National Highway Authority (NHA)

Feasibility Study of New Four Lane Motorway Starting from Yarak on Indus Highway N–55 to Hakla on M–1

Environmental Impact Assessment (EIA)

March 2017

Feasibility Study of New Four Lane Motorway Starting from Yarak on Indus Highway N–55 to Hakla on M–1

Environmental Impact Assessment (EIA)

March 2017

MM Pakistan (Pvt.) Ltd.

2nd Floor, CTI Building 27-Empress Road Lahore  042-36300440, 36300460 36363234, 36292525-7  042-36292528, 36360267  [email protected]  http://www.mmpakistan.com

Issue and Revision Record

Rev Date Originator Checked Approved Description 01 March 2016 Omer Rasheed Azmat Beg Pervez Anjum First draft. Ihsan-ul-Haq Farooqi Rizwan Baig Muhammad Hanif Meraj Ihsan

02 June 2016 Omer Rasheed Azmat Beg Pervez Anjum Final draft after Ihsan-ul-Haq Farooqi Rizwan Baig addressing NHA Muhammad Hanif comments. Meraj Ihsan

03 March 2017 Omer Rasheed Azmat Beg Pervez Anjum Final incorporating Rizwan Baig Pb–EPA comments.

Disclaimer

This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose. We accept not responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Contents

List of Abbreviations ...... i Glossary of National Terms ...... iii Executive Summary ...... iv 1 Introduction...... 1-1 1.1 Overview ...... 1-1 1.2 China Pakistan Economic Corridor (CPEC) ...... 1-1 1.3 Background of the 4–Lane Motorway Project ...... 1-2 1.4 Proponent of the Project ...... 1-2 1.5 Proposed Packages ...... 1-3 1.6 Purpose of this Document ...... 1-3 1.7 Project Categorization ...... 1-3 1.8 Scope of EIA ...... 1-4 1.9 Project EIA Study Area ...... 1-4 1.10 Approach & Methodology ...... 1-5 1.10.1 Approach ...... 1-5 1.10.2 Methodology ...... 1-5 1.11 Organization of the Report ...... 1-8 1.12 EIA Team ...... 1-8 2 Project Description ...... 2-1 2.1 Overview ...... 2-1 2.2 Objectives of the Proposed Project ...... 2-1 2.3 Proposed Alignment of the 4–Lane Motorway ...... 2-1 2.4 Project Administrative Jurisdiction ...... 2-1 2.5 Project Implementation Schedule ...... 2-3 2.6 Components of the Project, Land-Use and Vegetation Features along each Package Site ...... 2-3 2.6.1 Road Access to Project Site ...... 2-4 2.7 Geometric Design of the Proposed Road Project ...... 2-7 2.7.1 Design Criteria ...... 2-7 2.8 Civil Works ...... 2-8 2.8.1 Pavement Design: ...... 2-8 2.9 Traffic Forecast ...... 2-10 2.9.1 Traffic Count Survey ...... 2-10 2.9.2 Categorization of Origin/ Destination into Zones ...... 2-11 2.9.3 Package wise Diverted Traffic ...... 2-12 2.9.4 Generated Traffic for 4–Lane Motorway ...... 2-12 2.9.5 Total Traffic (Diverted + Generated) for the 4–Lane Motorway ...... 2-12 2.9.6 Future Traffic Growth Estimates ...... 2-13 2.10 Construction Materials ...... 2-15 2.10.1 Borrow Soil for Embankment ...... 2-15 2.10.2 Borrow Material for Sub Base ...... 2-15 2.10.3 Asphalt, Reinforcement and Cement ...... 2-16 2.11 Construction Camps ...... 2-16 2.11.1 Solid and Liquid Waste Generation ...... 2-16 2.12 Manpower Requirements ...... 2-16 2.13 Construction Equipment ...... 2-18 2.14 Cost of the Project and Magnitude of Works Involved in Each Package...... 2-18 2.15 Schedule of Implementation ...... 2-19

Environmental Impact Assessment March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

2.16 Analysis of Alternatives ...... 2-19 2.16.1 Overview...... 2-19 2.16.2 Alternative - I (No Project) ...... 2-19 2.16.3 Alternative - II (With Project) ...... 2-20 2.16.4 Alternative Routes ...... 2-20 2.16.5 Alternative between Four-Lane Expressway and Four-lane Motorway ...... 2-21 2.16.6 Alternative Mode of Transportation (Environmental Perspective – Carbon Emission/ footprint Parameter) ...... 2-21 2.16.7 Use of Existing Roads vs. 4–Lane Motorway ...... 2-21 2.16.8 Construction of Railway vs. Existing Roads...... 2-21 2.16.9 Construction of Railway vs. 4–Lane Motorway ...... 2-21 2.16.10 Conclusion ...... 2-22 3 Legal and Institutional Framework ...... 3-1 3.1 Overview ...... 3-1 3.2 Environment Regulatory Authorities ...... 3-1 3.2.1 Pakistan Environmental Protection Council ...... 3-1 3.2.2 Ministry of Environment, Local Government and Rural Development ...... 3-1 3.2.3 Pakistan Environmental Protection Agency (Pak–EPA) ...... 3-1 3.2.4 Provincial Environment Protection Agencies ...... 3-2 3.3 Environmental Legislation ...... 3-2 3.3.1 Pakistan Penal Code, 1860 ...... 3-2 3.3.2 Pakistan Explosives Act, 1884 ...... 3-2 3.3.3 Land Acquisition Act, 1894 ...... 3-2 3.3.4 Factories Act, 1934 (Amendment) Act 2012 ...... 3-2 3.3.5 Forest Act, 1927 ...... 3-3 3.3.6 Protection of Trees Act, 1949 ...... 3-3 3.3.7 Motor Vehicle Ordinance, 1965 and Rules 1969 ...... 3-3 3.3.8 Antiquity Act, 1975 ...... 3-3 3.3.9 Labour Laws ...... 3-3 3.3.10 Employment of Child Act, 1977 ...... 3-3 3.3.11 Highway Safety Ordinance, 2000 ...... 3-4 3.3.12 Local Government Ordinance, 2001 ...... 3-4 3.3.13 Pakistan Environmental Protection Act, 1997 (Pak–EPA; 1997) ...... 3-4 3.3.14 Pak–EPA, Review of IEE and EIA Regulations, 2000 ...... 3-5 3.3.15 National Environmental Quality Standards (NEQS) ...... 3-5 3.3.16 Eighteenth Amendment to Constitution of Pakistan Act, 2010...... 3-6 3.4 National Environmental Guidelines and Policies ...... 3-6 3.4.1 National Conservation Strategy (NCS), 1992 ...... 3-6 3.4.2 Guidelines for the Preparation and Review of Environmental Reports, 1997 ...... 3-6 3.4.3 Guidelines for Public Consultation, 1997 ...... 3-7 3.4.4 Guidelines for Sensitive and Critical Areas, 1997 ...... 3-7 3.5 International Treaties and Conventions ...... 3-7 3.6 EIA Approval Procedure ...... 3-7 4 Baseline Description ...... 4-1 4.1 Overview ...... 4-1 4.2 Physical Environment ...... 4-1 4.2.1 Topography and Drainage Patterns ...... 4-1 4.2.2 Land Use ...... 4-2 4.2.3 Geology and Soil ...... 4-4 4.2.4 Climate ...... 4-5 4.2.5 Surface Hydrology ...... 4-13 4.2.6 Groundwater Resources ...... 4-14 4.2.7 Air Quality ...... 4-15 4.2.8 Noise ...... 4-16 4.2.9 Seismology ...... 4-16

Environmental Impact Assessment March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

4.2.10 Traffic and Transport ...... 4-17 4.3 Biological Environment ...... 4-21 4.3.1 Fauna of the Area ...... 4-21 4.3.2 Flora of the Area ...... 4-25 4.3.3 Wetlands...... 4-28 4.3.4 Game Reserve and Protected Areas ...... 4-31 4.4 Socio–Economic Baseline ...... 4-31 4.4.1 Secondary Data ...... 4-32 4.4.2 Primary Data ...... 4-43 4.4.3 Gender Issues in the project area ...... 4-49 5 Stakeholders Consultations ...... 5-1 5.1 Introduction ...... 5-1 5.2 Specific Objectives of Consultation Process ...... 5-1 5.3 Identification of Stakeholders ...... 5-1 5.3.1 Primary Stakeholders ...... 5-2 5.3.2 Secondary Stakeholders...... 5-2 5.4 Stakeholder Consultation during Scoping Stage ...... 5-2 5.5 Stakeholder Consultation during EIA Preparation Stage ...... 5-2 5.5.1 Consultation with Primary Stakeholders ...... 5-3 5.5.2 Consultation with Secondary Stakeholders ...... 5-4 5.6 Women Stakeholders Consultation ...... 5-5 6 Impact Assessment and Mitigation Measures ...... 6-1 6.1 Overview ...... 6-1 6.2 Potential Positive Impacts ...... 6-2 6.3 Potential Negative Impacts ...... 6-3 6.3.1 Preparation of Site-specific EMP (SSEMP) and Associated Plans ...... 6-3 6.3.2 Physical Impacts ...... 6-3 6.3.3 Impacts on Biological Environment ...... 6-18 6.3.4 Impacts on Socio–Economic Environment ...... 6-21 6.4 Summary of Impacts and Mitigation Measures ...... 6-26 7 Environmental Management and Monitoring Plan...... 7-1 7.1 Environmental Management Plan ...... 7-1 7.2 Environmental Monitoring ...... 7-1 7.2.1 Compliance Monitoring ...... 7-1 7.2.2 Effects Monitoring ...... 7-1 7.3 Organisational Responsibilities ...... 7-4 7.3.1 Inclusion of the EMP in Contract Documents ...... 7-4 7.3.2 Implementation Responsibility ...... 7-4 7.3.3 Establishment of Environmental and Social Management Unit ...... 7-5 7.3.4 Chance finds procedures ...... 7-7 7.4 Monitoring Schedule ...... 7-7 7.4.1 Photographic Record of Project Area ...... 7-7 7.4.2 Storage of Information ...... 7-8 7.4.3 Meetings ...... 7-8 7.4.4 Reports ...... 7-8 7.4.5 Complaints Register ...... 7-9 7.4.6 Training Plan ...... 7-9 7.4.7 Environmental Audit ...... 7-9 7.4.8 Environmental and Social Cost Estimates ...... 7-10 8 Conclusion and Recommendation ...... 8-4 8.1 Baseline Conditions ...... 8-4 8.2 Project Impacts ...... 8-4 8.2.1 General ...... 8-5

Environmental Impact Assessment March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

8.2.2 Positive Impacts ...... 8-5 8.2.3 Adverse Impacts ...... 8-5 8.3 Conclusions ...... 8-6 8.4 Environmental and Social Costs ...... 8-6 8.5 Recommendation ...... 8-6 9 References ...... 9-1 Annexure – I: Rapid Environmental Assessment (REA) Checklist ...... a Annexure – II: Performa’s used for Focus Group Discussions ...... c Annexure – III: Engineer’s Estimate ...... i Annexure – IV: National Environmental Quality Standards (NEQS) ...... q Annexure – V: List of Women Participants ...... u Annexure – VI: Detail of Public Consultations ...... v Annexure – VII: Consultations with Departments ...... aa Annexure VIII: Contingency Plans ...... ee Annexure IX: Pictorial Presentation ...... qq Annexure – XII: Lab Reports of Water Quality, Air Quality and Noise Level ...... ccc

List of Figures

Figure 1.1: Proposed alignment of 4–Lane Motorway ...... 1-2 Figure 2.1: Proposed Alignment of the 4–Lane Motorway...... 2-2 Figure 2.2: Roads Access to Various Location of Proposed 4–Lane Motorway...... 2-6 Figure 2.3: Typical cross–section of proposed 4–Lane Motorway ...... 2-9 Figure 2.4: Traffic survey locations ...... 2-10 Figure 2.5: Package wise Traffic Projection on Proposed 4–Lane Motorway ...... 2-14 Figure 4.1: The Starting Point of Proposed 4–Lane Motorway (Indus Highway (N55) Crossing Village Yarak) ...... 4-1 Figure 4.2: Topographic map of Pakistan ...... 4-2 Figure 4.3: Project area marked on Agriculture and Land use map of Pakistan ...... 4-4 Figure 4.4: Project area marked on geological map of Pakistan ...... 4-5 Figure 4.5: Project Location with Reference to Temperature Regimes ...... 4-8 Figure 4.6: Dera Ismail Khan Rainfall Data (1–day annual max) ...... 4-9 Figure 4.7: Mianwali Rainfall Data (1–day annual max)...... 4-9 Figure 4.8: Attock Rainfall Data (1–day annual max) ...... 4-10 Figure 4.9: Project location and different precipitation regimes of Pakistan ...... 4-10 Figure 4.10: Jinnah Barrage the major irrigation structure near to proposed 4–Lane Motorway ...... 4-14 Figure 4.11: Hydrogeological map of Pakistan ...... 4-15 Figure 4.12: Project area marked on Seismic map of Pakistan ...... 4-17 Figure 4.13: Local roads crossing proposed 4–Lane Motorway...... 4-18 Figure 4.14: Average Daily Traffic on existing roads crossing proposed 4–Lane Motorway...... 4-20 Figure 4.15: Migratory Birds Flyway Number 7...... 4-24 Figure 4.16: Wet Lands, Protected Areas, Game Reserves and Historical Places ...... 4-33 Figure 5.1: Places of Public Consultation Located in the Map ...... 5-6 Figure 7.1: Organogram illustrating interface between the Project environmental and social teams ...... 7-4

List of Tables

Table 1.1: Project proponent contact details ...... 1-3 Table 1.2: Key Environmental and Social Aspects Studied during the Project EIA ...... 1-5 Table 1.3: EIA Team ...... 1-8 Table 2.1: Phasing of physical implementation for proposed 4–Lane Motorway ...... 2-3 Table 2.2: Land Use and Vegetation Features of all Packages Sites ...... 2-5

Environmental Impact Assessment March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Table 2.3: Traffic survey type and locations ...... 2-11 Table 2.4: Origin/destination zones ...... 2-11 Table 2.5: Total Annual Average Daily Traffic likely to Divert ...... 2-12 Table 2.6: Generated traffic ...... 2-12 Table 2.7: Total traffic for the 4–Lane Motorway ...... 2-13 Table 2.8: Traffic Projection (Package 1 to 5) ...... 2-14 Table 2.9: Manpower requirements during construction phase ...... 2-16 Table 2.10: Manpower requirement of NHA (operation/maintenance of the 4–Lane Motorway) ...... 2-17 Table 2.11: Manpower requirement of consultant (for construction) ...... 2-18 Table 2.12: Machinery and equipment requirement for the proposed project ...... 2-18 Table 2.13: Detail of project cost along with its financial phasing ...... 2-18 Table 2.14: Carbon Dioxide Intensity per Unit of Mobility of different Transport alternatives...... 2-22 Table 4.1: Land use of the District Dera Ismail Khan...... 4-3 Table 4.2: Land use of the District Mianwali ...... 4-3 Table 4.3: Land use of the District Attock...... 4-3 Table 4.4: Month wise 30 Years Mean Temperature, Precipitation and Relative Humidity recorded at Dera Ismail Khan Stations. 4-6 Table 4.5: Month wise Mean Temperature, Precipitation and Relative Humidity recorded at Mianwali Stations...... 4-6 Table 4.6: Month wise Mean Temperature and Precipitation recorded at Attock Stations...... 4-7 Table 4.7: 1–day annual maximum rainfall (mm) of districts lies in 4–Lane Motorway ...... 4-11 Table 4.8: Extreme values for different return period ...... 4-12 Table 4.9: Surface Water Quality of Project Area ...... 4-13 Table 4.10: Ambient air quality of the area ...... 4-15 Table 4.11: Noise level observed in the project area ...... 4-16 Table 4.12: Seismology data of Pakistan ...... 4-16 Table 4.13: Traffic count survey locations ...... 4-19 Table 4.14: Average daily traffic on existing roads crossing proposed 4–Lane Motorway...... 4-19 Table 4.15: Mammal Species found in the project area...... 4-21 Table 4.16: Avifauna of the District Dera Ismail Khan ...... 4-21 Table 4.17: Avifauna of the District Mianwali...... 4-22 Table 4.18: Avifauna present in the District Attock ...... 4-23 Table 4.19: Reptiles in the three districts of project area ...... 4-24 Table 4.20: Fish species present in three districts of 4–Lane Motorway ...... 4-25 Table 4.21: Flora of district Dera Ismail Khan ...... 4-26 Table 4.22: Flora of the District Mianwali ...... 4-27 Table 4.23: Flora of the District Attock ...... 4-27 Table 4.24: Game reserves of Mianwali and Attock districts ...... 4-31 Table 4.25: Population of all districts ...... 4-32 Table 4.26: Livestock data of all three districts ...... 4-37 Table 4.27: Health facilities in all three districts ...... 4-39 Table 4.28: Education facilities in all three districts ...... 4-39 Table 4.29: Estimated households and population in the project area ...... 4-44 Table 4.30: Availability of health facilities in the project area ...... 4-47 Table 4.31: Availability of Education facilities in the project area ...... 4-47 Table 4.32: Social Amenities and their status in the surveys villages ...... 4-49 Table 4.33: National level gender analysis ...... 4-49 Table 4.34: Level of formal education of respondents ...... 4-50 Table 4.35: Occupational status of women respondents ...... 4-50 Table 4.36: Health facilities availed by women in last year ...... 4-52 Table 4.37: Most common diseases prevailing in the project area ...... 4-52 Table 5.1: Location of FGDs ...... 5-3 Table 5.2: Main points raised by local communities during consultation meetings ...... 5-3 Table 6.1: Environmental Impact Checklist ...... 6-1 Table 6.2: The key positive impacts of the proposed project ...... 6-2 Table 6.3: Summary of Impacts ...... 6-26 Table 7.1: Environmental Management and Monitoring Plan (EMMP) ...... 7-3 Table 7.2: Members of the EST–C ...... 7-6 Table 7.3: Preparation of Periodic Reports ...... 7-8 Table 7.4: Indicative Training Program ...... 7-9 Table 7.5: Environmental Management and Monitoring Cost ...... 7-10

Environmental Impact Assessment March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

List of Abbreviations

Acronym Definition AASHTO American Association of State Highway and Transportation Officials ASTM American Society for Testing and Materials ADB Asian Development Bank BHU Basic Health Unit BOD Biological Oxygen Demand BOQ Bill of Quantities CBD United Nations Convention on Biological Diversity CITES Convention on International Trade of Endangered Species of Wild Fauna and Flora CMS Convention on the Conservation of Migratory Species of Wild Animals CO Carbon Monoxide COI Corridor of Impact CUP Community Uplift Program CPEC China Pakistan Economic Corridor CSC Construction Supervision Consultants DCO District Coordination Officer DFO Divisional Forest Officer FIDA Foundation for Integrated Development Action EDOs Executive District Officers EST–C Environment and Social Team of Contractor EST–CSC Environment and Social Team of Construction Supervision Consultants EST–NHA Environment and Social Team of National Highway Authority EIA Environmental Impact Assessment EMF Electromagnetic Fields ESA Environmental and Social Assessment ESHS Environmental, Social and Health & Safety ESMU Environmental and Social Management Unit EMMP Environmental Management and Monitoring Plan EMP Environmental Management Plan EPRP Emergency Preparedness and Response Plan FGD Focus Group Discussion GDP Gross Domestic Product GHG Greenhouse Gases GOP Government of Pakistan GRM Grievance Resolution Mechanism H&S Health and Safety HSE Health, Safety and Environment Ha Hectare HTV Heavy Travelling Vehicles IEE Initial Environmental Examination IUCN International Union for Conservation of Nature and Natural Resources KP Khyber Pakhtunkhwa KPEPA; 2014 Khyber Pakhtunkhwa Environmental Protection Act 2014 KP-EPA Khyber Pakhtunkhwa Environmental Protection Agency LTV Light Travelling vehicles M–1 Motorway from Peshawar to Islamabad

Environmental Impact Assessment (i) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Acronym Definition M–2 Motorway from Lahore to Islamabad MICS Multiple Indicator Cluster Survey MMP MM Pakistan (Private) Limited MOM Minutes of Meeting NEQS National Environmental Quality Standards NESPAK National Engineering Services Pakistan NGO Non-governmental Organisation NHA National Highway Authority NOC No Objection Certificate

NO2 Nitrogen Dioxide

NOx Nitrogen Oxides NRSP National Rural Support Program Pak-EPA Pakistan Environment Protection Agency PAP Project-Affected Person/People Pb-EPA Punjab Environment Protection Agency PbEPA; 2012 Punjab Environment Protection Act 2012 PEPA Pakistan Environmental Protection Act 1997

PM10 Respirable particulate matter 10

PM2.5 Respirable particulate matter 2.5 PPE Personal Protective Equipment PRSP Punjab Rural Support Program RAMSAR Wetlands of International Importance RAP Resettlement Action Plan RHC Rural Health Centre ROW Right of Way SPO Strengthening Participatory Organization S.R.O Statutory Notifications SCA Sensitive and Critical Areas SIA Social Impact Assessment SDFO Sub-Divisional Forest Officer

SO2 Sulphur Dioxide TDS Total Dissolved Solids TMP Traffic Management Plan WAPDA Water and Power Development Authority WHO World Health Organisation WHS World Heritage Sites WWF World Wildlife Fund for Nature WMP Waste Management Plan

Environmental Impact Assessment (ii) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Glossary of National Terms

Term Definition Term Definition Pacca House constructed with bricks and cement Katcha Road Earthen road etc. Semi- Part of the house constructed with bricks Otaq Formal sitting arrangements for Guests in Pacca and cement while some part is constructed rural areas. with un-burnt bricks and mud, or temporary wooden poles etc. Kacha House constructed with un-burnt bricks and Tehsil/Taulka A sub- division of a district generally a mud, or temporary wooden poles etc. district comprises of 3 to 5 Tehsils /Taulkas

Definitions of Terms

The following terms and definitions have been used in this report: Term Definition Affected Person/People Any person affected by Project-related changes in use of land, water, natural resources, or income losses. Corridor of Influence (COI) The corridor of 4–Lane Motorway where the impact of project activities could extend. Compensation Payment in cash or in kind of the replacement cost of the acquired assets. Shops Commercial structures, like groceries, vulcanizing shops, tailoring shops, beauty parlour, market stalls, hotels, CD stalls, and similar establishments. Indigenous People Refers to ―ethnic minorities‖, ―cultural minorities‖, ―tribes‖, ―natives‖, ―indigenous cultural minorities‖, and ―aboriginals‖ whose social or cultural beliefs and practices are distinct from the mainstream society and are, therefore, at greater risk of being disadvantaged in the development process. Land Acquisition The process whereby a person is compelled by a government agency to acquire all or part of the land a person owns or possesses to the ownership and possession of the government agency for public purpose in return for compensation. Participation A process that allows other stakeholders to influence and share control over development initiatives, decisions and the use of resources that affect them. Project Manager (PM) The officer selected by the NHA, responsible for execution of the project. Rehabilitation Compensatory measures provided on involuntary resettlement other than payment of the replacement cost of acquired assets. Stakeholders Any and all individuals, groups, organizations, and institutions interested in and potentially affected by a project or having the ability to influence a project. Vulnerable The marginalized or those distinct people who might face the risk of marginalization and suffer disproportionately from resettlement affects, including the women, children, destitute persons, Encroacher / Informal Settlers; those with historical or cultural usufruct rights; and landless groups. Generally, people who are below the poverty line are called vulnerable persons, people / family.

Environmental Impact Assessment (iii) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Executive Summary

E.1. Introduction

The Government of Pakistan through National Highways Authority (NHA) has appointed National Engineering Services Pakistan (NESPAK) and MM Pakistan (MMP) as (joint venture) consultants for preparation of feasibility report and detail design including Environmental Impact Assessment (EIA) report of 4–Lane Motorway Project. This Motorway starting from N–55 near Yarak- Dera Ismail Khan will terminate at Hakla on M–1 near Islamabad covering a total length of 285Km.

The EIA has been conducted using a standard methodology prescribed by the federal and provincial EPAs. Various steps of the EIA cover screening, scoping, data collection, data compilation, public consultation, impact assessment, mitigation measure and report compilation.

E.2. Project Background

The National Highways Authority (NHA) has planned to construct this 4–Lane Motorway, as a part of China Pakistan Economic Corridor (CPEC). The Road will pass close to different towns and villages in Dera Ismail Khan (Khyber Pakhtunkhawa Province), Mianwali and Attock districts (Punjab Province). The main towns falling on the proposed route are Dera Ismail Khan, Yarak, Paniala, Abdul–Khel, Essa–Khel, Rokhri, Daud–Khel, Iskandarabad, Pindi–Gheb and Fatehjang. The road will provide new and fast connection for upper Punjab, Khyber Pakhtunkhwa (KP) and Gilgit Baltistan. Later on after completion of remaining roads under CPEC, it will serve as main artery of communication between Gwadar port in Pakistan to China and other Central Asian countries. The existing connection from Dera Ismail Khan to Motorway (M–1) is through M-2 via Chashma, Mianwali, Talgang and Balkasar. The new proposed road will be shortest route as compared to the existing road from Dera Ismail Khan to Islamabad.

The proposed 4-Lane Motorway has been planned to be constructed with bridges, culverts and other structures as per NHA standards. Cost of the project is estimated around Rs. 129,781 million. The project objectives are as under:

. The planned 4–lane Motorway will largely contribute to the economic and social development of the central Punjab and south KP. . It will bring more population into the stream of benefits, which in turn will change the social complexion of people around this road. . Apart from the usual benefits of saving in time this link will transform the entire pattern of transportation in the surrounding areas resulting in uplift of economic condition of local community . This link will bring about further revolution in road transport and time saving journey for passengers. It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in relatively shorter time. . The proposed 4–Lane Motorway between Dera Ismail Khan and Islamabad will be a new hub of business for the central Punjab, southern KP and Afghanistan.

E.3. Proponent of the Project

NHA is the proponent of the Project and all planning and execution activities will be accomplished through a designated Project Director. Contact details are provided in table below.

Environmental Impact Assessment (iv) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Project proponent contact details Project Proponent Information Name National Highway Authority (NHA) Address 27 Mauve Area, G–9/1, Islamabad Telephone 051–9260565 Web page http://nha.gov.pk/

E.4. EIA Team

The study has been carried out by a team comprising experts of various concerned disciplines and technical support staff who assisted in the field work and preparation and review of this EIA. The full team is provided below in table below.

EIA Team Name Designation/ Specialization Organization Rizwan Baig Team Leader NESPAK Pervez Anjum Environmental Engineer MM Pakistan Azmat Beg Principal Environmentalist MM Pakistan Omer Rasheed Sr. Environmentalist MM Pakistan Ihsan ul Haq Farooqi Sociologist MM Pakistan Muhammad Hanif Environmentalist MM Pakistan Meraj Ahsan Qureshi Environmentalist MM Pakistan

E.5. Legislative Framework

Under Pakistan Environmental Protection Act 1997 (PEPA; 1997), Punjab Environmental Protection Act 2012 (PbEPA; 2012) and Khyber Pakhtunkhwa (KP) Environmental Protection Act 2014 (KPEPA; 2014) no proponent of any project shall commence construction or operation unless he has filed with the concerned Environmental Protection Agency, an Initial Environmental Examination (IEE) for general cases and Environmental Impact Assessment (EIA) for sensitive cases. This Environmental and Social Impact Assessment (EIA) report has been prepared to comply with the requirements of federal and provincial EPAs. Mitigation measures of significant environmental impacts anticipated during construction and operation phases are provided in the environmental management and monitoring plan (EMMP) in the EIA.

E.5.1. Project Categorization

According to federal and provincial Environment Protection Agencies ―Review of IEE and EIA regulations 2000‖, all federal and provincial highways or major roads with total cost of Rs.50 million and above fall in schedule–II, projects requiring EIA. Therefore, EIA report of this project has been prepared.

E.5.2. Project Area

Before start of the EIA studies first step is to delineate the project area required to develop baseline and impact assessment of the project. The defined Project Area for this Motorway project is a 285km length of road with 100m width. The EIA study area is named as Corridor of Impact (COI) and is delineated according to two criteria right of way (ROW) and length of the road. The proposed Project corridor have a well-defined ROW that is 100m for the road and 80m (260 ft.) for service areas. All construction sites, spoil disposal areas and related infrastructure (including worker accommodation) will generally remain confined within the ROW. Thus, COI for the proposed 4–Lane Motorway project

Environmental Impact Assessment (v) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 is defined as area within ROW. All private and public structures and infrastructure within the proposed ROW need to be relocated and have direct impact of the Project.

E.6. Description of the Project

The starting point of the 4–Lane Motorway alignment lies in KP Province (Dera Ismail Khan District) but main part passes in Punjab Province (Mianwali and Attock Districts). It is located in mostly flat/rolling and partly hilly terrain. The project has been divided in five packages for construction purpose and will be executed package wise. The period of implementation for the project is 24 months May 2016 to April 2018. For facilitation of local commuters at route of new alignment, clover leaf (Partial/Full) and Diamond Type Interchanges arrangement will be provided for traversing between new alignment and existing road network. For toll operations, toll plaza structure fully equipped as per NHA M–2 standards aided with weigh stations will be used. Bridge structure will be constructed as six lane for crossing existing streams and river crossing (Soan, Indus & Koram), while six flyover structure will be accommodated on existing roads, railways and canal crossings at different locations.

Underpasses and cattle creeps will also be provided for passage of existing roads beneath the new alignment where necessary. Box & pipe culverts (where required) will be provided on the steams/water courses. Plum concrete & RCC type retaining walls will be provided as per site requirement where necessary, while RCC breast walls will be provided mostly in hilly terrain. The proposed Project is envisaged to be implemented in five packages as under:

Package Package Location Approximate Important villages & Towns falling along the No. Length (Km) alignment 01 Yarak to Rehmani Khel (District 55 Yarak, Moazam, Paniala, Abdul–Khel and Dera Ismail Khan) Rehmani–Khel 02 Rehmani Khel to Kot Balian 55 Essa–Khel, Rohari, Beruli, Kundal, Kot Balian and (District Dera Ismail Khan and Wanda Mianwali) 03 Kot Balian to Tarap (District 55 Kuch, Pai–Khel, Daud–Khel, Mari Indus, Dher Mianwali and Attock Umaid Ali Shah, Iskandarabad, Ghari Shah Mardan, Mochh, Dilewali and Tarap 04 Tarap to Pindi–Gheb (District 60 Kharapa, Maira, Kani, Sanga, Thatti, Toot, Attock) Haddowali and Pindi–Gheb 05 Pindi–Gheb to Hakla (District 60 Kot Fateh Khan,Khunda, Rawal, Nathial, Lund, Rawalpindi) Burj, Bhal Syadaan, Neka and Hakla The design of 4–Lane Motorway is based on a set of design criteria (AASHTO) that represents the best internationally accepted engineering practice. At the same time, the specific local site conditions are also considered in the interpretation of these criteria. The ultimate objective of this process is to achieve the desired performance in the constructed facility. Sum up detail of structures to be constructed is given below:

Major Bridges (6 Lane): 03 (At Indus, Soan & Koram Rivers) Interchanges: 11 Nos. Bridges (Four Lane): 15 Nos. Flyovers (Six Lane): 19 Nos. Underpasses: 74 Nos. Culverts: 259 Nos.

E.6.1. Future Traffic Growth Estimates

Traffic forecasts have been made for all the five packages for 25 years (2015–2040) period by using the growth rates based on the following macro as well as regional level factors affecting traffic growth.

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. Growth of registered vehicles in Pakistan, KP, Punjab Province, Mianwali, Dera Ismail Khan and Attock. . Rate of increase in fuel consumption by the transport sector in Pakistan. . Trend in growth in GDP. Average Annual Daily Traffic of all packages indicate that number of vehicles will increase every year and will result in more road density. The fuel consumption due to reduced traffic speed, traffic jams and accidents will result in the absence of the proposed road project. The design of the proposed 4– Lane Motorway will be carried out on the basis of latest traffic counts. Therefore, it is imperative to construct the proposed 4–Lane Motorway Project so that the future traffic and road safety problems could be resolved.

E.6.2. Construction Materials

The materials used in construction of this 4–Lane Motorway would include coarse aggregates (crush), fine aggregates (sand), soil, water, asphalt, reinforcement, cement etc. Almost all these raw materials are locally available in the adjacent areas. The construction material will be procured locally from existing quarries and no new quarry will be required by the contractor.

E.6.3. Construction Camps

Camp sites would 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 villages and other sensitive areas. Final locations would be selected by the contractor after approval from NHA and Construction Supervision Consultants (CSC). The area requirement for construction camps may depend upon the deployed manpower and the type and quantity of machinery mobilized. The contractor will lease the land required to establish construction camps from private landowners.

E.6.4. Cost of the Project

PC–1 cost of the project is amounting to Rs. 129,781 Million. Cost is worked out based on NHA CSR– 2014 considering district Dera Ismail Khan, Mianwali and Attock.

E.7. Baseline Description

Baseline data on physical, biological and socio-economic aspects of the Project Area was collected from both primary and secondary sources, summarised as below.

E.7.1. Physical Environment

. The temperature, precipitation and relative humidity data of the district Dera Ismail Khan, Mianwali and Attock data was obtained from meteorological department. o January is considered to be the coldest month, while June is the hottest month. Temperature during Summer reaching to mean maximum 41oC and extreme maximum 49oC and during Winter down to mean minimum 5oC and extreme minimum 2oC. o Relative humidity in the project area varies between 31.9 % during June to 69% during August. The higher humidity during summer due to higher rates of evapo– transpiration as the monsoon rain, irrigation and Kharif cropping pattern favours its rise.

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o The prevalent wind velocity at the project area is 10–25 km/hr., mostly the summers are windy, and sometime the winter winds can blow above 25 km/hr. and cause extreme cold. . Water quality along road alignment in general is expected to be within the range of NEQS. . The Motorway will cross three rivers Kuram, Indus and Soan . Presently the main source of noise is the project area is vehicular traffic which is considered to be sufficiently below the NEQS. . Air quality of the area is expected to be within NEQS as there is no big city and big industrial estate along the route of the road. . As regards Seismic Risk the Motorway alignment falls in the 2B region except Dera Ismail Khan which lies in 2A region, which is low to medium seismic area.

E.7.2. Biological

. The natural vegetation along the proposed 4–Lane Motorway is mostly composed of shrubs, planted trees but jungle at few places. The most common plants are Keekar, Masquit, Tamarix, Phulai, Ber, Sanatha, Kangan, Kaho or wild olive, Dhaman, Khabari or Wild Fig tree, Toot or Mulberry, Bohar and Jand. . No wetland, national park, wildlife sanctuary game reserve or protected area exist along the road alignment. . Major natural habitats of the fish species near to the project area are the Indus River, Jinnah Barrage and Chashma Barrage, where main species found are Rahu, Mori, Silver and Grass. Manmade fishery farms are common in districts Dera Ismail Khan and Mianwali. . The reptiles of the project area include lizards, snakes and Geckos. Many species of snakes and lizards are now endangered due to increased population, by the predator prey relation and increased use in medical and education field. . Avifauna (Bird Species) in the project area is mainly found along the Indus River and hilly areas of Salt Range.

E.7.3. Socio-Economic

. In the project area main ethnic communities are Jat, Pathan, Malik, Syed, Awan and Niazi. . The people in the project area have two options available for conflict resolution. First is the government judiciary system and second is tribal Jirga (Council of Tribal elders) system. Tribal Jirga system is common in Dera Ismail Khan, whereas government judiciary system is common in Mianwali and Attock districts. . Main occupation of the project area is agriculture. Tenure system includes non–cultivating owners, cultivating owners, tenants and agricultural labourers. . Farming is widely practiced in the project area, farmers face challenges because mainly the area is rain fed. . Average household monthly income ranges between Rs.5000 to 7000, which implies that majority of people in the project area are living below poverty line. . Livestock rearing is common in the project area and is an important source of income for the rural population. According to survey on average every household keeps livestock in small herd of 2 to 5. . All villages in the Project Area have electricity facility.

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. Health facilities are inadequate in the project area. Although dispensaries and hospitals prevail but there is shortage of staff, medicine and equipment‘s. . The women consultation group indicates that about half of the consulted women are housewives and remain engaged on a full time basis in household chores including food preparation, cleaning / housekeeping, caring and rearing of children and taking care of old and sick members of the family. . Forty percent (40%) of the women possessed skills including embroidery and stitching, which are minor household income generating activities. These numbers are likely indicative of the roles women play in the project area. Women are also engaged in the informal rural economy through the rearing of animals. . Of the total women involved in the focus groups, 51.2% were involved in decision making process regarding important issues of sale and purchase of property, for schooling and marriages of their children.

E.8. Stakeholders Consultations

Project stakeholders to be consulted were identified and categorized as primary or secondary stakeholders. Primary stakeholders are individuals or groups of people who will be directly impacted by the Project‘s activities. Secondary stakeholders are individuals, groups of people and institutions which are indirectly affected but have a prominent role in the successful implementation of the Project. Primary stakeholders were consulted during informal and formal meetings which were held in the Project area. Secondary stakeholder consultations were more formal as it involved government representatives and local organizations and NGO‘s

Primary stakeholders were first briefed about the project objectives, proposed route alignment, main design parameters and major interventions associated with the project construction. Afterward, people were asked to express their views regarding the proposed project. Women were also consulted and their main concerns were generally related to the existing hardships they are facing. The consultant environmental and social team visited various organizations and offices located in Dera Ismail Khan, Mianwali and Attock districts for information disclosure and to get feedback.

In general all stakeholders appreciated the project and offered comments & suggestions to enhance the expected environmental and social benefits which have been addressed in the EIA.

E.9. Impact Assessment and Mitigation Measures

Like all development project the 4–Lane Motorway Project is expected to deliver both positive and negative impacts. Summary of impacts identified during construction and operational phase of 4–Lane Motorway are summarised in below. Mitigation measures have been provided in EMMP to offset or reduce to negative impact.

The EIA identifies both positive and adverse impacts likely to arise during construction and operational phases of the project. The adverse impacts identified include impacts, which can be ameliorated or mitigated to well within normally acceptable levels through practicable control and management measures. The adverse impacts are likely to occur mainly during construction phase. Many of these will be temporary in nature and are expected to vanish with the completion of the construction phase of the project. Mitigation measures for all these impacts have been proposed in the EMP. These are considered to be limited given the size of the project and it is considered that the impacts can be ameliorated or mitigated within normally acceptable levels through practicable control proposed EMMP.

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E.9.1. General

. Human and economic displacement is not foreseen on substantial scale as route identified has been planned to pass at the reasonable distance from the villages, towns and other populated areas, therefore. . Limited land acquisition and displacement will take place from the people living in the ROW (100m) of 285 km long Motorway, for which Resettlement Action Plan (RAP) will be prepared by NHA. . There will be no short term or long term adverse impact on surface and ground water quality.

E.9.2. Positive Impacts

. Enhanced economic growth is anticipated due to improved road connectivity, economic and social value addition in the area of influence. The project is anticipated to open the hidden areas of Dera Ismail Khan, Mianwali and Attock districts. . The planned 4–Lane Motorway being part of CPEC will largely contribute to the economic and social development of the China, Pakistan, Afghanistan and central Asian countries. . It will bring more population of remote areas of Dera Ismail Khan, Mianwali and Attock districts in to the stream of benefits, which in turn will change the social complexion of people around this road by creation of jobs and employment opportunities. . Apart from the usual benefits of saving in time this link will transform the entire pattern of transportation in the surrounding areas resulting in uplift of economic condition of local community. . This link will bring revolution in road transport and time saving journey for passengers. There will be enhanced productivity, reduced travel times and less stress to road users. . It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in relatively shorter time. Less transport costs for transport companies because of reduced distance and good quality road. . Unemployment, poverty, lacks of educational and health facilities are among the major social constraints of the settlements and villages located near to project COI. The construction work could offer employment opportunities to thousands of local semi–skilled and unskilled workers. The construction work could offer employment opportunities to hundreds of local semi-skilled and unskilled workers as labourers, drivers, electricians, plumbers, or guards, etc.

E.9.3. Adverse Impacts

. Typical construction related impacts such as dust from vehicles should not be a major problem in most areas, except from off-road access routes passing close to settlements. . During construction there could be a tendency to dispose sewage from the offices, labour camps and other such places in open areas and ditches causing nuisance to adjoining areas. . During operational phase, unscientific disposal of used water generated from offices and service areas will pose threat to ground water. This will have to be strictly avoided by including a proper disposal scheme (treatment plant) in the design. . Deterioration in air quality (air and noise) is envisaged due to the movement of large numbers of vehicles, operation of construction machinery in the project COI especially during construction phase. . Some manageable traffic hazards are anticipated during construction activities.

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. Flora and fauna habitat in project COI is expected to be affected significantly due to project interventions. It is estimated that clearance of COI will require removal or cutting of 11050 trees with girth exceeding from 150mm. . Disturbance to the human and traffic movement in the vicinity of the project area especially on the connecting roads and intersections is foreseen. The impact will be mitigated through adoption of designed Traffic Management Plan (TMP) for each intersection. . Division of village land in different segments, resulting in inconvenience to the people for approaching the resources. It will be mitigated by providing bridges and culverts at all required places. . Blockage of natural drainage channels. The impact will be mitigated by providing proper drainage arrangements at all required places. . Deterioration of air quality in the surrounding of the project site because of induced vehicles and construction machinery exhaust release/emission. Appropriate mitigation measures have been proposed in EMMP. . Increased particulate matters concentration in the air because of project operations like traffic movement, excavation, filling and compaction activities for which suitable mitigation measures have been proposed in EMMP. . Enhanced noise pollution expected to be generated from construction machinery and equipment. The impact will be mitigated by implementing the measures proposed in EMMP. . Cutting of 11050 trees (although road alignment has not dense vegetation), log of all trees cut will be maintained and five trees against one tree cut will be planted as compensatory plantation. Besides compensatory plantation afforestation on both sides of the road are also proposed to enhance the authentic of the area and to enhance positive impacts of the project.

E.10. Environmental Management and Monitoring Plan (EMMP)

An EMMP has been developed (Chapter 0) to provide implementation mechanism for the proposed mitigation measures. The EMMP also provides the organizational structure and defines roles and responsibilities of various entities of the project. The EMMP covers mitigation plan, which precisely defines the mitigation actions, executing and monitoring persons for the implementation. The monitoring component for construction and operational phases have been prepared to ensure that the recommendations made in the EIA to mitigate negative impacts are implemented at the time of implementation of the project. In the proposed EMMP responsibilities for compliance and monitoring have been fixed for proponent, project implementation consultants and contractors. EMMP will be made part of the contract document to ensure its compliance.

E.11. Conclusions

. EIA studies of the environmental and social setting of the proposed project, and implications of the proposed interventions, does not indicate any significant negative impact of such nature or magnitude that would suggest the project to be not feasible. . It is clear as a matter of fact that the project itself do not have any major negative impact on the physical, biological and socio–economic conditions of the project area. The ones that are found to be negative are also site–specific and can be easily managed/ controlled with the strict implementation of the Environmental Management and Monitoring Plan (EMMP). . The proposed EMMP consists of a combination of operational policies, procedures, practices, actions to address identified impacts and risks. It will favour the avoidance and prevention of impacts over minimisation, mitigation, or compensation, wherever technically and financially feasible. Where risks and impacts cannot be avoided or prevented, mitigation measures and

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actions are identified so that the project operates in compliance with applicable national and provincial laws and regulations.

E.12. Recommendations

. Inclusion of proposed EMMP in the bidding document as well as the Contract Agreement to ensure its effective implementation by the Contractor. . NHA being proponent of the project should manage the following sufficiently before start of execution of the project independently or through CSC: o Establishment of an effective ESMU to ensure delivery of its environmental & social responsibilities and obligations on the project. o Grievance Redressal Mechanism to redress the grievances of local staff and communities. o Compensatory Re-plantation Scheme to replace five trees against one tree cut. o Arrangements for Landscaping and Greenification on both sides of 285 km long road through hiring the services of Landscape Consultant. o Development of Safety, Health and Environment Guidelines for implementation of the contractor. o Preparation of Site Specific mitigation plans through contractor for approval from the CSC.

The overall findings of the EIA studies show that the 4–Lane Motorway Project is environmentally and socially viable project subject to the implementation of EMMP in letter and spirit.

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1 Introduction

1.1 Overview

Under Punjab Environmental Protection Act 2012 (PbEPA; 2012), no proponent of any project shall commence construction or operation unless he has filed with the concerned Environmental Protection Agency, an Initial Environmental Examination (IEE) for general cases and Environmental Impact Assessment (EIA) for sensitive cases. This Environmental Impact Assessment (EIA) report has been prepared to comply with the requirements of Punjab Environmental Protection Agency (Pb–EPA).

The National Highway Authority (NHA) has appointed National Engineering Services Pakistan (NESPAK) and MM Pakistan (MMP) as joint venture consultants for preparation of feasibility report and detail design (Annexure – XI) including EIA report (ToR provided in Annexure – X) of proposed 4–Lane Motorway Project from N–55 (Yarak – Dera Ismail Khan) to M–1 (Hakla). The proposed 4– Lane Motorway is a part of China Pakistan Economic Corridor (CPEC). The Road will pass close to different towns in the Dera Ismail Khan, Mianwali and Attock districts. The main towns falling on the proposed route are Fatehjang, Pindi Gheb, Daudkhel, Iskandarabad, Rokhri/Mianwali, Kundal, Abdul Khel, Punialla, Yarak and Dera Ismail Khan. Dera Ismail Khan being located at the junction of N–50, N–55 and this 4–Lane Motorway is expected to become a new hub of business. The route of the 4– Lane Motorway is provided in Figure 1.1. The road will provide new and fast connection for the China, central Punjab, Khyber Pakhtunkhwa (KP), Gilgit Baltistan, Afghanistan and Central Asian countries. The existing connection from Dera Ismail Khan to Motorway (M–1 and M–2) is via Chashma, Mianwali, Talgang and Balkasar near Chakwal. The new proposed road will be parallel and shortest route as compared to the existing road from Dera Ismail Khan to Motorways.

The EIA report describes the prevailing environmental and social conditions of the 4–Lane Motorway starting from Yarak near Dera Ismail Khan on Indus highway (N–55) and terminating at Hakla interchange on M–1 near Taxila. Significant environmental impacts anticipated during construction and operation phases, their mitigation measures and environmental management plan including a monitoring plan are provided in the report.

1.2 China Pakistan Economic Corridor (CPEC)

CPEC is the plan conceived by Chinese and Pakistani leadership. The interventions proposed are construction of highways, railways and pipelines for transportation of oil, gas and to continue many other trades. Kashgar in China will be the starting point of the Economic Corridor its destination will be Gwadar in Pakistan. The route of this highway will pass through all provinces of Pakistan, including AJK and Gilgit Baltistan. The total length of the highways is being estimated up to 3,000km and cost of US$45 billion is the initial estimated cost of this mega–project. This project is expected to be completed up to 2030.

Along with CPEC, Pakistan will become an economic hub in South and Central Asia, an axis of regional trade. The Gwadar Port, while gaining importance as Pakistan‘s economic center, will be one of the most important ports in the Arabian Sea. The corridor not only funds and supports the construction and connectivity of transportation infrastructures, but more importantly aims to promote bilateral cooperation in multiple areas of major projects, as well as information and communication technology, and to set up industrial parks.

Under CPEC, China will invest US$34 billion in thermal, solar and wind power generation facilities and projects to address Pakistan‘s energy and infrastructure problems; as a result it will empower the country‘s economic growth with visible and real economic benefits.

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However, Pakistan will be able to enhance its strategic importance as a bridge and linkage between the European, Asian and African continents with the implementation of CPEC that links South Asia, Central Asia, North Africa and Gulf states with economic and energy cooperation ties.

Figure 1.1: Proposed alignment of 4–Lane Motorway

1.3 Background of the 4–Lane Motorway Project

The proposed road has been planned to be constructed as 4–Lane Motorway along with bridges, culverts and other structures as per NHA standards as a part of CPEC. Cost of the project is estimated around Rs. 110.51 Million. The project objectives are as under:

. The planned 4–Lane Motorway will largely contribute to the economic and social development of the central Punjab and south KP. . It will bring more population into the stream of benefits, which in turn will change the social complexion of people around this road. . Apart from the usual benefits of saving in time this link will transform the entire pattern of transportation in the surrounding areas resulting in uplift of economic condition of local community . This link will bring about further revolution in road transport and time saving journey for passengers. It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in relatively shorter time. . The proposed 4–Lane Motorway between Dera Ismail Khan and Islamabad will be a new hub of business for the central Punjab, southern KP and Afghanistan. 1.4 Proponent of the Project

NHA is the proponent of the Project and all planning and execution activities will be accomplished through a designated Project Director. Contact details are provided in Table 1.1.

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Table 1.1: Project proponent contact details

Project Proponent Information Name National Highway Authority (NHA) Address 27 Mauve Area, G–9/1, Islamabad Telephone 051–9260565 Web page http://nha.gov.pk/

1.5 Proposed Packages

The route has been divided into 05 packages for design and construction purposes as under:

Package # Section Approximate Length (Km) 01 Hakla to Langrial 60 02 Langrial to Soan River 60 03 Soan River to Rokhri 55 04 Rokhri to Abdul Khel 55 05 Abdul Khel to Yarak 55 Total 285

1.6 Purpose of this Document

The overall objectives of an EIA in accordance with the PbEPA; 2012 and Pakistan Environmental Protection Federal Agency Review of Initial Environmental Examination and Environmental Impact Assessment Regulation 2000 include the following: . Help ensure the environmental and social sound0ness and sustainability of project; . Support integration of environmental and social aspects of project into the decision making process; . Promote environmentally sustainable development by supporting the protection, conservation, maintenance and rehabilitation of natural habitats and their functions; . Design and implement project in a way that foster full respect for the dignity of indigenous people, human rights and cultural uniqueness so that they: . receive culturally compatible social and economic benefits; and . do not suffer adverse effects during the development process; . Assist in preserving physical cultural resources and avoiding their destruction or damage; . Assure quality, health and safety in the design and construction of new dams and the rehabilitation of existing dams, and in carrying out activities that may be affected by an existing dam; and . Enable vulnerable and disadvantaged stakeholder groups to participate in an informed manner. 1.7 Project Categorization

As per federal and provincial Environment Protection Agencies ―Review of IEE and EIA regulations 2000‖, developments projects have been categorized into two Schedules i.e. Schedule–I and Schedule–II. An initial environmental examination (IEE) is required for the projects included in Schedule–I, while an environmental impact assessment (EIA) is required for the projects listed in Schedule–II. An IEE is required for the project expected to have fewer potential adverse impacts,

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 whereas an EIA is required for those projects which have the potential for significant adverse environmental/social impacts.

According to these regulations all federal and provincial highways or major roads with total cost of Rs.50 million and above fall in schedule–II projects requiring EIA. Therefore, this project requires complete EIA.

1.8 Scope of EIA

The scope of the EIA Report includes collection and processing of all necessary secondary as well as primary data pertaining to the area from where the ―4–Lane Motorway‖ will pass. The data is required for preparation of the EIA as per PEPA 1997. The baseline information documented in this report reflects the prevailing physical, biological, socio–cultural and economic conditions of the Project.

The main activities carried out for the preparation of the EIA report are as follows:

. Collection of baseline information on physical, biological and socio–economic conditions prevailing in the Project area; . Conduct impact assessments; . Propose mitigation and enhancement measures; and . Develop an Environmental Management and Monitoring Plan (EMMP) In accordance with national and international requirements for social appraisal, the setting of the scope of works for the EIA includes consideration of the following:

. Labour, health, safety, and security risk and impacts; . Primary project related facilities along with associated facilities that are not directly part of the project but whose viability and existence would depend on the project. . Risks and impacts that may arise for each key stage of the project cycle, including pre– construction, construction, operations . Role and capacity of the relevant parties including government, contractors and suppliers to the extent that they may pose a risk to the project commensurate with reasonable control and influence that NHA may have; and . Potential third party impacts including supply chain considerations. The EIA will identify negative and positive, direct and indirect, and cumulative impacts of the project related to the bio–physical and the socio–economic environment.

1.9 Project EIA Study Area

The EIA study area is named as Corridor of Impact (COI) and is delineated according to two criteria right of way (ROW) and length of the road. The proposed Project corridor have a well-defined ROW that is 100m for the road and 100m for service areas. All construction sites, spoil disposal areas and related infrastructure (including worker accommodation) will generally remain confined within the ROW. Thus, COI for the proposed 4–Lane Motorway project is defined as area within ROW. All private and public structures and infrastructure within the proposed ROW need to be relocated and have direct impact of the Project.

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1.10 Approach & Methodology

1.10.1 Approach

A multi–disciplinary team of experienced and qualified environmental and social scientists was assembled to carry out the required resource assessment, generation and analysis of baseline data, determination of potential impacts and recommendation of mitigation measures. An iterative approach among the environmental team members and other project professionals was adopted, and was facilitated by fortnightly or weekly team meetings as required. The EIA team worked very closely with design team and other professionals.

The team utilized the task oriented approach to data gathering, analysis, and presentation whereby team members conducted the reconnaissance investigations together to determine the critical elements for analysis and the issues to be highlighted for the design and planning process. Team meetings were held to discuss the progress of investigations and analyses and facilitate integration of data toward an understanding of the systems at work in both the natural and built environment.

Baseline data for the COI was generated using a combination of field studies; analysis of maps, plans, aerial photos; review of reports and background documents; structured interviews and stakeholder meetings; public consultations; and laboratory analyses.

Data were collected and analyzed for the physical, biological and socio–economic aspects of the environment including topography, drainage, hydrogeology, climate and rainfall, water quality and quantity, air quality, noise, flora, fauna, habitats, endangered species, community structure, employment, demographics, traffic projections and public sentiment. Standard scientific methodologies were applied and are supported by references and documentation. Table 1.2 summarizes the typical environmental and social aspects associated with highways projects.

Table 1.2: Key Environmental and Social Aspects Studied during the Project EIA

Environmental Social Climate Employment Generation Surface Water Quality and Hydrology Land Acquisition and Property Ownership, including resettlement and livelihood restoration Noise and Vibration Public Health, Community Safety and Security, including HIV/AIDS Traffic and Transportation Archaeological and Cultural Heritage Air Quality and Dust Community Relations and Conflict Management Biological (Flora and Fauna) Ecology, Wetlands and Biodiversity Fisheries

1.10.2 Methodology

Baseline information has been collected from both primary and secondary sources. Primary data on physical environment flora/fauna, fisheries, air quality, noise and volume were collected through field visits. The primary data on socio–economic was gathered through key stakeholder meetings, focus groups and public consultation meetings. Standard methodologies as detailed below have been adopted for the collection of baseline information.

Secondary data includes reviews of previous environmental and social reports, articles and published papers, from NHA, civil society organisations, non–governmental organisations, local media and business groups. It also includes information gathered from different departments i.e. Meteorology Department, Fisheries Department, Wildlife Department and Local Government Departments.

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1.10.2.1 Physical Environment A survey was conducted to collect information on the physical environmental aspects including baseline geological and hydrological components of the proposed 4–Lane Motorway, which was supported by field investigations and ground trothing.

Reconnaissance Survey

Reconnaissance survey of the project area was conducted and information was gather from field reconnaissance, aerial photographs, previous site and intrusive site reports done and current public domain reports held within various governmental and non–governmental organizations. Rapid Environmental Assessment Checklist (Annexure I) was filled to know the overall initial picture of the project route.

Climate and Rainfall

Climate data including rainfall was collected from the National Meteorological Department and other secondary sources.

Natural Hazard Risk

Assessment of natural hazard risk was accomplished through a review of relevant literature pertaining to history of heavy rainfall. Information on historical events was obtained from residents in the surrounding communities during consultation process.

Air Quality

Air Quality of any area includes ambient air quality and noise level. Particulate matter (PM) refers to discrete particles in ambient air that exist either as solid particles, or as liquid droplets. The sources of PM are: natural, e.g. pollen; a combination of natural and man–made in variable proportions, e.g. roadside dust, and smoke from vegetation and wood burning; and wholly man–made, either: naturally, e.g. household dust from skin shedding; or activity–related, e.g. smoking, cooking and barbecuing, vehicle use, industrial activities, etc. Data on air quality were obtained from secondary sources.

Water Quality

The major objectives of the baseline water quality assessment were to establish baseline water quality conditions of the surface water systems. Indus River is the only major water body which will transverse by the 4–Lane Motorway. Water quality tests quantified the concentration and distribution of the following chemical and Biological parameters:

. pH . Salinity . Dissolved Oxygen . Turbidity Total Suspended Solids . Nitrate . Phosphate . Biochemical Oxygen Demand (BOD) . Oil and Grease . Total and Faecal Coliform The water quality of the Indus River was obtained from the secondary sources.

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Noise

The whole route of the 4–Lane Motorway falls in the rural areas and noise level is expected to be below the NEQS. The Noise level of the project area was obtained from the secondary sources.

1.10.2.2 Biological Environment The vegetation and habitat types were classified with information gathered during the field visits and other secondary sources.

Flora

The information was gathered from forests departments located in Dera Ismail Khan, Mianwali and Attock. Information have been added to the total species list. However given the lack of homogeneity and the linear layout of the road significant variation is expected.

Fauna

Information regarding fauna of the project area were gatherers from wildlife departments located in the Dera Ismail Khan, Mianwali and Attock.

1.10.2.3 Socio–Economic Environment Information on land–use, employment and livelihoods, economic enterprise, demography, social/community structures, and traffic and transportation were collected from secondary sources and field investigations.

Social Assessment

The main themes addressed in the report are:

. Land uses and livelihoods . Developments underway . Community facilities . Social infrastructure . Heritage . Intersections and social right of ways . Community attitude Keeping in view the nature and scope of the study, a symbolic interactions perspective has been adopted to translate the subjective views of the inhabitants of the project area into objective indicators to design the social assessment study. This included both men and women at a common village places in the form of ―focus group discussion‖ (FGD). The scientific methodology adopted by the researchers was most likely to generate the collection of valid and reliable findings to make the project socially acceptable, gender positive and pro–poverty reduction.

Key informants (both male and female) within the selected villages were interviewed to generalize the study findings at the Project level and reflect the ―felt needs‖ and genuine demands at the community level rather than reflecting a wish list of fewer selected influential village inhabitants.

Two questionnaires (Annexure II) were developed, one for men and the other for women, containing a set of questions designed to provide an interview guide for those participating in the FGDs. These questionnaires enable the collation of relevant data and information on the subjects. Data collected from the field was edited by the same field researchers to ensure consistency and prevent any discrepancy with the data. It was then computed and tabulated for inclusion in the report.

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Consultation Process

A series of comprehensive consultations with the project stakeholders were carried out at various locations during the EIA process. The consultation and scoping sessions were designed specifically to provide project information to the public. These sessions had an informal character to encourage a friendly atmosphere in which participants were comfortable in asking questions, expressing opinion and raising and seeking clarification on their concerns with the Project. A participatory and consultative approach was employed for information gathering and data collection. As well as the FGDs already mentioned, one–to–one meetings were held with the institutional stakeholders. These discussions were held with project beneficiaries and other local communities.

This process of public consultation was conceived to interact meaningfully with local communities and other stakeholders. The consultations also facilitated a better understanding of local knowledge with respect to the various sorts of issues and concerns and integration of these into the project design.

1.11 Organization of the Report

The EIA report is divided into eight chapters as follows:

Executive Summary

Chapter 1 Introduction Chapter 2 Project Description Chapter 3 Legal and Institutional Framework Chapter 4 Baseline Description Chapter 5 Stakeholders Consultations Chapter 6 Impact Assessment and Mitigation Measures Chapter 7 Environmental Management and Monitoring Plan Chapter 8 Conclusion and Recommendation

Error! Reference source not found. Appendices

1.12 EIA Team

The study has been carried out by a team comprising experts of various concerned disciplines and technical support staff who assisted in the field work and preparation and review of this EIA. The full team is provided below in Table 1.3.

Table 1.3: EIA Team

Name Designation/ Specialization Organization Rizwan Baig Team Leader NESPAK Pervez Anjum Environmental Engineer MM Pakistan Azmat Beg Principal Environmentalist MM Pakistan Omer Rasheed Sr. Environmentalist MM Pakistan Ihsan ul Haq Farooqi Sociologist MM Pakistan Muhammad Hanif Environmentalist MM Pakistan Meraj Ahsan Qureshi Environmentalist MM Pakistan

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2 Project Description

2.1 Overview

The proposed 4–Lane Motorway will start from Yarak on Indus highway (N–55) near Dera Ismail Khan and ends at Hakla on M–1 near Islamabad. The total length of the 4–Lane Motorway is estimated as 285km traversing Dera Ismail Khan, Mianwali and Attock districts. The 4–Lane Motorway is a part of the Western corridor of the CPEC and is expected to boost the business activities in northern Punjab, southern KP, Baluchistan and Afghanistan, Central Asia and China. The existing connection from Dera Ismail Khan to Rawalpindi/Islamabad is via Chashma, Mianwali, Talagang, Balkasar/ M–2. This road segment between Dera Ismail Khan and Chashma sooner or later may be closed as the Atomic Energy Commission has their sensitive establishments in this vicinity. The new route will be a shortest and fastest facility as compared to the existing available road network from Dera Ismail Khan to Rawalpindi/Islamabad, AJK, Northern area and Peshawar.

2.2 Objectives of the Proposed Project

Besides numerous unquantifiable benefits such as improved environment, better communication, enhanced economic activities and less driving stress etc., the implementation of the Project is envisaged to have the following objectives:

. The planned 4–Lane Motorway will largely contribute to the economic and social development of the northern Punjab and southern KP. . It will bring more population in to the main stream of benefits, which in turn will change the social complexion of people around this road. . Apart from the usual benefits of saving in time this link will transform the entire pattern of transportation in the surrounding areas resulting in uplift of economic condition of local community. . This link will bring further revolution in road transport and time saving journey for passengers. It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in relatively shorter time. . The Proposed 4–Lane Motorway between Dera Ismail Khan and Islamabad will be a new hub of business for the northern Punjab, Southern KP and Afghanistan and china. 2.3 Proposed Alignment of the 4–Lane Motorway

The proposed alignment of the 4–Lane Motorway will start from Yarak on Indus highway in Dera Ismail Khan and will cross through distinctive towns in the Dera Ismail Khan District, cross Indus River between Kalabagh & Mianwali, connecting Pindi–Gheb, Fatehjang lastly ends at Hakla on M–1. This road further may connect with Zhob, Tank through dualization & improvement of N–50 to facilitate Quetta and Gwadar traffic. Proposed alignment of 4–Lane Motorway is shown in Error! Reference ource not found..

2.4 Project Administrative Jurisdiction

The starting point of the 4–Lane Motorway alignment lies in KP Province (Dera Ismail Khan District) but main part passes in Punjab Province (Mianwali and Attock Districts). It is located in mostly flat/rolling and partly hilly terrain.

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Figure 2.1: Proposed Alignment of the 4–Lane Motorway.

Proposed Alignment of the 4–Lane Motorway

Motorway Alignment

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2.5 Project Implementation Schedule

The project has been divided in five packages for construction purpose and will be executed package wise. The period of implementation for the project is 24 months and it will commence from May 2016 and will end at April 2018. A tentative works schedule and programme is presented in Table 2.1. This schedule is subject to change depending on the procurement process and following award of the contract.

Table 2.1: Phasing of physical implementation for proposed 4–Lane Motorway

2015–16 2016–17 2017–18 Sr. # Items of Work

1 Earthwork 2 Subbase & Base 3 Surface Course Pavement 4 Structures (Culverts, Retaining Walls, Beast Walls) 5 Structures Bridges 6 Soil Investigation for Bridges 7 Drainage/ Protection Works 8 Ancillary Works 9 Land Compensation and Relocation of Utilities

2.6 Components of the Project, Land-Use and Vegetation Features along each Package Site

For facilitation of local commuters at route of new alignment, clover leaf (Partial/Full) and Diamond Type Interchanges arrangement will be provided for traversing between new alignment and existing road network. For toll operations, toll plaza structure fully equipped as per NHA M–2 standards aided with weigh stations will be used. Bridge structure will be constructed as six lane for crossing existing streams and river crossing (Soan, Indus & Koram), while six flyover structure will be accommodated on existing roads, railways and canal crossings at different locations.

Underpasses and cattle creeps will also be provided for passage of existing roads beneath the new alignment where necessary. Box & pipe culverts (where required) will be provided on the steams/water courses. Plum concrete & RCC type retaining walls will be provided as per site requirement where necessary, while RCC breast walls will be provided mostly in hilly terrain. The proposed Project (285 km) is envisaged to be implemented in five packages. The land-use features along each package are presented in Table 2.2. Sum up detail of structures to be constructed is as under:

Major Bridges (6 Lane): 03 (At Indus, Soan & Koram Rivers)

Interchanges: 11 Nos.

Bridges (Four Lane): 15 Nos.

Flyovers (Six Lane): 19 Nos.

Underpasses: 74 Nos.

Culverts: 259 Nos.

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2.6.1 Road Access to Project Site

The proposed 4–Lane Motorway can be accessed through various local roads that crosses the project sites. The name of the roads that will provide direct access to project sites are mentioned below.

. Dara–e–Tang Kundal Chashma road . Mianwali Kalabagh road . Jand – Tarap – Talagang road . Jand – Injra – Talagang road . Maira Sharif road . Rawal road . Dhok Durian road . Kot Fateh Khan road . Gulyal road . Jand Pindigheb road . Pindigheb Attock road . Kohat road (N80) . Fatahjang Attock road Map showing the road access to various project locations is presented in Figure 2.2.

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Table 2.2: Land Use and Vegetation Features of all Packages Sites

Package Package Location Approximate Important villages & Land use features of the site No. Length (Km) Towns falling along the alignment 01 Yarak to Rehmani 55 Yarak, Moazam, Paniala, Basically its sandy area with inadequate and insufficient supply of water for agriculture. Although it is Khel (District Dera Abdul–Khel and Rehmani– rain fed area but irrigation from hill torrents through Rod Kohi system is common. The Rod Kohi system Ismail Khan) Khel is not fulfilling the need of the farmers as available water is insufficient. In this irrigation system water is allowed to flow to the next field only when the first field is filled. The soil is loamy and somewhere hard. Main crops of the area are wheat, barley, jawar and grams. 02 Rehmani Khel to 60 Essa–Khel, Rohari, Beruli, The area is the combination of irrigated and rain fed planes. In general, the soil of the area take their Kot Balian (District Kundal, Kot Balian and character from the underlying rocks and are in consequence either limestone or sandstone detritus. Dera Ismail Khan Wanda Lands of the area near to Indus River are sandy, loamy and fertile. There is no protected area within or and Mianwali) in the immediate vicinity of the Project area except Sheikh Badin national park located near Paniala. The permanent streams in the area are Gumal, Gejastan, Gudh and Paniala. The major crops of the area are wheat, grams, taramera, and mustard. The important species of wildlife are found at Chashma Barrage, which is declared Wildlife Sanctuary by government of the Punjab. 03 Kot Balian to Tarap 55 Kuch, Pai–Khel, Daud– This area can be divided into two parts, a hilly terrain (Salt range) and firm clay plain falling in front of (District Mianwali Khel, Mari Indus, Dher Salt Rang. In hilly part cultivation is possible only on slopes and plain area is producing every crop like and Attock Umaid Ali Shah, wheat, cotton and sugarcane etc. Water logged area also found near Daudkhel. Namal Game reserve Iskandarabad, Ghari Shah at a distance of approximately 15–20 KM from the proposed road alignment is an important site for Mardan, Mochh, Dilewali wildlife but 4–Lane Motorway project is expected to have no impact on it. The Salt range is adequately and Tarap rich in minerals like Sodium Chloride, Gypsum and coal. The important places located near and along to proposed alignment are Jinnah barrage, Kalabagh city, Namal lake, Daudkhel and Iskandarabad. Fertilizer and cement factories are operating in Iskandarabad & Daudkhel. Kalabagh wildlife game reserve is a largest private game reserve located near to road alignment. 04 Tarap to Pindi– 50 Kharapa, Maira, Kani, The area is high upland plateau dissected by numerous streams and hills and bounded on the west by Gheb (District Sanga, Thatti, Toot, the Indus. Agriculture is dependent largely on rainfall, which is greatest in the northwest and declines Attock) Haddowali and Pindi–Gheb to arid conditions in the southwest. The main crops grown are wheat, barley in the Rabi (Winter) whereas onions, melons, and tobacco in the Kharif (Summer) season. 05 Pindi–Gheb to 60 Kot Fateh Khan, Khunda, The area south of the Kala Chitta Range is also part of upland plateau. It is hot in summer while in Hakla (District Rawal, Nathial, Lund, Burj, winter a chilly north wind prevails. The road from Basal to the Kalla Chitta running through reserved Rawalpindi) Bhal Syadaan, Neka and forest, passing through winding valleys and hills, is a fascinating medley of jungles. Rain fed agriculture Hakla, is the characteristic of the area. Main crops grown are Jawar, bajra and nuts in Kharif (Summer), wheat, barley and grams in Rabi (Winter) season. The settlements are scattered and sparsely populated.

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Figure 2.2: Roads Access to Various Location of Proposed 4–Lane Motorway.

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2.7 Geometric Design of the Proposed Road Project

The design of 4–Lane Motorway is based on a set of design criteria (AASHTO) that represents the best internationally accepted engineering practice. At the same time, the specific local site conditions are also considered in the interpretation of these criteria. The ultimate objective of this process is to achieve the desired performance in the constructed facility.

2.7.1 Design Criteria

Design Speed: Flat : 120 km/hr. Rolling/ Mild/Hilly Terrain : 100 Km/hr. Mountainous Terrain : 60 km/hr.

Road Width: No. of Travel Lanes : 4 Lanes Lane Width : 3.65 m each Travel Lane Width : 14.6 meters Inner Shoulder : 1.0 meters Outer Shoulder : 3.0 meters

Cross Slope: Pavement : 2.0% Shoulder : 4.0%

Embankment: Side Slope : 2:1 (Common) and 1.5:1(Rock) Right of Way : 100 m (Flat/Rolling) and 80 m (Hilly) Maximum Super Elevation : 6%

Horizontal Curves Parameters Flat : 760 meters Rolling : 450 meters (Radius) Mountainous Area : 85 meters

Vertical Curves Parameters Min. K (at Crest) Flat /Rolling Area : 95 meters Hilly Area : 52 meters Min. K (at Sag) Flat /Rolling Area : 63 meters Hilly Area : 45 meters

Gradient: Ruling : 2~3% Maximum : 6% Minimum : 0.30%

Design Life of Structures: Design Return Period Culverts : 25 Years Bridges /Flyovers : 50 Years

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Structures (Culverts) Loading : Class A / AA (Whichever is severer) Structures (Bridges) Loading : Class AA /70 Ton Tank as per West Pakistan Code of Pakistan for Highway Bridges 1967, or Class A (Whichever is severer)

Structures (Bridges) Cross Section (4 Lane) Total Width : 24.2 meters Height of Railing above walkway : 1.0 m Cross Slope : 2.5 %

Structures (Bridges) Cross Section (6 Lane) Total Width : 31.5 meters Height of Railing above walkway : 1.0 m Cross Slope : 2.5 %

Structural System: Deck Slab : RCC Main Girders : Pre–stressed Barrier Type : New Jersey The typical cross–section is shown in Figure 2.3

2.8 Civil Works

Design of the civil works and their scope are given below:

2.8.1 Pavement Design:

Design Life: 10 Years Design ESAL (Package–wise): Package–I: 46.65 Million Package–II: 56.98 Million Package–III: 61.24 Million Package–IV: 85.07 Million Package–V: 88.39 Million Standard Axle Load (ESAL): (Above calculations are based on the assumption that max. individual axle load shall be limited to 12 ton by means of monitoring & enforcement) Design CBR: In view of soil classification & the representative CBR tests, a design CBR value of 05% has been adopted for Embankment, 30% for Improved subgrade, 50% for sub base & 80% for aggregate base. The pavement thickness for the project is given below: Main Road Asphaltic Wearing Course: 50mm Asphaltic Base Course: 160mm Aggregate Base Course: 250mm Granular Sub–base: 150mm Shoulder (both Sides) Triple Surface Treatment (TST) Aggregate Base Course: 430mm Sub–base Course: 150mm Service Road (Where Required) Metaled TST, WBM: 100mm Sub–base 150mm

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Figure 2.3: Typical cross–section of proposed 4–Lane Motorway

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2.9 Traffic Forecast

2.9.1 Traffic Count Survey

In order to assess the vehicle–wise traffic volume expected to use 4–Lane Motorway, initial surveys were made to select the existing roads/route from where traffic would divert to the subject facility after its completion. Consultant undertook 3 days classified 24 hours continuous traffic count surveys and 1 day 12 hours O/D surveys in the month of November 2015 on various roads/locations (total seven) from where traffic is expected to divert to the 4–Lane Motorway at different date/days as detailed below in Figure 2.4 and Table 2.3.

Figure 2.4: Traffic survey locations

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Table 2.3: Traffic survey type and locations

Data Survey Locations Date Day Survey Duration Collection Type Road Location point DC–1 N–55 Near shahbaz 23-11-2015 Monday MCC 3 – Days khel 24-11-2015 Tuesday continuous 25-11-2015 Wednesday O/D 12 hrs. DC–2 Dera Ismail Near Mor 23-11-2015 Thursday MCC 3 – Days Khan – kundiyaan 24-11-2015 Friday continuous Mianwali 25-11-2015 Saturday O/D 12 hrs. Road DC–3 Mianwali Near fakhar 23-11-2015 Thursday MCC 3–Days Talagang Abad 24-11-2015 Friday continuous Road 25-11-2015 Saturday O/D 12 hrs. DC–4 Jund Mianwali Near Uchri 23-11-2015 Monday MCC 3–Days Road 24-11-2015 Tuesday continuous 25-11-2015 Wednesday O/D 12 hrs. DC–5 Kohat Jund Near Police 23-11-2015 Monday MCC 3–Days Road check post 24-11-2015 Tuesday continuous Khushalgarh 25-11-2015 Wednesday O/D 12 hrs. DC–6 Rawalpindi Near Rangli 23-11-2015 Monday MCC 3–Days Jund 24-11-2015 Tuesday continuous Road 25-11-2015 Wednesday O/D 12 hrs. DC–7 Pindi–Gheb Near dhok 23-11-2015 Thursday MCC 3–Days Fateh Jung syedan 24-11-2015 Friday continuous Road 25-11-2015 Saturday O/D 12 hrs. MCC: 24–Hours continuous O/D: 12–Hours continuous

The traffic categories noted during count survey were: Animal–drawn Vehicles; Cycles; Motorcycles; Rickshaws; Cars/ Jeeps/ Taxis/ Pajeros; Loader Pickups; Suzuki Passenger Pickups; Buses; Mini Buses/Coasters; Tractors/ Tractor Trolleys; Trucks 2–Axles; Truck 3–Axles; Large Trucks/ Trailers/ 4– Axles and above.

2.9.2 Categorization of Origin/ Destination into Zones

In order to estimate traffic likely to use the proposed 4–Lane Motorway, origin and destinations routes were categorized into six different zones with common origin and common destinations based on geographical location in O&D Survey findings detail of which is given in Table 2.4.

Table 2.4: Origin/destination zones

Sr. # Zones Common Origin/Destination 1. Zone–1 Dera Ismail Khan, Baluchistan, Tank, Sindh etc. 2. Zone–2 Bannu, South Waziristan etc. 3. Zone–3 Mianwali, Khushab, Sargodha, Faisalabad etc. 4. Zone–4 Chakwal, Malakwal, Talagang etc. 5. Zone–5 Kohat, Jand, North Waziristan etc. 6. Zone–6 Rawalpindi, Attock , Abbottabad etc.

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2.9.3 Package wise Diverted Traffic

Based on O&D surveys, traffic likely to use the 4–Lane Motorway for each package has been calculated and is given in Table 2.5.

Table 2.5: Total Annual Average Daily Traffic likely to Divert

Motorized Vehicles Package–1 Package–2 Package–3 Package–4 Package–5

Car / Jeep / Taxi 4371 4065 4633 5335 5481 Pajero / Suzuki Pick–Up 448 411 472 540 553 Hiace Wagon 930 1183 1201 2179 2255 Mini Bus / Coaster 199 162 166 368 381 Bus 343 289 295 568 593 Loader Pick–Up 652 694 703 1449 1590 Truck 2 Axle 913 1109 1251 1880 1950 Truck 3 Axle 980 1164 1277 1695 1768 Truck 4 Axle 515 611 676 902 937 Truck 5 Axle & above 558 682 759 1051 1088 Total 9909 10370 11435 15968 16596

2.9.4 Generated Traffic for 4–Lane Motorway

Generated traffic is divided into two categories. The principal is the traffic that emerges inferable from the new activity which is generated by the opening of the zone encompassing the road. The second is the traveller/cargo movement that would have been in the zone in any case and embraces a voyage made conceivable after a change and which would not have thought that it was advantageous to go before the change on the grounds that the trip would have been too long, badly arranged or costly. Generated Traffic for the proposed project has been calculated by applying an overall percentage i.e. 5% to the total base year diverted traffic estimates and is summarized in Table 2.6.

Table 2.6: Generated traffic

Motorized Vehicles Package–1 Package–2 Package–3 Package–4 Package–5 Car / Jeep / Taxi 219 203 232 267 274 Pajero / Suzuki Pick–Up 22 21 24 27 28 Hiace Wagon 46 59 60 109 113 Mini Bus / Coaster 10 8 8 18 19 Bus 17 14 15 28 30 Loader Pick–Up 33 35 35 72 79 Truck 2 Axle 46 55 63 94 98 Truck 3 Axle 49 58 64 85 88 Truck 4 Axle 26 31 34 45 47 Truck 5 Axle & above 28 34 38 53 54 Total 495 519 572 798 830

2.9.5 Total Traffic (Diverted + Generated) for the 4–Lane Motorway

Total traffic (Diverted + Generated) is given in Table 2.7.

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Table 2.7: Total traffic for the 4–Lane Motorway

Motorized Vehicles Package–1 Package–2 Package–3 Package–4 Package–5 Car / Jeep / Taxi 4589 4268 4865 5601 5755 Pajero / Suzuki Pick–Up 470 431 496 567 581 Hiace Wagon 976 1242 1261 2288 2368 Mini Bus / Coaster 209 170 174 387 400 Bus 361 304 310 597 623 Loader Pick–Up 685 729 739 1521 1669 Truck 2 Axle 959 1165 1313 1974 2048 Truck 3 Axle 1029 1222 1341 1780 1857 Truck 4 Axle 540 641 710 947 983 Truck 5 Axle & above 586 716 797 1104 1143 Total 10405 10889 12006 16766 17426

2.9.6 Future Traffic Growth Estimates

Traffic forecasts have been made for all the five packages for 25 years (2015–2040) period by using the growth rates based on the following macro as well as regional level factors affecting traffic growth.

. Growth of registered vehicles in Pakistan, KP, Punjab Province, Mianwali, Dera Ismail Khan and Attock. . Rate of increase in fuel consumption by the transport sector in Pakistan. . Trend in growth in GDP. The details of the traffic projections for all the packages are given in Table 2.8 and graphically shown in

Figure 2.5.

Average Annual Daily Traffic of all packages clearly indicate that number of vehicles will increase every year and will result in more road density. The fuel consumption due to reduced traffic speed, traffic jams and accidents will result in the absence of the proposed road project. The design of the proposed 4–Lane Motorway will be carried out on the basis of latest traffic counts. Therefore, it is imperative to construct the proposed 4–Lane Motorway Project so that the future traffic and road safety problems could be resolved.

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Table 2.8: Traffic Projection (Package 1 to 5)

Package–1 Package–2 Package–3 Package–4 Package–5 Motorized Vehicles 2015 2025 2035 2040 2015 2025 2035 2040 2015 2025 2035 2040 2015 2025 2035 2040 2015 2025 2035 2040 Car / Jeep / Taxi 4589 5894 7143 7757 4268 5481 6643 7214 4865 6248 7573 8223 5601 7193 8718 9468 5755 7391 8958 9728 Pajero / Suzuki Pick–Up 470 604 732 795 431 554 671 730 496 637 772 839 567 729 883 960 581 746 904 983 Hiace Wagon 976 1248 1514 1702 1242 1588 1927 2166 1261 1613 1957 2199 2288 2926 3550 3990 2368 3028 3674 4130 Mini Bus / Coaster 209 268 325 358 170 217 264 290 174 222 270 297 387 495 600 661 400 511 620 683 Bus 361 461 559 608 304 389 472 513 310 396 481 523 597 763 926 1007 623 797 967 1051 Loader Pick–Up 685 1146 1580 1793 729 1221 1683 1909 739 1236 1705 1934 1521 2547 3511 3983 1669 2794 3852 4370 Truck 2 Axle 959 1328 1689 1867 1165 1614 2052 2269 1313 1820 2314 2558 1974 2735 3478 3845 2048 2837 3607 3988 Truck 3 Axle 1029 1426 1813 2005 1222 1693 2153 2380 1341 1858 2362 2612 1780 2466 3135 3466 1857 2572 3270 3616 Truck 4 Axle 540 749 952 1053 641 889 1130 1249 710 984 1251 1383 947 1312 1669 1845 983 1363 1733 1916 Truck 5 Axle & above 586 812 1033 1142 716 993 1262 1395 797 1105 1404 1553 1104 1530 1945 2150 1143 1583 2013 2226 Total: 10405 13935 17341 19080 10889 14637 18256 20116 12006 16118 20088 22122 16766 22694 28415 31376 17426 23621 29598 32691

Figure 2.5: Package wise Traffic Projection on Proposed 4–Lane Motorway

10000 9000 Car / Jeep / Taxi 8000 Pajero / Suzuki Pick-Up 7000 Hiace Wagon 6000 5000 Mini Bus / Coaster 4000 Bus 3000 Loader Pick-Up 2000 1000 Truck 2 Axle 0 Truck 3 Axle Pack-1 Pack-2 Pack-3 Pack-4 Pack-5 Pack-1 Pack-2 Pack-3 Pack-4 Pack-5 Pack-1 Pack-2 Pack-3 Pack-4 Pack-5 Pack-1 Pack-2 Pack-3 Pack-4 Pack-5 Truck 4 Axle Truck 5 Axle & above 2015 2025 2035 2040

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2.10 Construction Materials

The materials used in construction of this 4–Lane Motorway would include coarse aggregates (crush), fine aggregates (sand), soil, water, asphalt, reinforcement, cement etc. Package wise details of material (Engineer‘s Estimate) are given in Annexure III. Almost all these raw materials are locally available in the area. The construction material will be procured from approved quarries and no new quarry will be required by the contractor. The detail of the construction material for the proposed 4– Lane Motorway is given as under;

2.10.1 Borrow Soil for Embankment

Topography of the project area is plain and hilly Pothowar type which requires cutting and filling. In this area, cutting material can be used for filling purposes where required. However, in soft areas of valleys, borrow soil for road embankment is available.

2.10.2 Borrow Material for Sub Base

Suitable materials for sub base are locally available and hence are economical. Available material may consist of pit run or bed run gravels, sand–gravels mix or soil aggregates. The project is mostly in a rolling terrain and hilly areas. Many seasonal nullahs (Streams) cross the road alignment. Gravels/ Boulders mixed with sandy soil are available from the river bed. This material can be used as sub base after removing the material coarser than 2‖ size. Nullahs bed in various villages along the alignment has potential to provide adequate quantity for sub–base.

2.10.2.1 Crushed Aggregate Crushed aggregate is easily available in the area. Aggregate would be tested by the Design Consultant and Supervision Consultant before use.

2.10.2.2 Fine Aggregate (sand) Sand will be obtained locally from bed of Indus River and other deposits. Samples of sand available would be tested by the design consultant for their gradation to meet the requirements of ASTM for concrete.

2.10.2.3 Sub–grade Material Large quantity of sub–grade (soil) is abundantly available at various locations along the Project alignment. Borrow pits of suitable material at a reasonable reach will be selected.

2.10.2.4 Water Water for use in concrete would be tested after collection of water samples from different locations within the vicinity of the road alignment. Parameters of water testing would be;

 Sulphate Content  Chloride Content  pH value  Total Dissolved Solids (TDS).

2.10.2.5 Energy Sources At project energy will be required to run project vehicles, construction machinery, batching plants, asphalt plants, offices, residential colonies, labour camps etc. The main sources of energy required at the project are diesel, petrol, natural gas and electricity. The contractor(s) will get diesel, petrol and natural gas from the nearest gasoline stations, which are widely located in all cities, towns and existing roads to be crossed by the motorway. As regards electricity it will be taken from the nearest sub-stations and lines of local power supplying companies of WAPDA. In remote areas where such lines are not easily available, electric generators will be used to generate the required electric power.

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2.10.3 Asphalt, Reinforcement and Cement

Asphalt, reinforcement and cement will be transported from local markets.

2.11 Construction Camps

Camp sites would 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. Final locations would be selected by the contractor after approval from NHA and Consultants. The area requirement for construction camps may depend upon the deployed manpower and the type and quantity of machinery mobilized. Land would be acquired on lease from private landowners.

2.11.1 Solid and Liquid Waste Generation

The municipal solid wastes generated in construction & workers camp will be disposed off at nearest identified location of disposal / landfill sites of local authority under their consent. Soak pits and septic tanks will be provided for liquid waste at labour camps.

2.12 Manpower Requirements

The contractor will mobilize staff depending on the stretch of site to be constructed and package length awarded to the contractor .Management Structure and manpower requirements including specialized skills during construction and operational phases of the proposed Road are presented in Table 2.9,

Table 2.10 and

Table 2.11 respectively.

Table 2.9: Manpower requirements during construction phase

Designation No. of Posts BPS Months Member (Engineer) for entire project 1 BS-20/21 24 General Manager (Engineer) Punjab/KP portion 2 BS-20 24 Project Coordinator (Engineer) Work with PMU H.Q Islamabad. 1 BS-19 24 PS & Others 8 BS-17 24 Manpower Requirement of NHA for Construction of Each Package Project Director (Engineer) 1 BS-19 24 Deputy Director (Engineer) 1 BS-18 24 Assistant Director (Engineer) 2 BS-17 24 Assistant Director (Environment) 1 BS-17 24 Assist. Computer Programmer 1 BS-16 24 Inspector/ Supervisor 2 BS-16 24 Surveyor 2 BS-16 24 PA 2 BS-16 24 Accountant 1 BS-16 24 Superintendent (Admin) 2 BS-16 24 Stenographer 2 BS-15 24 Account Assistant 2 BS-14 24 Computer Operator 2 BS-14 24 Office Assistant 5 BS-14 24

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Designation No. of Posts BPS Months Steno typist 2 BS-12 24 UDC 2 BS-09 24 LDC 2 BS-07 24 Driver 5 BS-04 24 Naib Qasid 4 BS-01 24 Helper 5 BS-01 24 Chowkidar 4 BS-01 24 Sweeper 2 BS-01 24 Around Guard 4 BS-01 24 Project is divided into 05 packages. Manpower Requirement of NHA for Bridge over River Indus Project Director (Engineer) 1 19 24 Assistant Director (Engineer) 1 17 24 Inspector/ Supervisor 1 16 24 Surveyor 1 16 24 PA 1 16 24 Accountant 1 16 24 Superintendent (Admin) 1 16 24 Stenographer 1 15 24 Account Assistant 1 14 24 Computer Operator 1 14 24 Office Assistant 2 14 24 Steno typist 1 12 24 UDC 1 09 24 LDC 1 07 24 Driver 3 04 24 Naib Qasid 2 01 24 Helper 2 01 24 Chowkidar 2 01 24 Sweeper 2 01 24 Around Guard 2 01 24

Table 2.10: Manpower requirement of NHA (operation/maintenance of the 4–Lane Motorway)

Sr. # Designation BPS No. of Posts 1. General Manager (Engineer) 20 2 2. Director (Engineer) 19 2 3. Dy. Director (Engineer) 18 2 4. Asst. Director (Engineer) 17 3 5. PA 16 5 6. Computer Operator 14 4 7. LDC 9 4 8. Drivers 4 8 9. Naib Qasids 5 8 10. Chowkidars 1 4

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Table 2.11: Manpower requirement of consultant (for construction)

Designation No. of Posts Months Man Months Head Office 2 24 48 Resident Engineer 5 24 120 Highway Engineer 5 24 120 Structure Engineer 5 24 120 Bridge Engineer 5 24 120 Material Engineer 5 24 120 Material Inspectors 20 24 480 Site Inspectors 20 24 480 Surveyors 20 24 480 Assistant Surveyor 20 24 480 Assistant Lab Technician 20 24 480 Quantity Surveyor 5 24 120 Others 50 24 1200

2.13 Construction Equipment

The list of the machinery and the equipment required for the proposed project is provided in Table 2.12.

Table 2.12: Machinery and equipment requirement for the proposed project

Sr.# Type of Machinery and Equipment Sr.# Type of Machinery and Equipment 1. Dump Truck 12. Self–Propelled Pneumatic Roller 2. Front End Loader 13. Asphalt Distributor 3. Dozer 14. Batching Plant 4. Grader 15. Concrete Transit Truck 5. Vibratory Roller 16. Concrete Pump 6. Water Tankers 17. Excavator 7. Agg. Spreader 18. Water Pumps 8. Three Wheel Rollers 19. Cranes 9. Tandem Roller 20. Vibrators 10. Asphalt Plant 21. Generators 11. Paver

2.14 Cost of the Project and Magnitude of Works Involved in Each Package

PC–1 cost of the project is amounting to Rs. 129,781 million. Cost is worked out based on NHA CSR– 2014 considering district Attock, Mianwali & Dera Ismail Khan. Detail of project cost along with its financial phasing is presented in Table 2.13.

Table 2.13: Detail of project cost along with its financial phasing

Sr. # Description/ Magnitude Works Amount 1 Package – 1 (Construction of Road = 55 km Length) 15,761,402,648.81 2 Package – 2 (Construction of Road = 55 km Length) 24,236,104,878.26 3 Package – 3 (Construction of Road = 55 km Length) 24,545,168,015.50 4 Package – 4 (Construction of Road = 60 km Length) 26,388,417,681.81

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Sr. # Description/ Magnitude Works Amount 5 Package – 5 (Construction of Road = 60 km Length) 19,583,175,100.02 Total Package 1 – 5 (Length – 285km) 110,514,268,324 Total Civil Works Cost (Rs. Million) 110,514 NHA Establishment Charges @ 2% 2,210 Detailed Design Charges @ 1% 1,105 Contingencies Charges @ 3% 3,315 Construction Supervision Charges @ 5% 5,526 Price Escalation 4,310 (Applicable on 60% cost @ 6.5%) Service Area (04Nos) & NHA Building (01No) 2,400 Environmental Mitigation Cost 200 Security Cost During Execution 200 Grand Total Cost (Rs. in Million) 129,781 Unit Cost / Km (Rs. in Million) 455.37

Revenue Per Unit of Proposed Traffic Reduced Operation Cost Time Savings Less Wear and Tear of Vehicles Less Accidents Deprived Areas Connected with NHA Road Network Financial Phasing Year 2015 ~ 2016 Rs. 5 billion Year 2016 ~ 2017 Rs. 74.86 billion Year 2017 ~ 2018 Rs. 49.92 billion

2.15 Schedule of Implementation

The project will commence from May 2016 and will end at April 2018.

2.16 Analysis of Alternatives

2.16.1 Overview

This chapter presents the analysis of various alternatives considered during planning and design of the Motorway. The main purpose of the Alternatives Analysis is to compare feasible alternatives to the proposed project and its components including without project scenario.

2.16.2 Alternative - I (No Project)

Presently transportation between M-1 and Dera Ismail khan is very lengthy, cumbersome, risky and time consuming. The existing connection from Dera Ismail Khan to M-1 is via Chashma, Mianwali, Talagang, Balkasar and M–2. This road segment between Dera Ismail Khan and Chashma sooner or later may be closed as the Atomic Energy Commission has their sensitive establishments in this vicinity. The new route will be a shortest and fastest facility as compared to the existing available road network from Dera Ismail Khan to Rawalpindi/Islamabad, AJK, Northern area and Peshawar.

The No Project option would also leave these underdeveloped areas distant from major social, health and education facilities available in big cities especially Islamabad and Rawalpindi. The no project option will also leave the country partially connected with the major economic hubs in China,

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Afghanistan and other areas of Pakistan which would be a significant loss in economic and social benefits nationally.

2.16.3 Alternative - II (With Project)

The proposed Motorway is a part of the CPEC to serve as international trade corridor of the country. As per directives of Prime Minister of Pakistan NHA has been asked to start the western corridor on war footing.

2.16.4 Alternative Routes

The consultants have considered various alternate routes and route alignments to find best option. The options considered are:

. Starting from Barahma on M-1 to Yark near Dera Ismail Khan . Starting from Hakla on M-1 to Yark near Dera Ismail Khan Each option was studied in detail and considering merits and demerits it is planned to construct the Motorway on an alignment starting from Hakla on M-1 to Yarak near D.I. Khan traversing through Fateh–Jang, Pindi–Gheb, Tarap, Daud–Khel, Mianwali, Esa–Kheil, Kundal, Rehmani–Khel and ends at Yarak near Dera Ismail Khan on N-55.

However, criteria were developed to avoid and or reduce the potential environmental and social impacts while selecting the routes, which includes;

. any designated protected areas both by national and provincial governments, . any ecological sensitive area i.e. wetland, forest etc., . agricultural land to the extent possible, and . Populated area to the extent possible. The environmental and social benefits associated with the Motorway project includes;

. Enhanced economic growth due to improved road connectivity, economic and social value addition in the area of influence. The project is anticipated to open the hidden areas of Dera Ismail Khan, Mianwali and Attock districts. . Being part of CPEC will largely contribute to the economic and social development of the China, Pakistan, Afghanistan and central Asian countries. . It will bring more population of remote areas of Dera Ismail Khan, Mianwali and Attock districts into the stream of benefits, which in turn will change the social complexion of people around this road by creation of jobs and employment opportunities. . Apart from the usual benefits of saving in time this link will transform the entire pattern of transportation in the surrounding areas resulting in uplift of economic condition of local community. . This link will bring revolution in road transport and time saving journey for passengers. There will be enhanced productivity, reduced travel times and less stress to road users. . It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in relatively shorter time. Less transport costs for transport companies because of reduced distance and good quality road. . Unemployment, poverty, lacks of educational and health facilities are among the major social constraints of the settlements and villages located near to project COI. The construction work could offer employment opportunities to thousands of local semi–skilled and unskilled workers. The construction work could offer employment opportunities to hundreds of local

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semi-skilled and unskilled workers as labourers, drivers, electricians, plumbers, or guards, etc. 2.16.5 Alternative between Four-Lane Expressway and Four-lane Motorway

This option has been studied very extensively and considering various options of both alternatives it is decided to construct the Four-lane Motorway instead of Expressway.

2.16.6 Alternative Mode of Transportation (Environmental Perspective – Carbon Emission/ footprint Parameter)

The consultants also considered environmental perspective of various modes of transportation. ADB conducted a study on ―Reducing Carbon Emissions from Transport Projects‖ in July 2010, the study shows estimated carbon emissions from different modes of transportation projects in two scenarios; Business-as-Usual Scenario (use of existing 2–Lane highway) and With-Project Scenario (other transportation modes). The study provides the comparison of CO2 emissions intensity from both construction and operations emissions. 20 years of operational phase was considered in this study for CO2 calculations. The Highway selected for this study was 4–Lane Motorway therefore the results presented in this ADB report are more relevant with the current Motorway project. ADB has suggested that the report can be used as a basket of indicators to ensure a comprehensive coverage of this aspect.

2.16.7 Use of Existing Roads vs. 4–Lane Motorway

The results of the study given in Table 2.14 shows that CO2 emissions associated with passenger and freight mobility have decreased during operational phase of the 4–Lane Motorway project compared to the use of the existing 2–Lane highway due to the reduced congestion and increased mobility which in turn results in reduced carbon emissions. However, there is an increase in the CO2 emission during the construction phase of 4–Lane Motorway compared to CO2 emission associated with maintenance of existing 2–Lane highway which is a common phenomenon.

2.16.8 Construction of Railway vs. Existing Roads

The results of the study (Table 2.14) also shows that single track railway can reduce the CO2 intensity associated with passenger mobility from 59gm/passenger-km to 20gm/passenger-km during operation phase of the project. While in case of freight mobility the single track railway can reduce the CO2 intensity from 81gm/ton-km to 23gm/ton-km during operation phase of the project. The operational phase assumption has been made considering that all traffic has been shifted from highway to railway. There is also a significant reduction in CO2 tons/km of infrastructure for single track railway line during construction phase as well.

2.16.9 Construction of Railway vs. 4–Lane Motorway

The ADB study further presents that CO2 intensity from a single track railway and 4–Lane Motorway. Comparing the single railway track with 4–Lane Motorway will not present the true picture as increased number of lanes has a significant impact on the total carbon footprint as it influences the demand, volume to capacity ratios, speed, and construction emissions. But the report present estimated cumulative CO2 Emissions for 20 Years (million ton) for both 4–Lane Motorway and four track railway which shows that CO2 Emissions for 20 Years of 4–Lane Motorway is 483million ton, while for four track railway it is 1004million ton.

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2.16.10 Conclusion

Although, there is planned railway track in CPEC as well but the comprising of carbon emission associated with different modes of transportation suggest that 4–Lane Motorway has less carbon footprints compared to rehabilitation of existing 2-lane highways and four track railway line (Table 2.14).

Table 2.14: Carbon Dioxide Intensity per Unit of Mobility of different Transport alternatives

Business-as-Usual Scenario With-Project Scenario (Existing 2 Lane highway) Operation Phase Operation Phase Construction Construction Freight Passenger Phase Passenger Freight Phase Mobility Mobility CO2 (New 4 Lane Mobility CO2 Mobility CO2 Project Type CO2 Intensity Motorway) Intensity Intensity Intensity CO2 grams CO2 tons/km CO2 tons/km CO2 per Transport CO2 grams per CO2 grams Transport grams per passenger- Infrastructure passenger- km per ton-km Infrastructure ton-km km Improved Motorways (4 63,650 59 81 88,000 47 61 Lane)

Railways 63,650 59 81 42,000 20 23 (Single Lane) Source: Reducing Carbon Emissions from Transport Projects; July 2010; Asian Development Bank

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3 Legal and Institutional Framework

3.1 Overview

The enactment of comprehensive legislation on the environment, covering multiple areas of concern is an ongoing phenomenon in Pakistan. The basic policy and legislative framework for the protection of the environment and overall biodiversity in the country is now in place. The legislation contains many laws in the form of Acts, and Ordinances which have a direct or indirect relevance in the layout, design, construction and operation of the 4–Lane Motorway from Yarak N55 to Hakla at M–1.

The project will be assessed in accordance with the existing environmental legal framework in Pakistan. The main national instruments of environmental legislation, which have bearing on the project, are discussed in this chapter. Pakistan is also signatory to various international conventions for pollution control and biodiversity, which are also considered.

3.2 Environment Regulatory Authorities

The Pakistan Environmental Protections Council (PEPC) and the Pakistan Environmental Protection Agency (Pak–EPA) are the two primary organisations responsible for administering the provisions of the Pakistan Environmental Protection Act, 1997. These organizations were created under the Pakistan Environmental Ordinance, (PEPO 1983) which was the first legislation in Pakistan designed specifically for the protection of the environment.

3.2.1 Pakistan Environmental Protection Council

The Pakistan Environmental Protection Council (PEPC) is the highest inter–ministerial statutory body in the country headed by the Chief Executive. PEPC formulates national environmental policy, enforcement of Pakistan Environmental Protection Act (PEPA 1997), approves the National Environmental Quality Standards (NEQS), incorporates environmental considerations into national development plans and policies and provides guidelines for the protection and conservation of biodiversity in general and conservation of renewable and non–renewable resources.

3.2.2 Ministry of Environment, Local Government and Rural Development

The Ministry of Environment, Local Government and Rural Development is the main federal level government organisation responsible for protection of the environment and resource conservation. The Ministry is headed by a federal minister and works in collaboration with the PEPC and the federal Environment Protection Agency.

3.2.3 Pakistan Environmental Protection Agency (Pak–EPA)

The Pak–EPA is headed by a Director General and has wide ranging functions as given in PEPA 1997. These include preparation and co–ordination of national environmental policy for approval by PEPC, administering and implementing PEPA 1997 and preparation, revision or establishment of NEQS. The Pak–EPA has issued regulations regarding the environmental assessment procedures known as Review of Initial Environmental Examination (IEE) and Environmental Impact Assessment (EIA) Regulations, 2000 and these provide a firm legal status to the IEEs and EIAs. In this particular case of 4–Lane Motorway from Yarak N55 to Hakla at M–1 as it falls in more than one province therefore Pak–EPA is the relevant agency for the approval of the ESA. The jurisdiction of the Pak– EPA is applicable to the following projects:

. On federal land;

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. Military projects; . Involving trans–country impacts; and . Bearing trans–province impacts. 3.2.4 Provincial Environment Protection Agencies

Each provincial government has its own EPD and/or EPA, which is the provincial level counterpart of the Pak–EPA. The provincial EPAs are formed by the respective provincial governments headed by a Director General who exercises powers delegated to him by the concerned provincial government. The IEE and EIA reports pertaining to projects falling within the different provincial boundaries are submitted to the relevant provincial EPA for approval. In this particular case of 4–Lane Motorway from Yarak N55 to Hakla at M–1 as it falls in more than one province therefore Pak–EPA is the relevant agency for the approval of EIA.

3.3 Environmental Legislation

3.3.1 Pakistan Penal Code, 1860

The Pakistan Penal Code deals with offences where public or private property and/or human lives are affected due to the intentional or accidental misconduct of an individual or body of people. In the context of the environment, the Penal Code empowers local authorities to control noise, toxic emissions and disposal of effluents.

3.3.2 Pakistan Explosives Act, 1884

This act provides regulations for the handling, transportation and use of explosives during quarrying, blasting and other purposes. The construction of new power house may need blasting at rocky area, therefore, these regulations will be applicable for this project.

3.3.3 Land Acquisition Act, 1894

This Act is the primary law for acquisition of land and built–up properties for public interest in Pakistan and also sets out the procedure and rules for acquisition and compensating the owners, as well as for compensating owners for damage caused to their properties, crops and trees by a project but it lacks the mechanism to address the complex issues of resettlement. It comprises 55 sections dealing with area notifications, surveys, acquisition, compensation, appointment awards, disputes resolution, penalties and exemptions.

For the 4–Lane Motorway from Yarak N55 to Hakla at M–1 the land required for project execution will be acquired by the NHA under this act. A separate Resettlement Action Plan (RAP) will be prepared by NHA before acquisition of the land.

3.3.4 Factories Act, 1934 (Amendment) Act 2012

The clauses relevant to the project are those which concern health, safety and welfare of workers, disposal of solid wastes and effluents, and damage to private and public property. The Factories Act also provides regulations for handling and disposal of toxic and hazardous materials. As construction activity is classified as ‗industry‘, these regulations will be applicable to the project construction contractors.

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3.3.5 Forest Act, 1927

Forest Act of 1927 establishes the right of the Government to designate areas for reserved forest, village forest and protected forest, and they may acquire such areas in order to prohibit or restrict the public use of such resources or other activities within them.

3.3.6 Protection of Trees Act, 1949

This Act prohibits cutting or lopping of trees along roads and canals planted by the Forest Department, without permission of the Forest Department.

3.3.7 Motor Vehicle Ordinance, 1965 and Rules 1969

The ordinance deals with the powers of the Motor Vehicle Licensing Authorities and empowers other related agencies to regulate traffic rules, vehicle speed and weight limits, and vehicle use, to erect traffic signs, and to prescribe special duties for drivers in case of accidents. It also prescribes powers of police officers to check and penalise traffic offenders. At the same time, the ordinance also empowers the regional transport authority to operate as a quasi–judicial body at district level to monitor road transport, licensing requirements, and compensations for deaths or injuries to passengers on public carriers.

3.3.8 Antiquity Act, 1975

The Antiquity Act of 1975 ensures the protection of cultural resources in Pakistan. This act is designed to protect antiquities from destruction, theft, negligence, unlawful excavation, trade and export. Antiquities have been defined in this act as ―Ancient products of human activity, historical sites, sites of anthropological or cultural interest and national monuments etc.‖

The law prohibits new construction in the proximity of a protected antiquity and empowers the government of Pakistan to prohibit excavation in any area that may contain articles of archaeological significance.

Under this act, the proponents are obligated to:

. Ensure that no activity is under taken in the proximity of a protected antiquity, and . During the course of the project if an archaeological discovery is made, it should be reported to the Department of Archaeology, Government of Pakistan. 3.3.9 Labour Laws

Labour laws in Pakistan are governed by several legislative tools. However, the principal labour rights are provided by the constitution of Pakistan. In addition to constitutional rights, Acts and Ordinances have been enforced for limiting working hours, minimum working age, and conditions of employment. The laws will be applicable to the project construction contractors.

3.3.10 Employment of Child Act, 1977

Article 11(3) of the Constitution of Pakistan prohibits employment of children below the age of 14 years in any factory, mines or any other hazardous employment. In accordance with this Article, the Employment of Child Act 1997 or 1991 (ECA) disallows child labour in the country. The ECA defines a child to mean a person who has not completed his/her fourteenth years of age. The ECA states that no child shall be employed or permitted to work in any occupation set forth in the ECA (such as transport sector, railways, construction, and ports) or in any workshop wherein any of the processes defined in the Act is carried out. The processes defined in the Act include carpet weaving, beeri (kind

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 of a cigarette) making, cement manufacturing, textile, construction and others). The project which will go through construction and operation phases; hence Employment of Child Act 1977 will be applicable to NHA and contractor‘s activities.

3.3.11 Highway Safety Ordinance, 2000

This ordinance includes provisions for licensing and registration of vehicles and construction equipment; maintenance of road vehicles; traffic control offences, penalties and procedures; and the establishment of a police force for motorways and national highways to regulate and control the traffic as well as keep the highways clear of encroachments.

3.3.12 Local Government Ordinance, 2001

This Act empowers the Government of Pakistan and provincial governments to enforce laws for land use; conservation of natural vegetation; air, water, and land pollution; disposal of solid waste and wastewater effluents; and public health and safety, including some provisions for environmental protection. Section 93 of this Ordinance pertains to environmental pollution, under which the local councils are authorized to restrict causing pollution to air, water or land.

3.3.13 Pakistan Environmental Protection Act, 1997 (Pak–EPA; 1997)

The Pakistan Environmental Protection Act, 1997 (Pak–EPA; 1997) is the basic legislative tool empowering the government to frame regulations for the protection of the environment. The act is applicable to almost all environmental parameters pertaining to air, water, soil, and noise pollution, as well as to the handling of hazardous wastes. The Act provides the framework for protection and conservation of species, wildlife habitats and biodiversity, conservation of renewable resources, establishment of standards for the quality of the ambient air, water and land, establishment of Environmental Tribunals, appointment of Environmental Magistrates, IEE and EIA approval. Penalties have been prescribed for those who contravene the Act. The following are the key features of the Act that have a direct bearing on the project area.

. 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 National Environmental Quality Standards (NEQS)‖. . Section 12–I (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 Federal Agency 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 12–2b (Review of IEE and EIA): The Federal Agency shall review the Environmental Impact Assessment report and accord its approval subject to such conditions as it may deem fit to impose, or require that the Environmental Impact Assessment be re– submitted after such modifications as may be stipulated or rejected, the project as being contrary to environmental objectives. . Section 14 (Handling of Hazardous Substances) requires that ―Subject to the provisions of this Act, no person shall generate, collect, consign, transport, treat, dispose of, store, handle, or import any hazardous substance except (a) under a license issued by the Federal Agency and in such manner as may be prescribed; or (b) in accordance with the provisions of any other law for the time being in force, or of any international treaty, convention, protocol, code, standard, agreement, or other Instrument to which Pakistan is a party.‖ Enforcement of this

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clause requires the EPA to issue regulations regarding licensing procedures and to define ‗hazardous substance.‘ . 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 NEQS, 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 sub–section (2) only. . Section 18 (Offences by Bodies Corporate): Where any contravention of this Act has been committed by a body corporate, and it is proved that such offence has been committed with the consent or connivance or, is attributed to any negligence on the part of, any director, partner, manager, secretary or other officer of the body corporate, such director, partner, manager, secretary or other officer of the body corporate, shall be deemed guilty of such contravention along with the body corporate and shall be punished accordingly. 3.3.14 Pak–EPA, Review of IEE and EIA Regulations, 2000

The Pak–EPA prepared the regulations during 2000 for ―Review of IEE and EIA‖ under the powers conferred upon it by the PEPA. These regulations categorise development projects for IEE and EIA into three schedules: Schedules I, II and III. Projects are classified on the basis of the expected degree and magnitude of environmental impacts and are included in different schedules. The projects listed in Schedule–I include those where the range of environmental issues is comparatively narrow and the issues can be understood and managed through less extensive analysis. Schedule–I projects require an IEE to be conducted, rather than a full–fledged EIA, provided that the project is not located in an environmentally sensitive area. The projects listed in Schedule–II are generally major projects and have the potential to affect a large number of people in addition to significant adverse environmental impacts. The impacts of projects included in Schedule–II may be irreversible and could lead to significant changes in land use and the social, physical and biological environment. 4–Lane Motorway from Yarak N55 to Hakla at M–1 fall under Schedule–II of the IEE–EIA Regulations, 2000.

3.3.15 National Environmental Quality Standards (NEQS)

NEQS were first promulgated in 1993 and were amended in 2000, 2009 and 2010. The NEQS 2000 includes Environmental Quality Standards for Municipal and Liquid Industrial Effluents and Industrial Gaseous Emissions. NEQS 2009 provides standards for motor vehicle exhaust and noise. NEQS 2010 provides the standards for ambient air quality (9 parameters), drinking water quality and noise (day and night). The complete set of NEQS is included as Annexure IV.

NEQS relevant to project includes;

. Municipal and liquid industrial effluents (32 parameters) . Industrial gaseous emissions (16 parameters) . Motor vehicle exhaust and noise (used and new vehicles) . Ambient air quality (9 parameters) . Drinking water quality (35 parameters)

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. Noise (during day and night). 3.3.16 Eighteenth Amendment to Constitution of Pakistan Act, 2010

The constitution of Pakistan has been amended by Eighteenth Amendment on19th April 2010. ―Environmental pollution and ecology‖ used to be listed at number 24 of the Concurrent Legislative List of Schedule IV of the Constitution of Pakistan. Under the 18th amendment to constitution of Pakistan, the entire Concurrent List has been omitted.

The 18th amendment to Pakistan‘s constitution removes all the entries in the Concurrent List. Now, under the constitution, the parliament in Islamabad is competent to legislate only on matters in the Federal Concurrent List and the provinces have the power to legislate on anything that isn‘t on the Federal Concurrent List.

3.4 National Environmental Guidelines and Policies

3.4.1 National Conservation Strategy (NCS), 1992

The Pakistan National Conservation Strategy (NCS) is the principal policy document for environmental issues in the country, which was developed and approved by the Government of Pakistan on 1 March 1992. The NCS works on a ten–year planning and implementation cycle. It deals with fourteen core areas, as follows:

. maintaining soils in cropland; . increasing irrigation efficiency; . protecting watersheds; . supporting forestry and plantations; . restoring rangelands and improving livestock; . protecting water bodies and sustaining fisheries; . conserving biodiversity; . increasing energy efficiency; . developing and deploying material and energy renewable; . preventing and abating pollution; . managing urban wastes; . supporting institutions for common resources; . integrating population and environmental programmes; . Preserving the cultural heritage. 3.4.2 Guidelines for the Preparation and Review of Environmental Reports, 1997

These guidelines on preparation of environmental reports address project proponents, and specify:

. The nature of the information to be included in environmental reports; . The minimum qualifications of the EIA consultant; . The need to incorporate suitable mitigation measures into every stage of project implementation; . The need to specify monitoring procedures;

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. The terms of reference for the reports are to be prepared by the project proponents themselves. The reports must contain baseline data on the project area, a detailed assessment thereof, and mitigation measures. 3.4.3 Guidelines for Public Consultation, 1997

The guidelines deal with possible approaches to public consultation and techniques for designing an effective programme of consultation that reaches out to all major stakeholders and ensures the incorporation of their concerns in impact assessment.

3.4.4 Guidelines for Sensitive and Critical Areas, 1997

The guidelines identify officially notified protected areas in Pakistan, including critical ecosystems, archaeological sites, etc., and present checklists for environmental assessment procedures to be carried out inside or near such sites. Environmentally sensitive areas include, among others, archaeological sites, biosphere reserves and natural parks, and wildlife sanctuaries and preserves.

3.5 International Treaties and Conventions

Pakistan is a signatory to a number of international environment related treaties, conventions, declarations and protocols. The following are the relevant international treaties and conventions to which Pakistan is a party:

. Convention on Biological Diversity, Rio de Janeiro, 1992. . United Nations Framework Convention on Climate Change, Rio de Janeiro, 1992. . Vienna Convention for the Protection of the Ozone Layer, Montreal, 1987. . Convention on Wetlands of International importance especially as Waterfowl Habitat, Ramsar,1971 and its amending protocol, Paris,1982 . Convention on Conservation of Migratory Species of Wild Animals 1979; . Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES), Washington, 1973 . Convention concerning the Protection of World Culture and Natural Heritage (World Heritage Convention), 1972 . International Plant Protection Convention, 1951 3.6 EIA Approval Procedure

The draft EIA report will be submitted to the client i.e. NHA that will file it along with completed application form to the Pak–EPA that is the Responsible Authority. NHA will also pay the prescribed fee in the Treasury Account for evaluation of the Report and will sign an environmental agreement accordingly.

On receipt of the environment report and the evidence that the scheduled fee has been paid, the Responsible Authority shall notify the proponent within 10 working days of its adequacy (i.e. all the required information has been supplied). However, the Responsible Authority reserves the right to request additional information as it undertakes the review.

After submission, the following review/approval schedule will be followed:

. A minimum of thirty (30) days period for public comment shall be provided. The assessment will be completed within a period of ninety days from receipt of the complete documents, and earlier than this wherever practicable.

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. A notice for public hearing will be published in any English or Urdu national Newspaper and in a local Newspaper of general circulation in the area affected by the project. The notice will mention the type of the project, its exact location, the name and address of the proponent and the places at which the EIA of the Project can be accessed. . Following the completion of public hearing, and the provision of any further data from the proponent, the decision shall be made and conveyed after thirty days thereafter. . The Director General of the Responsible Authority in the case of unusually large projects may extend this time. The Environmental Approval will be valid for three year extendable for further three years.

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4 Baseline Description

4.1 Overview

This section provides environmental baseline data (physical, biological and socio–economic parameters) related to the project area. Information provided is both quantitative and qualitative and is based on secondary and primary sources, collected through field visit, field surveys and desk studies.

The baseline information and indigenous knowledge is required for scoping potential social and environmental issues associated with the implementation of the project. On the basis of baseline information, the project interventions are addressed and mitigation measures are proposed. The baseline information also helps to indicate the specific issues to be monitored during project execution as well as during operational phase. The anticipated environmentally impacted area (Project area) would cover the linear area of about 300 km of road with 100m ROW starting from Dera Ismail Khan (N–55) to M–1 near Islamabad.

Figure 4.1: The Starting Point of Proposed 4–Lane Motorway (Indus Highway (N55) Crossing Village Yarak)

4.2 Physical Environment

4.2.1 Topography and Drainage Patterns

The proposed 4–Lane Motorway is expected to transverse through district Dera Ismail Khan of KP province and district Mianwali and Attock of Punjab Province.

District Dera Ismail Khan is a part of the Lower Indus basin and is composed of alluvial sediments derived from the Indus and its tributaries. Most of the area is a dry alluvial plain commonly referred to as ―Daman‖. The only hills, within the district, are those of Khisore range which lies in the north– eastern part of the district. The Khisore range is also known as the Ratta Koh or Koh–e–Surkh, meaning the red mountains. It runs close to the Indus River in north–east to south–west direction. Further northwest, parallel to the Khisore Range along the border of Dera Ismail Khan and Lakki Marwat Districts the Marwat range that runs up to Pezu pass in the southwest. The highest point in Khisore range is 1406 m above sea level while the highest point of Marwat range is 1376 m.

District Mianwali can be divided into two parts, a hilly terrain in the north, southwest and northeast and firm clay plain falling in the front of Salt Ranges and the Dhuk hills and a sandy plain in the center and

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The topography of Attock district is a combination of hills and plains. On the north, the hills are southern extension of the hills of Abbottabad district. In the middle of the district, along its western boundary in Jand and Attock Sub–Divisions are the famous Kala Chita hills. This range is almost 56 kilometers and attains its greatest height in the west near the Indus River where it rises to more than 1,000 m. The range is rugged and covered with brush forest. There are several isolated ridges. The eastern boundary of the district is the Soan River. The Khari Moorat ranges cuts near the boundary in Fatehjang Tehsil. This ridge rises to a height of about 950 meters. On southern boundary of the district is the Soan River which meets the Indus. The district is divided into two portions i.e., one to the north and northwest of the Kala Chita range and the other to the south and east of it. The former includes Attock and Hasanabdal tehsils and the latter Fatehjang, Pindigheb and part of Jand tehsil. The alignment of the proposed 4–Lane Motorway is marked on Topographic map of Pakistan (Figure 4.2)

Figure 4.2: Topographic map of Pakistan

Proposed 4–Lane Motorway Alignment

A

Source: https://www.worldofmaps.net/en/asia/map-pakistan/topographic-map-pakistan.htm Assessed on 02-03-2016

4.2.2 Land Use

The land use of Dera Ismail Khan is initially dominated by agricultural fields and forest area. As the alignment approaches the existing highway it is mostly dominated by the agricultural cum residential area and at certain area forests are also found. The detail of the land use is given in Table 4.1.

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Table 4.1: Land use of the District Dera Ismail Khan.

Land type Area (ha) Total land 732,481 Cultivable land 731,922 Irrigated 147,710 Rod kohi (Hill torrent) 254,952 Rain fed 329,260 Source: IDV, Spate irrigation report 2003 and District Census Report, 1998.

The total land for agriculture in the district Mianwali is 1,426,000 acres, of which slightly less than half is cultivated (Census–1998). The highest cultivation, in proportion to the total land, is in the Piplan Tehsil where almost two–thirds of the land is cultivated however; irrigation is not available for more than half of the land. The cultivated area is smallest in Esa–Khel as most land here is un–cultivable. More than half of the total cultivated land has irrigation available. About two–third of the cultivated land in Mianwali Tehsil is irrigated. The detail of the land use in district Mianwali is given in Table 4.2.

Table 4.2: Land use of the District Mianwali

Sr. # Land type Area (ha) 1 Total land 655,419 2 Cultivable land 306,683 3 Irrigated 201,567 4 Un–irrigated 105,116 5 Cultivable 14,841 6 Un–cultivable 87,651 7 Rain fed 3,193 Source: District census report Mianwali 1998.

Total area of the district Attock is 6,856.7 square kilometers consists of 6 Tehsils namely Attock, Fateh Jang, Pindi Gheb, Jand, Hazro and Hassan Abdal. There are 72 union councils 12 urban and 60 rural. As per statistics for 2011–12 the net sown area of the district was 230,000 ha and 201,000 Ha area which was 87% of the sown area was rain fed, only 13% area is irrigated, 3% through Canals,5% wells,3% Tube wells,1% Canal wells and canal Tube wells and is 1% is irrigated through other sources. The detail of the land use in district Attock is given in Table 4.3.

The proposed 4–Lane Motorway passes through different types of land use depicted on land use map of Pakistan in Figure 4.3.

Table 4.3: Land use of the District Attock.

Sr. # Nature of Area Area (ha) 1 Cultivated Area 314,021 2 Irrigated Cultivated Area 17,733 3 Barani Cultivated Area 288,826 4 Cultivable waste lands 80,552 5 Forest 60,007 6 Un–Cultivated Area 246,233 Source: District census report Attock 1998

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Figure 4.3: Project area marked on Agriculture and Land use map of Pakistan

http://www.dostpakistan.pk/agricultural-map-pakistan Assessed on 02-03-2016

4.2.3 Geology and Soil

The soil structure of the Dera Ismail Khan is mainly consisted of 12 soil series in the area, which are further divided into three soil groups‘ i.e. clayey soil, loamy soil and sandy soil. Under this soil condition subsistence agriculture is practiced.

In general, the soil of district Mianwali take their character from the underlying rocks and are in consequence either limestone or sandstone detritus. But there are wide variations from this rule. Lands of the Kalabagh nearest to Indus River are fertile in quality, sandy and stony. But remaining area is very semi–arid and soil is rich in loam and alluvial deposits from the Indus and surrounding hills.

District Attock mainly comprises of hills, plateaus and dissected plains with river Indus flowing on Western and Northern sides of the district while river Haro coming from Haripur passes through the Attock Tehsil on the North of Kala Chita Range. The area North of River Haro is a flood plain with fertile soil. Project area is marked on geological map of Pakistan (Figure 4.4Error! Reference source ot found.).

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Figure 4.4: Project area marked on geological map of Pakistan

Source: http://www.ecogeodb.com/ECO_Detail.asp?P=Geology Assessed on 02-03-2016

4.2.4 Climate

The climate of Dera Ismail Khan is arid to semi–arid sub–tropical continental with seasonal fluctuations in temperature and rainfall. The average annual precipitation ranges from 290 mm in the hills in the north to not more than 200 mm in Ramak in the south.

Climate of the district Mianwali as a whole is extreme with long hot summer and cold dry winters. June–July are the hottest months with average maximum temperature is 48oC while December– January are the coldest months with average minimum temperature 4–5oC. For the district as a whole the rain fall is scanty and uncertain. The average rain fall in the district is 400 mm.

The climate of the district Attock is extreme. The area south of the Kala Chita is an upland plateau. It is intensely hot in summer while in winter a chilly north wind prevails. The extreme of hot and cold weathers are very severe. The high upland plateau which forms the whole of the district south of the Kala Chita range is baked under a hot sun in the summer, and in winter iced wind prevails, the cold being often intense. In Attock tehsil the summer is short and cold weather long and severe.

4.2.4.1 Seasons

Overall seasons of the project area can be described as under: . Winter (October to February) moderate to extreme and dry; . Spring (March to April) pleasant with moderately cold; . Summer (May to September) very hot to humid;

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. Monsoons (June to August) wet. Although the temperatures are milder but due to appreciable humidity the heat is oppressive; and . Post–Monsoon summer (September to October) moderate and slightly humid.

4.2.4.2 Temperature The temperature data obtained from meteorological department. Temperature reaching to mean maximum 41oC and extreme maximum 49oC and down to mean minimum 5oC and extreme minimum 2oC. January is considered to be the coldest month, while June is the hottest month. The temperature, precipitation and relative humidity data of the district Dera Ismail Khan, Mianwali and Attock are given in Table 4.4, Table 4.5 and Table 4.6 respectively.

Table 4.4: Month wise 30 Years Mean Temperature, Precipitation and Relative Humidity recorded at Dera Ismail Khan Stations.

Mean Temperature (oC) Month Precipitation (mm) Relative Humidity (%) Maximum Minimum January 20.29 4.18 10.02 59.22 February 22.09 7.29 17.48 55.76 March 26.90 12.86 34.76 55.62 April 33.45 18.53 21.66 45.65 May 38.75 23.14 17.23 36.83 June 41.51 26.76 14.40 41.90 July 38.54 26.92 60.76 59.70 August 37.35 26.40 57.52 64.50 September 36.67 23.80 17.62 57.63 October 33.35 17.35 4.77 53.10 November 27.71 10.47 2.11 57.93 December 21.93 5.27 10.38 61.58 Annual 31.55 16.90 268.74 54.02 Source: Data Processing Center Pakistan Meteorological Department Karachi.

Table 4.5: Month wise Mean Temperature, Precipitation and Relative Humidity recorded at Mianwali Stations.

o Mean Temperature ( C) Relative Month Precipitation (mm) Maximum Minimum Humidity (%) January 19.8 3.7 16.2 65.4 February 21.6 6.3 23.9 62.6 March 26.5 11.9 57.1 60.0 April 33.3 17.5 30.2 47.7 May 39.0 22.6 22.1 36.7 June 42.5 26.9 25.5 37.6 July 39.3 27.7 98.5 55.4 August 37.8 26.8 104.5 62.4 September 37.2 23.7 48.4 57.1 October 33.8 16.3 9.9 54.3 November 28.0 9.5 4.1 61.4 December 21.7 4.8 13.8 66.9 Annual 31.7 16.4 461.4 55.8 Source: Data Processing Center Pakistan Meteorological Department Karachi

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Table 4.6: Month wise Mean Temperature and Precipitation recorded at Attock Stations.

Mean Temperature (oC) Month Precipitation (mm) Maximum Minimum January 18.3 4..8 46.1 February 20.0 7.1 72.8 March 25.0 13.0 83.9 April 30.2 15.2 58.0 May 37.0 20.2 28.0 June 39.5 24.9 25.5 July 37.5 25.2 117.5 August 34.0 25.0 130.0 September 33.5 21.5 50.0 October 32.5 15.1 19.0 November 27.5 8.9 12.9 December 21.5 5.0 31.2 Annual 29.7 15.09 674.9 Source: Climate Scenarios 2011-2040 Districts Haripur, Swabi, Attock and Chakwal Pakistan, the University of Agriculture Peshawar.

Depending on the topography, there is an extreme variation in the temperature of Pakistan. Figure 4.5 shows maximum and minimum temperature regimes of country and alignment of proposed 4–Lane Motorway.

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Figure 4.5: Project Location with Reference to Temperature Regimes

Source: http://www.wildlifeofpakistan.com/IntroductiontoPakistan/climateofPakistan.htm Assessed on 02-03-2016

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4.2.4.3 Rainfall The project area extends over segment from lower east of KP province up to upper west of Punjab province. In view of the expressway alignment, the rainfall data of Dera Ismail Khan, Mianwali and Islamabad for the period from 1950 to 2014 has been obtained from Pakistan Meteorological Department. The one-day annual maximum daily rainfall of these stations collected for estimation of peak discharges of ungauged streams. The starting point (Shorkot) to Ali Banda village route length is covered by Dera Ismail Khan Station and rainfall data from 1950 to 2014 is used. The middle portion of project area is covered by Mianwali station and rainfall data from 1972 to 2014 is used. The last part of the route (Sawra to Bhatar interchange) is covered by Islamabad station with rainfall data from 1970 to 2014.

The one-day maximum daily annual rainfall data of Dera Ismail Khan (1950 to 2014), Mianwali (1972 to 2014) and Islamabad (1970 to 2014) is given in Figure 4.6,

Figure 4.7 and Figure 4.8 respectively. Location of proposed 4–Lane Motorway and different precipitation regimes of Pakistan are shown in Figure 4.9.

Figure 4.6: Dera Ismail Khan Rainfall Data (1–day annual max)

Figure 4.7: Mianwali Rainfall Data (1–day annual max)

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Figure 4.8: Attock Rainfall Data (1–day annual max)

Figure 4.9: Project location and different precipitation regimes of Pakistan

Source: http://www.wildlifeofpakistan.com/IntroductiontoPakistan/climateofPakistan.htm Assessed on 02-03-2016

4.2.4.4 Rainfall frequency analysis It is envisaged that as per general practice the culvert for highway are designated to cater for 25–year peak discharge and bridges are designed against 50 to 100–years flood peaks. As such, the long term 1–day annual maximum data has been used to workout 25–year, 50–year and 100–year frequency estimates of rainfall to work out design flood peaks from the catchment area (Table 4.7). Rainfall frequency analysis has been carried out by using Gumbel extreme value distribution for different return period. The resulting values of frequency analysis are given in

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Table 4.8.

Table 4.7: 1–day annual maximum rainfall (mm) of districts lies in 4–Lane Motorway

Year Attock D.I. Khan Mianwali 1944 120.7 - - 1948 150.6 - - 1950 96.3 24.9 - 1951 73 40.6 - 1952 81 34.3 - 1953 113 76.2 - 1954 70 50.8 - 1955 86 39.4 - 1956 80 111.8 - 1957 71 60.5 - 1958 91 68.8 - 1959 140 98 - 1960 69 109.2 - 1961 65 86.9 - 1962 91 81.3 - 1963 87 19.3 - 1964 72 84.8 - 1965 85 22.9 - 1966 74 45.7 - 1967 102 50.8 - 1968 87 26.2 - 1969 82 48.3 - 1970 72 35.1 - 1971 126 46.5 - 1972 53 27.9 48.3 1973 106 108.2 92.7 1974 134 38.6 34.3 1975 117 53.8 - 1976 120 61.3 - 1977 134 67.4 86.3 1978 113 75 54 1979 79 23.4 45 1980 60 44.1 90 1981 124 73.2 117 1982 181 49.3 60.8 1983 173 97.2 82 1984 122 26 88 1985 153 51.6 31 1986 58 57.3 56.5 1987 74 44 68 1988 67 47.3 90 1989 117 112.5 149 1990 77 49.2 60 1991 69 82.2 60

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Year Attock D.I. Khan Mianwali 1992 226 65.6 97.7 1993 65 57.4 104.5 1994 194 116 92 1995 149.4 45.2 120 1996 163 28.6 70 1997 200 25.3 52 1998 106 48.7 52 1999 94 52.2 99 2000 82 82.7 75 2001 200 53.5 65 2002 65 21.1 69 2003 80 43.5 93 2004 150 70 51 2005 112 50.1 78 2006 157 38 63 2007 158 59 90 2008 82 56 79 2009 82 48 60 2010 120 150 190 2011 171 58 84 2012 127 76 99 2013 134 72 129 2014 29 94

Table 4.8: Extreme values for different return period

Rainfall (mm) Sr. No. Return Period (Years) Dera Ismail Khan Mianwali Attock 1 25 119 150 239 2 50 135 168 270 3 100 151 186 300 Source: MMP Hydrology report

4.2.4.5 Relative Humidity Relative humidity in the project area varies between 31.9% in June to 69% in August. The higher humidity during summer due to higher rates of evapo–transpiration as the monsoon rain, irrigation and Kharif cropping pattern favors its rise. The pattern of rainfall does not make any significant modifying effect on the general type of biota in the area.

4.2.4.6 Wind Velocities and Direction The prevalent wind velocity at the project area is 10–25 km/hr. Mostly, the summers are windy. But at times the winter winds can blow above 25 km/hr. and cause extreme cold. The indigenous vegetation, the exotic flora and the fauna is adequately adjusted with the pattern of prevalent wind velocity in the area.

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4.2.5 Surface Hydrology

A large number of intermittent and perennial streams enter the Dera Ismail Khan from the western Suleiman Mountains. The major streams which sustain perennial flow in Dera Ismail Khan are Tank Zam, Gomel River and Khora River View of Haro River in district Attock (Daraban Zam). River Indus flows across the district Mianwali from North to South. The area in district Attock has gentle to steep topography with deep water table (15 m) in north east (Tehsil Hazro) to very deep (120 m) in south west (Tehsils Jand and Pindi Gheb). There are 14 perennial streams and nullahs i.e. Haro (Error! eference source not found.), Soan, Sill, Naindna, Dotal, Raisi, Ghambir, Namal,

Soka, Gandakas, Saghar, Ghanir, Jhablat and Kala Pani, 15 small dams, 300 mini dams, 200 water ponds and 500 lift irrigation schemes from nullahs on the surface water. Besides this, river Indus and river Soan also pass along the boundaries of district Attock.

4.2.5.1 Surface Water Quality Water quality on road alignment in general is expected to be within the range of NEQS. The water quality of DaudKhel near Jinnah barrage is given in Table 4.9 below:

Table 4.9: Surface Water Quality of Project Area

Sr.# Parameters Unit Monitoring Reading NEQS (November 2015) 1 Arsenic mg/L 0.005 1 2 Barium mg/L 0.032 1.5 3 Biological Oxygen Demand (BOD) mg/L 2.75 80 4 Boron mg/L 0.072 6 5 Cadmium mg/L 0.002 0.1 6 Chloride mg/L 10.83 1000 7 Chlorine mg/L 1 8 Chromium total mg/L 0.02 1 9 Chemical Oxygen Demand (COD) mg/L 8 150 10 Copper mg/L 1 1 11 Cyanide mg/L 0.05 1 12 Dissolved Oxygen (DO) mg/L 6 0 13 Fluoride mg/L 0.25 10 14 Iron mg/L 1 8 15 Lead mg/L 0.05 0.05 16 Manganese mg/L 0.5 1.5 17 Mercury mg/L 0.0001 0.01 18 Nickel mg/L 0.02 1 19 Nitrates mg/L 5.3 20 Nitrites mg/L 0.0003 21 Oil & Grease mg/L 1.0 10 22 pH 7.62 6.5–9

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Sr.# Parameters Unit Monitoring Reading NEQS (November 2015) 23 Phenols mg/L 0.01 0.1 24 Selenium mg/L 0.005 0.5 25 Silver mg/L 0.1 1 26 Sulphate mg/L 35 600 27 Sulphide mg/L 1.0 1 28 Temperature C0 14 29 Total Dissolved Solids (TDS) mg/L 203 3500 30 Total Suspended Solids mg/L 19 200 31 Turbidity NTU 39 32 Zinc mg/L 1.0 5 Source: Jinnah Barrage Monitoring Report 2016

Figure 4.10: Jinnah Barrage the major irrigation structure near to proposed 4–Lane Motorway

4.2.6 Groundwater Resources

The major components of recharge of the groundwater aquifer in Dera Ismail Khan are sub–surface inflow of groundwater from the mountainous area, infiltration of surface runoff mainly of streams and rivers entering the area from the adjacent mountains and overland flow during heavy rains. In Mianwali district, ground water resources are not adequate in the district especially in Tehsil Essa– Khel. The sub soil water in and around the district is suitable for industrial purposes. The area in district Attock has gentle to steep topography with deep water table (15 m) in north east (Tehsil Hazro) to very deep (120 m) in south west (tehsils Jand and Pindi–Gheb) (Figure 4.11). River Indus and River Soan also pass along the boundaries of district Attock from where the nearby farmers use water for irrigation.

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Figure 4.11: Hydrogeological map of Pakistan

Source: http://www.ecogeodb.com/ECO_Detail.asp?P=Water%20Resources&CN=Pakistan Assessed on 02-03-2016

4.2.7 Air Quality

Air quality of the area is expected to be within NEQS as there is no big city and industrial estate along the route of the road. However, there dust due to unpaved/ un–metalled roads and tracks. There is no permanent environmental monitoring station in the whole area including the project area. Air Quality data of Jinnah Barrage located near to the proposed alignment is given in Table 4.10. The ambient air quality was monitored at this location continuously for 24 hours at each point. It is evident from the table that concentration of all ambient air quality parameters are within the limit of NEQS.

Table 4.10: Ambient air quality of the area

Sr. # Parameters Unit Duration Monitoring NEQS (Nov 2015) 1 Carbon Monoxide (CO) Mg/m3 24 hours 0.86 5 2 Nitrogen Dioxide (NO2) µg/m3 24 hours 7.68 80 3 Sulphur Dioxide (SO2) µg/m3 24 hours 6 120 4 Dust (PM 10) µg/m3 24 hours 85.2 250 Source : Jinnah Barrage Monitoring Report 2016

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4.2.8 Noise

Noise level exceeding 85 dB is harmful to the human health. Excessive noise level damages the eardrum and very high noise levels damage human lungs. Continuous exposure to excessive noise causes depression and can damage the nervous system. Presently the main source of noise is the project area is vehicular traffic which is found more on day time as compared to night times. Traffic vehicles plying in the area are also very low. The noise data of Daud–Khel area is given in Table 4.11, which indicates that monitoring results for noise level as 63.4 and 58dBA remained within NEQS limits at evening and morning times respectively.

Table 4.11: Noise level observed in the project area

Sr.no Parameters Unit Duration Monitoring (Nov 2015) NEQS 1 Noise Level * dBA 06:00 am to 10:00 pm 63.4 75 10:00 pm to 06:00 am 58 65 Source: Jinnah Barrage Monitoring Report 2016 *Noise level on the basis of NEQS (Industrial Ares)

4.2.9 Seismology

The 4–Lane Motorway will pass from Dera Ismail Khan, some part of Isa–khel, major part of Mianwali, Pindi–Gheb, Fatehjang and joins M–1 at Hakla. This area falls in the 2B region except Dera Ismail Khan which lies in 2A region, which is low to medium seismic area, the detail about the seismicity along with the intensity is given in Table 4.12 and is shown in Figure 4.12:

Table 4.12: Seismology data of Pakistan

Sr. # Earthquake Magnitude (1902–2014) Seismic Zones 1 0.0–2.8 Zone 1 2 2.9–5.0 Zone 2A 3 5.1–6.0 Zone 2B 4 6.1–7.0 Zone 3 5 7.1–7.7 Zone 4 Source: www.alhassan.com Assessed on 02-03-2016

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Figure 4.12: Project area marked on Seismic map of Pakistan

4.2.10 Traffic and Transport

The proposed 4–Lane Motorway will begin from Yarak, a small village 33 kilometres north from Dera Ismail Khan City. It will link the Indus Highway (N–55) with M–1 Motorway. N–55 is a 1,264 km long 4–Lane highway that runs along the Indus River connecting the port city of Karachi with the northwestern city of Peshawar via Dera Ismail Khan. The proposed 4–Lane Motorway will cross following national and local roads from Yarak to Hakla (Figure 4.14).

. Dara–e–Tang Kundal Chashma road . Mianwali Kalabagh road . Jand – Tarap – Talagang road . Jand – Injra – Talagang road . Maira Sharif road . Rawal road . Dhok Durian road . Kot Fateh Khan road . Gulyal road . Jand Pindigheb road . Pindigheb Attock road . Kohat road (N80) . Fatahjang Attock road

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Figure 4.13: Local roads crossing proposed 4–Lane Motorway.

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To assess the volume and composition of traffic loads on the proposed 4–Lane Motorway, traffic count surveys on all the important points of existing road network from where traffic is expected to divert to the improved facility was conducted as detailed in Table 4.13.

Table 4.13: Traffic count survey locations

Data Collection Point Name of Road Location DC–1 N–55 Near Shahbaz Khel DC–2 Dera Ismail Khan –Mianwali Road Near Mor Kundiyaan DC–3 Mianwali Talagang Road Near Fakhar Abad DC–4 Jund Mianwali Road Near Uchri DC–5 Kohat Jund Road Near Police check post Khushalgarh DC–6 Rawalpindi Jund Road Near Rangli DC–7 Pindi–Gheb Fatehjung Road Near Dhok Syedan After completion of the classified counts at all the locations, the recorded data were compiled and analysed. Average Daily Traffic calculated for each of the seven locations is given in Table 4.14 and graphically shown in Figure 4.14.

Table 4.14: Average daily traffic on existing roads crossing proposed 4–Lane Motorway.

Dera Ismail Mianwali Jund Kohat Pindi–Gheb Khan Rawalpindi Vehicle Type N 55 Talagang Mianwali Jund Fatehjung Mianwali Jund Road Road Road Road Road Road Animal Drawn 3 50 6 51 8 64 6 Bicycle 0 169 58 98 54 171 129 Motor Cycle 585 3589 1394 2900 1626 4165 2808 Rickshaw 26 274 34 591 389 1040 275 Car/Taxi/Jeep 983 1323 1281 1178 1637 2067 3193 Pajero/Suzuki Pickup 46 67 141 84 148 197 491 Hiace Wagon 1101 190 212 300 872 1036 492 Mini Bus / Coaster 55 20 264 9 46 30 29 Bus 173 135 276 4 46 37 49 Loader Pickup 234 207 244 299 381 328 573 Tractor Trolley 25 50 57 85 88 137 193 Truck 2 Axle 448 206 523 129 285 229 565 Truck 3 Axle 642 117 574 60 247 222 298 Truck 4 Axle 233 23 546 9 87 88 168 Trailer 5 Axle & Above 217 52 593 18 184 143 163

Environmental Impact Assessment (4-19) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Figure 4.14: Average Daily Traffic on existing roads crossing proposed 4–Lane Motorway.

4500

4000

ANIMAL DRAWN 3500 BICYCLE MOTOR CYCLE 3000 RICKSHAW CAR/TAXI/JEEP 2500 PAJERO/SUZUKI PICKUP HIACE WAGON MINI BUS / COASTER 2000

BUS Number of Vehicles of Number LOADER PICKUP 1500 TRACTOR TROLLY Truck 2 Axle 1000 Truck 3 Axle Truck 4 Axle

500 TRAILER 5 Axle & above

0 N - 55 D.I.Khan -Mianwali Mianwali Talagang Jund Mianwali Road Kohat Jund Road Rawalipindi Jund Pindigeb Fatehjung Road Road Road Road

Environmental Impact Assessment (4-20) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

4.3 Biological Environment

The road will cross one biologically sensitive area, the Indus River in between Mianwali city and Jinnah barrage. As per data obtained from Wildlife departments located in Dera Ismail Khan, Mianwali and Attock, the Indus at crossing point does not have any sensitive species of Flora/Fauna. The proposed route will not cross any National Park, Wildlife Sanctuary and Game Reserve. The fauna and flora of all three districts have been studied mainly through secondary sources, detailed as under.

4.3.1 Fauna of the Area

4.3.1.1 Mammals Mammals are members of endothermic amniotes distinguished from reptiles and birds by the possession of a neocortex, hair, three middle ear bones, and mammary glands. In all districts local people, government authorities including District forest/wildlife offices were consulted to gather information regarding the mammal species found in the area and detail is given in Table 4.15. It is evident from the table that variety of mammal‘s species are found in the area.

Table 4.15: Mammal Species found in the project area

Districts Sr. # Dera Ismail Khan Mianwali Attock 1 Brown Bear Asiatic jackal Wild Boar 2 Stoat Jungle cat Asiatic Jackal 3 Greater white Wild boar Kashmir Fox 4 Greater grey India hare Yellow–throated Marten 5 Long eared bat Indian crested porcupine Stone Marten 6 Ibex Common grey mongoose Mongoose 7 Leopard Asian house shrew Jungle Cat 8 Goral Indian gerbil Asiatic or Himalayan Black Bear 9 Altali weasel House mouse Brown Bear 10 Long tail marmot Indian field mouse Himalayan Musk Deer 11 Indian palm civet Himalayan or Grey Goral 12 Common pipistrelle Snow Leopard 13 Palm squirrel Leopard Cat 14 Monkeys 15 Markhor 16 Porcupine Source: Respective District Forest and Wildlife Departments

4.3.1.2 Avifauna Avifauna (Bird Species) in the project area is mainly found along the Indus River and hilly areas of Salt Range. The detail of avifauna species of three districts were collected from secondary sources and respective district wildlife departments and are presented in Table 4.16, Table 4.17 and Table 4.18 .

Table 4.16: Avifauna of the District Dera Ismail Khan

Sr. # Birds Sr.# Birds 1 Black–necked grebe 24 Common pochard 2 Little cormorant 25 Ferruginous duck 3 Great cormorant 26 Tufted duck 4 Cattle egret 27 Red crested pochard

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Sr. # Birds Sr.# Birds 5 Great egret 28 White breasted water hen 6 Intermediate egret 29 Moorhen 7 Little egret 30 Common coot 8 Purple heron 31 Purple swamp hen 9 Grey heron 32 Black winged stilt 10 Indian pond heron 33 Avocet 11 White stork 34 Northern lapwing 12 Spoonbill 35 Red wattled lapwing 13 Grey laggoose 36 White–tailed plover 14 Bar–headed goose 37 Little ringed plover 15 Ruddy shel duck 38 Pheasant tail Jacana 16 Northern pintail 39 Greenshank 17 Common shel duck 41 Redshank 18 Spot–billed duck 42 Little stint 19 Common teal 43 Common sandpiper 20 Mallard 44 Indian river tern 21 Gadwal 45 Great lack headed gull 22 Eurasian wigeon 46 Herring gull 23 Shoveler Source: Wildlife Department Dera Ismail Khan

Table 4.17: Avifauna of the District Mianwali

Sr. # Common Name Scientific name Sr. Common Name Scientific name # 1 Ashy Prinia Prinia Socialis 37 Lesser whitethroat Sylvia currcua 2 Bank Mayna Acridotheres 38 Little brown dove Streptopelia turtur 3 Baya Weaver Ploceus Philippinus 39 Little cormorant Phalacrocorax niger 4 Bay backed shrike Lanius Vittatus 40 Little egret Egretta garzetta 5 Black Dronga Dicrurus Macrocercus 41 Little grebe Tachybaptus ruficollis 6 Balck Kite Milvus Migrans 42 Little ringed lover Charadrius dubins 7 Black Partrigde Melanoperdix niger 43 Little stint Calidris minuta 8 Black Redstart Phoenicurus ochruros 44 Long tailed prinia Prinia bumessi 9 Black winged stilt Himantopus 45 Marsh harrier Circus Aeruginosus 10 Blue Rock Pigeon Columbus Livia 46 Night heron Nycticorax 11 Cattle Egret Bubulcus ibis 47 Paddyfield pipit Anthus rufulus 12 Common babbler Turdoides caudate 48 Pied bushchat Saxicola carprata 13 Common chiffchaff Phylloscopus collybita 49 Pied flycatcher Ficedula hypoleuca 14 Common kingfisher Alcedo atthis 50 Pied kingfisher Cerly rudis 15 Common moorhen Gallinula chloropus 51 Pied myna Stumus contra 16 Common myna Acridotheres tristis 52 Plain prinia Prinina inomata 17 Common sandpiper Tringa hypoleeucos 53 Pond heron Ardeola grayii 18 Common starling Strnus vulgaris 54 Redshank Tringa totanus 19 Common teal Anas crecca 55 Red vented bulbul Pycnontus cafer 20 Crested lark Galerida cristata 56 Red wattled lapwing Vanellus indicus 21 Crow pheasant Centropus sinensis 57 River tern Stema aurantia 22 Eurasina collard Dove Streptopelia decaeoto 58 Rose ringed parakeet Psittacula krameri 23 Great Cormort Phalacrocorax carbo 59 Ruddy shelduck Tadoma ferriguinea 24 Great reed warbler Acrocephalus 60 Rufos treepie Dendrocitta vagabunda

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Sr. # Common Name Scientific name Sr. Common Name Scientific name # arundinaceus 25 Greenshank Tringa nebularia 61 Rufos backed shrike Lanius schach 26 Grey heron Ardea cinerea 62 Sind barrow Passér pyrrhonotus 27 Hoopoe Upupa epops 63 Small minivet Pericrocotus cinnamomeu 28 House crow Corvus splendens 64 Spotted owlet Athene brama 29 House sparrow Passer domesticus 65 Strintated babbler Turdoides earlei 30 House swift Apus affins 66 Tree pipit Anthus trivialis 31 Indian cormorant Phalacrocorax fusciollis 67 Turtle dove Streptopelia tranquebarica 32 Indian robin Saxicoloides fulicatus 68 Water pipit Anthus spinoletta 33 Indian roller Coracias benghalensis 69 White brested Amauromis phoenicuris waterhen 34 Intermediate egret Egretta alba 70 White throated Halcyon smymesis kingfisher 35 Jungle babbler Turdoides striata 71 Yellow bellied prinina Dendrocopos maharattenis 36 Large egret Egretta alba 72 Yellow headed wagtail Montacilla citreola Source: WWF Jinnah Barrage Report, 2015

Table 4.18: Avifauna present in the District Attock

Sr.# Common Name Scientific Name Sr.# Common Name Scientific Name 1 Tawny Eagle Aquila rapax 14 White–eared Bulbul Pycnonotusleucogenys 2 Greater Spotted Eagle Aquila clanga 15 Brown Dipper Cincluspallasii Plumbeous Water 3 Merlin Falco columbarius 16 Rhyacornisfuliginosus Redstart 4 Common Kestrel Falco tinnunculus 17 Common Stonechat Saxicolatorquata Himalayan Griffon 5 Gyps himalayaensis 18 Pied Bushchat Saxicolacaprata vulture 6 Chukar Alectorischukar 19 IsabellineWheatear Oenanthedeserti Slaty–headed 7 Psittaculahimalayana 20 Blue WhistlingThrush Myiophonuscaeruleus Parakeet Black–rumped flame Acrocephalusdumetoru 8 Dinopiumbenghalense 21 Blyth‘s Reed Warbler back m 9 Crested Lark Galeridacristata 22 Lesser White–throat Sylvia curruca 10 Plain Martin Ripariapaludicola 23 Brook‘s Leaf Warbler Phylloscopussubviridis 11 Grey Wagtail Motacillacinerea 24 Blyth‘s Leaf Warbler Phylloscopusregulaides 12 White Wagtail Motacilla alba 25 Rook Corvusfrugilegus Motacilla 13 White–browed Wagtail 26 House sparrow Passer domesticus maderaspatensis Source: Wildlife Department Attock

4.3.1.3 Birds Migratory Route The famous route for migratory birds from Siberia to various destinations in Pakistan over Karakorum, Hindu Kush, and Suleiman Ranges along Indus River down to the delta is known as International Migratory Bird Route Number 7 (Figure 4.15). It is known as the Indus Flyway and is one of the busiest routes in the world. According to various estimates, 700,000 to 1,200,000 birds arrive in Pakistan through Indus Flyway every year. This route is also called ―The Green Route‖. The birds start migration on this route in November; February is the peak time and by March they start to fly back home. These periods may vary depending upon weather conditions in Siberia and/or Pakistan. Some extinguishing species like white headed duck, houbara bustard and Siberian crane also travel on this route. The other migrating birds include; pelicans, cormorants, herons, egrets, bitterns, cranes,

Environmental Impact Assessment (4-23) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 flamingo, teals, mallards, gadwalls and pigeons. The proposed 4–Lane Motorway corridor passes the Kuram River near Kundal in district Dera Ismail Khan, Indus River near Daudkhel district Mianwali and Soan River near Nikki in district Attock.

Figure 4.15: Migratory Birds Flyway Number 7.

4.3.1.4 Reptiles Reptiles are the animals of the group ―Reptilia‖ (Tetropod animals), tetrapods are cold–blooded vertebrate that includes snakes, lizards, crocodiles, turtles, and tortoises. They are distinguished by having a dry scaly skin, and typically laying soft–shelled eggs on land. The reptiles of the project area include lizards, snakes and Geckos. Many species of snakes and lizards are now endangered due to increased population, by the predator prey relation and increased use in medical and education field. The natural bio–diversity of the project area has been extremely threatened by a number of ‗mega– development‘ initiatives such as the construction of the Thal Canal, Chashma–Jhelum link canal and large–scale industrial plants at Iskandarabad and Daudkhel. However, some species of reptiles are still found in the district Mianwali which are given in Table 4.19.

Table 4.19: Reptiles in the three districts of project area

Sr. # Dera Ismail Khan Mianwali Attock 1 Geckos Gecko Garden Lizard 2 Snakes Sand Lizard Monitor Lizard 3 Monitor Smooth Spectacled Lizard Krait 4 Common ground lizard Himalayan Skink Russell‘s Viper 5 Scinind lizard Cobra 6 Saw Scaled Viper Source: Key and checklist of Pakistan lizards 2002, NTDC (EARF) Attock.

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4.3.1.5 Fish Major natural habitats of the fish species near to the project area are the Indus River, Jinnah Barrage and Chashma Barrage, where main species found are Rahu, Mori, Silver and Grass. Manmade fishery farms are common in districts Dera Ismail Khan and Mianwali. As per data collected from the respective fisheries departments the common species found are given in Table 4.20.

Table 4.20: Fish species present in three districts of 4–Lane Motorway

Districts Sr.# Dera Ismail Khan Mianwali Attock 1 Rahu Palli Cold water cat fish 2 Mori Bari chal Snow carp 3 Singhara Chilwa Seenghara 4 Mali Mori Masher 5 Thala Sunni Mullah 6 Khaga Pahri raho Goonch 7 Soul Calbans Sunnee 8 Silver Tokri Daula 9 Sira Sereha Saul 10 Bachwa Palero Mullee 11 Grass Grass carp Talapia 12 Gulfam Silver carp Bam 13 Tilapia Bighead carp Pari 14 Rahoo Palero Sareeha 15 Popra Kharni 16 Popra Rahu 17 Common carp Thaila 18 Singhari 19 Keengar 20 Gonch 21 Mullee 22 Palu 23 Patasi 24 Bachwa 25 saul 26 Daula 27 Shesha 28 Tilapia 29 Groj 30 Palli Source: Fisheries departments Dera Ismail Khan, Mianwali and Attock

4.3.2 Flora of the Area

Flora is described as the plant kingdom occurring in a particular region or time including naturally occurring indigenous native plants. The natural vegetation along the proposed 4–Lane Motorway is mostly composed of shrubs, planted trees but jungle at few places. The most common plants are Keekar, Masquit, Tamarix, Phulai, Ber, Sanatha, Kangan, Kaho or wild olive, Dhaman, Khabari or Wild Fig tree, Toot or Mulberry, Bohar and Jand. The forest department in their reserved 75000 acres area along the roads have successfully planted Keekar, eucalyptus and Sheesham. The different ecological divisions of the project area are the hills, up–lands, plain areas and active flood plain

Environmental Impact Assessment (4-25) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

(Kacha). The hills reflect a barren face with scanty vegetation. A few clusters of trees may be spotted in the depressions and along the low lying slopes.

In Attock district, the only forest is that on the Kala Chitta range. There are various reserved areas, where, large landowners make their own ―rakhs‖, in which they carefully preserved the grass and wood, and allow no one to trespass. However, in general the district is bare. The vegetation is poor and sparse and the area is thinly wooded.

Scattered vegetation in project area Dense vegetation path in project area (Mianwali) (Attock)

The flora of the Mianwali area is very unique due to diverse habitat, soil, topography etc. The forest ranges include the Kalabagh, Kunidan and Kachha forest near Indus River. There are various preserved areas. All the large landowners make their own rakhs, in which they carefully preserve the grasses and wood species and allow no one to trespass.

For the collection of floral data, forest departments of all three relevant districts were visited and meetings were conducted for data collection, list of species are given in the Table 4.21, Table 4.22 and Table 4.23.

Table 4.21: Flora of district Dera Ismail Khan

Sr. Sr. # Botanical name Common Name Botanical name Common name # 1 Alternantherasessilis Sessile joy weed 21 F. quinquangularis Five angle fimbry 2 Bacopa moneiri Water hyssop 22 Mentha logifolia Horse mint 3 Bolboschoenus affinis 23 Oxalis carniculata Wood–sorrel 4 B. glaucus 24 Paspalum papaliodes Water grass 5 Brachiaria ramosa Browntop millet 25 Phalaris minor Bird‘s seed grass 6 Centella asiatica Pennywort 26 Phragmites karka Common reed 7 Coronopus didymus Swine cress 27 Phyla nodiflora Frog fruit, cape weed 8 Cyperus alopecuroides 28 Polygonum barbata Joint Weed 9 C. difformis Variable flat sedge 29 P. flaccidum Smart weed 10 C. iria Flat sedge 30 P. glabrum Marsh buckwheet 11 C. pymaeus 31 Portulaca oleracea Purslane 12 C. rotundus Nut–sedge 32 Pycreus flavidus 13 Cynodon dactylon Bermuda grass 33 Ranunculus muricatus Butter–cup 14 Echinochloacrus–galli Barnyard grass 34 R. scleratus Blister butter–cup 15 Eclipta prostrata False daisy 35 Rumex detatus Toothed dock 16 Eleocharis geniculata Spike–rush 36 Schoenoplectus litoralis 17 E. palustris Common spikerush 37 S. triqueter Streambank bulrush 18 Fimbristylis bisumbellata 38 Suaeda fruticosa Sea Blite 19 F. dichotoma Forked fringerush 39 Typha domingensis Southern cat–tail 20 F. ferruginea 40 Typha elephantina Elephant grass

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Source: Journal of Botany, 2013

Table 4.22: Flora of the District Mianwali

Sr. Botanical Name Vernacular Sr. Botanical Name Vernacular # Names # Names 1 Achyranthes aspera Puthkanda 29 Euphorbia thymifolia Dodak 2 Acacia arabica Kikar 30 Fagonia indica Brum Dhumia 3 Acacia modesta Phulai 31 Ficus religiosa Pipal 4 Abutilon indicum Peeli booti 32 Fumaria parviflora Shahtra 5 Aloe barbadensis Ghee kunvar 33 Lathyrus aphaca Jangli phalli 6 Amaranthus viridus Chulai 34 Launea procumbens Bhatter 7 Argyrolobium roseum Makhan 35 Melia azedarach Dherak booti 8 Azadirachta indica Neem 36 Mentha spicata Pehari podina 9 Aerva javanica Booh 37 Mimordica dioca Jungli karela 10 Brassica nigra Kali sarson 38 Morus nigra Kala shahtoot 11 Bryophyllum pinnatum Zakham–e– 39 Ocium sanctum Niazboo hayat 12 Calotropis procera Ak 40 Plantago ovata Ispaghul 13 Capparis decidua Kirrer 41 Peganum harmala Hermal 14 Capparis aphylla Kareen 42 Phoenix sylvestris Khajoor 15 Carum copticum Ajwain desi 43 Rhyncosia minima Jungli moath 16 Cassia augustifolia Sena 44 Ricinus commumis Harnoli 17 Chenopodium album Bathu 45 Rhazya stricta Verian 18 Cleome brachycarpa Dhanar 46 Spinacea oleracea Palak khathoori 19 Cucumis melo var– agrestis Chibber 47 Solanum nigrum Makoo 20 Citrullus colocynthus Tumba 48 Solanum surretense Mohakri 21 Cynodon dactylon Khuble ghas 49 Salvadora oleides Pilu 22 Cyperus rotundus Dellia ghas 50 Tagetes patal Sudburga 23 Cymbopogon jauuarancusa Kattan 51 Tribulus terrestris Bhakra 24 Dalbergi sissoo Tali 52 Tephrosia uniflora 25 Datura innoxia Datura 53 Trianthema portulacastrum Woho 26 Digera muriacata Lulur 54 Withania somnifera Asgand 27 Eruca sativa Tara mera 55 Zizyphus nummularia Jangli beri 28 Eucalyptus globules Safaida Source: Ethno botanical leaflet, 2006

Table 4.23: Flora of the District Attock

Sr. # Botanical Name Vernacular Sr. Botanical Name Vernacular Names # Names 1 Aixoceae Itsit 22 Euphorbiaceae Aam dodak 2 Amaranthaceaee Putkhanda 23 Euphorbiaceae Arind 3 Amarathceaee chuli 24 Fumariaceae Shatera 4 Asteraceae Zergul 25 Lamiaceae Jangli podina 5 Asteraceae Neeli booti, Kasni 26 Lamiaceae Sawa podina 6 Asteraceae Suraj Booti 27 Lamiaceae Gulkand 7 Asteraceae Kandiari 28 Mimosaceae Babul, Kikar 8 Asteracear Chotta Dhatura 29 Mimosaceae Phulai

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Sr. # Botanical Name Vernacular Sr. Botanical Name Vernacular Names # Names 9 Apiaceae Ajwan, Soai 30 Moraceae Jangli anjeer 10 Asclepiadiaceae Ak 31 Nyctaginaceae Gul–e–abbasi 11 Brassicaceae Bambasisa 32 Oxilidadceae Khatti mitti booti 12 Brassicaceae JangliSarron / Khun 33 Papilionaceas Alfalfa Kalan 13 Canabinnaceae Bhang 34 Poaceaae Khabal ghass 14 Capparidaceace Kareer 35 Polygonaceae Derank 15 Caryophyllaceae Silene gulahi booti 36 Rubiaceae Chamuti booti 16 Caryophyllaceae Cheridana , khash 37 Scrophulariaceae Gidder tambakoo khashi booti 17 Chenopodiaceae Bathu 38 Solanaceae Mokhari 18 Convolvulacear Laili, poli, hiranpadi 39 Solanaceae AAm Daturana 19 Cuscutaceae Akash bail 40 Urticaceae Bichu booti 20 Cyperaceae Deela 41 Zygophyllaceae Harmal 21 Euphorbiaceae Chattri dodal

4.3.3 Wetlands

A wetland is a land area that is saturated with water, either permanently or seasonally, such that it takes on the characteristics of a distinct ecosystem. Pakistan‘s Lakes and Wetlands resource consists of numerous natural and manmade lakes and wetland complexes. Distributed all over Pakistan these unique resources includes high altitude alpine and glacial lakes, manmade reservoirs and dams, tropical freshwater and saltwater lakes and the wetlands of Indus River and Arabian Sea coast. These lakes and wetlands are important sources of water supply and on the other hand these support a unique biodiversity of flora and fauna consisting important plant, bird and animal species, including eighteen threatened species of wetlands mammals and twenty threatened bird species. Importantly these resources are also situated at the crossroads of Asia‘s major bird migration routes, serving as transit points for migrating birds.

The main wetlands present near to the project corridor are shown in Figure 4.16 and brief description is given below.

4.3.3.1 Chashma Barrage Chashma Barrage completed in 1971 on Indus River is located 25km Southwest of Mianwali, on the Mianwali to Dera Ismail Khan Road, Punjab Province. The area of the Barrage wetland is about 33,000 ha with a series of embankments or flood bunds which, at low water levels, divide the reservoir into five shallow lakes each of up to 250 ha in area. After maximum flooding (August) as the water recedes; exposed land is leased to local farmers for agricultural purposes. The depth of the five lakes varies from 0.2m in the dry season to 8.0m at the height of the flood season; the depth of the main river channel varies from 4.6m to 8.8m and water pH values range from 6.5 to 7.2. The climatic condition of the area is dry subtropical climate with hot summers and cool winters. The annual rainfall varies from 300–500 mm, and the relative humidity from 22–85%. The average maximum temperature in June is 41°C and the average minimum in January is 4.5°C.

The wetland is owned by Irrigation Department, Government of the Punjab; adjacent areas are partly state owned and partly privately owned. The wetland was first declared as a Wildlife Sanctuary in 1974. The Sanctuary was re–notified in July 1984, and since then, the level of protection has greatly improved. The land use is mainly for storage of water for irrigation, generation of electricity, and fishing. Fishing leases are granted by the Punjab Fisheries Department. Reeds (Phragmites karka and Typha angustata) and kana (Saccharum spp) are harvested for use in local cottage industries. A

Environmental Impact Assessment (4-28) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 fish hatchery has been established at the reservoir and became operational in 1987. Thousands of metric tonnes of fish are being harvested, the marsh vegetation supports a local weaving industry and barrage also provides excellent opportunities for scientific research and conservation education. Surrounding areas are used for agriculture, livestock grazing and forestry.

The aquatic vegetation of the wetland consists of Hydrilla verticillata, Nelumbium speciosum, Nymphaea lotus, Typha angustata, Phragmites karka, Potamogeton pectinatus, Saccharum spontaneum, Vallisneria spiralis and Zannichellia palustris. The natural vegetation of the region is a mixture of subtropical semi–evergreen scrub and tropical thorn forest with species such as Olea ferruginea, Acacia modesta, A. nilotica, Adhatoda vasica, Dodonea viscosa, Gymnosporea royleana, Prosopis cineraria, Reptonia buxifolia, Salvadora oleoides, Tamarix aphy/la, T. dioica, Zizyphus mauritiana, Z. nummularia, Chrysopogon aucheri, Lasiurus hirsutus, Heteropogon contortus and Panicum antidotale. Prosopis glandulosa has been introduced in the area. Most of the natural thorn forest on the plains to the east of the Indus has been cleared for agricultural land and for irrigated plantations of Dalbergia sissoo and other species.

The Barrage is a very important staging and wintering area for a wide variety of waterfowl. The wetland regularly supports over 50,000 Anatidae and coots in mid–winter, and in some years many more. Over 114,000 birds were present in January 1975, and about 100,000 in January 1987 and January 1988. The most abundant species are Anas Penelope, A. crecca, A. acuta, Aythya ferina and Fulica atra. There is a small wintering flock of Anser, and Anser indicus occasionally occurs on passage and in winter.

Other regular winter visitors occurring in smaller numbers include Podiceps cristatus, P. nigricollis, Phalacrocorax carbo and many species of shorebirds, gulls and terns. The Barrage is also an important staging area in spring and autumn for the cranes Grus and Ant hropoides virgo. Other waterfowl which have been recorded include Mycteria leucocephala, Ciconia, Phoenicopterus ruber, Himantopus, Recurvirostra avosetta and Glareola lactea. The Indus Dolphin Platanista mdi occurs in some stretches of the Indus River upstream of the Barrage and has been recorded at Chashma, but no estimate of the population size is available. Other mammals occurring in the area include Sus scro/a cristatus, Axis porcinus, Canis aureus, Felis libyca and Lutra perspicillata. The rich fish fauna includes Gadusa chapra, Notopterus notopterus, N. chitala, Catla catla, Cirrhinus mrigala, C. rebo, Labeo rohita, L. microphthalamus, Puntmus ticto, P. stigma, Barilius vagra, Wallago attu, Rita, Bagarius, Mystus aor, M. seenghala, Heteropneusies fossilis, Eutropiichthys vacha, Nandus, Mastacembelus armatus, M. pancalus, Ambassis nama, A. ranga and Channa punctatus. Other aquatic fauna includes Hirudinaria sp, Palaemon dayanus, P. lamarrei, Rana tigrina, Kachuga smithi, Trionyx gangeticus and Lissemys punctata.

4.3.3.2 Nammal Lake Nammal Lake is located 29 km on Talagang Mianwali road in Punjab Province, with area of about 486 ha. The area of the lake is shallow brackish lake partly impounded by a dam at one corner, and fed by a small spring and several intermittent streams rising in the low hills of the Salt Range. The maximum depth of the lake is 5.8m, and the average 4.6m. The water is slightly saline and has a pH value of 7.3. The water level fluctuates widely, and is partially controlled by the removal of water for irrigation. The climatic conditions of the area are dry subtropical climate with an annual rainfall of between 300 mm and 600 mm, and a relative humidity of 20%–85%. The minimum temperatures in January range from 1°C to 5°C and the maximum temperatures in June from 40°C to 45°C. The wetland was first designated as a Wildlife Sanctuary of 486 ha in 1970. The Sanctuary was re–notified in January 1979, and since then, protection has been much improved.

The vegetation of the area mainly comprises of Carex fedia, Hydrilla verticillata, Juncus sp, Phragmites karka, Potamogeton crispus, Saccharum spontaneum, Typha angustata and Zannichellia

Environmental Impact Assessment (4-29) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 palustris. The natural vegetation of the region is a mixture of subtropical semi–evergreen scrub and tropical thorn scrub with species such as Acacia modesta, A. nilotica, Adhatoda vasica, Dodonea viscosa, Gymnosporia royleana, Olea ferruginea, Prosopis cineraria, Reptonia buxifolia, Salvadora oleoides, Tamarix aphylla, T. dioica, Zizyphus, nauritiana, Z. nummularia, Chrysopogon aucheri, Lasiurus hirsutus, Heteropogon contortus and Panicum ansidotale. Prosopis glandulosa has been introduced in the area. Most of the land adjacent to the lake has been cleared for agriculture.

The lake is state owned, adjacent agricultural land is privately owned, whereas forested hill slopes and range lands are state owned. The lake is used as a water storage reservoir for the irrigation of adjacent agricultural land. Fishing is permitted under licence from the Punjab Fisheries Department. The Department has recently developed a project to improve the fish stocks, and has stocked the wetland with species of commercial importance. Livestock are grazed on the surrounding range land, and some mining leases have been granted in the nearby hills.

Formerly an important wintering area for Anatidae, with between 2,000 and 5,000 birds present in mid–winter in the early 1970s. Mergus albellus and Oxyura leucocephala were regular winter visitors in small numbers, with maximum counts of 79 and 127 respectively. A flock of up to 50 Anser anser continues to winter in the area, along with small numbers of a wide variety of other waterfowl. Other waterfowl which have been recorded at the lake include Mycteria leucocephala, Ciconia episcopus, C. ciconia and Mergus serrator. Mammals known to occur in the area include Canis aureus, Vulpes, Felis libyca and Lepus nigricollis. The fish fauna include Catla catla, Channa marulius, Cirrhinus mrigala, Cyprinus carpio, Salmo faria, Tilapia mossambica and Labeo rohita.

4.3.3.3 Jinnah Barrage The Jinnah Barrage is located across the Indus River approximately 3 miles (5 km) south of the Kalabagh town in the Mianwali District of Punjab province. The coordinates of the Barrage are N 32° 55.1846′; E 071° 31.1812′. It is approximately 655 miles (1,050 km) from the mouth of the Indus River and 80 miles (130 km) south of the confluence of the Kabul and Indus rivers. The area of Jinnah Barrage is mainly divided into two parts: hilly areas in the north, northwest and northeast; and a sandy plain in the central and southern parts of the district. The mountains and hills consist of the Bhongi Khal and Khattak Niazi hills in the northwest and the salt range in the southeast. The land of the Jinnah Barrage is owned by the Irrigation and Power Department. This ownership dates back to the time of the construction of the Barrage in 1946.

The flora of the area is divided into two zones, that occupying the riverine levels and that occupying the higher surrounding areas. The predominant flora of the riverine flora includes shisham, mulberry, bakin, sufaida, pipal, date palm, jand, karir and beri. The fauna of the area mostly includes the wild boar (Sus scrofa cristatus), hare (cited as Lepus capensis, the brown hare, Jackal (Canis aureus), Porcupine (Hystrix indica) and fox (Vulpes sp.) are rarely seen in the area. They can be found on the belas and in the surrounding hills. Smaller mammals such as tree squirrel can still be seen in and around populated areas. The belas on the upstream of the Barrage are good habitats of the migratory birds and reptiles whereas the belas of the Downstream of the Barrage is lack of habitats due to the human interaction

The adjacent town of Kalabagh and the two large belas occupying a significant part of the water area upstream of the Jinnah during the winter period make the area attractive to visiting wildfowl. However the easternmost of the two belas are covered by a dense growth of reeds, providing, which, provides a habitat for seed eating and insect eating resident and migrant passerines. Fishing is not permitted within the Jinnah Barrage pond or for a distance of 1.5 km downstream of the Barrage. Fisheries Department issue contracts for fishing in the area downstream of the 1.5 km limit annually. The fish species present in the area mostly includes mahasher, thaila, mori, gulfam, raho, singharee and Mullee.

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4.3.3.4 Thanedar Wala The wetland is under communal ownership; surrounding areas are owned by local villagers. Thanedar Wala was declared a Game Reserve (4,047 ha) in 1976, and hunting is limited. The wetland was listed as a Wetland of International Importance under the Ramsar Convention in July 1976. Legal protection is provided by the Wildlife Conservation and Management Acts and Ordinances. The wetland is located 15 km east of Lakki, District Bannu KP with the area about 4,047 ha. The land is a shallow, fresh to brackish seepage lagoon and extensive marshy area formed at the junction of Gambilla and Kurram rivers. The depth of water fluctuates from 0.1–1.5m according to the supply of flood water in the two rivers, the levels rises in March and again during the period July to September; the pH value is 9.0. Surrounding areas are mostly saline. The climatic conditions are dry subtropical climate with an average annual rainfall of 250 mm and a relative humidity of 45%–65%. Temperatures range from 4°C to 18°C in winter and from 25°C to 47°C in summer.

Principal vegetation is mostly marshy which includes Tamarix dioica, Typha angustata, Phragmites karka, Cyperus laevigatus, Koch/a indica, Desmostachya bipinnata, Imperata cylindrica and species of Chara, Launaea, Phoenix, Potamogeton, Ranunculus and Saccharuni. Much of the surrounding area is cultivated for wheat and other crops. The natural vegetation of the region is tropical thorn forest typical of saline tracts, with dominant species including Prosopis cineraria, Tamarix aphylla, Zizyphus nummularia, Calligonum polygonoides, Rhazya stricta, Aerua javanica, Chenopodium album, Cassia obovata, Heliotropium sp, Tribulus terrestris, Asphodelus tenuifolius, Cenchrus ciliaris and Dactyloctaenium scindicum.

The Typha marshes are also present in the area which supports local weaving industry. The wetland has recreational value for the public, and under proper management could become important for fish conservation. The Fauna of the area includes Egretta alba and Anatidae, notably Tadorna ferruginea, Anas crecca, A. platyrhynchos, A. clypeata, Aythya ferina and A. nyroca. Waterfowl recorded during the mid–January censuses in 1987 and 1988 included up to 600 shorebirds of eight species and small numbers of three species of Ardeidae, Ciconia ciconia, three species of Anatidae.

4.3.4 Game Reserve and Protected Areas

Game reserves are large areas of land where wild animals live safely in natural/open environment and are hunted in a controlled way for sport purpose only. There are many reserve areas in Mianwali and Attock districts (Table 4.24 & Figure 4.16) but proposed 4–Lane Motorway alignment is not passing from any of such areas.

Table 4.24: Game reserves of Mianwali and Attock districts

Sr. No Game reserve District Area (Acres) 1 Chashma Barrage Mianwali 81750 2 Harnoli plantation Mianwali 2196 3 Kundian Plantations Mianwali 19274 4 Namal Lake Mianwali 1200 5 Kalabagh (Private) Mianwali 6 Kala chitta Attock 2,36,338 7 Rakh Kheri Murat Attock 13882

4.4 Socio–Economic Baseline

Socio–Economic Baseline of the project area has been established by utilizing both primary and secondary sources. In addition, baseline was strengthened by sample social survey conducted along the proposed road alignment administering questionnaires specially developed for this purpose.

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During survey data were collected from randomly selected sample villages/settlements through formal and informal consultation with primary and secondary stakeholders.

There were two basic aims of the survey; firstly to inform and consult the local communities about what is the proposed project and what would be the likely interventions and impacts and secondly to carry out an in–depth socio economic survey of the villages/towns falling along the proposed road alignment to establish the baseline.

4.4.1 Secondary Data

The main sources of secondary data include District Census Reports (DCRs) of Dera Ismail Khan, Mianwali and Attock districts and Punjab / Khyber Pakhtunkhaw provincial departments like education, health, agricultural, forestry, fisheries, wildlife etc. The data collected is briefly presented as under:

4.4.1.1 Demography

Population

Population is one of the important indicators of socio–economic status of any area. The population of all three districts for the years 1998 (Actual) and 2016 (Projected) are presented in Table 4.25. It is evident from the Table that population in all districts is not dense.

Table 4.25: Population of all districts

Sr. # District Population Annual Projected Gross Area of Population (1998) Growth Population district (km2) Density Rate for 2016 (Persons/km) 1 Dera Ismail Khan 852995 3.26 1519584 7326 207 2 Mianwali 1056620 2.35 1605093 5840 325 3 Attock 1274935 2.23 1896263 6857 234 Total 5020924 20023 251 (5 Million)

Literacy

As per national definition, a person who can read and write statement with understanding in any language prevalent in Pakistan is considered as literate. Literacy ratio is measured as number of literate people to the population of 10 year and above age. According to the population Census of 1998, literacy rate in Dera Ismail Khan, Mianwali and Attock districts was 43.19%, 42.8% 49.3% respectively, which is significantly below than national literacy level of 55%. Pakistan literacy rate is among the lowest literacy rates in the world and according to the United Nations Educational, Scientific and Cultural Organisation (UNESCO), it is 55 percent and stands at 160th in total countries of the world.

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Figure 4.16: Wet Lands, Protected Areas, Game Reserves and Historical Places

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4.4.1.2 Administrative Setup Administrative setup of Dera Ismail Khan, Mianwali and Attock districts is similar to other districts of the KP and Punjab provinces, which is briefly described as under;

Dera Ismail Khan: Dera Ismail Khan is an administrative district of KP Province. The district is subdivided into five tehsils i.e. Dera Ismail Khan, Kulachi, Darabin, Paroa and Paharpur spread over 47 Union Councils.

Mianwali: The district is administratively divided into three tehsils Mianwali, Esa–Khel and Piplan stretched over 56 union councils.

Attock: The district was created in April 1904 by merging some area of Rawalpindi districts. Today the District consists of 6 tehsils, which are Attock, Fatehjang, Hazro, Hassan Abdal, Jhand and Pindigeb.

District administrations of all districts are headed by District Coordination Officer (DCO) assisting the Divisional commissioner and are accountable to him. The DCO is appointed by the provincial government from the Federal or Provincial civil service. The DCO is assisted by district heads of the departments generally designated as Deputy Directors or with Executive District Officers (EDOs), who head each of the District offices. District heads of the other departments who report their performance of his pursuits in periodical or casual meeting convened by DCOs. Main departments in all the districts are district administration, judiciary, police, education; health, communication and Works, agriculture, forest, irrigation, telecommunication, livestock and fisheries.

4.4.1.3 Ethnicity and Tribes Ethnic system has great bearing on the economic and social pursuit of people especially in rural areas of Pakistan. Ethnic and tribal system prevailing in Dera Ismail Khan, Mianwali and Attock districts is described as follows:

Dera Ismail Khan is characterized by a very strong tribal bounds and very rich ethnic diversity and cultural heritage. There are about one dozen major tribes with several smaller tribes and sub–tribes. The Dera Ismail Khan has in addition to the Pathan tribes of Koh–e–Surkh a large mixed population of Baloch and Jat tribes who had migrated here from south and trans–Indus areas. District has also a large number of families belonging to Mootani Pathans tribes, these are Alizais, Sadozais, Khawajazais, Khakwanis and Barkzais. After partition mostly Rajput stock were settled in Hindu Mohalas of the city.

The population of Mianwali district is amalgamation of several tribes and castes in all of them forming a pretty anthology of patterns like a lovely garden. The prominent features of these tribes are that they have been living in perfect equanimity and composure and no ethnic disturbance of any kind has taken place. The main castes residing in the district are: Niazi, Syed, Arain, Awan, Baloch, Jat, Khokhar, Malik and Rajput. However, prior to their immigrations to this region they were concentrated in the Marwat plains shared by both Marwat and Niazi. Marwat and Niazi, both are Lodhi Pathans and thus share common ancestry. There exist the accounts that Marwats and Niazis battled near the banks of Kurram River and Niazis had to leave the land and take refuge at ―Tarna‖ (nowadays called Esa–Khel). However Niazis were able to establish themselves at trans–Indus village of Esa–Khel which at that time was inhabited by the pastoral Jats and Awans. Then Niazi immigrations continued across the Indus into the Mianwali area where they established and became the main dominating tribe. Niazis are brave and strong–willed people and they prefer to serve in Police and Armed Forces. Transport system of the area is also owned and operated by Niazis.

Attock finds its name in the history books dating to the rule of Chandragupta‘s grandson Asoka, the Buddhist Emperor of upper India, who had converted to the Buddhist faith. In the Edicts of Asoka, set in stone, some of them written in Greek, it is declared that Greek populations within his realm also had

Environmental Impact Assessment (4-34) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 converted to Buddhism. However, during British rule and some period even after creation of Pakistan district was named as Campbellpur. The district is inhabited by different tribes and races, namely, Awan, Pathan, Khattar, Gheba, Jodhara, Gujjar, Rajput, Mughals, Syed and Sheikh. Most of these tribes claim to be decedents of the invaders who came from Central Asia and Afghanistan. Tribal and ethnic affiliations are still very strong.

The Sardari System also prevails in some parts of all above mentioned districts. However, life of people of rural areas, particularly of project area, is built on two principles; hereditary authority and personal bond of allegiance in which protection is exchanged with loyalty. Most of the tribal chiefs get elected to the parliament tend to run democracy on traditional pattern. Occasions like births, deaths, illness, and marriages serve as socializing accessions for women and common people who can, when they meet exchange information and ideas and reinforce social ties and alliances.

4.4.1.4 Culture and Traditions Dera Ismail Khan has a Mix culture of Punjab and KP, as it is on the borders of provinces. In Dera Ismail Khan, festivals are celebrated with full zeal and zest. Both Eid‘s are greeted with full religious fervour and people visit their relatives and neighbours after the ‗Eid‘ prayers. ‗Urs‘ of saints is also an important festival celebrated by people of the area. Rural people especially participate in these ‗Urses‘ and ‗Melas‘

There is no specific regional dress. ‗shalwar kameez‘ is used by both men and women. Starched cottons in pastel colours are in vogue. Aged men and women also use ‗dhoti‘ instead of ‗shalwar‘. Men usually put on ‗chaddars‘ in winter instead of jackets or coats. And in summers, waist coats are preferably worn on cotton ‗kameez‘. As for as the minorities living here are concerned; pawandas (tribe of pakhtoons) wear colourful embellished frocks with ‗dupattas‘ covering their heads. Their men put on turbans on their head and wear ‗shalwar kameez‘. Marriages occasions are of special importance, to both the families and provide opportunities of collective activities of pleasure and joy for wedding families, relatives and friends. Dowry is a cursed custom but still very popular here. The bride‘s dowry is put on display and people specially come to see how much the parents have poured in for the groom! The ‗mehndi‘ is not set up on that huge scale as it is in our big cities but the ‗nikkah‘ and walima are quite big celebrations.

Different cultures exist in different parts of the Mianwali. The natural environment greatly affects the lifestyle of the people of this region, thus shaping their culture. Mianwali is a rich with regard to the creative arts particularly poetry and music. The male dress comprised long white calico kurta (chola), white calico tehmad (manjhla) and white muslin turban (patka). Every male had to wear a patka, as bare head was regarded as a mark of insolence. The ladies used to wear colourful chintz (printed cotton) kurti over a dark coloured cotton tehmad (manjhla) and traditional headgear known as tikra. A sort of khusa known as pahn is popular female footwear. Locally made gold and silver jewellery included gaani (necklace) chankangan (bracelet) chhaps (gold or silver rings), teelas, small golden discs on both sides of the nose and walian, a set of 24 ear rings dangling from 12 tiny holes bored along the edge of each ear (pinna). The caustic–soda washing soap was used as shampoo and face– wash. Dandasa, surma, kajal and mehndi were used only on festive occasions.

The people living in Attock are mostly colourful and cultural while a small number of migrants also reside here. The major casts living here include Rajas, Maliks, Chaudhrys, Jutts, Gujjars and Rajputs. Potoharis are hardworking and friendly people. The people of Attock celebrate occasions with great zeal. Special meals are set in the rural areas when the crops are harvested. People participate in them vigour. The weddings are celebrated in a traditional way with girls singing ‗tappas‘ on dholak. Hence, Attock is a region with rich cultural background. There is a difference between the rural and urban areas of this region in terms of facilities and occupations. The contribution of this region to arts and literature is immense. The people of this region are very warm and have their own dresses,

Environmental Impact Assessment (4-35) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 traditions and customs. The most important part of the elite‘s weddings here is the mausiqi event (singing programme). Local singers are called in and the occasion goes on all night. The events of weddings are separate for males and females and bride and groom attend separately.

View of nomadic life in Dera Ismail Khan

4.4.1.5 Language Saraiki is the native language of Dera Ismail Khan, but Pashto and Hindko are also spoken fluently. Officially Urdu and English both are used i.e. in courts and different offices. The area is the confluence of Pashtun and Balochi tribes. So a little bit of Balochi is also spoken and understood in some parts.

As per 1998 census of Pakistan, following are the demographics of Mianwali district, by spoken language:

. Punjabi: 72.4% . Saraiki dialect: 12% . Pashto: 10% . Others: 6% Similarly an over whelming majority of people (90%) of Attock district are Punjabi spoken while remaining speak Pashto (5%) and Urdu (4%).

4.4.1.6 Religion According to the Population Census of 1998, Muslim proportion of the population of Dera Ismail Khan, Mianwali and Attock districts range from 92 to 92 percent. The religion composition shows that project area is Muslim dominated like other parts of the country. The remaining population consists of minorities such as ―Sikhs, Christians, Hindus and other scheduled castes which range from 3 to 8%. Muslim population mainly belong to ―Sunni ―and ―Shia‖ creeds. There are many religious institutions in all districts where students from all over the province are seeking religious education.

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Sidra Sharief mosque at Dera Ismail Khan St. Thomas’ Church at Dera Ismail Khan

4.4.1.7 Archaeological and Cultural Heritage No Archaeological or Cultural Heritage site was identified near to COI of proposed Motorway project.

4.4.1.8 Quality of Life of People Living near Project Area/ Economic Condition

Occupation / Livelihood

Livelihood of the population of all the districts mainly depends on agriculture and livestock raring. In some part of Dera Ismail Khan and Mianwali districts irrigated agriculture is practised whereas whole Attock district is rain fed. The livestock serves as their economic bank, which they sell and meet the requirements in hour of need. Trade or business is another major source of livelihood. The people of all the districts live simple life including clothes wearing and food. Unemployment, lack of potable water, basic health and education facilities, electricity and roads are the major issues people are facing. Educated persons are engaged in public and private service. People of Mianwali and Attock districts are also dominantly employed in Pakistan Armed Forces.

Animal Market is an important place for trading of livestock animal. This activity takes place every month/Week at important places in the area. Farmers generally, sell and purchase animals from these markets. Annual and periodical animals (Livestock) exhibitions are arranged generally at district headquarters. Where farmers participate with their distinct animals and get prizes and certificate.

Income

Under the prevailing socio–economic conditions in Dera Ismail Khan, Mianwali and Attock districts, income of majority of household is very low.

Livestock

Livestock is the symbol of prestige and additional source of income for farming communities, besides providing milk, ghee and meat. Data on livestock heads owned in Dera Ismail Khan, Mianwali and Attock districts is presented in the Table 4.26.

Table 4.26: Livestock data of all three districts

Sr. # Name Dera Ismail Khan Mianwali Attock 1 Cattle 411432 456778 386192 2 Buffalo 205634 191778 121378 3 Sheep 248491 229751 180947 4 Goat 583923 503846 628642 5 Camel 12930 8796 8453

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Sr. # Name Dera Ismail Khan Mianwali Attock 6 Horse 4998 2063 2090 7 Mule 519 187 587 8 Donkey 43254 37648 46173 9 Poultry 1280079 764008 952432 Source: Livestock census report Punjab and KP 2006.

Industry

In Dera Ismail Khan, there are abundant Limestone and Gypsum deposits in the northern mountains and Sherani hills but area remained under explored. The Sheikh Budin limestone, Lucky Cement Factory, Tribal textile mills, Pak Germen Wood Working Centre, National Woollen Mills and Chashma Sugar Mills are major industrial units in the district. Five flour and two oil mills also functioning in the area which fulfil local demand. Besides these a number of small units of various industries are established in the Small Industrial estate on Tank road.

In Mianwali district, ten large size industrial units are operating with about 14000 workers. Pak American Fertilizer Limited and Maple Leaf Cement factory Grey/White Cement Plant are the major units in the district and also small industries in the form of saws, oil mills, cotton mills, carpet, stone crushing and cottage industry. Locally mined salt is also sold in the district as well as exported to the other parts of the country.

Quite large number of industrial units manufacturing cement, textile, engineering, goods, and glass, mostly located along the G.T road exist in Attock. Other major industrial units include Lawrencepur Woollen and Textile Mills, Karim Aziz industries, Khawaja Glass Industries, Taxila Cotton Mills, Pakistan Oil Fields, Sui Southern Gas, Fon Gas etc. Beside Kamra Aeronautical Complex and Sajawal Ordinance Factories are also located in the Attock district and have provided employment opportunities to the local residents.

Industries at Daud–Khel Mianwali

Credit Availability and Banking

Credit plays important role in the lives of poor and lower middle class families in project area. There are two major source of credit, i.e. institutional and non–institutional. The availability of institutional credit is very limited in the project area mainly due to lack of knowledge and secondly high rate of interest charged on loans. However in public sector, Zarai Taraqiati Bank is main source of development and production loans for farming community. Production loans are advanced by the commercial Banks during Rabi and Kharif season to small farmers while development loans are availed by large farmers. Micro finance credit is also advanced by Khushhali Bank and Frist Women Bank for establishing small scale and handicraft business in rural areas. These institutes are functioning at grass root level at tehsil headquarters. While field teams are also functioning in rural

Environmental Impact Assessment (4-38) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 areas. Grass root network of commercial banks is also working in the areas. PRSP and NRSP functioning as NGOs are especially providing loans for lining of water courses by forming WCAs. The main sources of non–institutional credit are shop keepers, relatives and well–off families and locals in the settlements Non–productive loans obtained from are mainly used for domestic and social needs such as marriages, birth ceremony, deaths, health and education. Farmers also obtain agricultural inputs such as seed, fertilizers and pesticides on credit from ‗Artis‘ (Commission Agents) repayable in the form of agricultural produce to these commission agents on their terms and conditions.

4.4.1.9 Social Infrastructure and Services

Health Facilities

Health facilities available within the jurisdiction of the districts Dera Ismail Khan, Mianwali and Attock are given in Table 4.27. Table shows that health facilities available in all three districts are more or less, similar with minor variation depending on distance to the source of service. Attock district has greater number of hospitals, BHUs, dispensaries and RHCs while, district Dera Ismail Khan had lesser number of hospitals, dispensaries and rural health centres. It is evident from the above mentioned information that hospitalization, rural health centres and mother/child centres are there in all three districts but not as required according to the population.

Table 4.27: Health facilities in all three districts

Sr. # Facilities Dera Ismail Khan Mianwali Attock 1 Hospitals 7 4 10 2 Basic Health Units (BHU) 39 35 57 3 Dispensaries 24 110 25 4 Rural Health Centres (RHC) 4 9 5 Source: Health facilities Assessment-Punjab Rawalpindi District, 2011

Education Facilities

Education has significant impact on the life of an individual and families, which enhance quality of life and thus productivity as a whole. It also serves as key indicator of any socio-economic development of any area and region. The Table 4.28 below indicates the education facilities available in the concerned three districts. Table shows that better education facilities are available in all three districts. There are post–graduation, degree, inter collage, high schools for girls and boys with qualified staff and proper building. Science and computer laboratories are also available in the schools. Although high school for boys and girls exist at both the cities and rural areas, yet there is shortage of proper staff, furniture, Science and computer labs in rural areas. Buildings are old which do not match with the requirements of existing numbers of students.

Table 4.28: Education facilities in all three districts

Sr. # Category Dera Ismail Khan Mianwali Attock 1 Post Graduate Collage 4 1 1 2 Degree Collage 10 1 4 3 Inter Collage 4 3 4 4 Higher Secondary School 35 10 5 5 High School 99 75 76 6 Middle School 174 161 111 7 Primary School 1244 1259 1000 8 Mosque School 55 178 121

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Sr. # Category Dera Ismail Khan Mianwali Attock 9 Maktab School 129 158 229 10 Vocational/Technical/ Training 62 87 609 Institute Source: Socio-economic Profile of SDGP-SAP-PK Program- Punjab and Information of the Higher Secondary Schools of KP.

Drinking Water

The easy access to potable/safe drinking water is one of the basic human needs. As per information gathered in Multiple Indicator Cluster Survey Hand pump installed at Mianwali

(MICS) 2007 - 08, Residents of the districts Dera Ismail Khan have two type of access to drinking water within the house and outside house. On an overall basis, 64% percent households had access to drinking water facility within the house, while remaining 37% percent have to fetch water from outside the house. The facility inside the house is higher in the urban areas as compared to the rural areas. On the other hand, non– availability and shortage of drinking water a very serious problem in Attock and Mianwali districts. Residents of Attock district 94% are use of improved drinking water sources but use of properly treated water is 1.2% because potable underground water is generally not available, water supply schemes are very expensive. In the other hand resident of Mianwali district 99% use of improved drinking water resources but only 0.3% use properly treated water whereas rest of the population meets its requirements through well, ponds, hand pups, small dams and springs.

Sanitation

The sanitation condition of the Attock district is relatively better than Dera Ismail Khan and Mianwali districts especially in the rural areas. Urban settlements had drainage facilities, but improperly functioning. Sanitation system is available only in cities with the limitation of its proper and environmentally safe system.

Electricity

A majority of houses in all three concerned districts are equipped with the facility of electricity as source of light both in urban and rural areas. The scattered houses and houses located in far flung areas are still not electrified.

Tele Communication

According to Census 1998, there are 24 telephone exchanges functioning in the district Dera Ismail Khan, 32 in district Mianwali and 47 in Attock district. As regards mobile phone service all mobile phone providers have setup their offices and necessary infrastructure in the districts and almost whole districts are covered with mobile phone services.

The Pakistan Post department and various private couriers companies have also established their offices in the area and are providing the required services. Head Post Office in all districts along with Sub Post Offices and Branch Post Offices are in operation. Comparative analysis of the situation revealed that the extent of telecommunication facilities in all three districts is quite satisfactory.

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Road Net Work

There is a chain of national, district and rural roads available in the all three district. Farms are linked with markets by roads network. According to Punjab Development Statistics 2014, Dera Ismail Khan is a junction point of three provinces but somehow has not been very lucky from roads perspective. Major and important roads of the district are Dera–Chashma link road and Indus highway. On the other hand District Mianwali is connected by roads to all major cities and town of the country. Attock district is ancient city nearby Grand Trunk road.

Cultural Heritage

Dera Ismail Khan is an old city with many historical sites: old bazaars, ancient settlements and graveyards. Moreover, Rahman Dheri is a Pre Harrapan site located near the city. It is the oldest site found almost in 4000 BC. Pottery and other tools were also found in it.

District of Mianwali is important in the sense, as it is equally important in the prehistory as well as historical period. The village of Mallakhel in the district has the Dinosaur foot prints which are considered to be 160 million year old. These foot prints are being harmed due to human activities like mining etc. The discovery was made by a geologist, Sadiq Malkani who is also explorer of Mid Jurassic dinosaurs track ways in 2006. The footprints belong to two types of Dinosaurs, Plant eater tyrannosaur sauropods and carnivorous theropod. It‘s worth mentioning that International Journal of vertebrate Paleontology and Journal of Earth sciences both has confirmed this site true and the findings a great treasure in 2006 and 2008 consequently.

Some local researchers and historians insist that Maniot Fort at Mari Indus actually belong to Ashok era. Maniot or Manikot means fort of jewels. When Alexander the great invaded India, this whole area was part of Persian Achaemenid Empire and there isn‘t any evidence that Alexander or his army had any impact or remains left here. It‘s also a fact that areas of Mianwali district were integral part of Greco Bactrian Empire of Kabul which ruled from 256 BC to 120 BC. The relation with Greco Baktrian Empire and Mianwali could easily be connected from the Ruins of Rokhri, a village along Indus River, some 15 kilometres from Mianwali city. This village had a Buddhist stupa which was destroyed in the flood of 1928 on River Indus but with later excavations by Punjab Archaeology department, evident Buddhist remains in stucco like Buddha statues, Bodhisattvas head and Bodhisattva matrias head, Mother goddess, goblets and terracotta bricks were recovered which are displayed in Lahore Museum.

A set of Hindu temples is still facing the vigour of weather on Salt range hill top at Mari Indus. However, the structure and style closely resembles with the temples of Kafirkots along the River Indus some 30 kilometres upward the stream. Another important aspect about these temples is its location at hill top from where one can see miles away on either side of River Indus. Apart from these sites, the city of Kalabagh is historically very important as Awan tribe came as part of Mehmood Ghaznavi army but settled here. In and around Kalabagh city there are many un–named graves which are attributed to some saints or even the Sahaba Karam (R.A). No doubt the Old city of Kalabagh called Utlapatan is another symbol of antiquity. Dark and narrow streets with multi–storeyed homes show how this old Hindu settlement flourished with business of salt and timber as well. Last but not the least, The Baoli of Sher Shah Suri at Waan Bhachran though being decapitated with the span of time but shows that notion very vibrant that in the period of Sher Shah Suri, Mianwali was considered or supposed to be half way between Delhi and Kabul.

Gandhara was an historic region of ancient India, which corresponds to areas of Attock district. Situated astride the middle of Indus River, the region had Taxila and Peshawar as its main cities. It was originally a province of the Persian Empire and was reached by Alexander the Great. The region passed to Chandragupta, founder of the Maurya Empire, in the late 4th cent. BC., and under Asoka

Environmental Impact Assessment (4-41) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 was converted (mid–3d cent.) to Buddhism. The art form flourished in Gandhara until the 5th century, when the region was conquered by the Huns. There are a number of historical and cultural monuments in the district including Attock Fort, Beham Sarai, Shrine of Baba Wali Qalandari and Gurdawara Panja Sahib.

Recreation and Tourism

The existing city of Dera Ismail Khan is a relatively new, rebuilt after flood of 1823 and many of its original structures are still visible around the city. A popular tourist destination is a pre–Islamic fort called Bilot, 30 miles (48 km) from the Dera Ismail Khan on Chashma highway situated on a hill.

A sacred Sikh shrine is located in the Chota Bazaar of Dera Ismail Khan; Guru Nanak visited this place during his fourth itinerary. At the site where he stayed, a Dharamsala was built by his devotees. Inside this door, there is a double–storey square building, where Prakash used to take place. There are residential rooms around this building for pilgrims. Inside the building there is a Thara sahib (pious seat) where Guru Nanak once sat. One Government Higher Secondary School is housed in this building.

Mianwali district is a very colourful place. Namal Lake is a place of interest for the hikers and holiday– makers. Kalabagh is also a worth visiting hill spot, famous for its red hills of salt range and scenic view of mighty Indus River traversing through the hills.

There are many places to visit in Attock District, Attock fort is one of them and was completed in 1583 under the supervision of Khawaja Shams Uddin Khawafi, a minister of Emperor Akbar. The Mughal caravan sarai outside the fort was also built during this period. The other sites are Attock Bridge, Parks of the Kala Chitta Range, Artillery Centre, Cadet Collage, Shahpur Dam, Tanaza Dam and Ghazi Barotha hydropower project.

Famous Sikh shrine Bilot Shareef Chota Tomb of Sir Henery Marion at Dera Ismail Bazaar, Dera Ismail Khan Khan

Ruins of Kafir Kot fort, Mianwali Attock fort, Disrict Attock

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Namal Lake, Mianwali Red hills of salt range, Mianwali

4.4.1.10 NGOs and Social Organizations

NGOs

There are many NGOs working in the area. The famous NGOs are Foundation for Alternative Development, Humanitarian Movements International (HMI), and Jinnah Welfare Organization are actively working in Dera Ismail Khan District and Zafar Memorial Foundation, Anjuman Falah–e– Moashra, Mianwali, Al–Mujahid Welfare Council and Sanjh NGO working for poor communities of Mianwali district. Teen challenges Pakistan, IQRA Educational Trust, AMB–Adara Moasherti Behbood, and Attock Sahara Foundation (ASF) are working in the Attock district.

Mechanism for Resolving Disputes

According to normal social practices in Pakistan, people have various disputes / conflicts on different issues like other parts of the country. However, they resolve their minor disputes through family heads while major disputes are resolved through Jirga and Law enforcement agencies. In case of serious matters local political influential intervene to settle the dispute. Police and court of law is the last option.

4.4.1.11 Poverty Status Taking into consideration the nature and scope of sources of income from barani (rain fed) agriculture, livestock, employment status, investment profit, remittances from main metropolitan cities of Pakistan as well as abroad every second person was living below the poverty line of earning less than US$1.50 per day per person.

4.4.2 Primary Data

This section provides baseline information and description of socio–economic environment of the project area. It presents information on the project area‘s population, community structure, socio– economic conditions and livelihood activities, state of education and health facilities. The purpose of this socio–economic survey was to gather information about the generic characteristics of nearby communities, their socio–economic status, cultural traditions, social issues and religious affiliations. It also presents the public consultation outcomes during the field survey. The approach used during data collection was interviews and FGDs techniques to qualitative data collection in 14 villages (as representative of whole alignment), location shown in Figure 5.1. Socioeconomic was collected through questionnaire (Annexure II) and focus group interviews with primary stakeholders including local community members and village heads as well as the women of the project area.

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4.4.2.1 Population Consultant has surveyed randomly selected fourteen villages along the proposed 4–Lane Motorway route to know the socio–economic profile of the people living in the project area. Most of the population lives in close and joint families which are rather extended. This is mainly because of object poverty, close family marriages rural homogeneity and kinship. The detail pertaining to total household and population of these villages is provided in Table 4.29.

Table 4.29: Estimated households and population in the project area

Sr. # Settlements District Households (#) Estimated Population (#) 01 Yarak Dera Ismail Khan 4000 25000 02 Moazam Dera Ismail Khan 400 1200 03 Paniala Dera Ismail Khan 3800 20000 04 Kachi Kath Garh Dera Ismail Khan 3500 20000 05 Iskandarabad Mianwali 1200 5000 06 Mari Indus Mianwali 200 1100 07 Daud–Khel Mianwali 33000 100000 08 Pai–Khel Mianwali 10000 24000 09 Dilewali Mianwali 1600 18000 10 Rokhari Mianwali 4000 12000 11 Langrial Attock 800 2500 12 Rawal Attock 700 1800 13 Khunda Attock 2000 15000 14 Kot Fateh Khan Attock 1800 5000 Total 67,000 250,600 Source: Survey by Consultants socioeconomic team, 2016

4.4.2.2 Community Structure In the project area main ethnic communities are Jat, Pathan, Malik, Syed, Awan and Niazi. Between the urban and rural population of the project area there is a marked contrast regarding gender equality, population composition and traditions. In the project area, majority of the people are People meeting place (Jirga) in Dera Ismail Muslims with different tribes and cast systems Khan and there are many religious institutions established in area where students from all over the country are seeking religious education. The society being patriarchal the decision making is solely vested in elderly males of the family / tribe which becomes binding for females under their charge. Society in general is structured on kinship basis. Even on petty issues the ethnic groups can get polarized. Each ethnic group

tends to stick to its culture and traditions, a blending of culture and customs amongst various groups takes place inevitably. The society is modelled on the authoritarian system linking the relationship between father and his sons.

4.4.2.3 Mechanism for Resolving Disputes The people in the project area have two options available for conflict resolution. First is the government judiciary system and second is tribal Jirga (Council of Tribal elders) system. The people of project area are believed to be peaceful but sometimes a dispute between two individuals, from two casts, may generate problems. Usually the individuals go to government Judiciary system if they are

Environmental Impact Assessment (4-44) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 not satisfied with their Jirga award. Ordinarily, whenever there is a dispute between two persons /parties, the notables of one side go for reconciliation to the other party and sit together to resolve the issue. Sometimes the dispute is resolved through imposition of penalties in the form of cash, land and kind.

4.4.2.4 Economic Condition

Occupation

Main occupation of the project area is agriculture. Tenure system includes non–cultivating owners, cultivating owners, tenants and agricultural labourers. However, educated persons are also engaged in public and private service. People of concerned area are also dominantly employed in Pakistan Armed Forces. The majority of the people in the project area are working in nearby cities. Small businesses, shop keeping, private or government services are the other occupations of the people in the project area. Poor segment of population mainly count on agricultural and unskilled labour activities.

Income

The population in extended project area lives below poverty line, mainly because of a significant proportion of population is practicing agriculture on highly limited and marginal land which is mainly rain–fed. The outputs are not enough to make the two ends meet for large families. Amongst the remaining population rate of unemployment is high due to absence of major industries and under developed agriculture and livestock sectors do not form a potential for labour absorption. Average household monthly income ranges between Rs.5000 to Rs.7000, which implies that majority of people in the project area are living below poverty line.

Fuel wood cutting and transportation at Dera Transportation of goods at Mari Indus, Ismail Khan Kalabagh

Agriculture

It was reported during FGDs that although farming is widely practiced in the project area, farmers face challenges because the area is rain fed. Families undertake subsistence agriculture on small plots of land and seek to produce enough food to feed their families. Often the yields are not enough to feed the family until the next harvest. This has been attributed to the lack of rain, tools, and poor farming methods, prolonged droughts, pests and diseases. Since agriculture is the source of income, food and general livelihood for these rural farmers, sometimes they are faced with situations where they have to sell part of their produce to cater for emerging basic needs such as access to health facilities, payment of school fees etc. In many cases they sell their produce at very low prices because the market is not readily available. Middlemen exploit them when they are desperate to sell.

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The traditional Rabi and Kharif crops are cultivated to the respective season. Wheat and grams in Rabi and cotton and pulses in Kharif are the major crops in irrigated area of project while, in rain fed areas wheat and barley in Rabi season and ground nut and Jawar are the major crops. Crops yield is mostly poor relying on the rain in the project area.

Agriculture land faaling within project area Irrigation method in Attock (Mianwali)

Wheat straw storage in Attock Cotton crop in Tehsil Isakhel

Livestock

Livestock rearing is common in the project area and is an important source of income for the rural population. Buffaloes, cows, goat and sheep are seen, freely grazing in open areas or in fallow agricultural fields. Almost all the households, who have their link with agriculture, are keeping domestic animals. According to survey data average household keeps livestock in small herd of 2 to 5, depending upon the household landholding size and capacity to store the crop residues, fodder and feed animals during the winter. The trend of livestock keeping is decreasing due to reduction in grazing areas.

Livestock rearing in project area

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NGOs

Currently some international and national NGOs like Norway rehabilitation program, Muslim Aid, CUP, FIDA, SPO, NRSP, KASHAF Foundation and AWAZ Foundation are working in the project area for community development and micro financing. Credit plays important role in the lives of poor and lower middle class families in project area. Micro finance credit is also advanced by NGOs for establishing small scale and handicraft business in rural areas.

4.4.2.5 Social Infrastructure and Services Health Facilities

The health facilities are inadequate in the project area. Although dispensaries and hospitals prevail but there is shortage of staff, medicine and equipment‘s. In the project area health care services are not at their best according to focus group respondents. They have access to health care facilities‘ however there are problems such as an inadequate supply of drugs, very few health personnel, lack of modern facilities for proper diagnosis and the distances to the health centres being far away from their homes. Health facilities can be accessed at nearby cities. Due to poor living conditions of the population in project areas unhygienic living conditions and lack of potable water is the root cause of many diseases. Most common diseases prevalent in the area are malaria, diarrhoea, hepatitis and skin diseases. The existing health facilities in the project area are given below in Table 4.30

Table 4.30: Availability of health facilities in the project area

Sr. # Village District Facility Status 1 Yarak Dera Ismail Khan Basic Health Unit Lack of medical staff and Medicines. 2 Moazam Dera Ismail Khan Basic Health Unit Lack of medical staff and Medicines. 3 Paniala Dera Ismail Khan Hospital Lack of Laboratory facilities. 4 Kachi Kath Garh Dera Ismail Khan Dispensary Lack of medical staff and Medicines. 5 Iskandarabad Mianwali Hospital Adequate facilities are available in the hospital 6 Mari Indus Mianwali Basic Health Unit Lack of medical staff and Medicines. 7 Daud–Khel Mianwali Rural Health Centre Lack of medical staff and Medicines. 8 Pai–Khel Mianwali Basic Health Unit Lack of medical staff and Medicines. 9 Dilewali Mianwali Basic Health Unit Lack of medical staff and Medicines. 10 Rokhari Mianwali Basic Health Unit Lack of medical staff and Medicines. 11 Langrial Attock Nil Nil 12 Rawal Attock Nil Nil 13 Khunda Attock Basic Health Unit Lack of medical staff and Medicines. 14 Kot Fateh Khan Attock Basic Health Unit Lack of medical staff and Medicines. Source: MMP EIA FGDs 2016

Education Facilities

The various levels of educational facilities available in the settlements located along the proposed 4– Lane Motorway are given in Table 4.31. The Table indicates that the educational facilities of all level for boys and girls are available in the project area. In addition, Madrassa schools for boys and girls exist along the proposed alignment of the project.

Table 4.31: Availability of Education facilities in the project area

Sr. # Category Male Female 1 Degree Collage 2 3 2 Inter Collage 6 4

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Sr. # Category Male Female 3 Higher School 12 9 4 Middle School 14 12 5 Primary School 14 14 6 Madrasa School 12 10 Source: MMP EIA FGDs 2016

Housing

There was mixture of Pacca, Semi Pacca and Kacha houses in the project area except nearby cities like Esa–Khel, Pindigheb and Fateh Jang where most of the houses are Pacca. Eighty percent (80%) total houses in project area were Pacca. While, remaining 20 percent fall in the category of Kacha and Semi–Pacca. It was observed that all the people were living in self owned houses.

Source of Drinking Water

Clean drinking water in project area is supplied through different sources i.e. tapped water supply, hand pumps, wells, rivers and springs. Tapped water has become the major source of water supply, using plastic pipes. Tapped water supply is considered to be the most hygienic source of drinking water, which is available only in some part of the project area. During consultation majority of the people complained about the drinking water quality as it has been contaminated due to sewage seepage problem. Most of the people in project area use untreated water. In Mari Indus area as per people perception ground water quality has deteriorated because of sewage of Iskandarabad industrial estate.

Sanitation

The hygienic and sanitation conditions prevalent in the project area are not satisfactory. In project area only 7% people have covered pit or flush latrines. Most people in rural areas use open fields for defecation. Women use open surface latrines within the domestic compound; Younger children are formally allowed to defecate in the courtyard but there were no arrangement for the disposal of solid waste and sewage. People drained out used water in open places. The presence of animals within the household compound often adds to the unhealthy living conditions.

Electricity

All villages studied have electricity facility. However, shortage of electricity and load shedding is normal practice in the area like other parts of the country.

Tele Communication

The telecommunication services of all service providers are available in and around the project area. Pakistan Telecommunication Company limited is also providing land lined and wireless telephone services in the area. The post office and courier facilities are also available in the project area.

4.4.2.6 Summary The various levels of social amenities available in the settlements located along the proposed 4–Lane Motorway are given in the Table 4.32. The Table indicates that the health facilities are inadequate in the project area. Although dispensaries and hospitals prevail but there is shortage of staff, medicine and equipment‘s. In the project area health care services are not at their best according to focus group respondents whereas the educational facilities of all level for boys and girls are available in the project area with some problems. In addition, Madrassa schools for boys and girls exist along the proposed alignment of the project. There was mixture of Pacca, Semi–Pacca and Kacha houses in

Environmental Impact Assessment (4-48) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 the project area and whereas no proper safe drinking water facility in the project area. There is no sanitation system in the project area.

Table 4.32: Social Amenities and their status in the surveys villages

Social Amenities Yes/ No Status Health Hospital Y Private – Only In Iskandarabad Rural Health Centre Y Unexperienced medical staff and Shortage of medicine Basic health Unit Y Lack of medical staff and Medicines Dispensary Y Lack of medical staff and Medicines Education Degree Collage Y Shortage of proper staff Inter Collage Y Shortage of proper staff and lack of IT Lab facility High School Y Buildings are old which do not match with the requirements of existing numbers of students Middle School Y Buildings are old which do not match with the requirements of existing numbers of students. Primary School Y Buildings are old which do not match with the requirements of existing numbers of students. Madrasa Y Lack of trained teaching staff Social Services Housing Y People living in worst condition Drinking Water N Polluted/Untreated drinking water Sanitation N There is no system Electricity Y Shortage and problematic Source: MMP EIA FGDs 2016

4.4.3 Gender Issues in the project area

Gender issues are gaining importance in development projects because female members of the community are generally neglected while designing, assessing and implementing such projects. Females are generally more vulnerable than male members of the society. This project is also no exception to it. National level some gender indicators that will affect the women living in the project area is given in Table 4.33.

Table 4.33: National level gender analysis

Gender equality Gender indicators and analysis element Education 19.3% of adult women have reached at least a secondary level of education compared to 46.1% of their male counterparts.1 Economic activity Female participation in the labor market is 24.4% compared to 82.9 for men. The GNI for women is USD$1,707 and for men is USD$7,4392. Amongst women who do work in non–agricultural jobs, most of them work in the government sector or work as teacher/professor or maidservant.3 Most female run enterprises sell their product within their village. In many rural areas of Pakistan, construction jobs are not common for women due to cultural reasons.4 Agriculture Women participate in planting, weeding and harvesting crops but not fertilizer or chemical production application, irrigation or tree pruning. Men participate in all of the aforementioned activities. 5

1 Human Development Report, 2014 2 Ibid 3 Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics 4 Ibid 5 Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics

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Gender equality Gender indicators and analysis element Family roles and time Average hours spent by women per week on household chores: less than 2hrs on shopping and utilization house maintenance; 2 to 5 hours on collecting water; 5.1 to 7.5 hours on washing and pressing clothes, preparing dung cakes, stitching and craft work for her own house; 7.6 to 10 hours on collecting firewood and fodder, washing and cleaning utensils, household agricultural activities; 10.1 to 15 hours on cleaning own house, cooking food for home; and over 15.1 hours on helping and caring children and elders6 Health In Pakistan, for every 100,000 live births, 260.0 women die from pregnancy related causes; and the adolescent birth rate is 27.3 births per 1000 live births. Mother‘s Index In 2015, taking into account 5 criteria (lifetime risk of maternal death, under 5 years of age Rating mortality rate, expected years of formal schooling, gross national income per capita, and participation of women in national government, Pakistan ranked 149 of 179 countries.7

4.4.3.1 The Consultation The FGDs with female members of communities was the main source of data collection for the women folks of the village falling within the project area. The village female is horizontal bonding within social capital, whose opinion and decisions are always considered as vital and final on gender aspects of socio–economic issues, therefore, women were taken on board in FGDs. A group of 52 women within concerned village constituted the focus groups. List of women attended the consultation meeting is given in Annexure V. All women in the focus groups were within the age group of 30 to 60 years. Of the total women, 80% were married, 18% unmarried and the remaining two percent were widows. The basis of analysis for gender issues in the study is based on primary data, generated by FGDs of the project area. The educational level and occupation of participants of focus group is given in Table 4.34 and Table 4.35 respectively.

Table 4.35 shows that about half of the consulted women are housewives and remain engaged on a full time basis in household chores including food preparation, cleaning / housekeeping, caring and rearing of children and taking care of old and sick members of the family. About one–fifth of the women were contributing in household income through both indoor and outdoor activities, such as teaching, dressmaking and shop keeping. Forty percent (40%) of the women possessed skills including embroidery and stitching, which are minor household income generating activities. These numbers are likely indicative of the roles women play in the project area. Women are also engaged in the informal rural economy through the rearing of animals.

Table 4.34: Level of formal education of respondents

Education Level Respondents (#) Percentage (%) Primary 8 15.4 Middle 10 19.2 Matric 9 17.3 Higher secondary school certificate 10 19.2 Bachelor of Arts (BA) 9 17.3 Masters of Arts (MA) 6 11.5 Total 52 100 Source: MMP EIA FGDs 2016

Table 4.35: Occupational status of women respondents

Activity Respondents (#) Percentage (%) Housewife 26 50 Teacher 7 13

6 Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics 7 Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics

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Activity Respondents (#) Percentage (%) Student 9 17 Dress maker 5 10 Shopkeeper 1 2 No occupation 4 8 Total 52 100 Source: MMP EIA FGDs 2016

Of the total women involved in the focus groups, 51.2% were involved in decision making process regarding important issues of sale and purchase of property, for schooling and marriages of their children. However, a vast majority of women (83.3%) were of the view that beside all the discussions regarding decision making, final decision power lies with the male head of the family. A small number of respondents (5.2%) had the right of ownership of the property. These findings are indicative of the conditions for other women in the project area.

Fuel wood collection in Attock Household activities of women

Water fetching at Mianwali Household activities of women

4.4.3.2 Feedback

General

In general, the project area reflects a male dominated society. Women face difficulties in getting education and are not consulted for most of the decision–making processes. The gender situation is affected by early marriage of girls, restriction on women‘s mobility and many household chores. Women in project area have been victim of patriarchy, male chauvinism, social discrimination, resource deprivation and denial of human rights. Despite constitutional and legislative provisions, the customary law often prevails making it difficult for women even to claim their legal rights which are supposedly guaranteed. Although Islamic laws of inheritance provide a share to daughter in father‘s property but the custom does not allow it.

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The economic participation of women in the project area is different from that of men. Women participate in both indoors and outdoors duties which are considered to be a free labour. Women fetch water, collect fuel wood, look after animals, fetch fodder for cattle, process milk into butter, sour milk and cheese, and work with wool. They are fully responsible for cooking, cleaning and taking care of children and other dependent members. Some women are very good at producing handicrafts. The traditional polygamy keeps them victim of inferiority complex. The women without children are treated as an outsider by the family including her husband.

Health Facilities

Table 4.36 shows that 50% of the women participated in FGDs avail the health facilities in government health centres including indoor hospitalization facilities. However, the availability of professional, semi–professional, occupational medical staff and quality of related services remained as an open question, 6.5% were in favour of relying on private medical facilities including paramedical practitioners.

Table 4.36: Health facilities availed by women in last year

Health Centre Response (#) Percentage (%) Basic Health Unit 13 28.2 Dispensary 15 32.6 Private Doctor 3 6.5 Hospital 7 15.2 Hakeem / Practitioner 8 17.3 Total 46 100 Source: MMP EIA FGDs 2016

Common Diseases

Unhygienic living conditions and lack of potable water in the project area are root causes of many diseases. Women in four focus groups were asked about the most common diseases prevalent in the project area. From their perspective they are diarrhoea, typhoid, eye diseases, skin diseases, measles and pneumonia. See Table 4.37 for details.

Table 4.37: Most common diseases prevailing in the project area

Disease Response (#) Percentage (%) Diarrhea 42 34.1 Typhoid 15 12.1 Malaria 15 12.1 Eye diseases 12 9.7 Skin Diseases 11 8.9 Measles 9 7.3 Pneumonia 8 6.5 Hepatitis 5 4.1 Tuberculosis 3 2.4 Chickenpox 3 2.4 Total 123 100.0 Source: MMP EIA FGDs 2016

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Door to door family planning services at Household activities of women Attock

Economic participation of women Women participation in agricultural activities

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5 Stakeholders Consultations

5.1 Introduction

The Government of Pakistan (GOP) places great importance on involving primary and secondary stakeholders for determining the environmental and social impacts associated with project implementation. In order to gather local knowledge for baseline, understand project affected person‘s perceptions regarding impact significance, and propose meaningful mitigation measures, participation of stakeholders has been taken as integral part of the EIA process of new 4–Lane Motorway project. An attempt has been made to consult with a full range of stakeholders to obtain their views on project interventions and anticipated impacts thereon.

The logic behind public consultation is that a project proponent has shared with all stakeholders‘ relevant information on the project interventions and potential environmental and social, (positive and negative) impacts. The consultation process consists of initiating dialogues among all the stakeholders. The process covers, starting from awareness campaign to the identification, inclusion and participation of Project Affected Person/People (PAPs). Stakeholders including PAPs are generally able to understand the implications of the Project activities.

The present EIA report has been prepared by consulting with local communities, NGOs and concerned government departments/ organizations dealing particularly with related fields and to ensure that their views and concerns have been taken into account in the study.

5.2 Specific Objectives of Consultation Process

The following objectives have served as the moving force for the design, implementation and fact- findings for participation process:

. To proceed information disclosure to create awareness among various stakeholders about project development objectives and proposed interventions; . To start interaction process with PAPs and other stakeholders . To elaborate environmental and social issues . To begin establishing communication and an evolving mechanism for the resolution of social and environmental problems at local and project level . To involve project stakeholders in an inclusive manner at proper stage of project process . To receive feedback from all types of stakeholders on adopting mitigation and enhancement measures for environmental and social impacts. 5.3 Identification of Stakeholders

Stakeholders include all those who can affect and are being affected by policies, decisions or actions while implementing any development project. Stakeholders can be individuals, group(s) of people, organizations and institutions. During consultation meetings stakeholders reveal their concerns, apprehensions and demands regarding the adverse project impacts mitigation and enhancement of project benefits to the stakeholders. Stakeholders can be broadly divided into primary and secondary stakeholders.

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5.3.1 Primary Stakeholders

The primary stakeholders are the intended beneficiaries or PAPs expected to be affected directly by the project interventions. In this case, people living within the defined project corridor (100m) are considered as Primary Stakeholders. Primary stakeholders identified and consulted include local leaders/ influential, community members (men and women), local representatives, Imams, Teachers and Union council members.

5.3.2 Secondary Stakeholders

This category of stakeholders pertains to those who may not be directly affected but have interests that could contribute to the initiation, implementation at some stage, or affect decision making on Project aspects. The Secondary Stakeholder include, NGOs and federal/provincial government departments and organizations dealing with education, health, agriculture, forest, wildlife, fisheries, and transport etc. Stakeholder consultations meetings were conducted in two stages:

5.4 Stakeholder Consultation during Scoping Stage

In the beginning of EIA process, field visit (Reconnaissance level) was conducted to scope the project impacts and to create awareness about the project in both primary and secondary stakeholders. Feedback of the stakeholders on environmental and social aspects of the project was ascertained, which helped to scope the potential impacts and preparation of EIA report of the project.

Information Discloser at Yarak Sharqi, Dera Information Discloser at Paniala, Dera Ismail Ismail Khan Khan

5.5 Stakeholder Consultation during EIA Preparation Stage

The second stage of the consultation process included conducting social and environmental focused group discussions with local community members for primary data collection, identification of positive and negative impacts, and needs assessment for social enhancement. In addition to consultative sessions, in depth discussions / consultative meetings were held with NHA officials, NGOs, government departments and line agencies to get their response on the project interventions.

A variety of scientific techniques were adopted including an interview guide, focused group discussion, informal discussion and consultative sessions to collect relevant and reliable facts (empirically verifiable observations) on the subject of EIA study. These sessions were informal to encourage friendly social environment in which participants were comfortable in raising questions, expressing their opinion and concerns about the project besides seeking clarifications. The FGDs were instrumental in the process, whereas one–to–one meetings were held with the institutional stakeholders. These discussions were held with project beneficiaries and other local communities.

Environmental Impact Assessment (5-2) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

The consultation process provided a meaningful understanding of local social issues for the social impact analyses. Meetings with institutional stakeholders like government departments, NGOs and line agencies were organized to discuss project interventions and their potential impacts on the local communities and environment.

5.5.1 Consultation with Primary Stakeholders

Consultations mainly in form of ―Focus Group Discussions‖ (FGD) with Primary Stakeholders in 14 villages were carried out at public places (Table 5.1). The digest of major issues raised by communities during meetings are given in Table 5.2 and location of these villages is shown in Figure 5.1. The complete village wise list of participants and detail of issues raised are provided in Annexure VI.

Table 5.1: Location of FGDs

District Village Dera Ismail Khan Yarak, Moazam, Paniala, Kachi Kath Garh Mianwali Iskandarabad, Mari Indus, Daud–Khel, Pai–Khel, Dilewali, Rokhri Attock Langrial, Rawal, Khunda, Kot Fateh Khan

Participants were first briefed about the project objectives, proposed route alignment, main design parameters and major interventions associated with the project construction. Afterward, people were asked to express their views regarding the proposed project. In general participants appreciated the project and offered comments & suggestions to enhance the expected environmental and social benefits (Table 5.2).

Table 5.2: Main points raised by local communities during consultation meetings

Issue raised Main comments Stakeholders who How they have been addressed raised comments in the EIA Job preference to local Job preference should be People of almost all This recommendation will be people given to local people. villages of included in the EIA and the EMP. concerned area The contractor will be made contractually bound to disclose the ―Recruitment Policy‖ that specifically includes priority to local people. Judicious compensation Compensation process People of almost all Comment will be passed on to against land acquired should be transparent and villages of NHA through EIA and EMP based on market rate concerned area Hiring of local people Hiring process shall be People of almost all This recommendation is included open and transparent and villages of in the EIA and the EMP. The hiring committee should concerned area contractor will be contractually include participants from bound to disclose the every village nearby. ―Recruitment Policy‖ that specifically includes a requirement to prioritise local employment for unskilled and semi–skilled positions that become available. Health and educational Government should help in People of Yarak, Comment will be passed on to facilities in the area the up gradation of Moazam, Khunda, NHA through EIA and EMP. educational and health Rawal, Langrial facilities in villages located villages along the proposed route. Availability of safe drinking NHA should arrange clean People of Yarak, Comment will be passed on to water drinking water in nearby Paniala, Kachi Kath NHA through EIA and EMP.

Environmental Impact Assessment (5-3) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Issue raised Main comments Stakeholders who How they have been addressed raised comments in the EIA villages. Garh, Rawal, Pai– Khel, Daud–Khel villages Privacy of local people will NHA should ensure this People of almost all This request will be passed on to be disturbed due to concern villages of NHA for consideration through EIA construction work concerned area Compensation to non– Compensation process People of almost all Comment will be passed on to owners and tenant should also cover those villages of NHA through EIA and EMP people who have no title concerned area on the land but are occupant Road accidents during NHA should rehabilitate People of almost all Traffic management plans that construction phase of the the old roads to be used villages of address road safety will be project during construction phase concerned area included in the EMP. to avoid traffic hazards to local community Livelihood will be disturbed NHA should ensure People of almost all This request will be passed on to in case of agriculture land restoration of livelihood villages of NHA for consideration through EIA and businesses concerned area Access to Villages NHA should allow easy People of Langrial, This request will be passed on to access to villagers along Rawal, Khunda, Kot NHA for consideration through EIA the proposed route Fateh Khan villages List of women participated during consultation is given in Annexure V.

5.5.2 Consultation with Secondary Stakeholders

The consultant environmental and social team visited various organizations and offices located in Dera Ismail Khan, Mianwali and Attock districts for information disclosure and to get feedback. The team first of all briefed the departments about the project. The discussion with Secondary Stakeholders was mainly focussed on following topic:

. Baseline environmental and socio–economic conditions of the project area . Expected impacts of project on natural and social environment . Mitigation of adverse impacts associated with project The digest of comment and suggestions received is given as under, whereas, complete list of offices visited, official consulted and feedback received is provided in Annexure VII.

. Archaeological or historical places if found within the project area should be protected. . Damage to flora and fauna must be avoided or minimized . Construction related issues like excavated material, soil erosion, hazards for local communities and labour force should be appropriately addressed during the construction activities. . HSE awareness should be provided to the local public being directly affected by the construction of the road. . The project proponents should develop organizational structure to handle the environmental and social issues during the project implementation. . NHA must ensure free mobility of women, children and local farmers during construction phase. . Unnecessary clearing of vegetation should be strictly prohibited. . NHA should ensure safe transportation of construction material

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. NHA should ensure health and safety measures for labour force working on the project . The movement of project machinery must be restricted to the working corridor. . Ensure rights of employment for local community people

Consultation with Irrigation department Consultation with District Officer Roads Officials at Jinnah Barrage. Mianwali.

5.6 Women Stakeholders Consultation

Besides male members consultation with female members of the communities was also carried out in project area during the EIA preparation. Female participants were first briefed about the project objectives and interventions and then were requested to give their views. Women‘s main concerns were generally related to the existing hardships they are facing, as under:

. Drinking water in the area is contaminated and people have to use this contaminated water. . Problems of proper disposal of solid waste and sewage issues . Needs to introduce computer as a subject in the schools . Lack of cold drinking water in summer in the school . Lack of health facilities, especially for women in the project area . Needs of a vocational training centre for women in the area. The detail of Women Consultation is given in Annexure V.

Environmental Impact Assessment (5-5) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Figure 5.1: Places of Public Consultation Located in the Map

Environmental Impact Assessment (5-6) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

6 Impact Assessment and Mitigation Measures

6.1 Overview

This chapter focuses on the identified environmental and social impacts, proposed mitigation measures of adverse impacts and enhancement measures of positive impacts associated with the construction and operational phases of the Project. The impact assessment process is based on the consultants experience on such projects, site specific baseline conditions and feedback received during stakeholder consultation meetings.

Mitigation and enhancement approach include:

. Propose measures for elimination or to minimize the anticipated adverse environmental & social implications of project interventions. Mitigation may involve all or some of the following actions o Avoiding the impacts altogether by not taking certain actions or part of an action; o Minimizing impacts by limiting the degree or magnitude of the action and its implementation; o Rectifying the impact by repairing, rehabilitating or restoring the affected environment; and o Compensating for the impact by replacing or providing substitute resources. . Propose measures to enhance the predicted positive environmental & social impacts; and . Document the proponent and contractor‘s commitments and responsibilities with respect to environmental and social implications of the project. The construction of new 4–Lane Motorway has the potential for a variety of positive and negative impacts on physical, biological and socio–economic conditions of the area. Adoption of the mitigation strategy mentioned above will ensure long–term socio–environmental sustainability of the project. The majority of impacts are expected to be marginal and are likely to occur during construction phase.

The impact assessment has been based on that environmental checklist developed by the Asian Development Bank (ADB) has been given in Table 6.1.

Table 6.1: Environmental Impact Checklist

Component Environmental Issues Component Environmental Issues Water - Water availability Economic - Income - Water quality - Employment - Erosion sedimentation - Land value - Floods river bed morphology - Resettlements Land - Land submergence Human Use - Livestock - Geology and seismology - Fisheries - Land severance - Cultivation - Reservoir - Transport and communication - Recreation Climate - Climate change Cultural - Lifestyle - Micro–climate - Historical and archaeological - Sites - Aesthetics Atmosphere - Dust Fauna - Wildlife - Noise - Fish - Air quality - Bird - Reptiles

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Component Environmental Issues Component Environmental Issues Social - Population Flora - Forests and trees - Demography - Other terrestrial - Land ownership - Vegetation - Social cohesion - Aquatic vegetation - Social attitude - Gender and age - Health - Safety

6.2 Potential Positive Impacts

The proposed road connectivity will traverse through different towns and Indus River (Between Kalabagh and Mianwali). The main towns falling along and near to proposed route are Rwalpindi/ Islamabad on M–1, Pindi–Gheb, Fatehjang, Daud–Khel, Kalabagh, Mianwali and Dera Ismail Khan. The road will help in bringing goods of these areas to national and international markets. The key positive impacts identified are outlined in Table 6.2 below:

Table 6.2: The key positive impacts of the proposed project

Sr. # Potential Positive Impact Justification 1 Improvement of poor road The existing roads infrastructure to reach M–1 is a challenge to drivers infrastructure in the area and causing damage to the vehicles. The excess smoke and Particulate Matter (PM) being generated is a health hazard to people living across these roads. The 4–Lane Motorway being state of the art road will significantly reduce PM and smoke emissions. 2 Enhanced economic growth due to The 4–Lane Motorway will ease movement of human and goods and improved road connectivity thus generate movement of more cargo by road and correspondingly increase economic growth. 3 Creation of jobs and employment The proposed project will provide direct and indirect employment opportunities opportunities to skilled and unskilled manpower both during construction and operational phases. In addition, there will be opportunities for establishing business in service areas of the 4–Lane Motorway. A lot of employment opportunities will arise from investment and economic opportunities attributable to improved road connectivity. 4 There will be enhanced productivity, Some of the employment opportunities will arise from improvement in reduced travel times and less stress commerce and trade, new jobs in the transport industry, better market to road users. access for livestock and livestock products, market access for agricultural products. Travel time to destinations will be greatly reduced. This will be a relief to many motorists who have to travel from Dera Ismail Khan to Mianwali, KP, AJK, GB and China. 5 Reduced transport costs Truck drivers and other motorists will take a much shorter time to reach their destination. This will result in less fuel consumption which will not only be a saving to the transporters and other motorist but also a saving to the country on foreign exchange since major part of fuel has to be imported into the country. 6 Economic and social value addition There exists a close relationship between transport infrastructure and to the project‘s area of influence primary production (agriculture, animal husbandry, fishing, forestry and mining). Without good access transportation of production is not feasible. Availability of good transport infrastructure attracts not only traders and transporters, but agriculturalist and other producers as well. 7 Appreciation of property value Development of 4–Lane Motorway will help in creating influx of investors resulting in high demand for property within the project area. 8 Improved living standards of There will be a general improvement on the living standards of the communities communities living along and near to the road alignment. 9 Improved response to emergencies Dera Ismail Khan, Mianwali and adjoining areas are presently not well connected with other parts of the country and lacks in basic amenities.

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Sr. # Potential Positive Impact Justification The 4–Lane Motorway is expected to aid in rapid response to emergencies which will in turn save human lives and livestock. Serious patients can be transferred to better hospitals in Islamabad, Rawalpindi and other parts of country.

6.3 Potential Negative Impacts

6.3.1 Preparation of Site-specific EMP (SSEMP) and Associated Plans

Inorder to reduce the potentional negative impact associated with the project the Contractor‘s Environmental and Social staff (C–ES) will prepare the SSEMP along with all Management Plan (MPs) soon after the mobilization. Environment and Social staff of Construction Supervisions Consultant (CSC) will help C–ES in preparing the SSEMP and MPs. After approval of SSEMPs from CSC, the contractor will present it to Pb–EPA. The SSEMP and MPs will demonstrate the manner (location, responsibilities, schedule/ timeframe, budget, etc.) in which the Contractor will implement the mitigation measures specified in the ESMMP. Following MPs will be prepared along with SSEMP:

- Traffic Management Plan - Borrow Area Management Plan - Spoil Disposal Plan - Hazardous Waste Management Plan - Noise and Dust Management Plan - Solid Waste Management Plan - Drainage and Runoff Management Plan - Tree Cutting and Replanting Plan - Health and Safety Plan

6.3.2 Physical Impacts

6.3.2.1 Project Location and Design of Road Infrastructure Following criteria was followed while selecting the final road alignment/ location:

. Avoid the protected areas and its buffer zone; . Avoid the ecologically sensitive area and its buffer zone; . Avoid the cultural, religious sites and its buffer zone; . Avoid populated area; . Avoid the agricultural land to the extent possible. Based the above guidelines the final alignment was selected therefore the final alignment does not disturbed any of the ecologically, religiously, culturally important sites. Majority of the road alignment passes from barren land avoiding agricultural fields. For the Designing of the road infrastructure following consideration shall be made: . Design of infrastructure that conforms with the site features (topography and aesthetics) . Design of appropriate construction that provides for incorporation of minimum removal of vegetation and existing trees. . Design appropriate containments for oils/other construction chemicals and sanitary waste from the contractor‘s camp and other places.

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6.3.2.2 Impacts on Topography and Drainage

Construction Phase

The interventions of the project are not likely to impact the topography of the area on a large scale except for those areas where the physical activities of excavation, digging and movement of heavy machinery will take place. Similarly, areas where excavated material will be disposed, dumped or stored will be negatively affected. The impact can be considered as a negative with moderate magnitude, low sensitivity and local in nature. Thus the overall impact significance is categorised as of minor significance and therefore do not require mitigation.

The construction of road and associated infrastructure is expected to affect natural surface drainage thereby affecting other water users and natural drainage of the area. The impact is considered as local, moderate magnitude and medium sensitivity. Thus the overall impact significance is categorised as of moderate significance.

Mitigation Measures

The following measures should be implemented in order to mitigate the impact on drainage during construction phase of the project:

. Construction of properly designed structures to pass maximum possible volume of water where required. . Spoil heaps and soil stockpiles shall be located so as not to disturb natural drainage. Operation Phase

Neither a negative nor a positive impact determination is anticipated on topography and drainage as there will be no further cutting, filling and construction activities during operational phase of the project.

6.3.2.3 Impacts on Geology and Seismology The project involves cutting and filling activities on limited scale (100m x 285km) and is not expected to change the basic geology of the area. Similarly non–significant impact on seismology of the area is anticipated as project area is not lying in the seismically active zone (Figure 4.213).

During construction phase necessary measure would be taken to face the situation and carry out the activities in safe way. However, in operation phase high magnitude earthquakes can impact the road and even can damage the road. To cope with the associated risks, a disaster management plan will be prepared by NHA in association with Disaster Management Authority during operation phase of the project.

As the project activities will not cause any change in geology and seismology of the area therefore overall impact can be considered as a negligible with negligible magnitude and sensitivity thus do not require mitigation. However, following precautionary measures should be taken to reduce damages to Motorway and its associated structures from earthquake shocks.

Measures to reduce damages

All structures to be built must be designed giving maximum allowance to seismic factors. A very careful analysis of the situation will be required during the design stage of the project by seismologist.

6.3.2.4 Impacts on Land sliding

Construction Phase

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Land sliding seems not a big issue in the project area as major part of the proposed route of the road passes from the plain area. Excavation sites, soil/ material piles and hilly area encountered on the route in Salt Range area between Pindi–Gheb and Daud–Khel may be considered as prone to land sliding for which mitigation measures will be required. The impact can be considered as a negative with minor magnitude, medium sensitivity and local in nature. Thus, the overall impact significance is categorised as of minor.

Operation Phase

There may be occasions when landslide may take please due to unusual earth quakes and heavy rains in salt Range area. This would cause damage to the road and pose risks to the vehicle and human life. The impact can be considered as a negative with minor magnitude, high sensitivity and local in nature. Thus the overall impact significance is categorised as of moderate.

Mitigation Measures

. Proper design of the road in salt range area covering sufficient space between road and top of the slopes. . During excavations and levelling the ground for the construction of the road the excavated material will be filled in other areas where there is need of filling and in case if the material is not in use safe piles of borrowed material would be made, in case of hills the excavation would be started from the top and gradually taken down. It must be stabilized by pre– designed support systems such as mesh and rock bolts prior to the next riser for excavation. . Early warning systems will be introduced that will indicate when cracks appear on road and allow any widening to be monitored. This system will not be of use in unpredictable scenarios, such as earthquakes. The system will use numbered, glass strips positioned strategically across key areas. These will be monitored on a weekly basis for any breakage. Should a breakage occur, the gap will be measured and monitored for any widening that will provide an early warning of a potential landslide.

6.3.2.5 Impacts on Land Use There will be no significant change to the present land use of the area. Areas that will change to certain extent include the linear length of 285 km, 100 m wide coming under construction of the new 4–Lane Motorway, temporary worker camps and the disposal area for excavated material that cannot be reused.

The impact can be considered as a negative with minor magnitude, low sensitivity and local in nature. Thus the overall impact significance is categorised as of negligible therefore no mitigation measures are proposed.

6.3.2.6 Landscape and Visual Intrusion The landscape within the project area consists mainly of monotonous plains dominated by shrubs. The plains are continually interrupted by upland areas off–site of the road. On the whole, complete COI being typical rural landscape. The important scenic sites along the proposed Motorway corridor includes; Indus River, Daud–Khel Industrial Estate, Salt Range and Soan River.

Construction Phase

During construction the related equipment and influx of workers will temporarily affect the visual and landscape values of this area, as will any excavation works and dumping areas. In addition, access roads to these sites may impact landscape values. The construction of new road includes the removal of the natural landscape of only project area which will decrease the visual amenity. Quite often, broken down machinery, structures and other facilities are left on the camp site at decommissioning.

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

This could create visual intrusion. The impact will depend wholly on the decommissioning standards set out in the contract details. Overall impact can be considered as a negligible with negligible magnitude and low sensitivity.

Operation Phase

The landscape along the road will improve significantly because of new plantation to be raised on both sides of the road by the project. However, on the other hand during operation along with the road some other structures will also be developed, which will enhance the economic condition of the area, but will change the visual amenity of the area impacting on the surrounding landscape and visual amenity. The overall impact on landscape and visual amenity is assessed to be negligible.

Mitigation Measures

A detailed landscape plan shall be prepared at detailed design stage for the project. This will include the proposed plantation of suitable trees, based on location and availability of space along the road and also establish green belt. This shall more than restore the microclimate to its baseline situation and enhance the landscape of the area. This visual impact can also be mitigated by tree plantation along the proposed Corridor. It would also serve as physical barrier between the road and the existing settlements as well as future developments.

6.3.2.7 Soil Erosion and Degradation

Construction Phase

The project area receives low rainfall, which is erratic in most cases but occasional torrential rains always has the potential for soil erosion and degradation. The excavation site and excavated material dumped may result in soil erosion by both water and wind. The impact is expected to be higher during the construction phase. During operational phase when the road acts as a barrier to floods concentrated water flow and enhancing scouring of the road embankment and side drains may occur.

Soil erosion and contamination may occur on roadside, at contractors‘ camps due cutting/ filling operations, clearing of vegetation and land levelling activities can destabilize the surrounding land surface, particularly if the excavated area is left unfilled for long, which may lead to rainfall induced soil erosion. The unspent materials and debris produced from consumed up materials, if left as such and allowed to mix with soil underneath, can degrade the quality of receiving soils and may render them unfit for plantation later stages.

Unplanned disposal may create environmental impacts such as an increase in dust pollution, a decrease in aesthetic value, erosion. The impact is assessed to be minor and temporary in nature however, should any spoil be eroded into the Indus River, and then the impact will increase in significance to moderate and permanent.

The surface soil has the potential to be contaminated by construction material, vehicle movement and various construction activities. Spillage of fuel, lubricants, and chemicals has the potential to result in contamination of soil.

The spillage can occur:

. During transfer of fuel from one container to another or during refuelling . Maintenance of equipment and vehicles . Due to leakage from equipment and containers . Dropping of material near the asphalt plant

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Also by accidental spills In addition, construction activities may cause soil erosion in the following ways:

. Heavy vehicles used during construction activities compact soil, resulting in the reduction of their infiltration capacities, thus facilitating surface flow and possible gully formation. . Clearing of vegetation along the roadside during construction will cause a reduction of the vegetation cover within the ROW. This will expose soil to erosion. The impact is assessed to be temporary, minor in magnitude with local impact within ROW and low in sensitivity therefore the overall impact is negligible.

Mitigation Measures

The impacts during construction phase can be minimised by:

. To reduce the adverse impacts of excavated material the emphasis will be on reduce the volume of material requiring disposal as far as possible then disposing of the material in an environmentally sound manner. The Project has been designed to use most of the excavated material in filling of ground where needed. Any remaining spoil will be dumped at a depressed area located along the road in an environment sound manner and area will be restored. . Unnecessary excavations should be avoided. . Excavations would be kept confined to the specified foundation spots as per the approved engineering drawings. . Restriction of machinery and vehicles to designated areas. . Spill prevention trays will be provided and used at refuelling locations . Oils, fuels and hazardous materials will be stored in appropriately bunded area with a capacity of 110% of the volume of largest container . Fuels lubricants and chemicals will be stored in covered areas, underlain with impervious lining . Appropriate spill control arrangements, including shovels, plastic bags, and absorbent material will be available near fuel and oil storage areas. . Fertile top soil to be disturbed must be stock piled separately for future use during development of green areas/belts. . Best practice construction methodology will be used in line with local regulations and international guidelines. . Further, to avoid soil contamination, construction materials will be appropriately stored and must be handled properly to prevent leaks and spills that could contaminate surface soils or leach into the groundwater. Hazardous and toxic materials will be stored separately and handled with caution following the relevant safety guidelines contained on the datasheet. Construction material disposal areas will be well marked and monitored so that appropriate procedures for disposal of different agents and waste materials are followed to minimize any potential contamination. . Soil erosion can be minimized by regular rehabilitation of areas not in use for Project activities. Rehabilitation will include immediate re–vegetation of slopes using fast–growing indigenous species and different functional groups of plants i.e. shrubs and grasses for keeping soil in place. . Roads and access routes will include suitable road engineering techniques such as road edge buffer re–planting.

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. To minimize the potential for soil erosion, upon completion of all disturbed areas would be contoured and re–vegetated. Operation Phase

As no major works are involved during operation phase, therefore, no impact on soil is expected during this phase. However, due to poor maintenance the concentration of flows at inlets of culverts may cause increase in flow volume leading to soil erosion at the outlet during operational phase of the project. Overall impact can be considered as a negligible with negligible magnitude and low sensitivity thus do not require mitigation.

6.3.2.8 Climate

Construction Phase

As Project interventions are spread over a wide area there is no change predicted in the macroclimatic setting. The microclimate is likely to be temporarily modified by vegetation and tree removal, levelling of land, cutting and filling, and working of machinery, however, the impact will be localized and limited to the active construction zone.

Particulate matter will create a negative impact on the microclimate but this will be short term and can be easily mitigated using appropriate control measures. These negative impacts will mainly be restricted to areas adjacent to the Motorway, excavated areas, dumping sites, labour camp areas and machinery parking areas.

The deterioration in the microclimate during the construction phase will be temporary in nature and will disappear with the completion of the project. Therefore, overall impact can be considered as a negligible with minor magnitude and low sensitivity.

The mitigation measure to be adopted during construction phase includes;

. All site vehicles will be in good running order, and . Water spraying will be carried out on unpaved routes, excavated sites and dumping areas, particularly during very hot and dry weather. Operation Phase

As reflected above, there will be no climate issues relating to the operational phase of the project. It is proposed to plant five times more plants than the number of trees felled along the road sides as well as additional measures such as landscaping along the project area will be planned after completion of project. Thus no impact is identified on climate during operational phase of project.

6.3.2.9 Air Quality Air quality is defined by ambient air concentration of specific pollutants determined to be of concern with respect to the health and welfare of the general public. Construction activities associated with the project are expected to have short–term and minor adverse impacts on local air quality. Such impacts would be primarily caused by increased emissions of particulate matter, carbon monoxide, hydrocarbons, and nitrous oxides from construction traffic.

Construction Phase

The project activities during construction will involve large movements of heavy diesel operated machinery and vehicles which produce more noise and generally emit more smoke. Similarly, various levels of noise and air pollution are expected to be generated from construction machinery and equipment, working of heavy earth moving machinery, drilling, asphalts mixing plant, concrete mixing and pouring equipment etc. All these activities will become major sources of noise, smoke and dust

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 pollution. High noise and air pollution level if not mitigated will cause major adverse health impacts on workers on the project site and in local communities. The pollution in the air in the form of dust, vehicle exhaust, particulate matter, aerosols, smoke and gases will increase besides an increase in noise pollution. The impact on air quality is considered as short duration negative impact of moderate magnitude.

Vehicle moving along unpaved road surfaces, especially along diversions and excavation of bare ground surfaces would create short–term dust emissions. A significant effect on the environment will be interpreted if there is an increase in visible dust beyond the boundaries of the project COI, or the dust affects local property or results in any complaints from nearby communities. The dust may also impact vegetation and animal grazing and will cause a nuisance to the local population in terms of respiratory and eye irritation and reduced visibility.

Construction workers at the road construction sites, quarries and borrow pits will be exposed to high dust levels under hot and dry environmental conditions for many hours each day. This impact, if not well mitigated could have very serious health implications on the workers. In addition to the short– term dust emissions, project construction activities would generate tailpipe emissions from mobile heavy equipment and increased vehicular traffic. In a regional context, the daily equipment emissions associated with project construction, even during maximum–intensity work periods, would be relatively minor.

All sources of air quality deterioration will be for short duration, temporary in nature, moderate in magnitude and medium in sensitivity. Thus overall impact significance associated with project construction activities is categorised as moderate, which will end with the completion of the project. The contractors and sub–contractors must be held responsible through special clauses in the tender documents.

Mitigation Measures

Following mitigation measures are proposed to control emissions for dust during construction phase:

. Road alignment by passing reasonable distance from residential areas. . Use of new and good condition old vehicles which emit less quantity of smoke. . Regular tuning and maintenance of vehicles and other machinery. . Erecting the windshield walls on three sides of the material stockpiled at least 0.5 m above the top of the pile. . Covering the stockpile with tarpaulin or thick plastic sheet to prevent dust. . Seeding stockpile surface with the grass if stockpile is to remain in situ for a prolonged period . Construction material that is susceptible to dust formation will be transported only in securely covered trucks to prevent dust emission during transportation. . All vehicles, generators and other machinery used during construction will be properly tuned and maintain in good working condition in order to minimise emissions. . Spraying of water on all exposed surfaces to suppress emission of dust. Frequency of sprinkling shall be kept such that the dust remains under control even during the high wind season. . Construction material will be stored in a designated area close to the asphalt plant. Sand and clay shall be covered with plastic sheets to prevent dust blows. . To mitigate air quality issues the sprinkling of water shall be done, especially during hot and dry periods and at least twice a day when construction activity is at its most intense and or during the high wind seasons. All trucks transporting construction materials require to be

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

covered to limit dust emissions. Care will be taken to ensure the appropriate maintenance of all construction machinery and vehicles to reduce gaseous emissions. Operation Phase

The long term effects on air quality may occur during the operational phase of the project as a result of significantly increased traffic in the area. Increase in road traffic would result in increased daily emissions of carbon monoxide, hydrocarbons, and nitrous oxide. Although, there will be increased traffic movement in the area but the travel time of the traffic between these areas will be reduced due to construction of Motorway. Thus, overall impact significance is categorised as negligible with minor magnitude and low sensitivity.

Mitigation Measures

. Regular monitoring of vehicles plying on the road for noise and smoke emission and imposing penalty to the drivers violating the standards fixed . Planting of dense trees along both sides of the road

6.3.2.10 Impacts on Agriculture and Livestock production Rain fed agriculture in the project area is practised on a limited scale on scattered flat patches developed by the farmers with their own resources. Thus considering proposed project interventions no adverse impact on agriculture is expected on crops and animal husbandry during the construction phase of the project. Thus, overall impact significance is categorised as negligible with minor magnitude and low sensitivity. As regards operation phase positive impacts are perceived as improved roads infrastructure will provide ease to the growers to transport their production to nearby markets. Thus a positive impact of moderate significance with moderate magnitude and medium sensitivity is expected during operation phase of motorway project.

6.3.2.11 Public Safety

Construction Phase

Public safety issues arise mostly during construction of new road in any area. The overall impact significance is categorised as moderate with moderate magnitude and medium sensitivity. The mitigation measure to reduce project traffic safety issues includes;

. The contractor shall develop ―Traffic Management Plan‖ (TMP) (Annexure VIII) and health and safety policy and procedures, and educate all drivers and workers; . Access roads for haulage trucks, used during road construction, should not be located near schools, hospitals and residential areas; . Trespassing from construction sites shall be restricted. Operation Phase

Improved roadway complete with paved surface will undoubtedly encourage more vehicular traffic and higher average speeds. The increased vehicular movement and speed may result in road safety issues like traffic accidents. The accidents may also be due to tiredness. The overall impact significance is categorised as moderate with moderate magnitude and medium sensitivity.

This impact can be mitigated by following the mitigation measures presented below;

. enforcement and penalties against traffic rules violation . speed limits at sensitive locations . fencing along both sides of the 4–Lane Motorway

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Overall speed limit of 120 km/hr. to avoid tyre burst. . Rest areas will also be provided for those in need for rest during travel. . Traffic signs will be provided to facilitate road users about speed limits, rest areas, eating establishments etc. . Warning messages such as ―speed thrills but kills‖ or ―better late than never‖ etc. will also be displayed at appropriate locations to aware drivers about likely accidents due to over speeding. . All the lanes, median, sharp bends will be reflectorized to facilitate travellers in the night time. . Proper lighting arrangement on the proposed 4–Lane Motorway will be done at required places.

6.3.2.12 Noise and Vibration

Construction Phase

Noise will be generated from vehicular movement, excavation machinery, and asphalt mixing during the construction phase. The associated potential impacts during daytime are considered to be limited primarily due to higher ambient noise levels in addition to the typically short duration of each construction event and the distance to the nearest human settlement.

The potential for adverse noise impacts is considered to be greatest during the evening and night– time periods due to lower ambient noise levels as compared with daytime conditions. The impacts from increased noise level will likely to occur during construction phase on the nearby settlements. Where explosives will be used, especially at quarries, there will be serious noise and vibrations in the vicinity of the site. Certain degrees of explosion can be destructive to structures particularly houses. Fortunately most of the potential material sites are located away from human settlements and activities. In any case, impacts associated with explosions are sporadic and short term.

The main potential impact of high noise levels (85dBA or more) will be on construction site workers. There are also occupational risks associated with the use of some construction equipment from the perspective of vibration emissions. Appropriate occupational health and safety measures will therefore be employed during construction works.

Noise and vibration from construction activity may also disturb adjacent wildlife. The overall impact significance is categorised as moderate with moderate magnitude and medium sensitivity. The mitigation measures proposed below for human receptors are also considered relevant in reducing the potential impacts on nearby wildlife.

Mitigation Measures

Mitigation measures for limiting the potential environmental noise and vibration impacts of the construction phases include:

. Fitting of muffler with construction machinery that produces noise in excess of 85 dB; . Maintaining and powering down all plant items when not in use; . Avoiding the unnecessary revving of vehicle engines; . Workers will be advised to use the quietest work methods and plant items where practicable; and . Noise barriers should be provided at excessive noise producing areas (such as blasting sites/ quarry sites).

Environmental Impact Assessment (6-11) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

The following mitigation measures should also be adopted to minimize occupational noise and vibration impacts:

. Workers in noisy areas should be provided with adequate personal protective equipment (PPE) i.e. ear muffs and plugs; . Vibration absorbing gloves or pads should be provided to the workers using drilling equipment; . Workers should be instructed in the proper use of equipment; . Workers should make use of frequent breaks, for example, at least one 10 minute break every hour; Operation Phase

During the operation phase there would be no permanent impacts, however noise and vibration would be mainly generated by the vehicles moving on the road, which includes the LTV as well as HTV. The likely impacts on the local community and wildlife are considered to be negligible with minor magnitude and low sensitivity. Like the construction phase of the Project, appropriate occupational health and safety measures will be employed during operational phase of project.

6.3.2.13 Traffic and Transport

Construction Phase

During construction activities large numbers of light and heavy vehicles are expected to use the approach roads to reach project site. Similarly heavy machinery will be stationed in and adjoining areas of the road. This may create burden on the capacity of the existing road network and the project generated traffic may be a nuisance for surrounding communities and local communities.

The proposed project is in remote areas and existing traffic density and volume is not high however, but when project construction commences, traffic intensity will rise significantly as a result of the following activities:

. Delivery of resources to the work site; o materials; o machinery; o plant and o Labourers. A significant volume of traffic and large obstructive vehicles will be associated with the construction phase. Moreover disturbance to the human and traffic movement in the vicinity of the project area especially on the connecting roads and intersections is foreseen. The impact is of moderate magnitude and medium sensitivity but of a temporary nature therefore the overall impact is considered as moderately significant.

Mitigation Measures

. The impact will be mitigated through adoption of designed Traffic Management Plan (TMP) (Annexure VIII) for each intersection. . Access roads for haulage trucks, used during road construction, should not be located near schools, hospitals and residential areas; . Trespassing from construction sites shall be restricted.

Environmental Impact Assessment (6-12) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Operation Phase

During operational phase the transportation of human, livestock and goods will be much easier. Thus proposed Motorway will have a major positive impact on the area and population living along the project area and those going further inland and beyond.

There will be reliable infrastructure that will result into dependable transport services, lower costs of life, comfortable public transport system at reasonable cost to the users and yet profitable to the operators. Other significant positive impacts expected from the project roads will be increased employment opportunities, to both operators and other social service providers. Due to increase in speed and undisturbed flow of traffic, travelling time will also be saved to reach destination. Trade will improve due to better transport opportunities. The impact is analysed as positive with major magnitude and high sensitivity therefore overall impact significance is categorised as of major significance.

6.3.2.14 Surface Water Quality

Construction Phase

During construction phase deterioration in the surface water quality on large scale is not anticipated. Although sedimentation rate will change near because of movement of heavy traffic, dumping of the excavated material and other project related activities. The potential impact on Indus and Soan Rivers are foreseen mainly as a result of the spread of soil and sedimentation. The impact will be more significant and negative during monsoon season and is likely to be compounded by human activities, especially agricultural activities. If the construction camps are sited near water courses, pollution from waste oil or chemical spills would be more significant than if the sites are located away from water courses. The potential impact is categorised as negative with minor magnitude and low sensitivity therefore overall impact significance is negligible.

Moreover, the construction activities could also affect the surface water quality through:

. Runoff from crushed and ground rock material from and quarrying; . Run off from dampening systems to control dust emissions; . Sanitary effluents from construction workers camp; . Oil and chemical spills; . Washing of vehicles and other machinery; and . Dumping of spoil material The associated impacts on water quality may also include:

. Contamination of near about water resources; . Water contamination may increase if the surface runoff during rainy season (monsoon) carries toxic materials into the river; . Sewage effluent, mostly of an organic nature, will contain high biological oxygen demand (BOD), nutrients (phosphates and nitrates) and pathogens (faecal coliform). Water quality impacts arising from construction are assessed to be minor and of short duration.

Mitigation Measures

The mitigation measure to reduce the impacts during construction phase includes;

. Particular work sites and access roads will be carefully selected so that surface runoff does not enter the river.

Environmental Impact Assessment (6-13) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Sewage will be pre–treated prior to discharge by installation off septic tanks or a pilot activated treatment plant at sewage generating sources. A sewage collection system is also envisaged to avoid the spillage of sewage in open areas. . In order to mitigate water quality impacts in line with Pakistani and WHO standards, pre– treatment will be required to maintain net BOD levels below the standards for effluent discharges to surface waters. . Oil and water separators and settling ponds will be installed where appropriate to avoid contaminated construction water entering the river and degrading water quality. . An Oil and Chemical Spill Response Plan will be developed and included in the EMMP to provide the controls that should be implemented in the event of an accidental spill or leak incident. Operation Phase

Over the life of Motorway, there is the possibility of a number of pollution incidents, such as an oil or chemical spill especially in places where 4–Lane Motorway may have scour channels on either side. However, the potential impact is assessed as negative of negligible significance with minor magnitude and low sensitivity.

6.3.2.15 Ground Water Quality

Construction Phase

Road construction involves use of large volumes of water, which may be obtained from rivers, local streams and boreholes. As the major part of the alignment of 4–Lane Motorway is quite far away from the river Indus and also the Soan River is seasonal in nature and has very little volumes. It is likely that the Contractor shall consider sinking of bores at different locations along the proposed 4–Lane Motorway. It is important that the borehole to supply construction water should not be located close to the existing ones. This is because it will involve abstraction of large volumes which may lead to drying up of the community bore holes nearby and be a potential source of conflict. In addition, the water requirements at the base camps will be relatively high depending on the number of workers, although these will be much lower than those needed in connection with construction. Limited contamination may occur during asphalting of road, accidental spills or leakage during construction and production of work camp wastewater (domestic waste). The impact is analysed as negative with minor magnitude and medium sensitivity therefore overall impact significance is categorised as of minor significance.

Mitigation Measures

Therefore, to minimize/avoid the anticipated impacts related to the shortage of water sources during construction,

. The contractor shall be responsible for making his own arrangements for water supply for construction and other purposes without affecting the quality or availability of groundwater resources to existing users and to provide an alternative supply if interference does occur. . In the event of there being any valid dispute regarding the effect the contractor's arrangement has had on the water supply of others, the contractor shall be responsible, at his own expense, for providing an alternative supply to those affected, which is not inferior in quantity or quality to that previously enjoyed. . Control procedures will be developed to manage sanitary effluent, oil and chemicals and dumping of spoil material. The drainage system will be designed so that all spills will be drained and collected in a sump for further appropriate disposal.

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Oil and chemical storage and vehicle wash and oil change facilities will be on an impermeable surface to avoid percolation. Operation Phase

No impacts on ground water quality are anticipated during operations.

6.3.2.16 Impacts on Flooding Presently flooding along the proposed road alignment is not a common feature except Indus River, which faces high floods almost every year during Monsoon Season, July and August. A bridge is proposed to be built on the Indus River to cross it being part of the project. The proposed bridge will change the local upstream hydrology of the River and can be prone to flooding. However, the potential impact is considered to be negative with minor magnitude and low sensitivity therefore not significant.

6.3.2.17 Domestic Solid and Liquid Waste

Construction Phase

Creation of construction camps may result in environmental degradation from solid and liquid wastes generated from camps, offices, vehicle workshops/parking areas and construction sites. Although, it is anticipated that majority of the labourers will be hired from the local communities and they will return to their home daily but for others belong to distant places and technical staff road camps will be constructed along different segments of proposed 4–Lane Motorway to house the road crew and the equipment and supplies. The construction camp becomes a small village housing many people, usually in temporary accommodation, with latrines, and food preparation areas and common eating areas. Often, motorized equipment is kept, fuelled and serviced at the camp. When clearing land for a construction camp, there will be direct impacts on the environment at the camp site. During operation of the road camp, measures are needed to minimize the potential for pollution from human waste, solid waste and from fuel, oil, and lubricant spills to ensure adverse effects do not occur.

Waste expected to be generated during construction has the potential to pose risk to human health and the environment because of their physical and or chemical properties. Waste likely to be generated are:

. Waste oils and tins; . Steel cuttings; . Municipal solid waste; and . Other discarded materials. Impacts could result if these wastes are not properly managed and disposed. The impact from waste before mitigation is assessed to be negative with moderate magnitude and medium sensitivity. Therefore, overall impact significance is categorised as of moderate significance.

Mitigation Measures

These wastes will be segregated and stored in secure containers, appropriately labelled, stored on an impermeable surface and transported by a licensed hauler to an appropriately permitted off–site disposal facility. Where possible waste will be disposed of according to the following waste hierarchy:

. Reduce; . Reuse; . Recycle; and . Disposal.

Environmental Impact Assessment (6-15) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Improper disposal of waste can result in contaminated leachate or runoff reaching the ground or surface water resources. Proper management of solid waste is also important because of the risk that improper solid waste handling and disposal poses to human health and the environmental degradation. Careless and indiscriminate open dumping of waste can create unsightly and unsanitary condition within the project area. Open solid waste dump can also provide suitable breeding places for vermin and flies and other disease vectors, and can also contain pathogenic micro–organisms.

A Waste Management Pan (WMP) will be developed by the contactor and approved by the Engineer before the start of the construction activities. The WMP will set out the designated waste disposal site(s) and associated management controls. Training, implementation and monitoring of the WMP will avoid damage to the environment and terrestrial fauna as well as ensuring the landscape character and aesthetic value is not compromised. Measures to mitigate potential impacts of improper handling of waste also includes:

. Storing both construction and domestic waste (from workers‘ camp sites) in the specially designated places . Communicating and agreeing upon waste disposal mechanisms before construction activities commence . Prohibiting discharge of any non–treated drain water and other forms of waste to water resources . Using inert waste, such as concrete from bridge reconstruction or excavated soil, as fill materials e.g. to fill quarries and borrow pits. . Inspecting waste storage areas and facilities in construction sites/camps periodically to ensure proper handling of waste. . Encouraging reuse and recycling wherever possible to minimize residual waste. . Having a waste handling protocol in place e.g. storing waste away from public view, provisions dealing with accidental spills of toxic, hazardous, and harmful construction materials, such as caustic and acidic substances, oil, waste oil, diesel and bitumen . Displaying work instructions and waste disposal procedures for handling and disposal of containers of used oil, lubricants, paint, and other toxic substances. Operation Phase

Waste generated during operational will be from service areas such as municipal waste, oils, lubricants, and solvents, cleaning agents and rags as well as obsolete parts. Operational waste will be managed in the same way as described for construction waste and the impacts are also the same.

6.3.2.18 Hazardous and Toxic Materials

Construction Phase

The hazardous and / or toxic materials used most extensively during construction comprise:

. Bitumen macadam; . Asphalt; . Batteries; . Acids; . Paints; and . Hydrocarbons including: o petrol;

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

o Diesel; o Lubricating oils; and o Hydraulic oil. The use of these materials without proper handling and management pose a safety risk to workers and residents alike as well as contamination and pollution to the environment in the event of accidental spillage or leaks.

Different materials have different management requirements according to their potential environmental, health and safety impacts. The impact from hazardous and toxic materials is assessed to be negative with minor magnitude and medium sensitivity therefore overall impact significance is categorised as of minor significance.

Mitigation Measures

The mitigation measures includes:

. Communicating and agreeing upon waste disposal mechanisms in WMP before construction activities commence . Inspecting waste storage areas and facilities in construction sites/camps periodically to ensure proper handling of waste. . Having a waste handling protocol in place e.g. storing waste away from public view, provisions dealing with accidental spills of toxic, hazardous, and harmful construction materials, such as caustic and acidic substances, oil, waste oil, diesel and bitumen . Displaying work instructions and waste disposal procedures for handling and disposal of containers of used oil, lubricants, paint, and other toxic substances. . All hazardous and toxic materials shall be stored, used and disposed of in accordance with their associated material safety data sheet (MSDS) and in compliance with any regulatory requirements. Operation Phase

There would no usage of hazardous chemicals during the operation phase however regular maintenance would include the paint work on road which would done according to the procedure of contractor. The impact from these chemicals is assessed to be negative with minor magnitude and low sensitivity therefore overall impact significance is categorised as negligible. The mitigation measures are same as mentioned above in construction phase.

6.3.2.19 Borrow and Disposal Areas The borrow and disposal areas are only relevant to the construction phase of the Project, which result in land disputes, soil erosion , loss of potential cropland, loss of vegetation, landscape degradation, and damage to road embankments. Borrow/open pits may also result in potential sources of mosquito breeding and may prove hazardous to human being, livestock and wildlife. This will also degrade hygienic condition of the project area. The waste generated from the contractor camps would be properly managed and not be allowed to dispose in the borrow pits. The impact is assessed to be negative with minor magnitude and medium sensitivity therefore overall impact significance is categorised as of minor significance.

Mitigation Measures

The impact is permanent and minor negative in nature. Mitigation measures will include:

. Necessary permits must be obtain for any borrow pits from the competent authorities

Environmental Impact Assessment (6-17) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. In borrow pits the depth of the pit will be regulated so that the sides of the excavation will have stable slope . Soil erosion along the borrow pit shall be regularly checked to prevent mitigate impacts on adjacent lands . In case borrow pits fill with water, measures shall to be taken to prevent the creation of mosquito breeding sites. . Borrow pits can be used for sanitary landfills, but during the excavation, top 20 cm soil cover should be preserved for vegetation after the filling of the pits. This is the best way to restore the flora of that area. . The contractor must ensure the selected borrow areas are clearly demarcated prior to commencement of excavation works, including the permitted depth of the excavation. A Waste Management Plan (WMP) (Annexure VIII) will be developed by the contractor and approved by the engineer. The plan will set out the designated waste disposal site(s) and associated management controls. Training, implementation and monitoring of the WMP will avoid damage to the environment and terrestrial fauna as ensuring the landscape character and aesthetic value is not compromised.

6.3.2.20 Existing Infrastructure

Construction Phase

The new 4–Lane Motorway will pass from Dera Ismail Khan, Mianwali, Attock and end at Hakla at M– 1, the road passes from plain as well as hilly area. Infrastructure in the plain areas mainly includes the utilities like electricity poles, underground telephone lines, power transmission lines etc. These impacts are temporary negative with minor magnitude and medium sensitivity therefore overall impact significance is categorised as of minor significance.

Mitigation Measures

Mitigation measures will include:

. Communities shall be informed in advance regarding storage of water when their utilities are about to be relocated to pave the way for road works. . Water pipes/power/Telephone lines located/crossing in the right of way (road reserve) may be moved slightly away from the road or provision of service duct may be considered. . Provision in the design and budget for the relocation of the existing utility infrastructures wherever required; and . All public utilities (e.g. water pipes, power/ telephone lines likely to be affected by the proposed 4–Lane Motorway will be relocated well ahead of time before the actual commencement of the construction work. . Use of heavy machinery, blasting material and blasting technique will be carefully considered. Operation Phase

During operation no impact on existing Infrastructure is envisaged.

6.3.3 Impacts on Biological Environment

6.3.3.1 Flora / Vegetation

Construction Phase

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

The potential impact on flora is considered low and is short–term. The predominantly arid environment is not conducive for plant growth because tree growth is extremely slow. The critical impact, therefore relates to the inability of the area to naturally regenerate after harvesting the mature trees in landscape.

The vegetation cover in the project area is very low. Construction of the road will be accompanied by clearance of vegetation along the proposed 4–Lane Motorway, clearance for construction of access roads and other civil works. The impact of the project on vegetation is thus very specific to the site of construction activities and is therefore localized.

Another potential long term impact relates to the advancement of the invasive weed, Prosopis Sp. Prosopis is a very prolific seeder whose seeds are dispersed through the gut of livestock with a preference to invade freshly disturbed sites. The paved road will act as an impervious layer channelling run–off to the roadside which will readily support the proliferation of Prosopis on the roadside as already evidenced along the paved section in the immediate environs of other local roads especially along the road from Mianwali to Kalabagh. Such proliferation will spread and pose visibility challenges to motorists. The impact of Prosopis will be rampant at all disturbed sites, roadsides and borrow areas.

Additional vegetation clearance in quarry sites, borrow pits, and camp sites will also contribute to overall vegetation loss. However, the diversity of natural vegetation in the project area is low, suggesting that vegetation clearance will not cause loss of rare species, species of medicinal and of major commercial value. Such impacts will be primarily confined to the Project site during initial periods of construction and need to be minimized by adopting appropriate mitigation.

These impacts are temporary negative with moderate magnitude and medium sensitivity therefore overall impact significance is categorised as of moderate significance. The impact of vegetation clearance for road construction is likely to be moderate significance, which can be minimised by adopting following mitigation measures:

Mitigation Measures

. Vegetation should only be cleared only where it interferes with road construction. . Construction workers should be encouraged to use alternative sources of cooking fuel. . In areas where soils are compacted as a result of road construction e.g. along temporary access roads, soil should be loosened through ripping, after completion of the works, to enable infiltration of water and growth of plants. . Dumping of construction material must avoid in vegetation areas. . Compensation of damaged of flora could be by way of systematic plantations along the ROW of the 4–Lane Motorway. . Use of native and fast growing species where possible. . Using nursery plants (grasses) which assist stability in open patches especially in service areas. In general, adverse impacts will be mitigated by planting five times more plants than the number of trees cut down to accommodate the Project.

Operation Phase

There are no adverse impact on flora / vegetation is expected to occur during the operational phase.

6.3.3.2 Fauna / Wildlife Construction Phase

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Wildlife diversity and population in the project area is rather low in these areas. This is partly because over the years, wildlife has been killed for a variety of reasons including bush meat. In addition, wildlife habitats have been degraded through the felling of trees for charcoal and firewood. Therefore, minor Impacts to terrestrial fauna will result from disturbance and degradation of habitats around the main construction sites resulting from the increased worker population and improved access.

Undomesticated animals do not constitute the major proportion of faunal density in the area surrounding the project and no endangered or rare species have been reported in the project COI. During construction, the fauna in the surrounding area may be disturbed due to various construction activities like movement of heavy machinery, blasting and induced human activities. All these impacts will be temporary in nature and will vanish with the completion of construction phase. However, project has the potential to affect wildlife as follows:

. Direct impact through blasting at quarries, noise and vibration occasioned by machinery and construction workers can affect their feeding habits. Some animals can be more aggressive in the face of such sudden noise and vibration. . Removal of shrubs and cutting down of trees along the road to pave way for construction. These trees and shrubs act as perching and nesting sites for a wide range of bird species. . Death of wildlife occasioned by construction vehicles and speeding traffic. . Accidental spills of oil, petroleum products, solvents, bitumen, etc. Almost all impacts will be of a temporary nature, which will end with completion of the Project. Thus, the impacts are categorised as of moderate significance with moderate magnitude and medium sensitivity.

Mitigation Measures

Mitigation measures against impacts on fauna include:

. Dumping of construction material should be avoided in areas which have dense vegetation. It is preferable to select suitable dumping areas in consideration of those locations which are not preferred for faunal habitation. . As a mitigation measure, special corridors shall be provided for easy movement of wild animals in the Project area and relocation of species should be considered where possible and viable. . Mitigation measures will need to be enforced through the EMMP and contractually bind both contractors and their labourers from undertaking illegal poaching and any other hunting activity. . Awareness should be created among the construction workers on laws that relate to wildlife conservation, and the importance of wildlife as a natural heritage. . Used chemical, other wastes and their containers should be kept way from wildlife and livestock to avoid exposing them to possible poisoning. . Construction vehicles and machinery should be driven at moderate speed to avoid disturbing wildlife in their habitats, particularly in access roads to quarries and camp sites. . The project should minimize on the number of access roads in order to avoid affecting a significant proportion of wildlife habitats, food sources and forage for livestock through destruction of vegetation and soil compaction. Operation Phase

Environmental Impact Assessment (6-20) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Impacts to ecological resources during operational phase will result in increase of traffic noise due to which the birds‘ population will migrate to adjacent areas and also cause habitat fragmentation. It is expected that operation of proposed motorway project would not contribute to loss of wildlife habitat.

6.3.3.3 Protected Areas and Endangered Species No environmentally sensitive areas were found. The closest protected area known as Kalabagh Game Reserve is also 5km away from the COI. No impact on the protected areas and endangered species of Flora and Fauna are expected.

6.3.4 Impacts on Socio–Economic Environment

6.3.4.1 Division and Access to Resources The proposed Motorway passes through the rural area and agricultural fields, which is expected to divide the people‘s resources and impede the access for communities and their livestock. Moreover, the proposed motorway will be fenced at the edge of the ROW to prevent any pedestrian and animal crossings through the motorway. This process will also limit the access to private land across the motorway. During stakeholder consultation meetings participants on large highlighted the issue. This issue is considered as one of the most significant social issues of the project. These impacts are permanent negative with moderate magnitude and medium sensitivity therefore overall impact significance is categorised as of moderate significance.

Mitigation Measures

. To facilitate the movement of locals across the road, adequate number of underpasses and overhead bridges at appropriate distances will be provided.

6.3.4.2 Land Acquisition The land acquisition is another major issue identified in this project. The total land to be acquired for construction of the 4–Lane Motorway is estimated as 2850 ha (285km x 100m). The detail on ownership and land use of the land to be acquired is not presently known as this aspect is being taken by the NHA itself. Though, during planning phase efforts have been made to avoid or minimize relocation of houses and other structures while selecting the alignment of the proposed 4–Lane Motorway. However, land acquisition for construction of road is unavoidable.

Although, in almost whole road alignment area rain fed agriculture is practiced which, is main occupation of the people living on the route. The impact of reduction of 2850 ha of land out of production is one of the significant impacts identified.

These impacts are permanent negative with moderate magnitude and high sensitivity therefore overall impact significance is categorised as of major significance. The mitigation measures proposed includes careful alignment and route selection by the designers to minimise the human displacement at first place.

Mitigation Measures

. Adequate budget will be provided in the project cost for the compensation to the affected people as per Land Acquisition Act, 1894. . Preparation and implementation of Resettlement Action Plan (RAP) in true spirit where properties cannot be avoided or left intact. . Roads alignment to follow barren areas to minimize relocation and compensation of properties . The design of alternative access to affected properties and the management of temporary works and traffic diversion can also reduce the magnitude of impacts on property and welfare.

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Consultation with affected people and other interested parties which can assist in mitigating the impacts of land acquisition and resettlement actions by providing clear and timely information as well as opportunities for a complete discussion of options, preferences, and likely outcomes. Thus, by taking full account of the needs of those affected the design of implementation arrangements will be based on more solid information. . In the event that displacement is necessary, or that disruptions to livelihoods will occur, a comprehensive assistance strategy. This would go beyond financial compensation to include social and commercial rehabilitation or replacement.

6.3.4.3 Construction disturbances to local communities The 4–Lane Motorway will create some localised disturbances related to construction activities that produce noise, movement or vibration, traffic, hindrance of movement, and dust. The nuisance and disturbance related to construction activities will be most felt by nearby communities.

Because of the greater distance from the work site to villages all around the road, it is anticipated that movement and vibration, dust and noise from construction will not affect community members. These impacts are temporary negative with minor magnitude and medium sensitivity therefore overall impact significance is categorised as of minor significance.

Mitigation Measures

The mitigation measures include:

. Where impacts are unavoidable, NHA to protect and preserve the traditional rights of local populations. . Ensure local consultation and participation to understand and incorporate local views and opinions

6.3.4.4 Employment generation

Construction Phase

It is estimated that a large labour force will be required during the construction phase of the Project. Construction activities will take place 24 hours a day, seven days a week and are likely to consist of three shifts of eight hours. These opportunities may attract people to the area around the project. Consultation results indicate that local communities will be looking to the project to provide employment preferences for those already living near the proposed 4–Lane Motorway. Using local community members will increase the local skill base and provide a boost to the local economy. Jobs that will be available using the skills they can provide include technicians, labour, drivers, catering staff, general construction labourer, cook, crane operator, driller, electrician, mechanic, iron worker, painter, pipefitter, plumber and security staff.

A decision has not been made on the sourcing of the contractors and workforce. At this stage the precise origin of the workforce is unknown although it is expected to include a preference for using local labour. Special consideration will be made to employ residents of concerned areas nearby 4– Lane Motorway because they are closest to the Project and are the most likely to have to deal with construction nuisance. These impacts are temporary positive with major magnitude and nigh sensitivity therefore overall impact significance is categorised as of major positive significance.

Operation Phase

Operation phase employment will be managed by NHA central level human resources. The employment generation in service areas will be private and the jobs will includes; shopkeeper, cleanings staff, managerial staff, security guards, cooks for restaurants and mechanics for all types of

Environmental Impact Assessment (6-22) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 vehicles i.e. LTV and HTV. Employment generation during the operation phase is considered to be a beneficial impact of major significance based on operational workers considered to be receptors of high sensitivity and the magnitude being major.

6.3.4.5 Economic development During the Project construction phase, contracting parties will need to purchase materials, equipment and services for the Project, thereby, creating business opportunities for suppliers. Opportunities will provide economic benefits to suppliers, especially to those who receive longer term contracts. For example, workers‘ accommodation supply companies may have contracts throughout the construction phase. This may also be the case for worker transportation, catering, security providers, or providers of construction materials and plant. There are other local businesses, such as a restaurant and a hotel near to the proposed 4–Lane Motorway which also benefit from increased business during the construction phase.

Overall, the procurement of goods and services by the Project will have a beneficial impact to suppliers. Therefore, local economic development is predicted to be a beneficial impact of the project on local and national economy. Entire 4–Lane Motorway Project will be fenced except at the interchanges; therefore, it will not cause substantial increase in the price of land. It is expected that land values will increase near interchanges. This Impact is considered to be a beneficial impact of minor significance and low sensitivity.

6.3.4.6 Impacts of workers camps Construction camps located near inhabited areas can at times cause easy and sometimes unwanted interaction with local communities. In most cases this leads into conflicts due to negative social behaviour such as theft, harassment and even spread of diseases.

Construction camps will require sanitation facilities to the occupants of those camps. These facilities need to be well designed in terms of location, construction style, number of holes and toilet and bathroom units in accordance with the number of users. Improper sanitation facilities can cause contamination of ground and surface water especially during rain. It can also cause outbreak of diseases such as diarrhoea, cholera and typhoid. However, these camps will be demolished during demobilization phase i.e., when road construction is almost over and the wastes that will be generated from the same will be treated accordingly. The impact is considered to be negative of negligible significance based on low sensitivity and minor magnitude. The mitigation measures includes:

. Worker‘s camp site/location shall be agreed with the nearby villages to minimize impact to the community . Along with project implementation, measures to reduce such conflicts measures include training, information, strengthening of village/ institutional organization structures etc.

6.3.4.7 Workers health and safety Site preparation, construction activities and the use of temporary workers‘ accommodation pose potential risks to the health, safety, security and therefore wellbeing of construction workers if not managed appropriately. Health and safety issues associated with the use of temporary accommodation sites include those relating to sanitation, disease, fire, cultural alienation, sleeping space, quality and quantity of food, personal safety and security, temperature control and recreation, amongst others. Issues related to food quality and quantity.

Some of the Occupational Health and Safety risks which are likely to arise during the construction phase of the Project, and are typical to many construction sites, include: exposure to physical hazards from use of heavy equipment including cranes; trip and fall hazards; exposure to dust, noise and vibrations; falling objects; exposure to hazardous materials; and exposure to electrical hazards from

Environmental Impact Assessment (6-23) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 the use of tools and machinery. Another likely Occupational Health and Safety (OHS) risk to Project workers includes exposure to extreme heat during summer.

Workers on the project, particularly sub–contracted construction workers, are vulnerable to risks to their wellbeing, health and safety on a daily basis. The Pakistan‘s regulatory standards provide some protection through the Factories Act 1934, amended in 2012. Appropriate health and safety management planning and execution in line with good international industry practice will be undertaken by the Project team to reduce the risks as far as possible.

Influx of workers is likely to be problematic because the site has a large access and also security is not good enough in some packages. Hence the influx that accompanies workers (such as family members, entrepreneurs, traders, service providers for the work force will not be allowed access, which reduces this risk considerably. The impact is considered to be negative of major significance based on high sensitivity and moderate magnitude.

Mitigation Measures

The mitigation measures include:

. Obligatory insurance against accidents for labourers/ workers; . Providing basic medical training to specified work staff and basic medical service during operations; . Firefighting equipment, safe storage of hazardous material, first aid, security, fencing, and contingency measures in case of accidents; . Provision of adequate sanitation, washing, cooking and dormitory facilities including light up to satisfaction; . Elaboration of a contingency planning in case of major accidents; . Adequate signage, lightning devices, barriers, yellow tape and persons with flags during operations to manage traffic; . There should be proper control on construction activities and Oil spillage leakage of vehicles; . Efforts will be made to create awareness about road safety among the drivers; . Provision of proper safety and diversion signage, particularly at urban areas and at sensitive/accident-prone spots; . Setting up speed limits; . Eliminate any unusable impounding of water; and . Health and Safety Plan (Annexure VIII) will be developed and implemented to prevent and reduce accidents and occupational diseases among workers.

6.3.4.8 Health, safety, security and wellbeing of local communities The specific measures to ensure health, safety, security and wellbeing of local communities will include:

. All vehicles will carry spill kits and fire extinguishers for dealing with spills or small vehicle fires on public or site roads. . Drivers will be equipped with telephones for contacting the emergency services and Contractor‘s head office to enact the EPRP if necessary. . Drivers will be first–aid trained and equipped with first aid kits which they will regularly inspect and maintain.

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. The Contractor will develop an EPRP in collaboration with the Engineer to establish actions and contacts in case of emergency. Review and updating of emergency contact details in the EPRP will be undertaken quarterly. . The community grievance mechanism will remain effective throughout the construction phase. . A TMP will be implemented.

Increased traffic may also result in road safety risks however the construction of 4–Lane Motorway means that local communities have been accustomed to the related traffic and potential road safety risks. The impact is considered to be negative of negligible significance based on low sensitivity and minor magnitude.

6.3.4.9 Risk of socio–cultural unrest and conflict There are generic risk factors common to this type of Project which can fuel community unrest or dissatisfaction such as:

. Jobs being seen to be given to ‗outsiders‘. . Lack of communication and information. . Poor timing or planning of engagement activities. . Expectations being unrealistically high with regards to employment generation for a number of reasons including rumour, false or misleading information disclosure or good intentions at the outset being impossible or too expensive to implement. . Benefits being slow to materialise due to project delays or other reasons. Community unrest may result from the aforementioned issues. However, these can be avoided by properly implementing a grievance redress mechanism. The framework graveness redress mechanism is provided below. The impact is considered to be negative of negligible significance based on low sensitivity and minor magnitude.

Mitigation Measures

Timely and effective redress of stakeholder grievances contribute to bringing sustainability in the developments projects in an area. In this context, the Grievance Resolution Mechanism (GRM) will help advocate the process of forming and strengthening relationships between NHA management and the stakeholder community groups and bridge any gaps to create a common understanding. The GRM and other developments will help achieve the objectives of sustainability and cooperation by dealing with the environmental and social issues of the Project.

The purpose of the complaints procedure will be to ensure all complaints from local communities are dealt with appropriately, with corrective actions being implemented and the complainants being informed of the outcome. The GRM will aim to ensure that grievances are treated without prejudice. The grievance mechanism to be included and will possess the following salient features:

. Designated contact points and/or personnel to receive and register complaints, . All grievances (verbal and written) will be registered in a ―Complain Log‖ and a generic report will be generated periodically, . NHA officials and other decision makers will respond to all grievances within 30 days of submission – and more quickly in cases where there is specific urgency, . NHA and other decision makers will screen and assess the severity of the complaint, . NHA and other decision makers may reject a complaint with justifications provided to the complainant or refer the matter to other authorities as appropriate,

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. NHA and other decision makers will define an approach to resolve complains, implement the approach, communicate approach to the complainant and keep track of the measures included in approach. 6.4 Summary of Impacts and Mitigation Measures

All impacts identified during construction and operational phase of 4–Lane Motorway are summarised in Table 6.3.

Table 6.3: Summary of Impacts

Sr. Nature Impact Mitigation Impact Magnitude Sensitivity # (+ve/-ve) Significance Measures A Construction Phase A1 Topography -ve Moderate Low Minor refer Section 6.3.2.2 A2 Drainage -ve Moderate Medium Moderate refer Section 6.3.2.16 A3 Geology and Seismology -ve Negligible Low Negligible refer Section 6.3.2.3 A4 Land sliding -ve Minor Medium Minor refer Section 6.3.2.4 A5 Land Use -ve Minor Low Negligible refer Section 6.3.2.5 A6 Landscape and Visual -ve Negligible Low Negligible refer Section 6.3.2.6 Intrusion A7 Soil Erosion and Degradation -ve Minor Low Negligible refer Section 6.3.2.7 A8 Climate -ve Minor Low Negligible refer Section 6.3.2.8 A9 Air Quality -ve Moderate Medium Moderate refer Section 6.3.2.9 A10 Agriculture and Livestock -ve Minor Low Negligible refer Section 6.3.2.10 production A11 Public Safety -ve Moderate Medium Moderate refer Section 6.3.2.11 A12 Noise and Vibration -ve Moderate Medium Moderate refer Section 6.3.2.12 A13 Traffic and Transport -ve Moderate Medium Moderate refer Section 6.3.2.13 A14 Surface Water Quality -ve Minor Low Negligible refer Section 6.3.2.14 A15 Ground Water Quality -ve Minor Medium Minor refer Section 6.3.2.15 A16 Flooding -ve Minor Low Negligible refer Section 6.3.2.16 A17 Domestic Solid and Liquid -ve Moderate Medium Moderate refer Section 6.3.2.17 Waste A18 Hazardous and Toxic -ve Minor Medium Minor refer Section 6.3.2.18 Materials A19 Borrow and Disposal Areas -ve Minor Medium Minor refer Section 6.3.2.19 A20 Existing Infrastructure -ve Minor Medium Minor refer Section 6.3.2.20 A21 Flora / Vegetation -ve Moderate Medium Moderate refer Section 6.3.3.1 A22 Fauna / Wildlife -ve Moderate Medium Moderate refer Section 6.3.3.2 A23 Protected Areas and ------No impact identified------Not Applicable Endangered Species A24 Division and Access to -ve Major Medium Moderate refer Section 6.3.4.1 Resources A25 Land Acquisition -ve Moderate High Major refer Section 6.3.4.2 A26 Construction disturbances to -ve Minor Medium Minor refer Section 6.3.4.3 local communities A27 Employment generation +ve Major High Major refer Section 6.3.4.4 A28 Economic development +ve Minor Low Negligible refer Section 6.3.4.5 A29 Impacts of workers camps -ve Minor Low Negligible refer Section 6.3.4.6 A30 Workers health and safety -ve Moderate High Major refer Section 6.3.4.7 A31 Health, safety, security and -ve Minor Low Negligible refer Section 6.3.4.8 wellbeing of local communities

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Nature Impact Mitigation Impact Magnitude Sensitivity # (+ve/-ve) Significance Measures A32 Risk of socio-cultural unrest -ve Minor Low Negligible refer Section 6.3.4.9 and conflict B Operational phase Not Applicable B1 Topography ------No impact identified------Not Applicable B2 Drainage ------No impact identified------Not Applicable B3 Geology and Seismology ------No impact identified------Not Applicable B4 Land sliding -ve Minor High Moderate refer Section 6.3.2.4 B5 Land Use ------No impact identified------Not Applicable B6 Landscape and Visual -ve Negligible Low Negligible refer Section 6.3.2.6 Intrusion B7 Soil Erosion and Degradation -ve Negligible Low Negligible refer Section 6.3.2.7 B8 Climate ------No impact identified------Not Applicable B9 Air Quality -ve Minor Low Negligible refer Section 6.3.2.9 B10 Agriculture and Livestock +ve Moderate Medium Moderate refer Section 6.3.2.10 production B11 Public Safety -ve Moderate Medium Moderate refer Section 6.3.2.11 B12 Noise and Vibration -ve Minor Low Negligible refer Section 6.3.2.12 B13 Traffic and Transport +ve Major High Major refer Section 6.3.2.13 B14 Surface Water Quality -ve Minor Low Negligible refer Section 6.3.2.14 B15 Ground Water Quality ------No impact identified------Not Applicable B16 Flooding -ve Minor Low Negligible refer Section 6.3.2.16 B17 Domestic Solid and Liquid -ve Moderate Medium Moderate refer Section 6.3.2.17 Waste B18 Hazardous and Toxic -ve Minor Low Negligible refer Section 6.3.2.18 Materials B19 Borrow and Disposal Areas ------No impact identified------Not Applicable B20 Existing Infrastructure ------No impact identified------Not Applicable B21 Flora / Vegetation ------No impact identified------Not Applicable B22 Fauna / Wildlife ------No impact identified------Not Applicable B23 Protected Areas and ------No impact identified------Not Applicable Endangered Species B24 Division and Access to -ve Minor Low Negligible refer Section 6.3.4.1 Resources B25 Land Acquisition ------No impact identified------Not Applicable B26 Construction disturbances to ------No impact identified------Not Applicable local communities B27 Employment generation +ve Major High Major refer Section 6.3.4.4 B28 Economic development +ve Minor Low Negligible refer Section 6.3.4.5 B29 Impacts of workers camps ------No impact identified------Not Applicable B30 Workers health and safety ------No impact identified------Not Applicable B31 Health, safety, security and ------No impact identified------Not Applicable wellbeing of local communities B32 Risk of socio-cultural unrest ------No impact identified------Not Applicable and conflict

Environmental Impact Assessment (6-27) March 2017

Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

7 Environmental Management and Monitoring Plan

7.1 Environmental Management Plan

As evident from Chapter Error! Reference source not found. the proposed project does not have ny major adverse environmental and social impacts on project area. Some minor to moderate adverse impacts identified pertains to construction phase only which include emission from construction machinery, dust pollution and safety and social issues. All these issues can be easily managed by adopting proper management techniques and by involving local communities in the implementation of the project. Table 7.1 shows the Environmental Management Plan (EMP) to be taken in order to decrease the environmental and social impacts associated with the project.

7.2 Environmental Monitoring

Environmental and social monitoring is an essential tool for testing whether the adopted EMP is meeting the set objectives. The specific objectives of the monitoring plan are:

. To check whether mitigation measures being taken are adequate and effective, . To comply with legal obligations including safety on construction sites, and . To provide means where impacts which were uncertain at the time of preparation of EMMP or unforeseen could be identified and steps are required as corrective measures. To check whether suggested mitigation measures have been adopted, the monitoring indicators and frequency of monitoring along with the parties responsible for implementation and supervisions are also mentioned in the Table 7.1.

7.2.1 Compliance Monitoring

Compliance monitoring is done to checks whether the actions proposed in EMP have been carried out. The tools used for this purpose are visual observations, official record, photographic documentation and the use of checklists. Compliance monitoring shall be done by the Environmental and social staff of Construction Supervision Consultants (CSC) and counter checked by environmental and social staff of NHA. The frequency and parameters to be monitored are given in Table 7.1. The instrumental monitoring required during the project execution is drinking water quality test and ambient air quality to make sure that parameters meet the National Environmental Quality Standards (NEQS) (Annexure IV). For compliance monitoring the duties of environmental and social team of NHA (EST–NHA) and Environmental and Social Team of Construction Supervision Consultants (EST–CSC) are presented in Section 7.3 ―Organizational Responsibilities‖;

7.2.2 Effects Monitoring

The EIA predicts the impacts of the proposed project on the basis of information available on the environment and the natural processes that link various environmental parameters. Based on this prediction, mitigation measures are proposed such that the predicted residual effects do not exceed beyond acceptable levels. However, there is always an element of uncertainty in such predictions due to an insufficient grasp of the processes, limitations in prediction techniques, or inadequate data on the environment.

In order to address the above concerns, effects monitoring will be undertaken during the project activities, with the overall objective of proper management of environmental risks and uncertainties. Broadly, effects monitoring has four objectives:

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Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. To verify that the impacts of the proposed project are within acceptable limits, thus establishing credibility (public assurance); . To immediately warn the project proponents and the regulatory agencies, (if required) of unanticipated adverse impact or sudden changes in impact trends so that corrective actions can be undertaken, which may include modifications in the proposed activities, or the inclusion of modified or additional mitigation measures; . To provide information to plan and control the timing, location, and level of certain project activities so that the effects are minimized; and . To facilitate research and development by documenting the effects of the proposed project that can be used to validate impact-prediction techniques and provide a basis for more accurate predictions of future impact

The effects monitoring will mainly comprise the following: . Soil erosion; . Air quality (Gases, dust and particulate matter); . Noise; . Socioeconomic and cultural aspects; and . Surface and ground water quality.

Environmental Impact Assessment (7-2) March 2017

Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Table 7.1: Environmental Management and Monitoring Plan (EMMP)

Monitoring Parties Responsible Issue Mitigation Measure Monitoring Indicator Frequency Implementation Supervision Design Phase Landscape visual Design of infrastructure that conforms with the site features - Site infrastructure design matching the Once Design NHA impact (topography and aesthetics) local environment. Consultants Soil and water Design appropriate containments for oils/other construction - Inclusion of sanitary facility and paved Once Design NHA contamination chemicals and sanitary waste from the contractor‘s camp and containments in the design. Consultants other places. Removal of Vegetation Design of appropriate construction that provides for incorporation - Site infrastructure incorporating Once Design NHA and cutting of trees of minimum removal of vegetation and existing trees. existing trees. Consultants Pre–Construction Phase Approval/ NOCs from - Rivers and canal Bridges/ culverts design shall be shared with - NOC obtained from all relevant Once NHA NHA relevant EPA/ relevant department/s for approval. departments. Authorities - Building design shall also be shared with relevant department/s for approval. Displacement of Preparation and Implementation of Resettlement Plan (RP) - Compensation paid to all PAPs. Once NHA NHA Persons along the - Preparation and Implementation of a Resettlement Plan road corridor - Compensation of PAPs - Payment to PAPs for shifting - Relocation of PAPs to New Site Lack of support from - Timely dissemination of project facts to community and - Feedback information from project Weekly Contractor CSC project area stakeholders through public consultation and designated area community. before start of community. meetings. construction - Convening of meetings with Community and Stakeholders to carry out sensitization and disseminate project facts. Vegetation damage - Except to the extent necessary for establishing the - Existing trees incorporated in the Periodically Contractor CSC construction site and carrying out the construction works, Road Design. vegetation shall not be removed, damaged or disturbed nor should any unauthorized planting of vegetation take place; - The clearance of the site for construction purposes shall be kept to a minimum. The use of existing un–vegetated or disturbed areas for the Contractor‘s Camp, stockpiling of materials etc. shall be encouraged; - Areas to be cleared should be agreed with experts and demarcated before the start of the clearing operations; - Clearing and removal of vegetation, especially at borrow sites

Environmental Impact Assessment (7-3) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Monitoring Parties Responsible Issue Mitigation Measure Monitoring Indicator Frequency Implementation Supervision must be carried out in such a way that damage to adjacent areas is prevented or minimized; - All vegetation encroaching into the road reserve must be cleared to give room for visibility; - Areas with dense indigenous vegetation are not to be disturbed unless required for construction purposes, nor shall new access routes be cut through such areas; - Trees should be trimmed rather than removed wherever possible; and - Inventory of trees to be cut during construction. Construction Phase Environmental and - Contractor need obtain clearance permit for siting work camp - Record of tree cutting and Periodically Contractor CSC social issues while and workshop for acceptability from public/owner compensatory plantation siting and operating interferences; - Compliance as per mitigation camp sites - All efforts during the design stage should be made to measures proposed. minimize the removal of existing plantation at camp site; - Contractor will provide plan for siting & rehabilitation of camp site upon completion; - Photographical and botanical inventory of vegetation before clearing the site Compensatory plantation to be scheduled when construction work near to end; for each tree removed 5 new plants shall be planted; - The Contractor will provide a proper waste management plan (Annexure VIII); and - The sewerage system for the camp will be properly designed (pit latrines) and built so that no water pollution takes place. Generation of used - All maintenance of equipment and vehicles shall be - Quarry and borrow pit site reports Periodically Contractor CSC oils and other performed in the workshop. hazardous substances - If it is necessary to do maintenance on site, but outside of the workshop area, the Contractor shall obtain the approval from CSC prior to commencing activities; - The Contractor shall ensure that there is no contamination of the soil, vegetation or surface water. - The workshop shall be kept tidy at all times and shall have the following as a minimum: - An impermeable floor either constructed of concrete or suitable plastic fabric

Environmental Impact Assessment (7-4) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Monitoring Parties Responsible Issue Mitigation Measure Monitoring Indicator Frequency Implementation Supervision - The floor shall be bunded and sloped towards an oil trap or sump. - Drip trays shall be used to collect the waste oil and lubricants. - The drip trays shall be inspected and emptied daily; - Drip trays shall be closely monitored during wet weather Environmental and - The Contractor must obtain any necessary permits for borrow - Permits obtained for borrow pits from Periodically Contractor CSC social concerns during pits from the competent authorities, including National the competent authorities. excavation and Highway Authority. - Compliance as per mitigation rehabilitation of borrow - No excavations are allowed within 100 m to ROW. measures proposed. pits. - In borrow pits the depth of the pit will be regulated so that the sides of the excavation will have a slope not steeper than 1: 4. - Soil erosion along the borrow pit shall be regularly checked to prevent / mitigate impacts on adjacent lands. - In case burrowed pits fill with water, measures shall be taken to prevent the creation of mosquito-breeding sites. - Abandoning borrow areas without proper rehabilitation measures will be disallowed. - The Contractor‘s agreement with the landowner must determine the options and appropriate measures for rehabilitation of the borrow pit as approved by the Independent Consultant, such as reshaping the borrow site into a desired land-use plot (e.g. irrigation field, fishpond), re- plantation aiming at double amount of trees removed from the site. Soil Erosion and - Soil from the site is to be used for backfilling excavated areas - Ground cover in constructed areas Weekly Contractor CSC Contamination while excess soil is disposed of off–site; - Quality of surface water at the site and - Soils are not to be left exposed to wind/rain; in the neighbouring rivers/canals - Soil erosion is to be reduced and river valley protection - Take photographs before and after enhanced. construction activity to monitor any - Unnecessary clearing of vegetation will be strictly prohibited. change and soil conditions - Vehicle speeds will be regulated and monitored to avoid - Daily checking of fuel tanks for excessive dust emissions. leakages - Incident record of all moderate and major spills will be - Development of Management plan maintained. The record will include the location of spill; and its implementation estimated quantity; spill material; restoration measures; photographs; description of any damage to vegetation, water resource, and corrective measures taken.

Environmental Impact Assessment (7-5) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Monitoring Parties Responsible Issue Mitigation Measure Monitoring Indicator Frequency Implementation Supervision - Fuel tanks will be daily checked for leaks and all such leaked will be plugged immediately. - A Management plan (Annexure VIII) will be prepared to deal with spills. Air Pollution (dust, fuel - Control speed of construction vehicles and Prohibit idling of - Records of machine and vehicle Weekly Contractor CSC and smoke emissions) vehicles; maintenance - Water is to be sprayed during the construction phase on dusty - Water spraying on dust pollution areas to reduce dust emission; sources - Regular maintenance of vehicle & equipment to reduce - Availability and use of protective gear smoke; - Installation of proper signage - Provision of dust masks for use in dusty conditions; - Use of serviceable vehicles/machinery to avoid excessive smoke; Excess noise and - Use of noise reduction/ hearing protection devices when - Records of machine and vehicle Weekly Contractor CSC Vibration working with noisy equipment or noisy environment; maintenance - Use serviceable equipment with low noise emission; - Availability and use of Ear Muffs - Instruct truck/machinery operators to avoid raving engines; Dust generation - Ensure precautions to reduce the level of dust emissions - Compliance as per mitigation Periodically Contractor CSC due to erection of from, hot mix plants, crushers and batching plants will be measures proposed. bating & asphalt plant taken up, e.g. providing them, as applicable, with protection causing health canvasses and dust extraction units. risks to operating workers, impact on - Mixing equipment will be well sealed and equipped as per biophysical existing standards. environment - Water will be sprayed on the lime/cement and earth mixing sites. - Work safety measures like dust masks shall be provided by the contractor to ensure no health risks for operators. Generation of Solid - A Waste Management Plan (Annexure VIII) will be developed - Preparation and implementation of Weekly Contractor CSC Waste before the start of the construction. Waste Management Plan - Provide communal solid waste collection containers (skip) for - Clean, Organized, Neat Road Site the collection and storage prior to appropriate disposal; - Presence of waste collection - Segregation of solid waste; receptacles - Recyclables should be sold to local contractor; - Periodic instrumental monitoring - Excavation activities to be done preferably during the dry season to avoid soil erosion and siltation of streams; - All non-hazardous waste material that cannot be recycled or reused will be disposed of as per waste management plan.

Environmental Impact Assessment (7-6) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Monitoring Parties Responsible Issue Mitigation Measure Monitoring Indicator Frequency Implementation Supervision - Construction site soil to be used to backfill excavated sites; - All containers of hazardous waste will be appropriate labelled. Generation of Liquid - Construct a paved containment for storage of oils and other - Presence of a paved area for storage Weekly Contractor CSC Waste – used oil and liquid chemicals being used in the construction of the road; of oils and other chemicals other Chemicals - Provide containers for storage of used oils from vehicles - Presence of used oil containers. (Hazardous Waste) /machines/equipment being used at the construction site; - Presence of proper disposal - Engage a Registered Firm for the collection of hazardous arrangements material. Impacts on Physical If cultural heritage (e.g. graves, cemeteries, sacred trees, etc.) are - Records of locations of ancient As needed Contractor CSC Cultural Resources discovered the contractor must stop work and contact NHA. NHA objects and cultural heritage will then contact Archaeological department for further investigation. The Contractor also must use the Chance Finds Procedures provided in Section 7.3.4. Risk of fire - Provide fire fighting equipment at the construction site area; - Presence of proper Fire Extinguishers Monthly Contractor CSC - Contractor staff to be sensitized on fire fighting equipment and other such material at use; construction site - No burning of materials is to be permitted at the site. - Awareness of workers on use of fire fighting equipment‘s. Pollution of Surface - No domestic waste is to be disposed of at the project area; - Water Quality testing results Monthly Contractor CSC and Groundwater - Provision of used oil containers at a central point; - Presence of Waste Bins - Use of waste bins/proper waste management; - Proper used water disposal - Pave parking area for trucks and direct drainage to arrangements in place containment; - Proper treatment of used water before disposal Safety of Workers and - Use of construction site barrier tapes to isolate the - Workers have and are using Safety Weekly Contractor CSC other visitors at site(working) area to bar intruders from accessing the area; Gear construction site - Layout plan for camp site, to be approved indicating safety - Medical records measures taken by the contractor, e.g. fire fighting equipment, - Emergency contacts for nearest safe storage of hazardous material, first aid, security, fencing, and contingency measures in case of accidents; Emergency services, Hospital and - Use of appropriate Personal Protective Equipment (PPE) Police available during the clearing of vegetation and construction activities; - One permanent dedicated ambulance - Adopting ergonomic work flow designs that fit physical tasks with all necessary equipment ready at to employees and not vice versa. Maintain work productivity; times - Construction site visitors require appropriate safety Gear and - Presence of one MBBS doctor and guidance. First aid staff - One permanent dedicated ambulance with all necessary - Preparation and implementation of equipment ready at times at each working site or at suitable EPRP distance. - Presence of certified First aiders

Environmental Impact Assessment (7-7) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Monitoring Parties Responsible Issue Mitigation Measure Monitoring Indicator Frequency Implementation Supervision - Presence of one qualified MBBS doctor with ambulance. - Display of emergency contact Nos. At suitable place - The Contractor will develop an EPRP in collaboration with the Engineer to establish actions and contacts in case of emergency. Temporary road use - Notification on the intension to move large equipment by road; - Availability and announcing of Monthly Contractor CSC risk to local population - Observe strict code of conduct by the transporters; transportation Programme well in - The contractor shall develop ―Traffic Management Plan‖ advance. (TMP) (Annexure VIII) and health and safety policy and - Preparation and implementation of procedures, and educate all drivers and workers; Traffic Management Plan (TMP) - Access roads for haulage trucks, used during road construction, should not be located near schools, hospitals and residential areas; - Trespassing from construction sites shall be restricted. Working at heights - Testing of structures for integrity prior to undertaking work; - Medical Records and Training records Monthly Contractor CSC - Implementation of fall protection including induction on - Availability and use of proper PPE climbing techniques and use of fall protection measures, - Availability of Fall Protection Use of harnesses and scaffolds for working at heights; - Equipment at the Construction Site Inspection, maintenance, and replacement of fall protection equipment ; - Use of helmets and other PPE that are going to mitigate against scratches, bruises; lacerations and head injuries due to dropping objects; - Provision of first aid facilities at the site; Health issues of - Sensitise workers and community on sexually transmitted - Pamphlets on Health Matters Monthly Contractor CSC construction workers diseases HIV/AIDS; - Periodic awareness training record and Community - Sensitize workers on use of protection facilities like - Records of disease mosquitoes nets or appropriate gear; incidences/prevalence - Health and Safety Plan (Annexure VIII) will be developed and implemented to prevent and reduce accidents and - Preparation and implementation of occupational diseases among workers. Health and Safety Plan Community - Awareness and creation of better liaison with the Community - Records of Meetings with Community Monthly Contractor CSC misconceptions on construction sites; - Records of community issues - Periodic meetings with local communities to promptly; recorded and responses. - Project progress reports and monitoring reports to be - Record of complaints received from prepared and recommendations implemented; the communities Social Security - Conduct Information Education and Communication amongst - Meeting reports Periodically Contractor CSC Concerns the community and the project staff; - Police records on project area security - Hold meetings between Contractor Staff and Community; - Have regular police patrols at the beginning of project development;

Environmental Impact Assessment (7-8) March 2017 Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1 MM Pakistan (Pvt.) Ltd.

Monitoring Parties Responsible Issue Mitigation Measure Monitoring Indicator Frequency Implementation Supervision - Collect information on persons coming into the project area. Surface run off & - Construction of effective drainages and culverts; - Surface runoff water impact protection Monthly Contractor CSC sedimentation from - Plant soil binding grasses and other native plants facilities in the project area construction activities - Covering of loose material Sanitary facilities for - Installation of appropriate sanitary facilities; - Presence of Toilet Facilities for Monthly Contractor CSC construction workers - Installation of appropriate sewage works (septic tanks and Workers and Visitors at Construction soak pits since the construction sites are not expected to have Site sewage network; - Having a monitoring programme for the septic tanks to ensure no overflow takes place - Proper disposal of septic tank effluent Stress on local water - Suitable arrangement for abstraction of water without affecting - Presence of contractor own source of Periodically Contractor CSC resources community resources water for Road construction activities - Carry out hydro–geological studies to identify suitable location without affecting community resources of tube–wells - Record of site complaint register - Consider installation of independent tube–well or fetching of water sinking of borehole to provide water for construction Safety of pedestrians - Sensitise workers and community on road safety; - Availability of sensitization/safety Periodically Contractor CSC crossing the 4– Lane awareness Report Motorway Dangers of Child - Contractor to be strictly advised not to engage any underage - Workers employment record or list Periodically Contractor CSC Labour persons (under 18 years of age) to perform any form of work containing date of birth. during construction. - Contractor will be required to comply with the Child Labour Act. Operation Phase Maintenance of the - Use of barrier tapes to isolate the maintenance areas; - Use of Proper PPE and Equipment Periodically Contractor NHA Road and Working at - Provide harnesses and scaffolds for working at heights; - Hand–outs on safety heights - Inspect, maintain and replace fall protection equipment; - Use of helmets and other PPE to mitigate against scratches, bruises; lacerations and head injuries due to dropping objects; - Provision of first aid facilities at the site; Road Accidents - Provision of First aid facilities and ambulance at proper places - Availability of First aid and ambulance Periodically NHA NHA facilities at proper places

Environmental Impact Assessment (7-9) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

7.3 Organisational Responsibilities

7.3.1 Inclusion of the EMP in Contract Documents

In order to make Contractors fully aware and responsible of the implications of the EMP and to ensure compliance, it is recommended that E&S measures be treated separately in the tender documentation and that payment milestones should be linked to E&S performance of contractor, measured after execution of the prescribed mitigation measures. Such a procedure would help ensure adequate management of Project impacts is carried out during the construction and operation phases, where a consistent approach will be expected on behalf of the Contractor and sub–contractors so that data and information collected from monitoring programs is comparable with baseline monitoring data.

The Contractor shall be made accountable through contract documents and/or other agreements for fulfilling E&S obligations and delivering on the E&S components of the Project. Contractors shall be prepared to co–operate with the executing agency, supervising consultants and local population for the mitigation of adverse impacts. After the EMP‘s inclusion in the contract documents, the Contractor will be bound to implement the EMP and will hire appropriately trained E&S management staff to ensure the implementation and effectiveness of the mitigation measures. The Contractor is required to bid for executing the EMP including the recommended mitigation measures and monitoring programs, as part of its Bill of Quantities (BOQ).

7.3.2 Implementation Responsibility

Ultimately, it is the responsibility of NHA as the Project Proponent to ensure implementation of the EMP through consultants and contractor(s). The Project Proponent‘s staff, the Construction Supervision consultants (CSC) and the Contractor will be responsible for ensuring the implementation of the EMMP and each party shall be required to have the capability and capacity to manage E&S obligations. Training and workshops shall be arranged involving the Project Proponent, consultant and contractor to share Project experience and best practice for E&S protection. An organogram illustrating the interfaces between the Project E&S teams is shown in Figure 7.1.

Figure 7.1: Organogram illustrating interface between the Project environmental and social teams

The Proponent ESMU (NHA)

Environmental and Social Team of NHA

Project Manager Environmental and Social Team of CSC CSC

Contractor Environmental and Social Team of Contractor

Environmental Impact Assessment (7-4) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

7.3.3 Establishment of Environmental and Social Management Unit

7.3.3.1 The Proponent Staff Overall responsibility for environmental management will rest with NHA. The nominated Project Manager (PM) of NHA will ensure that EMP has been made part of the contract document and will depute full time dedicated environmental and social staff for the project. In case of non–availability of the environmental and social staff from the existing staff the PM will appoint new staff for EMMP till the construction phase of the project. The environmental and social team of NHA (EST–NHA) will include following staff:

. Manager Health, Safety and Environmental (HSE), Deputy Director Level; . Sociologist (Assistant Director Level) Environmental and social team of NHA (EST–NHA) for project will assume overall responsibility for ensuring:

. That while executing the contract and undertaking the construction all environmental norms, regulations and requirements promulgated by Environmental Protection Agency (EPA) with respect to the work site and adjacent areas are fully respected and implemented by CSC. . The proponent environmental and social team will ensure that CSC has appointed and nominated team for environmental and social monitoring of the Project. . ESMU is established from the start of the project. . Organize regular monthly meeting of the ESMU chaired by Manager HSE NHA. . Ensure that minutes of meeting (MOM) are recorded by Environmental and social team and circulated among all the participants. . Implementation of the EMMP during operational phase.

7.3.3.2 The consultant Environmental and Social Team (EST–CSC) The CSC will ensure that during construction all environmental norms, regulations and requirements promulgated by Environmental Protection Agency (EPA) with respect to the work site and adjacent areas are fully respected and implemented by the contractor. CSC will appoint full time designated team of environmental and social staff for the supervision of EMMP. The Environmental and Social team of CSC (EST–CSC) will include following staff.

. Sr. Environmentalist or Environmental Engineer; . Sr. Sociologist/ Community Liaison Officer; and . Five HSE Inspectors (One for each package). The EST–CSC will be responsible to:

. Take prime responsibility for the environmental management of the Project as a whole in compliance with requirements of the EPA and EMMP. . Review and approve the Project EMMP prepared by the contractor. . Review reporting and compliance audits undertaken by contractor's environmental engineers . Review and report on performance of the contractor to the EPA (as required) . Prepare compliance reports on progress of achieving obligations identified in the EMMP for submission to the NHA and EPA. . Report on a daily basis any EMMP non–compliances to the Contractor General Manager . Act as public liaison officer representative for NHA.

Environmental Impact Assessment (7-5) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

7.3.3.3 The Environmental and social team of Contractor (EST–C) The appointed contractor will be required to agree to the following actions:

. Develop a Project EMMP; . Implement the requirements of the mitigation activities in the EMMP; . Provide a construction site layout plan that identifies key activity area including lay down, accommodation and parking etc. prior to commencement of works; . Provide all training necessary to oversee and implement EMMP requirements . Identify and employ an appropriately qualified and experienced full time Environmental and social team on site (EST–C) with dedicated Environmental, Social and Health & Safety (ESHS) responsibilities to oversee works on site; . The Contractor will be responsible for the ESHS performance of sub–contractor(s)‘ including subcontractor(s) adherence to the requirements of the EMMP. All sub–contractor(s) will be required to have dedicated environmental and social staff to implement the EMMP and to monitor and manage this on an on–going basis. The sub–contractor(s) staff will be required to liaise closely with the EST–C and obligations will include the provision of monthly reports and participation in weekly construction review meetings etc. Contractors shall employ a qualified team for managing ESHS issues at site on daily basis within a week of the signing of the agreement. The team members of EST–C are given in Table 7.2.

Table 7.2: Members of the EST–C

Sr. # Designation Total Number of Staff Input 1 Manager/ Environmental, Social, Health and Safety 1 Full time 2 Sr. Environmental Engineer or Scientist 1 Full time 3 Sr. Social Scientist/ Sociologist/ Community Liaison Officer 1 Full time 4 Jr. Community Liaison Officer 5 One for each package * Full time 5 Health and Safety Inspector (s) One for each construction site* Full time 6 MBBS Doctor 1 7 First Aiders One for each construction site* Full time * Staff number to be decided and approved by the EST–CSC.

The EST–C will have the following responsibilities:

. Implementing the EMMP during the construction phase . Supervising the construction activities for the environmental and social aspects . Participation in the ESMU . Take prime responsibility for practical implementation of ESHS management measures . Oversee and ensure the implementation of the EMMP (with support from the Contractor Construction Site Manager and ensure all subcontractor(s) are in compliance with the EMMP requirements . Review and report performance to the Construction Site Manager and EST–CSC . Review sub–contractor(s) E&S protection/mitigation measures to ensure compliance with the EMMP . Report on a daily basis any EMMP non–compliances to the Construction Site Manager . Carry out regular ESHS awareness sessions/toolbox talks and assist personnel in applying ESHS standards on site

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. Conduct regular audits and inspections to check that committed impact mitigation measures are being implemented . Act as the first point of contact on ESHS matters for the Contractor, government authorities, other external bodies and the general public. 7.3.4 Chance finds procedures

The procedures of ―Chance Find‖ should be incorporated into each sub–project EMMP and civil works contracts and following is proposed in this respect:

If the Contractor discovers archaeological sites, historical sites, remains and objects during excavation or construction, the Contractor shall:

. Stop the construction activities in the area of the chance find; . Delineate the discovered site or area; . Secure the site to prevent any damage or loss of removable objects. In cases of removable antiquities or sensitive remains, a night guard shall be arranged until the responsible local authorities/ officers from Archaeological department; . Notify the supervisory Environmental Engineer of EST–CSC, EST–NHA and Project Manager. The Project Manager NHA and EST–NHA will then notify the Archaeological department immediately (within 24 hours or less); Archaeological department would then be in charge of protecting and preserving the site before deciding on subsequent appropriate procedures. This would require a preliminary evaluation of the findings to be performed by the Archaeological department. The significance and importance of the findings should be assessed according to the various criteria relevant to cultural heritage, namely the aesthetic, historic, scientific or research, social and economic values.

Decisions on how to handle the finding shall be taken by the Archaeological department. This could include changes in the layout (such as when finding irremovable remains of cultural or archaeological importance) conservation, preservation, restoration and salvage. Implementation for the authority decision concerning the management of the finding shall be communicated in writing by Archaeological department.

. Construction work may resume only after permission is given from the Archaeological department concerning safeguard of the heritage. It may require change in the road alignment and design. 7.4 Monitoring Schedule

The monitoring will be initiated right from the date of mobilization of the Contractor. The Table 7.1 also indicate responsibility of implementation, monitoring frequency and responsibility of agencies involved.

7.4.1 Photographic Record of Project Area

The EST–CSC shall take photographs of the important and sensitive project sites prior to start of construction. The following information for each shot shall be maintained:

. Shot number, . Title of photograph, . Date, . Time, and

Environmental Impact Assessment (7-7) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Photographic features.

7.4.2 Storage of Information

The electronic database will be established covering the following information about the EMMP:

. Training programs, . Staff deployment, . Non–compliance, . Corrective actions, Environmental data will be maintained about the following parameters.

. Soil and land pollution, . Disposal of waste material at proper places and manner . Fuel or oil spills. . Noise pollution . Dust pollution . Smoke pollution . Vegetation and trees cut and compensatory plantation

7.4.3 Meetings

Before start of the project construction Environmental and Social Management Unit (ESMU) will be established at project level to safeguard the environment of the area. ESMU meetings will play very important role in construction activities. Regular monthly meetings among EST–NHA, EST–CSC and EST–C will be organized by EST–NHA. The purpose of these meetings would be to discuss the ESHS issues and non–compliances noted by EST–NHA and EST–CSC and adaptation of adequate measures for their remedies. ESMU meetings will be arranged in different Packages periodically and minutes of meetings shall be recorded by the EST–CSC for circulation to project management and all stakeholders.

7.4.4 Reports

The EST–CSC will produce monthly reports of the project based on the ESHS compliances and issues to EST–CSC for onward submission to all concerned as per Table 7.3.

Table 7.3: Preparation of Periodic Reports

Report Prepared by Reviewed by Distribution

Weekly EST–C EST–CSC Project Manager CSC, EST–NHA

Monthly EST–CSC EST–NHA Project Manager CSC, NHA and EPA

Annual EST–CSC EST–NHA Project Manager CSC, NHA and EPA

Final Report upon EST–CSC EST–NHA Project Manager CSC, NHA and EPA Completion of project.

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7.4.5 Complaints Register

The EST–C will maintain a complaint register at the construction site(s) document all complaints received from the local communities. The register will also record the measures taken to mitigate the reported concerns. All of these concerns shall be documented in the monthly reports by the EST– CSC in the periodic reports. The status of the closeout concern shall be verified and counter signed by the designated official of EST–CSC.

7.4.6 Training Plan

Environmental training will help to ensure the process of carrying out the requirements of EMMP that it is clearly understood and followed by all project personnel. The primary responsibility to provide training to all the project personnel will be that of EST–C and EST–CSC. The indicative training detail that would be provided to different professional, semi–professional and occupational groups at the managerial, skilled and unskilled levels is described in Table 7.4.

Table 7.4: Indicative Training Program

Staff Trainer Contents Schedule

Contractor personnel EST–C and EST– – Mitigation measures Before and CSC – Social and cultural values of the area regularly during construction. – Importance of Environmental, Health and Safety – Importance and use of PPE Contactor construction crew: EST–C – Importance of Environmental, Health Same as Skilled labours and Safety above. Unskilled labours – Use of Personal Protective Equipment‘s. Drivers EST–C – Road safety Same as – Road restrictions above. – Vehicle restrictions – Defensive driving – Social and cultural values of the area. Camp staff EST–CSC and – Camp operation Same as EST–C – Waste disposal above. – Natural resource conservation – Housekeeping Restoration team EST–CSC and – Waste disposal Before start of EST–C – Levelling and dewatering of borrow restoration area and diversion channels activity.

7.4.7 Environmental Audit

It is proposed to arrange environmental audits of the project on biannual basis. The objective of the environmental audit is to have an independent evaluation of the environmental obligations of the executing agency of the project. Environmental auditing is generally done by an unbiased sovereign organisation or a person having full command on the subject. The terms of reference for environmental audits will be designed by the EST–CSC with the collaboration of EST–NHA. The findings of the environmental audits will be circulated to project management and EPA and other interested parties and stakeholders.

Environmental Impact Assessment (7-9) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

7.4.8 Environmental and Social Cost Estimates

An estimated environmental management and monitoring budget of Rs. 3.108 million has been proposed for construction period as detailed in Table 7.5.

Table 7.5: Environmental Management and Monitoring Cost

Total Cost Sr. # Item Quantity of Samples Unit Cost (Rs.) (M. Rs.) A. Monitoring Activities 1 Quarterly Surface Water Quality Biannual. Lump sum (L.S) 0.300 Monitoring 3–sites; Two composite samples - Point where road crosses Indus from each river from River/ where bridge to be built. upstream and - Point where road crosses Soan downstream of proposed River/ where bridge to be built bridges - Point where road crosses Soan River/ where bridge to be built. - 2 Ground/ Drinking Water Quality Biannual Lump sum (L.S) 0.300 Monitoring;

Five samples – One from each Package construction sites (Project tube well or tube well from nearby villages located within 100m from the centreline of proposed 4–Lane Motorway 2 Ambient Air Quality Monitoring Biannual Lump sum (L.S) 0.900 Five sites – One from each Package construction sites 3 Noise Level Monitoring Biannual Rs. 25,000 (01 0.025 Five sites – One from each Package Noise Meter) construction sites Sub. Total 1.525 B. Tree Plantation In case of any cutting/ L.S including after 0.800 Compensatory Plantation – Five trees to uprooting 1:5 shall be care of two years planted against one tree cut. The cost of planted. to hand over to planting tree sapling including its after care for NHA two years Sub. Total 0.800 C Environmental Audit First during first year of 150,000 0.500 construction and second soon after project completion. Total (A+B+C) 2.825 Contingencies @ 10% 0.283 Grand Total (Rs) 3.108

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8 Conclusion and Recommendation

This chapter presents the conclusions drawn from the EIA studies of the Project together with recommendations.

8.1 Baseline Conditions

. The 4–Lane Motorway will traverse the marginal, barren rain fed and sparsely populated areas of Dera Ismail Khan, Mianwali and Attock districts. . The people living along and adjacent to proposed route belongs to deprived strata of the nation as almost all social amenities are meagre. . The road will pass one industrial estate of Daud–Khel / Sikandarabad producing Gray & White cement and Urea fertilizer. . The road will cross one biologically sensitive area, the Indus River in between Minawali city and Jinahh barrage. As per data obtained from Wildlife departments located in Dera Ismail Khan, Mianwali and Attock, the Indus at crossing point does not have any sensitive species of Flora/Fauna. The proposed route will not cross any National Park, Wildlife Sanctuary and Game Reserve. . There is evidence of appreciable number of birds, and small wildlife (mongoose, rats, porcupines, moles, etc.) as well as larger animals like jackals and foxes, and occasional visitors like wild boars in the area. . No indigenous or vulnerable groups of people were identified in the project area. . No endangered, threatened and vulnerable species of flora were identified in the project COI which could be affected by the project. . No wildlife sanctuary, National Park, Game Reserve, Protected Area are located in the project COI area or near to buffer zone of project COI. . No Ramsar wetland site is found in the project area or in the vicinity. . There are no sensitive ecosystems/ habitats in the project area which could be affected. . There are no spots of vegetation in natural state which could be affected by the project. . A comprehensive consultation process with the project primary and secondary stakeholders has been carried out during the EIA process. The outcome of the consultation process was very encouraging all stakeholders in general took keen interest in the objectives and interventions of the project and appreciated the project idea. . Social baseline findings indicated some sectors requiring special efforts for uplift of the local communities (not directly related with the project) including education, health, potable water and sanitation facilities. There are no archaeological or historic sites or monuments in the project COI or near to its buffer zone which could be affected by project activities. 8.2 Project Impacts

The EIA identifies both positive and adverse impacts likely to arise during construction and operational phases of the project. The adverse impacts identified include impacts, which can be ameliorated or mitigated to well within normally acceptable levels through practicable control and management measures. The adverse impacts are likely to occur mainly during construction phase. Many of these will be temporary in nature and are expected to vanish with the completion of the construction phase of the project. Mitigation measures for all these impacts have been proposed in the EMP. These are considered to be limited given the size of the project and it is considered that the

Environmental Impact Assessment (8-4) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1 impacts can be ameliorated or mitigated within normally acceptable levels through practicable control proposed EMMP.

8.2.1 General

. Human and economic displacement is not foreseen on substantial scale as route identified has been planned to pass at the reasonable distance from the villages, towns and other populated areas, therefore. . Limited land acquisition and displacement will take place from the people living in the ROW (100m) of 285 km long 4–Lane Motorway, for which RAP will be prepared by NHA. . There will be no short term or long term adverse impact on surface and ground water quality. 8.2.2 Positive Impacts

. Enhanced economic growth is anticipated due to improved road connectivity, economic and social value addition in the area of influence. The project is anticipated to open the hidden areas of Dera Ismail Khan, Mianwali and Attock districts. . The planned 4–Lane Motorway being part of CPEC will largely contribute to the economic and social development of the China, Pakistan, Afghanistan and central Asian countries. . It will bring more population of remote areas of Dera Ismail Khan, Mianwali and Attock districts in to the stream of benefits, which in turn will change the social complexion of people around this road by creation of jobs and employment opportunities. . Apart from the usual benefits of saving in time this link will transform the entire pattern of transportation in the surrounding areas resulting in uplift of economic condition of local community. . This link will bring revolution in road transport and time saving journey for passengers. There will be enhanced productivity, reduced travel times and less stress to road users. . It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in relatively shorter time. Less transport costs for transport companies because of reduced distance and good quality road. . Unemployment, poverty, lacks of educational and health facilities are among the major social constraints of the settlements and villages located near to project COI. The construction work could offer employment opportunities to thousands of local semi–skilled and unskilled workers. The construction work could offer employment opportunities to hundreds of local semi-skilled and unskilled workers as labourers, drivers, electricians, plumbers, or guards, etc. 8.2.3 Adverse Impacts

. Typical construction related impacts such as dust from vehicles should not be a major problem in most areas, except from off-road access routes passing close to settlements. . During construction there could be a tendency to dispose sewage from the offices, labour camps and other such places in open areas and ditches causing nuisance to adjoining areas. . During operational phase, unscientific disposal of used water generated from offices and service areas will pose threat to ground water. This will have to be strictly avoided by including a proper disposal scheme (treatment plant) in the design. . Deterioration in air quality (air and noise) is envisaged due to the movement of large numbers of vehicles, operation of construction machinery in the project COI especially during construction phase. . Some manageable traffic hazards are anticipated during construction activities.

Environmental Impact Assessment (8-5) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Flora and fauna habitat in project COI is expected to be affected significantly due to project interventions. . Disturbance to the human and traffic movement in the vicinity of the project area especially on the connecting roads and intersections is foreseen. The impact will be mitigated through adoption of designed TMP for each intersection. . Division of village land in different segments, resulting in inconvenience to the people for approaching the resources. It will be mitigated by providing bridges and culverts at all required places. . Blockage of natural drainage channels. The impact will be mitigated by providing proper drainage arrangements at all required places. . Deterioration of air quality in the surrounding of the project site because of induced vehicles and construction machinery exhaust release/emission. Appropriate mitigation measures have been proposed in EMMP. . Increased particulate matters concentration in the air because of project operations like traffic movement, excavation, filling and compaction activities for which suitable mitigation measures have been proposed in EMMP. . Enhanced noise pollution expected to be generated from construction machinery and equipment. The impact will be mitigated by implementing the measures proposed in EMMP. . Cutting of 11050 trees (although road alignment has not dense vegetation), log of all trees cut will be maintained and five trees against one tree cut will be planted as compensatory plantation. Besides compensatory plantation afforestation on both sides of the road are also proposed to enhance the authentic of the area and to enhance positive impacts of the project. 8.3 Conclusions

. EIA studies of the environmental and social setting of the proposed project, and implications of the proposed interventions, does not indicate any significant negative impact of such nature or magnitude that would suggest the project to be not feasible. . It is clear as a matter of fact that the project itself do not have any major negative impact on the physical, biological and socio–economic conditions of the project area. The ones that are found to be negative are also site–specific and can be easily managed/ controlled with the strict implementation of the Environmental Management and Monitoring Plan (EMMP). . The proposed EMMP consists of a combination of operational policies, procedures, practices, actions to address identified impacts and risks. It will favour the avoidance and prevention of impacts over minimisation, mitigation, or compensation, wherever technically and financially feasible. Where risks and impacts cannot be avoided or prevented, mitigation measures and actions are identified so that the project operates in compliance with applicable national and provincial laws and regulations. 8.4 Environmental and Social Costs

Tentative costs of environmental and social mitigation measures proposed in the report amount to Rs.3.108 million. A significant change in this amount is likely, following comments and alterations in the proposed measures, and the damages actually caused.

8.5 Recommendation

. Inclusion of proposed EMMP in the bidding document as well as the Contract Agreement to ensure its effective implementation by the Contractor.

Environmental Impact Assessment (8-6) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. NHA being proponent of the project should manage the following sufficiently before start of execution of the project independently or through CSC: o Establishment of an effective ESMU to ensure delivery of its environmental & social responsibilities and obligations on the project. o Grievance Redressal Mechanism to redress the grievances of local staff and communities. o Compensatory Re-plantation Scheme to replace five trees against one tree cut. o Arrangements for Landscaping and Greenification on both sides of 285 km long road through hiring the services of Landscape Consultant. o Development of Safety, Health and Environment Guidelines for implementation of the contractor. o Preparation of Site Specific mitigation plans through contractor for approval from the CSC. The overall findings of the EIA studies show that the 4–Lane Motorway Project is environmentally and socially viable project subject to the implementation of EMMP in letter and spirit.

Environmental Impact Assessment (8-7) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

9 References

. PC–I of New Four Lane Motorway from Yarak at N55 to Hakla at M1. . Detailed design report of New Four Lane Motorway from Yarak at N55 to Hakla at M1. . Economic analysis report of New Four Lane Motorway from Yarak at N55 to Hakla at M1. . Pavement design report of New Four Lane Motorway from Yarak at N55 to Hakla at M1. . Traffic study report of New Four Lane Motorway from Yarak at N55 to Hakla at M1. . Reducing Carbon Emissions from Transport Projects; July 2010; Asian Development Bank . IDV, Spate irrigation report 2003 and District Census Report, 1998. . https://www.worldofmaps.net/en/asia/map-pakistan/topographic-map-pakistan.htm Assessed on 02-03-2016 . Climate Scenarios 2011-2040 Districts Haripur, Swabi, Attock and Chakwal Pakistan, the University of Agriculture Peshawar. . http://www.wildlifeofpakistan.com/IntroductiontoPakistan/climateofPakistan.htm Assessed on 02-03-2016 . http://www.wildlifeofpakistan.com/IntroductiontoPakistan/climateofPakistan.htm Assessed on 02-03-2016 . Jinnah Barrage Monitoring Report 2016 . http://www.ecogeodb.com/ECO_Detail.asp?P=Water%20Resources&CN=Pakistan Assessed on 02-03-2016 . www.alhassan.com Assessed on 02-03-2016 . Key and checklist of Pakistan lizards 2002, NTDC (EARF) Attock. . Ethno botanical leaflet, 2006 . Human Development Report, 2014 . Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics . Pakistan Environmental Ordinance, (PEPO 1983) . Pakistan Environmental Protection Act, 1997 (Pak–EPA; 1997) . Review of Initial Environmental Examination (IEE) and Environmental Impact Assessment (EIA) Regulations, 2000 . Punjab Environmental Protection Act 2012 . Pakistan Penal Code, 1860 . Pakistan Explosives Act, 1884 . Land Acquisition Act, 1894 . Factories Act, 1934 (Amendment) Act 2012 . Forest Act, 1927 . Protection of Trees Act, 1949 . Motor Vehicle Ordinance, 1965 and Rules 1969 . Antiquity Act, 1975 . Employment of Child Act, 1977 . Highway Safety Ordinance, 2000

Environmental Impact Assessment (9-1) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Local Government Ordinance, 2001 . National Conservation Strategy (NCS), 1992 . District census report Mianwali 1998 . District census report Attock 1998 . http://www.dostpakistan.pk/agricultural-map-pakistan Assessed on 02-03-2016 . http://www.ecogeodb.com/ECO_Detail.asp?P=Geology Assessed on 02-03-2016 . Data Processing Center Pakistan Meteorological Department Karachi.

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Annexure – I: Rapid Environmental Assessment (REA) Checklist

ROADS AND

HIGHWAYS

Instruction: Answer the questions assuming the ―without mitigation‖ case. The purpose is to identify potential impacts. Use the ―remarks‖ section to discuss any anticipated mitigation measures.

Project Title:

Screening Questions Yes No REMARKS

A. Project Siting Is the Project area adjacent to or within any of the following environmentally sensitive areas?

 Cultural heritage site

 Protected Area

Indus River between  Wetland Mianwali and Jinnah Barrage

 Mangrove

 Estuarine Kalabagh Game  Buffer zone of protected area Reserve

 Special area for protecting biodiversity B. Potential Environmental Impacts Will the Project cause…

 Encroachment on historical/cultural areas?

 Disfiguration of landscape by road embankments, cuts, fills, and quarries?

 Encroachment on precious ecology (e.g. sensitive or protected areas)?

 Alteration of surface water hydrology of waterways crossed by roads, resulting in increased sediment in streams affected by increased soil erosion at construction site?

 Deterioration of surface water quality due to silt runoff and sanitary wastes from worker–based camps and chemicals used in construction?

 Increased local air pollution due to rock crushing, cutting During construction and filling works, and chemicals from asphalt processing? phase only

 Noise and vibration due to blasting and other civil works?

Environmental Impact Assessment (a) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

 dislocation or involuntary resettlement of people  Other social concerns relating to inconveniences in living During construction conditions in the project areas that may trigger cases of phase only upper respiratory problems and stress?

 Hazardous driving conditions where construction interferes with pre -existing roads?

 Poor sanitation and solid waste disposal in construction camps and work sites, and possible transmission of communicable diseases from workers to local populations?

 Creation of temporary breeding habitats for mosquito vectors of disease?

 Dislocation and compulsory resettlement of people living on very limited scale in right–of–way?

 Accident risks associated with increased vehicular traffic, leading to accidental spills of toxic materials and loss of life?

 Increased noise and air pollution resulting from traffic volume?

 Increased risk of water pollution from oil, grease and fuel spills, and other materials from vehicles using the road?

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Annexure – II: Performa’s used for Focus Group Discussions

Village Profile Performa New 4–Lane Motorway Project (From N55 to M–1) (Focus Group Discussion)

1. Identification a) Village: ______b) Tehsil: ______

c) District: ______

2. Population a) Total ______(Nos.) b) Households ______(Nos.)

3. Family System a) Nuclear______% b) Joint______%

4. Housing (Nos) a) Kacha:___ b) Pacca:______c) Semi-Pacca:_____ d) Total:____

5. Ethnicity Sr. No Tribe Number/Percent of Household 1 2 3 4 Total

6. Languages spoken in the village a) Panjabi:______b) Saraiki:______c) Urdu:______d) Other:______

7. Main Occupation Sr. No Occupations Percentage 1 2 3 Total

8. Education Facilities Nos of institutions In case of No, Description Boys Girls mention nearest Yes No Yes No availability Primary School Middle School High School Inter College Degree College Madrassa Any other(Specify)

Environmental Impact Assessment (c) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

9. Health Facilities Existence Functional In case of No, Facility Within Village mention nearest Yes No Yes No availability Hospital (Government/

Private) Basic Health Unit Mother Child Care Center Child Immunization Center Dispensary Hakeem / practitioners

10. Common Diseases in the Village a) Malaria:______b) Typhoid:______c) Polio:______d) T.B:______e) Diarrhea:______f) Hepatitis:______g) Skin Diseases:______h) Eye Diseases:______i) any other ______

11. Civic Infrastructure Available in the Available in Nearby Distance from Type of Amenity Village Village / Locality the Village (km) Electricity Gas Fuel Cylinder Telephone (Land Line) Post Office Bank Mosque Graveyard Other

12. Source of Drinking Water Tap/ Water Supply____ Hand-pump:____ Stream/Canal:______Others:_____

13. Water table depth (ft.) ______

14. Water Quality for drinking Fit:______Unfit:______Partially fit:______

15. Source of Irrigation water Canal:______Tube well:______Well:______Stream:______Canal+tubewell+well:______Other (Specify):______

16. Land Use (Acre) Cultivated Area______Cultivable Waste ______Barren Land ______

17. Cropping Pattern and Yield Average Yield Average Yield Rabi Crops: Kharif Crops: (Kg/Acre) (Kg/Acre) ______

Environmental Impact Assessment (d) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

18. Is there any sewage disposal system available in the village? YES_____ NO______

If not then where do you dispose your sewage? a) Open Pit:______b) Septic Tank:______c) Open Drain:______d) Pipe:______e) Other:______f) Soaking Pit ______

19. Do you have any system for collection of solid waste YES______NO______a) If yes, give details: ______b) If no, then where do you dump your waste? ______

20. Livestock in the village (Nos.) Buffaloes: ______Sheep: ______Cows: ______Camel: ______Goat: ______

21. Leadership Pattern

Who is the most influential person in the village? a. MNA/MPA:______b. Member Union Council: _____ c. Village Elders:______d. Malik:______e. Teacher:______f. Caste/ family Head:____ g. Religious Leader:__ h. Others:______i.

22. Conflict Resolution

How conflicts are resolved?

a) Jirga:______b) Tribal/Caste Head:______c) Family Head:______d) Court:______e) Any other:______

23. Gender a) In which activities women participate?

b) Do women contribute in household income? YES______NO______If yes, in what ways?

c) Are women consulted in decision making matters? YES______NO______If yes, in what matters?

Environmental Impact Assessment (e) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

24. Is there any industry in your village or in the vicinity? YES___ NO______

If yes; which Industry?

25. Does any NGO or CBO exist in the village? YES______NO______If yes; explain their name and activities? Name Activities a) ______b) ______

26. Do there exist any vulnerable households in the village? YES______NO_____ If yes, give details, (Nos)

Widows ____ Handicaps _____ Homeless _____ Other (Specify)_____

27. Specify the nearest facility or amenity? (km) Police Station ____ Grain Market ___ Cattle Market __ Main town visit for recreation ____

28. State the pressings needs of the village? a) b) c)

29. Any development in progress at your village regarding community benefit. a) b) c)

30. Community perception about the project. a) b) c)

31. Significant observations. a) b) c)

Interviewer: ______Date: ______

List of Participants/ Respondents

Sr. No. Name Father’s Name Village / Settlement Contact No.

Environmental Impact Assessment (f) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Focus Group Discussion with Women New Four Lane Motorway Project (Yarak on Indus Highway N–55 to Hakla on M–1)

1. Identification a) Village: ______b) Tehsil: ______

c) District: ______

2. What are the basic problems of the women of this village regarding;

Health a) b) c)

Education a) b) c)

Basic house hold activities a) b) c)

Income generating activities a) b) c)

Right of ownership a) b) c)

Participation in decision making a) b) c)

Skill development a) b) c)

Environmental Impact Assessment (g) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Women felt needs of the village a) b) c)

Any other gender related issues and problems at village. a) b) c)

Interviewer: ______Date: ______

List of Participants/ Respondents

Sr. No. Name Father’s Name Village / Settlement Contact No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

Environmental Impact Assessment (h) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure – III: Engineer’s Estimate

Packages Sr. # Item Description Unit 1 2 3 4 5 Total 1 Earth Works 1.1 Cleaning and Grubbing SM 3,288,113 3213750 3317 1910625 3709688 12,125,493 Removal of Trees 150- 1.2 Each 1,500 1500 1600 1500 1500 7,600 300 mm Girth Removal of Trees 301- 1.3 Each 500 500 450 400 400 2250 600 mm Girth Removal of Trees 1.4 Each 250 250 250 250 200 1200 601mm or over Girth Compaction of Natural 1.5 SM 3,288,113 3213750 3317 1910625 3709680 12,125,485 Ground Excavate Unsuitable 1.6 CM 108,900 19250 200000 200000 19 528,169 Common Material Formation of Embankment from 1.7 CM 297,000 32500 808757 4760 250 1,143,267 Roadway Excavation in Common Material Formation of Embankment from 1.8 Roadway Excavation in CM 2,200 1100 1887100 2040000 32500 3962900 Unclassified Rock Material Formation of Embankment from 1054680 1.9 CM 8,410,468 8819800 6341977 600000 34719045 Borrow Excavation in 0 Common Material Formation of Embankment from 1.10 CM 20,000 20000 20 30000 20000 90020 Structural Excavation in Common Material Subgrade Preparation in 1.11 SM 19,000 36500 75000 75 25000 155575 Earth Cut 1.12 Improved Subgrade CM 508,200 490545 485595 534600 534600 2553540 Formulation of Granular 1.13 CM 24,000 105000 45000 24000 68000 266000 Material Platform 2 Sub Base and Base Course 2.1 Granular Subbase CM 259327 269879 279216 304282 - 1112704 2.2 Aggregate Base Course CM 511503 513135 533262 584938 - 2142838 Asphaltic Base Course 2.3 CM 164811 168972 171538 188337 - 693658 Plant mix (Class B) Water Bound Macadam 2.4 CM 4300 4300 4300 4300 - 17200 Class B Breaking of Existing 2.5 CM 1500 1500 1500 1500 - 6000 Road Pavement Scarification of Existing 2.6 SM 5000 5000 5000 5000 - 20000 Road Pavement Rigid Pavement for Toll Plaza Portion (Road Structure)

2.7 Lean Concrete CM 1125 1500 1500 1500 - 5625 2.8 Concrete Class B CM 2813 3750 3750 3750 - 14063 Installation of Tuff 2.9 SM 9450 12600 12600 12600 - 47250 Pavers 3 Surface Course and Pavements 3.1 Bituminous Prime Coat SM 1103830 1135786 1103816 1208811 1240517 5792760 3.2 Bituminous Tack Coat SM 2153780 2265431 216311 2354211 2385917 9375650 Triple Surface 3.3 SM 445618 484725 491625 529575 541363 2492906 Treatment (TST) Asphaltic Concrete for 3.4 CM 52792 56 55668 60441 62025 230982 Wearing Course (Class

Environmental Impact Assessment (i) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Packages Sr. # Item Description Unit 1 2 3 4 5 Total A)

4 (A) Structures (Box Culverts) Structural Excavation 4.1 (all type of soil including CM 12715.63 11956 11780 34775 - 71226.63 rock) 4.2 Granular Backfill CM 90354 73377 69548 204954 - 438233 4.3 Common Backfill CM 53104 45767 42962 116909 - 258742 Concrete Class A2 4.4 CM 288 219 212 632 - 1351 (Underground) Concrete Class A2 (On 4.5 CM 6780 6885 6120 13005 - 32790 ground) Concrete Class A2 4.6 CM 11643077 9528 9027 23299 - 11684931 (Elevated) 4.7 Lean Concrete CM 4150 3786 3520 9177 - 20633 Reinforcement as per 4.8 AASHTO M-31 Grade- Ton 4210 3742 3456 8311 - 19719 60 Pre-molded joint Filler 4.9 25mm Thick with SM 172 121 114 332 - 739 Bitumastic Joint Seal 4.10 PVC Water Stop 9'' Size M 6572 5775 5670 16695 - 34712 4.11 Rip Rap Class B CM 12223 7738 7815 27408 - 55184 Filter Layer of Granular 4.12 CM 4074 2579 2605 9136 - 18394 Material (B) Structures (Retaining Walls and Breast Walls)

Structural Excavation in 4.13 CM 81389 247555 524755 584182 40068 1477949 common material Back Filling rock 4.14 CM 33220 97900 95700 131450 15400 373670 material 4.14 Concrete Class A2 CM 7205 3603 168506 171154 3603 354071 4.16 Concrete Class B CM 165 83 149 3267 99 3763 4.17 Lean Concrete CM 748 374 12716 12342 374 26554 Plum Concrete (2:1 @ 4.18 Concrete to Stone CM 58976 227343 207543 272539 28036 794437 Ratio) Reinforcement as per 4.19 AASHTO M-31 Grade- Ton 1081 540 25276 26273 540 53710 60 Steel Wire Mesh for 4.20 Kg 308000 462000 440000 550000 27500 1787500 Gabion 4.21 Rock Fill in Gabion CM 30800 46200 44000 55000 2750 178750 (C) Structures (Underpasses)

Structural Excavation 4.22 (all type of soil including CM 2491 1941 4912 - 11775 21119 rock) 4.23 Granular Backfill CM 853 728 1842 - 4747 8170 Concrete Class A1 (On 4.24 CM 563 424 1074 - 2811 4872 Ground) Concrete Class A2 4.25 CM 2167 1476 3733 - 8108 15484 (Underground) Concrete Class A2 4.26 CM 4620 3143 7952 - 18635 34350 (Elevated) 4.27 Lean Concrete CM 373 275 695 - 1687 3030 Reinforcement as per 4.28 AASHTO M-31 Grade- Ton 2045 1261 2934 - 16797 23037 60 Pre-molded joint Filler 4.29 25mm Thick with SM 41 40 102 - 253 436 Bitumastic Joint Seal

Environmental Impact Assessment (j) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Packages Sr. # Item Description Unit 1 2 3 4 5 Total 4.30 Water Stope 9" Size M 1186 784 1984 - 4582 8536 4.31 Rip Rap Class A CM 331 331 837 - 2090 3589 (D) Structures (Bridges)

Structural Excavation 4.32 (all type of soil including CM 2630 8092 10374 - 9360 30456 rock) 4.33 Granular Backfill CM 1500 3000 4335 - 4500 13335 4.34 Common Backfill CM 1201 3643 3837 - 3369 12050 Concrete Class A1 (On 4.35 Ground) Approach Slab, CM 428 3405 1571 - 1344 6748 Barrier Concrete Class A2 (Elevated) Transom, 4.26 Deck Slab, Diaphragm, CM 3230 32539 11045 - 7796 54610 curtain wall and wing wall Concrete Class A3 4.37 CM 1115 7766 3788 - 3528 16197 (Elevated) Piers Concrete Class A3 4.38 CM 3079 52877 14882 - 10754 81592 (Underground) Piles Precast Concrete Class 4.39 CM 1699 34091 8081 - 4953 48824 D1 4.40 Lean Concrete CM 55 169 205 - 209 638 Reinforcement as per 4.41 AASHTO M-31 Grade- Ton 1689 2572 7257 - 5079 16597 60 Reinforcement 4.42 (Structural Shapes) as Ton 7 114 27 - 21 169 per ASTM A-36 Pre-stressing Wire 4.43 Strand, 1/2" dia Ton 85 1686 343 - 219 2333 Complete in all respects 4.44 Launching of Girder Ton 4083 81080 16496 - 10544 112203 Elastomeric Bearing 1803360 4.45 Pads (According to size C.cm 1060800 4243200 - 330722 23668322 0 and thickness) Cast-in place concrete piles, dia 1200 mm 4.46 LM 33750 4170 - 2220 40140 (boring only) in Normal Soil Cast-in place concrete piles, dia 1200 mm 4.47 LM 22500 2700 - 1650 26850 (boring only) in Gravel Strata Cast-in place concrete piles, dia 1200 mm 4.48 LM 1995 3000 3165 - 3975 12135 (boring only) in Normal Soil Cast-in place concrete piles, dia 1200 mm 4.49 LM 2730 2000 2110 - 2650 9490 (boring only) in Gravel Strata Pile Load Test for dia 4.50 1200 mm (2.5 times Each 3 9 6 - 10 28 Design Load) Proof Load Test on 4.51 working piles (1.5 times Each 3 9 6 - 10 28 Design Load) 4.52 Permanent Pile Causing Tons 206 5255 870 - 720 7051 (liner) for piles Sonic Integrity Tests 4.53 Each 88 1660 372 - 308 2428 (SIT) On all Piles 4.54 Riprap Class B CM 1517 4911 5436 - 5545 17409

Environmental Impact Assessment (k) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Packages Sr. # Item Description Unit 1 2 3 4 5 Total Filter Layer of Granular 4.55 CM 337 1053 1169 - 1232 3791 Material Manufactured-Trade Marks expansion joints 4.56 M 212 3498 936 - 824 5470 for roadway (25 - 30) mm movement GI Drain Pipe Dia 100 4.57 M 162 669 189 - 150 1170 mm (D - I) Structures (Soil Investigation for Bridges)

6" minimum dia drilling straight rotary/percussion including back filling of 4.58 LM 120 500 500 500 450 2070 holes from NSL up to 45m depth or till the rock level whichever is met earlier Perform SPT at 1m interval l/c collection, preservation & 4.59 No. 50 200 200 200 200 850 Transportation of disturbed samples to an approved; laboratory Continuous core drilling in bedrock up to a maximum of 5 m depth below rock strike level, including determination of core recovery/ RQD, preservation of core samples in core boxes, 4.60 labelling, waxing of LM 20 67 60 33 67 247 selected core samples, photography of rock cores and transportation of core samples to the laboratory. In case core recovery is less than 80% reduce run length to 0.5 m Collection of undisturbed soil samples from boreholes using Shelby 4.61 pitcher/design sampler No. 20 67 60 33 67 247 i/c preservation and transportation of samples to an approved laboratory Performance of FDT in test pits through and 4.62 replacement method i/c No. 50 167 150 83 167 617 moisture content determination Excavation of test pits up to 1.5m depth along 4.63 road alignment including M 25 83 75 42 83 308 backfilling of pits to original condition Collection of undisturbed block 4.64 samples from test pits at No. 25 83 75 42 83 308 appropriate location as directed by the Engineer Collection of composite bulk sample (at least 60 4.65 No. 25 83 75 42 83 308 kg for sandy/clayey soils and 120 kg for gravely

Environmental Impact Assessment (l) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Packages Sr. # Item Description Unit 1 2 3 4 5 Total soils) Collection and preservation of waste 4.66 samples from bore No. 25 83 75 42 83 308 holes & transportation to an approved Laboratory Laboratory testing, 4.67 No. 15 50 50 25 50 190 Grain size analysis 4.68 Hydrometer analysis No. 15 50 50 25 50 190 4.69 Atterberg limits No. 15 50 50 25 50 190 4.70 Specific gravity No. 15 50 50 25 50 190 4.71 Natural moisture content No. 15 50 50 25 50 190 Bulk density and dry 4.72 No. 15 50 50 25 50 190 density (Soil/rock cores) 4.73 Direct shear test No. 15 50 50 25 50 190 Consolidation test 4.74 No. 15 50 50 25 50 190 (collapse/swell potential) Unconfined 4.75 compression test No. 15 50 50 25 50 190 (Soil/rock cores) Chemical analysis of 4.76 No. 15 50 50 25 50 190 soil Chemical analysis of 4.77 No. 15 50 50 25 50 190 water Submission of 4.78 investigation report No. 15 50 50 25 50 190 (triplicate) 4.79 CBR No. 15 50 50 25 50 190 4.80 Modified Proctor Test No. 15 50 50 25 50 190 5 Drainage and Erosion Works Concrete Class A-1 (on Ground) for Chutes and 5.1 CM 5520 4800 4800 4500 6420 26040 Ducts (Services Crossing) 5.2 Concrete Class B CM 1447 1447 1447 2110 2110 8561 Reinforcement as per 5.3 AASHTO M-31 Grade- Ton 552 480 480 450 642 2604 60 RCC pipe culvert 5.4 AASHTO M 170 Class ii M 2500 2000 2 5000 5000 14502 dia 910 mm Concrete Class B in bedding and 5.5 CM 3000 4447 4447 6 5710 17610 Encasement of concrete pipe culvert Steel wire mesh for 5.6 Kg 114000 91200 91200 91200 91200 478800 Gabions 5.7 Rock fill in Gabions CM 12000 9600 9600 9600 9600 50400 5.8 Rip Rap, Class A CM 2000 2000 2000 2000 2000 10000 Grouted Rip Rap, Class 5.9 CM 1000 1000 1000 1000 1000 5000 A Dismantling of structure 5.10 CM 500 500 500 500 500 2500 and Obstruction Grouted stone pitching 5.11 SM 90000 66000 82500 90000 90000 418500 20-25cm Thick Supplying & Installation 5.12 of PVC Pipe 150 mm M 2000 5600 5600 5600 5600 24400 dia Relocation of united 5.13 SM 1000 1000 1000 1000 1000 5000 watercourse

Environmental Impact Assessment (m) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Packages Sr. # Item Description Unit 1 2 3 4 5 Total Relocation of Brick 5.14 SM 500 500 500 500 500 2500 Lined Watercourse Construction of Bund in River Indus

Formation of Embankment from 5.15 CM - 756 - - - 756 Borrow excavation in common material Rip Rap Class C on 5.16 CM - 426 - - - 426 Slope & J-Spur 6 Ancillary Works Pre-cast concrete edge 6.1 M 127811 125620 127820 139920 143880 665051 kerb/Dyke 6.2 Metal Guard Rail M 25000 25000 20000 20000 20000 110000 6.3 Guard Rail End Pieces Each 300 300 300 300 300 1500 Steel Post for Guard 6.4 Each 10000 10000 8000 8000 8000 44000 Rail Traffic Road Signs, 6.5 Triangular Category-1 Each 200 200 250 300 350 1300 sides 1200 mm Traffic Road Signs, 6.6 Circular Category-2 Each 200 200 250 300 350 1300 diameter 1200 mm Traffic Road Signs 6.7 Rectangular Category - SM 600 600 600 700 750 3250 3C Delineators/Angle 6.8 Each 11000 11000 11000 12000 12000 57000 Reflector Gantry Sign Type-I as 6.9 Each 10 10 0 10 10 40 shown on drawing Provision of service duct for optional fiber cable 6.10 along the fence PS - - 0 - - 0 throughout the project length Provision of Intelligent 6.11 Transport System PS - - 10 - - 10 Services for the project Pavement marking in TP Reflective Paint for 6.12 SM 66000 88000 8800 96000 96000 354800 Arrow line of specified width Pavement marking in TP Reflective Paint for 6.13 Arrow, Stops, SM 500 500 500 600 600 2700 Pedestrian crossing, Hatch area etc. Reflectorized Pavement 6.14 Studs (Raised Profile Each 24000 20000 22000 24000 24000 114000 Single) Chain Link Fabric 6.15 M 110000 110000 110000 120000 120000 570000 Fencing New Jersey Barrier 6.16 M 57000 57500 57016 64016 63750 299282 (Double Face) New Jersey Barrier 6.17 M 1000 2000 1000 1000 1000 6000 (Single Face) Concrete Class B 6.18 CM 4000 500 750 1500 500 7250 (Drains) 6.19 Kilometer Post Each 120 60 60 120 60 420 (A) Ancillary Works (Toll Plaza)

Environmental Impact Assessment (n) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Packages Sr. # Item Description Unit 1 2 3 4 5 Total 04-Lane 03 Nos. Toll Plazas at Two interchanges including 16 Nos. toll both complete in all respect, Complete structure steel canopy (15*20) m at each location, complete lighting arrangement for canopy area and lights with poles (single arm/double arm & 5 arm on loops and ramps) using Pakistan cable 3 cores and 4 cores feeder pillars, main and sub distribution panels, earthling etc. Complete in all respect. Transformer 300 KV at PS 6.20 each interchange, (Nos. 3 4 4 4 6 21 Admin building (covered ) area 4000 sq. ft. at each interchange, single story with light fixtures with cables, light and power plugs, plumbing, sanitation, overhead tank etc. complete in all respect). Generator room (100 sft at each location) and generator Volvo/caterpillar make (100 KV at each location), exhaust fans, lighting arrangement complete in all respect as per M2 NHA Standards or as directed and approved by the Engineer. Weight station Building PS as per M-2 NHA 6.21 (Nos. 3 4 4 4 6 21 Standards. Complete in ) all respect Weighing equipment a PS as per M-2 NHA 6.22 (Nos. 3 4 4 4 6 21 Standards. Complete in ) all respect 7 General Items Provide surveying and 7.1 PS - - - - - 0 allied instruments Maintain Survey instruments, provide Mont 7.2 24 24 24 24 24 120 vehicle, survey team h and helpers Provide the Employer's & Engineer's 7.3 Representative office & PS - - - - - 0 Residence (on rental basis) Furnish & Equip Employer's & Engineer's 7.4 PS - - - - - 0 Representative office & Residence Maintain Employer's Mont 7.5 and Engineer's 24 24 24 24 24 120 h Representative office &

Environmental Impact Assessment (o) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Packages Sr. # Item Description Unit 1 2 3 4 5 Total Residence Provide Material Testing 7.6 Project Laboratory PS - - - - - 0 (Rental basis) Equip and Furnish 7.7 Material Testing Project PS - - - - - 0 Laboratory Maintain Material Testing Project Mont 7.8 24 24 24 24 24 120 Laboratory including h provision 04 helpers Provide Employer's 7.9 Representative's PS - - - - - 0 Transport (02 Nos.) Provide Engineer's Representative's 7.10 Transport (Toyota Each 2 2 2 2 2 10 Double Cabin with A/C, 4 wheel drive) Provide Engineer's Representative's 7.11 Transport (Toyota Each 6 6 6 6 6 30 Single Cabin with A/C, 4 wheel drive) Running and Maintenance of Mont 7.12 Employer's/Engineer's 280 280 280 280 280 1400 h Representative's Transport Complete solution for aerial imaging, Reconnaissance survey and data processing to establish Geospatial 7.13 data and intelligent PS - - - - - 0 deliverables Trimble or Equivalent for CPEC Project to be used by NHA HQ DESIGN Section Development of Quantity Surveyor at Mont 7.14 24 24 24 24 24 120 Design section NHA-HQ h Islamabad Employing Trainee Engineer's WITH Mont 7.15 72 72 72 72 72 360 Boarding, Lodging and h messing Provision of heavy duty photocopier machine and scanner along with 7.16 PS - - - - - 0 all accessories to be used at planning section NHA HQ

Environmental Impact Assessment (p) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure – IV: National Environmental Quality Standards (NEQS)

A. NEQS for Municipal – Industrial Effluent

Standards Sr. # Parameter Into Inland Into Sewage Treatment Into Sea Waters (5) 1 Temperature ≤ 3oC ≤ 3oC ≤ 3oC 2 pH 6–9 6–9 6–9 3 Biochemical Oxygen Demand (BOD) 80 250 80** 4 Chemical Oxygen Demand 150 400 400 5 Total Suspended Solids 200 400 200 6 Total Dissolved Solids (TDS) 3500 3500 3500 7 Oil and Grease 10 10 10 8 Phenolic Compounds 0.1 0.3 0.3 9 Chloride 1000 1000 SC** 10 Fluoride 10 10 10 11 Cyanide 1.0 1.0 1.0 12 An Ionic Detergents 20 20 20 13 Sulphate 600 1000 SC** 14 Sulphide 1.0 1.0 1.0 15 Ammonia 40.0 40.0 40.0 16 Pesticides 0.2 0.2 0.2 17 Cadmium 0.1 0.1 0.1 18 Chromium 1.0 1.0 1.0 19 Copper 1.0 1.0 1.0 20 Lead 0.5 0.5 0.5 21 Mercury 0.0 0.0 0.0 22 Selenium 0.5 0.5 0.5 23 Nickel 1.0 1.0 1.0 24 Silver 1.0 1.0 1.0 25 Total Toxic Metal 2.0 2.0 2.0 26 Zinc 5.0 5.0 5.0 27 Arsenic 1.0 1.0 1.0 28 Barium 1.5 1.5 1.5 29 Iron 8.0 8.0 8.0 30 Manganese 1.5 1.5 1.5 31 Boron 6.0 6.0 6.0 32 Chlorine 1.0 1.0 1.0

B. NEQS for drinking water quality and WHO standards

Properties/ Parameters Standard values for Pakistan WHO standards Bacterial All water intended for drinking (e. Coli or Must not be detectable in any 100 Must not be detectable in any Thermo tolerant Coliform bacteria) ml sample 100 ml sample Treated water entering the distribution Must not be detectable in any 100 Must not be detectable in any system (E. Coli or thermo tolerant coliform ml sample 100 ml sample and total coliform bacteria) Treated water in the distribution system (E. Must not be detectable in any 100 Must not be detectable in any Coli or thermo tolerant coliform and total ml sample 100 ml sample coliform bacteria) In case of large supplies, where In case of large supplies, where

Environmental Impact Assessment (q) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Properties/ Parameters Standard values for Pakistan WHO standards sufficient samples are examined, sufficient samples are examined, must not be present in 95% of the must not be present in 95% of samples taken throughout any 12– the samples taken throughout month period. any 12–month period. Physical Colour ≤15 TCU ≤15 TCU Taste Non objectionable/Acceptable Non objectionable/Acceptable Odour Non objectionable/Acceptable Non objectionable/Acceptable Turbidity ‹ 5 NTU ‹ 5 NTU Total hardness as CaCO3 < 500 mg/l — TDS ‹ 1000 ‹ 1000 pH 6.5 – 8.5 6.5 – 8.5 Chemical

Essential Inorganic mg/Litre mg/Litre Aluminium (Al) mg/1 <0.2 0.2 Antimony (Sb) <0.005 (P) 0.02 Arsenic (As) < 0.05 (P) 0.01 Barium (Ba) 0.7 0.7 Boron (B) 0.3 0.3 Cadmium (Cd) 0.01 0.003 Chloride (Cl) <250 250 Chromium (Cr) <0.05 0.05 Copper (Cu) 2 2 Toxic Inorganic mg/Litre mg/Litre Cyanide (CN) <0.05 0.07 Fluoride (F)* <1.5 1.5 Lead (Pb) <0.05 0.01 Manganese (Mn) < 0.5 0.5 Mercury (Hg) <0.001 0.001 Nickel (Ni) <0.02 0.02 Nitrate (NO3)* <50 50 Nitrite (NO2)* <3 (P) 3 Selenium (Se) 0.01(P) 0.01 0.2–0.5 at consumer end Residual chlorine – 0.5–1.5 at source Zinc (Zn) 5.0 3 Organic

PSQCA No. 4639–2004, Page Pesticides mg/L No. 4 Table No. 3 Serial No. 20– 58 may be consulted. *** Phenolic compounds (as Phenols) mg/L < 0.002

Polynuclear aromatic hydrocarbons (as 0.01 ( By GC/MS method) PAH) g/L Radioactive

Alpha Emitters bq/L or pCi 0.1 0.1 Beta emitters 1 1 * indicates priority health related inorganic constituents which need regular monitoring. *** PSQCA: Pakistan Standards Quality

Control Authority Source: http://www.environment.gov.pk/Announces/DWQStd-Adv-29062008.jpg Assessed on 02-03-2016

Environmental Impact Assessment (r) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

C. National environmental quality standards for noise

Sr.# Category of Area / Zone Effective from 1st July, 2010 Effective from 1st July, 2012 Limit in dB(A) Leq** Day Time Night Time Day Time Night Time 1 Residential area (A) 65 50 55 45 2 Commercial area (B) 70 60 65 55 3 Industrial area (C) 80 75 75 65 4 Silence Zone (D) 55 45 50 45 Note: Day time hours: 6:00 am to 10:00 pm Night time hours: 10:00 pm to 6:00 am Silence zones: zones which are declared as such by the competent authority. An area comprising not less than 100 meters around hospitals, educational institutions and courts. Mixed category of areas may be declared as one of the four above–mentioned categories by the competent authority. ** dB (A) Leq: Time weighted average of the level of sound in decibels on scale A which is relatable to human hearing. Source: http://www.environment.gov.pk/NEQS Assessed on 02-03-2016

D. National environmental quality standards for motor vehicle exhaust and noise

D.1 Vehicle Inuse Diesel Exhaust

Standard (maximum Sr. # Parameter Measuring Method Applicability permissible limit) 1 Smoke 40% or 2 Ringlemann scale To be compared with Ringlemann Chart at Immediate during engine acceleration a distance of 6 meters or more. effect. mode. 2 Carbon 0.06 Under idling conditions: Non–dispersive Monoxide (CO) infrared detection through gas analyser. 3 Noise 85 dB (A) Sound meter at 7.5 meters from the source.

D.2 Vehicle New Diesel Exhaust Type of HC + Measuring Category/ Class Tiers CO PM Applicability Vehicle NOx Method For Passenger Cars and Light Commercial Vehicles (g/km) Passenger M 1: with reference mass Pak–II IDI 1.0 0.7 0.08 NEDC (ECE All imported Cars. (RW) up to 2500 kg. Cars 15+ EUDCL) and local with RW over 2500 kg. to manufactured meet NI category Pak–II DI 1.0 0.9 0.10 diesel vehicles standards. with effect from Light NI–I (RW <1250 kg) Pak–II IDI 1.0 0.7 0.08 01–07–2012. Commercial Pak–II DI 1.0 0.9 0.10 Vehicles. NI–I (1250 kg < RW < Pak–II IDI 1.3 1.0 0.12 1700 kg) Pak–II DI 1.3 1.3 0.14 NI–I (RW > 1700 kg) Pak–II IDI 1.5 1.2 0.17 Pak–II DI 1.5 1.6 0.20 Noise 85 dB (A) Sound – meter at 7.5 meters from the source.

D.3 For Heavy Duty Diesel Engines and Large Goods Vehicles (g/Kwh)

Type of Category/ Measuring Tiers CO HC NOx PM Applicability Vehicle Class Method Heavy Duty Trucks Pak–II 4.0 1.1 7.00 0.15 ECE–R–49 All imported and local Diesel and Buses manufactured diesel vehicles Engines with the effect 01–07–2012 Large Goods N2 (2000 Pak–II 4.0 7.0 1.10 0.15 EDC Vehicles and up)

Noise 85 dB (A) Sound – meter at 7.5 meters from the source.

Environmental Impact Assessment (s) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

D.4 Vehicles Pertol Exhaust Type of HC+ Measuring Category/ Class Tiers CO Applicability Vehicle NOx Method Passenger M 1: With reference mass (RW) up to Pak–II 2.20 0.50 NEDC All imported Cars 2500 kg. Cars with RW over 2500 kg to (ECE 15+ and new meet N1 category standards. EUDCL) models * locally Light N1–I (RW< 1250) Pak–II 2.20 0.50 manufactured Commercial N1–II (1250 kg > RW) < 1700 kg Pak–II 4.00 0.55 petrol vehicles Vehicles with effect N1–III (RW > 1700kg) Pak–II 5.00 0.08 from 1st July, Moto 2 – 4 strokes > 150cc Pak–II 5.50 1.30 2009**. Rickshaws and Motor Cycles Noise 85 dB (A) Sound – meter at 7.5 meters from the source. Explanation: DI: Direct Injection. IDI: Indirect Injection. EUDCL: Extra Urban Driving Cycle. NEDC: New European Driving Cycle. ECE: Urban Driving Cycle. M: Vehicle designed and constructed for the carriage of passenger and comprising no more than eight seats in addition to the driver's seat. * New models means both model and engine type change. ** The existing model of petrol driven vehicles locally manufactured will immediately switch over to Pak–II emission standards but not later than 30th June, 2012. Source: http://www.environment.gov.pk/NEQS Assessed on 02-03-2016

D.5 NEQS for Ambinet Air Concentration in Ambient Air Time–weighted Effective from Effective from Pollutants Methods of measurement average 1st January 1st January 2009 2012 Sulphur Dioxide (SO2) Annual Average * 80 µg/m3 80 µg/m3 Ultraviolet Fluorescence 24–hours** 120 µg/m3 120 µg/m3 method Oxides of Nitrogen as Annual Average * 40 µg/m3 40 µg/m3 Gas Phase (NO) 24–hours** 40 µg/m3 40 µg/m3 Chemiluminescence Oxides of Nitrogen as Annual Average * 40 µg/m3 40 µg/m3 Gas Phase (NO2) 24–hours** 80 µg/m3 80 µg/m3 Chemiluminescence Non dispersive UV absorption O3 1 hour 180 µg/m3 130 µg/m3 method Suspended Particulate Annual Average * 400 µg/m3 360 µg/m3 High Volume Sampling Matter (SPM) 24–hours** 550 µg/m3 500 µg/m3 (Average flow rate not less than 1.1 m3/minute) Repairable Particulate Annual Average * 200 µg/m3 120 µg/m3 β Ray absorption method Matter. PM10 24–hours** 250 µg/m3 150 µg/m3 Repairable Particulate Annual Average * 25 µg/m3 15 µg/m3 β Ray absorption method Matter. PM2.5 24–hours** 40 µg/m3 35 µg/m3 1 hour 25 µg/m3 15 µg/m3 Lead (Pb) Annual Average * 1.5 µg/m3 1 µg/m3 ASS Method after sampling 24–hours** 2 µg/m3 1.5 µg/m3 using EPM 2000 or equivalent Filter paper Carbon Monoxide (CO) 8 hours ** 5 µg/m3 5 µg/m3 Non Dispersive Infra–Red 1 hour 10 µg/m3 10 µg/m3 (NDIR) method Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval. ** 24 hourly/ 8 hourly values should be met 98% of the in a year. 2 % of the time, it may exceed but not on two consecutive days. Source: www.environment.gov.pk/NEQS/SRO-2010-NEQS%20Air-Water-Noise.pdf. Assessed on 02-03-2016

Environmental Impact Assessment (t) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure – V: List of Women Participants

Sr. # Name Father’s Name / Husband Name A. Village Yarak Janoobi 1 Rukhsana Bibi Abdul Rehman 2 Amrina Bibi Noor Zaman 3 Gulshan Bibi Muhammad Aslam 4 Kalsoom Bibi Sana Ullah 5 Zahid Perveen Elahi Baksh 6 Skeena Bibi Khadim Hussain 7 Smiyya Bibi Ghulam Sarwar 8 Raziya Bibi Muhammad Ramzan 9 Shakela Bibi Omer Hameed 10 Shah Bibi Ashiq Hussain 11 Sirdaan BIBI Allah Yar 12 Skeena Bibi Ghulam Hussain 13 Zainab Bibi Noor Hussain 14 Bakhtawer Bibi Muhammad Ibrahim 15 Meraj Bibi Muhammad Iqbal 16 Munawer Bibi Muhammad Akram 17 Sakina Bibi Faiz Muhammad 18 Shehnaz Bibi Muhammad Nawaz 19 Bushra Bibi Abdul Razzaq 20 Hasina Bibi Hashim 21 Moreda Bibi Sana Ullah 22 Nadira Bibi Ghazi Khan 23 Fatima Bibi Haji Qadir 24 Kalsoom Bibi Khadim Hussan 25 Zohran Bibi Sarfraz 26 Mumtaz Bibi Suleman B. Village Yarak Shumali 1 Amna Bibi Mahrban 2 Saffia Sarwer Ghulam Sarwer 3 Halima Bibi Shabir Ahmad 4 Skeena Bibi Abdul Rehman 5 Noreen Bibi Khalid Saeed 6 Roqiyya Bibi Sarwer 7 Skeena Bibi Abdul Aziz 8 Ghazala Abbas Abbas 9 Saira Bibi Sona Khan 10 Meraj Bibi Abdul Gaffar 11 Farzana Bibi Abdul Qayyum 12 Maraj Bibi Faiz ur Rehman 13 Sirajo Bibi Matee Ullah 14 Farzana Bibi Abdur Rashid 15 Haseena Bibi Ghulam Qasin 16 Muridan Bibi Shadi Khan 17 Asiya Bibi Ghulam Abbas 18 Shamim Bibi Abdul Star 19 Aneela Bibi Muhammad Hashim 20 Saffia Bibi Rehmat Ullah 21 Naseem Bibi Ghulam Abbas 22 Taslim Bibi Muhammad Aliaf 22 Naseem Bibi Noor Zaman 23 Khurshid Bibi Aziz Ullah 24 Shamshad Bibi Ashiq Hussan 25 Razia Bibi Muhammad Marad 26 Nawab Bibi Rasheed Ahmad

Environmental Impact Assessment (u) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure – VI: Detail of Public Consultations

Sr. Village Participants # and Name Father’s Name Contact No. Issues raised and Feedback District 1 Yarak Hallab Ullah Abdul Aziz 0346-9490570  People will not receive (Dera Khalil ul Rehman Abdul Karim 0346-9170667 judicious compensation Ismail Khalil Ahmed Muhammad Aziz - against land and other assets Khan) Muhammad Ismail Muhammad Hanan 0343-7997707  Hiring process shall be open Muhammad Aslam Muhammad Gull 0345-9847427 and transparent and hiring Zubair Khan Ghulam Farid 0341-9205094 committee shall include Ikram ullah Muhammad Ashraf 0348-9503185 participants from every village Muhammad Ishaq Gul Baz Khan - nearby Muhammad Ishaq Mushtaq Ahmad 0341-7681327  Improvement in the trade Saleem Javaid Ghafoor Ali - opportunities in country Muhammad Ismial Muhammad Nawaz -  Agriculture land will be divided Ismail Khan Ayoob Khan - into two portions Muhammad Altaf Lakkhu Khan -  Job preference to local people Mushtaq Khan Ghulam Sarwar 0347-7982845  The economic condition of the Sana Ullah Abdul Qayyum - area will become better Liaqat Ali Allah Dad -  Privacy will be disturbed due Mohi Ullah Haji Khan - to construction work Muhammad Ishaq Muhammad Hayat 0346-7870385  This project will generate job opportunities to the locals. Muhammad Hanif Muhammad Ramzan 0346-7877328 Munir Ahmad Nazir Ahmad 0346-7876043 Muhammad Nazir Muhammad Tahsail 0343-6989241 Muhammad Ahmad Shafiq 0341-1958929 Rashaid Goda Baksh Sardar Baksh - Zia ul Haq Abdul Kareem 0343-9170762 Rahmat ullah Muhammad Gull 0342-9543287 Khalid Saeed Muhammad Suleman - Muhammad Imran Muhammad Fazal 0347-7928469 Muhammad Allah Bakhsh 0346-7580946 Bakhsh Ihman ullah Muhammad Hashim 0343-4535391 Faiz ul Rehman Mehrban Ali 0347-7928470 Muhammad Amin Muhammad Ramzan - Juma Khan Ghulam Khan 0346-4806279 Yaqoob Nawaz Muhammad Sarfraz 0344-9398756 Imran Muhammad Ahmad Bakhsh - Nazir Ahmad Ghulam Mustafa 0342-9588051 Faiz Ul Rehman Sohna Khan - Moeed Ali Muhammad Majid 0342-8936397 Muhammad Muhammad Manzoor 0342-9369402 Mushtaq 2 Moazam Abdul Rehman Muhammad Meharban 0346-9272731  Main problem in the area is (Dera Afzal Rehman Asal Khan 0344-2935871 unemployment Ismail Muhammad Nazir Hussain -  Fear of road accidents during Khan) Shabib construction phase of the Muhammad Zubair Khan Mir 0348-9422302 project Shafi ullah Gul Meer 0346-8881421  Privacy will be disturbed due Muhammad Bilal Gul Meer 0342-9379830 to construction works Bilal Munir Muhammad Ameer -  People should be given Nafees ur Rehman Jahnaun Gull - judicious compensation Ashfaiq Ahmad Mushtaq Ahmad 0341-9776648 against land acquired Ihsan ullah Wali Muhammad -  Due to the project activities, Khan Muhammad Muhammad Nawaz 0346-8734370 jobs will be provided to the Hazrat ullah Asal Khan 0340-0955065 locals and area will prosper Muhammad Shah Nawaz -  This project will generate job Nawaz  Livelihood of some persons Muhammad Farid Allah - specially agriculturist will be Noman disturbed Muhammad Illyas Khas Muhammad -  opportunities to the locals Saif ul Rehman Asal Khan 03467476185 Dil Nawaz Haq Nawaz - Rehmat ullah Inam ullah -

Environmental Impact Assessment (v) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Village Participants # and Name Father’s Name Contact No. Issues raised and Feedback District Jahnan Gull Raban Gull 03419204994 Shmia ul Rehman Jahnan Gull - Mudassar Hussain Shmia ul Rehman - Muhammad Gull Meer 03489379830 Saleem Muhammad Inam ullah - Rizwan Altaf Khan Atlas Khan 03458766750 3 Paniala Farhad Umair Khan -  Insufficient medicines (Dera Farhan Ullah Majaid Ullah 0346-9500911 provided by BHU Ismail Muhammad Kashif Nadir Khan 0345-1965362  Job preference to local people Khan) Innam Ullah Ali Muhammad 0348-0550765  Hiring process should be open Ismail Muhammad Nazir Muhammad - and transparent and hiring Muhammad Nazir Muhammad 0342-2528324 committee should include Ibrahim participants from every village Innam Ullah Gulman Rasool 0346-6536219 nearby Muhammad Saeed Ahmad 0341-9282105  Agriculture land will be divided Faisan into two parts which is major Noor Ahmad Muhammad Saeed 0345-9837154 adverse impact Muhammad Jan Muhammad -  Privacy will be disturbed due Osama to construction work Muhammad Anees Muhammad Hanif -  People should be judiciously Saeed Abdul Muhammad saif 0345-9875773 compensation Shakoor  Due to the project activities, Fazal Khan Muhammad Khan 0346-3592085 jobs will be provided to the Taaj Muhammad Ghulam Muhammad 0344-9262252 locals and area will become Shar Akbar Ghulam Qadir - prosperous Ghulam Qadir Ghulam Serwer 0346-9725181  Improvement in the Abdul Raoif Abdul Majid 0341-9282462 commercial activity in the Abdul Rashid Noor Muhammad - Project Area, resulting in economic uplift of the people Haji Noor Muhammad Ali - of the Project Area. Muhammad Bashir Ahmad Taj Muhammad 0346-8886173 Muhammad Shaid Sher Muhammad 0342-9388503 Muhammad Ishaq Abdul Moeen 0346-0956116 4 Kachi Anwar Hussain Haji Ashraf 0342-9372514  Improvement in the Kath Garh Mureed Qadir Nazar Hussain 0346-3680834 commercial activity in the (Dera Muhammad Ali Ghulam Mazhar 0343-8898123 Project Area, resulting in Ismail Muhammad Ali Ghulam Rasool 0345-9846164 economic uplift of the people. Khan) Asad Abbas Ghulam Qadir 0333-9805117  Government should put some Mushtaq Hussain Jumma 0344-9816067 efforts to control seepage of Ghulam Qadir Jumma 0341-74842 water and remove Muhammad Ali Muhammad Ramzan 0341-7650662 unemployment Najaf Ali Muhammad Ramzan 0341-7650662  People should be Tariq Ali Muhammad Ramzan 0346-6244078 compensated honestly Mulazim Hussain Muhammad Ali 0341-6405502  Privacy will be disturbed due Ghulam Raza Jumma - to construction work Zafar Abbas Ghulam Qadir -  The economic condition of the Sabz Ali Ghulam Shabir - area will become better Murid Abbas Fakir Hussain - Nazim Hussain Nazar Hussain - Muhammad Ali Ghulam Hussain - Iqbal Hussain Muhammad Nawaz - Allah Ditta Muhammad Nadir - Nayaz Hussain Ghulam Hussain - Haji Muhammad Ghulam Hussain 0345-9785228 Ashraf Mukhtar Hussain Haji Muhammad 0341-7591518 Ashraf 5 Iskandara Abdul Jabbar Allah Din Qureshi 0306-7814597  The economic condition of the bad Zakaullah Azmat ullah 0308-4971671 area will become better (Mianwali) Munir Muhammad Nazeer 0306-3952760  Health, drinking water and Akram ullah Hafeez ullah 0305-4483759 education facilities are most Muhammad Akram Shah Alam Khan 0301-7805861 pressing needs of the area Khak Hussain Gul Muhammad 0301-5678180  Improvement in the trade Tasaduq Rasool Ghulam Rasool 0300-7784381 opportunities in country

Environmental Impact Assessment (w) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Village Participants # and Name Father’s Name Contact No. Issues raised and Feedback District Sher Gul khan Noor Khan 0300-8700043  People should be judiciously Shafi ullah Sana ullah 0306-5040466 compensated against losses Sana ullah Gul khan 0301-3951562  Privacy will be disturbed due Zanurian Shah Waris Shah 0301-8304717 to construction works in the Muhammad Iqbal Dost Muhammad 0306-6357877 area Muhammad Shah Alam Khan 0300-5054410  This project will generate job Ismaial opportunities for the locals Mir Muhammad Gul Muhammad 0300-4121206 Amir Abdullah Abdullah Khan 0300-9855403 Khan 6 Mari Indus Syed Iftikhar Shah Tajamal Hussain Shah 3457073281  People are facing problem of (Mianwali) Zulifqar Ali Shah Tajamal Hussian Shah - drainage Izhar Ali shah Tajamal Hussian Shah -  Lacking clean drinking water Abdul Ghafoor Niaz Hussain Shah - in the area Mujahid Akhter Ali Hussain -  Access to nearby villages Jamil Khan Abdul Aleem Khan during construction Jamal khan Muhammad Mansha 0341-4450419  Improvement in the Mustafa Hussain Ali Abbas - commercial activity in the Project Area, resulting in economic uplift of the people of the Project Area. 7 Daud– Ghulam Shabir Khaliq Dad Khan 0301-3952965  Hiring process should be open Khel Khalid Khan Muhammad Hayat 0306-2113622 and transparent (Mianwali) Haji Habib ullah Haji Muhammad Khan 0300-6087198  Agriculture land will be divided Khan into different parts (Negative Muhammad Akram Ghulam Hussain 0304-8626426 impact) Umer Khan Sher Gul Khan 0302-3955722  Improvement in the Hashim Khan Shah Alam khan 0301-7570372 commercial activity in the Inam ullah Khan Aman ullah Khan 0300-6089244 Project Area, resulting in Afzal Khan Aslam Khan 0302-6354029 economic uplift of the people Habib ullah Khan Saeed ullah Khan - of the Project Area. Munsib Dad khan Qutal Khan 0302-9303956  People will not get judicious Sher Gul Khan Noor Khan 0300-8700043 compensation against land Sher Muhammad Muzaffar Khan 0306-6184837 acquired Khan  Privacy will be disturbed due Zaka ullah khan Faiz ullah Khan 0302-8173330 to construction work Syed Najam ul Gul Hussain Shah 0302-3965085  Project will enhance the Hussain economic condition of the Sher Dad Khan Haisb ullah Khan 0302-5105994 area Azmat ullah Sher Bahadar khan 0300-6656949 Sardar Khan Ghulam Hussain Khan 0301-6354297 Zafar ullah Khan Rab Nawaz 0301-7804253 Iqbal Khan Shah Wali ullah 0300-6093319 Zafar Khan Mudassir khan - Salar Khan Ali khan - Ibrahim Khan Salamat Ali - Afzal Khan Ali Imdad Khan - 8 Pai–Khel Zahid Mahmood Muhammad Khan 0300-9876058  Fear of road accidents during (Mianwali) Khan construction phase of the Ghulam Subhani Ghulam Rabbani 0300-8180589 project Mian Musa Ghulam Fareed 0301-7955221  Improvement in the trade Hameed ullah Aman ullah Khan 0300-9809027 opportunities Khan  Livelihood will be disturbed to Rafique Ullah Aman ullah khan 0343-5268932 some people Shahzaib Attar Khan 0308-8342201  Privacy will be disturbed due Ayyub Khan Alam Khan 0301-4648155 to construction work Zar khan Alam Khan 0301-6827540  Some funds should be Gaffar Khan Khan Muhammad 0301-5499379 allocated for the provision of Sahib khan Muzaffar Khan 0301-6799800 education, health clean Kundal Khan Shah Dil Khan 0305-8910881 drinking water and sewerage Ansar Khan Trat Khan 0306-4450826 facilities in the surrounding Muhammad Ashraf Hamid Ullah Khan 0344-1770229 communities Fazal Khan Muhammad Zaman 0304-0963087 Allah Nawaz Khan Muhammad Khan 0302-6351807 Naimat ullah Muhammad Ramzan 0301-2977712 Malik Rizwan Mir Abdullah 0300-2835265

Environmental Impact Assessment (x) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Village Participants # and Name Father’s Name Contact No. Issues raised and Feedback District 9 Dilewali Zafar Khan Sardar Khan 0315-6049600  Job preference to local people (Mianwali) Iqbal Khan Sardar Khan -  Land will be divided into two Saleem Asif Shah Khadim Hussain Shah 0302-6359750 parts Muhammad Zafar Malik Usman 0305-7278649  People will not receive Umer Abbas Sher Muhammad 0305-5639136 judicious compensation Ikhtiar Aman Noor Muhammad - against land acquired Ghulam Mahmood Noor Muhammad 0311-7897879  Privacy will be disturbed due Nawaz Shah Aslam shah 0300-6097348 to construction work Yar Muhammad Muhammad Nawaz 0307-6057912  Hiring process should be open Muhammad Sultan Sikander 0314-5297814 and transparent and hiring Ramzan committee shall include Malik Allah Yar Ghulam Ali 0312-7036355 participants from local villages Abid Hussain Shah Ghous Muhammad 0308-8102536  Option of link roads Malik Sher Ahmed Malik Jahangir 0306-6353499 improvement should also be M. Tahir iqbal Muhammad Aslam 0331-7215840 included in project Zahir Iqbal Noor Muhammad 0308-4963347 components Yar Muhammad Jinda - Muhammad Muhammad Ali - Hussain Sikander Abbas Abdul Sattar - Muhammad Ayyaz Noor Muhammad - Ghulam Hussain Ghulam Mustafa - Jalal Hussain Imam Bakhsh - Saleh Muhammad Muhammad Din - 10 Rokhari Amir Nawaz Khan Mehar Khan 0300-6093223  Water supply scheme should (Mianwali) Adil Khan Amir Abdullah Khan - also be introduced Aziz ullah Mehar Khan 0344-4495201  Project will enhance the Karim Nawaz Mehar Khan 0302-6355663 economic condition of the Khan area Muhammad Munir Muhammad Hanif -  Job preference to local people Khan  Livelihood will be disturbed in Aqib Khan Karim Nawaz - case of agriculture land and Muhammad Zubair Sher Muhammad - businesses Muhammad Feroz Muhammad Din -  People should be paid proper Muhammad Ameer Sher Muhammad - compensation against land Muhammad Asif M. Ameer Khan - acquired Khan  Privacy will be disturbed due Mian Khan Ghulam Muhammad to construction work Atta khan Ghulam Muhammad -  Fear of road accidents during Muhammad Aftab Ghulam Muhammad - construction phase of the Hidayat ullah Muhammad Khan - project Muhammad Nazir Muhammad Shareef -  Improvement in the Muhammad Irfan Muhammad Sarwar - commercial activity in the Muhammad Abdullah - Project Area, resulting in Tazaullah economic uplift of the people Muhammad Ghulam Rasool - of the Project Area. Naeem Faiz Muhammad Ghulam Muhammad - 11 Langrial Muhammad Imran Ashraf Khan 0302-4247972  Implementation of project will (Attock) Muhammad Kamal Ghulam Muhammad - appreciate the value of land Muhammad Ayub Nawab Khan 0300-7058831  Livelihood will be disturbed of Shahzad Fateh Yar Muhammad Khan 0301-5012095 people engaged in agriculture Khan  People should be given Ghulam Rasool Rab Nawaz 0300-3385684 judicious compensation Shaukat Ali Khan Ahmad Khan 0300-3385684 against land acquired Muhammad Ameer Lal Khan 0300-7027439  Privacy will be disturbed due Muhammad Khan Sardar Yar Khan 0300-9130468 to construction work Zafar Iqbal Fateh Muhammad 0303-5204778  Project will enhance the Hilal Haider Syed Fateh Khan 0312-5204778 economic condition of the Humayun shaukat Shaukat Ali Khan 0312-9392727 area Muzammil Khan Shaukat Ali Khan -  Access problem for the Asif Khan Ghulam Ali 0336-5559204 villagers and their animals Ansar Khan Noor khan 3365589204  Access to nearby villages Mazhar Iqbal Muhammad Farooq - during construction Anayat Ali Muhammad Ali -  Option of link roads Sardar Jaffar Ali Sardar Aurangzeb - improvement should also be

Environmental Impact Assessment (y) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Village Participants # and Name Father’s Name Contact No. Issues raised and Feedback District Muhammad Javed Muhammad Ali - included in project Sardar Haris Khan Sardar Fateh khan - components 12 Khunda Tariq Mahmood Muhammad Khan 0300-4606357  Access problem for the (Attock) Khalid Mahmood Abdul Khaliq - villagers and their animals Muhammad Aqeel Noor Muhammad 0303-0597170  Livelihood of agriculturist will Muhammad Ijaz Abdul Khaliq 0307-5301230 be disturbed Tasawar Hussain Ahmed Khan 0307-5301230  People should be paid Rafakat Ali Khan Rustam Ali Khan 0300-5218522 judicious compensation on Muhammad Hayat Muhammad Nawaz 0300-8340269 market rates khan Khan  Privacy will be disturbed due Salamat Ali Muhammad Nawaz - to construction work Muhammad Alam Imtiaz Ahmed -  Agriculture land will be divided M. Fakhar ud Din Iqbal Ahmed 0300-5503779 into two parts Sheikh Arslan Ghulam Muhammad 0300-5208523  Consultants briefed the participants about the project 13 Rawal Noor Muhammad Hayat Muhammad 0316-4063277  Job preference to local people (Attock) Ghulam Muhammad Noor 0300-0874395  Livelihood will be disturbed of Muhammad some people Muhammad Shafi Noor Muhammad 0300-5510420  People should be paid MUhammad Muhammad Bashir 0303-6320700 judicious compensation Hafeez against land acquired and Arshad Mahmood Ghulam Fareed 0312-5232455 other losses Masood akhter Muhammad Sharef 0315-3712942  Privacy will be disturbed due Khizar Hayat Ghulab Khan - to construction work Muhammad Noor Muhammad 0308-9511907  Access to nearby villages Zareen during construction Attiq ur Rehman Muhammaad Rafique 0311-9607714  Fear of road accidents during Amanat Khan Abdullah Khan 0307-5543952 construction phase of the Muhammad Sadiq Muhammad Noor - project Muhammad Bashir Muhammad Noor -  Option of link roads Mian Khan Banaras khan 0312-5080532 improvement should also be Muhammad Din Muhammad Ibrahim - included in project Abdul Hameed Muhammad Abdullah - components Muhammad Javed Muhammad Sadiq 0300-8332457 Muhammad Noor Muhammad - Ibrahim Waqas Fareed Ghulam Fareed 0313-5017717 Anwar Khan Ahmad Din 0304-2060149 Muhammad Adnan Muhammad Nisar - Abdul Majid Abdullah Khan 0300-8332457 Abdul Sattar Mir Muhammad - Muhammad Riasat Abdur Rehman - Muhammad Asif Ghulam Jillani 0311-5223483 Muhammad Mian Muhammad 0316-5420664 Maskeen 14 Kot Fateh Abdullah Khan Ashraf Khan 0300-5232244  Some funds should be Khan Muhammad Akbar Sultan Muhammad 0301-5559773 allocated for providing health, (Attock) Umer Hayyat Sultan Muhammad - education and drinking water Muhammad Ghulam Rasool 0303-5527350 facilities to the surrounding Naeem villages Sher Khan Meer Khan 0300-9721549  Livelihood will be disturbed of Abdul Latif Hayyat Muhammad 0302-5481705 some people Nasir Aziz Abdul Aziz 0313-5304905  People should be given Aqib Javed Muhammad Javed 0333-5971735 judicious compensation Sadaqat Ali Noor Khan 0305-5790570 against land acquired Tariq Mehmood Mehboob Elahi 0300-5522564  This project will generate job Malik Atta Muhammad Sharif 3009559661 opportunities to the locals. Muhammad  Fear of road accidents during construction phase of the project  Link roads development should also be considered in the project

Environmental Impact Assessment (z) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure – VII: Consultations with Departments

Sr. Organization Official(s) Contact Issues Raised and Feedback Received # / Department Consulted 1 Agriculture – Aman ullah 0346-7858281  Agricultural area extending from Yarak to Mir Department (Assistant Plant Alam along the Project road corridor is rain fed (Dera Ismail Protection 0345-9874334  Wheat and gram are main Rabi crops grown Khan) Officer) 0345-9143771 while fodder, sorghum and millet are main Kharif – Karim Nawaz crops (Deputy Director)  Mango, dates and other fruit orchards are also – Abdul Haleem present in Paniala area (Agriculture  Red mountainous area of Rahmani khel is rich in Officer) oil, gas and other minerals 2 Environment – Noor Ayaz Khan,  District Environment Officer explained that any Protection Assistant project of such nature requires EIA not IEE. Department Director  However, for approval purposes consultants (Dera Ismail have to submit the EIA to both EPAs Punjab & KP Khan) because the road falls in both provinces.  KP–EPA has provided one NOC for a similar situation where the Project area was falling in more than one province  No sensitive areas are located in the area of influence of said road project  EPD Dera Ismail Khan has planned to plant 10 lac of trees in the district in collaboration with Forest Department 3 District – Nisar Ahmed 0996-9280116  The project will bring Improvement in the Coordination Deputy 0300-8554655 commercial activity in the Project Area, resulting Office Commissioner in economic uplift of the people. (Dera Ismail – Salman Lodhi 0345-1930446  There is no security threat as area is void of any Khan) Assistant political tension and disturbance especially area Commissioner) lying within the influence of project. Hence project – Hazrat Ali activities can be undertaken free of any fear Assistant Commissioner 4 Education – Nazir Khan 0346-9064211  Some boys and girls school may be affected Department Khattak (DEO) 0346-9504709 adversely, which will need relocation (Dera Ismail – Robail Khan 0332-9638621  There are many religious institutions along the Khan) (DD0) 0996-9280133 proposed road alignment. – Shakeel Ahmed  However, formal education institutions are (ADO) relatively less especially of women. – Azra Bibi (DO  Consequently female literacy rate is less as Female) compared to male literacy rate

5 Forestry – Mazhar Iqbal 0300-9027728  There is no protected area established by the Department (DFO) 0344-0912795 wildlife department near to proposed road within (Dera Ismail – Najeeb ullah 0345-9853189 Dera Ismail Khan District Khan) (SDFO) 0315-9315315  The trees alongside the national & provincial - Ahmed Nawaz highways and local roads are the property of (SDFO forest department in the district Paharpur)  The department will be willing to cooperate with - Bakht Shearani project officials when exact corridor of the road (Range Forest corridor is provided officially to the divisional officer) officer  The department can also help to determine the schedules rates of government and public trees if requested  Every year new saplings are planted alongside roads and canals, Tali and keekar trees are found more in the area 6 Fisheries – Rast Baz 0344-1988190  Fish found in the Project area include Malli, Department (Assistant 0341-6405502 Rahoo, Mori, Singhara, Thala, Khaga, Soul, Sira, (Dera Ismail Director) Bachwa, Grass Carp, Gulfam, whereas imported Khan) – Mulazim Hussain species of tilapia and silver carp are also found (Inspector)  In the road alignment there is no government hatchery  Some fish pond are working in Paniala, However, no fish pond is near the project area  Major problem is lack of drinking water in the

Environmental Impact Assessment (aa) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Organization Official(s) Contact Issues Raised and Feedback Received # / Department Consulted area  The area is mainly rain fed, due to which pumps have been installed in some locations to get water for drinking purpose. However, these pumps are not used for filling of fish ponds  Until now government has not initiated any scheme for fish farm.  Due to availability of fresh water, 20 fish ponds are present in the area of Paharpur 7 Livestock – Dr. Akhter Ali 0331-4521830  There is no private or government livestock farms Department (Regional 0323-6609480 in the Dera Ismail Khan area. (Dera Ismail Director)  In Paharpur farms area present which contain Khan) – Dr. Shahzaib variety of sheep and cattle (Research  The sheep variety include Damani goat, whereas Officer) cattle include Frisian cross, which is used for – Dr. Afzal (SVO) research purpose  Nilli Ravi buffalos also found in the area  The people in the area have less awareness about the species of livestock farming but are aware of the livestock diseases.  Main livestock diseases include FMD (seasonal), render pest, teloses, beabesisos in cattle and sheep. In camel trypmosomisis is present which is also found in horses. Sheep goat diseases include enterotonimea, blue tongue and foot roughs.  Poultry diseases include NDA, IBD, Ascites, HPS, IB are common in Dera Ismail Khan  No report for swine flu and bird flu even for dengue  Govt has established livestock dispensaries in Paniala and Yarak.  Brucellosis, a zoonotic disease is present in area 8 Wildlife - Abdul Haleem 0344-8303119  There is no protected area within or in the Department Khan, (DO) 0345-9832575 immediate vicinity of the road Project area except (Dera Ismail - Sajil Baloch 0333-9963273 Sheikh Badin national park located near Paniala Khan) (SDFO)  The species of fauna found in park are grey and - Riaz Mehmmod black partridges and chakor (HD)  Migrant species include quails, tiloor and bar busters  Pigs, jackals, porcupine, hyenas and wolf area also reported in the fauna of Dera Ismail Khan  Wildlife Park established in Dera Ismail Khan contains peacocks, pheasants, chin Kara, ostrich, black buck, monkeys, and ducks. This park was made by KP Govt one year ago  Badin National Park at Paniala, contains partridges, leopard ,gecko, salamanders , hyenas, wolf, foxes, jackals, hares, snakes lizards found in the area  Endangered species in the area are urial and chinkara  Badin national park would be divided into two parts in future 9 Agriculture – Malik Rizwan 0348-4846090  The bridge to be constructed to join Dilewali and Department (Agriculture 0345- Esakhel will enhance the economic activity in the (Mianwali) Officer) 5074294 area as well as the distance would be reduced – Malik Ijaz (DO  The agriculture in the area is moderate, main Arculture – 0301-3959344 reason is the area lacking in canal system Extension)  The soil along the proposed road is loamy and – Muhammad 0303-7716516 somewhere hard, so less agriculture is in practice Hanif (Agriculture  The ground water is fit for drinking and irrigation Inspector)  Main crops in the area are wheat (Rabi) and rice – Zahid Hussain and cotton (kharif) Zaki (Asst. Water logged area also found near Daudkhel Director Farms) 10 Social – Khizar Hayat 0333-6842635  More projects like this should be initiated to Welfare Khan (DO) create job opportunities in the area

Environmental Impact Assessment (bb) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Organization Official(s) Contact Issues Raised and Feedback Received # / Department Consulted Department – M. Mansoor  Improvement in the commercial activity in the (Mianwali) (Accountant) Project Area will result in economic uplift of the people of the area.  The department does not interfere in NHA projects as it is a federal department  NGOs are functioning in the area of Daudkhel and Mari Indus  NGOs include Alfalah Women Welfare Organization and Alaleem Welfare Society. They have worked on the women uplift programs 11 Livestock – Dr. Sabir 0300-4972792  The project has no adverse impact on the Dairy Hussain 0301-3950496 livestock of the area, as there are no farm within Development (Veterinary the AOI of the project (Mianwali) Officer)  Improvement in the animal trade opportunities in – Dr. Aslam Khan anticipated (DO Livestock) 12 Wildlife – Ihsan Ahmed 0301-5239026  The important species of wildlife are mostly Department Raja (DO 0451-920155 present at Chashma Barrage, where Chashma is (Mianwali) Wildlife) a Wildlife Sanctuary in the area – Azhar Syed  Thirt five (35) species of ducks are present (Asst. Director including migratory ducks Wildlife)  Namal Game reserve is also important site for wildlife but the project has no impact on the site  An area of 1 km near Chashma Barrage has been declared as buffer zone for the wildlife  The wildlife in the area comprises of grey and black partridges, jackals, porcupine, urinal and chin Kara also found  Leopards are extinct in the area due to predator prey relationship 13 Environment – Izhar ul Haq (DO 0332-8009695  As such no adverse impacts on the environment Protection Environemnt) are expected by the project activities. However, Department there would be positive impacts by creating the (Mainwali) job opportunities for the locals areas  Fish museum is established at the Chashma Barrage  Cutting of trees would take place which must be compensated during construction phase 14 Health  It is a road project and we have no concerns Department (MIanwali) 15 District office – Chaudhry Ijaz 0301-  Improvement in the trade opportunities in country Roads (Executive 4638208  Stated no concern of Roads department (Mianwali) Engineer) 0331- regarding the project – Asif Bajwa (SDO 7650775 Roads Provincial) 17 Forest – Amir Shah 0459-920084  Sheesham, keekar, and eucalyptus are important Department (DFO) 0459-920083 flora specifies found in the area (Mianwali) – Malik Imdad 0300-8242552  There is no vegetation and tree plantation of Husnain (DOF) importance in the corridor of the project – Said Rasool (Senior Clerk) 18 Assistant - M. Hussain 0300-7656114  No concern was demonstrated regarding the Commissione Rana (AC project. However, project will create positive r Office Mianwali) impact on the area and also generate revenue (Mianwali) and jobs to the locals  Improvement in the trade opportunities in the area and in country  Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people. 19 Maple Leaf – Mr. Amir Feroz 0459-392237  The project will bring improvement in the trade Factory (GM) 0335-1110506 opportunities in area, country and China (Sikanderaba – Mr. Hanan (DG  The project will have positive impact on the area, d) Finance) new educational institutions will come up and jobs will be generated  The economy of the area will flourish due to the

Environmental Impact Assessment (cc) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Sr. Organization Official(s) Contact Issues Raised and Feedback Received # / Department Consulted establishment of the new road network 20 Forest – Athar 0321-5222256  Consultants briefed the participants about the Department Shah,(DFO) 0335-512512 project (Attock) – M. Kmaran 0301-5733814  Minimum tree cutting should be involved in the Kazmi (SDFO- 0300-9786770 project activities Fatehjang) – Malik Nasir, (SDFO- Pindigheb) – Riaz shah (head clerk) 21 Social – Malik Pervaiz 057-9316239  Project will open new avenues of development Welfare Iqbal facilities in the area due to improved Department (Community communication (Attock) Development  Tremendous improvement in the trade Officer) opportunities in the region, Pakistan and China  Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people 22 Education – M. Rasheed, 0345-5987630  The project will bring income into the area and Department (Assistant 0336-4067930 benefit the whole community (Attock) Director)  Project will open new avenues of education – Mian Ismail, facilities in the area due to improved (EDO communication Education) 23 Wildlife – Sakhi Joiya, 0304-4186103  Wildlife would be disturbed to some extent due to Department (DO) 057-9316189 the project activities during construction phase (Attock)  Road corridor will bifurcate the habitat of grey and black partridges, see see, hares, quails, etc.  The road will provide easy access to the poachers in the areas which is rich in bio-diversity  Moreover urbanization and commercialization will also disturb the area badly 24 Agriculture – Dr. Faiz 0301-5338002  The crops grown in the area are wheat, peanuts, Department Kareem, (EDO) 0301-5060185 grapes and orchards of peaches (Attock) – Muhammad.Yo  Road project will create conducive atmosphere unis for the easy transport of agricultural produce to (Agriculture local markets and ports officer ) 25 Environment – Muhammad 0300-7575502  Health and Safety (H&S) awareness in local staff Protection Rafique 057-9316192 will play very important role in the construction Department (Inspector) phase (Attock)  Improvement in the commercial activity will result in economic uplift of the people of the Project Area.

Environmental Impact Assessment (dd) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure VIII: Contingency Plans

1. Emergency Preparedness Plan

1.1. Introduction

Emergency planning is very important during construction activities of any project. The purpose of such plans is to provide awareness to all concerned with a planned response to emergency situations that can arise during construction phase. The plan ensures to protect lives, infrastructure, environment and properties. Emergencies can arise from natural disasters or from project activities which have the potential for creating devastating destruction. The following is an indicative list of the types of emergencies that can occur during construction phase of the Motorway project.

. Fire . Earthquake . Flood . Severe weather . Land sliding . Hazards

The concerned contractor(s) will be responsible to prepare project specific ―Emergency Plans‖ before start of construction. These plans will be approved by the Supervision Consultant. The contractor will issue these plans to all concerned in the form of Standard Operating Procedures (SOP) for implementation, indicative EPP for some of emergency situations is given below for guidance of the contractor(s).

1.2. The Plan

To avoid losses from natural hazards following mechanism is proposed to be followed by the contractor(s).

. Obtain an early warning of the emergency conditions such as flood, storms and cyclones from the metrology department and other concerned agencies. . Formulation of local emergency teams for different working sites/packages. . Safeguard personnel to prevent injuries or loss of life, ESMU and Contractor with the assistance of Supervision Consultant should assess in advance the possibility of the occurrence of emergency situations, and establish procedures for preventing workers from being injured. . Proper Management and handling of harmful substances; Organic solvents, Dust, Specified chemical substances, Radiation substances etc. . Management of working environment and proper safety measures must be adopted. . In emergency preparedness, procedure of risk management must be adopted for continual improvement and risk reduction. PDCA Cycle (Plan, Do, Check, Action) leads to continual improvement while preparing for emergencies as is illustrated below.

Environmental Impact Assessment (ee) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Plan Risk Assessment and Corrective Action Proper Planning for and Review management

Action Do

Check and Implementation system audit and Operation Check

1.3. Risk Management

Apply risk assessment and management procedures at all construction sites as under:

. Identify, characterize and assess all risks that can impact on health, safety and environment. . Mitigate risks with controls in engineering, administration and other protective measures. . Monitor risks and take timely action to offset the emergence. Regularly review performance to improve procedures, further reduce risk, detect weaknesses and trigger corrective measures. . Document, report relevant data and maintain records in compliance with regulatory requirements. Following measures are suggested to deal with different types of emergency situations.

1.3.1 Fire

. Broad outline of fire fighting procedure will be as under; . Establish well equipped fire fighting section separately for each package , . Fire extinguishers must be of proper capacity and to be provided at all work places. . Periodically check the function of fire alarm system. . The construction in charge to report the fire, giving location and other necessary details to Fire Fighting Section. 1.3.2. Earthquake

. Issue SOP to impart necessary periodic training to all working staff. . Quickly run for an open area. . If inside camp site then seek shelter immediately under a heavy desk/table, or brace yourself inside a door frame or against an inside wall. . After earthquake help others. . Report to the Project Emergency Coordinator. 1.3.3. Flood

Flood waters can destroy human life, infrastructure, labour camps and machinery. An early Alert or Warning of flood should be issued. The mitigation measures for flood can be classified into following phases;

Environmental Impact Assessment (ff) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. The Emergency Phase: distinguished by the action implemented to rescue the lives of workers and other project staff. This phase involves rescue efforts, first aid, medical assistance, and the rehabilitation of the communication and transportation network. . The Transitional Phase: consists of efforts executed to accelerate the rehabilitation of the workers and situation back to the previous state of life such as reconstructing damaged buildings and curing of certain diseases. . The Reconstruction Phase: this phase occurs when there are reconstruction and rehabilitation efforts. 1.3.4. Severe Weather

Severe weather includes very high and very low temperature, dense fog and suspended dust. In severe weather, working hours should be terminated, reduced or adjusted accordingly.

1.3.5. Landslides

Land sliding may occur in the project area due to high steepness in salt range area and due to natural seismic activities. The project activities, especially during blasting of rocks, the formation may become loose and the risk of landslides will increase in the immediate vicinity of the construction sites. Therefore, blasting of formations must be minimized and if unavoidable, then use low intensity explosive. Continuous watch of active land sliding areas will be responsibility of ESMU, Contractor and Consultant.

1.3.6. Hazards

Various types of hazards expected during construction of the Motorway are:

. Mechanical Hazards: Hazard of machinery and other project activities may include collisions, fall from height, struck by objects etc. . Chemical Hazards: includes explosive substances, combustible substances and leakage; . Physical Hazards includes noise, lighting, vibration and hypothermia . Biological Hazards includes, bacteria, viruses, communicable diseases, snake and other animals biting Against these hazardous factors safe design, safeguarding and additional safety measures must be adopted. The measures include safe usage of machines, protection from accident, warning systems, new workers education, management of working environment, investigations of causes of accidents and preventive measures for hazardous substances.

A detailed and comprehensive site map of different activities of construction phase must be developed with emergency management applications and routes of evacuation/exit points etc. and must be delivered to all levels of working crew, so that each and every working person is familiar with it.

Environmental Impact Assessment (gg) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

2. Health & Safety Plan

2.1. Introduction

Health and safety plan is devised to maintain a safe and healthy workplace during construction activities of the proposed Motorway.

2.2. Objectives of Health and Safety Plan

Health and safety plan is devised to achieve the following specific objectives;

. To move continuously toward zero injuries and occupational illnesses. . To manage and integrate safety and occupational health into all decisions, plans and operations. . To respond immediately, directly and openly to the concerns of workers. . Provisions of Instructions and training as appropriate in the handling storage and dispatch of waste. . Demonstrate commitment to, and accountability for safety and occupational health. . Working safely is integral part of the employment and workers are accountable for their own safety and the safety of those around them. . Assess and manage the risks associated with construction activities. . Verify that all employees, contractor and other associated with working place are trained to perform their jobs safely. . Maintain regularly test emergency preparedness systems and carry out emergency drills. . Promote safe activities to extend and reinforce safety and health consciousness. . Systematically auditing behaviour based safety, work processes, management systems and equipment and promptly correcting the deficiencies. . Encouraging the workers to report incidents and Investigate all incidents to determine contributing factors and improve ongoing prevention efforts.

2.3. Project actions that may adversely impact health of workers and local people include;

. Selection of campsite, type of machinery and equipment yards. . Type and disposal arrangements of solid waste from campsite, workshops, batching plants and other working sites. . Surface and groundwater contamination due to project activities. . Air emissions from vehicles and other machinery/equipment and drilling activities. Air emissions may be of following categories; o Dust and potential pollutants from construction machinery, excavation, crushing and drilling processes. o Gaseous emissions from vehicles / transport machinery. . Noise pollution due to machinery, blasting, drilling activities and crushing of stones. . Water borne, vector diseases due to stagnant water and open dumping of solid waste. . Communicable diseases due to large number of workers of variable cultural backgrounds in the project vicinity.

Environmental Impact Assessment (hh) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Potential health hazards due to various operational activities and natural disasters. Natural disasters include floods, fires, earthquakes, lightning strike, windstorm or cyclone.

2.4. Accident Occurrence

Reasons that may lead to accident occurrence and pose threat for safety during project operations can be divided into two categories;

1. Unsafe status 2. Unsafe actions

2.4.1. Unsafe status

This may include:

. Fault of Object: Design, materials, decrepitude, maintenance, repair and machine failure. . Fault of Safety Device: Absence of safety device, insufficient protection/shield, while crushing of aggregates etc. . Work place, Layout: Narrow & Confined space, improper layout and exit and live wiring. . Protective gears, Clothing: Unsafe clothing, improper use of protective gears (Helmet, Dust/Gas mask, Dust respirator, Goggle, Safety shoes etc.) . Non-compliance with work instructions (Standard): unsuitable for specific task machine, device, tool, improper working equipment, and improper co-operation. 2.4.2. Unsafe actions

This may include:

. Outdated safety devices/ Expire validation of Safety Devices. . Leaving from the place without switching off machines and devices . Making unsafe condition for other workers . Improper usage of machine, device, tools . Approach to sensitive spot without protective measures . No use of protective gear, Unsuitable/ improper clothing . Improper usage of machine or tool . Error of action . Maintenance of machines while being operated . Neglecting safety instructions.

2.5. Mitigation Measures

These health and safety hazards can be reduced or mitigated by adopting following measures during construction activities of the proposed Motorway Project.

. The Environmental and Social Management Unit (ESMU) will be required to take care of occupational health and safety requirements of the project. Contractor will employ a part time qualified occupational safety officer during the construction phase. The contractor will need to carry out risk assessments and then follow site and project specific Health and Safety Management Plans to prevent accidents, injuries and work-related diseases.

Environmental Impact Assessment (ii) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

. Proper management at campsite through providing pre-treatment and proper sanitation facilities like septic tanks for effluents at campsites. . Proper management and disposal of rubbish and wastes from campsites, offices, residential areas and other places. Various options for the treatment and disposal of solid waste are incineration, composting, sanitary land filling and pulverization etc. . Air emissions are controlled by use of incineration (stack flares), adsorption, gas scrubbing, and other absorption processes. . Dust and potential pollutants from construction places are avoidable using water spraying during operation. . Gaseous emissions can be avoided by maintenance and tuning of vehicles and construction machinery being used for construction/operation. . Prohibition on burning of waste material. . Provision of personal protective equipment including masks and wearing of helmets, gloves etc. to workers in all project areas. . Apply safeguarding technology e.g. installing fences, gates, escape ladders, safety rings, safety signs, warning sirens, strobe lights and other physical protective measures . For reducing noise other mitigation measures include: o Use of low sound rated equipment o Control timing of noise and vibration to least disruptive periods o Install noise barriers o Particularly noisy operations should be enclosed o Design noise monitoring program identifying location of monitoring sites . Good design of drainage to avoid stagnant water for prevention of water borne, vector diseases. Run-off control measures such as storm water detention basins with treatment prior to discharge are normally necessary to avoid such adverse water impact. . As a safety measure against communicable diseases, workers must not be provided congested campsites. Proper partition as a living place must be given to each worker. . Ensure that periodic awareness campaign for HIV/AIDS is undertaken for the project staff/ medical check-up should also be conducted for the workers on regular basis. . Awareness of potential health hazards should be developed. For each category of natural disaster, potential hazards should be identified, and the significance of their consequences should be assessed in order to develop associated contingency scenarios. . For chemical storage with a risk of fire, explosion, or release of chemical substances a preliminary hazard analysis (PHA) should be considered. The important elements of a PHA include: o Identifying hazard scenarios associated with use or storage of chemical substances and calculating the probability of potentially hazardous incident occurring. o Conducting a quantitative risk assessment of the most relevant hazards; this assessment should be based on public safety considerations as well as impact on the environment if an operational hazard or natural hazard takes place. o Identifying risk mitigation measures; this should include an assessment of the adequacy of operational and emergency procedures involving dangerous and hazardous goods and their effectiveness in reducing risk and environmental impacts. o Assessing cumulative risk levels expected from the proposed development (i.e. the safety implication for surrounding land uses).

Environmental Impact Assessment (jj) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

o Regular safety audits should be conducted, which includes the equipment and machines as well as for the on job activities for the storage of material on the project site. o Conduct tool box talk on daily basis, so as to enhance the awareness of safety among workers. o Protective gears like dust mask for dust emitted from construction activities, gloves for hand protection and safety goggles for eye protection.

The adequacy of proposed safeguards should be evaluated against risk levels. . Careful planning and control of service areas. . Medical facilities in the project area. Medical facilities in the project area may lessen the occupational health hazards. Occupational health hazards may mean:

. Conditions that cause legally compensable illnesses Any condition in the workplace that impairs the health of employees is enough to restrain them from work or to cause significant discomfort. Both are undesirable and preventable. For prevention of health hazards, Physicians play a vital role.

Environmental Impact Assessment (kk) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

3. Solid Waste Management Plan

3.1. Introduction

Solid waste management plan is designed to describe the procedures, methods and techniques to be adopted for disposal of solid waste during construction activities of proposed Motorway. It is illustrated to;

. Identify the quantity of each type of waste expected to be produced. . Estimate the quantity of each type of waste. . Identify and plan waste management actions proposed for each type of waste generated. Proper management of solid waste is important at project site because the danger of improper solid waste handling and disposal to human health and the environment cannot be ignored. Problems that can be created due to unsound solid waste management include:

. Careless and indiscriminate open dumping of wastes can create visual pollution as well as conditions; . Delay in delivery of solid wastes to landfills, disposal/dump sites; result in nuisance and unpleasant odours, which attract flies and other vectors. Such dumps also lead to pollution of land/soils, ground and surface water through leachate as well as air through emission of noxious and offensive gases; . Open solid waste dumps can also be a public health risk. Direct contact with them can be dangerous to the workers and local public, as infectious diseases such as cholera and dysentery can spread through contact with these wastes. Open solid waste dumps also provide suitable breeding places for vermin and flies and other disease vectors, and can also contain pathogenic microorganisms; . Some categories of solid waste block permeability of soils and drainage systems, including water courses, open drains and sewers, thus posing difficulties in the functioning and maintenance of such facilities. 3.2. Types of Waste

The expected types of wastes generated from construction activities will be:

. Campsite waste or Domestic waste . Workshop waste (vehicles and machinery) . Fuel, oil and chemical waste . Medical waste . Packing waste . Debris from construction and excavation sites The wastes mention above can also be generalized into following categories:

. Biodegradable waste: Mainly organic wastes such as foodstuffs, fruit and vegetables, wood, grass, bones, textile and other biodegradable items. . Non-biodegradable waste: It includes polythene bags, excavated material, glass, stone/brick, Shopping bags, plastic products, pesticides residues, process wastes, highly flammable and volatile substances, used tyres and batteries including metal scrap and medical wastes such as used needles, plastic, glass bottles and syringes etc.

Environmental Impact Assessment (ll) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

3.3. The Plan

The solid waste management plan for proposed motorway Project is developed to ensure that waste should be dealt with an efficient and environmentally sound manner, starting from waste collection and ending on disposal. In the proposed motorway Project, human and other activities shall be centred at camp site, crushers and batching plants.

3.4. Construction of landfill sites

Construction of landfill site will be required separately for campsite area where all biodegradable waste from camp site will be dumped.

3.5. Waste Collection Receptacles

Waste collection receptacles will have the following characteristics;

. Separate receptacles for bio-degradable and non-biodegradable wastes. . Containment (no littering or leakage), convenient to handle, environmentally sound (safe from winds and scavenging by dogs, rats and cats etc.), economical and accepted by Environmentalist of Supervision Consultant. . The receptacles design must be suitable for all kinds of wastes. . Distribution of the bins must be based on the number of workers using it or the solid waste generation rate in the project area. A 140-litre bin is sufficient for around 30-36 people. . The standard waste generation rate of a person is 0.5 kg/ day and for estimated 2500 or 3000 workers it would be 1250 to 1500 kg/day. 3.6. Sorting of the Waste

It is necessary to sort the waste into various categories as mentioned under section 1. The waste should be sorted manually or mechanically before applying necessary treatment and disposal arrangement.

3.7. Waste Transportation

The waste must be transported from collection points to disposal points in well maintained, designated and covered vehicles. Every transportation vehicle must have fixed routes, which should be established by the Environment and Social Management Unit (ESMU). Hazardous material must not be allowed to mix with domestic waste. Waste must be collected every day; however, collection schedule can be adjusted depending on the labour strength and actual requirement.

3.8. Treatment and Disposal

Various options for treatment and disposal of solid waste are waste minimization, recycling, composting, incineration and sanitary land filling. Different kinds of wastes generated during project activities can be treated and disposed-off according to the methods given below.

Type of waste Description Disposal method Campsite Biodegradable: Foodstuffs, fruits Biodegradables: Composting (domestic waste) and vegetables, wood, bones, grass, tree branches and leaves etc. Non-Biodegradable: Non-Biodegradable: Paper, Most of the garbage plastic, glass, combustible/non-combustible metals, glass, plastic bottles, and recyclable waste will be segregated and supplied to vendors scrap metal, textile and shoes, for recycling or Incineration. bottles and jars, fluorescent tubes. Non-recyclable or non-combustible waste should be buried in designated sanitary landfill to be built by Contractor as per design

Environmental Impact Assessment (mm) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Type of waste Description Disposal method approved by the Project Consultants and ESMU. Workshop waste Used oil, plastic containers, Anything mechanically reusable should be provided to certify ferrous /non-ferrous materials, recycling Contractor for reuse or recycling. Anything potentially batteries, vehicles, tyre tubes etc. dangerous such as batteries and aerosols will be placed in a separate container, appropriately marked, and disposed off through the vendor. Medical waste Syringes, glass bottles, bandages, Hazardous medical waste will be bagged and binned in a blood sampling tubes, expired separate, appropriately labelled container and to be incinerated drugs, dressing etc. at nearby hospital incinerator, if any, or an equivalent facility. Packing waste Paper, plastic, textiles, cardboard, Recyclable waste to be handed over to recycling contractors. material rubber, wood, glass, tin, cans, Combustible waste to be burned in burn pit or incinerator. aluminium cans etc. Almost all excavated, construction and demolition waste is Excavated and Rocks, sand, silt/clay, concrete, capable of being recycled, providing the waste is segregated and bricks and other building materials separated. The recycled materials can then go on to be used for Demolition waste aggregate formation, landscaping and in road construction.

Excess Sand, aggregate, cement, bricks, To be sold back or given to the supplier or other users. construction reinforcement steel bars, paints material and other construction materials

Environmental Impact Assessment (nn) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

4. Traffic Management Plan

4.1. Introduction

The proposed Motorway will cross various towns and villages and local roads from Yarak to Hakla. During construction activities large numbers of light and heavy vehicles are expected to use the approach roads to reach project site. Similarly heavy machinery will be stationed in adjoining areas of the road. This will may create burden on the capacity of the existing road network and the project generated traffic may become nuisance for surrounding communities. Therefore, Traffic Management Plan (TMP) will be prepared for each package by the concerned contractor for approval by the Construction Management Consultant. An indicative plan is proposed as under.

4.2. The plan

Traffic management plan for proposed Motorway involves a full risk assessment to the travelling public, residents and workers. The existing socio-economic and cultural environment of the project may also need to be considered. A thorough risk assessment will be done by the contractor while preparing traffic management plan for the project.

Traffic management and road safety considerations are of utmost importance to ensure successful execution of any project. The proposed project is in remote areas and existing traffic density and volume is not high however, but when project construction commences, traffic intensity will rise significantly as a result of the following activities:

. Delivery of resources to the work site; o materials; o machinery; o Labourers. 4.3. Routes for Transportation of Construction Materials/Equipment’s

Contractor, at the time of the execution of the project will select a final route keeping in view the peak and minimum traffic volume hours and his own feasibility and will submit traffic management plan to the Supervision Consultant for approval. The factors requiring special attention should be;

. Pre-project traffic flow pattern . Total directional traffic volume . Type of traffic (Light and Heavy) . Size of the vehicles involved in the project activities and their turning radii. . Estimated project site traffic . Viability of alternate route . Selection of route for arranging/shifting of construction equipment from original destination to project site . Road conditions . Rainfall and flood pattern and probability . Coordination with the local traffic police and other Government and Private sector organizations

Environmental Impact Assessment (oo) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

4.4. Management of Access Routes

It is important to manage public access routes during construction because it can cause delay to local traffic and create a safety hazard both on and offsite. People working and living near the project work site would be annoyed by the emissions, noise and visual intrusion of queuing vehicles. Some important factors involved in access routes and site traffic are as follows;

The use of public road for site access may be restricted in terms of;

. Vehicle size, width and type of load . Time limits . Parking . Pedestrian conflicts Contractor should have consultation with the local police or local authority to address these issues and to effectively manage them before the beginning of the construction.

4.5 Contractor’s Obligations

The traffic management plan of the Contractor should be safe enough so that heavy vehicular transportation for construction activities do not hinder the normal traffic and safe movement of the vehicles, people, animals and wildlife must be ensured. It will be sole responsibility of Contractor and Project Environment and Social Management Unit (PESMU). The Contractor obligation must include the display of traffic signs according to the need to divert the traffic volume and to guide the road users in advance. The traffic sign, traffic light should be placed from any diverting route or road marking.

The Contractor should consider the environmental and social impacts of the traffic during construction. It will be sole responsibility of the Contractor to implement a plan which produces minimum nuisance to the local people and to the environment (trees, birds, rodents, wildlife and pet animals etc.). Safety of the people as well as flora and fauna should be given due importance.

Environmental Impact Assessment (pp) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure IX: Pictorial Presentation

Information Disclosure and Consultation with District Forest Officer Dera Ismail Khan

Information Disclosure and Consultation with District Agriculture Officer Dera Ismail Khan

Environmental Impact Assessment (qq) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with District Officer Environment Dera Ismail Khan

Information Disclosure and Consultation with District Education Officer Dera Ismail Khan

Environmental Impact Assessment (rr) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with District Officer Fisheries Dera Ismail Khan

Information Disclosure and Consultation with District Officer Livestock Dera Ismail Khan

Environmental Impact Assessment (ss) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with Community at Barak, Dera Ismail Khan

Information Disclosure and Consultation with Community at Moazam , Dera Ismail Khan

Environmental Impact Assessment (tt) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with District Wildlife Officer Dera Ismail Khan

Information Disclosure and Consultation with District Agriculture Officer Mianwali

Environmental Impact Assessment (uu) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with District Officer Environment Mianwali

Information Disclosure and Consultation with District Officer Fisheries Mianwali

Environmental Impact Assessment (vv) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with Assistant Commissioner Mianwali

Information Disclosure and Consultation with GM Maple Leaf Cement Factory Mianwali

Environmental Impact Assessment (ww) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with District Wildlife Officer, Mianwali

Information Disclosure and Consultation with Community at Pai–Khel, Mianwali

Environmental Impact Assessment (xx) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with Community at DaudKhel, Mianwali

Information Disclosure and Consultation with Community at Dilewali, Mianwali

Environmental Impact Assessment (yy) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with District Wildlife Officer Attock

Information Disclosure and Consultation with District Agriculture Officer Attock

Environmental Impact Assessment (zz) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Information Disclosure and Consultation with Community at Langrial, Attock

Information Disclosure and Consultation with Community at Rawal, Attock

Environmental Impact Assessment (aaa) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Environmental Impact Assessment (bbb) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Annexure – XII: Lab Reports of Water Quality, Air Quality and Noise Level

Environmental Impact Assessment (ccc) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Environmental Impact Assessment (ddd) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

Environmental Impact Assessment (eee) March 2017 Feasibility Study of New Four Lane Motorway from MM Pakistan (Pvt.) Ltd. Yarak at N55 to Hakla at M1

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Environmental Impact Assessment (fff) March 2017