Environmental Assessment Report

Summary Environmental Impact Assessment Project Number: 37559 April 2007

Proposed Multitranche Financing Facility : National Highway Development Sector Investment Program Batch II: N-65 (–) N-80 (Tarnol–Fatehjang–Jand) N-50 (Zhob–Mughal Kot)

Prepared by the National Highway Authority for the Asian Development Bank (ADB).

The summary environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.

CURRENCY EQUIVALENTS (as of 30 April 2007)

Currency Unit – Pakistan rupee/s (PRe/PRs) PRe1.00 = $0. 0164 $1.00 = PRs60.64

ABBREVIATIONS ADB – Asian Development Bank CC – construction contractor CO – carbon monoxide DC – design consultant EIA – environmental impact assessment EMP – environmental management plan EPA – environmental protection agency IEE – initial environmental examination MFF – multitranche financing facility NEQS – national environmental quality standard NESPAK – National Engineering Services Pakistan (Pvt.) Limited NHA – National Highway Authority NHDSIP – National Highway Development Sector Investment Program NHMP – National Highway and Motorway Police NOx – nitrogen oxides NWFP – North-West Frontier Province O&M – operation and maintenance ROW – right-of-way SC – supervision consultant SEIA – summary environmental impact assessment SOx – sufur oxides SPM – suspended particulate matter TDS – total dissolved solids TSS – total suspended solids USEPA – United States Environmental Protection Agency WHO – World Health Organization

WEIGHTS AND MEASURES cfu – colony forming unit dB(A) – decibel mg/l – milligram per liter mm – millimeter PM10 – particulates less than 10 micrometers in diameter ppb – parts per billion ppm – parts per million µg/m3 – microgram per cubic meter

CONTENTS Page

MAP ii I. INTRODUCTION 1 II. DESCRIPTION OF THE SUBPROJECTS 1 III. DESCRIPTION OF THE ENVIRONMENT 2 A. Physical Environment 2 B. Ecological Environment 4 IV. ALTERNATIVES 5 V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATIVE MEASURES 6 A. Soil Erosion and Contamination 6 B. Water Quality 7 C. Waterlogging/Flooding 7 D. Air Quality 7 E. Noise 8 F. Solid Waste 8 G. Siting of Construction Camps and Other Facilities 8 H. Ecological Resources 9 I. Land Acquisition and Resettlement 9 J. Social Conflicts 9 K. Public Utilities 9 L. Health and Safety 10 M. Road Safety and Traffic Management 10 VI. CUMULATIVE IMPACTS 10 VII. ECONOMIC ASSESSMENT 11 A. Benefits 11 B. Costs 11 C. Economic Analysis of Environmental Impacts 11 VIII. ENVIRONMENTAL MANAGEMENT PLAN 12 A. Environmental Management Plan 12 B. Institutional Capacity to Address Environmental Concerns 12 C. Environmental and Mitigation Costs 13 IX. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 14 X. CONCLUSION 15

APPENDIXES

1. Environmental Management Plan 16 2. Environmental Monitoring Plan 27

I. INTRODUCTION

1. This summary environmental impact assessment (SEIA) is based on the environmental assessment reports prepared for the proposed upgrading and widening of the existing N-65 road section between Sukkur, N-80 road section from Tarnol to Jand, and N-50 from Zhob to Mughal Kot, collectively referred to as Batch II of the National Highway Development Sector Investment Program (NHDSIP). The environmental impact assessments (EIAs) for N-65 and N- 80 were prepared by National Engineering Services Pakistan (Pvt.) Limited (NESPAK), contracted by the Executing Agency, the National Highway Authority (NHA). The initial environmental examination (IEE) for N-50 was prepared by the in-house environmental staff of NHA.

2. Batch II of the multitranche financing facility (MFF) is categorized as environmental category A.1 The subprojects will be implemented under the NHDSIP MFF. The reports were prepared in accordance with the environmental assessment regulations and guidelines2 of the Government of Pakistan (the Government), and with the Environmental Policy (2002) and Environmental Assessment Guidelines (2003) of the Asian Development Bank (ADB). Based on the Pakistan Environment Protection Agency regulations,3 the N-50 requires an IEE based on schedule I4 while the proposed N-65 and N-80 subprojects fall under schedule II5 (projects requiring an EIA). NHA submitted the N-65 and N-80 EIAs to the provincial environmental protection agency (EPA) in January 2007. The EPA’s decision on the application for environmental approval is expected in May 2007. NHA will submit the N-50 IEE to the provincial EPA in May 2007.

3. Batch II also includes Pershawar–Torkham (section 2, 17 kilometers [km]). The SEIA for this subproject was posted on the ADB website in May 2006.

II. DESCRIPTION OF THE SUBPROJECTS

4. The Government, through NHA, intends to upgrade the N-65, N-80, and N-50 as part of the NHDSIP. The main objective of the subprojects is to provide a fast and safe transport route connecting the provinces of: (i) Balochistan, Punjab, and through the N-65; (ii) Punjab and North-West Frontier Province (NWFP) through the N-80; and (iii) Balochistan and NWFP through the N-50. Both the N-65 and N-80 are located in areas with a mainly agrarian economy, so the improved roads will provide easy access to farmers for transport of produce to markets and other parts of the country.

5. The N-65 currently consists of a two-lane single carriageway, with widths varying from 6.0 meters (m) to 7.5 m. The subproject aims to widen the existing carriageway to a four-lane dual carriageway (14.6 m wide) with a total formation width of 26.6 m. The N-65 is about 68 km

1 ADB Operations Manual (OM) Section F1: Projects are categorized as “A” if they could have significant adverse environmental impacts. An EIA is required to address significant impacts. 2 The Pakistan Environmental Protection Act, 1997; the Pakistan Environmental Protection Agency. 2000. Review of IEE and EIA Regulations. Islamabad; and Government of Pakistan. 1997. Guidelines for the Preparation and Review of Environmental Reports. 3 The Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations (2000) provide the following: (i) list of projects requiring IEE and EIA, (ii) rate of review fees, and (iii) process for filing and review of IEE and EIA. 4 Schedule I requires preparation of an IEE for federal or provincial highways (except maintenance, rebuilding, or reconstruction of existing metaled roads) with a total cost of less than PRs50 million. 5 Schedule II requires preparation of an EIA for federal or provincial highways (except maintenance, rebuilding, or reconstruction of existing metaled roads) that will cost more than PRs50 million. 2 long, including the 4.9 km new bypass route around Shikarpur. The new bypass will have a width of 24.6 m. The N-65 is under the administrative jurisdiction of Sindh Province.

6. The existing 103 km N-80 road section from Tarnol to Jand is a nonstandard two-lane road with a paved width of 6 m. This road falls under the administrative jurisdiction of Islamabad (national capital) and Punjab province. Under the subproject, the section from Tarnol to Fatehjang (33 km) will be converted into a 26.6 m wide 4-lane dual carriageway while the section from Fatehjang to Jand (70 km) will be converted to a 14.3 m wide two-lane carriageway. Two new bypasses will be constructed around Tarnol (32.6 m wide and 6.4 km long) and Fatehjang (32.6 m wide and 6.0 km long).

7. The 80-km long N-50 is currently in poor condition, particularly during rainy seasons when causeways overflow—increasing the likelihood of landslides in hilly areas. The width of the existing carriageway varies from 4.0 m to 5.0 m. The road will be improved and widened to a two-lane single carriageway with a width of 7.3 m. Treated shoulders varying from 2.0 (in hilly areas) to 3.0 m (in plain areas) will be provided on either side. Thirteen new bridges will be constructed in place of Irish crossings (low water crossing). The subproject will not involve new alignments, except for improvements of some curve radii.

8. The road ROW for N-50 is 15.0 m. For N-60 and N-80, the total road ROW is about 34.0 m for urban areas and 67.0 m for rural areas. As a result of construction on one side from Tarnol to Fatehjang, ROW of the N-80 will shift from the center of the existing road; for the N-65, the centerline of the improved road will coincide with the existing road. Major construction work for the subprojects will be generally confined within the ROW.

9. The work on N-65 is expected to commence in June 2007 and the estimated completion date is June 2009. The work on N-80 will start in September 2007 and will be completed in March 2010. Improvement and widening of the N-50 will start in March 2008 and completion is expected in September 2010.

III. DESCRIPTION OF THE ENVIRONMENT

A. Physical Environment

1. Meteorology

10. The N-65 subproject area falls in an arid subtropical climate zone, characterized by hot summers and mild winters. Summer is from April to mid-October, with the hottest periods experienced from May to July. Winter is from December to February. The subproject area has very low rainfall, averaging 111 millimeters (mm) per year from 1995 to 1999. The highest rainfall was measured in 1997 (188.8 mm) and the lowest in 1996 (22.4 mm).

11. In the N-80 area, summer is from July to September and winter is from December to April. The bulk of monsoon precipitation occurs in July (267 mm monthly average) and August (309 mm monthly average). Minimum rainfall occurs in November (about 18 mm).

12. In the N-50 area, June is the hottest month and January is the coldest. In summer, dust storms occur from July to September, accompanied by thunderstorms. Northern wind from September to April brings drought and damages standing crops. Rainfall is sparse and varies according to altitude. From 1997 to 2006, the highest average monthly rainfall was recorded in

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January (39.3 mm average) while the lowest average monthly rainfall was recorded in September (0.2 mm). Average annual rainfall was 246 mm.

2. Topography and Soils

13. The N-65 and N-80 run through a predominantly flat area with mild slopes. Soil in the N-65 area is rich alluvial loam, and the land consists of stretches of leveled or nearly leveled alluvial plains formed by deposits of the Indus River. In the N-80 area, soft grey sandstone and orange to bright red shale of the Siwalik system characterize the area.

14. Topographic conditions in the N-50 area vary considerably from rolling in valley areas to very steep slopes in mountain ranges. The existing road has slopes ranging from 1.5% to 2.5% on plains and 3.0% to 6.5% on hills. The elevation of the N-50 varies from 1,442 m at Zhob to 1,850 m at the midsection. It then descends to 1,080 m about 8 km before Mughal Kot. The greater part of the road is located in an area that consists almost entirely of an extensive series of calcareous sandstone and shale. The general soil conditions along and adjacent to the road alignment are alluvial in plains and valleys, while sandstone and shale are predominant in hilly areas.

3. Surface and Groundwater Quality

15. The N-65 passes at a distance of about 10 km from the banks of the Indus River. The highway crosses many water bodies such as Sindh Wah (non-perennial canal), Baigari Wah (non-perennial canal), and a number of distributaries and watercourses. The levels of total suspended solids (TSS) in surface water samples collected from Sindh Wah (canal), Begari Wah (canal), and Sukkur Barrage ranged from 821 milligrams per liter (mg/l) to 844 mg/l— exceeding the national environmental quality standard (NEQS) of 200 mg/l. Groundwater samples were also collected from three locations at Sukkur, Shikarpur and Jacobabad. Results show that the levels of various parameters generally meet the limits set out in World Health Organization (WHO) guidelines.

16. The N-80 area is deficient of any significant water body, so agricultural fields are irrigated by rainwater. Two small water channels (nullahs) found in the locality are Doian Nullah from the mountains and Nandna Kas Nullah from the Shahpur Dam. Levels of TSS for these watercourses are below the 200 mg/l NEQS. Groundwater samples were also collected from three locations in Qutbal (opposite a secondary school), near Qutbal toll plaza, and Gaggan (opposite a fuel filling station). Results show that the sample from Gaggan has high chloride, sodium, and total dissolved solids (TDS) levels while the sample taken from Qutball toll plaza is contaminated with E. coli.

17. The two principal drainage channels in the N-50 area are the Zhob River (about 4-6 km from the alignment) and Kunda River (about 10 km from the alignment). Both rivers drain into the Gomal River. A number of seasonal streams or nullahs exist across and along the road. Some springs were noted as being used by locals for drinking purposes.

4. Air Quality and Noise

18. The major air quality issue in the N-65 and N-80 areas is heavy emission of suspended particulate matter (SPM) when vehicles verge on unpaved shoulders to pass other vehicles. In addition, most of the trucks, buses, and other passenger vehicles on the subproject roads are poorly maintained—contributing to emission of gaseous pollutants. After completion of the

4 subprojects, it is anticipated that there will be a significant reduction in dust levels since paved shoulders will be provided. Areas along the N-50 are considered to have generally good air quality because of the absence of significant pollution sources, except toward the end of the project road near Mughal Kot where most villagers are involved in brick production. Emissions from coal-fired kilns are thought to contribute to smog formation in the locality.

19. Roadside noise levels in the N-65 and N-80 areas were measured at a distance of about 6 m from the edge of the highway (about 7.5 m from the source). Average noise levels recorded along the N-65 ranged from 58 to 73 decibels (dB[A]), whereas peak noise levels are from 74 to 84.5 dB(A). Average values for the section are all well within the 85 dB(A) NEQS. Average noise levels along the N-80 are 59–71 dB(A) and peak noise levels are 75–81 dB(A), which are below the prescribed limit. Noise levels were also measured near schools and a health center. Peak noise levels recorded, except in one location, are well below the NEQS limit of 85 dB(A). In the N-50 area, noise pollution is negligible since traffic volume is low and there are no major industrial activities or other significant sources of noise.

B. Ecological Environment

1. Flora and Fauna

20. Vegetation along the N-65 consists mainly of agricultural crops such as rice and wheat. Onions, turnips, radish, potatoes, peas, spinach, carrot, and ladyfinger are also grown in the area. Dominant tree species include acacia, eucalyptus, Indian rosewood, date palm, and neem. Guava and grapes are also cultivated, as well as sunflowers. In the vicinity of the N-80, the major crops cultivated are maize, sorghum, millet, wheat, vegetables, and gram. The main tree species are acacia, eucalyptus, and Indian rosewood. Several stands of mulberry were also noted. Fruit-bearing trees include citrus and guava. The proposed N-65 and N-80 bypasses in Shikarpur and Fatehjang will be constructed in agricultural fields. The site for the N-80 bypass in Tarnol is mostly barren and contains no significant vegetation. The vicinity of the N-50 consists mostly of barren hilly areas except in some sections where shrubs; linear plantation of eucalyptus; and small orchards (grapes, apple, apricot, etc.) were noted.

21. Common fauna species in the vicinity of the N-65 are jackals, squirrels, fox, rats, mongoose, snakes, crow, common mynah, sparrow, partridge, and waterfowls. Near the N-80, the most common birds are partridges. Since the N-50 does not pass through forested areas, no significant wildlife population is found along the road. However, wild animal such as wolves, jackal, hyena, fox, deer, and porcupine are found in surrounding hills. Wild pigs are seen along the Zhob River while straight horned markhor (goat) and wild sheep are present in the mountains. Various bird species such as partridges, pigeons, quail, dove, etc. are common. A carp species, locally known as mahsir, is found in streams and rivers in the locality.

22. There are no rare, threatened, or endangered species flora and fauna in the subproject areas.

2. Protected Areas

23. The subproject roads do not pass through protected areas such as wildlife sanctuaries, national parks, or game reserves. These areas are not found in the vicinity of the alignments either.

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3. Areas of Cultural, Historical, or Archaeological Sites

24. There are no known sites of cultural, historical, or archaeological importance that will be affected by the subprojects. However, the N-65 subproject will require relocation of several graveyards and small mosques found within the road ROW.

IV. ALTERNATIVES

25. No Action Alternative. Based on the traffic projection survey, it is estimated that daily traffic in 2011 will be about 8,326 vehicles along the Sukkur–Shikarpur section and 6,106 vehicles along the Shikarpur–Jacobabad section of the N-65. Along the N-80, it is estimated that about 4,952 vehicles per day will pass through this section in 2011.

26. The “no project” alternative would result in traffic congestion along the N-65 and N-80, further deterioration of road condition, and longer travel times.

27. Alternate Transport Mode. The alternate transport modes include railways, air travel, and other access roads. Air access from Sukkur to other parts of the country is already available and the people of Jacobabad, Shikarpur, and other surrounding areas have to use the N-65 for access to Sukkur Airport. Residents of Tarnol, Fatehjang, Jand, and their surrounding areas use the N-80 to access Islamabad Airport. Railways currently connect the subproject area with other parts of the country, but travel by railway cannot be considered a viable alternative because of traffic patterns and poor connectivity with surrounding areas. Further, Tarnol Railway Station is currently not operational.

28. Alternative Alignments. For the N-65 (excluding the new bypass route), two options were considered: (i) upgrading the existing two-lane road into four-lane dual carriageway by extending on both sides from the centerline of the existing road, and (ii) construction of a completely new carriageway parallel to the existing road. The first option was selected because of the following advantages over the second option: (i) no need for land acquisition; (ii) no need to dismantle and construct cross drainage structures; (iii) less impacts on residential and commercial settlements; and (iv) less earthworks, therefore reduced associated impacts caused by extraction of materials, spoils disposal, dust emission, etc.

29. Two alignment options were considered for the N-65 new bypass route around Shikarpur. The first option will be about 4.9 km long and the second option will be about 3.5 km. Both will start at the beginning of the subproject road in Sukkur and end at the intersection of the Kashmore Bypass with the N-55. Although the second option is a shorter route, the first option was selected because (i) there would be less need for land acquisition and dismantling of existing buildings, houses, government structures, ornamental gardens, and other properties; (ii) it will not affect the associated structures of high tension power lines; and (iii) vehicular traffic will not disturb the residents of Shikarpur City, particularly along areas that will be crossed by the second option.

30. Different options examined for the N-80 are (i) improvement of the existing road with the same alignment by widening on both sides to make it a four-lane dual carriageway from Tarnol to Fatehjang and a two-lane standard carriageway from Fatehjang to Jand; (ii) upgrading of the existing two-lane road into a four-lane dual carriageway from Tarnol to Fatehjang by extending on one side from the centerline of the existing road, depending on the position of the railway line, and increasing the width of the single carriageway from Fatehjang to Jand on both sides

6 from the centerline of the existing highway; and (iii) construction of a completely new carriageway parallel to the existing road from Tarnol to Fatehjang, and increasing the width of the existing highway from Fatehjang to Jand on one side of the road.

31. The second option was selected since the road improvement will cause minimum disruption to traffic during the construction phase, and there will be fewer requirements for relocation of structures and tree cutting.

32. Construction of two bypasses is proposed to avoid traffic congestion along the existing road sections. The bypasses will result in (i) shorter travel times since the traffic flow will not be interrupted, (ii) reduced safety hazards for people living in the vicinity of the N-80 and N-5 junctions, and (iii) reduced traffic congestion as well as air and noise pollution currently experienced by residents of Fahtejang and those living near the main road (N-5). Further details on the alternative alignments for bypasses are given in the EIA.

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

33. This section identifies the overall impacts of construction and operation activities on the physical, biological, and socioeconomic environment of the subproject area.

A. Soil Erosion and Contamination

34. The proposed improvement of the subproject roads may result in soil erosion and contamination—particularly around borrow pits, road cuttings, embankments, construction camps, workshop areas, equipment washing yards, asphalt plants, batching plants, and fuel and chemical storage areas. Along the N-50, in particular, landslides are a potential environmental issue since sections of the existing road are located in hilly areas. Soil erosion may (i) affect road stability, (ii) increase flooding risk because of more rapid and higher levels of runoff and silting of water bodies, (iii) reduce landscape values, and (iv) reduce the economic productivity of the land.

35. Erosion mitigation will be part of the road design by including slope stabilization measures such as road embankment reinforcement and provision of vegetation cover. To avoid landslides in steep areas, measures will be provided such as masonry breast walls, ditch type drains along slope toes, and small toe walls against adversely dipping rock beds. Impacts caused by soil erosion and contamination will be minimized by limiting, as much as possible, extraction of borrow materials to nonproductive land areas and slopes with the least erosion potential; and by observing appropriate excavation depths. If borrow materials need to be extracted from fertile land, proper management of topsoil will prevent loss of soil fertility. Provision of fast-growing vegetation on road embankments will prevent scouring and encourage stabilization. Soil contamination by bitumen, fuel, and chemical storages will be minimized by siting these facilities on an impervious base, within an area surrounded by bunds, secured by fencing. The base and walls of the embankment will be impermeable and of sufficient capacity to contain 110% of the total volume of stored fuels and chemicals.

36. Spoils and surplus materials will be transported using enclosed containers or covered trucks and will be dumped in areas approved by the relevant authorities. Contractors will prepare a spoils disposal plan prior to commencement of site works.

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37. Waste asphalt will be disposed of in approved locations. When necessary, impervious liners, including walls and capping, will be provided to prevent water from percolating through the waste materials and leaching toxic chemicals into the soil and groundwater.

38. During operation, the newly constructed road embankments may be damaged during rainy periods. Regular visual inspection for erosion damages on embankments will be made and immediate repair works will be carried out, as necessary. Maintenance of drainage facilities and soil stabilization measures will be made to ensure minimal soil erosion during the operational phase such as (i) riprap or stone pitching at bridges, culverts, and down drains; (ii) masonry breast walls; and (iii) vegetation cover and other provisions.

B. Water Quality

39. Wastewater from workshops at construction and temporary camp sites will be treated using gravel and/or sand beds to remove oil and grease before it is discharged into natural streams. The workforce will be trained on proper storage and handling of materials and chemicals. Work camps will be provided with pit latrines or septic tanks to handle sewage. Construction waste will not be dumped into rivers, streams, or canals.

40. To ensure unobstructed flow along watercourses, the contractor will ensure that construction waste is not dumped into rivers, streams, canals, or drainage ditches. Work on irrigation canals will be kept to a minimum to avoid disrupting water supplies to croplands; protective walls will either be constructed or repaired immediately, and proper compensation will be made as necessary.

C. Waterlogging/Flooding

41. Almost 35–40% of land along the N-65 is waterlogged, with high salinity. Culverts and drains (appropriately sized) will be provided, and proper road design will be made to avoid ground subsidence and weakening of embankments to prevent damage to the road. Proposed works for the N-80 will mainly involve widening of the existing road without any change in its elevation. As such, alteration of the existing drainage pattern that could cause flooding is not anticipated.

42. A number of perennial streams and nullahs cross the N-50 at various locations that are subject to flash floods from hills during rains. There is a great variation of rainfall pattern in the project area and the flow variation is tremendous during different seasons of the year. Heavy and intensive rains in the hilly areas often result in quick and high velocity flows. Properly designed drains along the road and cross drainage structures will be installed to prevent flooding during construction and operation stages. The subproject will be designed taking into consideration the adequacy of culvert and bridge specifications against the expected flood patterns.

D. Air Quality

43. Emissions during construction will come from (i) dust caused by transport of construction materials, aggregate preparation, extraction of borrow materials, and various site works; (ii) construction machinery and vehicles; (iii) asphalt plants; and (iv) uncontrolled burning of construction waste.

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44. Mitigation measures will include (i) provision of dust control systems such as fabric filters or wet scrubbers for asphalt, hot mix, and batching plants; (ii) surface treatment or overlaying of diversion and haul routes with shingle and sprinkling water during dry periods, particularly in the vicinity of villages; (iii) ensuring that haul trucks carrying aggregate fill materials are kept covered; and (iv) enforcing the NEQS applicable to gaseous emissions for construction vehicles, equipment, and machinery.

45. A smooth road surface will contribute to more efficient combustion and lower fuel consumption. Currently, heavy dust emission occurs at road crossings because of unpaved shoulders. The subprojects are not anticipated to cause dust problems because road shoulders will be paved. Planting and maintenance of trees along both sides of the subproject roads will be undertaken to help reduce the amount of particulate and gaseous emissions that may reach nearby settlements.

E. Noise

46. To minimize noise generation during construction, heavy equipment and/or vehicles will be provided with mufflers. Activities that will generate excessive noise (e.g., use of percussion hammers and pneumatic drills, blasting) will be limited to daytime as much as possible, particularly near settlements. Crushing plants will be located at least 500 m from critical receptors.

47. Along the N-65, sound barriers will be constructed at Lakhi town in front of Lakhi Boys High School and Tehsil Hospital. The cost for these measures is included in the subproject cost. Further improvement can be made in coordination with the National Highway and Motorway Police (NHMP) through enforcement of relevant regulations.

F. Solid Waste

48. Solid waste generated during construction will be safely disposed of in approved waste disposal sites. Prior to site works, the contractor will prepare a solid waste management plan, to be approved by NHA, which details garbage collection and disposal and promotes composting and recycling.

G. Siting of Construction Camps and Other Facilities

49. The precise location of construction camps and other facilities—such as workshops, equipment washing yards, borrow pits, quarries, crushing plants, asphalt plants, batching plants, construction material storage areas, haul routes, and disposal sites for construction wastes—will be determined by NHA in consultation with the contractors. It is recognized that these facilities may cause vegetation loss and permanent physical and visual impacts, and pose pollution risks. The following mitigation measures will be implemented to minimize such impacts: (i) construction camps, workshops, and crushing plants will not be located within 500 m of critical receptors such as settlements, schools, health facilities, and similar sites while asphalt plants/hot mix plants will not be located within 1.0 km of such receptors; (ii) locations with minimal vegetation will be considered when selecting sites for construction camps and other facilities; (iii) sites for borrow pits shall be located in non-productive barren lands, and publicly recognized waste lands. Such sites shall not be located within 100 m of the proposed road ROW and shall be selected on the basis of type of soil strata, depth of water table, ground topography, prevalent vegetation state, etc. They shall be prohibited where they might interfere with the existing or designed drainage pattern. The contractor shall first explore suitable sources

9 of sand and aggregate materials other than the riverbeds and shall secure required permits prior to site activities; and (iv) the contractor will ensure that borrow pits are left in a tidy state with stable side slopes and proper drainage in order to avoid creation of stagnant water bodies, and that sites for temporary camps and other facilities are cleaned up and restored upon completion of site works.

H. Ecological Resources

50. It is estimated that more than 7,000 trees (2,704 for the N-65 and 4,963 for the N-80) will need to be cut for widening of the existing roads. A tree-cutting permit will be secured by the contractor prior to removal of vegetation. For every tree felled, four trees will be planted to compensate for the loss in vegetation. Although no tree cutting will be involved for improvement of the N-50, about 5,000 stands of indigenous tree species will be planted at selected locations along the road (depending on soil characteristics and availability of water) to minimize erosion and enhance the aesthetic quality of the area. The budget for tree planting is incorporated in the subproject cost. Selection of appropriate species and the design of the planting and maintenance program will be carried out by the Provincial Forestry Department. Workers will be prohibited from cutting trees for fuel. The subproject areas have low faunal diversity; nonetheless, workers will be prohibited from trapping or hunting wildlife.

51. Maintenance and regular inspection of planted trees on roadsides will be made during the operation phase to ensure a high survival rate of saplings.

I. Land Acquisition and Resettlement

52. Land acquisition for improvement of the N-65 and N-80 is mainly required for construction of the new bypasses, where about 19.5 hectares (ha) of agricultural land will be purchased for the N-65 and 50 ha for the N-80. The subprojects will also require relocation of structures and community facilities (e.g., houses, commercial units, small mosques, police stations, graveyards). Provisions of the resettlement action plan will be implemented—such as timely and judicious compensation to be paid for relocation of properties, loss of income, etc. to the displaced population. Compensation will be given before the actual dislocation. Since the N-50 will be widened and improved within the existing ROW, land acquisition and resettlement are not anticipated.

J. Social Conflicts

53. Workers will be encouraged to be sensitive to local customs and traditions, in order to minimize social friction. Good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskilled employment to locals, as well as on-the-job training in construction for young people.

K. Public Utilities

54. Public utilities will be affected by the proposed subprojects, disrupting public services and causing inconvenience. This impact will be temporary and will be mitigated by relocating affected utilities (e.g., water pipes, power and telephone lines) well ahead of the actual commencement of construction. This activity will be done in coordination with the concerned departments.

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L. Health and Safety

55. Widening of the N-50 will involve rock cutting and blasting, particularly in hilly areas. The contractor will ensure that such activities will not cause damage to lives and properties by (i) making sure that the area is clear, (ii) adequately warning people with the use of sirens and other means, and (iii) stopping traffic at a safe distance.

56. The contractor will also ensure that the following measures will be implemented to ensure the health and safety of workers and the public: (i) borrow pits will be fenced to avoid accidents and will be properly drained to avoid ponding of water that could harbor mosquitoes, (ii) solid and liquid wastes will be collected and disposed of properly, (iii) basic medical facilities and appropriate safety gear will be provided to workers, and (iv) workers will be made aware of sexually transmitted diseases and HIV/AIDS.

M. Road Safety and Traffic Management

57. Construction activities may result in traffic jams and inconvenience to people. This impact is temporary and will be mitigated by providing alternate traffic routes during construction. Adequate warning signs in both directions will be provided at the approaches to road crossings. A traffic management plan will be implemented during rehabilitation of existing roads. The existing roads will be upgraded in phases during construction of new alignment, parallel roads will be used for traffic.

58. The subproject roads will not be fenced. To ensure the access and safety of pedestrians and livestock during operation, alternative access routes, U-turns, and pedestrian bridges will be provided as appropriate. Crossing locations will be determined in consultation with local communities. The smooth road surface will result in faster vehicular speeds, which may lead to road mishaps. The impact on road safety will be mitigated by enforcing speed limits and providing traffic signs.

VI. CUMULATIVE IMPACTS

59. Implementation of the subprojects—in conjunction with other subprojects under the NHDSIP and other development activities in the corridor—may result in the following cumulative impacts over a longer time frame and beyond the subproject areas: (i) an increase in air pollutants and greenhouse gas emissions; (ii) land use changes caused by improved access and economic growth; (iii) increased demand for and potential contamination of water resources; (iv) overall aesthetic transformation of the landscape; (v) changes in land values; (vi) improved health and sanitation conditions of residents caused by better access; (vii) increased public health risks related to HIV/AIDS and sexually transmitted diseases, and increased drug and arms trafficking; (viii) poverty alleviation through trade promotion; and (ix) other impacts.

60. Potential interventions for the identified cumulative impacts, which are beyond the scope of the EIA for the subprojects, may be formulated at a strategic and regional level and include: (i) a sectoral and corridor-wide cumulative impact assessment study; (ii) a set of policy recommendations addressing cumulative impacts; (iii) a set of mitigation or response programs with broader temporal and spatial dimensions beyond the subprojects’ construction site and duration; and (iv) a comprehensive review of development programs in land use, water resources, air quality, and public health and safety in response to the impacts identified in the study in item (i) to ensure the sustainability of the subprojects.

11

61. In conclusion, the anticipated cumulative impacts may not be significant unless viewed in a “corridor” perspective, together with other development activities. Considering the projected exponential increase in trade volume and growth in the NHDSIP coverage area up to 2030, policy level, comprehensive consideration of cumulative impacts is necessary and is being undertaken in consultation with NHA and stakeholders.

VII. ECONOMIC ASSESSMENT

A. Benefits

62. The economic benefits resulting from implementation of the proposed subprojects are (i) decreased vehicle operating costs and travel time caused by the improved road facility, (ii) reduced traffic congestion, (iii) uninterrupted and smooth traffic flow along the roads, and (iv) increased commercial activity in the subproject areas.

B. Costs

63. The total environmental cost for the N-65 is estimated at PRs127.80 million, including PRs122.70 million for resettlement (including training and monitoring) and PRs3.40 million for environmental mitigation. The environmental cost has been added to the PRs2.93 billion subproject investment cost. The total investment cost in financial terms is estimated as PRs 3.05 billion (PRs2.93 billion + PRs127.80 million); converted into economic terms (using the standard conversion factor of 0.90), this equals PRs2.76 billion. Annual operation and maintenance (O&M) costs have been calculated at PRs3.05 million (PRs2.76 million in economic terms) and overlaying costs are projected at PRs630.08 million (PRs570.22 million in economic terms).

64. For the N-80, the total environmental cost has been calculated at PRs154.14 million, including PRs151.28 million for resettlement (including training and monitoring) and PRs2.86 million for environmental mitigation. The environmental cost has been added to the subproject investment cost of PRs2,878.70 million. The total investment costs in financial terms are estimated as PRs3.03 billion (PRs2.88 billion + PRs154.14 million); converted into economic terms (using the standard conversion factor of 0.90), this equals PRs2.74 billion. Annual O&M costs have been calculated at PRs3.03 million (PRs2.74 million in economic terms) and overlaying costs are projected at PRs PRs604.53 million (PRs547.10 million in economic terms).

65. The estimated total cost for implementing the environmental management plan (EMP) for the N-50 is PRs2.82 million, comprising PRs1.18 million for environmental monitoring and PRs1.1 million for environmental mitigation. The total investment cost is about PRs2.0 billion while the annual O&M cost is around PRs10 million.

C. Economic Analysis of Environmental Impacts

66. It is difficult to quantify (in monetary terms) the environmental benefits arising from implementation of the EMP. Qualitatively, however, these benefits correspond to the following: (i) compensatory planting (i.e., for every tree felled, four will be planted); (ii) fuel efficiency improvement; (iii) air pollution (suspended particulate) abatement; and (iv) raised environmental and safety awareness of workers.

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VIII. ENVIRONMENTAL MANAGEMENT PLAN

A. Environmental Management Plan

67. The EMP provides an approach to management and monitoring of environment-related issues and describes the institutional framework for environmental management and resource allocations to be carried out by NHA for mitigating negative impacts of the proposed subprojects.

68. NHA will ensure that (i) the EMP provisions are incorporated in the subproject design and specifications; (ii) EIA approval is secured from the provincial EPA prior to site works; (iii) the bidding and contract documents include the EMP (i.e., mitigation and monitoring requirements) for implementation by contractors and monitoring consultants; (iv) EMP implementation is monitored and results are reported regularly; (v) there is coordination among concerned parties to effectively implement the EMP; (vi) additional mitigation measures are implemented as necessary; and (vii) appropriate environmental assessment, along with formulation of mitigation measures and a monitoring program, is undertaken in case there are changes in the subproject design and specifications. NHA will be responsible for the compensatory tree-planting program in coordination with the Provincial Forestry Department, while the local community (especially women) will be encouraged to participate.

69. The contractor will be responsible for implementing the mitigation measures during construction. Supervision consultants will conduct monitoring of various environmental parameters during the construction phase, and monitoring consultants will perform environmental monitoring during operation phase.

70. To ensure proper implementation of EMP provisions, the supervision consultant to be hired under the subprojects will conduct training for the contractors and NHA on environmental management. NHA will be assisted by the supervision consultant in monitoring the contractor’s EMP implementation performance. Monitoring of EMP implementation will be undertaken to assess the effectiveness of environmental controls, so that additional mitigation measures can be formulated and implemented, as necessary.

71. Prior to any site works, NHA will require the contractor to develop an aggregate and/or borrow pits management plan, a spoils management plan, a construction camp management plan, a traffic management plan, a waste management plan, and a reinstatement or revegetation management plan. Such plans will be reviewed and approved by NHA, and their implementation will be monitored by the supervision consultants and relevant authorities.

72. If any complaints arise from the implementation of the subprojects, NHA will conduct site inspections and appropriate sampling to validate claims. Based on the findings, mitigation measures will be implemented by the contractor during the construction phase and by NHA during the operation phase.

B. Institutional Capacity to Address Environmental Concerns

73. The Director (Environment, Social and Land/Resettlement) of NHA will have overall responsibility for ensuring that the EMP is properly implemented. The Deputy Director for Environment, with the assistance of the supervision consultant, will be responsible for directly supervising the contractor in implementing the EMP. The supervision consultant will: (i) organize periodic environmental training programs and workshops for contractors’ staff and NHA site staff

13 in consultation with NHA, (ii) develop “good practices” construction guidelines to assist contractors and NHA staff in implementing the EMP, and (iii) monitor the progress of work and adherence of the contractor to the EMP and resettlement action plan. The contractors will ensure proper implementation of the EMP, which will be made a part of the contract agreement.

C. Environmental Mitigation and Mitigation Costs

74. Costs for implementing the EMP for the N-65 are shown in Table 1. These include costs for mitigation measures such as tree planting, streetlight installation and construction of sound barriers. Estimated costs for environmental monitoring and resettlement are also presented.

Table 1: EMP Cost for N-65

Proposed Area/ Cost Cost Detail Mitigation Length (PRs) (PRs million) 2,704 trees will be cut down in Tree plantation for the total road section and 10,816 68.5 km 40/tree 0.43 replacing cut trees new trees will be planted Plantation of Plantation of additional trees in 68.5 km 20,000/km 1.37 additional trees the subproject area Installation of 30 double-arm, streetlight poles streetlights in the 2.0 km 40,000/pole 1.20 will be installed populated areas Construction of two 6 feet (ft) sound barriers high, 200 ft 4 inch thick concrete walls 200,000/wall 0.40 (concrete walls) in long (each Lakhi Town wall) Subtotal 3.40

Environmental monitoring cost 1.18 Resettlement costs (including monitoring and training costs)a 122.70 Subtotal 123.88 Overall Mitigation Cost 127.28 a According to the resettlement action plan. Source: Environmental Impact Assessment of N-65, NES-PAK, Lahore 2007.

75. Costs for implementing the EMP for the N-80 are shown in Table 2.

Table 2: EMP Cost for N-80

Proposed Detail Area/ Cost Cost Mitigation Length (PRs) (PRs million) 4,963 trees will be cut down in Tree plantation for the total road section and 19,852 103 km 40/tree 0.80 replacing cut trees new trees will be planted Plantation of Plantation of extra trees in the 103 km 20,000/km 2.06 excessive trees subproject area Subtotal 2.86

Environmental monitoring cost 1.18 Resettlement costs (including monitoring and training costs)a 150.10 Subtotal 151.28 Overall Mitigation Cost 154.14 a According to the resettlement action plan. Source: Environmental Impact Assessment of N-80, NES-PAK, Lahore, 2007.

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76. The estimated total cost for implementing the EMP for the N-50 is PRs2.82 million comprising PRs1.18 million for environmental monitoring and PRs1.1 million for environmental mitigation.

IX. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

77. A series of scoping sessions and focus group discussions were carried out for proposed improvement of the N-65 (May and June 2006) and the N-80 (September and November 2006), involving 235 participants consisting of local residents and local government representatives. The meetings were held in 7 locations for the N-65 and 11 locations for the N-80. Generally, people were found to be aware of the need to upgrade the roads, and indicated their support for the subprojects as these will reduce traffic congestion and other road hazards near settlements along the subproject corridors. Local communities expressed their desire to be part of a continuous consultation process along with other stakeholders at different stages of the subprojects (i.e., design, construction, and operation).

78. During the consultations, the key concerns raised in relation to the design and construction phases were: (i) the need to provide U-turns and bypasses; (ii) provision of median strips to enhance traffic safety; (iii) minimizing dust emission by providing paved road shoulders; (iv) installation of adequate drainage; (v) planting of trees along the road to be undertaken and maintained by locals; (vi) implementation of a proper solid waste management plan; (vii) adoption of measures to minimize dust, smoke, and noise pollution, and to control material spillages; (viii) hiring of as much local labor as much as possible to avoid social conflict between migrant workers and local communities; (ix) provision of proper diversions for traffic during construction to avoid traffic congestion, related hazards, and dust emissions; and (x) timely implementation of the subprojects. For the operational phase, the participants recommended the (i) installation of warning signs; (ii) regulation or control of overloading and use of loud horns near schools; (iii) prohibition of ROW encroachment by vendors and informal settlers; (iv) imposition of speed limits; and (v) regular maintenance of drainage structures and collection of accumulated garbage within the ROW. In April 2007, another set of public consultations was conducted for N-65 and N-80. A total of 180 participants attended the N-65 meetings in 5 venues. For N-80, there were 176 participants during the consultations held at 12 locations. The locals have a generally positive perception of the Project and anticipate that this would result to enhanced road safety, increased economic activities and better transport facilities. Issues raised by the participants pertain to: (i) provision of appropriate crossing structures to ensure safety of pedestrians and livestock, (ii) preferential hiring of qualified locals, (iii) implementation of adequate dust and noise control measures (especially during nighttime) during construction; (iv) replanting of trees, (v) siting of camp facilities far from settlements to avoid social conflict; (vi) proper handling of construction materials and chemicals to avoid soil contamination; and (vii) close coordination of contractors with locals to resolve potential conflicts or disputes, etc.

79. In December 2006, public consultations were conducted for the N-50. There were 45 participants consisting of local residents, elected representatives, and informal leaders of surrounding communities. Some residents expressed concerns about potential problems that they may encounter during construction (e.g., dust and noise pollution, traffic disturbances, influx of people from outside areas, and temporary disruption in routine activities of local residents). They were also concerned about unnecessary delays in execution of the work. Overall, however, the participants have a positive perception of the Project. The second round of public consultations were conducted at various locations in April 2007. The activities involved 60 participants. The main concerns raised were the potential influx of businessmen, enhanced

15 access to wildlife, noise and dust pollution during construction, and safety hazards caused by increased speed of vehicles as a result of better roads.

X. CONCLUSION

80. The EIA reveals that no major negative environmental impacts are likely to occur because of rehabilitation and normal operation of the proposed subprojects, provided mitigation measures are implemented. The EMP includes measures to minimize impacts caused by soil erosion, air and noise pollution, waste generation, and vegetation clearing; and NHA has committed to adequate implementation of the EMP for the Project.

16 Appendix 1

ENVIRONMENTAL MANAGEMENT PLAN

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision A. Design and Preconstruction Stage 1. Soil Erosion Road instability, Vegetation cover and/or stone DC NHA increased flood pitching or riprap will be provided risk caused by on embankments and at bridges more rapid and higher levels of Masonry breast walls, ditch type runoff, silting of drains along slope toes, and small water bodies toe walls against adversely dipping rock beds will be provided 2. Change in Flooding Culverts and drainage structures DC NHA Hydrologic Regime will be installed at suitable locations

Properly designed drains along the road and cross drainage structures will be installed

Road design will take into consideration the adequacy of culvert and bridge specifications against the expected flood patterns 3. Seismicity Seismic activities Project structures will be designed DC NHA may damage in accordance with seismic codes structures for the area 4. Public Utilities Disruption of The design and budget will DC NHA public utilities provide for the relocation of existing utility infrastructure, wherever required 5. Noise Nuisance to Along the N65, sound barriers will DC NHA adjacent be constructed at Lakhi town in communities front of Lakhi Boys High School and Tehsil Hospital 6. Land Acquisition Loss of about The design will consider careful DC NHA and Resettlement 19.5 ha (for N65) alignment and route selection to and 50.0 ha (for minimize land acquisition N80) of

agricultural land, Prior to site works, fair and relocation of Resettlement compensation will be paid to official at local structures and affected persons based on the community government land acquisition and resettlement level facilities plan (e.g., houses, commercial units, small mosques, police stations, graveyards)

Appendix 1 17

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision 7. Road Safety Safety hazards Pedestrian bridges along the DC NHA caused by faster N65 and N80 will be constructed traffic at appropriate intervals to facilitate movement across the project road

Appropriate traffic signs and provisions (e.g., proper lighting) will be installed B. Construction Stage 1. Borrow/Open Pits Land disputes, Necessary permits from the CC NHA and SC soil erosion, loss competent authorities will be of fertile cropland, obtained for any borrow pits loss of vegetation, An aggregate/borrow pit landscape management plan will be degradation, and developed prior to any site works damage to road embankments Sites for borrow pits shall be located in non-productive barren lands, and publicly recognized waste lands. Such sites shall be selected on the basis of type of soil strata, depth of water table, ground topography, prevalent vegetation state etc. They shall be prohibited where they might interfere with the existing or designed drainage pattern. The contractor shall first explore suitable sources of sand and aggregate materials other than the riverbeds and shall secure required permits prior to site activities.

No excavations will be allowed within 100 m of the ROW

The depth of borrow pits will be regulated so that the sides of the excavation will have a slope not steeper than 1:4

Soil erosion along the borrow pits will be regularly checked to prevent/mitigate impacts on adjacent lands

Health hazards Borrow pits will be constructed caused by with proper drainage to prevent formation of the creation of mosquito breeding

18 Appendix 1

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision mosquito sites breeding grounds Where deep ditching is to be carried out, the top meter layer of ditching area will be stripped and stockpiled. The ditch will initially be filled with scrap material from construction and then leveled with the stockpiled topsoil 2. Air Quality Dust emissions The level of dust will be reduced CC NHA and SC from construction through dust control by equipping machinery, asphalt, hot mix, and batching asphalt plants, plants with fabric filters or wet and vehicular scrubbers traffic. (Emissions may be carried Water will be sprinkled across over long diversion tracks. Haul trucks distances carrying asphalt concrete mix depending on the and/or aggregate fill materials will wind speed, be kept covered with tarpaulins to direction, help contain transported temperature of construction materials the surrounding air, etc.) The NEQS applicable to gaseous emissions generated by construction vehicles, equipment, and machinery will be enforced 3. Construction Contamination of A solid and liquid waste CC NHA and SC Waste Disposal water resources, management plan will be (wastewater, oil, and health risks developed prior to any site works solid waste etc.) Wastewater from contractors’ workshops and equipment washing yards will be passed through gravel/sand beds to remove oil/grease contaminants before it is discharged into natural streams

The workforce will be trained on the proper storage and handling of materials and chemicals that can potentially cause soil contamination.

Solid waste generated during construction and in camp sites will be properly treated and safely disposed of in demarcated waste disposal sites

Debris generated by dismantling

Appendix 1 19

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision existing pavement structures will be recycled subject to the suitability of the material

4. Siting of Loss of tree A construction camp management CC NHA and SC Construction Camps plantations and plan will be developed prior to and Other Facilities vegetation, undertaking any site works siltation, and pollution risks if Construction camps, workshops, construction and crushing plants will not be materials are located within 500 m of critical extracted from receptors such as settlements; riverbeds asphalt hot mix and batching plants will not be located within 1.0 km of settlements, schools, health facilities, and similar sites

Locations with minimal vegetation cover will be considered when selecting sites for construction camps and other facilities

Materials will be sourced from licensed quarry/borrow area operations

Sites for borrow pits will be selected on the basis of soil type, water table depth, ground topography, prevalent vegetation state, and will not be located within 100 m of the ROW of the proposed Project

Borrow pits will be prohibited in areas where they might interfere with the existing or designed drainage pattern

Proper drainage will be provided to avoid creation of stagnant water bodies

Extraction of sand and gravel materials in riverbeds will only be undertaken upon the approval of the concerned authority/agency

When materials such as gravel are removed from riverbanks, the depth of extraction will be kept at a reasonable level to ensure stability and minimal erosion; this

20 Appendix 1

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision activity will not interrupt river flow or undermine the riverbanks

Construction material storage areas will not be located adjacent to sensitive (e.g., residential) areas, and will be sheltered

Contractors will use the selected routes approved by NHA for transport of construction materials. Any cost for repairing damage to these routes caused by overloaded or excessively heavy vehicles will be borne by the contractor.

Conflicts with Landowners will be compensated land owners according to the terms of lease agreements negotiated with them for constructing camps and other facilities

Upon completion of extraction activities, borrow pits will be left in a tidy state with stable side slopes and proper drainage in order to avoid creation of stagnant water bodies

Temporary camps and other facilities will be cleaned up and restored upon completion of site works 5. Soil Erosion and Road instability, A reinstatement/revegetation CC NHA and SC Contamination increased flood management plan will be risk caused by developed prior to any site works rapid and higher levels of runoff, Borrow materials will be sourced silting of water from nonproductive and barren bodies, loss of land in broken terrain, and soil fertility publicly recognized waste lands

The excavation of earth fill will be limited to an approximate depth of 0.5 m to 1.0 m.

If the use of agricultural land is unavoidable, the top 30 cm of the plough layer will be stripped off and stockpiled. Where deep ditching is to be carried out, the top 1 m layer of the ditching area

Appendix 1 21

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision will be stripped and stockpiled for redressing the land after the required borrow material has been removed

Drainage interception ditches will be built around the borrow pits to prevent erosion caused by surface runoff during the rainy season

Denuded ground cover will be revegetated as soon as possible following fill placement to facilitate regeneration of a stabilizing ground cover

Low embankments will be protected by planting vetiver grass and/or other appropriate species that flourish in local conditions

High embankments will be protected by constructing stone pitching or riprap across embankments. This practice will also be applied across cross drainage structures where embankments are more susceptible to erosion by water runoff.

Masonry breast walls, ditch type drains along slope toes, and small toe walls against adversely dipping rock beds will be provided

The down drains/discharge zones of drainage structures will be furnished with riprap, masonry, or concrete to reduce erosion

The gradient of side slopes will be adjusted as needed to reduce erosion potential; if steeper, they will be stabilized and covered with riprap or other material to prevent soil erosion

Construction will be restricted to the dry season as much as possible to avoid soil erosion

22 Appendix 1

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision Siltation to water bodies will be minimized through provision of sediment basins, etc.

Soil contamination from storage of bitumen, fuel, and chemicals will be minimized by storing these materials on an impervious base, within an embanked area and secured by fencing. The base and walls of the embankment will be impermeable and of sufficient capacity to contain 110 % of the total volume of stored fuels and chemicals.

Waste asphalt will be disposed of in approved locations, these will not be within the ROW. Unless located in areas with impervious soils, encapsulation with pre-laid impervious liners (including walls and capping) is required to prevent water from percolating through the waste materials and leaching toxic chemicals into the surrounding soils. On completion of disposal at the site, the area will be capped with impermeable soil (compacted thickness at least 0.5 m), covered with at least 200 mm of topsoil, and landscaped. 6. Noise Nuisance/ Reduced noise levels will be CC NHA and SC disturbance to ensured through use of the latest nearby equipment, with suitable built-in settlements and damping equipment and critical receptors appropriate muffling devices

As much as possible, activities that generate excessive noise will be confined to normal daytime working hours (8:00 AM-5:00 PM).

Construction workers will be provided with suitable hearing protection (e.g., earplugs or muffs). Nighttime use of heavy machinery (e.g., percussion hammers and pneumatic drills) will be avoided.

Appendix 1 23

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision Crushers, concrete mixing plants, and material storage yards will be located at least 500 m from residential areas, schools, hospitals, and similar facilities 7. Surface and Contamination of Wastewater from workshops at CC NHA and SC Groundwater Quality surface water construction and temporary camp caused by sites will be treated using gravel disposal of or sand beds to remove oil and construction grease before it is discharged into wastes natural streams

Contamination of The workforce will be trained on groundwater the proper storage and handling caused by of materials and chemicals percolation of leachate from Work camps will be provided with wastes toilets and septic tanks to handle sewage

Construction wastes will not be dumped into the rivers, streams, or canals

Washing of machinery and vehicles in surface waters will be prohibited. Sealed washing basins will be provided and wastewater will be collected into a sedimentation/retention pond. 8. Irrigation Canals Disruption of Work on irrigation canals will be CC NHA and SC irrigation water kept to a minimum to avoid supply disruption of water supply to croplands

Protective walls will be either constructed or repaired, as necessary 9. Flora Cutting of 7,000 A tree cutting permit will be NHA NHA, SC, trees (i.e., 2,704 secured by the contractor prior to and Forestry for the N-65 and removal of vegetation. For every Department 4,963 for the tree felled, four trees will be N-80) within the planted to compensate for the ROW loss in vegetation. Along the N-50, about 5,000 stands of indigenous tree species will be planted at selected locations, depending on soil characteristics and availability of water. Selection of appropriate species and design of the planting and maintenance program will be carried out by the

24 Appendix 1

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision contractor in close consultation with the Forestry Department.

The road median (N-65 and N-80) will be planted with grasses and shrubs

Workers will be prohibited from cutting trees for fuel

Plants will be properly irrigated and maintained 10. Health and Health risks Basic medical care will be CC NHA and SC Safety of Workers caused by unsafe provided at camp sites. working conditions Workers will be provided with a potable water supply

Appropriate protective equipment will be provided

Designated staff will be provided with basic medical training

Work camps will be provided with facilities to ensure workers’ safety, e.g., firefighting equipment, adequate storage for hazardous materials, and contingency measures in case of accidents

Awareness campaigns/ orientation will be implemented to educate workers on HIV/AIDS and other communicable and sexually transmitted diseases. 11. Public Safety Risk of drowning Borrow pits will be dewatered and CC NHA and SC because of fences will be provided, as presence of appropriate water-filled borrow pits The general public/local residents will not be allowed in high risk Safety risks areas, e.g., excavation sites and caused by areas where heavy equipment is construction in operation works Work area will be fenced to avoid unauthorized entry

During rock cutting and blasting, the contractor will ensure that such activities will not cause

Appendix 1 25

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision damage to lives and properties by: (i) making sure that the area is clear, (ii) adequately warning people with the use of sirens and other appropriate means, and (iii) stopping traffic at a safe distance. 12. Socioeconomic Social conflict Workers will be encouraged to be CC NHA and SC and Cultural Issues caused by sensitive toward local customs presence of and traditions to minimize social migrant workers friction

Local labor will be employed with an agreed ratio (>75%) for construction works. Women will be hired (10–20% of total labor requirements) as unskilled labor; remuneration will be equal to that of men.

Blocked/restricted Alternate routes will be provided access to mosques 13. Traffic Construction Alternative traffic routes will be CC NHA, SC, activities may provided during construction, and and local cause traffic adequate warning signs installed traffic police congestion and at the approach to road crossings department inconvenience to from both directions people passing through the road Traffic management will be crossings where undertaken in coordination with interchanges will the local traffic police department be constructed

14. Public Utilities Site works may Utilities—such as water pipes, CC NHA, SC, cause damage to and power and telephone lines— and relevant public utilities, that will be affected by the Project local thereby disrupting will be relocated well ahead of the departments related services actual commencement of construction. This will be done in coordination with the relevant local departments.

C. Operation Stage 1. Noise Nuisance caused Along the N-65, sound barriers NHA by elevated noise will be constructed at Lakhi town levels in front of Lakhi Boys High School and Tehsil Hospital Coordination with local authorities may also be undertaken to enforce a ban on the use of horns

26 Appendix 1

Aspect Project Impact Mitigation Measures Institutional Responsibility Implementation Supervision near schools, mosques, hospitals, and residential areas. 2. Flooding Flooding may Drainage facilities will be cleaned NHA occur during regularly to ensure that these are heavy rains free from obstruction 3. Road Safety Occurrence of Speed limits will be imposed and NHA NHMP road accidents appropriate traffic signs will be installed

Rest areas will be provided

Lanes, median, and sharp bends will be reflectorized to improve road visibility at night

An emergency response plan for spills of hazardous materials and oil will be prepared prior to operation

Proper lighting will be provided along the project road 4. Air Quality Deterioration of Tree-lined strips of land on both NHA air quality will sides of the road will be provided occur along the and maintained to help reduce project road particulate matter and gaseous emissions reaching roadside settlements 5. Soil Erosion Siltation of Regular visual inspection will be watercourses made for erosion damages on embankments, and immediate repair works will be carried out, as necessary. Maintenance of drainage facilities and soil stabilization measures will be made to ensure minimize soil erosion, such as (i) riprap or stone pitching at bridges, culverts, and down drains; (ii) masonry breast walls; and (iii) vegetation cover and other provisions. CC = construction contractor, cm = centimeter, DC = design consultants, ha = hectare, m = meter, mm = millimeter, NEQS = national environmental quality standard, NHA = National Highway Authority, NHMP = National Highway and Motorway Police, ROW = right-of-way, SC = supervision consultant.

ENVIRONMENTAL MONITORING PLAN

Standards/ Cost Parameter Location No. of Stations Frequency Responsibility Duration Guidelines (PRs) A. Preconstruction Stage Air Quality 5 m from the edge of N-65: 2 Once prior to NHA Continuous for 150,000

SOx pavement downwind 134 ppb construction at 24 hours NO at selected sensitive 106 ppb N-80: 2 PRs75,000 per 150,000 X locations (e.g., basic location CO 35 ppm health unit, school, 3 PM10 madrassa, and 200 µg/m N-50: 2 150,000 residential/commercial area) Water Quality (E.coli) Community 0 cfu/100 ml N-65: 3 Once prior to NHA 4,500 groundwater sources (WHO construction at near the edge of the guidelines) N-80: 3 PRs1,500 per test 4,500 ROW at selected

locations along the project alignment N-50: 3 4,500 Noise Levels (db[A]) 5 m from the edge of WHO noise N-65: 3 Once prior to NHA 12 hours, 1,500 the pavement, at guidelines construction at readings taken sensitive locations N-80: 3 PRs500 per source at 15 second 1,500 (e.g., basic health unit, intervals for 15

school, madrassa, and minutes every residential/commercial N-50: 3 hour and then 1,500 area) averaged B. Construction Stage 3 Air Quality PM10 35 m from the hot mix 200 µg/m N-65: 8 Once every Supervision Continuous for 40,000 plant in downwind 6 months during Consultant 12 hours or over direction N-80: 8 construction phase 1 full working 40,000 at PRs5,000 per day N-50: 8 location 40,000 Appendix 2 Appendix Air Quality 5 m from edge of the N-65: 8 Once every Supervision Continuous for 400,000

SOx pavement in downwind 134 ppb 6 months during Consultant 12 hours or over direction construction phase 1 full working NOx 106 ppb N-80: 8 400,000 3 at PRs50,000 per day PM10 200 µg/m N-50: 8 location 400,000 27

28 Appendix 2 Appendix Standards/ Cost Parameter Location No. of Stations Frequency Responsibility Duration Guidelines (PRs) Water Quality (E. coli) Community WHO drinking N-65: 8 Once every Supervision ___ 120,000

groundwater source water quality 6 months during Consultant near the edge of the guidelines N-80: 8 construction phase 120,000 ROW at two selected at PRs1,500 per test

locations on existing/ proposed highway N-50: 8 120,000 Noise Levels (db[A]) 7.5 m from the WHO noise N-65: 40 Once every Supervision 24 hours, 20,000 equipment for which guidelines 6 months at PRs500 Consultant readings taken the noise level is to be N-80: 40 per source at 15 second 20,000 determined intervals for

15 minutes N50: 40 every hour and 20,000 then averaged Noise Levels (db[A]) 5 m from edge of the WHO noise N-65: 20 Once every Supervision 24 hours, 10,000 pavement at selected guidelines 6 months during Consultant readings taken locations where N-80: 20 construction phase at 15 second 10,000 sensitive receptors are at PRs500 per intervals for

found source 15 minutes N-50: 20 every hour and 10,000 then averaged Oil and Grease Selected locations in Threshold set N-65: 10 Once per year in Supervision ___ 10,000 contactors’ equipment by USEPA construction phase Consultant yards, as identified by N-80: 10 at 1,000 per sample 10,000 the supervision

consultant N-50: 10 10,000 C. Operational Stage Air Quality 5 m from edge of the N-65: 6 Twice per year for Monitoring Continuous 150,000

SOx pavement; downwind 134 ppb 3 years at Consultant 24 hours NO background 106 ppb N-80: 6 PRs50,000 per (assuming 150,000 X concentration near a location 3 years past CO 35 ppm residential area at a 3 project PM10 sensitive location 200 µg/m N-50: 6 monitoring) 150,000 (e.g., hospital or school) taken at selected locations on

Standards/ Cost Parameter Location No. of Stations Frequency Responsibility Duration Guidelines (PRs) the highway Water Quality (E. coli) Community ground WHO drinking N-65: 6 Once per year in Monitoring ___ 270,000 water sources near water quality summer, just before Consultant ROW at selected guidelines N-80: 6 monsoon season, for 270,000 locations on existing/ 3 years at PRs1,500

proposed highway per test N-50: 6 270,000 Noise Levels (db[A]) 5 m from the edge of WHO noise N-65: 9 Once per year after Monitoring 24 hours, 4,500 pavement, at sensitive guidelines start of operation, for Consultant readings taken locations N-80: 9 3 years at PRs500 at 15 second 4,500 per source intervals for

15 minutes N-50: 9 every hour and 4,500 then averaged Survival rate of planted On each visit, the The survival Every year for NHA and trees number of surviving rate should 3 years or more, Monitoring trees will be compared be at least depending on the Consultant to the number of 70%; if lower, survival rate samplings planted replantation will be carried out N-65 Monitoring Cost 1,180,500 N-80 Monitoring Cost 1,180,500 N-50 Monitoring Cost 1,180,500 Total Monitoring Cost 3,541,500 cfu = colony forming units, CO = carbon monoxide, dB = decibel, e. coli = escherichia coli (one of the many species of bacteria living in the lower intestines of mammals, known as gut flora, m = meter, NHA = National Highway Authority, NOX = nitrogen oxides, N-50 = Zhob-Mughal Kot, N-65 = Sukkur-Jacobabad, N-80 = Tarnol-Fatehjang-Jand, PM10 = particulates less than 10 micrometers in diameter, ppb = parts per billion, ppm = parts per million, ROW = right-of-way, SOx = sulfur oxides, USEPA = United States Environmental Protection Agency, µg/m3 = micrograms per cubic meter of air, WHO = World Health Organization.

2 Appendix 29