 4 months - per the NEQS offices

3. Noise

Three locations along stretch of Once about a 15 m from edge of NEQS standards Preconstruction Noise level on highway where work is in fortnight before pavement /site for other for Ambient 24 hours / Planning dB(A) Scale progress; near asphalt plant site; contractor facilities Noise near camp site mobilization

Noise level on 7 m from equipment / At equipment yard, asphalt plant Construction NEQS Once in 4 months 24 hours dB(A) Scale machinery and construction site

Three locations along stretch of 15 m from edge of NEQS standards Noise level on highway where work is in Construction pavement /other for Ambient Once in 4 months 24 hours dB(A) Scale progress; near asphalt plant site; facilities Noise near camp site

4. Soil

Relevant Three locations in equipment yard Construction Oil and grease international and other locations specified by Once in 4 months - standards CSC

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8.6 Environmental and Social Trainings The capacity building and awareness raising of the project staff for the environmental and social aspects is critically important to ensure effective implementation of the ESMP and its various elements particularly the EMMP. The supervision consultants (CSC) and the contractor will be responsible to impart these trainings. The indicative training plan is presented in Table 8-7, which will be finalized by the CSC. Table 8-7: Environmental and Social Trainings Contents Participants Responsibility General environmental and socioeconomic awareness; Environmental and social sensitivity of the Selected project project area; management staff CSC Key findings of the ESIA;

Mitigation measures; EMMP; Social and cultural values of the area. General environmental and socioeconomic awareness; Environmental and social sensitivity of the project area; CSC and Contractor’s Mitigation measures; All site personnel Environment Specialist Community issues; Safety issues; Awareness of transmissible diseases Social and cultural values. EMMP; Contractor’s Environment Safety issues; Construction crew Specialist Waste disposal Road safety; Defensive driving; Contractor’s Environment Drivers Waste disposal; Specialist Cultural values and social sensitivity. Camp operation; Waste disposal; Contractor’s Environment Natural resource conservation; Camp staff Specialist Safety Housekeeping. Restoration requirements; CSC and Contractor’s Restoration teams Waste disposal Environment Specialist

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8.7 Environmental and Social Management Budget Monitoring and supervision will be carried out as per the responsibilities assigned in the ESMP. The environmental and social management cost includes tree plantation program and health and safety measures. The environmental monitoring cost has been worked out on the basis of Effects Monitoring Plan is given in Table 8-8. As the project is scheduled for completion in two years, therefore, environmental monitoring cost has been worked out for two years. The staff responsible for operation of the project road will be trained to implement environmental safeguard in post construction period and respective cost has been worked out. The total environmental and social management cost including the resettlement cost is estimated to be about PKR. 11.217 Million. The environmental and social management cost is a part of the project and will be secured accordingly. The road O&M cost will be recovered through tolls on the traffic. The Environment department of NHA could also utilize its own internal budgets for environmental compliance during the operations phase. Table 8-8: Cost Estimates for Environmental Management Amount Environmental Component Quantity Details/Basis Pak Rs.

Tree Plantation 790,000 Cost includes plantation and maintenance up to three years

Health & Safety Measures L.S. 350,000 Lump sum

Miscellaneous Cost L.S. 160,000 Lump sum

Air Quality Monitoring 50 1,500,000 50 samples @ Rs. 30,000/sample

Water Quality Monitoring 80 1,200,000 80 samples @ Rs. 15,000/sample

Noise Level Monitoring 65 325,000 65 samples @ Rs. 5,000/sample

Soil Tests 30 1,940,000

Technologies (3D Cameras etc.) 3,300,000 $ 30,000 @ PKR 110/$

Training 1,650,000 Lump sum

External Monitoring 4,100,000

Total Environmental and Social Management Cost 11,217,000

8.8 Recommended Clauses in Bidding Documents for Compliance

The following conditions should be included, in addition to general conditions provided for environmental and socioeconomic impact mitigation in the tender document(s). It should be noted that these clauses

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have been suggested purely from a technical point of view. These may be vetted by a qualified legal professional / officer before incorporating them into the tender or contract document(s).

Clause regarding Preparation of Management Plans: The contractor will be required to develop the following documents and get it approved by the PMU/FIU for smooth construction phase: 1. SOP for dismantling existing structures 2. Comprehensive borrow area management plan 3. Camp Site Management Plan 4. Guidelines for the workers for resource efficiency 5. Specific environmental management plans for asphalt plants and concrete batching plants 6. Comprehensive blasting management plan 7. Codes of Conduct (CoCs) for social behaviors 8. Anti-sexual harassment policies 9. Detailed Traffic Management Plan (TMP) 10. Comprehensive OHS plan

Clause regarding Disposal of Waste and Construction Material: The Contractor will in consultation with and with the approval of the project PD and the recommendation of the environmental experts, select a site for disposal of waste and leftover construction material. Contravention to this clause may tantamount to non–compliance to the contract and the contractor will be responsible for removing the non-approved material dumped at his own expense and pay a fine for the negligence. Clause regarding Adjustment with Unstable Locations Appearing during Construction especially the foundation: In case an unstable location appears during construction, especially the foundation, of the road, contractor will immediately inform the PD providing full technical details about the problem. The PD will inspect the site; preferably the same day the report is received and will, if necessary, agree to make modifications and changes in the design to stabilize the situation such as change in the depth of foundation. Contractor will not make any changes in the specification without express approval of the PD. Contravention to this provision will mean unauthorized construction carried out for which PD may issue dismantling orders. Clause regarding Location of Labor Camps, Material Dumps / Depots, Equipment and Machinery Yards, approach roads and routes: State land is available for location of labor camps, material depots, equipment and machinery yard, link road / diversion or any other facility(s) related to the proposed project. The Contractor will choose particular sites within the overall campus indicated in consultation with PD. These activities will not be allowed outside the state land, located on either side of highway. If the Contractor chooses to locate his facilities on a private land, he will himself be responsible

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for any compensation, resettlement or rehabilitation process and related costs and PD or Client will not be involved in acquiring or using the land in making any payments for doing so. Clause regarding Rehabilitation of Construction and extraction sites: The Contractor will carry out construction work exactly on the same site and according to the same design as provided in the tender documents. Also the campsite, material depot, machinery and equipment yard, link roads, borrow areas will, after the completion of construction, be restored and rehabilitated and brought to at least the same condition, in which these were handed over to the contractor. A set of photographic and video record will be made of the sites prior to construction to ensure proper restoration and rehabilitation. Final payments and the release of securities deposited will be subject to compliance with this clause. Clause regarding drainage, paths, roads, Linear Fixtures crossed / damaged by Machinery moving to and from the construction sites: During the construction, if the contractor’s vehicles moving to and from the construction site(s) causing any damage or disruption of services pertaining to drainage systems, paths, roads linear fixtures e.g., transmission lines and fences, the contractor, will get the damage repaired and services restored within 24 hours of the damage, failing which the PD will get an assessment of the damage and losses and debit that amount to the contractors account and the next payment will be made to the contractor after deducting the debited amount. Clause regarding earthen embankments or concrete work vicinity Scouring: All such spots where there is a possibility of Scouring of earthen embankments or concrete work as mentioned in the tender and the subsequent construction contract, the contractor will protect the embankments by erecting protection walls and stone rip–rap work, failing which the payment of the contractor will be withheld. Clause regarding discharge spill or dumping on any building, House, graveyard, archaeological site (established or newly found), unstable slopes, un-compacted embankment or leaking into construction area: The contractor will be contractually bound to not to allow or cause discharge spill or dumping on any building, house, graveyard, archaeological site (established or newly found), unstable slopes, un-compacted embankment or leakage into the construction area. Any such failure will be duly noted by the PD during site inspections and the contractor will immediately remedy the situation failing which the payment of the contractor will be withheld and the damage so caused will be debited to contractor’s account under the contractual provisions. Clause regarding diesel and other fluids spilling over to stream water or open areas from construction machinery: The contractor will ensure that his construction machinery is always in an excellent working order and no spilling of diesel or any other fluids into the water stream or open areas, is caused by the contractor’s machinery. For any such spill the contractor will pay the environmental compensation to be assessed by PD in consultation with Pak–EPA and the said amount will be debited towards the payment of the contractor.

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Clause regarding providing proper diversion of water: The contractor will, in consultation with the PD provide proper diversion to water flowing cross stream, and by collaboration with local communities and preparing them for any such diversions or closures. Losses caused to construction work due to poor or mismanaged stream flow diversion will be considered as negligence on the part of contractor any damages or losses caused due to this negligence will be borne by the contractor. Clause regarding control on air quality by not allowing machinery to cause dust, smoke or noise pollution: The contractor will not cause deterioration of air quality by using old or ill maintained machinery that cause excessive dust emissions, smoke or noise pollution. The contractor will follow strict standards of maintenance of machinery; provide qualified and trained drivers and operations for the vehicles. The contractor will also sprinkle water on dirt roads to be used as link roads, and sites where the earth is to be dumped to suppress dust emissions. Furthermore, the contractor will provide protective masks to his work force. Failure to do so will be taken as serious contravention of the contract and will cause the payment to be deferred till the correction of the situation. Clause regarding control on dust or other pollutants from stored materials, material depots or spoil heaps: The Contractor will: . Locate his material depots and spoil dump as far away from the villages / community “Hujras” as possible. . Keep all such materials covered for effective control of the fugitive dust. . Failing to do so the contractor will bear the cost which may have to be incurred on remedial actions or compensation to be paid to the local community member(s).

Clause regarding use of outdated machinery: The Contractor will obtain a certificate from the Vehicle Examiner working under the PD but paid by the contractor, that all the machinery employed is either new or in first class working condition so as not to cause smoke or oil leakages. PD will not allow the use of any outdated machinery. Clause to Protect the Biological Resources: The Contract will ensure that: . Unnecessary and out of bound activities/movements are not conducted outside the campus allotted for setting–up the labor camp, material depots and machinery yard. . No firearms are carried by any of the employees or labor except for any security officers / guards. . All Forest, Wildlife and Fisheries Laws are fully respected and abided by both the contractor and the work force. . The Biodiversity is respected and protected along with its terrestrial, aquatic and aerial habitats. . Necessary signboards are displayed to remind the labor force, visitors and members of public about their obligations towards the biological resources of the project area.

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. Inspections by Wildlife, Forest and Fisheries Officers are facilitated in camps to facilitate a proper implementation of relevant Laws. . Communities are made aware and are involved in proper protection of the biological resources within and around the project site(s). . Any contravention to any of the above sub–clauses will be considered as breach of contract and could lead to disqualification of the contractor.

Clause regarding respect for Socio–economic and Cultural Values and physical cultural: The Contractor will be bound to: . Ensure that no damage or disruption is caused to the social infrastructure or public services being provided to the people e.g., education, health, electricity supply, drinking water supply facilities for public gathering or religious congregations. . Ensure the Contractor or his employees remain aloof of the local tribal tensions especially the strife’s over distribution of canal water. . Ensure that existing ownership of land around the project is respected. . Ensure that if some construction material has to be procured from or through a member of the local community, if appropriate. . Ensure that no damage or adverse effect is caused to archaeological (present or chance find) sites, graveyards and burial places.

Clause regarding Public Safety, Health and Safety at Construction Site: The contractor will: . Put up temporary but prominent sign boards warning people against likely hazards which can be caused due to certain activities. . Arrange to run a proper campaign in the labor camp, to make people aware of the causes, mode of transmission and consequences of HIV/AIDS and other infectious diseases particularly Hepatitis and Cholera. . Upgrade the nearest existing BHU(s) for the benefit of the labor as well as the surrounding villages. . Ensure proper cleanliness and hygienic conditions at labor camps by ensure a clean mess, proper drainage and suitable disposal of solid waste. Inoculation against Cholera and Hepatitis will be arranged at intervals as recommended by the Health Department. . Keep all the camps, offices, material depots, machinery yards and work sites open for the inspection of health and safety measures and related documents. . provide proper safety gear such as overalls, helmets, field boots and earplugs to all the workers as a precaution against any mishap, interlink various parts of the construction complex with local wireless telephones for quick reporting of any accident / mishap and also provide standby vehicles for transportation in case of a serious injury.

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. Provide a comprehensive group insurance cover to the workers and labor working on site or in the camp, against accidents, mishaps or loss of life on duty.

Clause regarding employment of Locals in the Construction work: The Contractor as an obligation of the Contract will employ, subject to availability and work ability, maximum number of local labor for construction work.

8.9 Operational Manual For post construction phase of the project, it is recommended, that a broad-based team of experts is assigned the development of a comprehensive operation manual for the proposed roads. The manual should also include a provision for continuous training of the staff that have to be assigned operational or maintenance duties. An effective monitoring and evaluation (M&E) system should make an integral part of the operation manual by way of providing a check list for every operational and maintenance stage. As stated in the ESMP, the following points must be part of the operation manual: . Strict application of the prescribed M&E plan. . Continuous evaluation of design efficiency. . Training sessions for understanding and operating the manual. . Annual audit of environment (comparison of what is happening vis-à-vis set standards) to be conducted by an independent party. . Regular maintenance. . Staff welfare. . Continuous public consultation and Public Relations (PR). . Continue address of gender issues and women consultation. . Refresher courses for the operational staff are recommended

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9 Public Consultation

The stakeholder consultation process provides a forum where information relevant to the project is disseminated to and asked from the stakeholder. This participation is necessary because it paves a pathway between the investor and the public and enables the provision of much needed local knowledge and indigenous know-how which must be integrated into the project design. This not only fosters goodwill and success in the project but also leads to a conflict- free project implementation. The stakeholders including regulators, government representatives and the NGOs were later met to appraise and discuss the environmental and social perspective of project activities. Their valuable concerns and suggestions were noted and thereafter incorporated in the Environmental and Social Impact Assessment process and study. This section describes the outcomes of the public consultation sessions held with different stakeholders that may be affected by the project. The consultation process was carried out in accordance with the World Bank Guidelines on public consultation. Since the project falls under Category A projects according to World Bank OP 4.01 ‘Environmental Assessment’, public consultation has been carried out at different stages of the project; once during the environmental assessment process in the form of meetings with different stakeholders, then with institutional stakeholders at the level of draft report, and finally in the form of public disclosure with affected community after incorporating their initial concerns in the project. The objectives of this process were to: . Share information with stakeholders on the construction of the proposed Motorway and expected impacts on the physical, biological and socio-economic environment of the project corridor; . Understand stakeholders’ concerns regarding various aspects of the project, including the existing available transport facilities, construction of the new Motorway and the likely impacts of construction related activities and operation of the Project; . Understand the perceptions, assessment of social impacts and concerns of the affected people/ communities in the nearby vicinity of the newly proposed alignment for the Motorway; . Provide an opportunity to the public to provide valuable suggestions in the project design in a positive manner; . Reduce the chances of conflict through the early identification of controversial issues, and consult them to find acceptable solutions.

9.1 Identification of Main Stakeholders During Environment and social impact assessment in the field, a series of consultations were carried out with a wide range of stakeholders including affected communities, NHA authorities at HQs and at North Zone Peshawar offices, line agencies, and concerned officials in FATA Secretariat, business community along the project corridor, road users, students, general public and various government departments. All

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these stakeholders have different types of stakes according to their stated and vested interests and involvements in various aspects in the project. The aims of community and stakeholder consultations and information dissemination with PAPs during social impact assessment and ESIA preparation were to: . Introduce project details, objectives, proposed implementation plan and strategies and potential impacts to the community members; . Identify the communal property and public infrastructure and facilities likely to be affected; . Identify the vulnerable social groups that may require special support; . Identify various socially and culturally acceptable resettlement and other mitigation alternatives; . Identify the community expectations and fears related to the resettlement compensations; . Appraise the community members about the applicable laws for land acquisition for the public interest projects; Inform community about the property identification and valuation principles to be followed during assessment, as well as the resettlement compensation options available to them.

9.2 Focus Group Discussions and Scoping Sessions This ESIA has been prepared in close consultation with the PAPs to solicit their views on proposed project design and implementation and to ensure that it takes into consideration of their concerns in a culturally sensitive manner. In this respect, several consultative meetings and focus group discussions were held in the project corridor. These consultations included representation by notables and Maliks of different clans of Afridi and Shinwari tribes and clans as well as from political administration. The aim of the stakeholder consultation was: . Ensure that the road section is designed with the consent and approval of PAPs, local administration and tribal elders. . Ensure that their views and concerns are incorporated into project design and implementation. . Solicit views on the proposed project and incorporate the PAP expectations, demands and needs into the ESIA. . Agree on the compensation rates and modalities of handing over the tribal land to NHA. During the scoping sessions, a variety of participatory techniques, including mapping exercises, wealth ranking, problem identification and prioritizing were employed to ensure that tribal concerns are addressed before finalizing road improvements in the area. The PAPs shared their observations, comments, and recommendations for consideration and incorporation in the final design. Suggestions were also received from the community regarding various relocation options, types of assistance offered for the potential impact on land, structure and other assets such as agriculture crops, trees, community

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assets, etc. The views of the community and PAPs were documented and have been integrated into the resettlement measures and strategies outlined in this ESIA.

9.3 First Stage Consultation Process A series of public consultations/ focus group discussions were carried out at various locations along the project corridor. The participants included Maliks/ tribal elders living along the project corridor and the Political Agent, Khyber Agency, Peshawar, Assistant Political Agents, Tehsildar and NaibTehsildar (LandiKotal), and other concerned. The consultative and scoping sessions were designed specifically to provide project information to the public. These sessions had an informal character to encourage a free atmosphere in which participants were comfortable in raising questions, expressing opinions and concerns on the project and seeking clarification regarding their concerns. Most of the issues rose during these meetings related to road construction and route alignment. The stakeholders consulted were chosen to be representative of the clans affected in project areas. Other stakeholders included Executing Agency (NHA), Project Directorate, political administration, Maliks, NGO, particularly, those to be associated in project implementation relating to the RAP implementation.

9.3.1 Consultation with Male PAPs During the field work, a number of public consultation sessions and participatory scoping sessions were carried out with PAPs to brief them about the project design and implementation arrangements. These participatory sessions enabled them to raise issues and seek clarification on project scope and design. Approximately 25 participants attended this first consultation meeting. In this occasion the discussion covered details of the proposed Project and type of design approach to be adopted including the use of participatory planning mechanisms. Table 9-1 provides venue of the consultation meeting, date and number of participants. Table 9-1: Summary Consultations with Male PAPs – 1st Stage S. No. Village/Khel Date No of Participant 1 Takhta Beg 11/7/2017 25 2 Shakus 12/7/2017 19 3 Ali Masjid 14/7/2017 17 4 Kata Kushta 15/7/2017 23 5 ChangiKhel 17/7/2017 13 6 WaliKhel 19/7/2017 8 7 NekiKhel 24/7/2017 14 8 Shiekhwal 25/7/2017 12

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S. No. Village/Khel Date No of Participant 9 SaduKhel 25/7/2017 18 10 Torkham 26/7/2017 22 The key concerns raise during the consultations were Land Acquisition and Resettlement issues raised by the PAP were: . The alignment of route and associated structures should be in consultation with local communities and elders. . Row width should be reduced to minimize displacement. . Existing alignment should be followed rather opting for a new alignment. . In addition to compensation for the structures removed, additional financial assistance will be required to rebuild their structures at new locations as the transportation and procurement of construction material is very expense; compensation to be paid before starting construction. . Compensation payment should be done directly though family elders not through Maliks. . World Bank should ensure strict monitoring during compensation payment to the PAFs. . Need to facilitate pedestrian and animal crossing; construct pedestrian overhead bridges, particularly near schools, settlements, along with a fence or partition wall in between the carriageways. . Employ local labor (skilled as well as unskilled) during the project implementation. . Control over-speeding, traffic disorders and, construct speed breakers where required especially near the settlements; Existing traffic on the road shall be affected. . Noise and air pollution associated with trucking causing disturbance to residents along the road. . New roads disturbing rain-fed agricultural production systems, increasing water shortages may result in increased poverty. . Heavy traffic destroying road

Consultation at Kata Kushta Consultation at Takhta Beg

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Consultation at Ali Masjid Consultation at ChangiKhel

Figure 9-1: Public Consultation The consultation process included also the focus group discussions. All of affected families were interested in this road project. In general, people were of the opinion that this project will provide a shortest route, which will boast trade activities across the borders and will reduce in travel time. The community expressed the following issues/concerns associated with the proposed project.

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Table 9-2: 1st Stage Consultation with Male PAPs

S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

1 Mosque at 11/7/201 25 Adequate compensation payment should be paid directly Participants were assured that as per their Takhta Beg 7 to the affected families. tribal customs, fair distribution of agreed compensation money will be paid to each The newly mosque should be saved. PAF. The interchange should be built in manner to accommodate our shops along the road. These concerns will be shared with NHA. Highway Design team will be requested to The business of the people should not be affected due to consider these concerns. road construction. Need to facilitate pedestrian and animal crossing; construct pedestrian overhead bridges, particularly near schools, settlements, along with a fence or partition wall in between the carriageways.

2 Shakus 12/7/201 19 Land in Shakus is in proximity of Peshawar City, the future Various categories for agriculture, 7 market of this commercial land should be considered. commercial, barren and hilly land will be considered for valuation. Adequate and timely payment of the lost assets must be ensured. Valuation will be decided by the Jirga and Consultation with the community & tribe leader should be PA and will be according to the market rate. an integral part of the land acquisition process. Maliks will be part of the Jirga to decide about compensation of the each lost asset. The route alignment should be carried out in a way that it would disrupt the minimum community/ community Highway Design team will be requested to structures & infrastructures. consider this concern.

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S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

3 Ali Masjid 14/7/201 17 Compensation of structures should be according to the Compensation of structures proposed to be 7 replace cost, at replacement cost. During the road construction period, the routine activities Mitigation measures will be proposed to of their women should be affected. ensure women purdah and privacy. The project route/alignment should disrupt the minimum In certain cases, if removal/ dismantle is number of persons/families structures/infrastructures etc. unavoidable, relocation of similar structure The road construction should avoid the schools, will be made at pre-project level. settlements as well as some sensitive location (i.e. shrine, The graves will not be affected. To the mosques, graveyard etc.). extent possible dismantling mosques will be avoided. In worst case scenario, mosques Alternatives were considered. However, the concern will will be rebuilt same or better of the existing be shared with NHA. one. Existing alignment should be expanded rather opting for new alignment

4 Kata 15/7/201 23 Privacy of women should be utmost priority in this tribal Mitigation measures will be proposed to Kushta 7 belt that should not be affected due to road construction. ensure women purdah and privacy. The contractor will make ensure that construction work The loss of privately owned land or built-up does not hinder local people’s access to the local rout. property will be compensated on a Constructing temporary ramps and diversion routes will replacement-cost basis, while in case of facilitate pedestrians and livestock while crossing the communal land, negotiated rates to should highway. be applied.

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S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

5 Changi 17/7/201 13 Local skilled and unskilled labor should be employed in the Employment opportunities will be created Khel 7 project works. during construction. Compensation of structures should include cost of rock The contractors will provide jobs to the cutting, land levelling, excavation and earthen filling. locals on priority basis. The project staff, contractors and other people who will Compensation regarding communal land work on the project should not disturb the mobility of local will be paid as agreed by Jirga to elder/ women in their routine activities like, collecting fire woods, head of tribe/ sub-tribes, while other fetching drinking water from nearby area (in some cases) compensations (building/ structures etc.) and others. will be directly paid to the owners/ PAPs. Outsider should respect tribal customs/norms of the area. Other community structures/ utilities will be relocated.

6 Wali Khel 19/7/201 8 Avoid relocation/dismantling of mosque as well as other The graves will not be affected. To the 7 permanent structures. extent possible dismantling mosques will be Avoid shifting of graveyards at the best possible extent avoided. In worst case scenario, mosques will be rebuilt same or better of the existing The affected persons should be compensated as per one. market rates/ replacement value of similar structures. Compensation will be paid before taking Compensation should be done before to execute the civil possession of the road alignment works. Concerns will be shared with Road Safety Adequate safety measures should be provided such as Expert. Safety measures shall be inbuilt in speed breaks, signage’s etc. near inhabited areas to avoid the road section. accidents.

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S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

7 Neki Khel 24/7/201 14 The project should provide the timely compensation to Idem 7 affected people for damaged assets/ structures, proper assistance in re-construction of similar structures, provide employment opportunities to locals especially PAPs. Employ local labor (skilled as well as unskilled) during the project implementation. Build bus bays, passenger shelters, and parking areas for taxies. Use negotiated rates for different categories of land as compensation for communal lands, which should be finalized in consultation with the community/ community elders and tribe elder/maliks.

8 Shiekhwal 25/7/201 12 Rate of land by land use and accordingly compensated with Compensation regarding communal land 7 the consultation of the community/ community elders and will be paid to elder/ head of tribe/ sub- tribe elder/maliks. tribes, while other compensations Under the project the Contractor should employ the local (building/ structures etc.) will be directly unskilled labor especially those who will be significantly paid to the owners/ PAPs. affected due to implementation of the Project. Compensation, resettlement/ relocation to the APs should be made prior to execution of the project Disbursement of compensation and relocation of PAPs should be made prior to execution of the project.

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S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

9. 9 Sadu Khel 25/7/2017 World Bank should ensure strict monitoring during Internal and external monitoring of the compensation payment to the PAFs. project implementation provisions are part of the RAP. Need to facilitate pedestrian and animal crossing. Construct of overhead bridges are part of In case of demolishing of structures, proper compensation the design plan. should be provided prior to the project implementation; Employ local labor (skilled as well as unskilled) during the project implementation

10 Torkham 26/7/201 22 Businesses of the people should not be affected due to Compensation will be paid as per agreed 7 project activities. rate by the Jirga and PA. The loss of privately owned land or built-up property will Concerns will be shared with Road Safety be compensated on a replacement-cost basis, while in case Expert. Safety measures shall be inbuilt in of communal land, negotiated rates to should be applied. the road section. Adequate safety measures should be provided such as speed breaks, signage’s etc. near inhabited areas to avoid accidents.

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9.3.2 Consultation with Female PAPs A total 10 formal consultations were conducted with the women located along the project corridor by a Gender Specialist as a one of the members of survey team. Information on the project was disseminated to begin with followed by discussion on other topics. These ranged from roles of women within their families, their concerns regarding lively hood post land acquisition, skill acquired and/or required, plans particularly of those rendered landless, access to water, social services and markets. Table 9-3: Summary Consultations with Female PAPs – 1st Stage S. No. Village/ Khel Date No. of Participants 1 Takhta Beg 11/7/2017 09 2 Shakus 12/7/2017 19 3 Ali Masjid 14/7/2017 17 4 Kat Kushta 15/7/2017 22 5 ChangiKhel 17/7/2017 10 6 NikiKhel 19/7/2017 06 7 MuradBagh 24/7/2017 08 8 Shiekhwal 25/7/2017 07 9 SaduKhel 25/7/2017 10 10 Torkham 26/7/2017 11 . One of the major issues, the women of the project area is facing due to the road alignment that is passing through the stream which is used by women for fetching water as well as washing clothes, bathing their children. As a result of this project, there would be a significant interruption in their routine activities especially during the construction phase of the project. . Other concerns were loss of residential structures, and relocation . The women stressed that the project should ensure job opportunities for male family members. . The alignment of route and associated structures should be in consultation with local communities and elders. . Livestock safety during construction and use of roads. . Project related traffic causing congestion . Road safety measures required, such as speed breakers and restrictions, so speed limits are observed and accidents avoided . Public safety for people crossing the road, particularly the elderly, women and children . Sanitation awareness in camping facilities . Privacy related matters and cultural sensitivities

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Table 9-4: 1st Stage Consultation With Female PAP’s

S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

1 Takhta Beg 11/7/2017 09 Loss of land and structure should be compensated. Participants were assured that as per their tribal Passage/ crossing at different locations along the road customs, fair distribution of agreed compensation should not be stopped during civil works of the road money will be paid to each PAF. construction. These concerns will be shared with NHA. Waiting room/bus stop for ladies should be provided. Highway Design team will be requested to consider these concerns.

2 Shakus 12/7/2017 19 The presence of outside labor should not restrict the Contractor will be responsible not to restrict movement of local women working in nearby fields. women mobility. Houses should not be affected. Measures were proposed to minimize impact on houses. Where unavoidable, compensation will be The relocation of affected structures will have a paid as per replace cost. negative impact on their living standards, if proper compensation and relocation/ shifting assistance are not provided.

3 Ali Masjid 14/7/2017 17 Fetching water and washing clothes would be difficult Mitigation measures will be proposed to ensure during road construction. women purdah and privacy and construction work should not disrupt their household chorus. During the road construction period, the routine activities of their women should not be affected. The project route/alignment should disrupt the minimum number of persons/families.

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S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

4 Kat Kushta 15/7/2017 22 Family enmity would further increase because of land Tribal elder will be consulted and involved in the acquisition acquisition process. Buying land is not possible as per local custom; every Mitigation measures will be proposed to ensure family has their own land. Families giving up land women purdah and privacy. would face problems The loss of privately owned land or built-up Women would be unable to go outside during property will be compensated on a replacement- construction cost basis, while in case of communal land, negotiated rates to should be applied. Joint family system would suffer for distributing compensation money.

5 Changi Khel 17/7/2017 10 House is still under construction, they were worried The construction of the house will be at replace whether they should stop construction or continue. cost.

The motorway passage is across the stream from which the women fetch water. They were worried that it would create hindrance on their way.

6 Niki Khel 19/7/2017 06 During construction, women would be unable to chop Employment opportunities will be created during trees and fetch water construction. Project should provide jobs to male family members. The contractors will provide jobs to the locals on priority basis.

7 Murad Bagh 24/7/2017 08 Compensation should be adequate to build a new Idem house in Peshawar Happy to move to Peshawar is full amount is available.

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S. Village/ No. of Date Main Concerns of Participants Responses No. Khel Participants

Shiekhwal 25/7/2017 07 Waiting room for women and children should be built at bus stops. Houses should not be disturbed.

8 Sadu Khel 25/7/2017 10 Relocation will be problem Compensation regarding communal land will be paid to elder/ head of tribe/ sub-tribes, while other Finding land for resettlement in Khyber Agency is not compensations (building/ structures etc.) will be possible directly paid to the owners/ PAPs. Children are facing schooling issues.

10 Torkham 26/7/2017 11 Businesses should not be affected due to road. Compensation will be paid as per agreed rate by the Jirga and PA. Adequate safety measures should be provided such as speed breaks, signage’s etc. near inhabited areas to Concerns will be shared with Road Safety Expert. avoid accidents. Safety measures shall be inbuilt in the road section.

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9.4 Consultations along the Project Corridor Consultations along the Project Corridor were also carried out with pedestrians, vehicle drivers, local inhabitants and others including school teachers, dispensers, NGOs etc. at various locations. Additional issues raised are listed below:

. The presence of migrant labor restricts the movement of local women working in nearby fields;

. There should be lightening facilities along the road especially at least near to the bus stops & settlements;

. At suitable distances along the project corridor, petrol pump should be constructed and the facilities such as toilets, workshops, and hotels and mosques should also be constructed.

9.4.1 Commonly Raised Concerns of the Stakeholders The most commonly raised concerns during the meetings are given below: (a) Design of the Peshawar-Torkham Motorway . Provide bus bays and passenger waiting area . Provide pedestrian-crossing facilities . Provide fences along the road where specifically required . Provide underpasses where these are required to facilitate the local population; . Provide interchanges at appropriate places so that residents of the project area can avail the Motorway travel; . Improve general standards of construction; . Provide drain outlets to help drain away run-off from the Motorway, particularly in areas where road level is higher than that of surrounding settlements; . Plant trees along the Motorway that could reduce air and noise pollution. (b) Construction of Peshawar-Torkham Motorway . Avoid dumping construction material near & along the Motorway; . Induct local labor into the construction workforce as far as possible to avoid social conflict between the migrant labor and local communities; . Provide proper diversions, where required, for the traffic during construction to avoid traffic congestion, related hazards, and dust emissions.

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(c) Operation of Peshawar-Torkham Motorway . Erect cautionary and informatory signs; . Control use of loud horns near schools, traffic disorders and violations of traffic regulations; . Specify speed limits where required; . Ensure that cross-drainage pipes and culverts are regularly cleaned; . Regularly remove accumulated piles of rubbish from the ROW.

9.4.2 Addressing Stakeholders Concerns The concerns raised by stakeholders have been incorporated into the project’s social assessment as described below: (a) Motorway Design: The design must incorporate the following points: . Public facilities, including bus bays with passenger waiting sheds and latrines, pedestrian- crossing facilities, and fences; . During design planning phase the public concerns regarding provision of underpasses, interchanges and road side water drains were kept in account . A tree plantation program to compensate for the anticipated loss of vegetation during construction activities, and to help abate pollution caused by emissions, dust, and noise during highway operation. (b) Motorway Construction: The following measures will be carried out in order to protect surrounding communities from the expected impact of construction: . Project facilities should be located at more than 500 m from existing settlements and built- up areas to avoid restricting the mobility of local communities; . Construction waste will be properly handled and disposed off . Local labor hiring will be encouraged, and proper diversion routes will be provided where ever required . Sensitivity towards local customs and traditions will be encouraged to minimize social friction; good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskilled employment to locals, as well as on-the-job training in construction for locals; . The Resettlement plan will incorporate stakeholder consultation; . The loss of privately owned land or built-up property will be compensated on a replacement- cost basis;

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. The contractor will be required to ensure that construction work does not hinder local people’s access to the local rout and their ability to cross it safely. Constructing temporary ramps and diversion routes will facilitate pedestrians and livestock while crossing the highway. An overwhelming majority of the people in the project area was of the view that the project will improve the trade situation, which subsequently will lead their socio-economic development. The local community indicated that the construction of this road would increase and improve their accessibility to schools, health outlets, banks, and fuel stations and enhance business and employment opportunities in the area.

9.5 Information Dissemination At the start of the consultation sessions, the project objectives, proposed improvements for the corridors were informed to the participants. They were also informed about the potential impacts of the proposed improvements. It was shared with the participants that there was a conscious effort to minimize land acquisition and impacts on private lands and assets. Accordingly, designs are being worked out to avoid land acquisition, especially in the settlement stretches. Only at very constricted locations, where the safety and design standards shall warrant, the acquisition of land has been proposed in the project. Further, it was clarified that, the consultations will form inputs to further refine the project designs to minimize land on private and community structures and asset.

9.6 Consultations with Institutional Stakeholders A number of consultations with key institutions were carried out between June and September 2017 with NHA and political administration. The purpose was to understand their specific role of each institution in ESIA preparation and implementation; their awareness and readiness with respect to the issue of displacement and rehabilitation of those affected; agreed price valuation of affected assets and finally areas where capacity enhancement measures were required.

9.6.1 Consultation with Local Government Bodies Consultations with local government bodies were carried from 24th to 27th July 2017. Concerns of the government officials of the proposed project were solicited and collected in the following manner: . Meetings were arranged with Government Department, in order to obtain their concerns. . A brief description of the proposed project was provided verbally and they were asked to express their concerns regarding the proposed project. . Concerns, complaints and suggestions were recorded in the written form. Consultations with the government department officers were formal as they were consulted during face- to-face meetings. They were briefed on the EIA/ESIA process, the project design, and the potential negative and positive impact of the project on the area’s environment and communities. It was important

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not to raise community expectations unnecessarily or unrealistically during the stakeholder consultation meetings in order to avoid any conflict with local administrators. The issues recorded in the consultation process were examined, validated, and addressed in the EIA/ESIA report. Same procedure as Pakistan can be carried out in Afghanistan as well subject to acquisition of NOC and Go-Ahead from the GOP. 9.6.1.1 Political Administration Office-LandiKotal A meeting was held with Mr.Niaz Muhammad, Assistant Political Agent, LandiKotal. He was briefed about the project and the activities it would entail. He was appreciative of the project in terms of establishment of another trade route between Pakistan and Afghanistan, in addition to the one that already exists in the form of N-5 highway in the region. He gave useful insight about the project location and iterated that the project area comprised mostly of hilly and barren land. Mr. Niaz was concerned that the proposed alignment would pass through Sultan Khel Bazar in LandiKotal resulting in relocation of the locals and thus would call for compensation. He also stated that the people of LandiKotal had invested a lot of time and effort in developing agricultural land in the region and if the project alignment is to pass through these agricultural patches, the owners of these lands should be duly compensated for it and facilitated in re- establishment of their agricultural practices. 9.6.1.2 Agriculture Department, Jamrud A meeting was conducted with Mr. Sharafat at the Tehsil Agriculture Department at Jamrud, who appreciated the presence of the Peshwar to Torkham Motorway in the district in term of large scale employment and support to locals. He informed that no extensive agricultural practices were being conducted at Jamrud at present. 9.6.1.3 Environmental Protection Agency KPK A meeting was held with Dr. Bashir Khan, DG EPA (KPK) in Peshawar. He was briefed about the project. He informed that the project area mostly does not fall in the jurisdiction of EPA KP. After finalization of alignment, a small portion of the initial length might fall under its jurisdiction. He also informed that the Peshawar Ring Road / Bypass project has been approved after thorough EIA. 9.6.1.4 Environmental Cell at FATA Secretariat The consulting team met with Mr. Hameed Hasan – coordinator Environmental Cell, and Mr. Almgir Gandapur. They informed that draft ESIA has previously been reviewed and commented by them. They also informed about the current status and limitations regarding environmental and natural management of the area. They were of the view that the project could prove beneficial in terms of increasing accessibility to the project area, thereby supporting conservation efforts indirectly. 9.6.1.5 Forest & Wildlife Directorate at FATA Secretariat The team met with Mr. Baseer Khan – Conservator Forest & Wildlife FATA. He shared information about their directorates’ work in the project area. He informed that there is no defined mechanism for compensatory plantation, as the directorate has more of facilitative rather than enforcement role.

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9.6.2 Non-Governmental Departments and Media A meeting was conducted with Mr. Khalil Jibran from Khyber News Agency who was briefed about the project. Mr. Khalil was supportive of the project in terms of provision of employment opportunities to the locals and improvement of trade relations with Afghanistan but had some reservations regarding the resettlement and relocation issues which would arise due to the project presence. He called for healthy compensation packages for the affected people.

Figure 9-2: Public Consultation at Political Administration Office-LandiKotal

9.7 2nd Stage Consultations and Information Disclosure After suggesting the possible solutions of the stakeholder's concerns, the Draft EIA/ESIA Report was disclosed once again before the stakeholders and general public. The consultation meetings were held with the project affected peoples (PAPs) along the project corridor to disclose the ESIA and solicit their views on project design and implementation. These consultation meetings were attended by notables of different tribes and clans and PAPs who were impacted due to this proposed Project. The specific objectives of this 2nd stage consultation were to: . Disclose and update PAPs about the key features of the Environmental & Social Impact Assessment (ESIA) . Inform PAPs the nature and scale of beneficial and adverse socio-economic impacts of the project on their livelihoods in a transparent manner and seek their active participation in all phases of the project cycle; . Provide PAPs and other members of affected communities a chance to have a say and express their views in the planning and implementation of the Project that affect them directly.

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The Consulting Team conducted the RAP disclosure consultation meetings on April 26 -27, 2018 as part of the disclosure process of the RAP among communities living along the alignment in Khyber Agency, FATA. The consultations were conducted by a 3-person team including locally hired male and female social investigators led by a senior social development specialist. The consultation process began with briefing of the Peshawar Torkham Economic Corridor Project. The key features of the ESIA and RAP including environmental and social impacts, entitlements, eligibility criteria, income restoration and habilitation assistance and grievance redress mechanism were disclosed to the PAPs. Additionally, the team distributed the Urdu translation of the Executive Summary of the document among PAPs for their record and information. Table 9-5 provides venue of the consultation meetings, date, time and numbers of participants.

Table 9-5: Summary Consultation With PAPs – 2nd Stage

S. No. Date No of Participant Village/Khel Male Female

1 Haji Khano Killay/Nikki Khel 26/4/2018 8 5

2 Faridulla Killay/Nikki Khel 26/4/2018 7 3

3 Landi Kotal Bazar 26/4/2018 25 -

4 Kata Kushta 26/4/2018 15 7

5 Kata Kushta (Ghorba) 26/4/2018 6 -

6 Ali Masjid 27/4/2018 16 8

7 Shakus (Allahdad Killay) 27/4/2018 10 5

8 Qadam (Tanda Ghaghrey) 27/4/2018 54 7

9 Takhta Beg Bazar 27/4/2018 23 -

9.7.1 2nd Stage Consultation Findings The community has expressed their interest for this project and willingness to bear the loss of assets and temporary difficulties during the construction period if they are fairly and timely compensated free of all encumbrances. The summary of their concerns is provided below. . The alignment should be shifted away from the populated and built up areas. . The general mobility of the people for carrying out routine works may not be restricted as a result of implementation of the project due to fencing of both sides of Expressway; . There would be no delays in compensation disbursement, to avid subsequent affects on community livelihoods; . In case of lost assets, proper compensation based on replacement cost will be provided prior to the project implementation;

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. Provide jobs and employ local labor (skilled as well as unskilled) during the project implementation. . Rate of affected assets should be determined with the consultation of the community elders and tribe elder/Maliks; . Disbursement of compensation and relocation of APs should be made prior to execution of the project; . In addition to compensation for the structures removed, additional financial assistance will be required to rebuild their structures at new locations.

Landi Kotal Bazar Ali Masjid

Tanda Ghagrey (Qadam) Tanda Ghagrey (Qadam) Figure 9-3: 2nd Stage Public Consultation at Project Site

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Table 9-6: 2nd Stage Consultation with Male PAPs

S. Village/ Khel Date No. of Main Concerns of Participants Responses No. Participants 1 Haji Khano 26/4/2018 8 Construction was to start one year after the impact survey, Planning and design of an Expressway is a Killay/Nikki nothing has happened yet. lengthy process and it take some time. Khel The road should be shifted to the Shalman/Mullagori side Your concern will be shared with NHA. to avoid disturbance to residential restructures. NHA Design team will be informed to The route alignment should be carried out in a way that it consider these concerns. would disrupt the minimum community/ community structures & infrastructures. 2 Faridulla 26/4/2018 7 The elevated road level will infringe our privacy as the Mitigation measures were proposed to Killay/Nikki purdah for women is strictly observed in our culture. What ensure women purdah and privacy. Khel are the mitigation measures to address this concern? Various categories of lost assets such as What are the mechanisms followed to determine the residential, commercial structures as well compensation of the lost assets? as agriculture, commercial, barren and hilly In view of the prevailing corrupt practices in the political land will be considered for valuation. administration and Jirga System, how will the Project ensure Valuation will be decided by the Jirga and to provide fair and timely compensation? PA and will be according to the market Barren land should be used for the construction of road. rate. ROW width should be kept minimal to avoid displacement. Local area Maliks will be part of the Jirga to decide about compensation of the unit rate of the categories of each lost asset. Monitoring will be carried during implementation to ensure the full payment of the compensation amount.

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S. Village/ Khel Date No. of Main Concerns of Participants Responses No. Participants 3 Landi Kotal 26/4/2018 25 Road will bring prosperity through trade for the poor For loss of structures, if removal/ Bazar people of the area. However, due to scarcity of land, dismantle is unavoidable, relocation of relocation prospects are limited for that houses should be similar structure will be compensated at protected pre-project level. The 100 m ROW width should be reduced to 40 m. The concern will be shared with NHA If unavoidable, compensation should be adequate to cover design team. our losses in order to be able to relocate elsewhere. Local people should be provided jobs as most of the educated youth are jobless. Local businesses should not be affected due to project activities. 4 Kata Kushta 26/4/2018 15 We are not happy with our Maliks, they always collude with Monitoring system will be put in place and political administration to usurp our rights. For that reason, the compensation amount will be provided we will not be able to get full compensation. How project through cross cheques. will ensure to address this concern? Mitigation measures will be proposed to Mobility and privacy of women should not be compromised ensure women mobility and privacy. during road construction. The contractor will make ensure that Local people should be provided jobs during construction construction work does not hinder local to help them in their sufferings and for poverty reduction. people’s access to the local routes. The construction of houses were involved rock cutting, Local hire will be proffered for unskilled leveling, excavation work and to bring soil elsewhere must jobs. be realized in costing. The construction of these houses is During impact survey these aspects were far more different as compared to settled areas. factored in cost calculations.

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S. Village/ Khel Date No. of Main Concerns of Participants Responses No. Participants 5 Kata Kushta 26/4/2018 6 Owing to the joblessness in the tribal belt, local skilled and Preference will be given to local peoples (Ghorba) unskilled labor should be employed in the project works. for jobs created during construction and The compensation payment for shamlat/communal land operation phase. should also be paid other than the individually owned land Compensation regarding communal land and houses. How this issue has been addressed? will be paid to Khel (tribe/sub-subtribes) Our houses are located in the narrowest part of the valley while privately owned affected assets, where the road alignment is proposed. There is hardly any such as land and structures, compensation space will be left for relocation. It would be better to will be directly paid to the owners/ PAPs. relocate the road alignment somewhere else. 6 Ali Masjid 27/4/2018 16 Haji Sherzad thanked Social Team for visiting again in 2018, Compensation will be paid prior to taking updating them about the project and seeking their possession of the affected assets. road suggestions. alignment This is second occasion, we will be losing our house, first in . Compensation of land and structures will Tera Valley due to military action and now for this proposed be according to the replacement cost and Expressway. payment will be made before taking The PAPs should be compensated as per market rates possession of the affected assets. through a transparent manner to avoid leakages in the Payment will be made through cross system. cheques not in cash. Compensation payment should be disbursed before taking The concerns regarding link roads will be our land and houses. shared with the NHA Design Team. Payment should be through cross cheques to each PAP individually not through Maliks. Link road should not be disturbed at the expense of highway construction.

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S. Village/ Khel Date No. of Main Concerns of Participants Responses No. Participants 7 Shakus 27/4/2018 10 Construction of Expressway is welcomed because it will Underpasses and overhead bridges will be (Allahdad create business opportunities for the local people. constructed at suitable locations. Killay) In case of fencing the entire alignment underpasses or Local people with requires skill sets will be overhead bridges should be constructed to keep community preferred for employment opportunities. cohesion intact. Under the FCR, the unit rates will be The project should provide employment opportunities to finalized by the PA in consultation with locals especially PAPs. Jirga/Maliks. The rates of affected assets should be negotiated with the PAPs and tribal elders. 8 Qadam 27/4/2018 54 Fencing along the alignment should be avoided. If that is not Your concerns will be shared with the NHA (Tanda possible, communities of both sides should be linked Design team. Gahagre) together through construction of underpasses. Both internal and external monitoring Mosque Service road should be constructed along the route to system will be established for smooth provide ease in commuting from one place to another. implementation of the payment We don’t trust on handpicked Jirga members by political disbursement. agent office to provide us the full amount of compensation. Local communities particularly PAPs will be The funding organization must be present during given preference during construction compensation disbursement. phase. Local PAPs committees should be formed and their representatives should be involved in compensation payment to ensure transparent, fair and timely compensation disbursement. Local communities should be provided job opportunities especially those who will be significantly affected due to implementation of the Project.

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S. Village/ Khel Date No. of Main Concerns of Participants Responses No. Participants 9. Takhta Beg 27/4/2018 23 The business in the Takhta Beg commercial area should not Internal and external monitoring of the Bazar be disturbed due to construction of the interchange. project implementation provisions are part In case of demolishing of shops compensation should be of the RAP. provided according the replacement cost. Construct of underpasses and overhead Project should ensure strict monitoring during bridges are part of the design plan. compensation payment to the PAPs. In case of demolishing of structures, proper compensation should be provided prior to the project implementation; Local people should be sub-contracted for providing services and they should be involved in construction and supply work on preferential basis.

Table 9-7: 2nd Stage Consultation with Female PAPs S. No. Village/ Khel Date No. of Main Concerns of Participants Responses Participants 1 Haji Khano 26/4/2018 5 The road will make our life comfortable for commuting These concerns will be shared with NHA. Killay/Nikki other cities/places. Compensation will be made according to the market Khel Jobs should be provided to our people. rate. Project will disrupt our mobility and destroy our houses. There is no other place to be relocated. Government should provide enough compensation money to buy a new house in Peshawar.

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S. No. Village/ Khel Date No. of Main Concerns of Participants Responses Participants Due to road construction we will lose our neighborhood and our village. Our Children will be deprived from education. There is no tradition of buying or selling land in this area. Even if we are successful to buy a piece of land no civic facilities will be available there. 2 Faridulla 26/4/2018 3 We will lose our entire house; no single room will be Contractor will be responsible not to restrict women Killay/Nikki spared. mobility. Khel We don’t own any piece of land where we can construct Measures were proposed to minimize impact on a new house. houses. Where unavoidable, compensation will be We request the government to shift this road above to paid as per replace cost. the foothills to save our houses. If it is unavoidable, compensation amount should be enough to buy a house in Torkham. The relocation of affected structures will have a negative impact on their living standards, if proper compensation and relocation/ shifting assistance are not provided. The road will benefit us in terms of providing business opportunities. 3 Kata Kushta 26/4/2018 7 We are living a happy life. The government should not The loss of privately owned land or built-up property disturb us. It is not easy to arrange another place for will be compensated on a replacement-cost basis. ourselves. Mitigation measures will be proposed to ensure During the road construction period, our mobility for women purdah and privacy and construction work the routine activities should not be affected. should not disrupt their household chorus.

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S. No. Village/ Khel Date No. of Main Concerns of Participants Responses Participants We are very poor, there are not enough earning opportunities. Government should provide jobs to our people. 4 Ali Masjid 27/4/2018 8 We are worried for losing of our houses due to road Compensation will be according to the market rate. construction. Mitigation measures will be proposed to ensure We are shifted from Tera and this house was women purdah and privacy. constructed with umpteen sufferings. If this house is lost, there will no shelter to take refuge. Government should provide us a house for living, if not possible, the compensation amount should be enough to buy a house in Peshawar. The road will be constructed across the stream. We use this stream for washing our clothes. Government should protect our privacy. 5 Shakus 27/4/2018 5 We don’t know whether our house will be impacted or Due compensation will be paid for all impacted (Allahdad not. In case of impact, compensation should be structures. Killay) adequate to build or buy a new house. Access should be provided to visit our relatives living other side of the road. 6 Qadam 7/4/2018 7 Our men are jobless, government should provide them Local population will be provided jobs on (Tanda jobs. preferential basis. Ghaghre Our houses should not be damaged during road construction.

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9.8 Conclusions from Consultations

The key consultation findings were that communities are highly supportive of the project and appreciated the opportunity to present their feedback on the project. They opined that the Expressway will improve the trade and commercial activities in the area resulting in economic uplift of the people. Based on discussions and findings, following recommendations are made:

. There is an urgent need for fair and timely compensation payment in a transparent manner through minimal interference of the political administration with strict monitoring.

. Unit rates based on replacement costs of existing assets (land, houses, and other structures) and trees and crops need to be urgently determined by the PA and Jirga.

. The Project must avoid to the extent possible impacting houses due to scarcity of land for construction of new houses.

. NHA will fully ensure that disclosure and consultation of PAPs take place during the final design stage and implementation of the resettlement program. . The 100-meter ROW should be restricted in built up areas to 40 meters to minimize social impacts.

9.8.1 Future Information Disclosure Plan The ESIA Report will be disclosed once again before the stakeholders and general public. The ESIA report will be accessible to interested parties on request and the version of the Report will be available in the nearest library and its summary will be available in stakeholder's mother tongue or other local languages at the Project Director offices.

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10 Complaints and Grievances

An effective grievance mechanism is fundamental not only to facilitate an effective and responsive resettlement process, but also to ensuring that project can proceed on schedule, without delays induced by affected community disaffection. The main objective of the grievance redressal procedure will be to provide mechanisms to resolve project related grievances so as to avoid delays. It will also provide to PAPs a public forum to raise their objections and through conflict resolution, address these issues adequately. During land acquisition, valuation, compensation and resettlement process various grievances can -arise that might require mitigation. Major possible grievances are; . Losses not identified correctly; . Compensation/assistance inadequate or not as per entitlement matrix; . Dispute about ownership; . Delay in disbursement of compensation/assistance; and . Improper distribution of compensation/assistance in case of joint/communal ownership. As discussed in detail, the Khyber Agency is governed under a disparate legal and administrative framework recognized as Frontier Crime Regulation of 1901 (amended in 2011) and the administrative and judicial systems of the country are not applicable in the project corridor. In project corridor, the acquisition of land and process for redress of grievances is followed under provisions of FCR (1901) through a consultative process with the local elders as per customs and traditions in vogue. Under FCR 1901 regulations, the issues pertaining to valuation and payment of compensation costs for acquired land and other assets to the entitled persons are taken care off; while costs for resettlement and rehabilitation/ livelihood restoration of affected persons are not considered under the applicable legal system. The entitlement matrix prepared for the project covers these gaps. In order to address any concerns or grievances of PAPs, an effective grievance redress mechanism that is fully commensurate with local customs and legal framework is required for timely recourse of grievances and achieving transparency in resettlement process. In view of the applicable legal and administrative framework, a grievance redress system that is fully responsive to local customs and applicable legal framework is proposed for the project.

10.1 Procedures for Grievance Handling As discussed in the preceding paras, in the absence of a formal legal policy for land acquisition and resettlement and its related provisions of complaints and grievances, a project specific grievance mechanism will be available to allow PAPs to complain and seek resolution for any decision, practice or activity arising from land or other assets compensation. PAPs will be fully informed of their rights and of

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the procedures for addressing complaints whether verbally or in writing during the disclosure process and at the time of compensation. Care will always be taken to prevent grievances rather than going through a redressal process. The grievance committee will focus on the following: . Recording grievances, both written and oral, of the affected people, categorizing and prioritizing them, and providing solutions within an agreed timeframe; . Discussing the grievances on a regular basis with the project resettlement unit and identifying decisions/actions for issues that can be resolved at that level; . Informing the resettlement steering committee of any more serious issues; and . Reporting to the aggrieved parties about the developments regarding their grievances and the decisions of the resettlement steering committee and project resettlement unit. To address the complaints and grievance that may arise during project implementation, a three-tier grievance redress process, first at Jirga Level, then at the level of the GRC at the Tehsil level, and finally at the level of the PMU at NHA, Islamabad is proposed. This process will provide the PAPs with a forum to register their complaints and seek resolution to their concerns. The procedures for three-tier system for grievance handling and resolution are discussed below.

10.1.1 Jirga/Village Level

In the project area, the disputes are resolved through mediation by the elders or notables of the clan or khel either informally constituted with consensus by disputing parties as and when any issue arises or through officially nominated Jirga (council of elders) from each clan by the PA. The Jirga is entrusted the responsibility to safeguard the concerns of the local community and for negotiated settlement of land and assets acquisition. The Jirga will also be responsible for resolution of grievances resulting from implementation of RAP and execution of project.

Complaints regarding collective compensation will be lodged first at the level of the Jirga. The compliant will be recorded in the complaint register by the resettlement specialist immediately and sent to Project Coordinator at FIU level. The complaint will be referred to the Jirga for examination of the issue and its resolution at local level and an acknowledgment to this effect will be sent to the complainant within 5 days of receipt of complaint. Thus, during project execution, the Jirga will serve as the first step where concerns and grievances of local people will be recorded, discussed and resolved as per local customs and traditions. The Jirga will investigate the issues, hear and record concerns of the aggrieved party and will examine the evidences produced and shall adjudicate the complaint within 20 days of its receipt.

The Resettlement Specialist at FIU will participate in all meetings of the Jirga to record the proceedings and facilitate the Jirga members to adjudicate the issue/compliant with the RAP provisions as per eligibility

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and entitlements defined. The Resettlement Specialist will also monitor the progress on complaints and facilitate FIU to ensure that the proposed remedial actions are executed and complaints are closed when resolved. Moreover, the Jirga through FIU will ensure that those issues that cannot be solved at the Jirga Level are elevated to the Grievance Redress Committee established under the chairmanship of the Assistant Political Agent at the Tehsil level.

10.1.2 Grievance Redress Committee (GRC) at Tehsil level If a grievance is not resolved at the Jirga Level, Jirga will elevate it at the level of the Grievance Redress Committee established under the chairmanship of APA at each Tehsil level. It will be the responsibility of Resettlement Specialist FIU to provide the required feedback to the Grievance Redress Committee regarding the complaints and efforts exhausted at Jirga Level to resolve the issue. After receiving a complaint, the first step will be the entry of complaint in the office record and within 7 days, the GRC will convene meetings with the aggrieved person (s) and Jirga members to assess the problem and find plausible solutions on scheduled date and times. Following the preliminary assessment, the APA as administrative head of the area will investigate the complaint through local administration, which will share its facts finding report with APA in 15 days of receipt of complaint. After receipt of the facts findings report, within next 7 days the GRC chaired by APA will convene its meeting and shall adjudicate the issue as per eligibility and entitlement provisions outlined in RAP fully consistent with local customs, legal and administrative framework of the area. The GRC shall decide the complaint, share its decision with the FIU and complainant within 30 days of receipt of complaint for further implementation/execution of the decision and subsequent closure of complaint accordingly. However, if the complainant/ aggrieved persons are not satisfied with GRC decision, the person (s) can request the GRC to elevate complaint to next higher level, i.e., the PMU.

10.1.3 Function of the Tehsil Level GRC The GRC will be chaired by the PA, Khyber Agency or APA and will constitute a total of four members and four rotating members. Apart from the APA, the permanent members will include the Project Director, , Resettlement Specialist as FIU member and four members from the Jirga. Members nominated by Maliks from each clan will represent the community. The resettlement specialist in FIU will serve as the GRC secretary. S/he will record and acknowledge all grievances, call GRC meetings, record meeting proceedings, and ensure follow-up of decisions taken. For redress of grievances, the GRC will meet at least once in a month. For the purpose of social safeguards, the GRC will review grievances involving all resettlement issues including, compensation, relocation, and other assistance. GRC will perform following functions: . record grievances of PAPs, categorize and acknowledge the PAPs about receipt of grievances, investigate the issue and summon aggrieved persons/parties to produce the evidence and explain their claims, and resolve the grievances within stipulated time frame preferably in 30 days;

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. communicate its decisions and recommendations on all resolved disputes to Project executors and the aggrieved persons for implementation and follow the implementation progress; . forward the un-resolved cases, at its own or as required by the unsatisfied aggrieved parties, to PMU (second level of GRM) within an appropriate time frame with reasons recorded and its recommendations for review and resolution at second level of GRM; . develop an information dissemination system and acknowledge the aggrieved parties about the development regarding their grievance and decision of FIU and PMU; . maintain a complaint register accessible to the stakeholders with brief information about complaints and GRC decision with status report; . maintain complete record of all complaints received by the GRC with actions taken. . communicate its decisions and recommendations on all resolved disputes to Project executors and the aggrieved persons for implementation and follow the implementation progress; . forward the un-resolved cases, at its own or as required by the unsatisfied aggrieved parties, to PMU (final level of GRM) within an appropriate time frame with reasons recorded and its recommendations for review and resolution at second level of GRM; . develop an information dissemination system and acknowledge the aggrieved parties about the development regarding their grievance and decision of FIU and PMU; . maintain a complaint register accessible to the stakeholders with brief information about complaints and GRC decision with status report; and . maintain complete record of all complaints received by the GRC with actions taken.

10.1.4 Project Management Unit (PMU) If the complainant is not satisfied and the issue is not resolved at tehsil level, then GRC will forward the complaint to PMU for remedial measures and decisions/grievance (s) will be resolved accordingly. The PMU will be based at NHA Headquarters in Islamabad, and will be headed by the General Manager (Peshawar-Torkham Expressway Project). The PMU level grievance committee will comprise members from the Political Agent’s office, Board of Revenue/LAC, the PMU Environment and Resettlement Specialists, a member from the Resettlement Advisory Committee, and the affectee’s representatives. It will resolve grievances within 4 weeks of receiving them. Upon receipt of complaint, the PMU will review the record and call the complaint/complainants to hear and record their concerns, and initiate any further investigations (if required) for resolution of the complaint. The PMU will make a decision regarding the complaint and inform the aggrieved person, PIU, GRC and Jirga for required execution on-ground and closure of the grievance process or will refer the matter to Jirga under regulation 8 of FCR 1901 for its findings as per Rewaj (Custom). In case the matter is referred

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to Jirga, the PA will nominate the Jirga and shall refer the issues in dispute on which the findings of Jirga will be required. Upon receipt of finding from the Jirga the PA shall pass a decree on the issues.

10.2 GRM for Women With almost the entire population in the project’s area of influence being rural, it is imperative to ensure that the significantly marginalized womenfolk of the area are not negatively affected by the project in any manner. Therefore, the contractor’ contract will include provisions for mandatory reporting of all incidents having any gender related aspects. The GRM will be gender sensitive and it will ensure that women can register all types of grievances they may have related to the project. These grievances may relate to the payment of compensation, restrictions in their movement during construction, impact of the privacy, issues related to GBV/SEA or any other project related issues. To facilitate the aggrieved women (if any) to lodge their complaints and get their concerns resolved through GRM, female project affected persons committees will be formed. For GBV/SEA related issues, the project will partner with a local organization with in-depth expertise in gender issues, strong local presence in and trust, by the communities. The organization will become a member of the GRM Committee and will undertake a range of related activities including but not limited to referring the women’s complaints to the relevant tier of the GRM system. The local partner will: i) Educate and raise awareness of communities about equitable and fair treatment to all genders, and their legal rights and services available to them ii) Ensure that GRM services for womenfolk of the area are in place during the life of the project and verify that they remain able to provide such services, iii) Monitor the contractor’s relevant contractual obligations and the implementation of mandatory and repeat trainings of workers on gender and sexual harassment policies etc., and iv) Undertake gender related issues awareness and prevention trainings of workers. GRM will have protocols for recording and addressing complaints by the womenfolk. This will include appropriate mechanisms for referral to the service provider. GRM will be enhanced with the feedback received from the service providers. The project will disseminate GRM procedures in the communities.

10.3 Community Outreach and Information Dissemination The Grievance Redress Mechanism for the project will be complimented by a robust information dissemination and community outreach component. As part of this component, the EA will be required to provide relevant information regarding their rights to the PAPs as per the policies and regulations outlined in Frontier Crime Regulation 1901 (as amended 2011), World Bank’s OP 4.12 and the approved RAP. All relevant information will be translated in Urdu to ensure acceptance by local communities. The PAPs will be informed about the three different tiers of the grievance redress procedure, including the roles of the Jirga, the GRC and the PMU in grievance resolution. The PAPs will be provided information about contact details of the focal points for each of the three tiers.

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All expenses incurred in arranging grievance negotiations and meetings of GRC as well as logistics required, shall be arranged by the NHA, the EA.

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11 Glossary

Affected Person/People Any person affected by Project-related changes in use of land, water, natural resources, or income losses.

Project Affected Family All members of a household residing under one roof and operating as a single economic unit adversely affected by the Project or it may consist of a single nuclear family or an extended family group.

Compensation Payment in cash or in kind of the replacement cost of the acquired assets.

Cut-off-date Cut-off-date shall conform to the date of commencement of the PAP census in the specified area.

Involuntary Resettlement Any resettlement, which does not involve willingness of the persons being adversely affected, but are forced through an instrument of law.

Indigenous People The term “Indigenous Peoples” according to the WB OP 4.10 refers to a distinct, vulnerable, social and cultural group possessing the following characteristics in varying degrees:

(a) self-identification as members of a distinct indigenous cultural group and recognition of this identity by others;

(b) collective attachment to geographically distinct habitats or ancestral territories in the project area and to the natural resources in these habitats and territories;

(c) customary cultural, economic, social, or political institutions that are separate from those of the dominant society and culture; and

(d) an indigenous language, often different from the official language of the country or region.

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In Pakistan, only the Kalasha people are classified as Indigenous People.

Relocation Physical relocation of an PAP from her/his pre-Project place of residence

Replacement Cost The value needed to replace an affected asset as new. In the case of land replacement value corresponds to the market value of a plot calculated on the basis of survey of land sales in project areas at the time of taking free of transaction costs. As per crops replacement value is the market value of the crop at farm gate. As per houses and structures the current fair market price of building materials plus labor and transport without depreciation or deductions for salvaged material and transaction costs. The replacement cost of wood trees is their market value while that of productive trees is the value of the yearly harvest for the number of years needed to re-grow a tree at same productive level of the tree lost.

Shops Shops are commercial structures, like groceries, tailoring shops, or, market stalls, hotels, and similar establishments.

Vulnerable PAPs Distinct people who might face the risk of marginalization and suffer disproportionately from resettlement affects, including the women, children, destitute persons, squatters; those with historical or cultural usufruct rights; and landless groups. Generally, the people who are below poverty line were considered as the Vulnerable People.

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