Master Changan Motor Auto Manufacturing Plant

ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Master Changan Motor Auto Manufacturing Plant

Final Report February, 2021 Ref: EIA/01/02/21

EMC PAKISTAN PVT. LTD. 503, Anum Estate, Opp. Duty Free Shop, Main Shahrah-e-Faisal, Karachi. Phones(+) 9221- 34311466, 34382860, Fax : (+) 9221-34311467. E-mail : [email protected], [email protected] Website : www.emc.com.pk

Disclaimer: This report has Attorney – Client Privilege. EMC Pakistan Private Limited has prepared this report in accordance with the instructions of Master Changan Motors Ltd for their sole and specific use. Any other persons who use any information contained herein do so at their own risk. This report cannot be used in the court of law for any negotiation or standardization. © EMC Pakistan Private Limited 2021.

Environmental Impact Assessment (EIA) i “Master Changan Motor Auto Manufacturing Plant”

Executive Summary Master Changan Motors Ltd (hereinafter referred as Project Proponent) intends to establish a Master Changan Motor Auto Manufacturing Plant (MCMAMP), Bin Qasim Town, Karachi. The proponent has commissioned the services of EMC Pakistan (Pvt) Ltd to conduct the Environmental Impact Assessment (EIA) of the project. Master Changan Motor Ltd plans to set up an automobile manufacturing plant Plot No. DSU-40 to DSU-44, Downstream industrial Estate Pakistan Steel, Karachi. Master Changan Motor Limited is the manufacturer in Pakistan for leading Commercial Vehicles from China including world renowned Foton (Light Duty Truck and Heavy- Duty Truck) and Yuejin. It will produce a wide range of Commercial Vehicles from 1.5 Ton loading capacity to 60 Ton GCW Prime Mover. For this purpose, 25 acres of land has been purchased with already constructed working sheds, boundary wall and other civil structures. Location of the Project within Downstream industrial Estate Pakistan Steel in Bin Qasim is shown in the figure below;

Figure Ex 1: Location Map of the Project Being classified under Schedule II of the Sindh EPA (Review of IEE/EIA) Regulation 2014, an Environmental Impact Assessment (EIA) of the project has been carried out to meet the environmental assessment requirements. The assembling of motor vehicles can potentially create a number of E&S risk issues. Most of these risks are associated with harmful substances, which are used during the manufacturing process as well as hazards arising from waste and emissions.

Environmental Impact Assessment (EIA) ii “Master Changan Motor Auto Manufacturing Plant”

This EIA study was carried out to assess the environmental impacts during the siting, construction and operational phase Master Changan Motor Auto Manufacturing Plant in Karachi, Sindh. The assessment was carried out according to the requirements of Sindh Environmental Protection Act 2014 and all applicable national & international standards. The baseline environmental and socioeconomic information was collected from a variety of sources, including reports of previous studies, published literature, and field survey (primary information). The information collected was used to develop baseline conditions of project area with respect to the natural, socioeconomic, and cultural environments likely to be affected by the project. The proposed project activities were reviewed, and an assessment made of the potential impact of these activities on the area’s natural, socioeconomic, and cultural environments is also described in this report. Where appropriate, mitigation measures were recommended to keep the adverse environmental impact within the acceptable limits. The findings of impact assessment and visual inspections of existing environment of the project area in the present scenario indicates following main impacts along with simultaneous relevant and appropriate mitigation measures: ▪ The majority of the emissions to air generated during motor vehicle assembly are volatile organic compounds (VOCs) emitted from painting and finishing operations (paint storage, mixing, applications, and drying). The emissions are primarily organic solvents, which are used as carriers for the paint and solvents used for cleaning equipment between color changes and to clean spray booths. The project has provision for Installation of abatement technologies to minimize exposure to hazardous substances and to control the release of emissions, e.g., enclosure of equipment, use of appropriate ventilation with filters, gas balancing systems, cyclones, and wet or alkali scrubbers ▪ Inadequate control or accidental releases of hazardous substances on site or in transit may result in significant environmental impacts in relation to soil, groundwater and surface water contamination and occupational health and safety, e.g., disposal of empty drums and packaging of fuel and chemicals. Chemicals with different hazard symbols will not be stored together - clear guidance on the compatibility of different chemicals will be obtained from the Materials Safety Data Sheets (MSDS) which would be readily available from the manufacturer and on site. It will be ensured that the chemicals are stored in a dedicated, enclosed and secure facility with a roof and a paved/concrete floor. Chemical tanks will be completely contained within secondary containment such as bunding. ▪ There are several areas with a potential to contaminate waters via accidental discharge to drains and sewers or onto ground. These include gun wash within the paint gun cleaning unit, residues from solvent-containing paint, waste gun cleaner or dirty water from wet filters (where used). There should be no open drains or sinks where solvent materials are being handled or stored. Other liquid waste includes paint overspray caught by emissions control devices and unused paint. Plant effluent and wastewater will be routed through Wastewater treatment plant before discharging into allocated sewer.

Environmental Impact Assessment (EIA) iii “Master Changan Motor Auto Manufacturing Plant”

▪ Solid wastes may arise from several sources during assembly and the majority of wastes by volume result from packaging - reusable or disposable. Reusable packaging covers metal racks, bins and containers and disposable packaging covers wood pallets, cardboard, plastic, polystyrene and polythene film. All hazardous and non-hazardous wastes will be disposed of through EPA approved contractor. ▪ Motor vehicle assembly plants use energy throughout the plants for many different end-uses. The main energy types used on-site are electricity, steam, gas and compressed air. Paint shops are major energy consumers. Energy is used to condition the air for the painting and drying steps, and for treatment of the emissions and for ventilation. The proponent is committed to monitor and target energy usage and implement behavioral change programmes. ▪ Chemicals involved in the motor vehicle assembly may have a wide range of hazardous effects, including being toxins, carcinogens or highly corrosive upon skin contact. Direct skin and eye exposure to and/or inhalation of hazardous chemicals can result in health impacts for workers. Prolonged exposure over years can induce chronic health effects. Prior to the commencement project, the Environment, Health and Safety (EHS) specialists will develop Occupational Health and Safety Plan (OHSP). ▪ Vehicle assembly plant can be noisy work places due to the high level of use of machinery. Transport of products by road may also generate noise. The proponent will ensure provision of personal protective equipment (PPE) that is fit for the task to prevent injury and maintain hygiene standards. Staff will be trained in the correct selection, use and maintenance of PPE, and put in place measures to encourage/ mandate its use. Enclose noisy machines to isolate people from the noise where practicable. ▪ Project site has no sensitive areas such as protected sites including wildlife sanctuaries, game reserves or national parks, or any archaeological, historical or cultural heritage in its neighborhood; as such its siting would have no sensitivity in this regard. Screening of potential impacts suggests that the construction and Operation of &M of Greenfield Auto Manufacturing Plant in Downstream industrial Estate Pakistan Steel, on adoption of the suggested mitigation measures, be an environmentally acceptable proposition and will be an add-on in the production capacity of the facility. Careful implementation of the Environmental Management Plan (EMP) will ensure that the environmental impacts are proportionally managed and minimized and the project proponent meets all statutory requirements. There are two essential recommendations that need to be followed to ensure that the environmental impacts of the project are successfully mitigated. The proponent shall ensure that: ▪ All mitigation, compensation and enhancement measures proposed in this EIA report are implemented in full, as described in the document; ▪ The Environmental Management Plan is implemented in letter and spirit. It is recommended that the EIA be approved with the condition that recommendations given in the EIA and NOC will be duly followed by the proponent.

Environmental Impact Assessment (EIA) Contents “Master Changan Motor Auto Manufacturing Plant”

Table of Contents 1 Introduction ...... 1 1.1 General ...... 1 1.2 Project Proponent ...... 1 1.3 Project Environmental Consultant ...... 1 1.4 Master Changan Motor – The Proponent ...... 1 1.5 Company Vision and Mission ...... 2 1.6 Project in Brief ...... 4 1.7 Location of the Project ...... 4 1.8 Justification and Categorization of Project ...... 6 1.9 Scope of EIA Study ...... 8 1.10 Methodology Adopted for EIA ...... 8 1.10.1 Scoping ...... 8 1.10.2 Review of Legislation and Guidelines ...... 9 1.10.3 Baseline Data Collection ...... 10 1.10.4 Screening of Project Alternatives ...... 11 1.10.5 Identification of Aspects...... 11 1.10.6 Impact Assessment & EMMP ...... 11 1.10.7 Documentation & Review ...... 12 1.11 Organization of the EIA Report ...... 12 1.12 EIA Team ...... 13 2 Description of Project...... 14 2.1 Plant Details ...... 14 2.2 Process Details ...... 14 2.3 Flow of Automotive Manufacturing Process ...... 16 2.4 Machinery & Raw Materials ...... 17 2.4.1 Raw materials ...... 17 2.4.2 Machines ...... 20 2.5 Facilities and Support Services ...... 21 2.5.1 Fire Fighting ...... 21 2.5.2 Water Supply and Consumption ...... 21 2.5.3 Wastewater Management ...... 21 2.5.4 Electricity ...... 21 2.5.5 Gas Supplies ...... 21 2.5.6 Use of Chemicals and Flammable Liquids ...... 21 2.6 Waste Disposal Methods ...... 22 2.7 Workforce Requirement ...... 23 3 Policy, Legal and Regulatory Framework...... 24 3.1 National Environmental Policies and Laws ...... 24

Environmental Impact Assessment (EIA) Contents “Master Changan Motor Auto Manufacturing Plant”

3.1.1 National Conservation Strategy, 1992 ...... 24 3.1.2 Mid-term Review of NCS: Key Findings...... 25 3.1.3 Biodiversity Action Plan, 2000 ...... 26 3.1.4 National Environmental Policy, 2005 ...... 26 3.2 National and Provincial Legislation ...... 27 3.2.1 18th Amendment to the Constitution of Pakistan and the Status of Sindh Environmental Protection Agency (SEPA) ...... 27 3.2.2 Sindh Environmental Protection Act, 2014 ...... 27 3.2.3 Sind Environmental Protection Agency (Review of IEE/EIA) Regulations, 2014 .. 29 3.2.4 Sindh Environmental Quality Standards (SEQS), 2016 ...... 29 3.2.5 Hazardous Substance Rule, 2014 ...... 33 3.2.6 The Sindh Wildlife Protection, Preservation, Conservation and Management Act, 2020 ...... 33 3.2.7 Sindh Factories Act, 2015 ...... 33 3.2.8 Sindh Factories Rules, 1975 ...... 34 3.2.9 Land Acquisition Act, 1894 ...... 34 3.2.10 The Forest Act, 1927 ...... 34 3.2.11 Sindh Cultural Heritage (Preservation) Act, 1994 ...... 35 3.2.12 Pakistan Penal Code, 1860 ...... 35 3.2.13 Self-Monitoring and Reporting by Industry Rules, 2014 ...... 35 3.2.14 Pakistan Environmental Assessment Procedures, 1997 ...... 35 3.3 International Conventions and Guidelines ...... 35 3.3.1 IUCN Red List...... 35 3.3.2 The Convention on Biological Diversity, 1992 ...... 36 3.3.3 The Convention of Conservation of Migratory Species of Wild Animals, 1979 .. 36 3.3.4 The Convention on Wetlands of International Importance, Ramsar 1971 ...... 36 3.3.5 Convention on International Trade in Endangered Species of Wildlife Fauna and Flora ...... 37 4 Environmental and Social Baseline ...... 38 4.1 The Macro-environment: District Malir ...... 38 4.2 The Microenvironment of the Project: MCMAMP ...... 39 4.3 Physical Environment of District Malir ...... 42 4.3.1. Geology and Soils ...... 43 4.3.2. Soil Conditions ...... 45 4.3.3. Hydrology of the Project Area ...... 47 4.3.4. Surface and Ground Water Quality ...... 51 4.3.5. Solid Waste Management ...... 56 4.3.6. Seismicity ...... 57 4.3.7. Climate ...... 58 4.3.7.1 Temperature ...... 58 4.3.7.2 Precipitation ...... 60 4.3.7.3 Wind Speed & Direction ...... 60 4.3.7.4 Humidity ...... 61 4.3.8. Ambient Air Quality ...... 62

Environmental Impact Assessment (EIA) Contents “Master Changan Motor Auto Manufacturing Plant”

4.3.9. Ambient Noise Quality ...... 62 4.4 Biological Environment ...... 63 4.4.1. Microenvironment ...... 63 4.4.2. Traffic Conditions ...... 65 4.3.7.5 Results of Traffic Survey ...... 66 4.5 Socio-Economic Baseline of Master Changan Motor Auto Manufacturing Plant 68 4.5.1 Overview ...... 68 4.5.2 Macro-environment: District Malir ...... 68 Administrative Context ...... 68 5 Public/ Consultation ...... 73 5.1 Objectives and Overview ...... 73 5.2 Identification of Stakeholders ...... 74 5.3 Consultation Approach & Methodology ...... 76 5.4 Consultation Feedback ...... 76 6 Screening of Alternatives ...... 79 7 Potential Environmental Impacts and Mitigation Measures ...... 80 7.1 Screening of Impacts during the Construction Phase ...... 82 7.1.1 Seismic Impact ...... 83 7.1.2 Impacts on Air Quality ...... 83 7.1.3 Noise Impact ...... 85 7.1.4 Blocked Access ...... 85 7.1.5 Soil Contamination ...... 85 7.1.6 Waste Management...... 86 7.1.7 Impact on Water Resources ...... 86 7.1.8 Occupational Health and Safety ...... 87 7.1.9 Community Health and Safety ...... 89 7.1.10 Impacts on Ecology ...... 90 7.2 Screening of Potential Impacts during Operation Phase ...... 90 7.2.1 Impact on Air Quality ...... 91 7.2.2 Indoor Air Quality in Body Shops and Component Manufacturing Shops with Welding and Joining Operations ...... 94 7.2.3 Indoor Air Quality and Emissions of Assembly Shop ...... 122 7.2.4 Air Quality, Emissions and Effluent Discharge of Paint Shop ...... 135 7.2.5 Noise ...... 144 7.2.6 Soil Contamination ...... 145 7.2.7 Waste Stream & Sludge ...... 145 7.2.8 Surface Water and Groundwater ...... 145 7.2.9 Vegetation and Fauna ...... 146 7.2.10 Solid and Hazardous Waste ...... 146 7.2.11 Transportation and Traffic ...... 147 7.2.12 Possible Impacts due to Hazardous Substances on Site ...... 147

Environmental Impact Assessment (EIA) Contents “Master Changan Motor Auto Manufacturing Plant”

7.2.13 Occupational Health and Safety Aspects ...... 150 7.2.14 Transportation of Produced Vehicle Units ...... 153 7.3 Socioeconomic Impacts ...... 154 7.4 International Finance Corporation (IFC)’s Environment, Health and Safety (EHS) Guidelines ...... 155 8 Environmental Management Plan (EMP) ...... 158 8.1 Objectives of Environmental Management Plan ...... 158 8.2 Purpose of EMP ...... 158 8.3 EMP Process ...... 158 8.4 Management Approach ...... 159 8.5 Maintenance of EMP ...... 159 8.6 Organizational Structure for Safety, Health & Environmental Management 160 8.7 Roles and Responsibilities ...... 160 8.7.1 Manager Operations ...... 160 8.7.2 SHE Manager ...... 161 8.7.3 SHE Officer ...... 161 8.8 Environmentally Sound & Safe Working Procedures ...... 161 8.9 Identification of Safe Environmental Aspects ...... 162 8.10 Environmental Management ...... 162 8.11 Emergency Response Plan ...... 163 8.12 Environmental Management Program ...... 163 8.13 Environmental Monitoring Program ...... 181 9 CONCLUSION ...... 184

Annexure Annex – I : Environmental Testing reports Annex – II : Sindh Environmental Quality Standards, 2016

Environmental Impact Assessment (EIA) 1 “Master Changan Motor Auto Manufacturing Plant”

1 Introduction

1.1 General This document presents the findings of an Environmental Impact Assessment (EIA), carried out by EMC Pakistan Pvt. Limited for the proposed Automotive Manufacturing Plant by Master Changan Motor Ltd. at Plot No. DSU-40 to DSU-44, Downstream industrial Estate Pakistan Steel, Karachi. The EIA report conforms to the requirements of Section 17 of the Sindh Environmental Protection Act, 2014, which says; “No proponent of a project shall commence construction or operation unless he has filed with the Agency an initial environmental examination or environmental impact assessment, and has obtained from the Agency approval in respect thereof.”

1.2 Project Proponent The project proponent is Master Changan Motor LTD. Registered/Head Office Address: Master House, 5th Floor, 54, Dar-ul-Aman Cooperative Housing Society, Main Shahrah-e-Faisal Road, Karachi Factory Address: Plot No. 58 & 59, N.W.I Zone, Port Qasim Karachi Contact Info: Tel: +92-21-34720101-06 / 0306-1627837, Email: [email protected] www.chanqan.com.pk

1.3 Project Environmental Consultant EMC Pakistan Pvt. Ltd. 503, Anum Estate, Opp. Duty Free Shop, Main Shahrahe Faisal, Karachi Phones: 9221-4311466, 34321532, Fax: 9221-4311467. E-Mail: [email protected], [email protected]

1.4 Master Changan Motor – The Proponent Master Group has the honor and dignity to complete 50 years celebrating golden jubilee. The flagship company Master Enterprises (Pvt) Ltd established in the year 1963 and with a passage of time the Group entered with diversified industries and emerged

Environmental Impact Assessment (EIA) 2 “Master Changan Motor Auto Manufacturing Plant”

as one of the leading Industrial group in the country with a modern and realistic approach towards growth through innovative technology and quality manufacturing. Master Changan Motor Limited product philosophy has always leaned towards manufacturing improved products, researching new applications and developing production techniques. Master Changan Motor Limited mission is to blend corporate objectives, business ethics and manufacturing excellence to maintain and expand on this leadership.

1.5 Company Vision and Mission Mission Statement: The mission statement of Master Changan Motor Limited is to assemble / manufacture excellent quality, competitively priced Light & Heavy Commercial Vehicles including buses in Pakistan with maximum indigenization and offer sound after sales service. MASTER CHANGAN MOTOR LIMITED basic aim is to benefit the customers, employees and shareholders, and to fulfill our commitment to the society MASTER CHANGAN MOTOR LIMITED will always conduct ourselves with integrity and strive to be the best. Vision & values: To be recognized as a leading organization that values customer needs and provide best logistics, travelling solutions with customer care. ▪ Credibility, integrity and honesty. ▪ Straight forward business dealings. ▪ Work as a worship. ▪ Spirit of social service and human respect. ▪ The marketing strategy of Master Motor Corporation (Pvt) Limited is to establish its products as high quality, dependable that meets confidence and trust both in terms of specifications and reliability. ▪ The strategy would aim at achieving highest customer satisfaction through after sales service and availability of spare parts in every part of the country. ▪ Committed on Safety First. Objectives of Master Changan Motor Limited ▪ Build high quality and affordable vehicles, to meet the demand of the Pakistani customers. ▪ Provide high quality of after sales services including immediate availability of Spare Parts. ▪ Efficient dealer network to provide best customer service and support all over Pakistan. ▪ Achieve the deletion level as per Government’s policies defining deletion program. ▪ Realize high resale value for the vehicles produced by Master Changan Motor Limited. ▪ Corporate philosophy is based on business ethics and reciprocity of understanding. ▪ To lay a foundation on which we can build lasting relationships with our partners at home and aboard.

Environmental Impact Assessment (EIA) 3 “Master Changan Motor Auto Manufacturing Plant”

Corporate Philosophy ▪ Corporate philosophy is based on business ethics and reciprocity of understanding ▪ To lay a foundation on which we can build lasting relationships with our partners at home and aboard. ▪ Credibility, integrity and honesty. ▪ Straight forward business dealings. ▪ Work as a worship. ▪ Spirit of social service and human respect. ▪ The marketing strategy of Master Changan Motor Limited is to establish its products as high quality, dependable that meets confidence and trust both in terms of specifications and reliability. ▪ The strategy would aim at achieving highest customer satisfaction through after sales service and availability of spare parts in every part of the country. Quality Policy ▪ Master Changan Motor Limited are committed to developing long term relationships with our customers. ▪ To do this effectively and constantly, Master Changan Motor Limited shall strive ▪ To be a market leader by providing quality products. ▪ To meet customers’ requirements at competitive prices. ▪ Provide strong technical after sale service support. ▪ Cultivate brand loyalty in our customers by virtue of our high standard of quality control. ▪ Promote activities for continuous improvements and productivity. ▪ To be cost effective so as to remain competitive. ▪ Serve the best interests of our customers, employees and Master Changan Motor Limited. ▪ Continually improve quality management systems in line with the company’s objectives and targets which are established on regular basis. The policy and objectives are compatible with the context and strategic direction of organization. ▪ Comply with statutory and regulatory requirement, where applicable. Compliance Policy In line with FOTON vision of implementing best business practice across all its business partners, Master Changan Motor Limited is pleased to announce that it has established a Local Compliance System. The main objective of this compliance System is to implement the best ethical business practice in all business processes and procedures at Master Changan Motor Limited. By establishing a Local Compliance System, Master Changan Motor Limited ensures that all business processes will follow the local laws, rules & regulations for fair business and related internal policies & guidelines. Ethical Business practice In line with Daimler AG/MFTBC vision of implementing best business practice across all its business partners, Master Changan Motor Limited is pleased to announce that it has established a Local Compliance System.

Environmental Impact Assessment (EIA) 4 “Master Changan Motor Auto Manufacturing Plant”

The main objective of this compliance System is to implement the best ethical business practice in all business processes and procedures at Master Changan Motor Limited. By establishing a Local Compliance System, Master Changan Motor Limited ensures that all business processes will follow the local laws, rules & regulations for fair business and related internal policies & guidelines.

1.6 Project in Brief Master Changan Motor Ltd plans to set up an automobile manufacturing plant Plot No. DSU-40 to DSU-44, Downstream industrial Estate Pakistan Steel, Karachi. Master Changan Motor Limited manufacturer in Pakistan for leading Commercial Vehicles from China including world renowned Foton (Light Duty Truck and Heavy-Duty Truck) and Yuejin. It will produce a wide range of Commercial Vehicles from 1.5 Ton loading capacity to 60 Ton GCW Prime Mover. For this purpose, 25 acres of land has been purchased with already constructed working sheds, boundary wall and other civil structures.

Open space and already constructed Sheds

1.7 Location of the Project The project is located inside the Downstream industrial Estate Pakistan Steel, Bin Qasim Town, in southeast of the Karachi city. The project site comprises 25 acres of land. Major industrial units near the plant include Pak Suzuki Moto Co. Ltd and a cluster of Auto Parts Vendors. Arabian Sea Country Golf Club is located east of the MCMAMP. The site is located about 05 km from Port Muhammad bin Qasim, 4 km from National Highway (N5) and about 35 km from commercial downtown of Karachi city. The detailed project location map is provided in figure 1.1. The coordinates of the proposed project site are as follows; Table 1.1: Coordinates of the Project Site Point Coordinates P1 24°49'40.92"N 67°20'24.40"E P2 24°49'36.37"N 67°20'24.42"E P3 24°49'41.05"N 67°20'46.43"E P4 24°49'35.42"N 67°20'46.92"E

Environmental Impact Assessment (EIA) 5 “Master Changan Motor Auto Manufacturing Plant”

Fig 1.1: project location map

Environmental Impact Assessment (EIA) 6 “Master Changan Motor Auto Manufacturing Plant”

1.8 Justification and Categorization of Project Environmental Impact Assessment (EIA) of Auto Plant Project has been carried out in compliance with the mandatory requirement of Section 17 of Sindh Environmental Protection Act (SEPA), 2014 which requires that: “No Project shall commence construction or operation unless it has filed with the Agency an Initial Environmental Examination (IEE) or Environmental Impact Assessment (EIA) and has obtained from Agency approval in respect thereof. SEPA shall review the IEE & EIA and accord approval subject to such terms and conditions as it may prescribe or require.” The Sindh Environmental Protection Agency (Review of EIA/IEE) Regulations 2014 define Schedules (I & II) of projects falling under the requirement of IEE or EIA. This EIA Study has, for environmental classification of the Project into Category A or B, taken account of the requirements of the Sindh Environmental Protection Agency (Review of EIA/IEE) Regulations 2014 which define Schedules (I & II) as follows: Schedule I: A project falls in Schedule I if it is likely to have adverse environmental impacts, but of lesser degree or significance than those for category ‘A’ and all the mitigation measures to handle the impact is manageable. Such types of projects need IEE report including EMP. Schedule II: Projects are categorized in Schedule II if they generate significant adverse environmental impacts that require a comprehensive management plan, or if the project is located within or passes through: a) Areas declared by the Government of Pakistan as environmentally sensitive (National Parks/Sanctuaries/Game Reserve), b) Areas of international significance (e.g. protected wetland as designated by the RAMSAR Convention), or c) Areas designated by the United Nations Educational, Scientific, and Cultural Organization (UNESCO) as cultural heritage sites. Construction of new Auto Manufacturing Plant Project falls in Schedule II requiring an EIA. Therefore, following EIA has been developed to evaluate the environmental impact of proposed Project under guidelines of Sindh Environmental Protection Act (SEPA), 2014. Figure 1.2 shows the EIA/IEE process in Pakistan.

Environmental Impact Assessment (EIA) 7 “Master Changan Motor Auto Manufacturing Plant”

Figure 1.2: EIA/IEE Process in Pakistan

Environmental Impact Assessment (EIA) 8 “Master Changan Motor Auto Manufacturing Plant”

1.9 Scope of EIA Study This EIA study aims to provide the environmental report of the proposed project to assess the impacts of its sitting on the existing physical, ecological and socioeconomic environment. The main rationale of the EIA study is to make sure that: ▪ Any major undesirable impact on the environment (physical, ecological and socioeconomic) during different phases i.e., construction, operation and decommissioning are identified, ▪ Harmful impacts, if any are correctly addressed and satisfactory mitigation measures are suggested for inclusion in the design, construction procedures and operations of the project, ▪ Severity of socioeconomic aspects is recognized, ▪ Environmental Management and Monitoring Plan (EMMP) for sustainable development and operation of the project is provided. This EIA report has appropriately recognized the environmental aspects and screened the potential impacts to make certain that the effects of proposed activities pertaining to construction and operation of the proposed auto manufacturing plant have been carefully assessed and mitigation measures are properly planned & implemented to keep environmental impacts under tolerable limits as prescribed by Sindh Environmental Protection Act (SEPA), 2014.

1.10 Methodology Adopted for EIA The Environmental Impact Assessment is based on simple comparative evaluation approach. Initially, the baseline or the profile of the project area was developed by gathering data, records and information on existing physical, ecological as well as socioeconomic environment. The same data was then projected or modelled for different phases of project, i.e., Design Stage (preconstruction), construction (includes Engineering, Procurement and Contracting (EPC)), and Operation and Maintenance (O&M) stages. The changes expected in the critical environmental aspects e.g., in the ambient environmental parameters that may be significant, were also identified. This led to the identification and evaluation of major impacts, for which corresponding effective mitigation measures are projected. Then the Environmental Management Plan (EMP) & Environmental Monitoring Program, which will be implemented during the construction and operation phases, are framed. This EIA study has adopted the following methodology for preparing this work: 1.10.1 Scoping A scoping exercise was undertaken to identify the potential issues that are to be considered in the environmental impact assessment. The scoping exercise included the following indispensable tasks: ▪ Data Compilation: A generic description of the activities relevant to this environmental assessment was compiled with the help of the Project proponent. ▪ Review of Published literature: All available published and unpublished information pertaining to the micro and macro environment of the study area was obtained

Environmental Impact Assessment (EIA) 9 “Master Changan Motor Auto Manufacturing Plant”

and reviewed. It included the earlier studies conducted in the study area, environmental and social baseline and impact assessment studies conducted by different consultants in past. Secondary data was very helpful in understanding the issues that were identified by other consultants. ▪ Review of applicable Legislation: Information on relevant legislation, regulations, guidelines, and standards was reviewed and compiled. ▪ Identification of potential impacts: The information collected in the above procedures was reviewed and potential environmental issues identified. ▪ Reconnaissance survey: An initial site visit was conducted to get an overview of site conditions and the surrounding areas. ▪ Stakeholder consultation: A stakeholder consultation was undertaken to document the concerns of the local community and other stakeholders, and to identify issues that may require additional assessment in order to address these concerns. Stakeholder consultation was conducted during the survey with following objectives: o To inform the Stakeholders, Communities and Project Affected Persons about the project o To gather feedback from primary and secondary stakeholders of project o To identify relevant potential issues, including the socioeconomic impact of the project, and corresponding mitigation measures. During the stakeholder consultation process for the project, following key considerations were focused: ▪ Identification of sensitive receptors in the area ▪ Concerns of the residents (Project Affected Persons, if any) ▪ Institutional Stakeholders

Fig 1.3: Consutation with Stakeholders 1.10.2 Review of Legislation and Guidelines National legislations, international agreements, environmental guidelines, and best industry practices were reviewed to set environmental standards that the proponent will be required to follow during different stages of the project. Sindh Environmental Protection Act 2014 and EIA/IEE Regulations, 2014 used during the study. Review of legislations included but not limited to the following: ▪ Policies and Legislation relevant to the project.

Environmental Impact Assessment (EIA) 10 “Master Changan Motor Auto Manufacturing Plant”

▪ Complementary legislation applicable to project for sustainable management of the environment covering land, water resources and water quality, atmospheric emissions. ▪ Administration: identification of relevant organization with its role and responsibility and make clear the approval process with its average time schedule though visit to relevant organization and reviewing documents. 1.10.3 Baseline Data Collection Detailed environmental baseline surveys were conducted to collect primary data on the Project Area to help identify sensitive receptors. The primary data were examined and compared with secondary data available from earlier environmental studies in the region. The scope of survey included collection of information on following key aspects: 1. To confirm baseline data including Biophysical of the Project Area including the following items with their seasonal variability: ▪ Climate and Rainfall ▪ Air Quality ▪ Noise Quality ▪ Topography ▪ Soil ▪ Geomorphology/Geology ▪ Hydrology ▪ Vegetation ▪ Agriculture ▪ Livestock ▪ Fauna 2. To confirm baseline data including Socio-Economic Environment of the Project Area including the following items with their seasonal variability ▪ Administrative Division ▪ Demography and Settlement ▪ Socio-Economic Activities ▪ Land use and National Resources Management in the Project area ▪ Existing Infrastructure and Social Services 3. Preliminary Groundwork Investigations: To carry out preliminary groundwork investigations for having an over view of the project area, existing infrastructure socio-economic activities.

Environmental Impact Assessment (EIA) 11 “Master Changan Motor Auto Manufacturing Plant”

Fig 1.4: Baseline surveys for field data collection 1.10.4 Screening of Project Alternatives Possible project alternatives are screened for their practicality and viability. The reasons or justification for acceptance or refusal of any of the alternative is discussed. 1.10.5 Identification of Aspects Identification of environmental aspects and their significance is fundamentally important for determination of severity of incidence of impacts at different stages of the project. This step is aimed at obtaining an inventory of the aspects. The aspects identified during this step cover all activities in order to determine those which have or can have significant impact on the environment. 1.10.6 Impact Assessment & EMMP Environmental experts at EMC analyzed and assessed the anticipated impacts that are likely to arise due to the identified aspects. Each of the potential impacts identified during the scoping session was evaluated using the environmental, socioeconomic, and project information collected. Air quality Modeling was undertaken to forecast the impact of gaseous emissions. In general, the impact assessment discussion covers the following aspects: ▪ Present baseline conditions ▪ Potential change in environmental parameters due to project ▪ Prediction of potential impacts ▪ Evaluation of the likelihood and significance of potential impacts ▪ Defining of mitigation measures to reduce impacts to as low as practicable ▪ Prediction of any residual impacts, including all long- and short-term, direct and indirect, and beneficial and adverse impacts ▪ Monitoring of residual impacts. An environmental management & monitoring plan (EMMP) was developed to oversee the environmental performance of the project and adoption of proposed mitigation measures. A monitoring plan has also been incorporated in the EMMP to monitor impact of all activities and performance of mitigation measures and to identify the residual impact if any, and also the positive/negative changes in the physical, and socioeconomic environment.

Environmental Impact Assessment (EIA) 12 “Master Changan Motor Auto Manufacturing Plant”

1.10.7 Documentation & Review This is the final step of the EIA study. The data generated during and for the study are compiled and examined by experts of the respective field. Sections of this report were prepared as the study progressed, by EMC office staff in consultation with experts. The report was finally reviewed by Team Leader, who analyzed the information, assessed the potential environmental impacts in the light of national and international guidelines, examined the alternatives in the light of observations on the field as well as meetings with the stakeholders, before organizing the Report in the present form.

1.11 Organization of the EIA Report Section 2 (Project Description) describes the Project activities including the project alternatives that were considered, and the reasons for their selection or rejection highlighted. Section 3 (Policy, Legal & Administrative Framework) briefly discusses existing national policy and resulting legislation for sustainable development and environmental protection, and then presents the legislative requirements that need to be followed while conducting the EIA. Section 4 (Environmental and Social Baseline) documents in detail the existing physical, environmental, biological, and socioeconomic conditions at the microenvironment and macroenvironment of the Project. Section 5 (Stakeholders Consultation) discusses in detail the methodology, procedure and outcome of consultation with potential stakeholders of the Project. Section 6 (Screening of Alternatives, Potential Impacts and Mitigation Measures). It presents the project alternatives that were considered and the reasons for their selection or rejection are highlighted. It also presents an assessment of the Potential Environmental Impacts on the physical, biological, and socioeconomic environment, besides the measures required to mitigate the negative impacts. Section 7 (Environmental Management & Monitoring Plan) presents the measures proposed for implementation of the environmental mitigation measures, and Section 8 (Conclusion and Recommendations) presents the overall findings, conclusions and recommendations of this EIA Study.

Environmental Impact Assessment (EIA) 13 “Master Changan Motor Auto Manufacturing Plant”

1.12 EIA Team Master Changan Motor LTD commissioned EMC Pakistan Private Limited for conducting the Environmental Impact Assessment (EIA) study of the Proposed Project to assess the likely environmental and social impacts that may result from Project activities and to identify the effective measures to mitigate potential negative impacts, if any. Consequently, EMC organized the following team to carry out the EIA study:

Table 1.2: List of EIA Team Members S. No. Name Position in the Team 1 Engr. Syed Nadeem Arif Project Director 2 Mr. Muhammad Haseeb Project Manager 3 Engr. Ahmed Zohair Environmental Engineer 4 Khurram Shams Khan Sr. Sociologist 5 Mr. Abdur Rauf HSE Advisor 6 Engr. Syed. M. Sohaib Tariq Environmental Engineer 7 S.M. Zaman Geologist 8 Mr. Wajai Kumar Sociologist

Environmental Impact Assessment (EIA) 14 “Master Changan Motor Auto Manufacturing Plant”

2 Description of Project

Master Changan Motor Ltd plans to set up an automobile manufacturing plant at Plot No. DSU-40 to DSU-44, Downstream industrial Estate Pakistan Steel, Karachi. Master Changan Motor Limited is the manufacturer in Pakistan for leading Commercial Vehicles from China including world renowned Foton (Light Duty Truck and Heavy- Duty Truck) and Yuejin. It will producce a wide range of Commercial Vehicles from 1.5 Ton loading capacity to 60 Ton GCW Prime Mover. For this purpose, 25 acres of land has been purchased with already constructed working sheds, boundary wall and other civil structures.

2.1 Plant Details The proposed production capacity of facility is 15,000 units/anumm/shift. ▪ Production of CKD vans & trucks and construction of facility’s ancillary areas. ▪ Production line activities at MCM CKD automotive production facility includes: welding of panels, primer and paint coating, sanding, chassis, wiring harness, trim and other installations. ▪ Construction activities at MCM CKD automotive production facility includes: Construction of finished goods yard, executive block & parking yard, flammable’s storage area, worker’s canteen & mosque, waste water treatment unit and fire ring & hydrants. There are permanent employees and contract employees at the plant working in shifts. Following are the main operational areas at the plant: 1. Stamping Shop 2. Welding Shop 3. Paint Shop area 4. Trim line area 5. CKD/Local store unpacking 6. Production line inspection area 7. Ware house area 8. Assembly Shop 9. Vehicle checking Performance area 10. Assembled vehicle area. 11. Finished vehicle parking lot 12. Vehicle Loading area.

2.2 Process Details The Master Changan Motor Limited is an automobile assembling; manufacturing company. Facility process includes trimming, assembling, painting & checking performance of light and heavy trucks, Master Foton, Master grenade Super, Master Bus line, Ambulances, Ariel Platform, commercial vehicles.

Environmental Impact Assessment (EIA) 15 “Master Changan Motor Auto Manufacturing Plant”

Figure 2.1: Plant Layout of Master Changan Motor Limited

Environmental Impact Assessment (EIA) 16 “Master Changan Motor Auto Manufacturing Plant”

2.3 Flow of Automotive Manufacturing Process Particulars of the sequential flow have been detailed below;

1. Welding Shop for Spot, CO2 & Arc welding of the Body components clamped in the Jigs & Fixtures to form the White Body prior to Painting. The Doors, Hood and Boot Inner and Outer panels are also hemmed using hemming tools and dies.

a. The matting parts are also brazed / soldered at the White body stage to fill the welding gaps and give smooth non-porous surface.

b. Pre-treatment of White Body to remove rust, Oil and dust through dipping, rinsing and shower of Pretreatment Phosphate / Chrome based Chemicals, De- ionized water to prepare the White Body for Painting.

2. Cathodic Electro Deposition of Paints as the First protective layer of the body. Through CED the paint gets deposited in every nook and corner of the vehicle body to give the rust protection.

a. CED body is baked to give required hardness to the paint. Dry / Wet Sending of the body to remove any dust particles found on the body.

b. Spray painting of the body manually or through Painting Robots applying on case-to-case basis an intermediate coat (protective) paint or the Top / Final Coat (Decorative) coat of the paint. In case of metallic texture, a lacquer / clear coat is also applied.

c. Oven Baking of the coated body to give required hardness and gloss of the paint

d. Painted Body inspection and paint repairs for any defect found touch-up and localized Baking through infra-red lamps.

3. Start of Final Assembly, through multi-stage floor and elevated slat conveyors; on each station of the moving conveyor all major components.

4. The sub-assemblies are mounted (Radiator, Wiring Harness, seats, trims, dashboard, floor and Head Lining Roof, Muffler, Sub assembled Engine & Transmission, Axles etc. The major sub-assemblies are done side by side in Final Assembly shop prior to supply to Main Assembly Conveyor

5. The Front and Rear Wheels are also then fixed to bring the Final assembled vehicle off-line

6. The Off-Line Vehicle is then driven to a series of Inspection and Testing Equipment Comprising Side Slip Tester, Toe-in Toe-out, Engine Noise and Vibration Analyzer, Brake Tester, Exhaust Gas analyzer, Head Lamp tester for adjustment of beam, Marking of Checked nuts and Bolts and Finally the vehicle undergoes shower testing in an enclosed chamber where water is sprayed from different angles and at high velocity to check for water leakages.

Environmental Impact Assessment (EIA) 17 “Master Changan Motor Auto Manufacturing Plant”

7. Sample vehicles are drawn randomly for road tests on a vehicle proving ground within the plant premises. The track is made of various road grades and slopes including speed breakers for simulating the city road driving conditions

8. Finally checked vehicles are pasted with FC OK Stickers are passed on to CBU Yard for delivery after proper invoicing and sales certificate documentation.

2.4 Machinery & Raw Materials 2.4.1 Raw materials The main raw materials used in Vehicles assembling are metal plates, engines and related parts, plastics, glass, lamps, seats and covers, tyres, nuts and bolts etc. Various types of paints are used in the process and chemicals like thinners are used in the process. Engine oil, Transmission oil, Brake oil, Radiator Liquid, Window liquid, gasoline and diesel are used during the testing process.

Table 1.1: List if Raw Material Used

S.NO Shop Item Description

1 PAINT ES PRIMER THINNER FOR PLASTIC PARTS 2 PAINT ES PRIMER FOR PLASTIC PARTS 3 PAINT PRIMER SURFACER THINNER ES 4 PAINT PU THINNER ES (SOLID & CLEAR) 5 PAINT PU HARDENER 6 PAINT PRIMER SURFACER 7 PAINT STOVING THINNER ES 8 PAINT F1 PIGMENT PASTE (HT - 8000) 9 PAINT F2 RESIN EMULSION (HT - 8000) 10 PAINT ADDITIVE CA 11 PAINT ADDITIVE CB 12 PAINT ADDITIVE CZ 13 PAINT THINNER FO TRP PRIMER 14 PAINT PU PRIMER L. GREY A414-0721-4L-G 15 PAINT TRP-1 LIGHT GREY Common 16 CLEANING THINNER (Assy / Paint) 17 PAINT PU METALLIC SILVER (CHANGAN) 18 PAINT STOVING METALLIC SILVER (CHANGAN) 19 PAINT MAGICRON BASE COAT THINNER ES 20 PAINT MAGICRON CLEAR THINNER ES 21 PAINT SOFLEX METALLIC THINNER ES 22 PAINT MAGICRON CLEAR A608-4413-18K-D 23 PAINT SOFLEX CLEAR 24 PAINT STOVING METALLIC PEARL BLACK (CHANGAN) 25 PAINT PU METALLIC PEARL BLACK (CHANGAN) 26 PAINT POLYESTER STOVING WHITE (CHANGAN) 27 PAINT PU WHITE (CHANGAN)

Environmental Impact Assessment (EIA) 18 “Master Changan Motor Auto Manufacturing Plant”

Table 1.1: List if Raw Material Used

S.NO Shop Item Description

28 Body PENGUIN CEMENT 1081 L (333 ML) 29 Assy PENGUIN CEMENT # 560T (333ML) 30 Assy BUTYLE TAPE 8 MM 31 Assy BODY PRIMER 32 Body PENGUIN CEMENT # 2200 33 PAINT CAVITY SEALER 34 Assy GLASS PRIMER (150ML / BOTTLE) 35 PAINT CAVITY WAX 36 PAINT SOUND DEADENER (WHITE) SOLVENT NAPTHA 37 PAINT A840-1808-200L-DD Common 38 CLEANING THINNER (Assy / Paint) 39 Assy BRAKE OIL DOT-4 40 Assy ENGINE OIL SAE 15W40 ZIC X3 FOR CHANGAN ANTIFREEZE COOLANT ENGINE COOLANT) 41 Assy READY MIX 42 Body GRINDING DISC 4" 43 Body EMERY PAPER # 0 44 Body MIG WIRE 0.8MM. (CO2) 45 Body ORBITAL SAND PAPER P60. 5" 46 Assy BLIND REVIT 3.2MM (1000 PCS) 47 PAINT SANDING PAPER HSEETS # 2000 48 Body SANDING DISC 7'' P120. 49 PAINT ORBITAL SAND PAPER # 400 50 PAINT ORBITAL SAND PAPER # 240 51 PAINT TACK RAG CLOTH 52 PAINT SANDING STONE # 2000 53 Body SAND CLOTH 1NO. 54 PAINT SANDING PAPER HSEETS # 600 55 Body UNI GP DISC 56 PAINT PAINT REMOVER 57 PAINT SANDING PAPER HSEETS # 240 58 PAINT HIGH PITCH PAD 125MM 59 Body SANDING DISC P36, 7" 60 PAINT ORBITAL SAND PAPER # 600 61 Body FIBBER DISC P100 4''. Common 62 SEALING BRUSH 1" (Assy / Paint) 63 Body SANDING BELT (15X330MM.) 64 PAINT SANDING PAPER HSEETS # 400 Common 65 KEROSENE OIL (Body/Paint) 66 Body SPOT WELD SEALER (BOKWANG)

Environmental Impact Assessment (EIA) 19 “Master Changan Motor Auto Manufacturing Plant”

Table 1.1: List if Raw Material Used

S.NO Shop Item Description

AUTOMOTIVE SHOCK ABSORBING FILM (D-270) 67 Body 50×10×2.8) 68 Assy GEAR OIL 75W90 GL-4 69 Assy GAS R-134A FOR AIR CONDITION (DAIKIN) 70 Assy PETROL 71 PAINT HCL 30% 72 Assy ND OIL 8 (250ML) 73 PAINT ANTECORE OIL 40 74 PAINT COAGULATING CHEMICALS (SPRAY BOOTH) 75 PAINT IMPERIAL HAND GLAZE POLISH 3M 76 PAINT ACCELERATOR 77 PAINT ADDITIVE 4813 78 PAINT ADDITIVE 4856 79 PAINT ADDITIVE 4977 80 PAINT FINE CLEANER 4357A 81 PAINT FINE CLEANER 4357B 82 PAINT FINE CLEANER 4460-A 83 PAINT FINE CLEANER 4460-B 84 PAINT NEUTRELIZER 4055 85 PAINT PALBOND 3020M 86 PAINT PREPLINE 87 Body LEATHER GLOVES (WELDING) Common 88 COTTON GLOVES (All) 89 PAINT COTTON RAGS (WHITE) Common 90 COTTON RAGS (COLORED) (All) 91 Body CANVAS/LEATHER APRON 92 Body WELDING SLEEVES 93 Assy PAINT MARKER RED Common 94 COTTON TAPE 2" (Assy / Paint) 95 Assy PAINT MARKER BLUE COLOR 96 PAINT POLISHING PAD 7 " 97 Assy PAINT MARKER (YELLOW) 98 PAINT GLOVES NYLON/ NITRILE GLOVES 99 PAINT DUST CATCHING VARNISH 100 Assy ELFY (20 GRMS) 101 PAINT POLISHING COMPOUND MIRKA/ NEXA 102 PAINT LUBRICATION OIL GL-1 103 PAINT MASKING TAPE 2" 104 Body SAFETY GOGGLES. (TRANSPARENT) 105 Body FIBBER DISC P40, 4''. (PFERD) 106 PAINT GLOVES RUBBER

Environmental Impact Assessment (EIA) 20 “Master Changan Motor Auto Manufacturing Plant”

Table 1.1: List if Raw Material Used

S.NO Shop Item Description

107 PAINT TOUCH UP BRUSH 12" 108 Assy TAPE INSULATION 3/4" (PVC) 109 PAINT VINYLE TRANSPARENT HSEET (30~35 MICRON) 110 Body DRILL BIT DIA 3.5MM, (DORMER) 111 Body SAFETY HELMET (WHITE COLOR) 112 Body DRILL BIT DIA 4MM, (DORMER) 113 PAINT MESH PLASTIC # 200 114 PAINT MESH PLASTIC # 400 Common 115 KNIFE BLADE (Assy / Paint) 116 Body DRILL BIT DIA 7MM (DORMER) 117 Body DRILL BIT DIA 5MM (DORMER) 118 Body SAFETY GOGGLES. (FOR CO2 WELDING) 119 Body ORBITAL SAND PAPER P100. 5" 120 Body SANDING DISC 7'' P80. 121 PAINT MASKING TAPE 1" 122 PAINT MALMAL CLOTH 123 PAINT MICRO FIBER CLOTH 124 Body WELDING GLASS WHITE 125 Body WELDING GLASS BLACK 126 PAINT MASK PAPER 127 PAINT KNIFE CUTTER 128 PAINT GURR (RAW SUGAR) 129 PAINT CANVAS SHOES 130 PAINT SPRAY SUIT 131 PAINT URETHANE SPATULA 132 PAINT PETROLEUM JELLY 133 PAINT BROWN SUGAR 134 Body SOLDERING STICK 135 Assy SHAMPOO 250 ML 136 PAINT POLISHING COMPOUND 3M (05928) 2.4.2 Machines Conveyors, Welding machines, tools, wrenches, fasteners, various types of gauges are used in the Vehicle assembling process. Hot water generators are present and various ovens which are used for drying during the manufacturing activities. List of core machines is as per Table 1.2 below: Table 1.2: List of Core Machines AREA NAME OF MACHINE • Hood Luggage • Spot Weld System WELD SHOP Hemming • PLC Jigs • M-Tack

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Table 1.2: List of Core Machines AREA NAME OF MACHINE • Reciprocator (Auto • UF System Painting • Reverse Osmosis • Hanger System • Conveyor • Air Handling System PAINT SHOP • Oven Burner Supply and Exhaust • ED System • Clean Air Supply System • IR Lamp • RXT_ SWAT • Piston Pin Press • Brake Fluid Filling • FIPG ASSEMBLY SHOP • Chassis Hanger • MacPherson • Beam Lifter Manipulator • Wheel Balancer

2.5 Facilities and Support Services 2.5.1 Fire Fighting The facility will include a fire protection system which comprises fire hose reel, manual call points, Push bar doors, fire hydrants, fire pump, foam trolleys and fire extinguishers. Firefighting team is trained and evacuation plan, list of emergency numbers and fire fighters is displayed in all relevant areas of the facility. Main Fire Assembly Point will be located outside the building. 2.5.2 Water Supply and Consumption Water will be supplied through KWSB metered lines. The daily water consumption varies with the production. Generally, water usage per month will be 5000 m3 + Water Tanker 700 m3 (approximately). 2.5.3 Wastewater Management The facility will generate wastewater in the form of sanitary wastewater and process wastewater. Wastewater effluent treatment plant will also be developed. Monitoring of the wastewater will be carried out on quarterly basis as per the SMART rules to check the quality of wastewater in relation to SEQS. 2.5.4 Electricity The electricity requirement of Master Changan Motor plant will be fulfilled through K- Electric while the facility will also have 03 backup power gensets of capacity 1250 KVA, 500KVA, 200KVA. The average electricity load required is 3.5MW. 2.5.5 Gas Supplies RLNG will be planned to be used in the plant. It will be used in the gas ovens, generators, hot water generators. The average RLNG requirement is 1600 MMBTU. 2.5.6 Use of Chemicals and Flammable Liquids Various chemicals and paints will be used in the process. Gasoline and HSD will also be used in vehicle performance testing and will be stored in reservoirs in the facility.

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Thinners, paints and other chemicals will also be used in the manufacturing process which are stored in separate storage areas.

2.6 Waste Disposal Methods The plant will generate liquid waste from Paint shop through use of Chemicals in the Pre-treatment and Painting processes, the same will be treated through a dedicated Waste Water Treatment Plant (“WWTP”) of an estimated capacity of 150 cubic meters per day. The design parameters of the WWTP to meet SEPA effluent discharge Standards are as follows: 1) BOD = 80 mg/L 2) COD = 150 mg/L 3) TSS= 150 mg/L 4) Ni= 2 mg/L 5) Mn = 2 mg/L 6) Zn= 5 mg/L 7) TDS = 1000 mg/L

The disposal of treated sludge will be made through SEPA approved 3rd Party Contractor for incretion. The below table summarizes the effluent and wastage which is expected from the Project. The project Proponent will take all necessary measures to ensure the proper disposal of all wastage and be an environmentally friendly corporate citizen in Steel Mill industrial estate.

Table 2.3: Effluent/Waste Details Category Description Quantity / Mode of Pre- Mode of Disposal of effluent Day Treatment Effluent Process Approx. 50 Through Treated Effluent will be effluent m3/day Physical & used in landscaping. (Painting and Chemical Sludge will be disposed pre-painting Waste Water through SEPA certified process in Treatment waste contractor. particular) Plant Solid Waste Steel Scrap 2000 ~ 3000 Segregation Recyclable waste such (Containers kilograms per on-site as metal scrap, plastics and Drums), day and paper can be sold Cardboard, to the potential component consumers. Non- packing, recyclable waste will be Wood, Misc. disposed through SEPA Scrap certified contractor. Gaseous Boiler Stack Within SEQS Through Through high-rise Emissions Emissions, prescribed Continuous Chimney after passing Flue Gases, limits for Monitoring of pollution control Painting each type of daily devices Fumes, Gaseous Operations Baking Oven waste Flue Gases

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Any other Canteen Approx. 100 Food waste Organic waste will be waste Food Kg/day. will be disposed to landfill site minimized to by the SEPA certified the extent contractor possible. Human Approx. 50 The sewage Used in landscaping. sewage. m3/day. water from the facility is planned treated in the same WWTP. Arrangement by the Project Installation of Waste Water Treatment Plant with the Company for Initial Treatment of initial capacity of 150 cubic meters per day for effluent at its own premises Treatment of Industrial Effluent will be made.

2.7 Workforce Requirement Master Motors Plant will have a real impact on employment opportunities and will generate direct employment for up to 1,000 people and will create multiple indirect jobs in downstream industries.

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3 Policy, Legal and Regulatory Framework

This chapter highlights the applicable laws, regulations and guidelines with regard to the environmental and social considerations in connection to proposed project. Provisions of many of the guidelines have been incorporated in the mitigation measures and the Environmental Management Plan (EMP) which have been formulated for the better management of environmental and social impacts. Key legislations governing the current EIA study include the Sindh Environmental Protection Act, 2014 that was enacted with the objective of “protection, conservation, rehabilitation and improvement of environment for the prevention and control of pollution, and promotion of sustainable development”., Sindh Environmental Protection Agency (Review of IEE/EIA) Regulations 2014, Sindh Environmental Quality Standards, 2015, and policies and laws on conservation of nature as outlined below. ▪ National Conservation Strategy, 1992 ▪ Biodiversity Action Plan, 2000 ▪ National Environment Policy, 2005 ▪ Sindh Environmental Protection Act, 2014

3.1 National Environmental Policies and Laws 3.1.1 National Conservation Strategy, 1992 The National Conservation Strategy (NCS) is the primary policy document of the Government of Pakistan (GoP) on national environmental issues. The policy was approved by the Federal Cabinet in March 1992. The Strategy also attained recognition by the international donor agencies, principally the World Bank. The NCS identifies 14 core areas including conservation of biodiversity, pollution prevention and abatement, soil and water conservation and preservation of cultural heritage and recommends immediate attention to these core areas in order to preserve the country’s environment. A mid-term review of the achievements of the NCS in 2000 concluded that achievements under the NCS have been primarily awareness raising and institutional building rather than actual improvement to environment and natural resources and that the NCS was not designed and is not adequately focused as a national sustainable strategy (GoP, November 2000). The need therefore arose for a more focused National Environmental Action Plan (NEAP) required to bring about actual improvements in the state of the national environment with greater emphasis on poverty reduction and economic development in addition to environmental sustainability. The National Environmental Action Plan was approved by the Pakistan Environmental Protection Council under the chairmanship of the President/ Chief Executive of Pakistan in February 2001. NEAP also constitutes the national environmental agenda and its core objective is to initiate actions that safeguard public health, promote sustainable livelihoods, and enhance the quality of life of the people of Pakistan.

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The Government of Pakistan and United Nations Development Program (UNDP) have jointly initiated an umbrella support program called the National Environmental Action Plan-Support Program signed in October 2001 and implemented in 2002. The development objective supported by NEAP-SP is environmental sustainability and poverty reduction in the context of economic growth. The objective of new policy has total 171 guidelines on sectoral and cross sectoral issues. The objectives of new policy include assurance of sustainable development and safeguard of natural wealth of country. The following are the approved Sectoral Guidelines: ▪ Water Supply and Management. ▪ Air Quality and Noise. ▪ Waste Management. ▪ Forestry. ▪ Biodiversity and Protected Areas. ▪ Climate Change and Ozone Depletion. ▪ Energy Efficiency and Renewable. ▪ Agriculture and Livestock. ▪ Multilateral Environmental Agreements. 3.1.2 Mid-term Review of NCS: Key Findings An overview of the key environmental issues facing Pakistan is as follows: ▪ Per capita water availability in Pakistan has been decreasing at an alarming rate. In 1951, the per capita availability was 5300 cubic meter which has now decreased to 1105 cubic meter just touching water scarcity level of 1000 cubic meter. ▪ Almost all fresh water resources are severely polluted due to discharge of untreated industrial and municipal wastes. Pollution of coastal waters due to waste discharges and oil spills coupled with reduced freshwater flows is resulting in declining fish yields. ▪ About 55 percent of population has access to a relatively safe drinking water source. Potable water quality, assessed against WHO standards, fails to meet all the specified criteria, confirming evidence of extremely high pollutant loads. ▪ Approximately 35 percent of population has access to adequate sanitation facilities. ▪ Air pollution is on the rise, especially in urban areas. Recent surveys conducted by Pakistan Environmental Protection Agency revealed presence of very high levels of suspended particulate matter (about 6 times higher than the World Health Organization's guidelines). 'Smog' also seriously affects almost entire Punjab during December and January every year. ▪ Noise pollution has become a serious issue in major urban centers. ▪ Of about 54,850 tons of solid waste generated daily in urban areas, less than 60 per cent is collected. No city in Pakistan has proper waste collection and disposal system for municipal, hazardous or healthcare wastes. ▪ The deforestation rate has been estimated at 0.2‑0.5 percent per annum. Forest cover, which was 4.8 percent of total land area in 1992, could hardly be increased substantially despite all efforts. ▪ Degradation and encroachment of natural forests, rangelands and freshwater and marine ecosystems are resulting in loss of biodiversity. At least four mammal

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species, including tiger, swamp deer, lion and Indian one horned rhinoceros, are known to have become extinct from Pakistan while at least 10 ecosystems of particular value for the species richness and uniqueness of their floral and faunal communities are considered to be critically threatened. ▪ Desertification affects over 43 million hectares of land annually. ▪ Pakistan is a highly energy inefficient country. It uses approximately same amount of energy to generate 1 dollar of GNP as the USA. The situation just mentioned is the result of a number of constraining factors including high population growth rate, prevailing poverty, unplanned urban and industrial expansion, insufficient emphasis on environmental protection in the government policies, lack of public awareness and education and above all the ailing economy which has caused deficiencies in institutional capacity and resources for effective environmental management. The midterm review of the NCS led the Government of Pakistan (GOP) and United Nations Development Program (UNDP) to jointly initiate an umbrella support program called the National Environmental Action Plan‑Support Program (NEAP‑SP) that was signed in October 2001 and implemented in 2002. The development objective supported by NEAP‑SP is environmental sustainability and poverty reduction in the context of economic growth. The primary objective of NEAP is to initiate actions and programs for achieving a state of environment that safeguards public health, promotes sustainable livelihood, and enhances the quality of life of the people in Pakistan. The NEAP identifies four primary areas, (1) Clean air (2) Clean water (3) Management of solid waste (4) Ecosystem management. The plan also presents five additional areas of concern (i) Management of fresh water resources (ii) Marine pollution (iii) Toxic and hazardous substances handling and disposal (iv) Energy conservation and management (v) Compliance with international treaties and protocol. 3.1.3 Biodiversity Action Plan, 2000 Pakistan signed the Convention on Biological Diversity in 1992 and it lead the government of Pakistan to constitute a Biodiversity Working Group, under the auspices of the Ministry of Environment, to develop a Biodiversity Action Plan for the country, which was completed after an extensive consultative exercise in 2000. The plan has been designed to complement the NCS. The proposed provincial conservation strategies identify the causes of biodiversity loss in Pakistan and suggest a series of proposals for action to conserve biodiversity in the country and Pakistan Environmental Protection Council (PEPC) approved the action plan. The steering committees were formed at the federal and provincial levels to implement the plan. 3.1.4 National Environmental Policy, 2005 The National Environmental Policy provides an overreaching framework for addressing the environmental issues facing Pakistan, particularly pollution of fresh water bodies and coastal waters, air pollution of fresh water bodies and coastal waters, air pollution, lack of proper waste management, deforestation, and loss of biodiversity, desertification, natural disasters and climatic change. It also gives direction for addressing the cross-sectional issues as well as the underlying causes of environmental degradation and meeting international obligations.

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The National Environmental Policy, while recognizing the goals and objectives of the National Conservation Strategy, National Environmental Action Plan and other existing environment related national policies, strategies and action plans, provide broad guidelines to the Federal Government, Provincial Governments, Federally Administrated, Territories and Local Governments for addressing environmental concerns and ensuring effective management for their environmental resources. The National Environmental Policy aims to protect, conserve and restore Pakistan’s environment in order to improve the quality of life of the citizens through sustainable development.

3.2 National and Provincial Legislation 3.2.1 18th Amendment to the Constitution of Pakistan and the Status of Sindh Environmental Protection Agency (SEPA) Prior to the 18th Amendment to the Constitution of Pakistan in 2010, the legislative powers were distributed between the federal and provincial governments through two 'lists' attached to the Constitution as Schedules. The ‘Federal list’ covered the subjects over which the federal government had exclusive legislative power, while the 'Concurrent List' contained subjects regarding which both the federal and provincial governments could enact laws. The subject of 'environmental pollution and ecology' was included in the Concurrent List and hence allowed both the national and provincial governments to enact laws on the subject. However, as a result of the 18th Amendment this subject is now in the exclusive domain of the provincial government. As a result, the Ministry of Environment at the federal level has been abolished. Its functions related to the national environmental management have been transferred to the provinces and the respective provincial environmental ministries and agencies. The international obligations in the context of environment will be managed by the ministry of climate change. As a result, the Pakistan Environmental Protection Act, 1997 is no longer applicable to provinces and provinces now need to enact their own environmental protection acts at provincial level. 3.2.2 Sindh Environmental Protection Act, 2014 In March, 2014, the Government of Sindh passed the Sindh Environmental Protection Act having 37 sections. The applicable sections of this act to this project are: Section 11(1): Subject to the provisions of this Act and the rules and regulations, no person shall discharge or emit or allow the discharge or emission of any effluent, waste, pollutant, noise or any other matter that may cause or likely to cause pollution or adverse environmental effects, as defined in section 2 of this Act, in an amount, concentration or level which is in excess to that specified in Sindh Environmental Quality Standards; or, where applicable, the standards established under Section 6(1)(g)(i); or direction issued under Section 17, 19, 20 and 21 of this Act; or any other direction issued, in general or particular, by the agency. Section 11(2): All persons, in industrial or commercial or other operations, shall ensure compliance with the Environmental Quality Standards for ambient air, drinking water, noise or any other Standards established under section 6(1)(g)(i); shall maintain monitoring records for such compliances; shall make available these records to the

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authorized person for inspection; and shall report or communicate the record to the Agency as required under any directions issued, notified or required under any rules and regulations. Section 11(3): Monitoring and analysis under sub-section (1) and (2), shall be acceptable only when carried out by the Environmental Laboratory certified by the Agency as prescribed in the rules. Section 12: No person shall import hazardous waste into Sindh province or its coastal, internal, territorial or historical waters, except acquiring prior approval of the Agency. Section 13: Subject to the provisions of this Act, no person shall import, generate, collect, consign, transport, treat, dispose of, store, handle or otherwise use or deal with any hazardous substance except- Handling of hazardous substances. (a) under a license issued by the Agency; or (b) in accordance with the provisions of any other law, rule, regulation or notification for the time being in force, or of any international treaty, convention, protocol, code, standard, agreement or other instrument to which Government is a party. Section 14: No person shall undertake any action which adversely affects environment or which lead to pollute or impairment of or damage to biodiversity, ecosystem, aesthetics or any damage to environment etc. Section 15: This section deals with regulation of motor vehicles banning emission of air or noise pollutants being emitted from them in excess of allowable standards. Section 17(1): No proponent of a project shall commence construction or operation unless he has filed with the Agency an initial environmental examination or environmental impact assessment, and has obtained from the Agency approval in respect thereof. The EIA of the proposed Project will be submitted to the Sindh Environmental Protection Agency (EPA) for approval and only after the issuance of NOC will the construction activity be commenced. Section 21: Where agency is satisfied that the discharge or emission has occurred in violation of any provision of this act or rules etc. then it may, after giving an opportunity to person responsible, by order direct such person to take such measures within specified period. The agency under this section has been empowered to immediately stop, prevent or minimize emission, disposal etc. for remedying adverse environmental effects. Section 22: The person who fails to comply with section 11, 17, 18 and 21 shall be punishable with a fine which may extend to five million rupees, to the damage caused to environment 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. And, where a person convicted under sub-sections 1 & 2 had been previously convicted for any contravention of this Act, the Environmental Protection Tribunal (EPT) may, in addition to punishment, award imprisonment for a term that may extend up to three years, or order confiscation or closure of facility etc.

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Section 23: Where any violation of this Act has been committed by any of employee of any corporate body, then, that employee shall be considered to be guilty of environmental pollution. 3.2.3 Sind Environmental Protection Agency (Review of IEE/EIA) Regulations, 2014 Sindh Environmental Protection Agency (Review of IEE/EIA) Regulations, 2014 (“2014 Regulations”) made in exercise of powers conferred under section 37 of the Act 2014 provide the necessary guidelines on the preparation, submission, & review of Initial Environmental Examinations (IEEs) and Environmental Impact Assessments (EIAs). The regulations categorize projects in three categories provided in Schedule I, II and III of the 2014 Regulations. Construction of new Auto Manufacturing Plant Project falls in Schedule II requiring an EIA. The submission and approval procedure for the EIA is summarized below: ▪ The EIA report shall be submitted, together with a review fee and form included as Schedule-V of the Sindh IEE/EIA Regulations 2014. ▪ The SEPA shall conduct a preliminary scrutiny and reply within 15 working days of the submittal of the report a) confirming completeness, or b) asking for additional information, if needed, or c) returning the report requiring additional studies, if necessary. ▪ The SEPA is required to make every effort to complete the EIA review process within four months of the issue of confirmation of completeness. ▪ SEPA shall call for a Public Hearing for the project to invite all the concerned persons to raise concerns on the project. ▪ Following the Public Hearing, SEPA shall constitute a Committee of Experts to assist the agency in review of the EIA. ▪ The approval granted at the end of the review process is valid for three years for start of construction. ▪ Once project construction has been completed, the proponent is required to submit a request to the SEPA for confirmation of compliance. An environmental management plan for the operation phase is to accompany the request. The SEPA is required to communicate its decision within four months of receipt of the request. The project can commence operation only after it has received approval from the SEPA. 3.2.4 Sindh Environmental Quality Standards (SEQS), 2016 In exercise of the powers conferred under clause (g) of sub-section (1) of section of 6 of the Sindh Environmental Protection Act, 2014, the Sindh Environmental Protection Agency, with the approval of the Sindh Environmental Protection Council, has established the standards for Industrial waste water, Effluent, Domestic Sewerage, Industrial air emissions and Ambient air, Noise for vehicles, Air emissions for vehicles and Drinking water quality standards. Ambient Air standards are given in the table below.

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Table 3.1: Sindh Environmental Quality Standards for Ambient Air Pollutant Time-weighted Concentration in Method of measurement average Ambient Air Sulfur Dioxide Annual Average* 80µg/m3 Ultraviolet Fluorescence

(SO2) Method 24 hours** 120µg/m3 Oxides of Annual Average* 40µg/m3 Gas Phase Nitrogen as (NO) Chemiluminescence 24 hours** 40µg/m3 Oxides of Annual Average* 40µg/m3 Gas Phase Nitrogen as (NO2) Chemiluminescence 24 hours** 80µg/m3 O3 1 hour 130µg/m3 Non-dispersive UV absorption method Suspended Annual Average* 360µg/m3 High volume Sampling, Particulate Matter (Average flow rate not less (SPM) than 1.1m3/minute) 24 hours** 500µg/m3 Respirable Annual Average* 120µg/m3 Â Ray absorption method Particulate Matter 24 hours** 150µgm3 (PM10) Respirable Annual Average* 40µg/m3 Â Ray absorption method Particulate Matter 24 hours** 75µg/m3 (PM2.5) 1 hour 15µg/m3 Lead (Pb) Annual Average* 1µg/m3 ASS Method after sampling using EPM 2000 or equivalent Filter paper 24 hours** 1.5µg/m3 Carbon Monoxide 8 hours** 5mg/m3 Non-Dispersive Infra-Red (CO) (NDIR) method 1 hour 10mg/m3 *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 Table 3.2 shows the standards for motor vehicle noise.

Table 3.2: SEQS for motor vehicle noise Parameter Standards (maximum permissible Measuring method limit) Noise 85dB(A) Sound-meter at 7.5meter from the source Standards for noise are given below;

Table 3.3: SEQS for Noise S. No Category of Area/Zone Limit in dB(A) Leq* Day Time Night Time 1 Residential Area (A) 55 45 2 Commercial Area (B) 65 55

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3 Industrial (C) 75 65 4 Silence Zone (D) 50 45 Note: 1 Day time hours: 6.00 a. m to 10.00 p. m 2 Night time hours: 10.00 p. m to 6.00 a. m 3 Silence zone; Zone which are declared as such by competent authority. An area comprising not less than 100 meters around hospitals, educational institutions and courts. 4 Mixed categories of areas may be declared as one of the four above- mentioned categories by the competent authority. *dB(A) Time weighted average of the level of sound in decibels on scale A which is Leq relatable to human hearing. The SEQS for effluents are shown in table 3.4;

Table 3.4: SEQS for Municipal and Liquid Industrial Effluents S. No Parameter Into Inland Into Sewage Into Sea Unit Waters Treatment 1 Temperature or <3 <3 <3 °C Temp. increase 2 pH value (H+) 9-Jun 9-Jun 9-Jun 3 Biological Oxygen 80 250 80 mg/l

Demand (BOD)5 at 20°C 4 Chemical Oxygen 150 400 400 mg/l Demand (COD) 5 Total Suspended 200 400 200 mg/l Solids (TSS) 6 Total Dissolved 3500 3500 3500 mg/l Solids (TDS) 7 Oil and Grease 10 10 10 mg/l 8 Phenolic 0.1 0.3 0.3 mg/l Compounds (as Phenol) 9 Chloride (as Cl-) 1000 1000 SC mg/l 10 Fluoride (as F-) 10 10 10 mg/l 11 Cyanide (as CN-) 1 1 1 mg/l total 12 An-ionic 20 20 20 mg/l detergents (as MBAS) 2- 13 Sulphate(SO4 ) 600 1000 SC mg/l 14 Sulphide (S2-) 1 1 1 mg/l

15 Ammonia (NH3) 40 40 40 mg/l 16 Pesticides 0.15 0.15 0.15 mg/l 17 Cadmium 0.1 0.1 0.1 mg/l 18 Chromium 1 1 1 mg/l (trivalent and hexavalent) 19 Copper 1 1 1 mg/l 20 Lead 0.5 0.5 0.5 mg/l

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21 Mercury 0.01 0.01 0.01 mg/l 22 Selenium 0.5 0.5 0.5 mg/l 23 Nickel 1 1 1 mg/l 24 Silver 1 1 1 mg/l 25 Total toxic metals 2 2 2 mg/l 26 Zinc 5 5 5 mg/l 27 Arsenic 1 1 1 mg/l 29 Iron 8 8 8 mg/l 30 Manganese 1.5 1.5 1.5 mg/l 31 Boron 6 6 6 mg/l 32 Chlorine 1 1 1 mg/l Standards for drinking water are shown in table below;

Table 3.5: SEQS for drinking water S.# Properties/ Standard S.# Properties / Standard Values Parameters Values for Parameters for Pakistan Pakistan Bacterial Chemical Essential Inorganics (mg/liter) 1 All water intended Must not be 13 Aluminum (Al) ≤ 0.2 for drinking (E.Coli detectable in mg/l or any 4 Antimony (Sb) ≤ 0.005 Thermo tolerant 100 ml sample Coliform bacteria) 2 Treated water Must not be 5 Arsenic (As) ≤ 0.05 Entering the detectable in 6 Barium (Ba) ≤ 0.7 distribution any 7 Boron (B) 0.3 system (E.Coli or 100 ml sample thermo tolerant coliform and total coliform bacteria) 3 Treated water in the Must not be 8 Cadmium (Cd) 0.01 distribution system Detectable in 9 Chloride (Cl-) < 250 (E.coli or thermo any 100-ml 10 Chromium (Cr) ≤ 0.05 tolerant coliform sample. In 11 Copper (Cu) 2 and total coliform case of large Organic (mg/l) bacteria) supplies, 12 Phenolic < 0.0002 where Compounds sufficient Toxic Inorganics (mg/l) samples 13 Cyanide (CN)- ≤ 0.05 are examined, 14 Fluoride (F) ≤ 1.5 must not be 15 Lead (Pb) ≤ 0.05 resent in 95% 16 Manganese ≤ 0.5 of the samples (Mn) taken throughout any 12-month period. Physical 17 Mercury (Hg) ≤ 0.001

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4 Color < 15 TCU 18 Nickel (Ni) ≤ 0.02 5 Taste Non- 19 Nitrate (NO3)- ≤ 50 objectionable/ Acceptable 6 Odor Non- 20 Nitrite (NO2)- ≤ 3 objectionable/ Acceptable 7 Turbidity < 5 NTU 21 Selenium (Se) ≤ 0.01 8 Total Hardness as < 500 mg/l 22 Residual 0.2-0.5

CaCO3 Chlorine At consumer 9 TDS < 1000 end 10 pH 6.5-8.5 0.5-1.5 at source Radioactive 11 Alpha Emitters bq/L 0.1 23 Zinc (Zn) 5.0 12 Beta Emitters 1 These standards have been attached as Annex-II. 3.2.5 Hazardous Substance Rule, 2014 These Rules were notified to stream line procedures for issuance of licenses to industries / businesses that generate hazardous waste, safety precautions for workers and devices them methods for the removal of hazardous wastes in an environmental friendly manner. The rules also specify procedures to be adopted for import, transport and disposal of hazardous waste; and identify two hundred and forty-three hazardous substances and synthetic chemicals. For all hazardous substance to be used in the plant, Master Changan Motors will apply for the license of handling, storage and transportation of those chemicals and hazardous substances. 3.2.6 The Sindh Wildlife Protection, Preservation, Conservation and Management Act, 2020 This Act provide the protection, conservation, preservation, sustainable use of wildlife for establishment, management and maintenance of protected areas in the Province of Sindh and to provide for matters connected therewith. The Act specifies classifications of the protected areas: national parks, wildlife sanctuaries and game reserves. Activities such as hunting, trapping wildlife, polluting / diverting resources, damaging infrastructure / cultural resources, cutting flora, cultivation, creating noise, quarrying / mining etc. is prohibited in protected areas. The project area does not fall inside or in the vicinity of any wildlife protected area. 3.2.7 Sindh Factories Act, 2015 The Sindh Factories Act, 2015, deals with any premises which falls in the category of a Factory i.e., where any manufacturing work is carried out employing ten or more persons. Inspectors, appointed under this act, are empowered to enforce the provisions of this Act. Section 11(1) of the Act “Registration and Deregistration of Factory” states that:

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‘Provided also that the registration documents be supported by No Objection Certificates from Industries Department, approval of Sindh Environmental Protection Agency (SEPA) and any other document or forms in the prescribed manner.’ Chapter III of this Act titled “Health & Safety” comprising of Section 15-53, describes various Occupational Health and Safety measures that any Factory has to follow. The provisions of this chapter include clean working environment, arrangements for disposal of wastes and effluents on regular basis, provision of adequate ventilation, prevention from accumulation of dust and fumes generated during manufacturing process, avoidance of overcrowding and ensuring of sufficient lighting arrangements. This chapter also requires availability of amenities such as drinking water, canteen, safety against fire hazards and appointment of welfare officer and measures for prevention from diseases. This Act also prescribes penalties for violation of provisions of the Act. The proponent will adhere to the applicable provisions of the act. 3.2.8 Sindh Factories Rules, 1975 These Rules provide for inspection of factory premises at any time by inspectors authorized under these rules. Section 13 &14 discusses health and safety requirements. Section 15, 16 & 17 requires that the working areas should be properly ventilated with tolerable levels of dust, fumes and artificial humidification. Section 25 prescribes sound precautions against fire. Protection of persons attending machinery or boilers is also provided. Section 33-K provides precautions against dangerous fumes. 3.2.9 Land Acquisition Act, 1894 This act is generally used to establish the rights on the land being acquisitioned for public purposes. The LAA describes the detailed procedures for acquisition of private properties, but does not appropriately cover resettlement and rehabilitation. Additionally, LAA 1984 treats land acquisition as a provincial subject, and allows each province to use it in different ways based on their own interpretation. Federal EPA prepared the National Resettlement Policy 2002, which described the ways relating to calculation of compensation, public participation and consultation, formulation of resettlement action plan, and provisions for transparency and accountability. The proponent has acquired the land as per applicable procedures of Pakistan Steel Industrial Estate. 3.2.10 The Forest Act, 1927 The Act is applicable to all regions of Pakistan. It includes procedures for constituting and managing various types of forests, such as reserved forests and protected forests. The Act empowers the provincial forest departments to declare any forest area as reserved or protected. It also defines the duties of forest related public servants, and penalties of any infringement of the rules. The project is not a part of and protected or reserved forest, mentioned in Forest Act, 1927. In the microenvironment and immediate vicinity, no forest is located which might be affected due to project implementation. Nevertheless, measures for protection of vegetation and green areas in the surroundings will be adopted by the project management.

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3.2.11 Sindh Cultural Heritage (Preservation) Act, 1994 The Sindh Cultural Heritage (Preservation) Act, 1994 is the provincial law for the protection of cultural heritage. Its objectives are similar to those of the Antiquity Act, 1975. The Act empowers the Antiquities Department to protect the cultural and heritage sites from any development /improvement work. None of the sites protected under this law are found in the vicinity of project site. The project will therefore not influence the integrity of cultural heritage in the macro- environment. 3.2.12 Pakistan Penal Code, 1860 The Pakistan Penal Code (1860) authorizes fines, imprisonment or both for voluntary corruption or fouling of public springs or reservoirs so as to make them less fit for ordinary use. 3.2.13 Self-Monitoring and Reporting by Industry Rules, 2014 These rules classify the industrial units for monitoring and reporting their liquid effluent and gaseous emissions into three and two categories respectively. According to each category they define the priority parameters to be monitored and reported to SEPA according to a specific frequency based on working conditions. This monitoring and reporting is in addition to the monitoring conditions as required by the conditions of approval of EIA. The sampling for testing must be carried out according to Environmental Samples Rules, 2014 and be sent to SEPA certified environmental testing laboratories. 3.2.14 Pakistan Environmental Assessment Procedures, 1997 The Pakistan Environmental Protection Agency prepared the Pakistan Environmental Assessment Procedures in 1997. They are based on much of the existing work done by international donor agencies and Non-Governmental Organizations (NGOs). The package of regulations prepared by PEPA includes: ▪ Policy and Procedures for Filing, Review and Approval of Environmental Assessments; ▪ Guidelines for the Preparation and Review of Environmental Reports; ▪ Guidelines for Public Consultation ▪ Guidelines for Sensitive and Critical Areas; and ▪ Sectorial Guidelines

3.3 International Conventions and Guidelines 3.3.1 IUCN Red List The Red List is published by IUCN and includes those species that are under potential threat of extinction. These species have been categorized as: ▪ Endangered: species that are sent to be facing a very high risk of extinction in the wild in the near future, reduction of 50% or more either in the last 10 years or over the last three generations, survive only in small numbers, or have very small populations.

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▪ Vulnerable in Decline: species that are seen to be facing a risk of extinction in the wild, having apparent reductions of 20% or more in the last 10 years or three generations. ▪ Vulnerable: species that are seen to be facing a high risk of extinction in the wild, but not necessarily experiencing recent reduction in population size. ▪ Lower Risk: species that are seen to be facing a risk of extinction that is lesser in extent that for any of the above categories. ▪ Data Deficient: species that may be at risk of extinction in the wild but at the present time there is insufficient information available to make a firm decision about its status. No species as listed in IUCN red list were found at the project site during the survey. 3.3.2 The Convention on Biological Diversity, 1992 The Convention on Biological Diversity was adopted during the Earth Summit of 1992 at Rio de Janerio. The Convention requires parties to develop national plans for the conservation and sustainable use of biodiversity, and to integrate these plans into national development programs and policies. Parties are also required to identify components of biodiversity that are important for conservation, and to develop systems to monitor the use of such components with a view to promoting their sustainable use. 3.3.3 The Convention of Conservation of Migratory Species of Wild Animals, 1979 The Convention on the Conservation of Migratory Species of Wild Animals (CMS), 1979, requires countries to take action to avoid endangering migratory species. The term “migratory species” refer to the species of wild animals, a significant proportion of whose members cyclically and predictably cross one or more national jurisdictional boundaries. These parties are also required to promote or co-operate with other countries in matters of research on migratory species. The Convention contains two appendices. Appendix I contain the list of migratory species that are endangered according to the best scientific evidence available. For these species, the member states to the Convention are required endeavor to: ▪ Conserve and restore their habitats. ▪ Prohibit their hunting, fishing, and capturing, harassing and deliberate killing. ▪ Remove obstacles and minimize activities that seriously hinder their migration. ▪ Control other factors that might endanger them, including control of introduced exotic species. 3.3.4 The Convention on Wetlands of International Importance, Ramsar 1971 Pakistan is the signatory to the said Convention. The principal obligations of contracting parties to the Convention are: ▪ To designate wetlands for the List of Wetlands of International Importance. ▪ To formulate and implement planning so as to promote wise use of wetlands, to make EIA before transformations of wetlands, and to make national wetland inventories. To establish nature reserves on wetlands and provide adequately for their widening and through management to increase the waterfowl populations on

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appropriate wetlands. To train personnel competent in wetland research, management and widening. ▪ To promote conservation of wetlands by combining far-sighted national policies with coordinated international action, to consult with other contracting parties about implementing obligations arising from the Convention, especially about shared wetlands and water system. ▪ To promote wetland conservation concerns with development aid agencies. To encourage research and exchange of data. 3.3.5 Convention on International Trade in Endangered Species of Wildlife Fauna and Flora The Convention came into effect on 03 March 1973 in Washington. In all 130 countries are signatory to this Convention with Pakistan signing the convention in 1976. The Convention requires the signatories to impose strict regulation (including penalization, confiscation of the specimen etc.) regarding trade of all species threatened with extinction or that may become so, in order not to endanger further their survival. The Convention contains three appendices. Appendix I include all species threatened with extinction which are or may be affected by trade. The Convention requires that trade in these species should be subject to strict regulation. Appendix II includes species that are not necessarily threatened presently but may become so unless trade in specimens of these species is subject to strict regulation. Appendix III includes species which any contracting party identifies as subject to regulations in trade and requires other parties to co-operate in this matter.

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4 Environmental and Social Baseline

This section details the physical, biological and socioeconomic environmental conditions of the microenvironment and macro environment of the project area. Discussion on the natural environment covers the area's physical and meteorological features, including geology, water resources, climate, and air quality. Overview of vegetation, wildlife and natural habitats are included in the Ecological section. Overview of traffic conditions in the macro environment is also included.

4.1 The Macro-environment: District Malir Master Changan Motor Auto Manufacturing Project is located in the administrative district of Malir. The district of Malir occupies an area of about 2,268 square kilometers. Its cartographic coordinates put it between north latitude 24°45' to 25°37' and east longitude 67°06' to 67°34'. The district is bounded on the south by Thatta district and Arabian Sea, on the east by Jamshoro district, on the west by Karachi south, Karachi Central, Karachi East, Karachi west, Lasbela district of Baluchistan province and a portion of Kirthar Protected Area Complex on the North. Area wise it is the largest district of Karachi Division. It is mostly consisting of rural area and has many farm houses and agricultural lands. Malir District was abolished in 2000 and divided into three towns namely Malir Town, Bin Qasim Town and Gadap Town. On 11 July 2011 Sindh Government restored again Malir District.

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Figure 4.1: District Map of Malir

4.2 The Microenvironment of the Project: MCMAMP The project is located inside the Bin Qasim Industrial Park, Bin Qasim Town, in southeast of the Karachi city. The location of the proposed project is west in the BQIP.

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The project site comprises 25 acres of land within the 930 acres of BQIP. Main industry to be accommodated in BQIP is Light Engineering, Auto & Allied, Foundry and Fabrication, Pharmaceutical & Food Processing, Warehouse in & Logistics. The following fact sheet presents the key features of BQIP: Location 930 Acres, Located on Main National Highway (Adjacent to Arabian Sea Country Club) Bin Qasim Town, Karachi, Sindh Industrial Clusters • Light Engineering • Auto & Allied • Foundry and Fabrication • Pharmaceutical & Food Processing • Warehousing & Logistics Plot Sizes 0.5 Acres & above Present Status • Fully functional Site Office • Main Access road completed • Infrastructure development work of phase one in progress • Plots available for immediate construction • 37-meter-wide, six lane, concrete main access road Special Economic Zone • SEZs will have exemption from custom duties and Benefits taxes for all capital goods imported into Pakistan • Exemption from all taxes on income accruable in relation to the development and operations of the SEZ for a period of ten years. Support Features • Availability of utilities through our one window facility • Railway link from industrial park to up country • Solid Waste Management • Transport Hub • Weigh Bridge • Vocational Training Center Water Supply • Initial 40,000 G/Day available • Pakistan Steel Mills Bulk Water Supply • Availability of up to 3 Million Gallon Power Supply • Work in progress on 4MW initial power supply from Karachi Electric • 50MW Coal Operated Power Plant. Telecommunication Telephone Lines with Broadband wireless internet System connection from PTCL Gas Supply Sui Southern Gas Company (In Progress) Roads 37-meter-wide, six lane, concrete main access road Major and minor arterial roads, Utility corridors, and sidewalks Green belts, and median with street lighting Connectivity • Port Qasim • 12 km • Quaid-E-Azam International Airport • 25 km • National Highway • 4 km

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• National Highway • 4 km • Railways link • Alongside • Commercial Downtown • 45 km

Security Secured Boundary Wall with controlled entry and exit with internal patrolling Commercial Center • Banks & Insurance Offices • Post Office, Auditorium • Exhibition Hall, Food Court, Emergency • Medicare Facility • Recreational Center etc.

The present microenvironment is a barren, flat tract with sparse thorny vegetation. The apparent soils of the area are shallow, strongly calcareous silt loam with weak structure. The vegetative growth in this area is limited to short grasses, shrubs and scrubs along with a few drought resistant trees.

Existing Topography of the Project microenvironment

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4.3 Physical Environment of District Malir Malir district has a variegated topography, ranging in height from below the datum level in south along the tidal swamps and mud flats of Ibrahim Hyderi and Bin Qasim coastal strips to the maximum of 525 meters above the mean sea level at Mol escarpment in Sindh Kohistan. Topographically the area can be divided into five different broad zones. i. The ridge and runnel upland in Sindh Kohistan ii. The piedmont colluvial fans and peneplains of Gadap iii. The plains of Moidan and Gadap iv. The plains and plateaus of Malir-Lyari interfluous v. The plains and hills of the coastal belt.

i. The ridge and runnel upland in Sindh Kohistan is the sector of rugged topography in the north of Malir district that is spread over the width of an offshoot branch of Kirthar range. These distal hill forks out of the Kirthar range separating Dadu district and Khuzdar district in Baluchistan. The two ranges separate south from mountain knot of Gorag where altitude is 2126 meters. The main Kirthar range goes to South and merges into the Indus Plain near Amri, while the off-shoot range pursues a south west course, gradually diminishing in height towards Gadap plain. ii. In regimen of fluvial erosion, the colluvial fringe develops by merging of alluvial fans of individual streams depositing the erosional load of coarse sediments at the foot of hillsides. The deposits combined with material brought by sheet wash from hillsides remains mostly unconsolidated, and under the process of weathering develop into good fertile soil where water is available. In dry or semi-arid conditions, this shelving deposit of unconsolidated material often creates badland topography

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of deeply scarred earth, unsuitable both for cultivation and habitation. Covered by sparse thorny shrubs, these however, serve as grazing grounds for goat and sheep. iii. Down from the colluvial fans in the small drainage basins of various streams are patches of alluvial plains of varying sizes and irregular shapes, separated or partly divided by extensions of the spurs of ridges. In the ridge and runnel sector of the District in the north, the most notable plain is that of Moidan, spreading from the western flanks of Mehar Jabal to the left bank of Hub River. The plain gets narrower southward, pressed by the colluvial fans descending westward from Mari Gathi, and merges with narrower strips of Shang and Khar Nala up to the valley of Mandiaro. iv. In the upper reaches the two main effluents of Malir are Khadeji River (Naddi) and Mol river (Naddi), which have their catchments basins in Sindh Kohistan in a synclinal fold between the main Kirthar range and its off-shoot branches. v. The southern stretch of Malir district follows the coastal strip of Korangi and Gharo creeks, demarcating the northern side of the old Indus delta. An area to south of the east-west base line of triangular outline of Karachi division subsided and was covered by the sea, making a shallow basin. In course of time the deltaic deposits of the Indus filled up this shallow basin, whereas the up-throw part to the north of the fault line made a coastal edge. 4.3.1. Geology and Soils Karachi and adjoining areas have plains, hills, rivers, valleys and coasts as diversified physical features. Rocks ranging in age from Eocene to recent, deposited under shallow marine to deltaic conditions are exposed. Karachi is a part of major synclinorium stretching from Ranpathani River in the east to Cape Monze in the west. Mehar and Mol mountains lie in the north. Within the synclinorium a number of structures such as Pipri, Gulistan-e-Jauhar, PirMangho and Cape Monze are exposed. The presence of concealed structures under the Malir River Valley, Gadap and Mauripur plains can fairly be deduced (GSP, 2001). The geology of Karachi consists of sedimentary rocks having two ranges known as Kirthar range and Pub range. The soil of Karachi city is classified into two types, the loamy sandy and gravelly soils of river valleys and alluvial cones near the coast line and shallow loamy gravelly soils and rock outcrops plateau. The Karachi basin is structurally a down folded basin, enclosed on the east by an interrupted arc of Nummulitic limestone constituting the anticlinal folds, while the Kirthar formation of the Hamlig, Lakhan and the Pab ranges demarcate the basin on the west. The floor of the basin has been mildly folded; the synclines are long, broad and shallow while the anticlines are rather long, narrow and pitching towards their ends. They are steeper on the eastern flanks. The middle portion of the basin rises up in an undulating plateau. These folds die out as they reach the plains of Gadap and Malir and give place to two broad synclines occupied by the Lyari and the Malir rivers, separated in their lower reaches by the Drigh road dome. The Malir basin is wedge shaped, structurally it is a synclinal basin with exposure of the upper most Tertiary rocks belonging to the Gaj and Manchar formation of the Miocene – Pliocene age. Malir area is mainly drained by the Malir river and its tributaries

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including Mol, Khadeji, Thaddo, Langeji, Dhor Naro and Sukkan nala. Of these only Khadeji has perennial flow and in one place gives rise to a well water fall called the Khadeji water fall. The upper part of Malir basin, north of 25° latitude is almost entirely covered by the rocks of Gaj formation. The unconsolidated Alluvium and Aeolian deposits form a thin narrow and scattered cover along the major stream or patches of flat ground. The lower part of Malir basin south of 25° latitude is largely covered with unconsolidated sediments. The Malir river has a wide bed with narrow strips of flat plain along its banks. Between the Drigh road / Gizri Hills and the Ibrahim Hydri – Landhi rise, is the wide expanse of Malir valley. It agriculturally the most productive part of Karachi plain because of its fertile alluvial soils and the large ground water resources. The valley, like of Lyari, occupies a shallow syncline and is of consequent type. The syncline is now being filled up by the detritus brought by the erosion of the Nari and Gaj formation over which the river flows. A. Lithology of the Area Surfacial Alluvium Deposits (Holocene): These deposits consist of sand, silt and clayey materials brought by streams. Manchhar Formation (Pliocene): Manchhar Formation is mainly composed of sandstones, shales, clays with subordinate conglomerates. Sandstones are greenish grey in color, gritty to fine grained, soft crumbly and cross bedded. Shales and clays are brownish green to bright red in color containing pebbles of clay and sandstone. Vertebrate and wood fossils are present in these beds. Gaj Formation (Miocene): The formation consists of limestone, sandstone, shale and minor conglomerates. Limestone is yellowish brown to dark brown, cream in color, fossiliferous, hard and sandy and argillaceous (at places) interbedded with shales and marls. Sandstone is soft fine grain yellowish brown to grey. Shalwe is greenish grey, gypsiferrous interbedded with sandy limestone and calcareous sandstone. B. Structure The rocks are deformed in the area. Three phases of deformation are seen in the form of the major anticlines, synclines and minor faults which also occur in the study area. Karachi arc forms the southernmost part of the Kirthar mountains and comprises a series of parallel to sub parallel, short, narrow, serrate, arcuate (convex to east) en echelon ridges and wide, dome shape anticlinal hills. It forms a nearly 200 km long and 50 km wide zone between Karachi and Sehwan. The Bhit Range, Bhadra Range, Laki Hills and Lakhra Hills are some of its more prominent components. The altitude of the hills varies from 250 meters in the south to about 1100 meters in the north. The Naing, Baran and Malir Rivers are the main streams draining this region (Kazmi and Jan, 1997). C. Recent and Sub- Recent Unconsolidated Sediments These sediments form an extensive cover in the Thano Bula Khan basin, Kalu Khuhar, Upper Malir and Gadap Basins. The upper part of the Malir basin north of 25° latitude is almost entirely covered by rocks of the Gaj Formation. The unconsolidated alluvium and Aeolian deposits from a thin, narrow and scattered cover along major streams or on patches of flat ground.

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Figure 4.1 shows the Geological Map of Sindh.

Figure 4.1: Geological Map of Sindh (Source: Geological Survey of Pakistan)

4.3.2. Soil Conditions The geotechnical analysis of the Bin Qasim Industrial Park has already been conducted. 10 Borehores were drilled. The soil quality underground found by the borehole investigations are summarized in the table below.

Table 4.2: Stratum description in Geotechnical investigation (selected boreholes)

S.# Depth (m) Stratum Description Borehole (BH)-01 1 Up to 5 Brown, very dense, fine to medium SAND, little silt 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH)-02 1 Up to 6.0 Brown, very dense, medium to coarse SAND, little silt, trace gravel 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt

Borehole (BH)-03 1 Up to 7.5 Brown, very dense, medium to coarse SAND, little silt little gravel 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH)-04 1 Up to 4.5 Brown, very dense, medium to coarse SAND, little silt trace gravel 2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH) – 05 1 Up to 3.5 Brown, very dense, fine to coarse SAND, trace silt

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2 Up to 10 Brown, very dense, sandy GRAVEL, trace silt Borehole (BH) – 06 1 Up to 3 Brown, very dense, gravelly SAND 2 Up to 5 Brown, dense, silty, fine to medium SAND 3 Up to 8.5 Brown, very dense, sandy GRAVEL, trace silt 4 Up to 9.5 Brown, hard, sandy CLAY 5 Up to 12 Brown, very dense, sandy GRAVEL, trace silt 6 Up to 15 Brown, hard, sandy CLAY Borehole (BH) – 07 1 Up to 1.5 Brown, very dense, coarse SAND 2 Up to 12 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, hard, silty CLAY, little sand Bottom of borehole Borehole (BH) - 08 1 Up to 15 Brown, very dense, sandy GRAVEL/gravelly SAND, trace silt Bottom of borehole Borehole (BH) - 09 1 Up to 3.0 Brown, very dense, fine to medium SAND, some silt 2 Up to 13.5 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, hard, clayey SILT, trace sand Bottom of borehole Borehole (BH) - 10 1 Up to 4.5 Brown, very dense, fine coarse SAND, some silt, little gravel 2 Up to 12 Brown, very dense, sandy GRAVEL, trace silt 3 Up to 15 Brown, very dense, silty, fine to medium SAND Bottom of borehole Source: Geotechnical Investigation Report for National Industrial Park at Pakistan Steel by Engineering Associates (May, 2008) Soil Quality Measurement had been conducted by EMC at three locations on N5, the immediate macro environment of the project, part of the Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA. Three soil samples have been analyzed in laboratory for soil quality of the macro environment. All samples are low as compared to National Environment Standards for Soil Contamination in Japan as per Table below.

Table 4.2a: Analytical Test Results for Soil S.# Parameters LOR Unit SP1-N- SP2-N- SP3-N- EQS Ministry of 5-1.5 M 5-1.5 M 5-1.5 M Environment Government of Japan 1 pH 0.1 pH 9.7 9.0 9.4 2 Moisture Content 0.1 % 8.7 9.8 2.1 (dried @103oC) 3 Antimony 1 mg/kg <1 <1 <1 4 Arsenic 1 mg/kg <1 <1 <1 0.01 mg/l~1.7x10-6 mg/kg 5 Beryllium 0.5 mg/kg 0.6 0.8 <0.5 6 Cadmium 0.2 mg/kg <0.2 <0.2 <0.2 0.01 mg/l~1.1x10-6

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mg/kg 7 Chromium 1 mg/kg <1 <1 <1 0.05 mg/l 8 Copper 1 mg/kg 14 16 12 >125 mg/kg 9 Lead 1 mg/kg <1 <1 <1 0.01 mg/l 10 Nickel 1 mg/kg 14 18 12 11 Selenium 1 mg/kg <1 <1 <1 0.01 mg/l 12 Silver 0.1 mg/kg 0.3 0.2 0.5 13 Thallium 0.5 mg/kg <0.5 0.7 0.7 14 Zinc 1 mg/kg 25 29 19 15 Mercury 0.05 mg/kg <0.05 <0.05 <0.05 0.0005 mg/l 16 Benzene 0.1 mg/kg <0.1 <0.1 <0.1 0.01 mg/l 17 1.1.1-Trichloroethane 0.2 mg/kg 0.3 0.3 0.5 1 mg/l 18 1.1-Dichloropropylene 0.2 mg/kg 0.5 0.4 0.4 19 Carbon Tetrachloride 0.2 mg/kg <0.2 <0.2 <0.2 0.002 mg/l 20 1.2- Dichloroethane 0.2 mg/kg <0.2 <0.2 <0.2 0.004 mg/l 21 1.1.2-Trichloroethane 0.2 mg/kg <0.2 <0.2 <0.2 0.006 mg/l 22 Simazine 0.05 mg/kg <0.05 <0.05 <0.05 0.003 mg/l Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA

4.3.3. Hydrology of the Project Area A. Freshwater Resource There is no significant natural freshwater source in the project area. The Indus River is about 120 km to the east of Karachi city and the Hub River, a perennial stream that originates in Baluchistan and marks the boundary between Karachi Division and Baluchistan are the sources of water in Karachi. Approximately 89% (2.02 million m3/d or 445 MGD) of the total supply to Karachi is from the Kotri Barrage on the Indus River through a system of canals and conduits. Hub River located north of Karachi, which supplies about 0.13 million m3/d (29 mgd) of water to the city. In addition to these surface water sources; an estimated 0.09 million m3/d (20 mgd) is supplied from private and public groundwater wells in and around Karachi. Except for a few Karachi Water and Sewerage Board’s (KWSB) wells, all of which are connected to the piped supply system, the water from the groundwater wells is distributed through water tankers to various parts of the city. The Lyari and Malir Rivers that passes through the area (Karachi City) do not have any natural flow, except during the monsoons. Malir River is ephemeral and is constituted from two major tributaries, i.e., Mol and Khadeji as well as some minor tributaries. Khadeji is a perennial stream that originates at Khadeji falls and gains flow as it travels across the Malir Basin. Malir basin is wedge shaped area and spread over 1520 sq.km and drained by Malir River. Khadeji Nadi, Thaddo Nadi and Mol Nadi are its main tributaries. Malir River, ephemeral in nature, flows in the district. This river is constituted from two major tributaries, Mol and Khadeji and smaller tributaries of Konkar, Thaddo and Sokan.

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Khadeji is Perennial River in its upper reaches. The water of Khadeji Falls percolates into the sedimentary rocks after going some distance and it replenishes within Malir basin in the southern downstream. Some amount of water flows throughout the year inside the downward basin of Khadeji River. Malir river flows from north-east of Karachi towards the Arabian Sea and terminates at Korangi creek. Mol and Khadeji join each other at 45th KM on the super highway and t hen join Malir River at Memon Goth. However, Sokan and Khadeji Rivers join Malir River at Landhi. The river becomes very wide from the point of Shah Faisal colony (up to one mile). According to the study ‘Flood Inundation Modeling for Malir Watershed of Karachi Considering Future Mean Sea Level Rise’, conducted by University of Engineering & Technology, Lahore, in year 2011; The Malir River, which has a catchment area of about 1974 km2 traverses along the South -Eastern Boundary of the city of Karachi. The catchment area of Malir River is comparatively large and extends up to 112 km towards North of Karachi as shown in Figure 4.2.

Fig 4.2: Map of Karachi city showing the River Malir and its watershed The System of Malir River is made up of major streams i.e. Mol and Khaddeji and other tributaries, Konkar, Thaddo and Sokan join it in the lower reaches. The system having total catchment area of about 1690 sq. km flows southwards and westwards and passes through Gizri Greek tidal estuary and discharges finally into the Arabian Sea. The width of river is about 200 m from upstream side at Super Highway Bridge and 1000m from the downstream side near Jam Sadiq Bridge. The study concluded that the Mean sea level rise in the next hundred years will not cause any increase in flood inundation depths within the simulated watershed boundaries of the Malir River, hence area of Karachi city coming in the watershed of Malir River seems to be safe due to possible increase in mean sea level in the future 100 years. However, an increase in mean sea level by 600 cm could cause flood inundation in the southern part of the Malir river watershed.

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“Ghagar” natural stream is located eastwards from the project site at a distance of about 6.5 km. B. Groundwater resources Groundwater resources in Karachi area are limited. The aquifers close to the coastal belt are mostly saline and unusable for domestic purposes. The aquifers near the Hub River bed are well developed and are source of water for agriculture and other domestic purposes. The aquifers are estimated to lie at depths of 50-100 m. In the upper Malir basin, the main areas of ground water extraction are the Thaddo valley upstream of Goth Rabu; Mol valley near Thano Shah Beg and upper stream; Turi Nala valley upstream of Goth Hasan Ali; Jarandi valley upstream of Goth Sufan; the Mol valley particularly in the Thano Shah Beg and Kathore areas, and Khadeji valley mainly in the Sari Sing area. Practically all the wells are located along stream banks and obtain water from the unconsolidated stream bed deposits. The depth of water varies from place-to-place ranging from 1.5m to about 30.5m. However, it ranges from 7.6 to 2.3m in most of the wells. Water extraction from 100 to 500 GPD, whereas some of the irrigation wells worked by diesel pumps yield upto 1200 GPD. There are a few wells along Khadeji Nadi south of Goth Chhutta which tap water from Gaj limestone, which is thick bedded and cavernous. In this area, the limestone occurs at a depth of about 2m and when worked with a diesel pump, the wells yield a supply of about 50,000 GPD In the Turi Nala valley near village Goth Chhutta also some wells tap water from the Gaj limestone. The limestone is at a depth of 6m. The water table is at a depth of 24m. The water is brackish. In the Konkar valley some wells east of Goth Isa, tap water from Gaj sandstone but the water is brackish. The Gaj rocks contain small springs and provide effluent seepage to some of the nalas. The perennial flow in the Mol and the Khadeji is largely due to such seepages. C. Water Supply Network in Karachi The existing bulk water supply system for Karachi City has a capacity of about 650 mgd as summarized in Table 4.3. The actual water demand in the Karachi city is about 1100 MGD, however actual supply is about 600 MGD only. The existing bulk water supply system conveys water to Karachi from two main sources, namely, Indus River and Hub Dam.

Table 4.3: Description of Water Supply Schemes for Karachi S. No DESCRIPTION OF WATER SUPPLY SCHEMES RATED ACTUAL CAPACITY SUPPLY 1 Haleji Scheme 30 MGD N/A 2 Greater Karachi Bulk Water Supply Scheme 280 MGD 280 MGD Stages I to IV 3 K ll Scheme 100 MGD 100 MGD 4 Additional Water Supply from GK BWS System 40 MGD 40 MGD 5 Pakistan Steel 26 MGD 26 MGD 6 Port Qasim Authority 7.5 MGD 7.5 MGD 7 K III Scheme 100 MGD 100 MGD

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8 Hub Dam 70* 50* Total 653.5 MGD 603.5 Approved Water Quota from River Indus 650 MGD - Balanced Supply Capacity available from River Indus 65 MGD - *variable as depends on Rain Source: KW&SB

Fig 4.3: Bulk Water Supply System for Karachi City (Source: KW&SB) The water distribution network in Karachi covers 18 towns 6 Cantonments and Defense Housing Authority (DHA) Area. These 18 towns are included in 5 administrative water supply zones classified by KW&SB as shown in figure 4.4. Water is supplied through water trunk mains from water filtration plants, reservoirs, pumping stations or Dumlottee Wells in the city of Karachi.

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Figure 4.4: KW&SB present Water Supply Zones (Source: KW&SB) 4.3.4. Surface and Ground Water Quality The study on water supply and sewerage system in Karachi by JICA in 2008 records the final analysis on quality of drinking water collected from Landhi and Bin Qasim areas. The analysis for the Landhi samples shows medium level contamination by metallic ions namely Lead (1.89-4.75 mg/l), Arsenic (0.736 mg/l), Copper (4.5-12.63) and by Fecal Coliform (<3-23), while the analysis for the Bin Qasim samples shows Lead (2.07- 6.57), Arsenic (3.530), Copper (9.50-22.6) and by Fecal Coliform (<3). Chemically the groundwater quality in the macro environment varies from palatable to brackish. The former has been found to have TDS from 400 to 1200 ppm, and although it falls in the range of being acceptable because of dilution with leakages from the water supply mains, it does not qualify as such because of serious contamination otherwise. The brackish water contains 1200 to 3000 ppm of TDS, which is the usual range of concentration of salts in the groundwater at reasonable depths in the Industrial Areas. Toxic materials discharged by factories outside their working areas, have only slightly impacted the groundwater so far since the quantities of the concerned contaminants such as chromium is in traces, if detected at all. The groundwater quality at much lower depths has high salinity, with the TDS in excess of 2,500 ppm. A recent report of Water Commission Inquiry (2017), constituted by the Supreme Court, points towards the major issues of unfit drinking water for citizens and poor sanitation in Karachi. Available water quality results from the surface water in BQIP, which is likely to be accumulated of leakages from water supply pipeline, are presented below; Table 4.3a: Surface Water Quality Results from BQIP S. Parameters to be Analyzed Standard Units Results Test Method No SSDWQ 1 pH value 6.5-8.5 - 8.42 USEPA 150.1 2 Total Dissolved Solids (TDS) <1000 mg/L 360.2 Hach 8160

3 Total Hardness (as CaCO3) <500 mg/L 159.1 Hach 8213 4 Turbidity <5 NTU 0.79 Turbidity meter

5 Nitrate (NO3) <50 mg/L 1.59 Hach 8039

6 Nitrite (NO2) <3 mg/L 0.007 Hach 8153 7 Phenolic compounds (as phenol) <0.002 mg/L BDL USEPA 420.1 8 Chloride (as Cl-) <250 mg/L 68.8 Hach 8206 9 Fluoride (as F-) <1.5 mg/L 0.57 USEPA 340.1 Microbiological Test Reports 10 Total Coliform 0cfu/100ml cfu 198* APHA-SM9221B 11 Fecal Coliform 0cfu/100ml cfu 67* APHA-SM9221F 12 Escherichia Coli(E-Coli) 0cfu/100ml cfu 14* APHA-SM9221F Water samples collected by EMC team from the upstream region of Malir River from Quaidabad Railway Bridge to Malir Dam had SAR values ranging from 1.79 to 8.50; TDS from 419 to 4810; DO 0.0 to 4.06, and high BOD and COD values except the one from Malir Dam. The Dam sample with SAR 1.95, TDS 419 and DO 2.9 does not deserve

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to qualify as freshwater, while all others including bore hole samples from the river bed have high BOD and COD values as well as heavy meal ions and are characterized as industrial wastewater mixed with sewage.

Table 4.3b: Summary of Water Analysis Data S. Parameters / Analytes Units Results # Descriptions 1 2 3 4 5 1 Collection Time Hr: mn 0420 0430 0435 0835 0820 2 Sample Collection date d.m.y 12.05.10 12.05.10 12.05.10 12.05.10 22.05.10 3 Temperature °C 29.5 33.0 31.5 30.9 32.2 4 pH Value SU 7.8 7.6 8.9 7.6 9.12 5 Color App. Clear Sewage Sewage Sewage Black 6 Total Dissolve Solids mg/L 208 1375 1658 1303 2165 (TDS) 7 Dissolve Oxygen (DO) mg/L 4.18 2.75 3.30 2.6 4.75 8 Chloride (Cl-1) mg/L 80 550 551 520 804

9 Bicarbonate (HCO3) mg/L 38 230 251 210 352

10 Sulfate (SO4) mg/L 17 109 170 92 175

11 Nitrate (NO3) mg/L 0.028 0.86 2.14 1.6 2.4

12 Carbonate (CO3) mg/L BDL BDL BDL BDL BDL 13 Calcium (Ca) mg/L 22 112 189 170 242 14 Magnesium (Mg) mg/L 18 91 160 154 190 15 Sodium (Na) mg/L 32 201 240 210 281 16 Potassium (K) mg/L 3.42 34.8 48.6 38.4 63.0 17 5-days BOD @ 20 ˚C mg/L BDL 348 640 564 430 18 Chemical Oxygen mg/L BDL 512 1380 978 782 Demand (COD) 20 Chromium (Cr) mg/L BDL BDL 0.265 0.02487 1.257 21 Mercury (Hg) mg/L BDL BDL BDL BDL BDL 22 Lead (Pb) mg/L BDL BDL 0.1729 0.06782 0.8475 23 Cadmium (Cd) mg/L BDL BDL 0.0594 0.02458 0.64254 24 Arsenic (As) mg/L BDL BDL 0.01174 0.03057 0.2294 25 Nickel (Ni) mg/L BDL BDL 0.0292 0.8217 1.0528 26 Zinc (Zn) mg/L 0.2725 0.4117 3.497 2.538 5.338 27 Total Plate Count @37°C Cfu TNTC TNTC TNTC TNTC TNTC 28 Total Coliforms @42°C Cfu TNTC TNTC TNTC TNTC TNTC 29 Escherichia Coli @37°C Cfu + ve + ve + ve + ve + ve 30 Sodium Absorption Ratio : 1.22 3.40 3.09 2.80 3.27 (SAR) Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA The above Table shows the analytical data for the wastewater samples collected from the Project area. The SAR (Sodium Absorption Ratio) values range in this section from 1.2 to 3.40; TDS from 208 to 2365; low DO 2.6 to 4.75 and all the samples had high BOD and COD values except the one from the hydrant. The sample #1 with SAR 1.22

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and DO 4.18 qualifies as freshwater, while all others with high BOD and COD values can be characterized as industrial wastewater mixed with sewage. According to the analysis of surface and groundwater collected for the 18 different towns of Karachi, the lead content of Bin Qasim is mild ~8 ppb, while that of Landhi is ~200 ppb. Drinking water quality monitoring of the project macro environment from KW&SB line water and bore water was tested by EMC. The results of the water quality monitoring are given below.

Table 4.3d: Drinking water quality in Project area S. No. Parameters To Be Analyzed Standards Units Results NSDWQ - Limits Bore Water Line Water 1 pH value 6.5 – 8.5 SU 7.55 7.21 2 Lead  0.005 mg/L BDL BDL 3 Arsenic 1 mg/L BDL BDL 4 Nitrate Nitrogen (NO3-N)  50 mg/L 10.0 0.5 5 Total Coliform 0 cfu/100 ml cfu >1500* TNTC* 6 Dissolved Oxygen (DO) N/A mg/L 7.21 6.74 7 Chromium, Total  0.05 mg/L BDL BDL 8 Copper 2 mg/L 0.06 0.03 9 Zinc 5.0 mg/L 1.8 1.2 10 Mercury  0.001 mg/L BDL BDL 11 Cadmium 0.1 mg/L BDL BDL 12 Nickel  0.02 mg/L BDL 0.0038 13 Oil & Grease 10 mg/L BDL BDL 14 Turbidity < 5.0 NTU 0.74 1.36 15 Colour  15.0 TCU 1.27 6.42 16 Ammonium Nitrogen (NH4-N) N/A mg/L 1.918 2.036 17 Total Phosphorous 2.0 mg/L 0.0219 0.106 18 Phosphate (PO4) 2.0 mg/L 0.064 0.258 19 Total Nitrogen 10.0 mg/L 2.537 3.174 Source: Basic Survey for Environmental & Social Consideration for Project Improvement of National Highway N5 by EMC Pakistan for JICA Industrial/Sewage Effluent: About 60-70% of the water supplied to Karachi City is said to return as sewage. A total quantity of 315 mgd (1,432,000 m3/d) of domestic and toxic industrial wastewater is generated in the city. There are three sewage treatment plants in Karachi. The total design capacity of these treatment plants is 151 mgd (686,000 m3/d). The untreated sewage is disposed of into the sea through nallahs and rivers including the Lyari and Malir Rivers. The total length of sewers is approximately 3,290 km and ranges from 8 inches (200 mm) to 84 inches (2,130 mm) diameter of trunk sewers, secondary sewers and laterals. Domestic sewage is a major source of pollution. National Conservation Strategy (NCS) states that almost 40% of deaths are related to water borne diseases. The situation is further aggravated by the addition of untreated wastewater from small-scale industries.

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The large and small industrial units in the Landhi and Korangi Industrial Areas discharge their waste water into Korangi Nallah which terminates into the Malir River at the Gizri Creek. But for the disposal into the storm water drains, which are poorly maintained, the waste water handling in these industrial areas is not that unsystematic as in the SITE whose effluent is discharged into the Lyari. Here the major polluting units pertaining to textile and leather goods production but other diversified industries producing pharmaceuticals, food products, glass, refractories, ultramarine blue, and refineries processing petroleum are also carrying out their activities equally effectively. Textile factories consume a large amount of fresh water and generate 12.5 MGD of effluents. Their waste water contains organic matter comprising the degraded cellulosic material, unused chemicals, dyes and auxiliaries and hence the high BOD load of over 10,000 tons per year. The waste water containing toxic materials is degraded during its flow in the channels outside the factory by biological factors which have developed during the course of time. Whatever reaches the coastal area is therefore less toxic than the discharge from the factory. Tanneries are next to textile industry in terms of volume of water consumed but they are major polluters in this industrial area with regard to the pollution load discharged by them. They are bulk users of water, all of which does not have to be fresh. The use of ground water which has a total solids content exceeding 3500 ppm is quite common. This high salinity suits them since they do not have to use salt which is needed in their beam house operations. Their waste water is estimated to be over 5 MGD but it is of no interest to the tanners in terms of recycling. However, since the groundwater level is slowly going down, and the pollution level is increasing, the Tanners Association has had to adopt a combined effluent treatment plant. This plant was commissioned in 2008 and its performance is being monitored. The refineries have been generating 0.2 MGD of waste water for which treatment facilities are said to exist but for which there are complaints to the contrary. A soda ash factory used to discharge 0.3 MGD of its effluents containing calcium chloride and some carbonates besides quite a bit of solid wastes into the Korangi Creek at a distance from the salt works vide infra. The unit is however not in operation any more. The Steel Mills were in 1985 generating 2 MGD of waste water but they had adequate arrangements for its treatment and recycling. Some process residues or washings are, however, discharged into the Phitti Creek outfall instead of getting them corrected and this is perhaps the reason for the occurrence of heavy metals at the disposal site. The Steel Mills and the Port Qasim thermal power stations use sea water for cooling purposes and they discharge the hot water into Phitti Creek. The Korangi Thermal power station and the one on the premises of Sind Alkalis discharge their hot water into the Korangi Creek. The hot water discharged by the power stations has a temperature 4-10oC higher than sea water and does not seem to have disturbed the ecological balance in any way because the organisms have perhaps adapted themselves to the warm environment of the tropics already. The Korangi Creek also has some well-established salt works which have been producing some good quality sea salt since times before Partition. These units, unlike the ones in the Manora Channel, receive uncontaminated input from the intake channel constructed for the purpose. These open into the creek whose water has the higher

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salinity required for salt production. The salt works, however, do not utilize bittern, the waste product which is higher in ionic concentration than sea water and discharge it into the sea. This output is low and hence they may not be considered as polluting industries. Their input may also not be considered as polluted by industrial effluents because it is sufficiently diluted to have any adverse effect on the process of crystallization, which is all that this industry deals with. The Korangi Creek receives strong sewage from the cattle colony in Quaidabad which holds more than 50,000 heads of buffaloes, and also from the slaughter house in the vicinity. The discharge of waste water is approximately 0.8 MGD containing biodegradable organic matter having a BOD value of 15,000 tons per annum. The cattle owners also make extensive use of agrochemicals to protect their animals and the products. These ultimately find their pathway into the Creek. The amount of domestic sewage flowing into the Gizri-Korangi Creek system appears to have been underestimated by the rapid assessment survey in 1987 (26) because the concerned population is nearly 50% of the megapolis and not just 0.9 million. Similarly, the total flow has also been underestimated at 35 MGD because the localities discharging the waste water are equally large. Accordingly, the volume should be half of the total i.e., approximately 100 MGD. Drainage Pattern: The Malir River syncline is recipient of the surface flow from the North of Landhi and Bin Qasim towns; it constitutes the flood plains of Malir River. Malir River and its flood plains are home to the discharge of effluent from the Industries and Cattle Colony at Quaidabad. The drainage pattern of the area is therefore highly damaged/degraded. Most of the flood plain of Malir River has become highly urbanized while its bed has been encroached upon by vegetable growers who use the unmitigated and highly polluted wastewater for growing vegetables. This has rendered large sections of the river bed sick and salinized. The industrial waste contamination has additionally reduced the biodiversity of the river bed to the extent that very little natural flora or fauna are found along its valley. Diversion channel of wastewater The effluent being used by the cultivators is ponded for a sufficiently long time along the flowing channel and diverted into the fields where heavy duty pumps have been installed. The diversion into the pond and storage for sometimes only partly serves the purpose of anaerobic treatment. It does not appear to be carryout any treatment towards removal of contaminants (chemical or biological) because the growers themselves admit that they need to run the pumps almost around the clock to irrigate as large an area as 20-25 acres in each field.

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Existing drainage features within Bin Qasim Industrial Park and the vicinity

4.3.5. Solid Waste Management It is estimated that the average waste generated in Karachi is 0.483 kg/persons/day, the total amount of municipal living waste is about 8000 ton/day, the total amount of industrial waste, construction waste and hospital waste is about 2000/ton/day. However, the existing solid waste collection and transportation management system in Karachi is not perfect. The municipal infrastructure construction has been lagged behind by the economic development, which becomes the bottle‐neck to hinder the faster and better development of the municipal economy. Of the municipal infrastructure construction, the infrastructure of MSW collection, transfer and final disposal is also on the top of the agenda of the important factor to block the economic development. There are two landfill sites in the outskirts of Karachi. 1) The Jam chakro landfill site having coordinates 25o01’640N, & 67o01’980E at the altitude of 285 ft. This site is spread over 500 acres. The garbage/composite consists of silver, metal, glass, bones, polythene shoppers etc. This landfill is in the north west of Umar goth having 1000 houses in deh Bund Murrad, Gaddap, Mangho Pir area. About 8‐9 kms of garbage is dumped at the height of 285ft. below the datum. About 2000‐ 3000 tons of garbage is dumped in the area, 2) Gond Pass Landfill Site is located in between 25o00’634N and 66o55’262E. Gond pass is an old landfill established about 40‐50 years ago and spread over an area of 500 acres. About 1000 tons/day of municipal waste is transferred from various garbage collection points. The landfill is scientifically maintained by placing PVC filtered pipes for the escape of gases.

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Guidelines for Solid Waste Management have been drafted by Pakistan Environmental Protection Agency (PEPA) in collaboration with JICA and UNDP in 2005. These guidelines provide for safe and sustainable mechanism for collection, handling, storage and disposal of solid waste including hazardous waste. 4.3.6. Seismicity According to a map created by the Pakistan Meteorological Department, the country is divided into 4 zones based on expected ground acceleration. The areas surrounding Quetta, those along the Makran coast and parts of the NWFP, and also along the Afghan border fall in Zone 4. The rest of the NWFP lies in Zone 3, with the exception of southern parts of this province, which lie in Zone 2. The remaining parts of the Pakistani coastline also lie in Zone 3. The remaining parts of the country lie in Zone 2. According to this classification, the Project site would be placed in Zone 2B corresponding to Modified Mercalli (M.M) intensity scale i.e., minor to moderate damage, distinct earthquakes may cause damage to structures with fundamental period corresponds to intensity IV- VII the M.M Scale.

Figure 4.5: Seismic Zones between Karachi1 Karachi is situated close to the junction of three tectonic plates (Indo-Pakistan, Arabian and Eurasian Plates). The significant faults in the vicinity include Rann of Katch Fault in east and Pub-Null Fault in west. The Rann of Kutch-Karachi fault, also known as Karachi- Jati-Allah Bund fault, passes close to the Eastern Industrial Zone of Port Qasim. It has three other segments namely the Jhimpir fault, the Pab fault, and the Surjani fault. Historically this region has suffered a number of earthquakes. The largest earthquake was in 1819. It had a magnitude of 8.0 and was felt over a wide sheathe of the Indian sub-continent. Eastern branch of the Indus River was blocked. Long tract of alluvial land uplifted as a result of earthquake. This earthquake was also associated with surface faulting and subsequent subsidence in the epicenter area. This fault produced a scarp called "The Allah Bund". Effects of recent earthquake on January 26, 2001 have been

1 Map data source(s): PMD, GSP, Pakistan Engineering Council – Prepared by Al hasan Systems Private Limited

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noticed in the deltaic areas. The earthquake occurred along an approximately East- West trending thrust fault at shallow (less than 25 km) depth.

Table 4.4: List of Earthquake in Indus Deltaic Region and surrounding within Latitude 23.0- 25.0 N and Longitude 67.5-71.0E Date Lat-N Lat-E Magnitude Depth (km) Richter Scale 26-09-1977 25.4 68.2 33 4.5 25-11-1982 25.6 67.9 33 4.9 17-12-1985 24.9 67.4 33 4.9 24-12-1985 24.8 67.6 33 4.7 10-09-1991 24.4 67.7 33 4.8 19-09-1991 24.3 68.7 33 4.7 23-04-1992 24.3 68.8 33 3.7 24-12-1992 25.2 67.7 33 3.6 05-02-1993 24.6 68.9 33 4.3 26-01-2001 23.4 70.3 17 7.6 Source: Pakistan Meteorological Department A. Recent Earthquakes near Karachi

Table 4.5: List of recent earthquakes in the last 8 years in Sindh, Baluchistan and Arabian Sea

Date Location Epicentre Magnitude Location Lat-N Lat-E Depth (km) Richter Scale 31-05-2012 Karachi, Sindh 24.602 67.092 10 4.0 17-04-2010 Uthal, Baluchistan 25.368 66.486 29 4.4 15-11-2008 Ormara, Baluchistan 24.38 65.517 10 3.9 08-12-2007 Sehwan, Sindh 26.037 67.742 10 3.7 13-10-2007 Uthal, Baluchistan 25.428 66.556 10 4.0 21-04-2007 Karachi, Sindh 24.038 66.745 10 3.9 17-06-2006 Uthal, Baluchistan 25.756 66.407 10 3.7 Source: http://earthquaketrack.com/pk-05-karachi/recent 4.3.7. Climate The climate of project area / Malir District is arid to semi-arid with hot summers and mild winter. Scanty and erratic rainfall is received in monsoon season. 4.3.7.1 Temperature The air temperature in Karachi Division and its coastal areas are generally moderate throughout the year due to presence of sea. Climate data generated by the meteorological station at Karachi Air Port represents climatic conditions for the region. The mean monthly maximum and minimum temperatures, recorded during the last 19 years in Karachi to describe the weather conditions are shown in Table 4.3 and 4.4 respectively. The Tables indicate that the mean monthly maximum temperature in Karachi ranged between 26.8°C and 36.8°C during the 2001-2019 periods, while the mean monthly minimum temperature ranged between 12.9ºC and 29.8°C. The annual mean maximum and mean minimum temperatures during 2001-19 periods were

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33.0°C and 21.0°C respectively, which indicates that there has been a slight but significant rise in the mean minimum temperature during the last 19 years. Table 4.6: Mean Monthly Maximum Temperature °C Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2001 27.2 29.6 33.1 34.6 35.1 34.9 32.2 32.3 33.1 36.0 33.5 30.4 32.7 2002 27.0 28.2 33.3 35.4 35.6 35.1 32.2 31.6 31.4 36.5 32.7 28.1 32.3 2003 27.6 28.5 32.4 36.6 35.7 34.9 34.1 32.6 32.5 37.0 32.2 28.3 32.7 2004 26.6 29.9 36.2 35.4 36.8 35.6 33.8 32.7 32.8 33.7 33.1 29.4 33.0 2005 24.9 26.3 31.5 35.3 35.4 36.0 33.2 32.2 34.2 35.2 33.1 28.4 32.1 2006 26.0 31.3 31.8 34.0 34.6 35.3 33.8 31.0 34.2 35.0 33.4 26.3 32.2 2007 26.9 29.4 31.4 37.7 36.0 36.4 N/A N/A N/A N/A N/A N/A 33.0 2008 24.4 26.9 34.3 34.4 33.9 35.1 33.5 31.9 34.7 35.5 32.5 27.2 32.0 2009 26.2 29.8 33.0 36.0 36.8 35.7 34.5 33.0 32.8 35.9 33.0 28.6 32.9 2010 27.5 29.2 34 35.7 36.5 34.7 34.6 33.2 34.5 35.9 32.7 28 33.0 2011 26.9 28.5 33.2 35.8 35.3 35.3 34.2 32.8 32.9 N/A N/A N/A N/A 2012 25.7 26.9 31.7 35.1 35.5 34.6 33.2 32.7 33.2 35.0 32.7 28.2 32.0 2013 26.7 28.0 33.3 34.0 35.1 36.5 33.8 32.1 33.0 35.7 32.3 28.3 32.4 2014 25.5 28.0 31.7 35.1 35.9 36.5 34.0 33.7 33.8 36.3 32.9 28.7 32.7 2015 26.3 28.9 31.5 35.9 36.0 37.7 34.1 32.3 34.6 35.8 33.0 28.6 32.9 2016 27.8 30.3 33.3 34.7 35.7 36.1 33.6 33.0 32.9 34.0 33.3 31.0 33.0 2017 25.4 30.2 32.8 35.5 36.2 36.3 33.1 33.8 33.4 36.6 32.3 28.2 32.8 2018 28.5 30.4 34.4 36.2 38.7 35.4 33.8 31.9 32.6 36.8 33.8 28.2 33.4 2019 26.3 26.8 31.3 35.4 36.0 37.2 34.7 32.5 35.7 35.8 31.5 27.1 32.5 Source: Pakistan Meteorological Department

Table 4.7: Mean Monthly Minimum Temperature °C Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2001 11.5 14.9 19.6 23.8 28.1 29.0 27.1 26.5 25.9 24.4 18.6 15.8 22.1 2002 12.8 13.8 19.5 23.9 27.0 28.2 29.6 25.6 24.8 22.5 17.7 14.9 21.7 2003 12.7 16.9 19.8 24.2 26.5 28.2 23.6 27.0 25.3 20.9 15.2 12.0 21.0 2004 12.9 14.5 19.1 24.8 27.3 28.8 27.5 26.3 25.3 22.4 18.0 15.4 21.9 2005 12.3 11.3 20.3 23.0 26.4 28.3 27.2 26.6 26.6 22.9 18.9 13.0 21.4 2006 11.7 18.1 19.6 24.5 27.5 28.5 28.3 26.3 26.8 25.7 19.4 14.0 22.5 2007 13.0 17.3 19.7 24.7 27.6 28.6 N/A N/A N/A N/A N/A N/A 21.8 2008 10.1 11.1 19.6 24.0 27.3 29.1 27.9 26.8 26.6 23.8 17.6 14.9 21.6 2009 14.7 16.5 20.8 23.8 27.6 28.7 28.1 27.5 26.5 22.6 17.0 13.9 22.3 2010 12.2 14.7 21.3 25.1 28 28.2 28.3 27.2 25.8 23.9 17.4 11.1 21.9 2011 11 14.5 19.7 23.1 27.1 28.8 27.8 28.6 26.5 N/A N/A N/A N/A 2012 11.2 11.9 19.1 24.5 27.2 28.0 27.9 26.9 26.4 22.7 19.6 14.2 21.5 2013 11.6 15.1 19.2 24.2 27.1 29.3 28.0 26.6 25.5 25.4 18.1 13.0 21.9 2014 9.9 13.1 18.9 24.4 27.0 29.2 28.3 27.1 26.8 23.3 19.5 13.1 21.7 2015 12.6 16.4 19.2 25.7 27.7 29.8 28.4 26.9 26.3 24.9 18.6 12.6 22.4 2016 14.8 14.9 21.7 24.6 27.9 27.9 28.1 27.1 26.4 24.0 17.1 15.5 22.5 2017 12.5 18.2 20.3 24.4 27.8 29.2 27.7 27.0 26.2 23.5 16.8 13.0 22.2 2018 12.9 15.8 20.9 25.3 27.7 28.8 28.1 26.3 25.5 23.0 19.3 13.1 22.2 2019 13.3 15.3 19.0 24.0 26.6 28.9 28.1 26.8 27.2 24.0 19.4 13.7 22.2 Source: Pakistan Meteorological Department

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4.3.7.2 Precipitation The main source of precipitation is rainfall which is received mostly in the months of July to September during SW Monsoon winds. It is very erratic as some years are very dry and there is no rain. The average rainfall is 217 mm and most of it is received in the month of July. Occasional winter rains are also received in the months of December –February as result of NE winds which count 15-25% of total rainfall. The record for rainfall of PMD at Karachi Airport (2001-2019) suggests that July and August are the wettest months and that the maximum rainfall recorded in Karachi during 2001-2019 period was 270.4 mm during the month of July 2003, while the maximum annual rainfall was 372.9 mm during the year 2010, followed by 367.3 mm in 2019.

Table 4.8: Monthly Amount of Precipitation (mm) at Karachi Air Port

Jul

Jan

Oct

Jun

Feb

Apr Sep

Dec

Mar

Aug Nov

May

Year Annual

2001 0.0 0.0 0.0 0.0 0.0 10.6 73.6 16.2 N/A 0.0 0.0 0.0 100.4 2002 0.0 2.4 0.0 0.0 0.0 N/A N/A 52.2 N/A 0.0 0.5 0.4 55.5 2003 6.4 21.8 0.0 0.0 0.0 16.3 270.4 9.8 N/A 0.0 0.2 0.0 324.9 2004 13.7 0.0 0.0 0.0 0.0 N/A 3.0 5.6 N/A 39.3 0.0 4.3 65.9 2005 6.6 12.8 N/A 0.0 0.0 N/A N/A 0.3 54.9 0.0 0.0 17.1 91.7 2006 N/A 0.0 N/A 0.0 0.0 0.0 66.2 148.6 21.9 0.0 3.1 61.3 301.1 2007 0.0 13.2 33.4 0.0 0.0 110.2 N/A N/A N/A N/A N/A N/A 156.8 2008 8.0 Trace 1.1 0.0 0.0 0.0 54.0 37.5 Trace 0.0 0.0 21.0 121.6 2009 3.0 Trace 0.0 Trace 0.0 2.6 159.9 44.0 68.9 0.0 0.0 1.5 279.9 2010 0.0 0.5 0.0 0.0 0.0 97.0 120.4 111.5 212.9 0.0 0.0 0.0 372.9 2011 8.5 1.6 0.0 0.0 0.0 0.0 72.5 61.5 36.5 4.0 0.4 12.3 225.1 2012 0.2 0.0 0.0 0.0 0.0 Trace Trace 8.1 121.0 0.0 0.0 22.8 152.1 2013 Trace 20.0 2.8 30.0 0.0 Trace 5.5 105.4 4.0 1.2 0.0 0.0 168.9 2014 Trace 0.0 12.4 0.0 1.3 Trace 1.1 9.9 1.4 0.0 4.6 0.0 30.7 2015 0.3 2.1 2.8 0.0 0.0 Trace 46.6 1.4 Trace 0.0 0.0 0.0 53.2 2016 3.1 0.0 Trace 0.0 0.0 65.8 1.9 96.9 Trace 0.0 0.0 0.0 167.7 2017 41.5 Trace 0.0 0.0 0.0 58.8 33.3 65.6 26.4 0.0 0.0 6.6 232.2 2018 Trace Trace 0.0 0.0 0.0 Trace Trace 0.8 Trace 0.0 0.0 Trace 0.8 2019 39.4 Trace 2.2 0.0 0.0 1.6 66.3 204 51.7 1.2 Trace Trace 367.3 Source: Pakistan Meteorological Department 4.3.7.3 Wind Speed & Direction The wind direction and speed between the summer and winter monsoon seasons are rather unsettled and large variations are noted both with respect to speed and direction. The fifteen years’ wind velocity record (2001-2019) indicates that the velocity varies and ranges between 1.0 m/s to 13.4 m/s. Table 4.9: Wind Speed (m/s) at 12:00 UTS Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual

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2001 2.6 3.4 4.3 5.6 7.5 8.1 6.8 7.3 5.5 3.7 2.0 2.4 4.9 2002 3.6 3.9 4.0 6.5 8.5 8.2 9.8 7.3 7.7 3.3 2.9 3.2 5.7 2003 4.0 5.0 5.4 5.2 7.7 8.8 6.7 7.1 6.0 3.2 3.1 3.0 5.4 2004 3.4 3.7 4.0 6.0 8.0 9.0 10.0 9.5 7.3 3.8 1.0 2.5 5.7 2005 3.6 4.2 4.8 5.1 7.1 7.5 9.0 6.9 6.4 3.9 2.0 1.5 5.2 2006 2.0 3.0 3.0 6.2 8.0 7.7 8.3 6.2 4.7 4.2 2.2 3.0 4.9 2007 2.0 3.7 4.0 4.0 6.0 6.3 N/A N/A N/A N/A N/A N/A 4.3 2008 4.3 7.6 8.2 10.5 12.6 7.6 11.0 9.3 8.7 6.6 5.1 3.9 7.9 2009 7.0 7.2 7.9 9.3 9.8 9.7 9.5 9.3 9.1 6.1 5.0 3.9 7.8 2012 5.8 6.6 9.3 9.8 12.3 12.8 13.1 11.2 8.4 7.1 5.7 5.8 9.0 2013 5.2 6.9 9.0 10.3 11.5 10.8 12.0 11.2 10.3 7.7 5.1 4.5 8.7 2014 5.9 8.9 8.6 11.5 12.4 13.4 12.8 11.6 11.7 8.3 6.0 4.5 9.6 2015 6.9 10. 10.1 11.5 12.8 12.3 13.7 12.3 10.5 8.7 5.6 5.8 10.0 3 2016 7.5 8.7 4.8 1.1 13.0 11.7 11.8 10.5 12.1 9.2 5.5 5.2 8.4 2017 7.0 8.0 10.8 12.1 12.8 11.5 12.1 10.3 8.7 8.5 5.4 7.4 6.9 2018 6.3 7.0 9.5 10.2 10.8 11.1 12.3 12.4 12.2 8.7 6.1 6.8 9.4 2019 6.7 8.9 10.2 11.7 12.1 11.7 13.7 9.1 8.5 8.0 6.9 7.4 9.6 Source: Pakistan Meteorological Department

Table 4.10: Wind Direction at 12:00 UTS Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2001 S54W S43W S42W S45W S46W S45W N52W S59W S44W N56W S45W S06W 2002 S67W S52W S51W S55W S51W S42W S54W S45W S48W S56W N54W S41W 2003 S60W N50W S45W S48W S45W S68W S60W S47W S43W S54W S50W S27W 2004 N27E S46W S53W S49W S52W S54W S54W S62W S56W S47W S45W N86E 2005 N63E S51W S50W S52W S63W S48W S54W S49W S87W S54W S52W N23W 2006 S48W S62W S50W S57W S64W S60W S67W S78W S51W S53W S49W N79E 2007 S30W S62W S47W S55W S58W S47W S41W S55W S60W S48W S48W N45E 2008 N45E S47W S54W S51W S52W S39W S50W S52W S46W S39W S38W N 2009 N45E S45W S41W S58W S46W S46W S56W S49W S56W S42W S39W S45E 2012 S3E N56E S62W S46W S61W S51W S66W S51W S53W S41W S41W N9W 2013 N39W S54W S56W S54W S61W S40W S53W S52W S55W S47W S17W N50W 2014 S72E S54W S43W S46W S46W S45W S54W S48W S85W S45W S49W S45E 2015 S72E S54W S43W S48W S50W S40W S54W S55W S50W S41W S S58W 2016 S43W S36W S48W S54W S54W S45W S48W S36W S51W S45W S43W S36W 2017 S83E S56W S51W S45W S45W S44W S66W S57W S48W S51W S59W N45E 2018 S39W S39W S46W S51W S50W S45W S45W S48W S46W S46W S42W S18W 2019 S24W S65W S45W S44W S42W S37W S48W S46W S53W S35W N59E N55E Source: Pakistan Meteorological Department 4.3.7.4 Humidity The relative humidity typically ranges from 25% (dry) to 70% (humid) over the course of a year, rarely dropping below 20% (very dry) and reaching as high as 90% (very humid). Table 4.11: Mean Monthly Relative Humidity (Mean) at 1200 UTC (%) Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual 2014 25.0 27.0 35.0 47.0 57.0 61.0 64.0 61.0 60.0 36.0 36.0 31.0 45.0 2015 38.0 41.0 37.0 45.0 60.0 56.0 69.0 67.0 56.0 47.0 28.0 31.0 47.9 2016 46.0 25.0 41.0 47.0 60.0 60.0 68.0 70.0 63.0 57.0 34.0 38.0 50.8

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2017 38.0 25.0 36.0 44.0 59.0 62.0 70.0 67.0 63.0 44.0 29.0 20.0 46.4 2018 36.0 37.0 33.0 45.0 46.0 65.0 65.0 68.0 63.0 40.0 32.0 30.0 46.7 2019 40.4 33.9 36.6 48.0 55.6 58.8 64.8 72.6 67.6 41.1 34.6 29.7 48.6 Source: Pakistan Meteorological Department 4.3.8. Ambient Air Quality The ambient air quality and noise monitoring for the project was undertaken on October 7th, 2020) in order to find the level of pollutants due to current major transport and other sources. The results show that the average concentrations for each parameter calculated for the 08 hours are well within guideline values set by SEQS. Monitoring reports are presented in Annex I. Table 4.12a: Results of Air Quality Monitoring in the micro environment

Location Value SO2 NO NO2 CO SPM PM10 PM2.5 (µg/m3) (µg/m3) (µg/m3) (mg/m3) (µg/m3) (µg/m3) (µg/m3) Project Site Min 20.7 18.4 28.8 0.08 72.0 26.0 Max 33.3 27.2 42.8 1.02 326 96.0 52.0 Avg 27.2 22.8 34.5 0.64 80.8 40.8 The values of criteria pollutants were found to be within SEQS limits in the microenvironment of project area due to limited industrial activities at present.

4.3.9. Ambient Noise Quality The noise level data generated from the survey suggest that the noise levels at the project site were well within the permissible limits. The noise levels were checked at four sides of the proposed plant location site. Table below shows the results of noise monitoring being conducted at the four locations.

Table 4.12b: Noise Level Test Report S. No. LOCATION/SOURCE SEQS Limits: 75dB(A) Noise Level Readings 1 2 3 Mean 1 Right Corner Front Side Area 64 65 65 64,6 2 Left Corner Front Side Area 63 62 64 63.0 3 Back Side Right Corner 67 64 66 65.6 4 Backside Left Corner 66 65 64 65.0 SEQS =Sindh Environmental Quality Standard. dB (A) Leq=Time weighted average of the level of sound in decibel on scale which is relatable to human hearing

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4.4 Biological Environment 4.4.1. Microenvironment The Flora of Project Area: The native/indigenous flora of the project microenvironment is given below, however, at present only Capparis aphylla, Euphorbia caudicifolia, Calotropis procera, Prosopis juliflora and Salvadora oleiodes are found in the microenvironment of project area. Trees and shrubs:

Botanical Name Local Name Capparis aphyla Kirir Salvadora oleoides Khabar Acacia Senegal Kunbhat Prosopis cineraria Kandi Prosopis juliflora Mesquit, devi Tecoma undulata Lohiro Euphorbia caudicifolia Thuar Tamarix aphylla Lai Ziziphus nummularia Ber Acacia nilotica Babur Grasses:

Aristida adscenciones Lumb Aristida funiculate Lumb Cenchrus biflorus Bhurt Cenchrus ciliarus Dhaman Chrysopogon aucheri Putar Cymbopogon jawarncusa Poi Desmostyches bipinnata Dubh Dicanthium annulatum Lasiurus sindicus Sain Lasiurus hirsutus Leersa spp.

Flora in microenvironment

Environmental Impact Assessment (EIA) 64 “Master Changan Motor Auto Manufacturing Plant”

Fauna of Project Area Environs The project site land is a part of an industrial estate and is almost barren, sparsely inhabited with little vegetation comprising mostly bushes. Areas occupied by office blocks and roadsides are planted by providing artificial irrigation. Due to human disturbance and shrinking habitat, only nominal fauna could be recorded on the site.

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However, the habitat of common wild animals, who could be found if there had been no disturbance in this area, comprises: Jackal, Porcupine, Fox and Wild Hare. Birds of the eco-zone likely include Grey Partridge, Common Quail, Spotted Owlet, Indian Nightjar, Woodpecker, Passerines, etc. Reptiles of the area included Monitor Lizard, Spiny-tailed Lizard, Krait, Vipers and Rat Snake.

4.4.2. Traffic Conditions Once the operation phase of the auto manufacturing facility commences, manufactured cars will be transported to the Karachi city and to the destination’s upcountry. The principal road they will be using in the first place will be the National Highway (N5). Therefore, a detailed study of the traffic conditions of the initial section of N5 is presented in this subchapter. The National Highway starting from the Karachi Port area passes through the Central Business District and the airport and crosses the Malir River at Quaidabad. It carries heavy traffic on the way to the extent that Quaidabad is among the 10 most travelled destinations in Karachi with 822,321 vehicles passing through the corridor each day2. The following Tables show that the growth in traffic volume has accelerated during the recent years. The traffic survey was conducted during the EIA of Construction and Rehabilitation of N5 in 2014-15 by EMC Pakistan in cooperation with JICA. The Survey Team has conducted the traffic survey to verify the present traffic condition in the target road. Figure below shows each location of the traffic survey.

Figure 4.6c: Location of the Traffic Survey

2 Environmental Management Consultants – Environmental Impact Assessment for KEE, 2007

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4.3.7.5 Results of Traffic Survey Intersection traffic count survey Total inflow volume and vehicle composition Figure below shows the total inflow volume and vehicle composition at each intersection on holiday (left) and weekday (right). The total traffic volume tends to decrease but the large vehicle ratio tends to increase as it goes eastward. On holiday, 30,000 – 40,000 vehicles were observed at I 1 and I 2 while 15,000 – 20,000 vehicles were observed at I 3 – I 5 for daytime 12 hours. On weekday, 35,000 – 40,000 vehicles were observed at I 1 - I 3 while around 25,000 vehicles were observed at I 3 – I 5 for daytime 12 hours. Motorcycle has the highest vehicle share at most of the intersection and number of large vehicles does not change drastically at each intersection.

Figure 4.6d: Total inflow volume and vehicle composition

Hourly Fluctuation Figure 4.6e shows the hourly traffic volume at each intersection on holiday (left) and weekday (right). Peak hour for the target section which has the highest sum of traffic volume at all intersections is 15:00 p.m. on holiday and 17:00 p.m. on weekday although the peak hour at each intersection varies.

Figure 4.6e: Hourly fluctuation

Classified traffic count survey Ratio of daily traffic to daytime traffic Figure below shows the daily traffic to daytime traffic calculated by the result of classified traffic count survey for 24 hours at OD1 and OD4. The ratios of most vehicles are around 1.5 and the ratio at OD4, the ending point side of the Project is slightly higher than that at OD1, the starting point side of the Project.

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Figure 4.6f: Ratio of daily traffic to daytime traffic

JICA study team confirmed from the result of traffic survey conducted in the 1st field survey that the traffic volume decreases eastwardly from Port Qasim Intersection as shown in Figure 4.6g. According to Figure 4.6g, the difference of approximately 10,000 pcu/day of daily traffic between Section 4 and the other section can be found and the present daily traffic volume between Section 1 and Section 3 exceeds or close to the traffic capacity of existing 4-lane road. Furthermore, the traffic demand of Port Qasim Intersection will increase in the future since the large freight vehicles going to Port Qasim will divert to the ZOTPT which is being constructed and will operate in 2017 at the north of intersection. Therefore, the Survey Team proposes the appropriate target section of the Project should be from a point approximately 100m from the edge of Quaidabad Flyover to Port Qasim Intersection considering the above traffic condition as well as the present pavement condition.

Figure 4.6g: Daily Traffic Volume in the Target Section

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4.5 Socio-Economic Baseline of Master Changan Motor Auto Manufacturing Plant 4.5.1 Overview The socio-economic baseline provides an overview of the social and economic conditions of the project area based on primary and secondary data sources. This overview helps in understanding the socio-economic importance of the project area and contributes towards identification of any social risks that the project proponents must be aware of during the project design phase. Moreover, interaction with stakeholders in the vicinity of the project area helps identify the scope of CSR activities for Master Changan Motor Pakistan. The baseline data presented here also provides a basis for monitoring project activities during the project implementation and operations phase. The Master Changan Motor Auto Manufacturing Plant project site is located in the Bin Qasim Industrial Zone that falls in Malir District of Karachi Division. Moreover, as per the old administrative structure, the project site falls in Bin Qasim Town. Therefore, the social baseline for this project is based on secondary data for Malir District and Bin Qasim Town and primary data collated through consultations with primary stakeholders. 4.5.2 Macro-environment: District Malir

Administrative Context

The city of Karachi is divided into six districts and Malir District is the largest district by area within Karachi. Malir District is also the most rural district of Karachi Division. The district covers an enormous area of 2,268 square kilometers, which is more than half of Karachi’s total land area. The district derives its name from its headquarter town of Malir. The word Malir basically denotes a region of pastoral wealth, a patch of rich and fertile plain or meadow in Rajasthani, Saraiki and Sindhi. In 2000, Malir District was dissolved into Malir, Bin Qasim and Gadap Towns. However, Malir District was restored to its district status through official notification from the Government of Sindh on 11th July 2011. The district is headed by an elected Chairman and is run as a District Municipal Corporation. Malir District is further divided into 22 Union Councils which are governed by elected Chairmans. Demography The district comprises of people from various ethnicities, with majority coming from Sindh and Baluchistan. Malir is the largest district of Karachi by area. The following table provides a comparison of district and sub-division population between 1998 and 2017 census. The total population of District Malir was 976,193 in 1998 which increased to 2,008,901 in 2017, showing an annual increase of 3.86%. The total population of Bin Qasim sub-division was 108,045 according to the 1998 census which increased to 247,141 in 2017, showing an annual increase of 4.44 %. The population of District Malir has more than doubled in the last 19 years. Table 4.13: Population of District Malir and Sub Divisions (1998, 2017) Name Area Density Population Population %Change/year (Km2) (2017) Census Census (2017) (1998-2017) (per Km2) (1998)

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District Malir 2,635 762.5 976,193 2,008,901 3.86 Malir 60.6 2,294 44,464 139,052 2.79 Cantonment Bin Qasim 440 561.3 108,045 247,141 4.44 Gadap 1,436 44.70 39,642 64,192 2.56 Ibrahim Hyderi 111 9,439 438,921 1,045,815 4.67 Korangi Creek 22.2 2,599 34,177 57,745 2.79 Airport 4.26 23,649 40,937 100,743 4.84 Murad Memon 197 1,649 214,900 324,275 2.18 Shah Murad 355 84.33 16,414 29,938 3.21 Source: Pakistan Bureau of Statistics

Figure 4.7: District wise Population according to the 1998 and 2017 Census Compared to other districts of Karachi, District Malir was amongst the least populated districts of Karachi in 1998. Over the past few decades, the relative share of district Malir has increased to 13% of the entire population of Karachi due to the growth of lower- income settlements as well as small-medium sized apartment buildings and low-cost residential societies for middle-income class of Karachi. Malir was once famous for its fruit and vegetable farms; but, now due to severe scarcity of groundwater, these farmlands are being converted into residential areas, thus increasing urbanization and environmental degradation. District Malir attracts migrants who come from other districts, rural areas of Karachi and other provinces. In view of the increased demand for housing, Malir Development Authority was established in 1993 by the Government of Sindh in order to develop the area. MDA is specially focused towards the low-cost housing and designs its schemes to give better residential facilities on affordable rates. Another important milestone we find here is Bahria Town Karachi, its total area is around 46,000 acres. It offers a quality lifestyle owing to its world-class amenities. Bahria Town, Karachi is located at a distance of 9 km from Super Highway and half an hour drive from Jinnah International Airport. All developments have the most advanced infrastructure and world class facilities in the country. The sheer scale, logistics and quality of this world-class project is beyond anything experienced by Pakistan before. Launched in 2014, in only 6 years it is already a “city within a city”.

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Transportation/Communication As the cities grow, the requirement of civic facilities also increases requiring continuous development, technological advancement and efficient management. Karachi city is among the fastest growing mega port cities with a very high rate of urbanization where the need of transport infrastructure and services is growing rapidly. The mushroom growth of vehicles is also a result of failure of the government in providing sufficient low-cost public transport facilities. Currently there are more than 4 million registered vehicles on Karachi roads. The number of vehicles registered in Karachi has increased by 38% since 2013 with rickshaws rising sharply by 76% to 229,826, motorcycles by 50% to whopping 2.34 million and private vehicles by 18% in 2016. According the Research Report of KCCI, August 2017, then ratio of the registered motorcycles is highest (57 %) and private vehicles is 31 %. The following graph shows the share of vehicles which have been registered in Karachi in 2017.

Figure 4.8: Registered Vehicles in Karachi by Vehicle-Type in 2017 Source: Transport & Communication, KDA; KCCI Research Report 2017 The impact of the transport crisis on people’s lives is enormous. Travelling in environmentally degraded conditions for long hours results in physical and mental health problems. This effects family and social life and limits people’s choice of livelihoods (especially for women) since they wish to work in areas that they can easily access through the existing transport system. Increasingly, transport availability and quality are also determining where they would like to live. The Malir District has an adequate communication network having metaled and spacious roads. It is the gateway to all heavy and light vehicles come from outside the city. Malir also provide a bridge to the Karachi port to the commercial goods which come here from around the world which are later transported all parts of Pakistan and Afghanistan, the Central Asian Republics, China, Iran, and India. The major roads which begin from the Malir are: Super Highway (M-9), is a 136-km long 6-lane motorway connecting the cities of Hyderabad and Karachi. It is a part of Pakistan's Motorways Network. M-9 is an upgrade of the existing Karachi-Hyderabad Super Highway by adding an extra lane on each side,

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along with a complete re-surfacing of the road. National Highway (N5), is a 4-lane 1,819- Km long road. Education Facilities Baqai Medical College, with affiliation of the University of Karachi started in 1988. In 1992, Baqai Foundation established the Baqai Dental College, first ever Dental College to be set- up at Karachi. The university offers the best services for undergraduate and postgraduate students. Some of the major degrees and courses cater the field of information technology and medicine. The courses and programs offered by the university totally covers the field of medical. MBBS, D-pharmacy, BDS, BBIT, MSIT, Special training and courses of army, Doctorate in Veterinary Sciences. Founded as a Federally Chartered University in July 2000, FAST National University of Computer and Emerging Sciences is a premiere University of Pakistan, renowned for quality and impact of its students in the development of local software and other industries. The university has five modern campuses at Karachi, Lahore, Islamabad, Peshawar and Chiniot-Faisalabad. These campuses provide world class educational environment and recreational facilities to about over 11,000 students, around one quarter are female and over 500 skilled faculty members. For more than 30 years NUCES-FAST continues to play an important role in educating and fostering its students for their enlightened careers in Computer Science, Electrical Engineering and Management Sciences. There are a number of schools, colleges and technical training centers in Malir District. The following statistics shows that District Malir has the highest number of schools and enrollment of students is encouraging. Enrollment of boys is higher than girls in Malir District. Similarly, the proportion of male teachers are higher than female teachers in the district.

Table 4.14: Karachi-District Wise Summary: Schools, Enrollment, Teachers District Name No. of Schools Enrollment Teacher Boys Girls Mixed Total Boys Girls Total Male Female Total Central 117 141 348 606 44,822 58,510 103,332 1,803 4,996 6,799 East 51 64 163 278 23,022 29,106 52,128 870 2,271 3,141 South 70 87 173 330 26,122 35,824 61,946 1,079 2,496 3,575 West 128 101 340 569 38,562 45,454 84,016 1,443 1,909 3,352 Malir 136 113 414 663 34,548 32,333 66,881 1,540 1,148 2,688 Korangi 97 94 220 411 35,192 46,918 82,110 1,025 3,082 4,107 Source: SEMIS Census 2016 – 2017 Compared to other districts of Karachi, the number of schools with basic and advanced facilities are comparatively poor. The table below shows that District Malir has 591 schools comparatively Central 607, South 482, West 363, Korangi and East 264. Table 4.15: Karachi-District Wise Schools Facilities District Schools Electricity Washroo Drinkin Boundar Lab Library Play m g Water y Wall Ground Central 607 447 484 507 529 121 56 370 East 264 223 241 219 238 59 25 84 South 482 383 426 356 432 49 49 180 West 363 232 301 256 340 82 27 173 Korangi 550 397 431 391 509 46 37 288

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Malir 591 240 398 302 479 56 21 106 Karachi Public Health Facilities There are several public and private healthcare facilities in the Malir District. They include Malir Halt Hospital, Hassan General Hospital, Urban Health Centre Govt. Hospital, Sindh Heart Hospital, Zia Medical Hospital, Agha Khan University Hospital Medical Centre, Atia General Hospital and TB Chest Hospital are also in the jurisdiction of the district. The following table shows the number of health practitioners, there are 234 doctors and 144 paramedical personnel posted in different government hospitals of District Malir. CMH (Combined Military Hospital) is located at PAF Rd, Malir Cantt, Karachi. This hospital has in-patient and out-patient facilities. It offers emergency service, specialist OPDs, Surgery, Pediatrics, Orthopedics, Gynae/obs, ENT and Eye, ICU, Neonatal ICU, Medical ICU and so on.

Table 4.16: District wise Government Medical and Paramedical personnel in Karachi 2017

Ray Ray Ray

- -

O.T O.T

Lab Lab

O.T. O.T.

Lab. Lab.

L.H.V

X X

ressers

Nurses

District

Doctors

Midwives

Assistants Assistants Assistants

Technicians Technicians Technicians Dispensers/D Central 579 207 15 82 12 17 25 0 3 12 26 South 324 115 4 51 14 23 33 0 8 8 2 East 245 18 22 26 4 0 3 0 4 1 6 West 356 83 19 67 12 14 22 5 12 15 19 Malir 234 25 14 53 9 4 6 0 10 5 18 Korangi 252 90 38 - - - - 0 8 8 25 Source: - Directorate General of Health Services, Hyderabad. Source: - BOS, Government of Sindh (Development Statistics of Sindh-2018). The table below shows the number of health facilities available to cure different kinds of diseases in District Malir. The public health facilities in Karachi are highly centralized in a few locations and cannot cater to a large part of the population. The above-mentioned public health facilities data is not updated in the government records thus subject to some shortcomings.

Table 4.17: District wise Government Health Facilities with Bed Capacity in Karachi 2017 District Hospital Hospital Beds Dispensar R.H Centers T.B. Centre B.H. Units M.C.H.C.

ies

No. No. No. No. No.

Civil, Civil, Civil,

Beds Beds Beds Beds Beds

& & Taluka & Taluka

Teaching Teaching

Specialized Specialized Specialized Central - - 3,150 - 5 - - - 8 - 2 - 3 6 South 2 4 - 960 5 - - - 10 5 - - - - East - - 361 - 5 - - - 5 97 4 - 4 - West 1 1 - 248 14 15 4 20 8 - 7 14 5 6 Malir - 1 - 48 7 - 2 8 4 - 14 22 6 - Korangi - 7 - 724 8 - - - 7 - 8 16 4 41 Source: - Directorate General of Health Services, Hyderabad. Source: - BOS, Government of Sindh (Development Statistics of Sindh-2018).

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5 Public/ Consultation

Public Participation is a mandatory requirement of the Environmental Impact Assessment exercise under the Sindh Environmental Protection Act 2014 and the rules & regulations framed thereunder. Public consultation & participation process provides an opportunity for those directly & indirectly affected by the project to express their concerns during the feasibility phase before finalization of the project design. It aims to ensure that the EIA process is transparent and robust and enables sustainability in the design, implementation, operation & management of development projects.

5.1 Objectives and Overview The key objectives of public involvement are to:

▪ Obtain local knowledge about the microenvironment (project neighborhood) that may be useful for decisions regarding the project design and identification of potential impacts; ▪ Facilitate consideration of alternatives, mitigation & compensatory measures; ▪ Ensure that important impacts are not overlooked and benefits are maximized.

Following are the benefits envisaged from the Public Consultation & Participation process:

Table 5.1: The benefits of effective participation for different groups Proponent Decision-Makers/Regulators Neighborhood Communities Raises the proponent's Achieves more informed and Provides an opportunity to awareness of the potential accountable decision-making raise concerns and influence impacts of a proposal on the the decision-making process environment and the affected community Legitimizes proposals and Provides increased assurance Provides an opportunity to ensures greater acceptance and that all issues of legitimate gain a better understanding support concern have been addressed and knowledge about the environmental impacts and risks that may arise Improves public trust and Demonstrates fairness and Increases awareness of how confidence transparency, avoiding decision-making processes accusations of decisions being work, who makes decisions & made 'behind closed doors' on what basis Assists by obtaining local Promotes good relations with Empowers people, providing information/data the proponent and third parties the knowledge that they can influence decision making

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and creating a greater sense of social responsibility Avoids potentially costly delays Avoids potentially costly delays Ensures all relevant issues later in the process by resolving later in the process by resolving and concerns are dealt with conflict early conflict early prior to the decision

Increasing level of public impact

Inform Consult Involve Collaborate Empower To work directly To provide the To partner with the with the public public with balanced public in each To place throughout the and objective To obtain public aspect of the final process to ensure Public information to assist feedback on decision inclduing decision- that public participation it in understanding analysis, the developoment making in concerns and goal. the problem, alternatives and/or of alternatives and the hands aspirations are alternatives, decisions. the identiofication of of the consistently opportunities and/or the preferred public. understood and solutions. solution. considered. We will work with We will keep you you to ensure that To partner with the informed, listen to your concerns and To place public in each and acknowledge aspirations are final aspect of the concerns and directly reflected in decision- Promise to We will keep you decision inclduing aspirations, and the alternatives making in the public. informed. the development of provide feedback developed and the hands alternatives and the on how public input provide feedback of the identification of the influenced the on how public input public. preferred solution. decision. influenced the decision.

Fig. 5.1: Public Participation Approach

5.2 Identification of Stakeholders The major stakeholder groups involved in an EIA and their interests are explained in the following paragraphs:

1. Neighborhood: Individuals or groups in the vicinity of the project site are informed regarding the project background and context. Due to their proximity to the project site, they are often the most vulnerable stakeholders and therefore, consultation with these stakeholders is carried out throughout the project life. The consultation exercise provides opportunity to appraise the stakeholders regarding the consultation process, identify likely project impacts, and record neighborhood concerns. Moreover, intensive stakeholder engagement during the planning stage of the project provides a basis for reducing the trust deficit and encourages confidence-building. 2. Proponents: The main aim of the project proponent is to accomplish the objectives of the project through cost-effective and sustainable project activities. To this end, the project proponents recognize that strong relationships and friendly relations with

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stakeholders is inevitable for project success. Thereby, from the onset, the proponent strives to engage stakeholders at all levels, informs them regarding project goals, design and possible alternatives. Moreover, they try to create public understanding and acceptance of the proposal through the provision of basic information on the project throughout the project life. They try to accomplish the final project design through a iterative process and keep making improvements based on public inputs on alternatives and mitigation measures. 3. Government Agencies: The government agencies involved in the EIA process should ensure that the project is in line with their policies and regulations. Any potential adverse impacts on government infrastructure, assets or interests, must be identified. On the other hand, for the Sindh Environmental Protection Agency (the regulatory body) an effective public engagement framework ensures a project proposal that effectively incorporates environmental and social concerns. During the EIA review, the most important concern for SEPA is a transparent public consultation process and a strong stakeholder engagement plan that can address the concerns and suggestions of all stakeholders. 4. NGOs/Interest groups: Comments from NGOs and specific interest groups often provide a useful policy perspective on the project’s methodology and implementation mechanisms. Past experience dictates that grassroots exposure of NGOs and public interests groups has helped identify alternative measures for reaching the project goals that is more environmentally friendly and socially acceptable. Their views are also helpful when developing CSR programs, project-specific Grievance Redress Mechanisms (GRM)s and during monitoring and evaluation of these programs. 5. Other Groups: Other interested groups include those who are experts in particular fields and can make a significant contribution to the EIA study. The advice and knowledge of relevant government agencies, academia and private companies most directly concerned with the proposal are often sought. A range of experts from these groups are consulted and their input is solicited based on the project requirements.

The main stakeholders for the Master Changan Motor Auto Manufacturing Plant Project have been identified.

Table 5.2: Stakeholders for the Master Changan Motor Auto Manufacturing Project Government Departments Sindh Environmental Protection Agency (SEPA) Pakistan Steel Mills Limited National Highways Authority (NHA) Municipal Commissioner, DMC Malir Traffic Police Industry & Commercial Interests Bin Qasim Association of Trade & Industry (BQATI) Yamaha Motors Pakistan Pak Suzuki Motors Ltd Aisha Steel Mills Ltd Auto Parts Industries (Downstream Industrial Estate) Arabian Sea Country Club Academia/Subject Experts Environmental Studies Department, Karachi University

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Environment Department, Bahria University NED University of Engg. & Tech Institute of Engineers, Pakistan (IEP)

5.3 Consultation Approach & Methodology Consultation was conducted in two stages for the Master Changan Motor Auto Manufacturing Project. In the first phase, a reconnaissance survey was conducted whereby all stakeholders that either reside or work in the project vicinity were identified in reference to the proposed project location. Relevant public service institutions directly involved in service provision in the areas were also identified. Field observations regarding stakeholder activities and visitors to the area were recorded and analyzed.

During the second phase, a social survey field team engaged all primary stakeholders in the area including relevant government offices, industries, private entities and local interests in the area. In preparation for the Neighborhood Survey, a ‘Project Brief’ was prepared highlighting the salient features of the project and the project location. Those stakeholders who were not available at the first attempt, were re-visited on the same day or followed-up for their comments during the next few days. During each meeting, the project team introduced the project to the stakeholders, recorded their concerns and suggestions and provided contact details to enable stakeholders to share further comments over email or in writing.

5.4 Consultation Feedback The feedback received from stakeholders has been collated in the table below. The stakeholders had an overall positive response and asserted that Master Changan Motor would be only the second industry to become established in the Bin Qasim Industrial Area. The area has already been designated by the National Industrial Parks Development & Management Company as a Special Economic Zone and is therefore a top priority development zone for the Government of Pakistan. The stakeholders raised the following concerns and suggestions regarding the construction and operations of the proposed Master Changan Motor Plant that should be addressed in the EIA study:

▪ Storage, Handling and Dumping of VOCs used in the industrial process ▪ Sustainability of water supply to the plant ▪ Options for wastewater treatment, reuse and recycling ▪ Analysis of short-term, medium-term and long-term impacts and mitigation measures ▪ Cumulative impact analysis when the Bin Qasim Industrial Area has reached its full potential

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Table 5.3: Stakeholder Feedback for Master Changan Motor Plant Stakeholders Concerns & Suggestions Bin Qasim ▪ The Bin Qasim Industrial Park is part of a special initiative of the Association of National Industrial Park Development & Management Company Trade and Industry (NIPD&MC) to promote business and industry in Karachi and (BQATI) attract foreign investment. The Auto & Allied Services sector is one of the priority sectors for the BQIP and as such, we welcome the Master Changan Motor Plant. ▪ NIPD&MC has already signed an agreement with KESC to make arrangements for 4MW supply to Bin Qasim Industrial Park. ▪ We have no objection to the Master Changan Motor setting up a plant in MCMAMP given that the relevant national and provincial environmental standards are adhered to. Arabian Sea ▪ The area is largely safe, crimes have reduced significantly in the Country Club area since the start of operations in the tribal areas. ▪ There is no public transport in the area, however, all companies arrange transport for their employees that moves as a caravan to/from the area. ▪ As the project area is largely barren and there are very few adverse environmental and social impacts of the project. There are no problems of water and electricity as experienced in the core areas of the city. ▪ Overtime, as more industries are established in the area, problems may emerge if planning and management is unplanned and adhoc. Yamaha Motor ▪ Impacts of water distribution quality and quantity for Yamaha Pakistan Pvt. Motor Pakistan and other stakeholder in the vicinity. Limited ▪ Traffic flow and adequacy of road network is to be considered from logistical and transportation and safety wise. ▪ Sewerage system which is laid cannot handle the alkaline and acidic effluents, hence need to provide comprehensive plan for this waste management and disposal.

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Stakeholder Engagements

Director, Arabian Sea Country Club Representative, BQATI

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6 Screening of Alternatives

Identification and assessment of feasible alternatives to project design and implementation is among the main components of Environmental & Social Impact Assessment procedures. Alternatives illustrate and contrast the environmental implications and consequences of different options available to achieve the proposed objective. In this way, both the proponent and the authorities who must consider granting the authorization, are put in a position where all involved are able to make informed choices or decisions. Selection of preferred alternative is based on scores of factors including cost, schedule of delivery, environmental and social impact and the cost for their redressal. The drivers that affect potential alternative options and scenarios include: availability of project sites, current technologies; design changes that need to be introduced, operational situation, capital & recurrent costs, environmental & social issues, their potential impacts, and costs of mitigation. The “No Project” alternative situation is taken into account to demonstrate the need of the Project. In consideration of the different drivers, potential alternatives within the Project are restricted to the following aspects: ▪ No Project Option ▪ Project Alternatives ▪ Technology selection ▪ Availability of site and infrastructure ▪ Availability of appropriate energy source

6.1 No Project Alternative No project alternative would mean that this project is not executed and the plan for automotive plant is scrapped. However, this would eventually mean that the automotive sector of Pakistan would continue to be confined to the existing three manufacturers and the new entrants will be discouraged. There would not be millions of rupees of investment if the proposed project would not go forth. Additionally, new entrants in the automotive market will increase competition and eventually better automotive technologies with regards to the fuel economy and emissions saving. These benefits however could not be ripen if the proposed project does not commence.

6.2 Project Location The project location is optimally selected as it is within a designated industrial area. Additionally, it is at optimal distance from the main N5. This avoids unnecessary traffic congestion but provides opportunity to dispatch the produced cars with to Karachi city and to other major cities of Pakistan upcountry with relative ease. There is no land acquisition involved, as the project land has been purchase by the proponent.

6.3 Technological Options Standard automobile technologies with regards to sheet metal works, spot, TIG, MIG and Arc-Welding, Painting and testing will be deployed in the new plant.

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7 Potential Environmental Impacts and Mitigation Measures

This section presents the screening of potential environmental, social and economic impacts and assessment of their severity in the proposed area. The screening process has through review of literature, primary as well as secondary baseline data, and expert judgment made assessment of the potential impacts of proposed project extensions on the physical, biological, and socioeconomic environment. The screening process proceeds by identifying the potential environmental aspects of siting the project, identifying the potential environmental impacts at site preparedness, construction and operational stages of the project and identifying the residual impacts after adoption of mitigation measures that may be needed at the outset of activities. The impacts on environmental resources from the proposed project will be short-term and temporary in nature. A systematic strategy was developed to provide an assessment of the likely impacts on the micro- and macro environment of the Project site. The strategy included: ▪ Review of general guidelines; ▪ Identification of potential environmental impacts by conducting survey, consultation and using checklists; ▪ Assessment of the intensity and significance of potential impacts by obtaining expert opinion and carrying out environment analysis; ▪ Defining mitigation measures to reduce impacts to as low as practicable; ▪ Predicting any residual impacts, including all long-term and short-term, direct and indirect, and beneficial and adverse impacts; ▪ Monitoring of residual impacts. The strategy adopted for screening of potential impacts due to siting includes the Checklist in Table 7.1 that was adopted to provide an assessment of impact on the macroenvironment and microenvironment of the Project site. The following Checklist provides the screening of potential environmental impact on different components of ecosystem of the proposed project.

Table 7.1: Checklist provides the screening of potential environmental impact Screening Questions Yes No Remarks A. Project Siting Is the project area.. Densely populated? X The microenvironment comprises of vacant land with sparse Xerophytic vegetation and within a designated industrial area Heavy with development activities? X The MCMAMP has been demarcated for: Light Engineering Auto & Allied Foundry and Fabrication

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Pharmaceutical & Food Processing Warehousing & Logistics Adjacent to or within any X No environmentally sensitive areas are environmentally sensitive areas? located in the microenvironment Cultural heritage site X There are no cultural heritage sites nearby Protected area X There is no protected area in the microenvironment Wetland X No wetland in the microenvironment Mangrove X No mangrove forests are in the microenvironment. They are located several kilometers away southwards from the project site. Estuarine X Not Applicable Buffer zone of protected area X No such buffer zone exists in the microenvironment Bay X Not Applicable B. Potential environmental impacts Will the project cause… Dislocation or involuntary resettlement X The project is within the premises of of people? designated industrial land so no dislocation or involuntary resettlement of people involved. Deterioration of environmental X During construction phase, related conditions of surrounding of project site. environmental impacts may be envisaged however they will be curtailed by mitigation measures. During operation phase, mitigation measures will be implemented to minimize the environmental footprint of the plant. Degradation of land and ecosystems X No envisaged. (e.g. loss of wetlands and wild lands, coastal zones, watersheds and forests)? Degradation of cultural property, and X Not envisaged. No such sites are found in loss of cultural heritage? the microenvironment. Disproportionate impacts on the poor, X No such impacts are expected as the women and children, Indigenous industrial land is deprived of any such Peoples or other vulnerable groups? groups. Pollution of receiving drainage waters X Loss of land comprising residential, resulting in residential land, agriculture agriculture and grazing land is not grounds, gowchers and land resource? envisaged. Water resource problems (e.g., depletion X Requirement of water for construction of the / degradation of available water supply, site and for human consumption during deterioration for surface and ground operation will be in significant quantity and will be met from the existing water supply

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water quality, and pollution of receiving systems. Better management & conservation waters? practices have been proposed. Air pollution due to emissions? X New development may impact local airshed due to vehicle movement but severity is likely to be low. Social conflicts between construction X Not expected. workers from other areas and local workers? Road blocking due to land excavation? X Road blockage is not envisaged during the construction phase as the site does not lie in the immediate vicinity of any major road. Noise and dust from construction X Likely but will be minimized through better activities? management practices.

Traffic disturbances due to construction X Traffic may increase temporarily due to the material transport? transportation of Construction material and workforce to the site. It will be managed through the adoption of good management practices. Temporary silt runoff due to X If such situation emerges, it will be mitigated construction? through better management practices and installation of silt traps. Contamination of surface and ground X Solid and Liquid Waste Disposal system will waters due to improper waste disposal? be in place to prevent possible contamination of water resources Are there any demographic or socio- X The project area is not vulnerable with economic aspects of the Project area respect to any demographic or that are already vulnerable (e.g., high socioeconomic aspects. incidence of marginalized populations, rural-urban migrants, illegal settlements, ethnic minorities, women or children)?

7.1 Screening of Impacts during the Construction Phase

The activities during construction phase generally comprise site preparedness, civil works, mechanical installations, electrical work etc. Proposed automotive plant would not involve extensive land preparation since the site is mostly levelled having flat terrain. Construction activities on the project site for the proposed project include the following main components: ▪ Civil Works ▪ Electrical Works ▪ Mechanical Works ▪ Installation works ▪ Synchronization ▪ Testing and Commissioning

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7.1.1 Seismic Impact In view of the historical data as well as proximity to fault, being estimated for areas in Port Qasim as "moderate to major", there is a possibility of earthquakes of intensity V to VII on (MM) scale and "probability" of those above VII. The project site lies in Zone 2B. Such Seismic Zoning would correspond to Magnitude between 5.0 and 6.5 on Richter Scale and Intensity between VII and IX on Modified Mercallis Scale. Mitigation Measures ▪ Construction of the project shall be undertaken keeping the seismic categorization in accordance the relevant zoning. ▪ Construction material shall be used which could add to the bearing capacity of underneath soil. 7.1.2 Impacts on Air Quality Site preparation activities involve excavation, earth and fill movement, concrete foundations, transportation of construction machinery, accessories and associated equipment to the site. These activities will raise the fugitive dust emission, and will cause small variation in soil quality resulting from removal of topsoil at the micro-site. The fugitive dust emissions will be a cause for annoyance but the same must be controlled through appropriate measures including water sprinkling and spreading heavy dust on eroded surfaces to reduce the impact to level of minor significance. The site of excavation will be restored by appropriate landscaping and signage. Diesel and other petroleum products used for the operation of construction machinery and equipment would cause air pollution besides causing soil pollution through oil spills. A secondary source of emissions may include diesel operated equipment during construction phase is likely to contribute to the higher concentration of gaseous pollutants like oxides of Nitrogen (NOx), Carbon Monoxide (CO) and Hydrocarbons. A marginal increase in the levels of oxides of nitrogen, carbon monoxide and hydrocarbons is envisaged due to the movement of vehicles for transportation of construction material and diesel generators required during construction phase. However, this increase in concentration would be temporary in nature and localized. The access to the site is over an existing paved road. The movement of trucks bringing in construction materials is therefore not expected to create significant dust nuisance. The predominant wind direction in the area is from the south west that is from the sea to the land. As the site is located away from urban areas and human settlement and the surrounding industrial area is not fully developed yet, these will not create any negative impacts. Suspended particulate matter (SPM) is likely to be a major problem because of the arid and dusty environment all around. Mitigation measures needed under the circumstances would aim at protection of the personnel. Combustion of fuel for running the generators and construction equipment will have negative impact on the ambient air quality of the microenvironment of construction site if the operation of the equipment is not environment friendly in the sense that their engines are not appropriately tuned and their exhaust fumes are not suitably discharged.

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Mitigation Measures The emissions from operation of construction equipment and machinery as well as generators are not expected to have been significant as to affect the ambient air quality of the area. The small amount of exhaust emissions from the operation of equipment’s are not expected to have any significant impact on the local air quality and airshed. Adoption of following mitigation measures to mitigate dust emissions will result in further reduction / prevention: ▪ The Contractor will be required to have a dust abatement program that includes installing enclosures and covers around the boundary walls, spraying water on sand piles. ▪ PPE, such as dusk masks, will be used where dust generation occurred. ▪ Avoiding open burning of solid. ▪ Care will be taken to keep all material storages adequately covered and contained so that they are not exposed to situations where winds on site could lead to dust / particulate emissions. ▪ Fabrics and plastics for covering piles of soils and debris is an effective means to reduce fugitive dust. ▪ Regular and periodic sprinkling of water on all exposed surfaces to suppress emission of dust. ▪ Frequency of sprinkling may be increased to keep dust emissions under control, particularly during the mid-April to mid-June when wind is blowing at high speed and varying direction. ▪ Keeping the construction material in moist condition (if possible) at site. ▪ Locating stockpiles away from the wind direction and covering it with tarpaulin or thick plastic sheets, to prevent dust emissions. ▪ All routes within the project construction site facility will be paved providing hardened surface as early as possible upon the commencement of construction work. Other temporary tracks within the site boundary will be compacted and sprinkled with water during the construction works. ▪ Construction traffic will maintain a maximum speed limit of 20km/hr on all unpaved roads within the proposed site. ▪ Construction materials that are vulnerable to dust formation or those that comprise loose materials will be transported only in securely covered trucks to prevent dust emission during transportation. ▪ The exposure of construction workers to dust will be minimized by providing dust masks. ▪ All vehicles, generators and other equipment used during the construction will be appropriately tuned and maintained in good working condition in order to minimize exhaust emissions. ▪ The stacks of the generators while in operation will be vented through vertical stacks to safe heights in order to minimize dispersions at ground level. ▪ Diesel and other petroleum products used for the operation of construction machinery and transportation equipment would cause air pollution besides causing soil pollution through oil spills. The impact from such activity would be of minor significance and would be controlled by good housekeeping practices.

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7.1.3 Noise Impact Noise can be significant during construction. Sources of noise include construction equipment, machinery, building gates installation, welding & cutting, frame installation etc. The operation of these equipment will likely generate noise ranging between 70- 80 dB (A). All the machinery will comply with the relevant local and international noise protection standards. As far as necessary, times and conditions of operation will be fixed in detail in co-operation with the competent authorities. The noise and vibration during the construction phase will be of short span of time.

Table 7.2: Construction Equipment Noise Ranges dB (Average) Equipment Peak Noise Typical Peak Typical Equivalent Noise Range at Sound level ‘Quieted Level in an 8-hr 15.2 m in a Work Equipment’ Shift at Receptor Cycle Sound Level 150m from Source. Batching plant 82-86 84 81 62.9 Concrete mixers 76-86 85 82 63.9 Excavators 74-92 85 82 59.5 Tractors and trolleys 77-94 88 85 62.1 Graders 72-92 85 82 59.5 Pumps 68-72 76 75 54.9 Diesel generators 72-82 78 75 58.1 Vibrators 68-82 76 75 50.5 Drilling Machines 82-98 90 87 61.5 Dumpers 77-96 88 83 59.5 Road Rollers 73-77 75 72 49.5 Mitigation Measures ▪ Noise control devices will be used such as temporary noise barriers and deflectors for impact activities. ▪ Construction machinery will be kept in good condition to reduce noise generation. ▪ The Contractor will need to ensure that machinery is adequately silenced 7.1.4 Blocked Access There are no settlements in the immediate vicinity of the proposed site. Hence the construction activities at the site will not cause any inconvenience to the nearby population by blocking their access routes. The movement of extra heavy construction equipment along the roads leading to the site may require temporary adjustment and would not block the insignificant local traffic even for short periods of time. 7.1.5 Soil Contamination Soil contamination is likely to be occurred diesel equipment activities. The leaked fuel or oil may degrade soil quality and leaching into depth of soil. Mitigation Measures Construction machinery will be kept in good condition in order to prevent the soil contamination. Spill kits will be available at site and drip trays are to be provided.

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7.1.6 Waste Management Different types of solid waste will be generated including construction waste including effluent containing sand, cement, silt or any other suspended or dissolved material, chemical waste (lubricants, oils etc.) or any waste matter or refuse to be deposited anywhere within the site or onto any adjoining land. Mitigation Measures All waste materials will be managed in accordance with the project environmental management plan in a manner that will promote waste avoidance and minimization. Waste materials will be disposed of in accordance with the relevant laws, guidelines and best practices. Waste management options can be categorized in terms of preference from an environmental viewpoint whereby the more preferable options have the least impacts and provide for enhanced sustainability. Avoidance and minimization, for example by: ▪ Selecting products that will cause no or minimal environmental impacts ▪ Not generating waste, which would be achieved by changing or improving practices and design; ▪ Reuse of materials, thus avoiding disposal; and ▪ Special controls will be imposed to regulate storage, labeling, transport and disposal of paint residues, lubricants and other oily wastes (chemical wastes). ▪ All construction waste shall be sorted on site into inert and non-inert materials. Non-inert materials such as wood and other materials including glass, plastics, steel and metals shall be disposed of to landfill. Inert materials like soil, sand, rubble shall be separated from non-inert material and disposed. ▪ All vehicles carrying waste shall have properly fitted side- and tailboards, and the materials being transported shall be securely covered. ▪ All works areas shall be cleaned of general litter and refuse daily. ▪ General refuse and litter shall be stored in enclosed bins or compaction units separate from construction or chemical wastes. ▪ Refuse shall not be burned at any Construction Area. ▪ General refuse may be generated by food service activities on site, so reusable rather than disposable dishware shall be used if feasible. 7.1.7 Impact on Water Resources A. Ground water Automotive plant construction necessitates the use of heavy equipment and associated fuels, lubricants, and other potentially hazardous substances that, if spilled, could affect shallow groundwater. Accidental spills or leaks of hazardous materials associated with vehicle fueling, vehicle maintenance, and construction materials storage would present the greatest potential contamination threat to groundwater resources. Soil contamination resulting from these spills or leaks could continue to add pollutants to the groundwater long after a spill had occurred. However, the good construction & management practices will reduce such incidence making this insignificant.

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B. Wastewater from Construction camp Uncontrolled discharges of untreated or poorly treated liquid effluents from construction camps, potentially responsible for pollution of soil, groundwater and surface water. Mitigation measures ▪ Septic tanks and soak pits with appropriate design and capacity shall be constructed at each work and campsite for the disposal of domestic liquid waste ▪ Untreated effluent from any works will not be released into the environment ▪ Maintenance of vehicles and other equipment will be allowed only in designated areas underlain with concrete slabs and a system to catch runoff. Washing of vehicles will be restricted to few in number. 7.1.8 Occupational Health and Safety Site-specific occupational health and safety hazards are critical to identify based on job safety analysis or comprehensive hazard or risk assessment. Health and safety management planning should include the adoption of a systematic and structured approach for prevention and control of physical, chemical, and biological health and safety hazards. Contractor shall ensure that Job Hazard Analysis (JHA) is performed prior to commencing jobs. It shall also be ensured that the JHA is reviewed after the following, ▪ Whenever work is stopped ▪ Every time work conditions or the job scope changes ▪ Persons working or visiting the job shall review and acknowledge the JHA by their signature A. Hazardous Substance Handling and Storage Contractor should ensure that chemicals are handled and stored in accordance with the manufacturer recommendations found in the MSDS. Chemicals should be stored in a manner which will minimize releases to soil, groundwater or the atmosphere. Containers and tanks which are used to store hazardous substances shall be, ▪ In good conditions ▪ Compatible with the material stored inside ▪ Closed when material is not being transferred into or withdrawn from them ▪ Flammable or combustible liquids shall not be stored in areas used for exits, stairways, or normally used for safe passages. ▪ No more than 25 gallons of flammable liquids shall be stored in a room outside of an approved storage cabinet. Flammable chemicals shall be stored in flammable storage cabinets, room or building when the volume stored exceeds 25 gallons (95 liters), as defined in the OSHA Regulations (Standard – 29 CFR); standard number: 1926.152. Electrical pumps shall not be used to transfer flammable or combustible liquids. Toxic chemicals shall be stored and handled as defined in the chemical MSDS. Explosive products should be handled and stored according to applicable regulations. Explosive storage shall be located away from corrosives, flammable, oxidizers, or acids.

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B. Slips and Falls Slips and falls on the same elevation associated with poor housekeeping, such as excessive waste debris, loose construction materials, liquid spills, and uncontrolled use of electrical cords and ropes on the ground, are also among the most frequent cause of lost time accidents at construction site. Mitigation Measures Recommended methods for the prevention of slips and falls from, or on, the same elevation include: ▪ Good housekeeping practices, such as the sorting and placing loose construction materials in established areas, would be implemented. ▪ Excessive waste debris and liquid spills will be cleaned up regularly. ▪ Electrical cords and ropes will be located in common areas. ▪ Slip retardant footwear will be used.

C. Struck By Objects Construction activities of the project may pose significant hazards related to the ejection of solid particles from abrasive or other types of power tools which can result in injury to the head, eyes, and extremities. Mitigation Measures Techniques for the prevention and control of these hazards include: ▪ Maintaining clear traffic ways to avoid driving of heavy equipment over loose scrap. ▪ Appropriate PPE such as safety glasses with side shields, face shields, hard hats, and safety shoes, would be wore.

D. Moving Machinery Vehicle traffic and use of lifting equipment in the movement of machinery and materials on a construction site may pose temporary hazards, such as physical contact, spills, dust, emissions, and noise. Heavy equipment operators have limited fields of view close to their equipment and may not see pedestrians close to the vehicle. Center-articulated vehicles create a significant impact or crush hazard zone on the outboard side of a turn while moving. Mitigation Measures Techniques for the prevention and control of these impacts include: ▪ The location of vehicle traffic, machine operation, walking areas, and controlling vehicle traffic will be planned and segregated through the use of one-way traffic routes, establishment of speed limits, and on-site trained flag-people wearing high-visibility vests or outer clothing covering to direct traffic. ▪ The visibility of personnel will be ensured by high visibility vests when working in or walking through heavy equipment operating areas as well as training of workers to verify eye contact with equipment operators before approaching the operating vehicle.

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▪ Inspected and well-maintained lifting devices will be used that are appropriate for the load, such as cranes, and securing loads when lifting them to higher job-site elevations.

E. Other Site Hazards Construction of site may pose a risk of exposure to dust, chemicals, hazardous or flammable materials, and wastes in a combination of liquid, solid, or gaseous forms. Centralized residence of construction staff will lead to the easily spread of infectious diseases. Mitigation Measures It can be prevented through the implementation of project specific plans and other applicable management practices, including: ▪ Use of waste-specific PPE based on the results of an occupational health and safety assessment, including respirators, clothing/protective suits, gloves & eye protection. ▪ Comprehensive disinfection in the construction area should be conducted before construction. ▪ Staff who will enter the area should be conducted a comprehensive physical examination; people who are suffering from infectious diseases is prohibited to enter the construction site. ▪ When infectious diseases and food poisoning occurs on the site, the project manager should report it to higher-level authorities and local health and epidemic prevention agencies as soon as possible; actively cooperate with the sanitation and epidemic prevention departments to investigate and disinfect, to protect the health and safety of construction personnel. 7.1.9 Community Health and Safety A. General Site Hazards Projects should implement risk management strategies to protect the community from physical, chemical, or other hazards associated with sites under construction. Risks may arise from inadvertent or intentional trespassing, including potential contact with hazardous materials, contaminated soils and other environmental media, excavations and structures which may pose falling and entrapment hazards. Mitigation Measures Risk management strategies may include: ▪ Access to the site will be restricted through a combination of institutional and administrative controls. ▪ Removing hazardous conditions on construction sites that cannot be controlled affectively with site access restrictions, such as covering openings to small confined spaces, ensuring means of escape for larger openings such as trenches or excavations, or locked storage of hazardous materials.

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B. Disease Prevention Increased incidence of communicable and vector-borne diseases attributable to construction activities represents a potentially serious health threat to project personnel and residents of local communities. Mitigation Measures ▪ The mobility of the community living in the area will be restricted from the project site in order to prevent from catching any type of communicable diseases. ▪ Any labor found to catch any type of disease will leave the site immediately; and would be given proper medical facilities.

C. Traffic Safety Construction activities may result in significant increase in the movement of heavy vehicles for the transport of construction materials and equipment increasing the risk of traffic-related accidents and injuries to workers and local communities. Mitigation Measures The incidence of road accidents involving project vehicles during construction will be minimized through a combination of education & awareness raising, and the adoption of procedures. 7.1.10 Impacts on Ecology The existing 100 acres project site is a vacant and barren land with sparse vegetation. There is no protected area, wetland or cultural heritage site in the microenvironment. The siting of the project will however involve clearing the existing shrubs, herbs and grasses at the project site. Mitigation Measures ▪ In case a mature tree is removed, it will be replanted in ratio 1:5. For immature tree, the compensatory plantation is in the order 1:3. Only native species will be selected for plantation. ▪ Effective measures shall be taken to protect the environment and control pollution so that restoration of regional ecology is ensured ▪ General awareness of construction crew will be increased regarding the biological resources. ▪ A ‘no-hunting, no-trapping, no-harassment’ policy will be strictly enforced at the project sites. ▪ Firewood, woody plants and shrubs will not be used as fuel during construction. ▪ Personnel and vehicle movements will be restricted to the construction site, camp and approved roads.

7.2 Screening of Potential Impacts during Operation Phase During operational phase of the project, various activities associated with the automobile assembly and production will have some impact on environment. Therefore, relevant environmental attributes are to be studied during this phase for their overall impact on the surrounding environment.

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7.2.1 Impact on Air Quality It is learnt that the emissions to air generated during motor vehicle assembly are mainly due to the emissions of volatile organic compounds (VOCs) from painting and finishing operations (paint storage, mixing, applications, and drying). The emissions are primarily organic solvents, which are used as carriers for the paint and solvents used for cleaning equipment between color changes and to clean spray booths. Other emissions to air include: ▪ VOC emissions - use of solvent based adhesives during Soft Trim; ▪ Isocyanates - Spray booths/ovens & paint mixing area during use of paint containing isocyanates; ▪ Particulates - Paint particulates from spray booths, dust from sanding. Spent filter material; ▪ Carbon dioxide and oxides of nitrogen where thermal or catalytic incinerators are used; ▪ Ozone may be released through the use of ultraviolet light curing lamps. Motor vehicle assembly generates indirect greenhouse gas emissions through the use of its final products, and specifically through the combustion of fossil fuels. Many of these emissions may be harmful to the environment as well as health. Dust created in the process can be inhaled and cause respiratory diseases including asthma in employees. Dust, vented fumes, smog caused by particulates, and odors can be a nuisance to neighboring communities, if any and the other industrial activities. Mitigation Measures General Automotive Plant Ventilation General ventilation systems (supply and exhaust) can be mechanical or mixed (natural supply, mechanical exhaust). Natural air supply through the windows, doors or fixed air vents is not recommended when the width of the building exceeds 24 m (79 ft). Also uncontrolled air supply may disturb the various processes in automotive facility (e.g., gas shielding by creating high air velocities in the welding zone). General Supply Systems General supply systems are used for: ▪ heating or cooling working environment; ▪ removing contaminants not captured by local ventilation systems; ▪ replacement of air exhausted by local ventilation systems and process equipment; and, ▪ controlling building pressure and airflow from space to space. These systems typically consist of: ▪ outside air inlet; ▪ return air inlet; ▪ supply air handling unit, ▪ air distribution ductwork, and

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▪ supply air outlets. General Exhaust Systems General exhaust systems complement local exhaust systems by removing air contaminated by fumes, gases or particles not captured by local exhausts. Such systems usually consist of outlets, ducts, an air cleaner and a fan. The efficiency of the air cleaner must be sufficient to meet the regulations of environmental agencies and may be affected by location, background concentration in the atmosphere, nature of contaminants, height and velocity of the air discharge stack. In some cases the air cleaners may be excluded from the general exhaust system and general exhaust can be provided by the roof fans. Centralized and decentralized (modular) systems Centralized ventilation systems supply air to entire shop and have a large air distribution ductwork. Centralized system has lower maintenance costs compared to decentralized system. With decentralized ventilation, the entire shop area is divided into zones, ventilated by a separate system with or without air distribution ductwork. Decentralized units are normally located in the upper level below the roof (in the truss space) or on the roof. Decentralized systems provide better temperature and air pollution control in shops with spaces having different cooling/heating and contaminant loads. Also, decentralized systems allow faster response to the change of the load by production process in different zones. Normally centralized system does not have a capability for zonal control. In comparison to central units, decentral units incur less costs when retrofitting existing shops. Constant air volume (CAV) and variable air volume (VAV) systems The airflow rate supplied into the shop throughout the year may be constant (Constant Air Volume systems) or variable (Variable Air Volume systems). The design of the air supply system is normally based on the full load (cooling, contaminant or make-up airflow needs). When only a partial load exists (e.g., in body and welding shops, assembly shops), thermal or pollution control may be achieved either by changing supply air temperature and/or the ratio of the outdoor and return air (CAV systems) or by changing the supply airflow rate (VAV systems). The required supply airflow rate may vary significantly between winter and summer conditions or between different shifts (e.g., by 65% in body shops and machining shops with tempered air systems, and by 80% with non-tempered air systems). Often, ventilation systems for automotive plants are designed when the machinery equipment data may not be available. Ventilation system designs may be required to account for some future building expansions and changes in processes or space requirements. In such situations ventilation system can be sized considering the maximum possible load with an airflow control based on the current load. VAV systems save heating, cooling and fan energy in comparison with CAV systems, but may require more maintenance costs and expertise to operate them. In some cases they can incur less costs when retrofitting existing shops. VAV systems allowing significant reduction of supply airflow rate require special attention to:

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▪ selection of airflow control strategy (inlet vanes, fan motor speed control, etc.) ▪ ductwork design; ▪ air space air distribution; and ▪ building pressure management (coordination of supply and exhaust systems operation). Air handling unit The supply air handling unit components and configuration depend on the system usage (make-up air system, dilution ventilation system, heating and cooling, etc.), climatic conditions, and operating modes (CAV or VAV systems). Typically, air-handling units have components to temper, clean, mix (outside air and return air), and to move the air. Air handling unit may have equipment to recovery energy from the air exhausted outside to lower the enthalpy (temperature) of the air supplied into the building during the warm weather and to raise it during the cold weather. A microprocessor controls the air handling unit devices through sensors and actuators. Working environment heating and cooling Heating systems In painting and body shops there is a significant surplus heat generated by internal heat sources. Thus, in general climatic conditions of Karachi, cooling of the space is objective for most of the year. In large shops, heat typically needs to be applied to only the perimeter spaces. The internal area of the shop can maintain comfortable temperatures using the heat given off by the process. In machining, painting and body shops located in cold climates and assembly shops housing the processes with lower heat production, occupied zone air temperature in heating season is typically controlled with warm air heating combined with ventilation system. Supply air is heated in the air handling unit with heated water flowing through the heating coil or in direct fired gas heating sections. When piped natural gas is available the fired-gas approach is preferable, since it offers almost 100% heating efficiency by burning the gas in the supply air stream. Sufficient amount of outside air must be supplied to prevent the build-up of carbon dioxide in the building. An alternative heating approach is indirect, gas-fired heating, but it has a higher first cost and the heating efficiency is less than with direct gas-fired. Temperature control can be also achieved with separate air heating systems, e.g. ▪ recirculating or mixed air units located on walls and columns ▪ hot water or indirect gas-fired overhead radiant heating systems Cooling systems In cooling season, air temperature in the building is controlled either by bringing additional outside air or by using refrigeration equipment to cool the air. Cooling systems in automotive plants are not designed to provide high level of comfort or control humidity, but only to control the temperature at the level below 80oF (27oC).

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Fig 7.1: Schematic of decentralized general ventilation system

▪ Consider use of alternative or low VOC coatings/paints. ▪ Increase the transfer efficiency of the application technique. ▪ Capture and concentrate VOC emissions, e.g. with activated carbon. ▪ Implement a Solvent Management Plan to monitor and control the use of solvents on site. ▪ Install or upgrade abatement technology to minimize exposure to hazardous substances and to control the release of emissions, e.g. enclosure of equipment, use of appropriate ventilation with filters, gas balancing systems, cyclones, and wet or alkali scrubbers. ▪ Monitor indoor air quality and use signage where there are elevated levels of emissions and personal protective equipment (PPE) is required. ▪ Implement a formal Leak Detection and Repair (LDAR) programme for equipment, and where necessary, replace with higher quality items any equipment which generates significant fugitive emissions. ▪ Improve engine efficiency to reduce the emissions from motor vehicle. ▪ Adjust delivery times to reduce GHG emissions due to traffic congestion at peak hours. 7.2.2 Indoor Air Quality in Body Shops and Component Manufacturing Shops with Welding and Joining Operations Automotive component and assembly operations rely on welding as the dominant process for joining metal body components up to approximately 3 mm thick. Of the welding processes, resistance spot and seam welding are favored due to the repeatability, simplicity, ease of control, and low cost. These welding processes invariably produce some amount of surface and interfacial material expulsion. Measurable amounts of expelled material are ever present as a result of normal welding

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operations. As a result, periodic cleaning of the tooling and the work surface is required. The materials used in body construction are now mostly coated steels and aluminum alloys. The low melting point of the coatings on the steel and welding characteristics of aluminum further increase the amount of material available to be ejected into the tooling and shop environment. Additionally, many of the weld joints are processed with adhesives and sealers, which decompose when, subjected to the heat of welding. These materials further add to environmental concerns in the shop. Other high-volume welding operations involve cutting and arc welding of metals in heavier gages associated with structural components such as frames and chassis components. These materials are difficult to form and require application of special forming lubricants that typically are not removed prior to welding. Gas Metal Arc Welding (GMAW or MIG welding) and Shielded Metal Arc Welding (SMAW /rod/stick) are typically used for welding these heavier gages. These welding processes rely on extremely high temperatures of the arc to heat the filler metals used for joining. Decomposition of the lubricants, coatings on the filler metals and atmosphere near the arc are additional environmental concerns in these operations. Major producers may process millions of pounds of welding filler metal each year on frame components. Robotic welding is commonly used after the parts are initially prewelded. Automated fixtures are often manually loaded and provide only the necessary structural and dimensional control to allow automated welding and assembly operations. Automation and robotic welding is typically used when possible, to perform subsequent welding operations. Manual or stationary spot-welding operations are used for small component assembly, low volume operations, and assemblies requiring special accessibility. With automation, the operator is thereby some distance from much of the fume of the welding operations. Additional welding processes found in production include, laser beam, plasma welding and cutting, and drawn arc stud welding. Post-welding processes include metal finishing of the welded assemblies by grinding and polishing, application of sealers and surface cleaning prior to paint. Types of Contaminants Production processes in body shop and shops with welding operations result in emission of: ▪ fumes and gases from welding and cutting operations, ▪ airborne metal particles, ▪ abrasive particles from grinding and polishing discs, ▪ burned oil fumes, ▪ fumes from heated sealant, and ▪ heat. Welding fumes and gases Welding fumes are solid particles originating from welding consumable, the base metal, and any coating present on the base metal. Gases are produced during the welding process or may be produced by the effects of process radiation on the

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surrounding environment. The quantities of these gases can be significant in some applications such as plasma arc cutting or high amperage welding of very reflective metals such as aluminum or stainless steel. During resistance welding of overlapping sheets, welding fumes may form by expulsion or evaporation of the base material as well by electrode wear. During welding of coated sheets other foreign substances are generated in addition to the fumes. With resistance welding, the main portion of the fume is emitted from the sheet to be welded. The influence of electrode material on emission rate is negligible. When welding with expulsion (splashing), the fume emission is significantly higher compared with the welding without expulsion. In welding with expulsion, the fume emission rate is highest under short-time conditions compared to medium and long- time conditions. Oil film on the metal surface increases the fume generation rate. E.g., resistance welding of sheets covered with oil film 1.3 mg per cm2 produces approximately 30% more fumes (0.15 mg/spot) compared to welding of clean metal. Thickening of the oil film to 5.7 mg per cm2 results in an increase of the fume emission to 0.65 mg/spot. High temperatures involved in resistance or arc welding could result in decomposition of sealant used in some welded joints. Though the formulation of sealant used by different auto manufacturers may differ, the most common components of decomposition fumes are CO and CO2. Other gases, which may be a concern if present in the decomposition vapors are: NOx, HCl, HNO3, SO2, hydrogen sulfide, oxides of phosphorous, vinyl chloride, acetic acid, HCN, aromatic hydrocarbons, aliphatic hydrocarbons. However, the odors emitted by the decomposed fumes are commonly above the perceived levels and may cause workers complaints. Information about fume generation rate with resistance welding and laser welding/cutting is limited. The following data from the automotive companies have been complied3: ▪ Fume generation per spot welds with spot resistance welding of galvanized sheets: o 1.42 mg/spot (Zn) - VW data, o mg/spot (Zn) - Celero Support -Volvo Group Company data. ▪ Fume generation per meter of weld with a seam MIG/TIG welding (Celero Support –Volvo Group Company data): o 0.7g/meter – black sheets, o 2.0g/meter - galvanized sheets. ▪ Laser welding/cutting (Celero Support -Volvo Group Company data): o 0.1 g/meter. Welding fumes and gases produced with GMAW and SMAW welding are chemically very complex. Their amount and composition depend upon the composition of the filler metal and base material, welding process, current level, arc length, and other process factors. Awareness of these hazards is the first step in providing protection to the welder in the workplace.

3 VW and Celero Support (Volvo Group)

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Particle Size. Fume particle size is an important safety related variable as particle size determines the degree of penetration and retention in the human respiratory system. Researchers have determined that while fume size varies with process variables, welding fume is consistently in the sub-micron range, averaging about 0.3 microns for typical welding and thermal cutting processes, a size that will easily penetrate the respiratory system. It should also be noted that these fine particles tend to agglomerate or form larger clusters, which can be retained in the lungs. Specific Contaminants. Data on specific contaminant emissions produced by various welding processes are usually available from electrode manufacturers (MSDS). Shop heating from welding processes. Each welding process will also add heat into the shop air and cooling water. Two welding processes make up the bulk of welding used for automotive production, (1) Resistance Spot Welding (RSW), Fusion or arc welding. Designers should consult with the plants welding engineer to get actual welding schedules, and amounts of welding to be performed on each body. The following examples illustrate the magnitude of heating that would occur on an average for the conditions described. Resistance welding processes are characterized by short heating impulses, which raise the temperature of the metals at spot locations typically about 6.5 mm in diameter. Heating of the process equipment also occurs due to resistance heating of the electrical conductors. The typical resistance welding process equipment uses water to cool the power controller, welding transformers, and welding gun. Water is necessary to transport the heat generated by the process out of the body shop and maintain stable conditions in the welding circuits. Water is circulated through a cooling system (often a evaporative type cooling tower) where the heat is removed, filtered to remove particulate, and is made ready for recirculating. Resistance welding equipment first clamps the cool tips to the part, then applies welding current, and then allows the part to cool by maintaining the clamping against the cool copper weld tips. Typically, parts leaving the process are cooler than parts made with an arc welding process. Some specialized resistance spot welding processes are air cooled. In this case virtually all of the process heat may end up in the body shop. Arc welding produces more fume and heat into the shop than the resistance welding process. The process is characterized by much longer process times in which power is delivered to the parts being joined. Parts joined by this process typically leave the welding station at much higher temperatures than a resistance welded part. The typical large auto body contains 4,000- 6,000 welds. Production rates can be as high as 95 bodies per hour for high volume production of popular models. It is necessary for the ventilation designer to determine how many welds of each type of process are being produced each hour for each body being produced. The necessary information can be obtained from the process and welding engineer. The following is for estimating heating of the shop air and should not be used for sizing the cooling water system.

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Water cooled resistance welding. The typical water-cooled resistance spot-weld process – sheet metal welding: ▪ Delivers 1.05 BTU (1100 joules) per weld into the part; ▪ Leaves 0.115 BTU per weld in the steel to be dissipated in the shop air; ▪ Raises the temperature of one pound of steel 1.5 degrees F (0.8oC) - observed using 5-cycle hold time; ▪ About 11% of the heat delivered are retained in the part. (depending on post heat clamp time). Target Levels Threshold limit values (TLV) for fumes and gases produced by various welding operations by chemical type are listed by National Occupational Safety and Health Organizations. In the U.S.A., the American Conference of Governmental Industrial Hygienists publishes a guide "Threshold Limit Values for Chemical Substances and Physical Agents and Biological Exposure Indices", which is issued annually. Permissible exposure limits (PEL) are regulatory and are published by the Occupational Safety and Health Administration (OSHA). OSHA's current standards for welding, cutting and brazing in general industry and construction are based on the 1967 American National Standards Institute (ANSI) standard Z49.1. While ANSI Z49.1 has been updated several times since 1967, the OSHA welding standards in subpart Q of part 1910 have not been updated to keep pace. NIOSH published a Criteria Document "NIOSH Criteria for a Recommended Standard: Welding, Brazing, and Thermal Cutting," in 1988, recommending that "exposures to all welding emissions be reduced to the lowest feasible concentrations using state-of-the- art engineering controls and work practices". NIOSH has also recommended exposure limits for specific chemical and physical agents associated with welding. Contaminants, which can be produced in welding and allied processes, are as follows. ▪ The metallic components are typically found in the form of oxides and/or fluorides. Aluminum is found in alloys and filler metals and is produced as aluminum oxide in aluminum welding. It can be a respiratory irritant. ▪ Barium may be found in some self-shielded flux-cored electrodes. Exposure to soluble barium compounds can cause irritation of the eyes, nose, throat and skin. ▪ Cadmium occurs as a plating material or brazing alloy. It can be a serious hazard resulting in emphysema, kidney damage and pulmonary edema. ▪ Carbon Monoxide in low concentrations results from the reaction of carbon dioxide and the welding arc in GMAW and FCAW welding. Symptoms include headaches, dizziness and mental confusion. ▪ Chromium is an alloying element most commonly found in stainless steels and in some low alloy steels. It can cause skin irritation and increased risk of lung cancer. ▪ Copper is used in some electrodes and in alloys. It may also be found as a coating material in some GMAW electrodes. Copper can cause respiratory irritation or metal fume fever.

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▪ Fluorine in the form of fluorides is used in some fluxes and electrode coatings and as a fill ingredient in some flux-cored electrodes. It can cause respiratory and eye irritation. ▪ Iron in the form of iron oxide is the most common fume constituent. Iron oxide can be a respiratory irritant and can cause siderosis. ▪ Lead is found in some coatings and in some brass, bronze and steel alloys. Lead can cause nervous system disorders, kidney damage and reproductive problems. ▪ Manganese is used in most steel alloys and may be found at higher levels in some hardfacing electrodes. It can produce nervous system disorders, pneumonia and loss of muscle control. ▪ Molybdenum is found in some steel alloys and can cause respiratory and eye irritation. Nickel is present in stainless steels and nickel alloys. It can cause respiratory and skin irritation and metal fume fever. ▪ Nitrogen Oxides consisting of nitric oxide and nitrogen dioxide are formed by the welding arc and are respiratory irritants. ▪ Ozone is formed by the interaction of the welding arc and atmospheric oxygen. Ozone can irritate the eyes, nose and throat and can cause pulmonary edema. ▪ Phosgene is a highly toxic gas, which is formed when the ultraviolet rays from the welding arc come in contact with chlorinated solvents, such as trichlorethylene. Inhalation of high concentrations of phosgene may produce pulmonary edema. ▪ Silicon is present in most welding consumable in the metallic form, the oxide form, or both. Silicon dioxide is also a common ingredient in submerged arc welding fluxes and may be present in large quantities in the dust that is generated during flux handling. The crystalline forms of silica are responsible for producing silicosis. ▪ Tin is used in some solder alloys and bronzes. Tin can cause metal fume fever. ▪ Titanium is found in some stainless steels and titanium dioxide is a common ingredient in many fluxcored electrodes and SMAW electrode coatings. Titanium can produce respiratory irritation. ▪ Vanadium is used in some steel alloys and in some electrode coatings. Vanadium can cause skin, eye and respiratory irritation, pneumonia, emphysema and pulmonary edema. ▪ Zinc is found in galvanized steel and in paint coatings. It can cause metal fume fever.

Table 7.3: Exposure Limits for fumes and gases produced by various welding operations Substance Germany Russia Sweden U.S.A. MAK TLV LLV OSHA ACGIH NIOSH mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 Aluminum 2 2 - 5 5 Barium 0.5 0.5 0.5 0.5 0.5 0.5 Cadmium 0.01 0.01 0.005 0.002 - Chromium 1 0.5 0.5 0.5 0.5 Copper 0.1 0.5 0.2 0.1 0.2 0.1 Dust, 1.5 5 5 3 - respirable Fluorine 0.16 0.5 0.2 0.2 1.6 0.2

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Iron 1.5 4 3.5 10 5 5 Lead 0.1 0.005 0.05 0.05 0.05 <0.1 Manganese 0.5 0.2 0.5 - 0.2 1 Nickel 0.05 0.5 1 1.5 0.015 Nitrogen 9.5 5 30 - 5.6 - Oxides Ozone 0.1 0.2 0.2 0.16 Phosgene 0.082 0.5 - 0.4 0.4 0.4 Silicon 4 - 5 10 5 Tin - 2 2 2 Titanium 1.5 10 5 15 10 - Vanadium 0.05 0.1 - 0.1 0.05 0.05 Zinc 5 0.5 1 5 5 5 Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000) 7.2.2.1 Mitigation Measures Process related measures allowing the emission rates reduction. 1. Avoid or reduce oil film on the welded surfaces; 2. Use rectangular wave high frequency pulse GMAW machines to reduce fume generation. Results of tests conducted at John Deere in 1992 indicate, that pulse GMAW welding allows for fume reduction by ~80% compared to the constant voltage GMAW on clean parts and by ~60% on oily parts; 3. Reduce expulsion with spot welding; 4. Avoid short-time conditions with spot welding, changing over to medium-time conditions. 5. Place containers with welded small parts in the totally enclosed cabinets connected to exhaust system to avoid residual welding smoke release into the building. Ventilation Clean air for welding operations is provided by ventilation systems, which typically consist of local exhaust systems and general ventilation supply and exhaust systems. The most efficient methods of contaminant control in the occupied zone of the welding shop, and particularly in the breathing zone of the operator or welder (with a manual welding), are: ▪ exhaust from the total welding process enclosure when automatic welding machines are used; ▪ exhaust from the welding area enclosure, when robotic welding and material handling are used, and ▪ local exhaust which captures the contaminants at or near their source. Exhaust from enclosures separating welding process from the operator's environment, or local exhaust systems with manual and semiautomatic welding operations are normally the most cost-effective solutions to fume control. They minimize the required outdoor airflow rate thus optimizing system installation and operating costs especially where filtered air return back into the building is not used. Control of fumes in the

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source area can also reduce plant maintenance costs. A cleaner workplace may also lead to an in increase in employee productivity. No local exhaust ventilation system is 100% effective in capturing fumes. However, it is important to note that capture efficiency has a greater influence on air quality than filtration efficiency. No filter device is effective until the fume is drawn into it. In addition, there will be circumstances, because of the size or mobility of the welding zone, where installation of local exhaust ventilation systems may not be possible. Also, local exhausts are typically not efficient in removing fumes generated after welding at the heat-affected zone. General ventilation is needed to dilute pollutants not captured by the local ventilation system and to dilute fumes generated after welding. General ventilation systems supply make-up air to replace air extracted by local and general exhaust systems. Also, supply air is used to heat and cool the building. Volume of outside air to be supplied by a general ventilation system should exceed the volume of air exhausted by local ventilation systems. Buildings should be pressurized to prevent air infiltration creating cold drafts in winter, and hot humid air in summer. In addition to local exhaust system, a general exhaust system is used to evacuate air from the building. Special attention should be paid to ventilation of areas with grinding and polishing operations. Especially, in the case with aluminum production. Air supply and exhaust should be arranged such to create low velocity-low turbulent airflow preventing dust dispersion in the shop. Low airflow, high vacuum exhaust systems built-in grinding and polishing machines significantly reduce contaminant load on the building. Local Exhaust Ventilation Total (or complete) enclosure is a box or housing mounted around or built into the welding machine. The enclosure is not intended to be air tight. Limited openings might be required by the process needs. They also provide a path for replacement air to enter. Robotic welding areas or a part of conveyor with welding operations can be enclosed using a large canopy hood with a perimeter plastic curtain. The size and design of the hood should limit free area to reduce exhausted airflow rate. Location and size of the openings should allow components entrance to and exit from the welding area. Similar enclosures can be used to contain and direct residual emissions in the part of conveyor transporting welded parts from automated welding machines. The enclosure is kept under negative pressure by the exhaust system connected to the hood. The exhaust airflow rate must be sufficient to prevent contaminants from escaping from the enclosure. According to BEI and the DaimlerChrysler Process Group, a control velocity of 0.5 to 0.75 m/s would be required in the openings and in the slot between the plastic curtain and the floor. Local exhaust systems for manual and semiautomatic welding processes capture air contaminants close to their source. These systems will only be effective if they are correctly designed, installed, maintained, and used. The exhaust airflow through hoods should maintain capture velocity at the point of fume generation between 0.5 and 0.75 m/s.

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Stationary, mobile or portable local exhaust ventilation systems may consist of the following basic elements: capture hood, duct system, air-cleaning device, fan, and outlet discharge ductwork. These elements must be specifically engineered for each application. They must remove fume while not disturbing the welding process. For example, the fume capture velocity at the weld zone must not disturb the shielding gas. Effective control of worker exposure to dusts from polishing and grinding operations on can be achieved by use of polishing and grinding equipment with a built-in high velocity, low volume local exhaust ventilation as part of the tool's design. The choice of local ventilation system type depends on the method and conditions of welding, type of welding equipment, size of the welded components and shop space factors. Typical systems are shown in Table.

Table 7.4: Local Ventilation Systems for Welding and Cutting Processes System Type Typical Comments Airflow Welding gun 30-60 CFM Extracts fume at the weld zone through GMAW and GTAW with integral (50-100 m3/hr) guns fume extraction High vacuum 90-180 CFM Captures fume through high velocity, low volume source capture (150-300 extraction nozzles. Usually positioned by the welder with nozzle m3/hr) arc welding or attached to electrodes of suspended and stationary spot welding machines Flexible fume 560-860 CFM Draws higher air volume and is easily positioned and extraction arm (900-1400 repositioned by the welder. m3/hr) Cross draft 180-280 CFM Excellent for controlling fume in a fixed location serving welding table per ft2 (3300- small part welding (slotted hood) 5000 m3/hr per m2) Fixed canopy Varies with For robotics arc and resistance welding operations. Size hood hood height and airflow rate depends upon the size of the welding and space zone. Should be supplied with solid (plastic) curtains when possible to prevent the influence of room air movement Push-pull Varies with For robotics arc and resistance welding operations. An overhead hood hood height engineered design to reduce exhaust air volume in a large, and space fixed welding zone Downdraft 150 CFM per Used in large, fixed, flat plane operations (e.g. plasma cutting table ft2 (2700 m3/hr cutting) per m2) Built-in fixture 90-180 CFM For repetitive arc and resistance manual and robotics exhaust system (150-300 welding operations. An engineered design to reduce m3/hr) per exhaust air volume, increase capture effectiveness of fumes welding point generated during and after welding operations. Requires cooperation of process and ventilation engineers

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Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000) Fume Filtration Collector Selection Often when air is exhausted, it is exhausted through a fume/dust collector. These collectors may be: ▪ small, portable collectors connected to the local exhaust and the fan; ▪ medium size wall- or floor-mounted collectors working as part of the local exhaust system with one or few exhaust hoods, or ▪ large collectors that may work with either a centralized local exhaust system or with a general exhaust system. It should be noted that most of collectors used in welding shops are designed to remove solid matter (fume) only and not gases. It is not cost efficient to use collectors capable of efficient removal of gaseous byproducts. Collectors are selected based on the following factors: 1. Contaminant Concentration. The amount of dust and fume generated by the process. 2. Efficiency Requirements. Capture efficiency generally has greater influence on air quality than filtration efficiency. However, the filtration efficiency required must be sufficient to meet all national and local codes and standards (OSHA, EPA, etc.). HEPA filters are those classified with an initial efficiency of 99.97% at 0.3 micron (DOP test) but are not typically required in most welding applications. 3. Contaminant Characteristics. These include contaminant size and condition such as wet, dry or sticky. 4. Energy Consumption. All collectors consume energy in order to overcome pressure drop through the collector. The pressure drop is measured in Pa (inches of water). Energy is also consumed during the cleaning of contaminant from collectors. 5. Maintenance costs. Some collectors can be cleaned on-line, others require cleaning or replacement of filtration elements. There are two major types of collectors used in welding fume control. 1. Cartridge Collectors, 2. Electrostatic Precipitators Cartridge Collectors. Cartridge collectors use filters made out of pleated paper or synthetic filter media. This type of cartridge results in a much larger amount of filter media per collector volume than media used in conventional fabric filters. In addition, the type of filter media used in these cartridges is usually much more efficient on sub- micron sized particulate with filtration efficiencies exceeding 99%. It should be noted that while cartridge filters are generally more efficient on sub-micron sized particles, performance depends on the filter media used in the cartridge itself. All cartridges have a similar appearance regardless of efficiency. Specifications should define the filtration efficiency of the unit on sub-micron sized particles.

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Cartridge collectors are relatively easy to maintain. Maintenance involves replacement of the non-cleanable cartridge when pressure drop significantly decreases fume capture. Non-cleanable cartridges are normally used in small portable collectors. Many cartridge collectors are cleaned on line, using a reverse pulse of compressed air. Cartridge life is usually quite long on welding fume applications with a cleanable cartridge change required approximately once per year. Cartridge life can vary significantly with the application and type of media used. Most cartridges are relatively compact, easy to handle, and often can be changed from outside the collector. Disadvantages of cartridges include a relatively higher pressure drop (500 to 1000 Pa) than an electrostatic precipitator (an inch or less) and the requirement for compressed air for cleaning. Filter life may be reduced if the welding fume is very oily. Electrostatic Precipitators. Electrostatic precipitators operate by electrically charging dust and fume particles and collecting the charged particles on oppositely charged collector plates. This type of filtration has been used for many years on welding fume because it is effective on small, sub-micron sized particles. Also, the pressure drop through this type of collector is usually the lowest of the available options, allowing reduced horsepower blowers. Finally, unlike the other collector options, there is no filter to replace. Disadvantages include the requirement for frequent maintenance. The collection plates must be cleaned frequently to maintain filtration efficiency and remove collected contaminant. The plates can be cleaned manually, by mechanical shaking, or with a water wash. In addition, these units are not well suited for collecting high concentrations of dust and fume. As particulate is collected, filter efficiency is reduced. Filtration efficiency varies from 90% to 99% on sub-micron sized particles. Fire and explosion protection for exhaust systems Welding exhaust systems by their nature have the capability to capture sparks that can be transported to the welding fume collector and starting a fire. There are many documented cases in the automotive industry where welding exhaust sparks have started fires in the duct and dust collectors. Fire protection systems need to be evaluated for each application. Local and national codes should be used as a basis of the design of the fire protection system. The local fire protection authority should be contacted for concurrence with the design and type of fire protection system(s) used. The types of fire protection systems are water and gas (typically CO2) with an automatic and/or manual discharge system. Consideration should be given to providing a drop out chamber for the welding process dust particles and sparks. This drop out chamber should be located as close to the welding process as possible. Some plants require that welding fume exhaust duct have fire sprinklers located from the welding hood to the drop out chamber. If the duct has fire protection sprinklers installed the static pressure should be adjusted accordingly. Some fire codes allow ducts less than 100 square inches to not have fire protection sprinklers installed. If the exhaust duct has fire protection sprinklers care should be taken to avoid water draining from the duct on to the welding robots or machinery. The ducts should be sloped to a drain, with a trap, discharging where the water will be less of a problem. The welding

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fume collector should have fire protection system installed. This is typically done with an automatic and/or manual fire protection system. In cases of welding processes using materials that have the potential of forming explosive dust particles (such as aluminum, magnesium, etc.), great care must be used in providing the fire protection system. Consideration must be given to providing some sort of explosion pressure relief (blow out panels etc.) for the duct work, drop out chamber, welding fume collector, and any other locations where the potentially explosive dust can accumulate.

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Table 7.5: Fume Generation Data Product Type Shielding Gas Diameter Amperage Voltage (V) Fume Generation Weight % (A) Rate (g/min) converted to fume Low hydrogen SMAW (EX018) - 5/32’’ 175-180 21-22 0.4 0.9-1.2 Low hydrogen SMAW (EX018) - 1/8’’ 135 24-25 0.4 1.5-1.6 E6013 - 5/32’’ 165 33 0.4-0.5 1.1 E7024 - 5/32’’ 200 33 0.6-0.7 1.0 300 Series Stainless SMAW (E3XX-16) - 1/8’’ 105 25 0.1 0.3-0.4

Flux-Cored Stainless (E3XXT1-1,-4) Ar/25%CO2 0.045’’ 200 27 0.4-0.5 0.5-0.6

E70T-5 CO2 0.093’’ 500 37 3.5-4.0 1.8-2.0

E70T-5 Ar/25%CO2 0.093’’ 500 37 3.5-4.0 1.8-2.0

First Generation FCAW (E71T-1) CO2 1/16’’ 300 28 1.0 1.4

Second Generation FCAW (E71T-1) CO2 1/16’’ 300 28 0.7 1.0

First Generation FCAW (E71T-1) Ar/25%CO2 0.052’’ 220 24 0.7-0.8

Second Generation FCAW (E71T-1) Ar/25%CO2 0.052’’ 220 24 0.4-0.5

Third Generation FCAW (E71T-1) Ar/10%CO2 0.045’’ 280 28 0.3-0.4

Third Generation FCAW (E71T-1) Ar/10%CO2 1/16’’ 340 29 0.3-0.5

First Generation Metal Core (E70C-XM) Ar/25%CO2 0.045’’ 270 28 1.1 1.1-1.2

Second Generation Metal Core (E70C-XM) Ar/25%CO2 0.045’’ 270 28 0.6 0.6-0.7

Solid Wire-ER70S-3 CO2 0.045 270-300 29 0.6-0.8 0.8

AR/10% CO2 0.045 280-310 28 0.4-0.5 0.5

AR/5%O2 0.045 280-310 28 0.2-0.3 0.3 Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000)

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Table 7.6: Fume constituent concentration data (%) AWS Class Electrode Fe Mn Si Ni Cu Cr Mo Al Mg F Covered Electrodes E6010 41.6-49.6 3.0-3.4 3.7-5.7 ------E6013 45.0-62.2 4.1-5.5 11.2-15.0 ------E7018 24.2-28.7 3.6-4.5 1.1-1.7 ------13.1-15.0 E7024 29.5-33.3 5.3-7.8 13.2-18.3 ------E8018-C3 45.2 7.2 - 0.3 - 0.1 0.1 - - 35.8 9018 B3 21.9 5.9 - 0.1 - 1.6 0.1 - - 28.1 E316-15 8.4 7.7 - 1.1 - 5.8 0.1 - - - E316-16 10.0 8.8 - 1.5 - 6.5 0.1 - - 17.2 E410-16 33.1 5.2 - 0.1 ------ENi-Cl 2.5 0.3 - 6.9 0.1 - - - - 10.0 Eni Cu-2 0.1 2.1 - 4.2 6.2 - - - - - Flux Cored Electrodes E70T-1 25.2-46.1 6.2-13.5 1.0-7.5 ------0.06-8.68 E70T-4 11.5-16.2 1.0-4.6 0.05 0.01 - - - - - 0.84-2.73 E70T-5 26.7-29.2 10.9-11.3 0.05-0.09 ------2.63-4.80 Gas Metal Arc Electrodes 316L 12.4 7.3 0.05 1.06 - 12.5 0.34 - - 11.5 ER70S-3 55.4-65.7 5.5-8.5 0.05-2.5 - 0.07-1.20 - - - - - ER-5356 ------38.0 3.8 - ER Ni Cu-7 5.0 1.1 0.65 22.1 44.4 0.01 - - - - Source: ibid

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Table 7.7: Fume Generated per amount of Electrode Used (lb fume per 100lb electrode consumed) Electrode Class Type of Electrode Ratio E70S-3 Solid Electrode 0.86 E70S-6 Solid Electrode 0.79 E308LSi Solid Electrode 0.54 E70T-1 Flux-cored electrode 0.87 E71T-1 Flux-cored electrode 1.20 E6010(A) Manual electrode 2.27 E6010(B) Manual electrode 2.05 E6011 Manual electrode 3.84 E6013 Manual electrode 1.36 E308-16 Manual electrode 0.64 E7018 Manual electrode 1.57 Source: ibid

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Table 7.8: Metal Concentration in Fume of Commonly Used Electrodes (percent of total fume) Electrode Class Aluminium Barium Chromium Cobalt Copper Manganese Nickel Vanadium Zinc E70S-3 0.069 0.011 0.020 0.0017 0.65 6.7 0.0072 0.00076 0.094 E70S-6 0.060 0.0030 0.015 0.0029 0.44 10.4 0.014 0.00099 0.078 E308LSi 0.077 0.0014 6.0 0.0071 0.50 6.4 3.4 0.012 0.042 E70T-1 0.11 0.0018 0.013 0.0022 0.016 9.0 0.0058 0.0045 0.065 E71T-1 0.042 0.0026 0.014 0.0029 0.048 8.1 0.0040 0.0057 0.086 E6010(A) 0.043 0.0012 0.018 0.0023 0.26 3.9 0.026 0.0031 0.022 E6010(B) 0.018 0.00088 0.011 0.0035 0.033 4.4 0.0080 0.0023 0.036 E6011 0.016 0.0012 0.012 0.0025 0.014 2.6 0.014 0.0038 0.016 E6013 0.18 0.00097 0.030 0.0030 0.16 4.1 0.018 0.012 12 E308-16 0.78 0.0062 6.2 0.0078 0.10 3.8 0.82 0.019 0.087 E7018 1.3 0.042 0.024 0.0016 0.072 3.9 0.012 0.00070 0.12 Source: ibid

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Table 7.9: Average Chemical-Specific Emission Factors (Fume) (lbs. of metal in fume per ton of electrode consumed) Electrode Class Aluminium Barium Chromium Cobalt Copper Manganese Nickel Vanadium Zinc E70S-3 0.012 0.0019 0.0034 0.00029 0.11 1.2 0.0012 0.0013 0.016 E70S-6 0.0094 0.00047 0.0023 0.00045 0.069 1.6 0.0022 0.00015 0.012 E308LSi 0.0083 0.00015 0.65 0.00077 0.054 0.69 0.37 0.0013 0.0045 E70T-1 0.019 0.00034 0.0022 0.00038 0.0028 1.56 0.0010 0.00077 0.011 E71T-1 0.010 0.00062 0.0034 0.00070 0.0012 1.9 0.00096 0.0014 0.021 E6010(A) 0.020 0.00054 0.0082 0.0010 0.12 1.8 0.012 0.0014 0.010 E6010(B) 0.0074 0.00036 0.0045 0.0014 0.014 1.8 0.0033 0.00094 0.015 E6011 0.012 0.00092 0.0092 0.0019 0.011 2.0 0.011 0.0029 0.012 E6013 0.049 0.00026 0.0082 0.00082 0.044 1.1 0.0049 0.0033 3.3 E308-16 0.10 0.00079 0.79 0.0010 0.013 0.49 0.10 0.0024 0.011 E7018 0.41 0.013 0.0075 0.00050 0.023 1.2 0.0038 0.00022 0.038 Source: ibid

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Fig 7.2: Example of Enclosure over containers with welded small parts. Exhaust from the enclosure controls residual weld fumes4.

4 at Fiat plant in Turin

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Fig 7.3: Example of Exhaust built-in automatic axle welding machine. a- general view of automatic welding machine with two welding positions; b- local exhaust with a operable total enclosure and an automatic welding gun; c- duct system evacuating weld fumes from welding stations outside the building5

5 American axle and manufacturing plant in Detroit, Michigan.

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Fig 7.4: Example of Canopy hood with an air curtain enclosing part of the conveyor with a robotic spot welding area of the body shop. a- general view; b- welded parts exit from the enclosure; c- components entrance into the enclosure6

6 Chrysler North Jefferson Assembly Plant

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Fig 7.5: Example of an overhead hood with a perimeter plastic curtain above the conveyor transporting welded parts from automated welding machines. The exhaust from enclosure evacuates the residual welding fumes. Each welding machine also has a separate canopy hood to control fumes during the welding process7

7 American axle and manufacturing plant in Detroit, Michigan.

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Fig 7.6: Schematic of Gas Metal Arc Welding (GMAW) gun with a built-in exhaust

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Fig 7.7: Example of welding fume control system with flexible extraction arms. a- system schematic8, b- welding shop; c- body shop9

8 John Deere Harvester Works plant in East Moline, Illinois 9 Mercedes-Benz plant in Tuscaloosa, Alabama

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Fig 7.8: Schematic of cross-draft welding bench enclosed at sides, back and top for low volume small parts

Fig 7.9: Example of Double-canopy hood 3 m x 5.5 m each are installed over welding robots at the height of 3 m. 15,000 to 18,000 m3/h of air contaminated with welding fumes is exhausted from each hood outside the building.10

10 Volvo Cars body shop in Goteborg, Sweden.

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Fig 7.10: Example of Canopy hood above manual welding supplemented by local extraction hoods. Manual welding operations are carried out using personal protective equipment consisting of face mask connected to the back mounted filter equipment supplying breathable air in the mask11

11 Volvo Cars body shop in Goteborg, Sweden.

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Fig 7.11: Example of centralized local exhaust system with canopy hoods installed over welding robots12. About 40,000 cfm is exhausted by each system outside the building through the roof-mounted stack. a- overhead hoods installed above the robotic welding area; b- hood with a central plate forming a slot along the hood perimeter; c-duct system collecting contaminated air captured by single hoods; d- exhaust stacks.

12 Ford Wayne Integrated Stamping and Assembly plant in Detroit, Michigan.

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Fig 7.12: Example of a Push-pull hood. A canopy hood with an incorporated slotted nozzle installed along perimeter of the hood to prevent contaminated air transfer from the welding area. Push-pull hoods can be used when conventional canopy hoods with plastic curtains are impractical. Air supplied through nozzles creates steady air curtain protection along the contour.13

13 US Patent.

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Fig 7.13: schematic of a self-cleaning cartridge filter14

14 Plymovent AB.

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Fig 7.14: Schematic of two-stage electrostatic filter15 7.2.3 Indoor Air Quality and Emissions of Assembly Shop The operation of an automotive assembly line consists of long straight line(s) or lines that weave back and forth through the assembly building. Premanufactured parts or sub-assemblies such as drive train, engines, seats, body parts, and other components are brought to the assembly line from adjacent storage areas via conveyors or manual delivery. A speed-controlled conveyor moves the automotive chassis from one station to another where parts are attached by assembly personnel or automatic. At the end of the assembly line, the completed automobile is filled with operating fluids, started for the first time and tested for proper engine/transmission operation and water seals performance. It is then driven off the assembly line where it receives necessary alignment and engine testing. If the vehicle passes inspection it will proceed outside to a storage lot for later shipment to dealer. If the vehicle fails inspection due to improper operation it will proceed to a mechanical or paint inspection and rework department for necessary repairs.

15 Plymovent AB.

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Process Emissions Overview In most of the assembly plant the process generates only heat primarily from the conveyer, electrical motors and lights. There are heat losses/gains through the building envelope. Also, at the following workstations there are emissions of contaminants: ▪ Windshield gluing station. Emissions are generated from the adhesive compounds which are used to seal the windshield to the body frame. In many cases this process is still performed manually, exposing the worker to hazardous solvent vapor compounds which vary depending on manufacturer’s blend. ▪ Door seals and trim stations. Emissions are generated from adhesive compounds that are used to attach door seals and interior trim components to the body frame. The affixing of these components subject the worker to solvent vapor compounds which are potentially hazardous but more likely to be annoying or discomforting to the workers or operators in the surrounding areas. ▪ Fuel filling station. Emissions are generated from gasoline and Diesel fuel vapors which are generated during the first fueling process of the vehicle. These vapors escape when the air is displaced by the liquid fuel as the fuel tank is filled. Emissions also occur in this area due to spillage which occurs through worker error. ▪ Vehicle engine start-up station. Emissions are generated from the first time combustion process of the newly started engine. It produces high concentrations of hydrocarbon as well as first time burn off of engine sealant. Quite often emissions at this point are greater than under normal operation since the engine has not been properly tuned. Since the engine has not been properly tuned, the emissions, resulting from the incomplete combustion, generate PAHs (polynuclear aromatic hydrocarbons) which have been identified as human carcinogens. ▪ Chassis alignment inspection station. Emissions are generated from the running of the vehicle when driving on to or off of the alignment pit. The alignment inspector is subjected to exhaust gases which are heavier than air and sink into the operator’s pit which increases the concentration of exhaust gases in the workers breathing zone. These emissions are the same as experienced at time of engine start-up. ▪ Vehicle engine test station. Emissions are generated when the vehicle is placed on a rolling road (Dyno test) and is accelerated to 50 mph. Since the vehicle’s drive train is being engaged and the engine is now required to generate horsepower, the vehicle engine components and exhaust system for the first time are being subjected to elevated exhaust gas temperatures. These elevated temperatures, along with the increased volume and velocity of exhaust gases, bake off and displace contaminants such as engine sealant, lubricants and coolants used to manufacture parts, and fiberglass packing fibers which are manufactured into the exhaust muffler. ▪ Engine rework station. Emissions are generated when the vehicle is required to run for the purposes of diagnosing an improperly running engine. In many cases an engine technician must diagnose, adjust and/or repair a vehicle’s engine resulting in sustained or elevated exhaust gas emissions being emitted into the worked environment. He also is subjected to emissions being generated from under the hood of the engine compartment where sealant or paint vapor compounds or hydrocarbon emissions are being emitted into his breathing zone.

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▪ Paint rework station. Emissions are generated when the vehicle requires paint rework due to small-localized paint imperfections which were found during the vehicle QC (Quality Control) inspection process. Workers in this area are exposed to paint particulate and solvent vapors which are associated with the painting process. Particulate control is also essential in this area for the purpose of eliminating dust infiltration into the painting process. ▪ Certified fueling station. Emissions are generated by the fueling process of the vehicle by the local regulatory agency classified and certified fuel used for the process of determining corresponding mileage and emission standards for the vehicle being manufactured. The emissions at this station are emitted during the fueling process where the air in the tank is being displaced by the fueling liquids and subsequently entering the workers breathing zone. Sources of Auto Emissions Pollutants are emitted from multiple sources from a vehicle (auto, truck) while in the assembly. These emissions are even more concentrated when the vehicle is first started. The following are the three greatest pollutant sources with the highest level of toxic exposure to plant personnel. 1. The by-products of the engine combustion process (gas or Diesel) expose workers to PNAs, NOx, CO, SO2, CO2, and approximately 100 other VOC, organic, acidic compounds. 2. Fueling losses expose workers to PNAs, benzene compounds, which have low vapor point and are lighter than air. 3. Evaporation of fuels, solvents and oils which react together to develop into complex chemical compounds. Vehicle Exhaust Pollutants ▪ Hydrocarbons (HC). Hydrocarbon emissions result when fuel molecules in the engine do not burn or burn only partially. Hydrocarbons react in the presence of nitrogen oxides and sunlight to form ground-level ozone, a major component of smog. Ozone irritates the eyes, damages the lungs, and aggravates respiratory problems. A number of exhaust hydrocarbons are also toxic with the potential to cause cancer. ▪ Nitrogen oxides (NOx). Under the high pressure and temperature conditions in an engine, nitrogen and oxygen atoms in the air react to form various nitrogen oxides, collectively known as NOx. ▪ Carbon monoxide (CO). Carbon monoxide is a product of incomplete combustion and occurs when carbon in the fuel is partially oxidized rather than fully oxidized to carbon dioxide (CO2). Carbon monoxide reduces the flow of oxygen in the bloodstream and is particularly dangerous to persons with heart disease. ▪ Carbon dioxide (CO2). In recent years, carbon dioxide, a product of "perfect" combustion, is viewed as a pollution concern. Carbon dioxide does not directly impair human health, but it is a "greenhouse gas" that traps the earth's heat and contributes to the potential for global warming. ▪ Diesel exhausts. Workers exposed to Diesel exhaust face the risk of adverse health effects:

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Short-Term (Acute) Effects Workers exposed to high concentrations of Diesel exhaust have reported the following short-term health symptoms: ▪ irritation of the eyes, nose, and throat; ▪ lightheadedness; ▪ feeling "high" ▪ heartburn; ▪ headache; ▪ weakness, numbness, and tingling in extremities ▪ chest tightness; ▪ wheezing; ▪ vomiting. Long-Term (Chronic) Effects Although there have been relatively few studies on the long-term health effects of Diesel exhaust, the available studies indicate that Diesel exhaust can be harmful to your health. According to the National Institute for Occupational Safety and Health (NIOSH), the International Agency for Research on Cancer (IARC), the Environmental Protection Agency (EPA) of the US, Diesel exhaust should be treated as a human carcinogen (cancer-causing substance). Evaporative Emissions ▪ Hydrocarbon pollutants also escape into the air through fuel evaporation. Evaporative emissions occur several ways: ▪ Diurnal: Gasoline evaporation from the fuel tank and venting gasoline vapors. ▪ Running losses: The hot engine and exhaust system can vaporize gasoline when the car is running. ▪ Hot soak: The engine remains hot for a period of time after the car is turned off, and gasoline evaporation continues when the car is parked. ▪ Fueling: Gasoline vapors are always present in fuel tanks. These vapors are forced out when the tank is filled with liquid fuel. ▪ Idling Vehicle Emissions. There are situations in which estimates of emissions from idling vehicles are needed. As with driving emissions, idle emissions are affected by a number of parameters. For analyses not requiring detailed specific emission estimates tailored to local conditions, this summary of idle emission factors can be used to obtain first-order approximations of emissions under idle conditions (e.g., drive-through lanes). Mitigation Measures Process related measures to reduce occupational exposure to vehicle exhausts and fuel vapors. ▪ Separation of areas followed the engine starting from the rest of assembly line by creating a positive pressure buffer zone; ▪ Utilization of gasoline filling nozzles with a built-in vapor recovery system. With this system, as the gasoline enters the fuel tank, the displaced vapor is collected through a vacuum intake located concentrically with a nozzle near the filler neck of

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the tank as the nozzle spout is inserted. The captured vapors are transferred back to the storage tank. The capturing efficiency of these systems is greater than 95%, i.e., per each liter of dispensed gasoline. More than 0.9 liters of the vapors are captured. Diesel fuel is much heavier and does not create as much of a vapor emission problem as gasoline does. ▪ Utilization of onboard exhaust filters for driving the vehicles in the assembly shop. EHC filters are connected to exhaust pipes with a plastic adapter and will have a filter life of approximately 5 –10 minutes. Particles, smoke and soot with the size down to 0.1 mk are separated in the filter with up to 99% efficiency. Oxides of nitrogen (~60%) and hydrocarbons (~35%) are absorbed on the filter surface. The filter also reduces the concentration of carbon monoxide by 5-25%. The filter cartridge is disposable as normal industrial waste. Filters are available for different sizes of exhaust pipes on cars and trucks with gasoline and Diesel engines, primarily used for vehicle transportation with short running times such as plant exiting or ship board loading or unloading. Ventilation Ventilation systems in the assembly shop typically consist of local exhaust ventilation systems to control vehicle exhaust and contaminant emissions from contaminant producing areas, (e.g., windshield gluing, car testing) and a general ventilation system. General ventilation is needed to dilute the contaminants released into the building that are not captured by local ventilation systems. General ventilation systems supply make- up air to replace air extracted by local exhaust systems. Also, supply air is used to heat and cool the building. Buildings should be pressurized to prevent air infiltration creating cold drafts in winter and hot humid air in summer. Local exhaust systems Vehicle Exhaust Extraction Systems: Local exhaust system for vehicle exhaust control can be enclosing and non-enclosing. Enclosing type exhaust systems typically have a flexible hose with a tail-pipe adapter. Hose reel, overhead rail extraction system or rail extraction system installed under conveyer, are examples of enclosing exhaust systems. Enclosing system for vehicle exhaust control is normally classified as a sealed or non- sealed system. Non-enclosing systems, e.g. underfloor exhaust system, pit ventilation system and overhead hood are typically used systems in a high volume production process. Sealed type exhaust systems utilize a tailpipe adapter, which makes an airtight seal between the exhaust tailpipe and the flexible exhaust ventilation hose. The attachment of this nozzle is usually through the use of an air filled bladder made of synthetic rubber which conforms to the size of the vehicle’s tailpipe. This eliminates the escape of exhaust gases when the vehicle is being accelerated or run on high idle testing. In turn, this reduces the operating air volume. Non-sealed systems utilize a tailpipe adapter, which has a loose fit, which require a larger volume of air to maintain a negative pressure control over the exhaust gases being emitted by the vehicle. The attachment of this nozzle is usually by means of a mechanical device such as vice-grip clamp or spring clip.

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Approximate airflow rates to be extracted per vehicle from the exhaust pipe utilizing a sealed fit tailpipe adapter or open-fit non-sealing tailpipe adapter are listed in Table. Down draft in-floor systems utilize an in ground floor ventilation duct which draws exhaust gases through a floor grate into a concrete lined combination floor drain and ventilation duct. An exhaust fan maintains a negative pressure of approximately 150- cfm per sq. ft. of open pit area which is evacuated by a central roof or penthouse mounted exhaust fan system. In-floor or pit exhaust systems require the highest volume of air and require periodic maintenance to remove foreign debris, fuel, and oil or coolant spillage. E.g., in-floor exhaust system or a pit ventilation system. Exhaust system evacuating exhaust gases though the in-floor opening with a flap is common for engine testing booths. Air exhausted from the engine-testing booth may contain fiberglass lints as a result of new mufflers burning. Thus, the exhaust system should be equipped with an air filter to prevent outdoor air pollution. The capturing effectiveness of sealed exhaust systems is high and for design purposes can be considered 90% or higher. With non-sealed exhaust systems capturing effectiveness is below 75%. Local exhaust system for vehicle exhaust control should be selected and engineered for each application. When designing, the following guidelines should be taken into consideration: ▪ consider the type of vehicles produced ▪ consider the production process flow logistics ▪ consider the maximum vehicle output rate. In some situations, a single exhaust system can be a good solution. In other cases, a combination of different ventilation technologies may be required. E.g., at the Volvo Car assembly plant in Goteborg, Sweden, flexible extraction system is a part of a comprehensive emission control strategy and is used only when cold engines are started. When engine warms up, flexible hose is replaced by an EHC filter, installed on the adapter to the tail pipe. The filter is used during car maneuvering in the shop. At the repair stations, the filter is replaced by a hose reel exhaust, and in the engine testing both, where the in-floor exhaust with a flap is used to control emissions from the vehicle. Table 7.10: Advantages and disadvantages of local exhaust systems used at assembly shop System Type Advantages Disadvantages Application In-floor system Does not interfere with High construction costs. Assembly line manufacturing process. High exhaust volume. Low Does not require space capturing efficiency above the floor Air exhaust from the Does not interfere with High construction costs. Assembly line continuous manufacturing process. High exhaust volume. Low conveyor pit Does not require space capturing efficiency above the floor

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Continuous duct Low exhaust volume. Require space to install Assembly line and with a slot and High capturing efficiency ducts. May restrict car maneuvering flexible hoses manufacturing process. May in the building. connected to limit vehicle exhaust pipes maneuverability. Hose reel Low exhaust volume. Limited maneuverability of Test and repair Low initial cost. High vehicle connected to the stations capturing efficiency hose In-floor system with Does not affect engine High initial costs. High Engine test booth a flap performance exhaust volume Source: Ventilation Guide for Automotive Industry, 1st Edition 2000; published by HPAC Engineering (2000) Windshield Gluing Station Ventilation. The vapors produced by this manual process are captured by back draft or downdraft hood. Door Seals and Trim Stations Ventilation. Local exhaust system use to capture the vapors produced by this manual process is similar to those used at the windshield gluing station: back draft or downdraft hood. Chassis Alignment Inspection Station Ventilation – The ventilation technique to properly ventilate the exhaust gases and evaporation of fluids off the vehicle is typically handled with a combination system. The pit where plant personnel are located is customarily ventilated through an in-floor method. Vehicle exhaust gases should be removed through the means of a source capture hose extraction system. Engine Rework Station Ventilation – The ventilation technique to properly ventilate the exhaust gases produced while testing and operating the car in these service bays is typically through the use of retractable hose reels or retracting hose drops that are located overhead adjacent to each work position. Fume extraction for under hood vapors which the mechanic would be exposed to while working over the engine compartment is most commonly handled through the use of a source capture fume extraction arm with build in work lighting which ventilates vapors of evaporation out of the workers breathing zone. Also, sidedraft and overhead hoods are used to evacuate evaporative emissions from engine. Paint Rework Station Ventilation – The ventilation technique to properly ventilate this area is through the use of a combination system consisting of horizontal flow push pull hoods along with a fume extractor arm with built in work lighting. Certified Fueling Station Ventilation – The ventilation technique to properly ventilate this area is through the use of either fuel vapor recovery system for higher volume usage or a fume extraction arm and fan combination with an operating flow of approximately 700-cfm. Note: Fume extractor and fan must be provided as explosion resistant configuration.

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Fig 7.15: Sources of Auto Emissions in assembly shop for testing16

Fig 7.16: Example of Gasoline vapor-recovery system built-in gasoline filling nozzle. a- fuelling system installed at the fuelling station in the assembly plant17. b- vapor recovery system and the nozzle with a built-in vapor exhaust. c- installed at assembly plant18.

16 Environmental Protection Agency (EPA), United States 17 Volvo Cars Assembly Plant, Goteborg, Sweden 18 Mercedes-Benz Plant in Tuscaloosa, Alabama

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Fig 7.17: Example of Exhaust Filter installed on the tail pipe of the car at assembly plant. (a) and on the exhaust pipe of the truck (b)19.

19 Volvo Cars Assembly Plant, Goteborg, Sweden

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Fig 7.18: Example of Local exhausts at gluing areas. a- push-pull hood at the windshield gluing area20; b- overhead hood at the windshield gluing area; c- sidedraft hood at the small parts gluing area21.

20 Volvo Cars Assembly Plant, Goteborg, Sweden 21 Mercedes-Benz plant in Tuscaloosa, Alabama

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Fig 7.19: Example of Testing station in assembly plant22. side-draft and overhead hoods are designed to evacuate evaporative emissions from the engine.

22 Chrysler Windsor Assembly Plant, Ontario.

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Fig 7.20: Example of Flexible non-sealed extraction system for vehicle emission control at assembly plant23: a - general view; b - flexible hose connection to the tailpipe adapter, which has a loose fit.

23 Volvo Cars Assembly Plant, Goteborg, Sweden

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Fig 7.21: Underfloor exhaust system: a - general view; b – rectangular opening in the floor with a grating cover24; c - linear opening in the floor with a grating cover25

24 Ford Werke assembly plant in Koeln-Neihl, Germany 25 Mercedes-Benz plant in Tuscaloosa, Alabama

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7.2.4 Air Quality, Emissions and Effluent Discharge of Paint Shop The purpose of paint on an automotive vehicle is to provide: ▪ Corrosion protection ▪ Mechanical protection, like scratch and stone chip ▪ Protection against atmospheric and natural influences, like chemical activity and mar; ▪ Optical appearance, color and general attractiveness A typical automotive paint process is illustrated in Figure 7.24. It shows typical corrosion protection measures, paint film layers and their necessary paint cure temperatures. It is important to understand that the paint process may vary widely with both the paint vendor’s process and user’s requirements. An automotive paint shop consists of a series of operation steps. Starting from the body shop, the car bodies are transferred to the cleaning and phosphating pretreatment process, which is performed either in spray or in a combination of spray and immersion process. After pretreatment phase, the bodies are dip coated by means of the cathaphoretic paint deposition process (also called Electrocoat, E-Coat, or ELPO), the purpose of which is to provide the basic corrosion resistance of the bodies, The E- Coat paint is cured in the dedicated bake oven after which the bodies are transferred to any necessary sanding operations, underbody protection coating and sealing operations, followed by a sealer oven, in which the sealing materials are cured. The first spray paint process is primer surfacer, which provides a mechanical anti chip protection of the E-coat paint and makes the surface at the body more uniform for subsequent top coat application. The primer surface paint is applied an outside and partly on inside surfaces depending of the color system as a single color, 3-4, or more colors. The primer surfacer paint is cured; the bodies are transferred to sanding operations and top coat preparation consisting of body cleaning outside (feather duster machines) and partly inside (mostly manual). The bodies enter the base coat booth, where base coat paint is applied, in most cases in two layers, inside (manual or robotic), outside (mostly automatic), followed by a paint flashoff process and a final clear coat application. The topcoat paint application process is finalized by curing, paint quality inspection stations, spat repair stations and transfer to the assembly shop in the plant. Powder painting technologies are currently being utilized by several manufacturers. Basic Technologies in Automotive Paint Finishing The most important technologies applied in automotive paint shops are: ▪ Body conveyor systems, transportation, material handling, storage systems and logistics ▪ Body immersion systems for cleaning, degreasing, phosphating and corresponding process equipment, including waste water and sludge treatment ▪ E-Coat body Immersion process technology, paint ultrafiltration, conditioning, circulation, cathaphoretic deposition, anode system and grounding technology and DC rectifiers; ▪ Paint handling and atomization including paint mixing and preparation, paint circulation, supply, dosing and metering, color change, flashing and rinsing, paint

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atomizers with spray guns, high speed rotation bells and high voltage systems for electrostatic coating, as wall as paint controls; ▪ Paint automation including reciprocator machines, robots and their central systems; ▪ Paint spray booths with air supply houses, air conditioning, distribution and controls; ▪ Spray booth exhaust systems including paint overspray collectors, droplet demister systems, paint sludge treatment; ▪ Paint cure oven technology including oven tunnels, air circulation heater boxes and temperature central; ▪ Exhaust air pollution control including, abatement of VOC (volatile organic compounds) air recirculation, solvent adsorption/ desorption systems and VOC incineration; ▪ Building, general plant facilities, ventilation and controls The above list shows that a considerable part of the automotive paint shop technology is based on air handling techniques. At the same time this emphasizes the importance of air handling and ventilation in the paint shop facilities industry. Qualitative analysis of major loads and emissions from paint process. All paint (with the exception of powder coatings) contains VOCs due to the solvent, which is the major component of the paint formula. Toluene and Xylene are two of the many chemical compounds used as paint solvents. Isocyanates are a by-product of the resin (binder) used in the paint formula. Some of these compounds are present during the paint application process. These compounds are also given off during the curing process as auto bodies travel through the oven. The types and quantities of specific compounds depend upon the process. Obtaining such information requires coordination between the building engineers, process engineers and paint manufacturers. Properly designed and operated paint booth should ensure contaminant emission into the building is below the allowable limits. This subchapter also covers a qualitative consideration of expected loads of air contaminated with organic solvents or particulate emissions, as well as expected heat loads from the paint shop process to the building. Pretreatment Line. Car body pretreatment line is generally built in the form of a tunnel with relatively tight sheet metal housing, which covers a series of process spray or immersion tanks. It has openings at the entrance side and at the exit of the tunnel, where some leakage of air loaded with degreasing liquid spray fumes can be expected. It should not be higher than 4,000 - 5,000 m3/h per an air seal zone and the liquid droplet concentration should not exceed 2000 mg/m3, if the process and equipment is built and tuned properly. At the exit end of the pretreatment line a load of another 2,000-3,000 m3/h humid air loaded with some relatively clean water droplets (from last spray rinse stage after phosphate) can be expected. Depending of the conveyor used, there can be also other openings, where some contaminated air loads can be expected. The phosphate line itself is internally ventilated. Some leakage of air between the panels of the housing is possible in both directions (to and/or from the inside),

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depending on the adjustment of ventilation pressures, but this leakage should not be higher than 50-100 m3 /h per 1 m length of the tunnel, Of course, this may vary with the quality of the manufacturing and installation of the tunnel and ventilation adjustments. Major parts of the pretreatment line (degreasing, phosphating and rinsing stations) operate at elevated temperatures. That is the reason (in spite of insulation of tunnels and process tanks) that some additional heat loads can be expected in the building. E-Coat Line. E-Coat line is in its technology rather similar to the pretreatment line. It uses the same type of the conveyor and similar type of body immersion and spray treatment stages. However, the process and the equipment are very different, including Paint circulation, UF system, DC power supply, anode system and body grounding system. The E-Coat line is built as a series of 2 or 3 immersion tanks (E-Coat tank, UF permeate rinsing and DI water rinsing stages) and several spray rinsing stations. The line is covered by the tunnel housing and ventilated. The E-Coat line operates neatly at room temperature. The E-Coat paint circulation system is equipped with a cooling system in order to keep the paint at a constant temperature (normally between 27 and 32oC). Paint Spray Booth Lines. The main part of the spray booth is the booth itself through which the bodies are transported mostly by a floor conveyor system and coated by automatically or manually operated paint spray guns or high speed rotation electrostatic bell cup atomizers. The spray booth height is normally 3.5 - 4.5 m and its width ranges between 4.5 and 6 m. The booth consists of several paint application zones. Each zone is between 4 and 20 m long and the total spray booth length for one type of coating (primer surfacer, base coat and clear coat) can be between 20 and 100 m, depending on capacity. The booth is ventilated by conditioned air. The temperature of the air is generally controlled to 20 -25oC (±1o C) and relative humidity of 50-70 % (±5% or even down to ±2-3% for water borne paint, the application of which is more sensitive to humidity), the air downdraft velocities are between 0.2 and 0.5 m/s depending on type of the spray booth zone, automation and application principles. The air supply system consists of air supply houses (air conditioning units), mostly placed in a penthouse or upper floors of the paint shop building, air distribution plenum and ductwork. Spray booths normally operate within a clean room that is maintained in a positive pressure mode in order to prevent any dust or dirt of entering the paint booth area. The spray booths operate very close to ambient temperatures, so that there should be no heat loss or gain in the building surrounding the booth. Paint Cure Ovens. Paint curing oven process requires heating up of the bodies normally within 10 minutes to a temperature between 130 and 180oC and holding them at that temperature for 20 minutes with a subsequent coating to approximately room temperature. There are many variations of oven processes, temperature curves and designs. In addition there are different types of air seals, in order to prevent heat losses and condensation of volatile compounds (straight through, camelback, A-type). Ovens normally operate in negative-pressure mode. Infiltration of 1,000 - 2.000 m3/h per air seal from the paint shop building. This air amount and the air needed to dilute

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the evaporated solvents and water in the oven recirculation system are brought in by adding heated fresh air to the oven. The fresh air can be preheated centrally for the oven tunnel, or locally for each oven zone. The sum amount of the entrained and preheated fresh air is exhausted to the stack at a temperature of approximately 120 - 160oC. This amount is normally between 5,000 and 20,000 m3/h, depending of the type of the oven, and its capacity and the sum of all oven exhausts from the paint shop can be well over 100,000 m3/h. Other heat loads from the oven are heat transmission losses from the oven tunnel to the surrounding and heat release from the body conveyor in entry and exit parts of the oven and eventually in the conveyor return line. Body cooling tunnel releases some energy load to the building as well. It has similar air seal losses or gains as the oven itself. The exhaust air amount is large - roughly 50,000 - 100,000 m3/h or more per cooling tunnel. The exhaust air temperature is only slightly elevated to 30 to 40o C. This air is difficult to reuse for ventilation directly, due to contaminants.

Fig 7.22: Typical automotive paint process Other Automotive Paint Processes. There are other areas in the paint shop, which generally belong to the spray booth technology, like sealing booths, panel and spat repair zones, sanding areas. They are continuous or stop-and-go work zones, where some specific operations are performed. The ventilation rates vary with paint shop automation level and paint material in use. Heat emission to the building Process equipment is the major contributor to the paint shop heat gains. Information on heat emission from the process is critical to calculate cooling loads for the different areas of the paint shop. Also, cooling load calculations for each area need to include exterior roof and wall gains or losses, interior wall losses or gains, interior lighting and people gains. A complete building heat balance should be done to verify all loads are properly accounted for. For a typical paint shop with an output of 40 jobs per hour internal loads may approach the following levels: Area Total heat load

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Phosphate pre-coat area. 880,000W (3,000,000 Btu/h) Oven area. 1,470,000 W (5,000,000 Btu/h) Oven strip-out area. 440,000 W (1,500,000 Btu/h) Paint area. 1,173,000 W (4,000,000 Btu/h) Building pressure management. The pressure relationships between the different areas of the building and adjacent body shops and assembly plants are critical to maintain the clean environment required within the paint shop. All areas of the paint shop want to be at a positive pressure with relationship to the outdoors and to the body shop and assembly plant. Also within the paint shop itself there is a hierarchy of pressure relationships with the most critical areas being the most positive. The relationships to the outdoors are as follows: Area Pressure Relationship Body shop. Neutral Phosphate pre-coat area. + Oven area. ++ Strip-out oven area. +++ Paint shop area. +++ Paint shop clean room area. ++++ Paint Booth +++ Assembly plant. Neutral Setting up an air balance block diagram between the different areas of the building and including all process and building supply and exhaust quantities, as well as transfer air between areas, aids greatly in evaluating the overall building air balance. Pressure relationships between areas can be maintained through several strategies. Providing constant volume systems that are properly balanced is the most straightforward approach. Providing variable volume or staged fan systems that modulate or cycle fans to maintain building differential pressures is a more sophisticated, but more costly and cumbersome method. Differential pressure relationships and sensors are affected greatly by prevailing winds and opening doors. When considering the building air balance and relative pressure relationships it is important to be aware of the large volumes of air that transfer through the many conveyor openings from one area to another.

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Fig 7.23: paint shop air pressure management Mitigation Measures The exhaust air from the spray booth will have to be treated by a Venturi wet scrubber or any other paint overspray collector in order to collect paint overspray particles. The scrubber water is recirculated in the system and accumulated paint particles are collected in the form of paint sludge. A reuse in automated booths of the spray booth exhaust air (several hundred thousand m3/h) is also possible in the process. Target level of Air temperature, relative humidity, air cleanliness Air temperature, relative humidity, cleanliness within a paint shop are factors which are important for proper paint application and to create comfortable working conditions. The clean room spaces and booths’ design requirements are process driven, as a function of paint vendor requirements. It is important to establish both indoor and outdoor temperature and humidity design conditions for the non-clean room spaces. The nonclean room spaces are comfort rather than process driven. The building outdoor design conditions may be different for process and building. A temperature or humidity that exceeds the design conditions may raise the temperature only several degrees in the building, but this rise could compromise the paint finish, thus requiring more conservative outdoor design requirements for the clean room and booth areas. Typical design temperatures and humidity for the building side of the paint shop are:

Area Temperature, oC (o F) Relative Humidity Indoors Phosphate pre-coat area. 80-90 N.C. Paint area clean room. 80 60% Oven strip-out area 80-90 N.C. Oven area 95-105 N.C Misc. work decks 80 N.C. Paint Mix/Storage 72 50%

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Penthouse Ambient +10 N.C. Outdoors: ASHRAE 0.4% cooling design conditions.

Ventilation. Ventilation systems in paint shops typically consist of general supply and exhaust systems. The major objectives of the paint shop building ventilation system are: ▪ Provide required make-up air for process ▪ Maintain proper building pressurization ▪ Maintain comfort for occupants in the building ▪ Provide adequate ventilation air for the occupants Typical ventilation rates for paint shop areas are:

Area m3/m2 h (cfm/ft2) ACH Phosphate pre-coat area 47 2.5 2.0 Oven area 47 2.5 4.0 Strip-out area 28 1.5 3.0 Paint shop area 28 1.5 2.5

Note: these numbers are generalizations, and may vary greatly depending on the room supply air temperature, discharge air temperature, heat load and total room volume. The strategy of reusing air by transferring from more critical temperature and higher- pressure spaces to less critical temperature and lower pressure spaces reduces the total air required and increases the ventilation rate through high temperature spaces like the oven areas. Transfer fans between areas, helps to maintain pressurization and distribute transferred air. Building exhaust fans are located in the oven area, strip-out area and phosphate area as required to maintain the building air balance. Before any ventilation scheme is finalized a thorough review of local building codes should be undertaken and possibly a meeting with the architect, owner and the local building code official. Key issues include smoke purging, fire dampers and the transfer of large amounts of air from one area to another. Coordination between process and building ventilation. Make-up air and exhaust air to and from paint booths and ovens are provided by process ventilation systems. HVAC systems design of the “clean room” areas and spot cooling of workers on inspection, repair and preparation decks is also responsibility of process engineers. Areas, for which HVAC systems are designed by building ventilation engineers, are: phosphate, pre-coat HVAC; oven area ventilation; inspection, sealer and repair deck general HVAC. General supply systems. General ventilation supplies 100% outdoor air. The supply air flow rate should exceed the make-up air flow for booths and ovens and be sufficient for building pressure management. General ventilation supply units are located on the building roof or in a penthouse.

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General exhaust systems typically include roof mounted exhaust fans located in the oven area, laydown area and phosphate area as required to maintain the building air balance. Air distribution. Air should be supplied into the lower zone (at the floor level where possible) with air diffusers installed evenly along the shop. However, in nearly all paint shops some dumping of air is unavoidable, due to process restrictions. 7.2.4.1 Effluent Discharge from Paint Shop and Effluent Treatment The automobile industry’s wastewater not only contains high levels of suspended and total solids such as oil, grease, dyestuff, chromium, phosphate in washing products, and coloring, at various stages of manufacturing but also, a significant amount of dissolved organics, resulting in high BOD or COD loads. Historically, heavy metals such as chromium and nickel have been used to prepare decorative coatings, e.g., chrome bumpers. These coatings are applied through a plating process in which the part is immersed in a series of baths. Metal plating plants can release a variety of toxic compounds. Chlorinated hydrocarbons may be emitted during pre-cleaning (degreasing) of metal parts, and caustic mists, cyanides, and metals are released from the actual electroplating process. Hexavalent chromium, a carcinogen, is of particular concern for worker and public exposure. Effluent Treatment is a Complex process and requires site specific design. Most plants cannot discharge the wastewater to a municipal system without treatment. Thus the treatment of wastewater coming out from different industries is a must as per the provincial and national standards. The waste coming out from the paint shop includes different types of wastes. The phosphate unit has phosphate and deionized water rinse, while the Electro-deposition Process (ELPO) unit waste includes the ultra-filtration water, De-ionized water, Nickel and Zinc. These wastes are mixed together homogenously in an Equalization tank, where they are blended together to get the characteristics of the final waste that will be further treated. From the products of the Paint shop is also the paint sludge, which is a by-product of the vehicle surface treatment and painting process. It contains Paint sludge, which is Paint waste removed from paint both wet eliminators. Phosphate Sludge is the metal salts waste from surface chemical treatment of body vehicle. ELPO waste (Sludge) that is the Scrap ELPO pigment potentially be inherently high-risk wastes by its organic content or if lead is used in the pigment. As discussed earlier, Effluents come from various process stages, with the bulk of the pollutant charge steaming from: ▪ Bath purges ▪ Rinses after phosphatation ▪ Rinses after passivation ▪ Eluates from the recycling installations Surface treatment discharges numerous types of pollutants depending on the type of treatment used. Those most commonly found in effluents are oils, chromium and phosphates to which are added the solvents and binding agents discharged by the cataphoresis baths (heavy COD charge).

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A physical-chemical treatment (oil removal, metal abatement, etc.) is usually used to treat the effluents, followed by a biological treatment for COD abatement. The treatment is carried out in following steps; Primary Treatment Fine Screening It involves fine screening using filters. Disc filters: ▪ The water to be treated flows by gravity into the filter segments from the center drum. Solids catch on the inside of the filter panels mounted on the two sides of the disc segments. ▪ As the solids catch on the inside of the filter media impeding the flow of water through the disc, the water level inside the discs begin to rise, triggering a level sensor to start the disc to rotate and a backwash cycle begins. ▪ High pressure rinse water wash the solids off the filter media into the solids collection trough. Typically, the backwash requires 0,05-3% of the total filtered water flow. Drum filters: The water is filtered through the periphery of the drum. Backwash of the filter is only required according the loading of particles. Assisted by the filter panels special cell structure, the particles are carefully separated from the water during backwash. Separated solids are rinsed off the filter cloth into the solids collection trough and discharged. Belt filter: Sludge or wastewater is led into the filter 1 and passes by gravity through the filter belt 2. The belt is designed as a slowly moving conveyer installed in a stainless-steel tank. As the water passes through the filter, the filtering process ensures the efficient removal of particles. These particles are drained on the belt to a high dry matter content. The dewatered sludge is removed at the top of the filter 3 and discharged through a hopper 4 for final treatment. The belt is further cleaned by a high-pressure backwash system 5 and the rinse water is led either back to the process or to further treatment. The Belt filter is normally operated intermittently (demand) controlled by a level switch. High Speed Clarification High speed clarification is a high rate compact water clarification process in which water is flocculated with microsand and polymer in a draft tube. The microsand enhances the formation of robust flocs and acts as ballast, significantly increasing their settling velocity. The unique characteristics of the resulting microsand ballasted flocs allow for clarifier designs with very short retention times, high rise rates and extremely

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compact system footprints that are up to 50 times smaller than other clarification processes of similar capacity. Secondary Treatment Aerobic: Bio-filtration It is a simple and innovative process, enabling removal of pollution in a compact structure, thereby presenting a low environmental footprint. The process is able to eliminate all pollution, both organic (COD and BOD), nitrogenous

(N-NH4 and N-NO3) and particulate compounds (TSS). The modular design of the process makes it a suitable tool in cases of variable load as part of the cells can be stopped and restarted quickly. As a biofilter, the process combines in a single structure: ▪ a biological reactor ▪ a physical filter to store the biomass and stop particulate pollution Aerobic: Activated Sludge: The process reduces to a minimum the content of nitrogen and phosphorus in wastewater in addition to significantly reducing organic matter (BOD), ammonia and suspended solids. Furthermore, it eliminates odor nuisances as the sludge is stabilized in the process. The oxidation ditch system consists of an anaerobic tank located before two interconnected biological tanks of equal volumes and a final settling tank. The biological tanks work in an alternating mode of operation and are equipped with aerators, inlet distributors and outlet chambers. The process combines functional design with an outstanding flexibility and highly adaptable operation. Tertiary and Specific Treatment Heavy Metals Removal without Sludge Generation: A process is capable of removing heavy metals (arsenic, cadmium, lead, zinc, nickel, iron, manganese, arsenic, uranium etc.) from different types of water, including industrial wastewaters. The process provides up to 99% treatment of the water and thus meets the EU drinking water directive. The waste product is fine-grained granules with strong and stable metal bonds and the final deposits represent only about 10% of normal sludge volumes. Sludge Disposal Paint sludge will be disposed through SEPA certified contractor. 7.2.5 Noise The cumulative noise level within the automotive plant is higher as there are several high noise impact activities during the processes of assembly, welding, painting etc. Mitigation Measures

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▪ Noise control devices will be used such as noise barriers and deflectors for high noise impact activities. ▪ Ensure the strict compliance of Personal Protective Equipment (Ear muff, ear plugs, etc.) in high noise areas. 7.2.6 Soil Contamination During the Handling of chemicals there are chances of leaks, spills, and accidental mixing of incompatible chemicals. The potential for accidental spills and leaks is highest at the point of transfer of thinners from bulk drum storage to process equipment. Mitigation Measures ▪ Material should never be poured directly from drums to small containers. ▪ Secondary containment should be provided in order to prevent the soil contamination. ▪ Spigots or pumps should always be used to transfer waste materials to storage containers. ▪ Do not handle chemicals with bare hands, no matter how harmless you may think they are. ▪ After handling chemicals, hands should be washed prior to eating or drinking. ▪ Chemicals that can produce fumes, dusts should always be handled in a well- ventilated area. Use of containment devices such as fume hoods, and gas cabinets is particularly advisable. A fume hood, glove box or other appropriate exhaust ventilation is necessary when handling particularly hazardous substances. ▪ Do not eat and drink while working with chemicals. ▪ Do not light a match or smoke tobacco close to inflammable chemicals. ▪ Use appropriate devices like funnels or spatulas when transferring chemicals from one container to another or when mixing chemicals. ▪ Keep work surfaces and containers clean. ▪ Use corrosion-resistant tools and equipment. 7.2.7 Waste Stream & Sludge The painting operation generates waste streams in which paints solids are combined with the wastewater from the cleaning operations. Spray-paint booths produce paint- laden air filter which collect overspray. Cleaning and maintenance of the paint spray guns produces of hazardous sludge. Mitigation Measures ▪ Ensure no wastewater run out from the Paint booth while washing and other activities takes place, waste stream should be connected to wastewater treatment plant. ▪ Sludge should be separated from the wastewater and consider hazardous waste and disposed of environmental friendly with the third-party certification. 7.2.8 Surface Water and Groundwater There is no surface body in the microenvironment & the immediate macroenvironment. The water to be used in the plant during operations will be obtained from the bulk water supply of Karachi Water and Sewerage Board (KW&SB). Operation of the proposed plant

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would cause an increase in treated process wastewater discharges to the sewer. In addition, storm water discharges may increase as a result of the increase in impervious surfaces. No specific information on groundwater levels in the immediate vicinity of the project site is available; however, groundwater aquifers in the area are generally considered to be an abundant resource; therefore, minor impacts on groundwater levels would be expected. During operations accidental spills of toxic substances, such as hydrocarbons, could be a potential source of groundwater contamination. As stated above, the potential for contamination to occur would be minimized. Mitigation Measures The effluent and wastewater from the facility will be routed to Wastewater treatment plant and will be discharged to the local sewer/waste drainage system of MCMAMP and will not be dumped in open land. 7.2.9 Vegetation and Fauna Other than maintenance of grass areas surrounding the Proposed Project, operations of the plant are not anticipated to cause adverse impacts to vegetation. Operation of the plant is not anticipated to create additional disturbance to wildlife other than the mowing of established grassy areas. 7.2.10 Solid and Hazardous Waste Solid wastes may arise from several sources during assembly and the majority of wastes by volume result from packaging - reusable or disposable. Reusable packaging covers metal racks, bins and containers and disposable packaging covers wood pallets, cardboard, plastic, polystyrene and polythene film. Other solid wastes include: ▪ Scrap metal from the press shop, which is normally recycled off-site. ▪ Metal-rich dust generated by the abrasive disc smoothing of welds and soldered joints. ▪ Sludge generated by wastewater treatment facilities of equipped vehicle manufacturing plants. ▪ Additional wastes arise from general operations, cleaning and maintenance and the disposal of faulty equipment and parts. ▪ Improperly disposed of waste can lead to pollution and ground contamination. Mitigation Measures ▪ Return packaging of hazardous and non-hazardous materials (wherever possible), such as empty drums, to supplier for reuse. ▪ Recycle packaging wherever possible. ▪ Develop and implement a waste management plan covering all aspects of waste treatment on site. Wherever possible, priority should be given to reduction of wastes generated, and recovery and re-use of raw materials

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7.2.11 Transportation and Traffic The Proposed Project would be expected to result in an increase of several dispatch trucks per week in and out of the property after the new plant is fully operation. This additional truck traffic would constitute the percentage of the current truck traffic on the internal roads and on N5 in either direction. The additional trucks would use the established truck routes currently in place. The additional truck trips to the site would be easily accommodated within the existing roadway and intersection network. The Proposed Project would generate a minor long-term increase in privately-owned vehicle traffic. The proposed plant would operate 24 hours a day, 7 days a week. The new workers would be split among operation shifts, thus reducing the impact on traffic. The additional vehicle traffic would be less than 1 percent of the current Annual Daily Traffic count on the road, and therefore would generate a negligible impact. Proposed Project is an addition in an existing industrial land that currently has one industrial facility which operates production equipment and has existing truck and personal- vehicle traffic, therefore, this small increase in vehicle traffic would have only a minor impact to the surrounding community. 7.2.12 Possible Impacts due to Hazardous Substances on Site Hazardous chemicals and process gases may be used in the assembly process of motor vehicles. Hazardous properties relating to these substances are many and varied and include flammability, combustion potential, toxicity, corrosive potential and oxidizing potential. Chemicals with such properties should be labelled with the appropriate internationally recognized hazard symbol. Some chemicals may only possess a hazard potential if they have the opportunity to react with other compounds. Inadequate control or accidental releases of hazardous substances on site or in transit may result in significant environmental impacts in relation to soil, groundwater and surface water contamination and occupational health and safety e.g., disposal of empty drums and packaging of fuel and chemicals. Mitigation Measures ▪ Hazardous Substances will be handled in accordance with Hazardous Substances Rules 2014. ▪ Consider feasibility of substitution of hazardous chemicals such as solvent based paints with less hazardous alternatives. Label chemicals with appropriate, internationally recognized, hazard symbols. ▪ Chemicals with different hazard symbols should not be stored together - clear guidance on the compatibility of different chemicals can be obtained from the Materials Safety Data Sheets (MSDS) which should be readily available from the manufacturer and on site. ▪ Store chemicals in a dedicated, enclosed and secure facility with a roof and a paved/concrete floor. Chemical tanks should be completely contained within secondary containment such as bunding. ▪ Install devices to prevent spills and overfills, e.g., alarms to warn of overfilling and automatic shut-off devices or a secondary spill containment. ▪ Maintain and inspect storage units regularly.

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▪ Consider installation and use of groundwater monitoring points on site to check for contamination. Implement a Solvent/Hazardous Materials Management Plan to monitor and control the use of solvents and hazardous materials on site. All paint chemical handling, transportation, and disposal should be done in accordance to the procedures defined in Management Plan. A. Transport of Chemicals Impact level-Medium During the transport of chemicals there are chances of Spillage of chemicals and environmental contamination. Mitigation Measures ▪ Information specified in sub-rule (1) of rule 21 of Hazardous Substance Rules, 2014 will be followed. ▪ Remove all sharp objects from the loading area of the transporting vehicle before loading the chemicals. ▪ Transport hazardous chemicals separately from food items. ▪ Ensure that the consignment is secure when you transport hazardous chemicals. ▪ Never keep hazardous chemicals near the driver’s seat or on the passenger’s seat. ▪ Do not carry heavy chemical containers on your shoulder or on your head. Use a trolley to carry them. B. Storage of Chemicals Impact level-High Storage of chemicals can cause chemicals degradation and can become more hazardous in storage Mitigation Measures ▪ Chemicals should always be stored in a cool, dry environment far from busy work areas. ▪ The quantities of hazardous chemicals should be kept to a minimum, in line with efficient operation, their usage and shelf life. ▪ Hazardous chemicals should be clearly marked. ▪ MSDSs for each chemical should be available. ▪ Chemicals must not be stored with foodstuffs, personal use products or personal protective equipment. ▪ Ensure chemical containers and their seals or stoppers are appropriate for the type and quantity of chemicals stored. As far as is practicable, chemicals should be stored in the containers in which they are supplied. ▪ Incompatible chemicals are segregated from one another (e.g. by fire isolation in a chemical storage cabinet or segregation in space). ▪ Chemicals should be stored in such a manner that leaks cannot affect other substances in the store. Liquids should not be stored above powders and solids. ▪ Packages are inspected regularly to ensure their integrity. Leaking or damaged packages are removed to a safe area for repacking or disposal immediately. Labels

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are reattached or replaced, as necessary, to clearly identify the contents of the package. ▪ Chemicals are stored away from any heating and ignition sources. ▪ Sunlight can affect some plastic containers or the chemical contents. Containers and chemicals must not be stored in a location where they can be exposed to direct sunlight. ▪ Secondary containment should be available. ▪ Stockpiling of hazardous chemicals should be avoided. C. Disposal of Chemicals Impact level-High Improper disposal of chemicals can generate hazardous waste. Mitigation Measures ▪ A waste management plan will be developed and includes information specified in sub-rule (1) of rule 19 of Hazardous Substance Rules, 2014. ▪ Place hazardous waste in containers prior to disposal. Containers should be filled, leaving headspace for expansion of the contents and should prevent leakages. ▪ Use appropriate container for disposing chemical waste. ▪ Similar wastes may be mixed only if they are compatible. ▪ Do not discard waste chemicals into sink drains, with general waste, liquid wastes or with municipal solid waste. ▪ It is the chemical user's responsibility to identify and properly label all chemical wastes. ▪ Contact your waste collection contractors when you want to dispose of chemicals. They should be notified as to the hazards of that particular chemical. They would then know the appropriate method and place of disposal. D. Fire Hazards Impact level-High There is always risk of fire associated with chemicals. Mitigation Measures ▪ Fire Alarms should be installed. ▪ Water Sprinklers should be installed. ▪ Fire extinguisher arrangements will be ensured. ▪ Fire extinguisher should be easily accessible. ▪ Proper signage for Fire Exist in the laboratory as well as in the factory should be made. ▪ Use extinguishing media appropriate for surrounding fire. Foam, Carbon dioxide, dry chemical powder where necessary. ▪ Do not use a water jet since it may cause the fire to spread. E. Chemical Spills Impact level-High Spills of chemical can cause soil and water pollution.

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Mitigation Measures ▪ Chemicals will be stored in covered and bounded areas, underlain with impervious lining. ▪ Regular inspections will be carried out to detect leakage in machines. ▪ Contaminated soil will be removed and properly disposed after treatment such as incineration etc. ▪ In case of hazardous chemicals spill, evacuate the area immediately. Isolate the hazard area. Keep out unnecessary and unprotected personnel. Use personal protective equipment as required. Remove or isolate incompatible materials as well as other hazardous materials. Contain and soak up spill with absorbent that does not react with spilled product. Shovel or sweep dry sodium hydroxide for recycling or disposal. Flush spill area. Dike spilled product to prevent runoff. F. Occupational Health and Safety Impact level-High Transport, handling and storage of chemicals can cause Injury and illness. Mitigation Measures ▪ A safety plan will be developed and includes information specified in sub-rule (1) of rule 17 of Hazardous Substance Rules, 2014. ▪ Information specified in sub-rule (1) of rule 11 and rule 12 of Hazardous Substance Rules, 2014 will be followed. ▪ Health surveillance of workers exposed to noise, hazardous chemicals and particulates. ▪ Investigation of incidents. ▪ Adoption of safe working practices. ▪ Showers and eye washers should be available. ▪ Use of PPEs (Gloves, Mask, goggles, coverall and etc.). ▪ Visible, illustrative and easily understood warning signs will be placed in all hazardous areas. ▪ Regular health and safety trainings will be provided to all workers and all new workers will be provided training prior to work; ▪ Chemicals will be handled with care and stored properly. 7.2.13 Occupational Health and Safety Aspects Hazardous chemicals and process gases may be used in the assembly process of motor vehicles. Hazardous properties relating to these substances are many and varied and include flammability, combustion potential, toxicity, corrosive potential and oxidizing potential. Chemicals with such properties should be labelled with the appropriate internationally recognized hazard symbol. Some chemicals may only possess a hazard potential if they have the opportunity to react with other compounds. Chemical exposure Chemicals involved in the motor vehicle assembly may have a wide range of hazardous effects, including being toxins, carcinogens or highly corrosive upon skin contact. Direct skin and eye exposure to and/or inhalation of hazardous chemicals can result in

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health impacts for workers. Prolonged exposure over years can induce chronic health effects. Particular substances to be aware of include: Coating powder. Some components of coating powders can cause irritation of lungs, eyes and skin and allergic skin reactions. They can also cause long-term health effects or asthma. Curing agents. Some curing agents may damage genetic material, which could cause some diseases including cancer and impaired fertility. Organic solvents. The most commonly used solvents for degreasing are chlorinated solvents such as trichloroethylene, dichloromethane (methylene chloride) and perchloroethylene. These substances may be harmful to health if inhaled. The ill-health effects from inhalation would depend on the substance in use and the concentration and length of exposure. At high concentrations, all organic solvents exert a strong narcotic effect and can be fatal. Skin exposure can cause irritation and dermatitis. Noise and Vibration Vehicle assembly plants can be noisy work places due to the high level of use of machinery. Transport of products by road may also generate noise. Those at risk include machine operators and those working nearby, e.g. maintenance staff, cleaners, forklift truck drivers and shop floor supervisors. Noise may reach levels that are hazardous to health, leading to symptoms associated with permanent deafness. Noise, particularly during unsocial hours, may cause annoyance or disruption to local communities. Hand-arm vibration syndrome from the prolonged use of vibrating tools and machinery causes effects on the body’s blood circulation known as ‘vibration white finger’ (VWF). Other damage may be caused to the nerves and muscles of the fingers and hands causing numbness and tingling, reduced grip strength and sensitivity. Pain and stiffness in the hands, and joints of the wrists, elbows and shoulders are other possible symptoms. Machinery Moving parts of machinery can result in entanglement and entrapment. Particular attention should be paid to the following situations: ▪ Handling sheet or strip metal. ▪ Handling of small pieces of metal with sharp edges during work at presses. ▪ Accidental contact with scrap metal, banding or swarf, principally during cleaning and disposal. ▪ Contact with machinery blades, cutters or tools during use and when fitting, removing, cleaning or storing. Manual handling and repetitive work Lifting and carrying heavy or awkwardly shaped objects, such as bags, can result in manual handling injuries.

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Slips, trips and falls These are primarily caused by uneven surfaces, inappropriate footwear, poor lighting, weather conditions, trailing cables and pipe work, especially during unblocking, maintenance and cleaning activities. Working hours Long hours or night shifts can lead to fatigue, decrease wellbeing and ability to concentrate. Mitigation Measures Chemical exposure ▪ Provide personal protective equipment (PPE) that is fit for the task to prevent injury and maintain hygiene standards. Train staff in the correct selection, use and maintenance of PPE, and put in place measures to encourage/ mandate its use. ▪ Implement a programme of assessment of routine monitoring of worker health. Noise and Vibration ▪ Conduct a noise survey and mark out dedicated areas with signage where there are elevated noise levels and PPE is required. ▪ Enclose noisy machines to isolate people from the noise where practicable. ▪ Reduce vibration exposure times and provide PPE where people may be exposed to vibration. ▪ Limit scrap handling and transport during unsocial hours to reduce noise. Machinery ▪ Train staff in correct selection, use and maintenance of PPE. ▪ Train workers in correct use of machinery and safety devices. ▪ Avoid direct handling of sharp-edged items and/or remove sharp edges by machining. ▪ Engineer out sharp edges and access to dangerous parts of machinery through a hierarchy of controls (permanently fixed physical barrier, interlocked physical barrier, physical barrier, presence sensing system). Manual handling and repetitive work ▪ Redesign manual processes and rotate work tasks to reduce heavy lifting/repetitive activities, and where possible install mechanical lifting aids. ▪ Train workers in correct lifting technique. Collision ▪ Separate people from moving equipment: ▪ Ensure that the process layout reduces opportunities for process activities to cross paths; and ▪ Install safeguards on moving parts of conveyor belts to reduce the risk of entrapment of employees. ▪ Install walkways to separate people from vehicle movements to reduce risk of collision. Slips, Trips and Falls

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▪ Ensure that walkways are constructed of non-slip materials and route cables and pipework under walkways. Working Conditions ▪ Implement a programme of routine monitoring of worker health. ▪ Implement a grievance/dispute resolution mechanism for workers. Asbestos ▪ Remove friable asbestos and PCBs using licensed contractors. This should be carried out in controlled conditions to ensure that there is no release of substances or materials to the environment. 7.2.14 Transportation of Produced Vehicle Units Vehicles after the final assembly and testing will be shipped to regional distribution units, spread across the country, mainly through M-9 Motorway and the National Highway N-5, in heavy duty trucks or trailers, such as shown in figure below;

Fig 7.24: Typical automobile transportation truck With Inland transportation of vehicles, several impacts arises; Moderate increase in vehicular load on M9 and N5 is envisaged, increasing as the phases of the project proceed, which may lead to increased traffic congestion. M9 and N5 are being rehabilitated. This has increased frequency of traffic mishaps and accidents on the routes. Trucks and trailers, when suffer an accident, impact the road infrastructure and often times are fatal and trigger hour long traffic blockage on the specified route.

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Fig 7.25: Typical automobile transporter accidents Mitigation Measures Vehicle road worthiness certification and vehicle fitness certificate will be ensured. With the culmination of construction activities at the M-9 and N5 in next two years, by which the plant is expected to be operational, the number of traffic mishaps due to unpaved and unlevelled diversions will go down eventually.

7.3 Socioeconomic Impacts The Proposed Project would result in hundreds of new jobs during the construction and even when the plant is fully operational. It is assumed that the majority of the workforce would be drawn from the Karachi city; therefore, no increase in population or major need for housing is anticipated. Under the Proposed Project, relevant taxes would continue to be paid by the proponent. Increased sales transactions for the purchase of materials and supplies would generate some additional revenues for local and the provincial government, which would have a minor positive impact on taxes and revenue. Secondary jobs may result from the increased economic activity stimulated by the Proposed Project. Additional retail services and business employment may result from the Proposed Project through a multiplier effect, yielding additional sales and income tax revenues for local and provincial governments. Master Changan Motor will have a real impact on employment opportunities and will generate direct employment as well as will create multiple indirect jobs in downstream industries. The Proposed Project would not result in direct impacts to community facilities, services, school systems, or emergency services of the area because significant numbers of employees are not anticipated to relocate as a result of the Proposed Project.

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7.4 International Finance Corporation (IFC)’s Environment, Health and Safety (EHS) Guidelines The Environmental, Health, and Safety (EHS) Guidelines are technical reference documents with general and industry-specific examples of Good International Industry Practice (GIIP). The EHS Guidelines contain the performance levels and measures that are generally considered to be achievable in new facilities by existing technology at reasonable costs. Application of the EHS Guidelines to existing facilities may involve the establishment of site-specific targets, with an appropriate timetable for achieving them. The applicability of the EHS guidelines in the context of Master Changan Motor Auto Manufacturing facility is tabulated as follows; Applicability on the Domain Guideline Applicability Project As discussed in detail, that there are air emissions during the construction phase and operation phase of the auto manufacturing This guideline project. Operation applies to facilities or Air Emissions and phase emission projects that Ambient Air including emissions generate emissions Quality during welding, to air at any stage of painting and the project life-cycle. assembly. Therefore, the Air Emissions and Ambient Air Quality guidelines Environmental will be followed during the course of project. This guideline The automotive applies to facilities or facility requires projects that general ventilation consume energy in as well as process process heating and and shop specific cooling; process and ventilation. Motors, Energy auxiliary systems, pumps and fans are Conservation such as motors, the part and parcel pumps, and fans; of such systems. compressed air Therefore, this systems and heating, guideline will be ventilation and air followed by the conditioning systems proponent.

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(HVAC); and lighting systems. The process effluent This guideline from painting and applies to projects pre-painting that have either procedures will be direct or indirect treated in the Wastewater and discharge of process wastewater Ambient Water wastewater, treatment plant Quality wastewater from before discharging utility operations or into the sewer. stormwater to the Therefore, these environment. guidelines will be followed. Water conservation Since the auto programs should be manufacturing Water implemented process consumes Conservation commensurate with water, in particular the magnitude and for painting, these cost of water use. will be followed. These guidelines apply to projects that use, store, or handle Automobile painting any quantity of and pre-painting hazardous materials process involves the (Hazmats), defined as Hazardous use and handling of materials that Materials hazardous Volatile represent a risk to Management Organic Compounds human health, (VOCs), therefore property, or the these guidelines will environment due to be followed. their physical or chemical characteristics. The construction and operation phase of These guidelines the proposed plant apply to projects that will generate solid generate, store, or Waste waste such as food handle any quantity Management waste, paper, of waste across a plastics, glass, scrap, range of industry etc. Therefore, these sectors. guidelines will be followed. This provides Occupational health Occupational Occupational guidance and and safety will be Health and Safety Health and Safety examples of given due reasonable consideration in

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precautions to operational and implement in construction phases managing principal of the proposed risks to occupational plant. health and safety. This section complements the guidance provided in the preceding The project facility to environmental and will not discharge occupational health any untreated and safety sections, effluent or pollutant specifically in the environment addressing some so it will not cause Community Community aspects of project any nuisance, safety Health and Safety Health and Safety activities taking place or health issue to the outside of the nearest located traditional project communities. boundaries, but However, the nonetheless related guidelines will be to the project followed. operations, as may be applicable on a project basis. This provides additional, specific guidance on prevention and control of community health Since the project and safety impacts involves major that may construction Construction and Construction and occur during new activities as well as Decommissioning Decommissioning project development, plans for expansion, at the end of the these guidelines will project be duly followed. life-cycle, or due to expansion or modification of existing project facilities.

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8 Environmental Management Plan (EMP)

This Chapter presents an environmental management plan (EMP) as the implementation mechanism to manage environmental and social issues and mitigation measures identified in Chapter 7 on screening potential environmental impacts and mitigation measures.

8.1 Objectives of Environmental Management Plan The EMP shall help Master Changan Motor Ltd, the Proponent, in addressing the adverse environmental impacts due to the project, enhance project benefits, and introduce standards of good environmental practice. The primary objectives of the EMP are to: ▪ Outline functions and responsibilities of responsible persons. ▪ State and implement standards and guidelines which are required under environmental legislations particular in context to the project. ▪ Facilitates the implementation of the mitigation measures by providing the technical details of each project impact, and proposing implementation schedule of the proposed mitigation measures. ▪ Define a monitoring mechanism and identify monitoring parameters to ensure that all proposed mitigation measures are completely and effectively implemented. ▪ Identify training requirements at various levels and provide a plan for the implementation of training sessions.

8.2 Purpose of EMP The purpose of the EMP is to ensure that the activities are undertaken in a responsible non-detrimental manner with the objectives to: (i) provide a pro-active, feasible and practical working tool to enable the measurement and monitoring of environmental performance on site; (ii) guide and control the implementation of findings and recommendations of the environmental examination conducted for the project; (iii) detail specific actions deemed necessary to assist in mitigating the environmental impact of the project; and (iv) ensure that safety recommendations are complied with them.

8.3 EMP Process The EMP describes the methods and procedures for implementation of following areas: ▪ Organizational structure and roles and responsibilities of the project of project personnel. ▪ Specific requirements for the implementation of the EMP ▪ Mitigation or impact management matrix ▪ Monitoring plan with the emphasis on specific parameters to monitor In general, monitoring is a part of EMP, however, it may be described or taken as separately to make it essential part of work.

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8.4 Management Approach Management will undertake overall responsibility for compliance with the EMP. It will ensure that all the activities that the management executes comply with positive environmental sensitivities as well as it will cooperate with the concerned regulatory agencies such as Sindh Environmental Protection Agency (SEPA). The dynamic approaches that are followed towards successful implementation of the environmental management plan listed below: ▪ Compliance with the relevant legislative and regulatory requirements of the project. ▪ Developing appropriate monitoring indicators in order to assess the performance as well as magnitude of impact on the environment. ▪ Regular review of the project activities and assessing their impacts on the environment. ▪ Setting project’s key environmental concerns and addressing issues through public support, awareness and publicly reporting its progress. ▪ Communicating broadly with internal and external stakeholder on issue of environmental concerns.

8.5 Maintenance of EMP EMP needs to be revised on periodic basis to maintain up-to-date environmental management requirements with the changing physical and regulatory constraints. Therefore outlining and defining the responsibilities of personnel and activities under the project’s operation execution, implementation, operation & monitoring and decommissioning phase are integral part of maintenance of the EMP. Dissemination of reviewed and revised EMP need to be notified to all stakeholders particularly, relevant government and municipal agencies so that their modified role is also redefined and re-established in the overall environmental management process.

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8.6 Organizational Structure for Safety, Health & Environmental Management

General Manager

Manager perations

Manager Manager Manager SHE Maintenace Admin/Security

SHE Officer

Fig 8.1: General Organizational Structure for Environmental Management

8.7 Roles and Responsibilities Environmental management is an integral part of the Company’s Integrated Management System Policy which reflects that Company’s commitment to reduce the environmental impacts to ensure good environmental performance of the automotive facility. The responsibility for environmental performance lies with the General Manager and Manager Operations of Master Changan Motor Auto Manufacturing Plant while daily management will be supervised under the direction of SHE Manager. It is recommended that at least one SHE Officer shall be working under the head of the SHE Manager during operation phases. A brief structure of roles and responsibilities is given below: 8.7.1 Manager Operations Environmental management plan will be regulated by Manager Operations. He will be responsible to report to the General Manger, who will be the decision-making authority. Some of the important roles to be provided by Manager Operations are given below: ▪ To consider and react to issues and solutions by the SHE department. ▪ To cooperate and consult with the environmental agency in order to perform in better way. ▪ To evaluate the progress of development and implementation of the management plan. ▪ To approve any change in decision making system in consultation with Manager SHE, if appropriate.

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8.7.2 SHE Manager The role of SHE manager is vital for the reason that the success of the Environmental Management Plan (EMP) always depends on the performance of the SHE Manager. Following are some of the roles and responsibilities that should be designated to the SHE Manager. ▪ To identify issues and where possible propose solutions for inclusion in the management plan review process. ▪ To ensure that the points and views of staff and SHE Officer are considered and appropriately incorporated in the EMP accordingly. ▪ To improve coordination and exchange of information between top management, employees, contractors etc. ▪ To contribute towards the actions to deliver the management plan and ensure its continued development. ▪ To review EMP every year, taking issues and change the EMP accordingly with the solutions and suggestions. ▪ To monitor the progress and development and implementation of the management plan. 8.7.3 SHE Officer The role of SHE officer will be authorized by the SHE Manager. The key responsibilities of the SHE Officer include: ▪ To integrate, as far as possible, the aims and objectives of different users within an agreed plan. ▪ To maintain balanced, holistic approach to the solution of concerned issues in accordance with the compliance to the legislative requirements. ▪ To provide professional guidance on questions relating to the environment management and issues raised by contractors/ relevant personals. ▪ To progress the EMP process through development towards implementation.

8.8 Environmentally Sound & Safe Working Procedures Contractors, sub-contractors and contract workers will be made aware of environmental aspects and Emergency Response Plan prior to commencing the work. Prior to leaving the site contractors, sub-contractors and contract workers will ensure that their work area is in safe position. On emergency call they will report in assembly area. Written procedures or standards will be prepared for all activities, where the absence of such procedures and standards could result in not following HSE policy, the law or the contract. Safe Working Procedures will be based on the following four aspects of job safety: ▪ Safe Place: Work site will be designed and controls set up to ensure that working environment provides no significant risk to personnel, property and the environment. ▪ Safe Equipment: All equipment for any job, including tools, machinery and protective equipment will be specified and/or designed to ensure that it poses no

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significant risk to personnel, property or the environment. All equipment will comply with legislative standards for conformity and test. ▪ Safe Procedure: Procedures will be designed for all aspects of the job to facilitate safe use of equipment at the work site to complete tasks with no significant risk to personnel, property or the environment. Design of procedure will be based on step- by-step analysis of the tasks involved (Job Safety Analysis), identification of associated hazards and elimination of control of those hazards. Procedures should allow for work in ideal conditions as well as under aggravating conditions e.g., adverse weather. ▪ Trained Personnel: Suitable job-specific, safety skills and supervision training will be provided to personnel involved in construction and operation activities so that they are able to use the procedure and equipment at the worksite with no significant risk to personnel, property and environment. Safe Working Procedures will be available to contractors and sub-contractors, who will adopt the relevant labor laws of the country.

8.9 Identification of Safe Environmental Aspects EMP will identify Environmental aspects at the initiation of activities at the site with regard to: ▪ Disposal of excavated material and solid waste to land, water and air ▪ Noise quality ▪ Emissions of fugitive dust and Volatile organic compounds (VOCs) from Painting operations, ▪ Discharges of liquid effluent including oily waste and seepage to land ▪ Consumption of natural resources and energy

8.10 Environmental Management Environmental management will be the key priority of the administration of Master Changan Motor Ltd. Commitment to execute all project activities with an attempt to keep intact the environmental integrity of the project area will be the core objective of the implementation of the EMP. The duties regarding environmental responsibilities on various activities will be clearly assigned to the appropriate individuals. During the construction phase of the proposed project, responsibility to implement the EMP as per environmental requirement would be that of the Contractor who would ensure that none of the activities during paint shop extension would impact the environmental quality. When the project will enter its operational phase, it will be the responsibility of the project manager or admin to confirm that performance is being monitored regularly. Surveillance and monitoring of the paint shop extension and its status to be carried out on periodic basis in order to identify any process or activity which is creating occupational risk or degrading the environment in any way. On the basis of the findings of the above surveillance and monitoring, EMP will be revised and modified as deemed necessary by the surveillance and monitoring team.

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8.11 Emergency Response Plan Master Changan Motor Ltd would implement the Emergency Response Plan during the construction and operation stages. The Emergency Response Plan during the construction and operation periods will be managed and monitored by the Master Changan Motor Ltd Management. The Response team will ensure that the operations are carried out in time avoiding any fire, safety and security hazard and those affecting the environment. The team will be in readiness to adopt the following procedure: ▪ Evaluation of the situation to identify the most important steps, which must be taken first and can have an important bearing on the overall action to be taken. ▪ Deployment of required manpower and equipment. ▪ Organizing required logistical support so that there are no bottlenecks hampering the construction work. ▪ See to it that injured persons are cared for. ▪ Respond to calls for ambulances for shifting the injured persons to neighborhood hospitals/healthcare units. ▪ Isolate all sources of ignition and environmental hazard. ▪ Evacuation of people who are in immediate or imminent danger. Response Team and/or in-charge of the Campsite will exert positive leadership and give instructions calmly, firmly, explicitly, and courteously and obtain help of law enforcement agencies, if necessary. ▪ Block approach roads if necessary, for safety of operations. ▪ Surveillance and monitoring operations. ▪ Retrieval and disposal of earth/debris and resources affected by the hazard at appropriate site. ▪ Termination of clean-up operation.

8.12 Environmental Management Program The following environmental aspects would require planned intervention by EMP for the proposed project by Master Changan Motor Ltd.

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Table 8.1: Mitigation Matrix for the Siting Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts Site Land No mitigation measures is required because the project shall not involve any land acquisition issue Proponent Selection acquisition and the proposed site area of 100 acres has been purchased by the proponent. Archaeological Project site has no sensitive areas such as protected sites including wildlife sanctuaries, game Proponent Site reserves or national parks, or any archaeological, historical or cultural heritage in its immediate neighborhood; as such its siting would have no sensitivity in this regard. Site Ecology -In case a mature tree is removed, it will be replanted in ratio 1:5. For immature tree, the Proponent compensatory plantation is in the order 1:3 -Any nesting grounds of wildlife and birds should be relocated -Steady vegetation, greening and ecological restoration shall be undertaken at the site -Effective measures shall be taken to protect the environment and control pollution so that restoration of regional ecology is ensured

Seismic Activity -Construction of the project shall be undertaken keeping the seismic categorization in accordance Proponent / the relevant zoning. Design -Construction material shall be used which could add to the bearing capacity of underneath soil. Consultant Drainage -The drainage system will be designed to accommodate the waste water generated siting activities. Proponent / System MCMAMP has the existing drainage system and it will be improved by the MCMAMP for Design the project. Consultant -The drainage system must be connected to wastewater treatment plant before discharging into any water body. Ventilation Designing of the ventilation system should be based on following key criteria and data; Proponent / System -Meteorological data such as outdoor air temperature, humidity and wind is required for Design the design conditions for the system for two main seasons and respective system design Consultant requirement. -Indoor air temperature and velocity -Supply and exhausted air rates -Indoor Air Quality -Air Distribution Method Selection -HVAC equipment selection

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Table 8.2: Mitigation Matrix for the Construction Phase of the Proposed Project Project Environmental Proposed Mitigation Measures Responsibilities Activity Impacts Site Blocked Access -Diesel and other petroleum products used for the operation of construction proponent/ Construction Construction machinery and transportation equipment would cause air pollution besides causing Contractor soil pollution through oil spills. The impact from such activity would be of minor significance and would be controlled by good housekeeping practices. -Noise and visual impact will mainly be limited to the microenvironment comprising the project facility. Air Quality The emissions from operation of construction equipment and machinery as well as proponent/ Construction generators are not expected to have been significant as to affect the ambient air Contractor quality of the area. The small amount of exhaust emissions from the operation of equipment’s are expected to have any significant impact on the local air quality. Adoption of following mitigation measures to mitigate dust emissions will result in further reduction / prevention: -The Contractor will be required to have a dust abatement program that includes installing enclosures and covers around the boundary walls, spraying water on sand piles. -PPE, such as dusk masks, will be used where dust generation occurred. -Avoiding open burning of solid. -Care will be taken to keep all material storages adequately covered and contained so that they are not exposed to situations where winds on site could lead to dust / particulate emissions. -Fabrics and plastics for covering piles of soils and debris is an effective means to reduce fugitive dust. • Regular and periodic sprinkling of water on all exposed surfaces to suppress emission of dust.

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• Frequency of sprinkling may be increased to keep dust emissions under control, particularly during the mid-April to mid-June when wind is blowing at high speed and varying direction. • Keeping the construction material in moist condition (if possible) at site. • Locating stockpiles away from the wind direction and covering it with tarpaulin or thick plastic sheets, to prevent dust emissions. • All routes within the project construction site facility will be paved providing hardened surface as early as possible upon the commencement of construction work. Other temporary tracks within the site boundary will be compacted and sprinkled with water during the construction works. • Construction traffic will maintain a maximum speed limit of 20km/hr on all unpaved roads within the proposed site. • Construction materials that are vulnerable to dust formation or those that comprise loose materials will be transported only in securely covered trucks to prevent dust emission during transportation. • The exposure of construction workers to dust will be minimized by providing dust masks. • All vehicles, generators and other equipment used during the construction will be appropriately tuned and maintained in good working condition in order to minimize exhaust emissions. • The stacks of the generators while in operation will be vented through vertical stacks to safe heights in order to minimize dispersions at ground level. • Diesel and other petroleum products used for the operation of construction machinery and transportation equipment would cause air pollution besides causing soil pollution through oil spills. The impact from such activity would be of minor significance and would be controlled by good housekeeping practices. Noise Quality -Noise control devices will be used such as temporary noise barriers and deflectors proponent / Construction for impact activities. Contractor -Construction machinery will be kept in good condition to reduce noise generation. The Contractor will need to ensure that machinery is adequately silenced

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Soil Quality Construction machinery will be kept in good condition in order to prevent the soil Proponent/Construction contamination. Spill kit should be available at site and drip trays are to be provided. Contractor Waste • Selecting products that will cause no or minimal environmental impacts Proponent / Construction Management • Not generating waste, which would be achieved by changing or improving Contractor practices and design; • Reuse of materials, thus avoiding disposal; and • Special controls will be imposed to regulate storage, labeling, transport and disposal of paint residues, lubricants and other oily wastes (chemical wastes). • All construction waste shall be sorted on site into inert and non-inert materials. Non-inert materials such as wood and other materials including glass, plastics, steel and metals shall be disposed of to landfill. Inert materials like soil, sand, rubble shall be separated from non-inert material and disposed. • All vehicles carrying waste shall have properly fitted side- and tailboards, and the materials being transported shall be securely covered. • All works areas shall be cleaned of general litter and refuse daily. • General refuse and litter shall be stored in enclosed bins or compaction units separate from construction or chemical wastes. • Refuse shall not be burned at any Construction Area. • General refuse may be generated by food service activities on site, so reusable rather than disposable dishware shall be used if feasible. Geophysical • Change in topography will occur but at project site Construction Impacts • Visual changes to the landscape will require mitigation measures and adoption Contractor/Proponent of conservation practices by designing the Project to address the aesthetic concerns and sanctity of sensitive structures. Water Resources • Septic tanks and soak pits with appropriate design and capacity shall be Construction constructed at each work and campsite for the disposal of domestic liquid Contractor/Proponent waste • Untreated effluent from any works will not be released into the environment

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• Maintenance of vehicles and other equipment will be allowed only in designated areas underlain with concrete slabs and a system to catch runoff. Washing of vehicles will be restricted to few in number. Occupational A. Hazardous Substance Handling and Storage Construction Health and Safety Containers and tanks which are used to store hazardous substances shall be, Contractor/Proponent • In good conditions • Compatible with the material stored inside • Closed when material is not being transferred into or withdrawn from them • Flammable or combustible liquids shall not be stored in areas used for exits, stairways, or normally used for safe passages. • Flammable chemicals shall be stored in flammable storage cabinets, room or building when the volume stored exceeds 25 gallons (95 liters). B. Slips and Falls • Good housekeeping practices, such as the sorting and placing loose construction materials in established areas, would be implemented. • Excessive waste debris and liquid spills will be cleaned up regularly. • Electrical cords and ropes will be located in common areas. • Slip retardant footwear will be used. A. Struck By Objects • Maintaining clear traffic ways to avoid driving of heavy equipment over loose scrap. • Appropriate PPE such as safety glasses with side shields, face shields, hard hats, and safety shoes, would be wore. B. Moving Machinery • The location of vehicle traffic, machine operation, walking areas, and controlling vehicle traffic will be planned and segregated through the use of one-way traffic routes, establishment of speed limits, and on-site trained flag-people wearing high-visibility vests or outer clothing covering to direct traffic. • The visibility of personnel will be ensured by high visibility vests when working in or walking through heavy equipment operating areas as well as training of

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workers to verify eye contact with equipment operators before approaching the operating vehicle. • Inspected and well-maintained lifting devices will be used that are appropriate for the load, such as cranes, and securing loads when lifting them to higher job- site elevations. C. Other Site Hazards • Use of waste-specific PPE based on the results of an occupational health and safety assessment, including respirators, clothing/protective suits, gloves and eye protection. • Comprehensive disinfection in the construction area should be conducted before construction. • Staff who will enter the area should be conducted a comprehensive physical examination; people who are suffering from infectious diseases is prohibited to enter the construction site. • When infectious diseases and food poisoning occurs on the site, the project manager should report it to higher-level authorities and local health and epidemic prevention agencies as soon as possible; actively cooperate with the sanitation and epidemic prevention departments to investigate and disinfect, to protect the health and safety of construction personnel. Community Risk management strategies may include: Construction Health and Safety • Access to the site will be restricted through a combination of institutional and Contractor/Proponent administrative controls. • Removing hazardous conditions on construction sites that cannot be controlled affectively with site access restrictions, such as covering openings to small confined spaces, ensuring means of escape for larger openings such as trenches or excavations, or locked storage of hazardous materials. A. Disease Prevention

• The mobility of the community living in the area will be restricted from the project site in order to prevent from catching any type of communicable diseases.

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• Any labor found to catch any type of disease will leave the site immediately; and would be given proper medical facilities. B. Traffic Safety The incidence of road accidents involving project vehicles during construction will be minimized through a combination of education and awareness raising, and the adoption of procedures. Biological • General awareness of construction crew will be increased regarding the Construction Environment biological resources. Contractor/Proponent • A ‘no-hunting, no-trapping, no-harassment’ policy will be strictly enforced at the project sites. • Firewood, woody plants and shrubs will not be used as fuel during construction. • Personnel and vehicle movements will be restricted to the construction site, camp and approved roads.

Table 8.3: Mitigation Matrix for the Operational Phase of the Proposed Project Project Activity Environmental Proposed Mitigation Measures Responsibilities Impacts General Indoor General Automotive Plant Ventilation - General ventilation systems (supply and exhaust) can Proponent Air Quality be mechanical or mixed (natural supply, mechanical exhaust). Natural air supply through the windows, doors or fixed air vents is not recommended when the width of the building exceeds 24 m (79 ft). Also uncontrolled air supply may disturb the various processes in automotive facility. General Supply Systems - General supply systems are used for: heating or cooling working environment; removing contaminants not captured by local ventilation systems; replacement of air exhausted by local ventilation systems and process equipment; and controlling building pressure and airflow from space to space. General Exhaust Systems - General exhaust systems complement local exhaust systems by removing air contaminated by fumes, gases or particles not captured by local exhausts. Such systems usually consist of outlets, ducts, an air cleaner and a fan.

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Centralized and decentralized (modular) systems - Centralized ventilation systems supply air to entire shop and have a large air distribution ductwork. Centralized system has lower maintenance costs compared to decentralized system. With decentralized ventilation, the entire shop area is divided into zones, ventilated by a separate system with or without air distribution ductwork. Constant air volume (CAV) and variable air volume (VAV) systems - The airflow rate supplied into the shop throughout the year may be constant (Constant Air Volume systems) or variable (Variable Air Volume systems). The design of the air supply system is normally based on the full load (cooling, contaminant or make-up airflow needs). Working environment heating and cooling - In painting and body shops there is a significant surplus heat generated by internal heat sources. Thus, in general climatic conditions of Karachi, cooling of the space is objective for most of the year. In large shops, heat typically needs to be applied to only the perimeter spaces. In cooling season, air temperature in the building is controlled either by bringing additional outside air or by using refrigeration equipment to cool the air. Cooling systems in automotive plants are not designed to provide high level of comfort or control humidity, but only to control the temperature at the level below 80oF (27oC). Plant Operations Indoor Air Process related measures allowing the emission rates reduction are; Proponent Quality in Body • Avoid or reduce oil film on the welded surfaces; Shops and • Use rectangular wave high frequency pulse GMAW machines to reduce fume Component generation. Results of tests conducted at John Deere in 1992 indicate, that pulse Manufacturing GMAW welding allows for fume reduction by ~80% compared to the constant Shops with voltage GMAW on clean parts and by ~60% on oily parts; Welding and • Reduce expulsion with spot welding; Joining • Avoid short-time conditions with spot welding, changing over to medium-time Operations conditions. • Place containers with welded small parts in the totally enclosed cabinets connected to exhaust system to avoid residual welding smoke release into the building. Ventilation

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Clean air for welding operations is provided by ventilation systems, which typically consist of local exhaust systems and general ventilation supply and exhaust systems. The most efficient methods of contaminant control in the occupied zone of the welding shop, and particularly in the breathing zone of the operator or welder (with a manual welding), are: ▪ exhaust from the total welding process enclosure when automatic welding machines are used; ▪ exhaust from the welding area enclosure, when robotic welding and material handling are used, and ▪ local exhaust which captures the contaminants at or near their source.

Fume Filtration - Often when air is exhausted, it is exhausted through a fume/dust collector. These collectors may be: ▪ small, portable collectors connected to the local exhaust and the fan; ▪ medium size wall- or floor-mounted collectors working as part of the local exhaust system with one or few exhaust hoods, or ▪ large collectors that may work with either a centralized local exhaust system or with a general exhaust system. Indoor Air Proponent Process related measures to reduce occupational exposure to vehicle exhausts and fuel Quality and vapors. Emissions of Assembly ▪ Separation of areas followed the engine starting from the rest of assembly line by Shop creating a positive pressure buffer zone; ▪ Utilization of gasoline filling nozzles with a built-in vapor recovery system. With this system, as the gasoline enters the fuel tank, the displaced vapor is collected through a vacuum intake located concentrically with a nozzle near the filler neck of the tank as the nozzle spout is inserted. The captured vapors are transferred back to the storage tank.

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▪ Utilization of onboard exhaust filters for driving the vehicles in the assembly shop. EHC filters are connected to exhaust pipes with a plastic adapter and will have a filter life of approximately 5 –10 minutes. Particles, smoke and soot with the size down to 0.1 mk are separated in the filter with up to 99% efficiency. Oxides of nitrogen (~60%) and hydrocarbons (~35%) are absorbed on the filter surface. The filter also reduces the concentration of carbon monoxide by 5-25%. The filter cartridge is disposable as normal industrial waste. Ventilation systems in the assembly shop typically consist of local exhaust ventilation systems to control vehicle exhaust and contaminant emissions from contaminant producing areas, (e.g., windshield gluing, car testing) and a general ventilation system. General ventilation is needed to dilute the contaminants released into the building that are not captured by local ventilation systems. General ventilation systems supply make- up air to replace air extracted by local exhaust systems. Also, supply air is used to heat and cool the building. Air Quality, Mitigation Measures Proponent Emissions and The exhaust air from the spray booth will be treated by a Venturi wet scrubber or any Effluent other paint overspray collector in order to collect paint overspray particles. The Discharge of scrubber water is recirculated in the system and accumulated paint particles are Paint Shop collected in the form of paint sludge. A reuse in automated booths of the spray booth exhaust air (several hundred thousands m3/h) is also possible in the process. Target level of Air temperature, relative humidity, air cleanliness Air temperature, relative humidity, cleanliness within a paint shop are factors which are important for proper paint application and to create comfortable working conditions. The clean room spaces and booths’ design requirements are process driven, as a function of paint vendor requirements. It is important to establish both indoor and outdoor temperature and humidity design conditions for the non-clean room spaces. Ventilation

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Ventilation systems in paint shops typically consist of general supply and exhaust systems. The major objectives of the paint shop building ventilation system are: ▪ Provide required make-up air for process ▪ Maintain proper building pressurization ▪ Maintain comfort for occupants in the building ▪ Provide adequate ventilation air for the occupants Effluent Treatment A physical-chemical treatment (oil removal, metal abatement, etc.) is usually used to treat the effluents, followed by a biological treatment for COD abatement. The treatment is carried out in following steps; Primary Treatment Fine Screening It involves fine screening using filters. Discfilters: ► The water to be treated flows by gravity into the filter segments from the center drum. Solids catch on the inside of the filter panels mounted on the two sides of the disc segments. ► As the solids catch on the inside of the filter media impeding the flow of water through the disc, the water level inside the discs begin to rise, triggering a level sensor to start the disc to rotate and a backwash cycle begins. ► High pressure rinse water wash the solids off the filter media into the solids collection trough. Typically the backwash requires 0,05-3% of the total filtered water flow. Drumfilters:

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The water is filtered through the periphery of the drum. Backwash of the filter is only required according the loading of particles. Assisted by the filter panels special cell structure, the particles are carefully separated from the water during backwash. Separated solids are rinsed off the filter cloth into the solids collection trough and discharged. Beltfilter: Sludge or wastewater is led into the filter 1 and passes by gravity through the filter belt 2. The belt is designed as a slowly moving conveyer installed in a stainless-steel tank. As the water passes through the filter, the filtering process ensures the efficient removal of particles. These particles are drained on the belt to a high dry matter content. The dewatered sludge is removed at the top of the filter 3 and discharged through a hopper 4 for final treatment. The belt is further cleaned by a high-pressure backwash system 5 and the rinse water is led either back to the process or to further treatment. The Beltfilter is normally operated intermittently (demand) controlled by a level switch. High Speed Clarification High speed clarification is a high rate compact water clarification process in which water is flocculated with microsand and polymer in a draft tube. The microsand enhances the formation of robust flocs and acts as ballast, significantly increasing their settling velocity. The unique characteristics of the resulting microsand ballasted flocs allow for clarifier designs with very short retention times, high rise rates and extremely compact system footprints that are up to 50 times smaller than other clarification processes of similar capacity.

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Secondary Treatment Aerobic: Bio-filltration It is a simple and innovative process, enabling removal of pollution in a compact structure, thereby presenting a low environmental footprint. The process is able to eliminate all pollution, both organic (COD and BOD), nitrogenous (N-NH4 and N-NO3) and particulate compounds (TSS). The modular design of the process makes it a suitable tool in cases of variable load as part of the cells can be stopped and restarted quickly. As a biofilter, the process combines in a single structure: ▪ a biological reactor ▪ a physical filter to store the biomass and stop particulate pollution Aerobic: Activated Sludge: The process reduces to a minimum the content of nitrogen and phosphorus in wastewater in addition to significantly reducing organic matter (BOD), ammonia and suspended solids. Furthermore, it eliminates odor nuisances as the sludge is stabilized in the process. The oxidation ditch system consists of an anaerobic tank located before two interconnected biological tanks of equal volumes and a final settling tank. The biological tanks work in an alternating mode of operation and are equipped with aerators, inlet distributors and outlet chambers. The process combines functional design with an outstanding flexibility and highly adaptable operation. Tertiary and Specific Treatment Heavy Metals Removal without Sludge Generation: A process is capable of removing heavy metals (arsenic, cadmium, lead, zinc, nickel, iron, manganese, arsenic, uranium etc.) from different types of water, including

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industrial wastewaters. The process provides up to 99% treatment of the water and thus meets the EU drinking water directive. The waste product is fine-grained granules with strong and stable metal bonds and the final deposits represent only about 10% of normal sludge volumes. Sludge Disposal Paint sludge will be disposed through SEPA certified contractor.

Noise Quality -Noise control devices will be used such as noise barriers and deflectors for high noise impact proponent activities. -Ensure the strict compliance of Personal Protective Equipment (Ear muff, ear plugs, etc…) in high noise areas.

Soil -Material should never be poured directly from drums to small containers. proponent Contamination -Secondary containment should be provided in order to prevent the soil contamination. -Spigots or pumps should always be used to transfer waste materials to storage containers. -Do not handle chemicals with bare hands, no matter how harmless you may think they are. -After handling chemicals, hands should be washed prior to eating or drinking. -Chemicals that can produce fumes, dusts should always be handled in a well-ventilated area. - -Use of containment devices such as fume hoods, and gas cabinets is particularly advisable. A fume hood, glove box or other appropriate exhaust ventilation is necessary when handling particularly hazardous substances. -Do not eat and drink while working with chemicals. -Do not light a match or smoke tobacco close to inflammable chemicals. -Use appropriate devices like funnels or spatulas when transferring chemicals from one container to another or when mixing chemicals. -Keep work surfaces and containers clean. -Use corrosion-resistant tools and equipment. Waste Stream & -Ensure no wastewater run out from the Paint booth while washing and other activities takes proponent Sludge place, waste stream should be connected to wastewater treatment plant.

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-Sludge should be separated from the wastewater and consider hazardous waste and disposed of environmental friendly with the third party certification. chemicals -Chemicals should always be stored in a cool, dry environment far from busy work areas. proponent degradation and -The quantities of hazardous chemicals should be kept to a minimum, in line with efficient can become operation, their usage and shelf life. more hazardous -Hazardous chemicals should be clearly marked. in storage -MSDSs for each chemical should be available. -Chemicals must not be stored with foodstuffs, personal use products or personal protective equipment. -Incompatible chemicals are segregated from one another (e.g. by fire isolation in a chemical storage cabinet or segregation in space). -Chemicals should be stored in such a manner that leaks cannot affect other substances in the store. Liquids should not be stored above powders and solids. -Chemicals are stored away from any heating and ignition sources. -Secondary containment should be available. -Stockpiling of hazardous chemicals should be avoided. Transportation -Remove all sharp objects from the loading area of the transporting vehicle before loading the proponent of chemicals chemicals. and -Transport hazardous chemicals separately from food items. environmental -Ensure that the consignment is secure when you transport hazardous chemicals. contamination -Never keep hazardous chemicals near the driver’s seat or on the passenger’s seat. -Do not carry heavy chemical containers on your shoulder or on your head. Use a trolley to carry them. Generation of -A waste management plan will be developed and includes information specified in sub-rule proponent hazardous waste (1) of rule 19 of Hazardous Substance Rules, 2014. -Place hazardous waste in containers prior to disposal. Containers should be filled, leaving headspace for expansion of the contents and should prevent leakages. Often the original container is perfectly acceptable. -Use appropriate container for disposing chemical waste. -Similar wastes may be mixed only if they are compatible.

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Surface Water The effluent and wastewater from the facility will be routed to Wastewater treatment plant and Proponent and will be discharged to the local sewer/waste drainage system of MCMAMP and will not be Groundwater dumped in open land. Vegetation and -Other than maintenance of grass areas surrounding the Proposed Project, operations of the Proponent Fauna plant are not anticipated to cause adverse impacts to vegetation. -Operation of the plant is not anticipated to create additional disturbance to wildlife other than the mowing of established grassy areas. Hazardous Waste materials would be sent offsite for recycling, or treated and disposed of at a hazardous Proponent Waste waste disposal facility or landfill. Transportation The Proposed Project would generate a minor long-term increase in privately-owned vehicle Proponent and Traffic traffic. The proposed plant would operate 24 hours a day, 7 days a week. The new workers would be split among operation shifts, thus reducing the impact on traffic. The additional vehicle traffic would be less than 1 percent of the current Annual Daily Traffic count on the road, and therefore would generate a negligible impact. Proposed Project is an addition to an existing industrial park that currently houses industrial enterprise and has existing truck and personal-vehicle traffic, therefore, this small increase in vehicle traffic would have only a minor impact to the surrounding community.

Additional mitigation measures include: 1-Vehicle road worthiness certification and vehicle fitness certificate will be ensured. 2-With the culmination of construction activities at the M-9 and N5 in next two years, by which the plant is expected to be operational, the number of traffic mishaps due to unpaved and unlevelled diversions will go down eventually.

Human Health During operations, mitigation measures would include appropriate training of all employees in Proponent and Safety the safe handling and storage of chemicals onsite. Socio-economic The Proposed Project would result in hundreds of new jobs during the construction and Impacts Proponent even when the plant is fully operational. It is assumed that the majority of the workforce would be drawn from the Karachi city; therefore, no increase in population or major need for housing is anticipated. Under the Proposed Project, relevant taxes would continue to be paid by the proponent. Increased sales transactions for the purchase of materials and supplies would generate some additional revenues for local and the

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provincial government, which would have a minor positive impact on taxes and revenue. Secondary jobs may result from the increased economic activity stimulated by the Proposed Project. Additional retail services and business employment may result from the Proposed Project through a multiplier effect, yielding additional sales and income tax revenues for local and provincial governments. Master Changan Motor will have a real impact on employment opportunities and will generate direct employment as well as will create multiple indirect jobs in downstream industries.

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8.13 Environmental Monitoring Program Monitoring of different activities will be required to assess the impacts of activities on the environment during construction. For this purpose, Master Changan Motor Ltd will establish its own unit to: ▪ Follow the monitoring frequency of selected parameters as per the monitoring plan given in the following Table. ▪ Record all non-conformities observed and report them along with actions to Project Manager for further action. ▪ Report any impact anticipated along with recommendations for further action. Contractor shall take note of the recommendations relating to issues arising during monitoring of construction activities. The following Tables show the checklist of actions for monitoring different environmental Aspect during the Construction Phase of the Project: Table 8.4: Monitoring Plan Stage Monitoring Location of Parameters to Documentation areas monitoring monitor & Monitoring Frequency

Air quality 15 meters distance Parameters to monitor Before beginning from activity area include: of construction • CO Quarterly during • SPM construction

• SO2 Construction • NOx

Noise Construction Noise intensity Monthly During Activity areas measurement construction and And 7.5meters Operation away from

construction Construction equipment Wastewater Outlet of the Wastewater analysis Monthly During wastewater for the following construction treatment system parameters: • pH • Total suspended solids • COD

Construction • BOD • Oil & grease • Phenolic Compound

Environmental Impact Assessment (EIA) 182 “Master Changan Motor Auto Manufacturing Plant”

Solid Waste Collection, Observations on solid Monthly During handling and waste type, quantity construction disposal to and disposal designated arrangement

Construction areas/borrow pits

Occupational Construction Visual observations Monthly During Safety activities and Recording Construction

hazard/accident Construction

Accidental risk Project site at Visual Observations Monthly During at site Master Changan Recording accidents Construction Motor facility, Port during construction of

Qasim the road Construction

Indoor Air Paint shop Project Parameters to monitor Quarterly

Quality site at Master include: Changan Motor • CO

facility, Port Qasim • SO2

• NOx Operation • PM • VOC Air Emissions • Generator Parameters to monitor Quarterly

(Stack / Exhaust include: Exhaust) • Overn Stacks • CO

• Fork lifter • SO2

• Equipment • NOx Operation • PM • Smoke

Noise • Plant Inside/ Noise intensity Quarterly outside measurement • Four corners

of plant area Operations

Wastewater Outlet of the Wastewater analysis Quarterly wastewater for the following

treatment system parameters: • pH • Total suspended

solids Operation • COD • BOD • Oil & grease

Environmental Impact Assessment (EIA) 183 “Master Changan Motor Auto Manufacturing Plant”

• Phenolic Compound Solid Waste Paint shop Project Observations on solid Monthly

site at Master waste type, quantity n Changan Motor and disposal Operatio facility, Port Qasim arrangement

Occupational Project site at Visual observations Monthly Safety Master Changan and Recording Motor facility, Port hazard/accident

Qasim Operation

Occupational Project site at Visual observations Monthly Risk Master Changan Accident records of Motor facility, Port Fire Hazards, Safety

Qasim Protocols, Spill on Operation Land, Spill on Water

Environmental Impact Assessment (EIA) 184 “Master Changan Motor Auto Manufacturing Plant”

9 CONCLUSION

On the basis of the findings of the EIA Study, it is possible to conclude that: ▪ Operation of Master Changan Motor Auto Manufacturing Plant will on adoption of the mitigation measures, have no significant impact on the physical as well as socio-economic composition of the microenvironment and macro environment of the project area. ▪ The likely impact of construction and operation of the Master Changan Motor Auto Manufacturing Plant will be appropriately mitigated through proven technologies, careful planning and landscaping. Mitigation will be assured by a program of environmental monitoring conducted to ensure that all measures are provided as intended, and to determine whether the environment is protected as envisaged. This will include observations on and off site, document checks, and interviews with workers and beneficiaries, and any requirements for remedial action will be reported to the EPA Sindh. There are two essential recommendations that need to be followed to ensure that the environmental impacts of the project are successfully mitigated. Master Changan Motor Ltd shall ensure that: i) All mitigation, compensation and enhancement measures proposed in this EIA report are implemented in full, as described in the document; and ii) The Environmental Management & Monitoring Plan is implemented in letter and spirit. The Study therefore recommends that the EIA should be approved with the condition that all mitigation measures recommended in EIA report, suggestions of stakeholders and recommendations of experts committee will be adhered to by Master Changan Motor Ltd and the legal requirements as well as the Environmental Management & Monitoring Plan shall be implemented in letter & Spirit.

ANNEXURES

ANNEX – I Environmental Testing reports

ANNEX – II SINDH ENVIRONMENTAL QUALITY STANDARDS (SEQS, 2016)