Final Report March 19, 2003 Public Disclosure Authorized Pakistan Highway Rehabilitation Project Rehabilitation and Maintenance Projects, Phase I Environmental E752 Impact ~~~~E752 Impact Assessment Volume 3 Public Disclosure Authorized
Afghanistan Pakistan Public Disclosure Authorized
Iran LBalochistanECP
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National Highway Authority, Pakistan
EU of PHRPRehahilitation and MaintenanceProjecLt
Contents
1. Introduction ...... 1-1 1.1 Background ...... 1-1 1.2 Project Design and Implementation ...... 1-9 1.3 Basic Features of Proposed Improvement ...... 1-10 1.4 Field Surveys and Public Consultation ...... ,.1-10 1.5 Environmental and Resettlement Issues ...... 1-11 1.6 Regulatory Requirements ...... 1-11 1.7 Report Structure ...... 1-12
2. Policy, Legal, and Administrative Framework ...... 2-1 2.1 National Policy and Administrative Framework ...... 2-1 2.1.1 The Pakistan Environmental Protection Act, 1997 ...... 2-1 2.1.2 National Environmental Quality Standards (NEQS), 2000. 2-4 2.1.3 National Resettlement Policy and Ordinance. 2-4 2.2 Interaction With Other Agencies .. 2-5 2.2.1 Federal and Provincial EPAs .2-5 2.2.2 Provincial Departments of Forests and Wildlife .2-5 2.2.3 Provincial Revenue Departments .2-6 2.2.4 Provincial Goverments .2-6 2.2.5 Local Govemment and Municipalities .2-6 2.3 Other Environment-Related Statutes ...... 2-6
3. Project Description ...... 3-1 3.1 Current State of RMP Sections and Approach to Upgrading ...... 3-1 3.1.1 Delineation of Right of Way .3-1 3.1.2 Present State of Phase I RMP Sections .3-1 3.2 Scope of Improvement Works . .3-5 3.2.1 Proposed Improvements .3-5 3.2.2 Design Citeria .3-7 3.3 Highway Design .. 3-13 3.4 Construction Schedule .. 3-13 3.5 Construction Camps .. 3-13 3.6 Construction Material .. 3-15
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4. Analysis of Alternatives ...... 4-1 4.1 No-Project Option ...... 4-1 4.2 Alternative Transport Options ...... 4-2 4.2.1 Railway ...... 4-2 4.2.2 Air 4-3 4.2.3 Inland Navigation ...... 4-3 4.3 Alternative Highway Options...... 4-3 4.3.1 N55 Option ...... 4-3 4.3.2 Pakistan Motorway Option ...... 4-3 4.4 Project Corridor Design Alternatives ...... 4-4 4.4.1 Route Altematives ...... 4-4 4.4.2 Alignment Alternatives ...... 4-4 4.4.3 Cross-Section Alternatives ...... 4-5 4.4.4 Alternatives for Public Amenities ...... 4-5 5. Environmental and Social Baseline ...... 5-1 5.1 Corridor of Impact ...... 5-1 5.1.1 Delineating the Col ...... 5-1 5.2 Physical Environment ...... 5-12 5.2.1 Geology ...... 5-12 5.2.2 Physiography ...... 5-12 5.2.3 Climate ...... 5-13 5.2.4 Water Resources ...... 5-15 5.2.5 Soils ...... 5-15 5.3 Ambient Quality of Environment ...... 5-17 5.3.1 Ambient Air Quality ...... 5-17 5.3.2 Noise Levels ...... 522 5.3.3 Water Quality ...... 5-24 5.4 Biological Environment ...... 5-24 5.4.1 Vegetation ...... 5-24 5.4.2 Protected Areas and Wildlife ...... 5-25 5.5 Socioeconomic and Cultural Environment ...... 5-26 5.5.1 Demography and Settlements ...... 5-26 5.5.2 Encroachments and Structures within the RoW ...... 5-27 5.5.3 Cultural and Historical Heritage ...... 5-30 5.5.4 Occupational Pattern ...... 5-30
6. Public Consultation ...... 6-1 6.1 General Stakeholder Workshops ...... 6-1 6.1.1 Workshops Organized by EIA Consultants ...... 6-1
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6.1.2 Workshops Organized by ARUP ...... 6-3 6.2 Scoping Sessions ...... 6-4 6.3 Roadside Consultations ...... 6-6 6.4 Resettlement Issues ...... 6-7 6.5 Address of Stakeholder Concerns ...... 6-8
7. Environmental Impact Assessment and Militigation Mleasures ... 7-1 7.1 Project Impact Matrix ...... 7-1 7.2 Land Resources ...... 7-6 7.2.1 Impact on Land Use and Resources ...... 7-6 7.2.2 Mitigation Measures ...... 7-7 7.3 Water Resources ...... 7-9 7.3.1 Impact on Water Resources ...... 7-9 7.3.2 Mitigation Measures ...... 7-9 7.4 Ambient Air Quality ...... 7-11 7.4.1 Impact on Air Quality During Construction ...... 7-11 7.4.2 Mitigation Measures for Construction Phase ...... 7-12 7.4.3 Impact on Air Quality During Operation ...... 7-12 7.4.4 Mitigation Measures for Operation Phase ...... 7-19 7.5 Noise Levels ...... 7-20 7.5.1 Impact on Noise Levels ...... 7-20 7.5.2 Mitigation Measures ...... 7-20 7.6 Biological Environment .. 7-21 7.6.1 Flora .7-21 7.6.2 Fauna .7-22 7.7 Socioeconomic and Cultural Environment ...... 7-22 7.7.1 Highway Access and Safety ...... 7-22 7.7.2 Interaction with Local Communities ...... 7-24 7.7.3 Structures of Cultural or Religious Value ...... 7-25 8. Land Acquisition, Resettlement, and Compensation ... 8-1 8.1 Land Requirements and Occupation .8-1 8.2 Process of Land Acquisition . .8- 8.3 Impact on Squatters' Settlements . . 8-2 8.3.1 Demarcation of Area of Impact .8-2 8.3.2 Displacement of Squatters Under Phase I.8-3 8.4 Entitlement Policy Framework Under Resettlemnent Plan . . 8-8 8.4.1 Extent of Resettlement Under Phase I .8-10 8.5 Resettlement Monitoring Plan . .8-16
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8.6 Institutional Arrangements ...... 8-16 8.7 Proposed Resettlement Budget ...... 8-17
9. Selected References ...... 9-1
Appendices
Appendix A: Project Description Data ...... A-1
Appendix B: Environmental and Social Baseline Data ...... B-1
Appendix C: Record of Public Consultations ...... C-1
Appendix D: Amendments to Project Design and Tender/Contract Documents ...... D-1
Appendix E: Noise Level Monitoring Data and Future Projections ...... E-1,.
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Exhibits
Exhibit 1.1: Project Corridor: Sections Proposed for Rehabilitation Under Phase L.. 1-2 Exhibit 1.2: Traffic Forecasts and Rates of Increase for Selected Sections of the Project Corridor ...... 1-4 Exhibit 1.3: Traffic Projections for Selected Sections of the Project Corridor ...... 1-5 Exhibit 1.4: Existing Highway Network in Pakistan ...... 1-6 Exhibit 1.5: Sections Proposed for Improvement Under the National Highway Improvement Program ...... 1-8 Exhibit 1.6: Sections Proposed for Improvement Under the Pakistan Highway Rehabilitation Project, Phase I...... 1-10
Exhibit 3.1: Unequal Elevation of ACW and ECW Embankments ...... 3-2 Exhibit 3.2: Worn-Out Road Pavement and Shoulder ...... 3-3 Exhibit 3.3: Rehabilitation of Cross-Drainage Structures ...... 3-3 Exhibit 3.4: Bypasses Within Sections Proposed for Rehabilitation ...... 3-4 Exhibit 3.5: Roadside Flooding Caused by Inadequate Side Drains ...... 3-5 Exhibit 3.6: Proposed Public Amenities ...... 3-6 Exhibit 3.7: Proposed Access to Roadside Facilities and Horizontal Curves ...... 3-6 Exhibit 3.8: Highway Design Criteria ...... 3-7 Exhibit 3.9: Typical Cross-Section: Karachi-Hyderabad Section...... 3-9 Exhibit 3.10: Typical Cross-Section: Hyderabad-Hala and Hala-MorQ Sections . 3-10 Exhibit 3.11: Typical Cross-Section: Hyderabad-Hala Section . 3-11 Exhibit 3.12: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sectionst.... 3-12 Exhibit 3.13: Probable Locations of Construction Camps . 3-13 Exhibit 3.14: Workforce Requirements for Typical RMP Contracts . 3-14 Exhibit 3.15: Estimated Machinery Requirements for Typical RMP Contracts . 3-14 Exhibit 3.16: Sources of Aggregate and Sand for Construction . 3-16 Exhibit 3.17: Estimated Construction Material Requirements ...... 3-17 Exhibit 3.18: Estimated Water Requirements for Construction .3-17
Exhibit 4.1: Growth in Demand for Land Transport .4-1 Exhibit 4.2: Projected Demand for Land Transport. 4-2
0319/03 Exhibits EIA of PHRPRehahlhitation and Maitenance ProjecLt
Exhibit 5.1: Karachi-Hyderabad Super Highway ...... 5-2 Exhibit 5.2: Hyderabad-Hala Section ...... 5-4 Exhibit 5.3: Hala-Moro Section .5-6 Exhibit 5.4: Turnol-Chablat Section .5-8 Exhibit 5.5: Corridor of Impact (Col 1) Limits for Phase I RMP Sections .5-10 Exhibit 5.6: Climate Summary of Phase I RMP Sections .5-13 Exhibit 5.7: Rainfall Data for Phase I RMP Sections .5-13 Exhibit 5.8: Temperature Data for Phase I RMP Sections (1961-1990). 5-14 Exhibit 5.9: Wind Data for Phase I RMP Sections .5-14 Exhibit 5.10: Water Quality Sample Results for Selected RMP Sections ...... 5-16 Exhibit 5.11: Soil Characteristics and Land Use ...... 5-16 Exhibit 5.12: Ambient Air Quality Data (JICA Study) ...... 5-17 Exhibit 5.13: International Air Quality Standards ...... 5-18 Exhibit 5.14: Sampling Locations for Air Quality ...... 5-20 Exhibit 5.15: Ambient Air Quality Measurements for Selected RMP Sections ...... 5-22 Exhibit 5.16: Average Noise Levels for Selected Highway Sections ...... 5-23 Exhibit 5.17: WHO Guideline Values for Community Noise in Specific Environments ...... 5-24 Exhibit 5.18: Protected Areas Within 500 m of Phase I RMP Sections ...... 5-26 Exhibit 5.19: Urban Settlements Located Near Phase I RMP Sections ...... 5-27 Exhibit 5.20: CommerciaVResidential Structures Located Within RoW (Phase I RMP) ...... 5-28 Exhibit 5.21: Public Structures Located Within RoW of Phase I RMP Sections ...... 5-29 Exhibit 5.22: Schools and Hospitals Located Near Phase I RMP Sections ...... 5-29
Exhibit 6.1 Record of Public Consultation Sessions .6-9
Exhibit 7.1: Project Impact Matrix for Karachim-Hyderabad Section .7-2 Exhibit 7.2: Project Impact Matrix for Hyderabad-Hala Section.7-3 Exhibit 7.3: Project Impact Matrix for Hala-Moro Section .7-4 Exhibit 7.4: Project Impact Matrix for Turnol-Chablat Section .7-5 Exhibit 7.5: Traffic Forecasts for Phase I RMP Sections .7-14 Exhibit 7.6: Air Quality Forecasts for Phase I RMP Sections (8 m) .7-17 Exhibit 7.7: Air Quality Forecasts for Phase I RMP Sections (20 m).7-17 Exhibit 7.8: Air Quality Forecasts for Phase I RMP Sections (50 m) .7-18
03/19/03 Exhibits vi EIA ofPHRP Rehabilitationand Maintenance Projects
Exhibit 7.9: Estimated Noise Levels for 2009 and 2024 ...... 7-20
Exhibit 8.1: Squatters' Structures Within Col 1 of Phase I RMP Sections ...... 8-3 Exhibit 8.2: Potential Project-Affected Persons on the Hyderabad-Hala Section .... 8-4 Exhibit.8.3: Potential Project-Affected Persons on the Hala-Moro Section ...... 8-6 Exhibit 8.4: Entitlement Policy Framework Matrix Under Resettlement Plan ...... 8-11 Exhibit 8.5: Proposed Resettlement Budget for Phase I...... 8-18
03/19103 Exhibits Vil EL4 of PHRP RehabilulatLon and Maintenance Projects
1. 0htroduction
1.1 Background The N5 Highway stretches across the Karachi-Lahore-Rawalpindi-Peshawar-Torkham corridor for over 1,760 km (see Exhibit 1.1). It is the main artery connecting the provinces of NWFP, Punjab, and Sindh, and serves more than half the country's inter-city traffic. The 1998 census data indicates that urban centers on the N5 account for over 80% of the total urban population of Pakistan. Almost 60% of the port traffic between Karachi and the upcountry provinces of Punjab and NWFP moves along this corridor. The N5 also serves as a key transit route between Pakistan and Afghanistan. The Karachi-Hyderabad Super Highway (M9) provides a high-speed alternative route to the N5 from Karachi to Hyderabad at the southern end of the highway. A forecast of traffic for selected sections of the N5 and the Karachi-Hyderabad Super Highway is included in Exhibit 1.2 and illustrated in Exhibit 1.3. It is estimated that traffic volume will have increased by about 180% by 2024 (over the base year 2001), reflecting past trends and the increasing dependence of national economic growth on the road infrastructure. The continuing rise in road traffic in Pakistan has not been matched by the adequate or timely maintenance and improvement of the country's highways and roads. The rapid degradation of the national highway system has led to rising vehicle maintenance and running costs, placing an additional burden on the foreign exchange reserves used to import fuel and vehicle spare parts. The scale and rate of degradation of the highway system has also had an adverse impact on the national and human environment. The N5, which currently supports the bulk of the country's commercial traffic, is a clear case in point. The National Highways Improvement Program (NHIP) was developed to address the increasing degradation of Pakistan's national highway system. FramedJointly by the National Highway Authority (NHA) and World Bank based on a strategic network analysis carried out using the Highway Design and Maintenance (HDM) module,athe NHIP will be implemented in three phases over a ten-year period (2001-2010). Exhibit 1.4 maps the existing national highway system in Pakistan. The highway sections that fall under the NHIP have been divided into three groups prioritized according to need and source of funding (see Exhibit 1.5). The highway sections originally proposed for improvement under Group I included 13 sections of the N5 and one 48 km-section of the Karachi-Hyderabad Super Highway (M9), aimed at upgrading roughly 1,100 km of road altogether. However, in order to remain within the project budget, only 12 of these 14 sections will be upgraded under the World Bank-financed Pakistan Highway Rehabilitation Project (PHRP). The PHRP, henceforth referred to as 'the project' in this document, involves the rehabilitation of 534 km, and resurfacing of 336 km of highway, upgrading about 870 km of road altogether in two phases.
03/19/03 Introduction 1-1 EIA of PHRP Rehabilitationand Maintenance Projects
Exhibit 1.1: Project Corridor: Sections Proposed for Rehabilitation Under Phase I
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03/19/03 Introduction 1-2
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Exhibit 1.2: Traffic Forecasts and Rates of Increase for Selected Sections of the Project Corridor
Eshmated Traffic Volume (No. of Vehicles in 'OOOsIday) % Rate of Increase in Traffic Volume (Base Year: 2001) 2001 2004 2009 2014 2019 2024 2001 2004 2009 2014 2019 2024 Karachi-Hyderabad 12.0 13.9 17.7 22.6 27.5 33.5 - 16 48 89 129 179 Hyderabad-Hala 11.6 13.5 17.2 21.9 26.7 32.5 - 16 48 88 129 178 Hala-Moro Hala-Nawabshah 9.52 11.0 14.0 17.8 21.7 26.4 - 16 47 88 128 177 Nawabshah-Moro 6.81 7.8 10.0 12.8 15.5 18.9 - 16 47 88 129 178
Moro-Baberlo (Ranipur) 7.85 9.0 11.5 14.7 17.9 21.7 - 16 47 88 128 177 Mian Channu-Sahiwal Mian Channu-Chichawatni 7.53 8.6 11.0 14.0 17.0 20.7 - 15 46 86 126 175 Chichawani-Sahiwal 7.85 9.0 11.5 14.6 17.8 21.6 - 15 47 87 127 176 Lahore-Gujranwala Shahdara Lahore link road 23.1 26.8 | 34.2 43.6 53.1 64.6 - 16 48 88 129 179 Lahore link road-Gujranwala 27.4 31.6 40.3 51.4 62.5 76.1 - 16 47 88 128 178 Turnol-Chablat Turnol-Taxila 34.1 39.5 50.4 64.2 78.1 95.0 - 16 47 88 129 178 Taxila-Chablat 23.1 26.8 34.2 43.7 53.1 64.6 - 16 48 88 129 179 Nowshera-Peshawar Nowshera-Pabbi 22.3 25.8 32.9 42.0 51.1 62.2 - 16 48 88 129 178 Pabbi-Peshawar 26.5 30.6 | 39.1 49.9 60.7 73.8 - 16 48 88 129 178 Shaded areas represent traffic volumes that start exceeding four-lane capacity
03/°110 Introduction 1-4
ELI of PHRP Rehabihltationand Maintenance Projects
Exhibit 1.3: Traffic Projections for Selected Sections of the Project Corridor
-Karachi-Hyderabad 90,000 ,,v ' Hyderabad-Hala
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> 50,000 - Chichawani-Sahlwal
______=I ' ' S hahdara Lahore 5-40,000 b -Lahore-Guiranwala 30,000 200001 _ ,______T__ Tumot-Taxtla 20,000 ' TaIdla-Chablat~-===_
10,1000 == S 1 _- Nowshera-Pabbi i Pabbi-Peshawar
2001 2004 2009 2014 2019 2024 Year
03/19103 Introductlon 1-5
EIA of PHRP Rehabilitationand Maintenance Projects
Exhibit 1.4: Existing Highway Network in Pakistan
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03/19/03 Introduction 1-6
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Exhibit 1.5: Sections Proposed for Improvement Under the National Highway Improvement Program Group I (July 2003-June 2007) Highway Segment Length (km) Length (km) Selected sections for rehabilitation and maintenance under ICB M9 ECW (Sindh) Karachi-Hyderabad 30 48 N5 ECW (Sindh) Hyderabad-Hala 48 45 N5 ECW (Sindh) Hala-Moro 89 79 N5 ECW (Sindh) Moro-Kobi Kabir-Ranipur 88 88 N5 ECW (Sindh) Pano Aqil-Ubauro 61 - N5 ECW (Sindh) Ubauro-Sheikh Wahan 51 - N5 ECW (Punjab) Bahawalpur-Multan-Qadirpur Rawan 120 71 N5 ECW (Punjab) Mian Channu-Sahiwal (NB and SB) 73 46 N5 ECW+ACW (Punjab) Lahore-Gujranwala (NB and SB) 6 lanes 100 100 N5 ECW+ACW (Punjab) Tumol-Chablat (NB and SB) 68 57 Total rehabilitation and maintenance 728 534 Selected sections for resurfacing and strengthening under ICB/NCB N5 ACW (Punjab) Mian Channu-Sahiwal-Okara (NB and SB) 102 102 N5 ECW+ACW (Punjab) Gujranwala-Kharian (NB and SB) 144 106 N5 ECW (Punjab) Kharian-Rawalpindi (NB and SB) 60 60 N5 ECW (NWFP) Nowshera-Peshawar (NB and SB) 64 68 Total resurfacing and strengthening 370 336 Total Group I 1,098 870 a Length originally proposed for Improvement under NHIP b Actual length proposed for Improvement under PHRP
Group II (July 2001-June 2003) Highway Segment Length (km) N55 Malana Saral-Gambilla 116 N55 Sehwan-Khairpur-Nathanshah 98 N5 Lahore-Sahiwal 70 N5 Wazirabad Bypass 10 N5 Ranipur-Pano Aqil 32 N25 Hub River Sheikh Raj 80 N25 Bela Kararo 40 N70 Shershah Bridge 6 N5, N25, N40, N50, N65, N70 NH and PMP safety schemes, miscellaneous, surfacing 78 and strengthening in Balochistan Total Group II 530
03/19t03 Introduction 1-8 EIA of PHRPRehabilitationand MaintenanceProjectv
Group III (2003-June 2008)
Highway Segment Length (km) N5 ECW Pak Steel Mills-Thatta-Hyderabad 160 N5 ECW Lahore-Sahiwal 60 N5 ECW Peshawar-Torkham 46 Subtotal 266 N55 Rajanpur-DG Khan 108 N55 Khairpur-Nawabshah-Ratodero 106 N25 Kararo-Wadh 40 N25 Kalat-Quetta 130 N25 Quetta-Chaman 117 N40 Lak Pass-Dalbandin 285 N65 Sibi-Quetta 100 N70 Saki Sarwar-Bewata 52 Subtotal 908 Total Group III 1,174
Note: ECW: Existing camageway SB: Southbound ACW: Additional carnageway NB: Northbound
Under Phase I of the PHRP, a total of six sections will be upgraded. Of these six sections, four are to be upgraded under rehabilitation and maintenance projects (RMP), and two under resurfacing and strengthening projects (RSP) (see Exhibit 1.6). This environmental impact assessment (EIA) concerns the rehabilitation and maintenance projects to be implemented under Phase I of the PHRP. A similar EIA has been carried out for resurfacing and strengthening projects under Phase 1, and submitted separately.
1.2 Project Design and Implementation The NHA has appointed design consultants to prepare designs, cost estimates, bidding documents, and contract conditions for the highway sections that are to be improved under Phase I of the project. Rehabilitation projccts will be awarded to successful contractor(s) through international competitive bidding (ICB). The contractors awarded RMP contracts will provide the services describcd below: D Survey of the project corridor and preparation of a detailed road design based on the outline design produced by the design consultants. The contractor(s) will be responsible for ensuring the adequacy of the dcsign. > Construction works according to the design and construction drawings approved by the draft consultants appointed by the NHA, and the removal of any defects during a 12-month defect liability period following the NHA's takeover of these sections.
03/19/03 Introduction 1-9 EIA oqfPHRP Rehabilitation and Maintenance Projects
Exhibit 1.6: Sections Proposed for Improvement Under the Pakistan Highway Rehabilitation Project, Phase I
Rehabilitation Resurfacing No. Highway Section Maintenanceand Strengtheningand Projects (km) Projects (km)
1- Karachi-Hyderabad a 30 (ECW/N B) 2. Hyderabad-Hala (ECW/SB) 45 3. Hala-Moro (ECW/SB) 79 4. Gujranwala-Khanan - 57 (NB) (ECW/ACW SB+NB) 49 (SB)
5. Tumol-Chablat (ECW/ACW SB+NB) 57 - 6. Nowshera-Peshawar (ECW/ACW SB+NB) - 68 Total 211 174
a All sectons listed are part of the N5 except for Section 1, which is part of the Karachi- Hyderabad'Super Highway.
Note: ECW: Existing carniageway SB: Southbound ACW: Addibonal carriageway NB: Northbound
1.3 Basic Features of Proposed Improvement The scope of this EIA covers the rehabilitation and maintenancc of about 21 1 km of road. Rehabilitation and maintenance projects involve those sections of the project corridor that need major reconstruction work. The scope of work includes the following: *i Changing pavement sections from camber to cross fall and standardizing their width to 7.3 m per two-lane carriageway *. Raising low profile road sections with earth and new pavement sections consisting of sub-base, aggregate base and asphalt layer(s) * Paving carriageways using an aggregate base overlaid by asphalt * Raising road shoulders adjusted with the lines and levels of the carriageway and applying double surface treatment * Providing public services in ribbon development areas where necessary.
1.4 Field Surveys and Public Consultation The surveys and consultations conducted in the process of prcparing this EIA are summarized below:
03119103 Introduction 1-10 EIA of PHRPRehabilitation and Maintenance Projects
Reconnaissancesurvey ofproject corridor: A preliminary survey was conducted in order to familiarize the EIA team with the physical and socioeconomic environment of the Phase I RMP sections and the areas in their vicinity. Fieldsurveys: Surveys were carried out in order to investigate physical, biological, and socioeconomic resources falling within the right of way (RoW) and corridor of impact. Primary data collection included the following:
D Ambient air quality at selected locations along the road sections
D Traffic-generated noise levels at selected locations along the road sections > Baseline water quality based on samples collected from various surface and groundwater sources in the project area > Socioeconomic profiles and resettlcment issues among project-affected persons in the RoW. Public consultation: In addition to the field surveys, formal consultation sessions were held to assess stakeholders' views on the existing condition of the project corridor, volume of traffic, concerns stemming from the impact of rehabilitation works, as well as safety-related issues.
1.5 Environmental and Resettlement Issues The proposed activities include the construction of additional carriageways on certain sections, and involve earthworks, drainage provision, and intersection remodeling. A number of construction camps will be established and land will be leased for setting up campsites and for acquiring earth fill. There is to be no permanent land acquisition under Phase I, and rehabilitation works will be confined within the existing RoW of the NHA. A total of 28 structures, including 14 mobile vendor units, will be affected along the entire length of the project, and the income of 36 persons will potentially be affected as a result of relocation. In the long term, the impact of vehicular emissions on the air quality in areas adjacent to the project corridor as well as the noise from increased traffic will be of concern.
1.6 Regulatory Requirements The Pakistan Environmental Protection Act, 1997 makes it mandatory for the project proponents to carry out an environmental impact assessment (EIA) of development projects and incorporate environmental and social mitigation actions as part of the project planning. The National Environmental Quality Standards (NEQS) define the limits for pollutants in industrial and municipal effluents, and in gaseous emissions from industries and vehicles. Extending the NEQS to air quality is presently under considcration. The Land Acquisition Act regulates the acquisition of land and built-up property, and damage to other assets such as crops, trees, and infrastructure. The Draft Resettlement Policy of the government is intended to address the rehabilitation and resettlement of disrupted populations and the restoration of their livelihoods, providing a basis for managing the resettlement needs arising from the project. However, this policy has not yet been finalized.
03119/03 Introduction 1-11 EIA of PHRP Rehabilitalionand MaintenanceProjecLs
1.7 Report Structure This document is structured as follows: Section 2 describes the legislative and policy framework governing the project; Section 3 provides an overall description of rehabilitation works planned under Phase I of the project; Section 4 analyses various alternatives to establish the feasibility of upgrading the project corridor; Section 5 provides a general environmental and social baseline survey of the Phase I RMP sections; Section 6 summarizes the main concerns raised by stakeholders during various public consultations; Section 7 assesses the overall environmental impact of the project and recommends appropriate mitigation measures; Section 8 explains issues arising from land acquisition and resettlement; and Section 9 provides a selected bibliography. Appendix A contains data relating to specific aspects of the project design; Appendix B provides environmental, social, and demographic data for the project corridor; Appendix C contains detailed records of public consultation, Appendix D describes the amendments to the draft project dcsign and tender/contract documents; and Appendix E provides detailed data on noise level measurements sampled along the corridor.
0119/03 Introduction 1-12 EL4 of PHRPRehabilitation and Maintenance Projects
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This section provides an overview of the policy framework and national legislation that applies to the proposed project. The project is expected to comply with all national legislation relating to environment in Pakistan, and to obtain all the regulatory clearances required.
2.1 National Policy and Administrative Framework The Pakistan National Conservation Strategy (NCS) that was approved by the federal cabinet in March 1992 is the principal policy document on environmental issues in the country (EUAD/IUCN, 1992). The NCS outlines the country's primary approach towards encouraging sustainable development, conserving natural resources, and improving efficiency in the use and management of resources. The NCS has 68 specific programs in 14 core areas in which policy intervention is considered crucial for the preservation of Pakistan's natural and physical environment. The core areas that are relevant in the context of the proposed project are pollution prevention and abatement, restoration of rangelands, increasing energy efficiency, conserving biodiversity, supporting forestry and plantations, and the preservation of cultural heritage. Two organizations, the Pakistan Environmental Protection Council (PEPC) and the Pakistan Environmental Protection Agency (Pak-EPA), are primarily responsible for administering the provisions of the Pakistan Environmental Protection Act, 1997. The PEPC oversees the functioning of the Pak-EPA. Its members include representatives of the government, industry, non-governmental organizations, and the private sector. The Pak-EPA is required to ensure compliance with the NEQS and establish monitoring and evaluation systems. As the primary implementing agency in the hierarchy, it is responsible for identifying the need for, as well as initiating legislation whenever necessary. The Pak-EPA is also authorized to delegate powers to its provincial counterparts, the provincial EPAs (environmental protection agencies). One of the functions delegated by the Pak-EPA to provincial EPAs is the review afid approval of environmental assessment reports of projects undertaken in their respective jurisdictions.
2.1.1 The Pakistan Environmental Protection Act, 1997 The Pakistan Environmental Protection Act, 1997 (1997 Act) empowers the Pak-EPA to:
D Delegate powers, including those of environmental assessment, to the provincial EPAs
D Identify categories of projects to which the IEE/EIA provision will apply > Develop guidelines for conducting initial environmental examinations (IEE) and EIAs and procedures for the submission, review and approval of the same
D Develop environmental emission standards for parameters such as air, water and noise
03119/03 Policy, Legal, and Administrative Framework 2-1 EIA of PHRP,Rehahilitationand Maintenance Projecit
* Enforce the provisions of the Act through environmental protection orders and environmental tribunals headed by magistrates with wide-ranging powers, including the right to fine violators of the Act. Under the provisions of the 1997 Act, the Pak-EPA has empowered four provincial EPAs to manage the environmental concerns of their respective provinces. The provincial EPAs can frame environmental regulations tailored to the requirements of their province, provided these regulations meet or exceed the minimum standards set by the Pakistan EPA. They are also required to review and approve ELAs of all development projects undertaken in their respective provinces, including those projects implemented by federal agencies.
Regulations for Environmental Assessment Under Section 12 (and subsequent amendment) of the 1997 Act, a project falling under any category specified in Schedule I (SRO 339 (10/2000), requires the proponent to file an IEE with the concerned federal agcncy (Pak-EPA). Projects falling under any category specified in Schedule II require the proponent to file an EIA with the federal agency. Within ten working days of the IEE or EIA having been deposited, the federal agency will confirm that the document submitted is complete for the purpose of review. During this time, should the federal agency require the proponent to submit any additional information, it will return the IEE or EIA to the proponent for revision, clearly listing those aspects that need further discussion. Subsequently, the federal agency shall make every cffort to complete an IEE revicw within 45 days and an EIA review within'90 days of filing. Pak-EPA regulations (SRO 339 (1)/2000) state that an IEE is required for federal or provincial highway projects (except in the case of maintenance, rebuilding or reconstruction of existing metallcd roads) with a total cost of less than Rs 50 million. -An EIA, on the other hand, is required for federal or provincial highway or major road projects (except in the case of maintenance, rebuilding or reconstruction of existing roads) with a total cost of Rs 50 million or more. EIAs are also required in cases where projects are to be implemented in environmentally sensitive areas, or are likely to cause adverse environmental effects. Rehabilitation, in terms of the PHRP, cxtends beyond the Pak-EPA's dcfinition of 'maintcnance, rebuilding or reconstruction', and the proposed activities-which include the construction of additional carriageways, substantial earthworks, extensive drainage provision and intersection remodeling-are likcly to have an adverse environmental impact. Recognizing that the Pak-EPA has delegated powers to the provincial EPAs to enforce the provisions of the 1997 Act, an EIA must be submitted to the following agencies for the sections of the highway falling in their respective domains: * The Sindh Environmental Protection Agency * The Punjab Environmental Protcction Agency * The NWFP Environmental Protection Agency * The Pakistan Environmental Protection Agency (for federal capital territory).
03/19/03 Policy, Legal, and Administrative Framework 2-2 EIA of PHPPRehahilitation and Maintenance Projects
At the time of application, the project proponent is also required to pay a specified fee to the concerned EPA.
Guidelines for Environmental Assessment The Pak-EPA has published a set of environmental guidelines for conducting environmental assessments and the environmental management of different types of development projects. The guidelines that are relevant to the proposed project are listed below, followed by comments on their relevance to the proposed project:
D Guidelinesfor the Preparationand Review of EnvironmentalReports, Pakistan Environmental Protection Agency, 1997 The guidelines on the preparation and review of environmental reports target the project proponents, and specify:
D The nature of the information to be included in environmental reports
D The minimum qualifications of the EIA conductors appointed > The need to incorporate suitable mitigation measures at every stage of project implementation
D The need to specify monitoring procedures. The terms of reference for the reports are to be prepared by the project proponents themselves. The report must contain baseline data on the project area, detailed assessment thereof, and mitigation measures. > GuidelinesforPublic Consultation, Pakistan Environmental Protection Agency, May, 1997 These guidelines deal with possible approaches to public consultation and techniques for designing an effective program of consultation that reaches out to all major stakeholders and ensures that their concerns are incorporated in any impact assessment study. > Sectoral Guidelines: Pakistan Environmental Assessment Procedures, Pakistan Environmental ProtectionAgency, October 1997 The guidelines for 'major roads' are structured to assist in identifying key environmental issues related to road development projects, as well as the various mitigation measures and alternatives that should be considered and applied accordingly. These guidelines are aimed at intermediate-level projects where the impact is likely to be more significant, as opposed to minor works such as the maintenance, repair, and improvement of existing roads.
03/19103 Policy, Legal, and Administrative Framework 2-3 EIA of PIIRP Rehabilitation and Maintenance Projects
2.1.2 National Environmental Quality Standards (NEQS), 2000 The National Environmental Quality Standards (NEQS), 2000 specify the following standards: No Maximum allowable concentration of pollutants (32 parameters) in municipal and liquid industrial effluents discharged to inland waters, sewage treatment facilities, and the sea (three separate sets of numbers) *n Maximum allowable concentration of pollutants (16 parameters) in gaseous emissions from industrial sources * Maximum allowable concentration of pollutants (two parameters) in gaseous emissions from vehicle exhaust and noise emission from vehicles. *. Maximum allowable noise levels from vehicles. These standards apply to the gaseous emissions and liquid effluents discharged by batching plants, campsites and construction machinery. The standards for vehicles will apply during the construction as well as operation phase of the project. Standards for air quality have not been prescribed as yet.
2.1.3 National Resettlement Policy and Ordinance At this point, the only legislation relating to land acquisition and compensation is the Land Acquisition Act (LAA) of 1894. The LAA is, however, limited to a cash compensation policy for the acquisition of land and built-up property, and damage to other assets, such as crops, trees, and infrastructure. The LAA does not consider the rehabilitation and resettlement of disrupted populations and the restoration of their livelihoods. Experiencc with large-scale infrastructure development projects implemented by institutions such as the Pakistan Water and Power Development Authority (WAPDA) has demonstrated the need for a cohesive national policy for rcscttlement. The PHRP itsclf is expected to involve a small degree of resettlement during Phasc I. Following a national consultative process, a national resettlement policy and a related ordinance were drafted. The draft policy and ordinance are presently being reviewed by the provinces, and have yet to be approved and notified by the government. The salient features of the Draft Rescttlement Policy are given below: o The Pak-EPA will be responsible for both environmcnt-related as well as rescttlement-related matters. * The responsibilities for implcmcntation at the federal level will be delegated to the concerned federal agency responsible for implementation of ihe projcct; the agency is also required to liaise closely with the governmcnt of the province where the project is being implemented. *n The responsibilities for implementation at a provincial are to be delegated to the concerned provincial EPAs with ovcrall control of the planning and development (P&D) departments.
03119103 Policy, Logal, and Administrative Framework 24 EIA of PRPHRehabdlitalionand Maintenance Projects
D A resettlement action plan (RAP) will be required when the displaced population exceeds 200. D All categories of 'loss' arising from development projects that entail resettlement, need to be addressed: these include not only loss of land, built-up property, other infrastructure, and crops and trees, but also loss of income, job opportunities, and access to natural resources, etc. > Vulnerable groups whose issues need to be addressed in particular include: women, children, destitute persons, tribal communities, squatters, those with usufruct rights, and landless groups. D There should be a particular emphasis on consultation with affected groups when preparing a RAP. The provisions of the Draft Resettlement Policy are consistent with the requirements of the World Bank OD 4.30 on involuntary resettlement.
2.2 Interaction With Other Agencies The NHA is responsible for ensuring that the project complies with the laws and regulations controlling the environmental concerns of highway construction and operation, and that all pre-construction requisites, such as permits and clearances are met. This section describes the nature of the relationship between the NHA and concerned line departments.
2.2.1 Federal and Provincial EPAs The NHA will be responsible for providing the complete environmental documentation required by the Pak-EPA and provincial EPAs and remain committed to the approved project design. No deviation is permitted during project implementation without the prior and explicit permission of the concerned EPA.
2.2.2 Provincial Departments of Forests and Wildlife Phase I of the project is expected to involve some clearing of vegetation and trees within the right of way. The project contractor will be responsible for acquiring a 'No- Objection Certificate' (NOC) from the concerned federal or provincial forest department. The application for an NOC will need to be endorsed by the NHA. Tree avenue plantation will be carried out by the NHA itself or through work awarded to provincial forest and wildlife departments. The NHA will also be responsible for liaising with federal and provincial forest departments on the types of trees to be planted and other matters concerning plantation layout as an environmental mitigation measure. Where construction is to be carried out in close proximity of protected forests and wildlife areas, the NHA is required to coordinate with the departments to ensure that impacts on vegetation and wildlife are minimized.
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2.2.3 Provincial Revenue Departments Under the national law, matters relating to land use and ownership are provincial subjects, and the revenue department of the concemed province is empowered to carry out the acquisition of private land or built-up property for public purposes, including on behalf of another provincial or federal agency. For this purpose, the lead department must lodge an application with the concerned provincial government to depute a land acquisition collector (LAC) and other revenue staff who will be responsible for handling matters related to acquisition and the disbursement of compensation. The NHA will provide logistical support and assist in preparing the documents necessary for notification. It will also need to liaise with the provincial departments of agriculture, horticulture, and forestry in order to evaluate affected vegetation resources, such as trees and crops, etc., for compensation purposes. Where public buildings/infrastructure are concerned, the NHA will approach the dcpartments that own the building or the infrastructure for removing or relocating the facilities.
2.2.4 Provincial Governments The NHA and its contractors must ensure that the project meets the criteria of district governments as related to the establishment of construction camps and plants, and the safe disposal of wastewater, solid waste, and toxic matcrials. The NHA will coordinate and monitor environment-related issues.
2.2.5 Local Government and Municipalities The NHA will work with local government/administration and municipalities on the resettlement of squatters and removal of encroachments or sources of congestion. In specific cases, the NHA will frame an agreement with the concerned municipality, local govemment, or other service provider on the resettlement of displaced squatters.
2.3 Other Environment-Related Statutes This section outlines statutes apart from the Pakistan Environmental Protection Act, 1997, which are relevant to the project.
Government of Punjab, Forestry, Wildlife, Fisheries and Tourism Department (Notification No. FOFT (EXT) Vil. 17196 Dated 1998 In Punjab, should the number of trees to be felled for a projcct exceed 100, or if the project falls within the jurisdiction of more than one district, a committee comprising the Commissioner of the division covering the districts, the Conservator of Forests, and the Superintending Engineer of the concerned government department must accord their approval. In this case, since the NHA is the owner of the RoW and itsclf the concerned department, and that the project covers more than one district, the committee will consist of the Commissioner and the Conservator of Forests only.
03/19/03 Policy, Legal, and Administrative Framework 2-6 EL4 of PHRP Rehabililationand Maintenance Projects
Provincial Wildlife (Protection, Preservation, Conservation and Management) Acts, Ordinances and Rules (Sindh 1972, Punjab 1974, and NWFP 1975) In addition to empowering provincial wildlife departments to establish game reserves, parks, and wildlife sanctuaries, these acts regulate the hunting and disturbance of wildlife. While reviewing the EIA, the concerned EPAs may consult the provincial wildlife departments in case the project has an impact on wildlife. The EPAs may require the NHA to coordinate the implementation and monitoring of project impacts with the provincial wildlife departments.
Antiquities Act, 1975 The Antiquities Act relates to the protection, preservation and conservation of archaeological/historical sites and monuments. It prohibits construction (or any other damaging) activity within 200 m of such sites unless prior permnission is obtained from the Federal Department of Archaeology and Museums. The Antiquities Act also binds the project proponent to notify the department should anything of archaeological value be excavated during project construction.
Provincial Local Government Ordinances, 2001 These ordinances, issued following the devolution process, establish regulations for land use, the conservation of natural vegetation, air, water, and land pollution, the disposal of solid waste and wastewater effluents, as well as matters related to public health and safety.
Regulation of Mines and Oil Fields and Mineral Development Act, 1948 This legislation provides regulatory procedures for the quarrying and mining of construction material on state-owned as well as private land. Motor Vehicles Ordinance, 1965, and Rules, 1969 The Motor Vehicles Ordinance, 1965, was extendcd in 1978, to the whole of Pakistan. The ordinance deals with the powers of motor vehicle licensing authorities and empowers the Road Transport Corporation to regulate traffic rules, vehicle speed and weight limits, and vehicle use; to erect traffic signs; and to identify the specific duties of driverf in the case of accidents. It also describes the powers of police officers to check and pcnalize trafffic offenders at the provincial level. At the same time, the ordinance also empowers the Regional Transport Authority to operate as a quasi-judicial body at the district level to monitor road transport, licensing requirements, and compensations for death or injury to passengers on public carriers. The NHA is required to coordinate with the Road Transport Corporation at the design stage, and with the Road Transport Authority in the operation phase of the project to ensure that the requiremcnts of these agencies rclating to the safety and management of traffic on the highways are met. Factories Act, 1934 The clauses relevant to the project are those that concern the health, safety and welfare of workers, disposal of solid waste and effluent, and damage to private and public property. The Factories Act also provides regulations for handling and disposing of toxic and
03/19/03 Policy, Legal, and Administrative Framework 2-7 EIA of PHRP Rehabilitation and MaintenanceProjects
hazardous materials. Given that construction activity is classified as 'industry', these regulations will be applicable to the project contractors.
Highways Safety Ordinance, 2000 This ordinance includes provisions for the licensing and registration of vehicles and construction equipment; maintenance of road vehicles; traffic control, offences, penalties and procedures; and the establishment of a police force for motorways and national highways charged with regulating and controlling traffic on the national highways, and keeping the highways clear of encroachments.
Pakistan Penal Code, 1860 The Pakistan Penal Code deals with offences where public or private property and/or human lives are affected due to the intentional or accidental misconduct of an individual or body of people. In the context of environment, the Penal Code empowers the local authorities to control noise, noxious emissions and disposal of effluents. The NEQS enforced by the EPAs supersede the application of this legislation on industries and municipalities. The Penal Code, howevcr, can provide a basis for the NHA to coordinate its activities with the local authorities to ensure that its construction activities do not become a cause of public nuisance or inconvenience.
Explosives Act, 1884 Under the Explosives Act, the project contractors are bound by regulations on handling, transportation and using explosives during quarrying, blasting, and other purposes.
03119/03 Policy, Legal, and Administrative Framework 2-8 EIA of PHRP Rehabilitationand MaintenanceProjecLs
30 Project Description
This section provides an overview of the existing state of the project corridor; the improvement works recommended for the highway sections proposed for rehabilitation; and the corresponding construction requirements of the PHRP. Of the six highway sections planned for upgrade under Phase I of the project, four have been included under rehabilitation and maintenance projects as covered by this document, ie, Karachi-Hyderabad, Hyderabad-Hala, Hala-Moro, and Turnol-Chablat (see Exhibit 1.6). This classification is based on the evaluation of the existing condition of the road surface in the Highway Design and Maintenance Study carried out jointly by the World Bank and the NHA in 1998, and updated in 2000/2001. A 61-km section between Pano Aqil and Ubauro was originally included for improvement under Phase I RMP, but has since been dropped. However, should the NHA decide to upgrade this section in the future, the baseline data required is already available.
3.1 Current State of RMP Sections and Approach to Upgrading
3.1.1 Delineation of Right of Way The project corridor has a well-defined RoW that range from 35 to 1 1O m in width. The RoW varies from section to section and in some cases, even within a section. Major construction work will generally remain confined within the RoW. A summary of the RoW configuration is given in Appendix A, indicating the chainage-wise limits of RoWs for both the right and left sides of each RMP section, while facing north (see Exhibit A.l). In cases where variations exist within a section, the RoW is indicated with minimum and maximum limits.
3.1.2 Present State of Phase I RMP Sections
Embankments Most of the existing carriageways on the selected highway sections have been constructed on low embankments (see Exhibit 3.1). The elevation of the ECW is lower than the ACW by 0.5 m to 1.75 m on the Hyderabad-Hala section, and by 0.5 to 2.5 m on the Hala-Moro section. The carriageways on the Karachi-Hyderabad and Tumol- Chablat sections are at almost the same level. For differences in elevation of embankments, see Exhibit A.2 in Appendix A. Apart from Karachi-Hyderabad and Turnol-Chablat, all the Phase I RMP highway sections are located either near towns or villages, or where the ground relief is uneven. As a result of this, the carriageway has been constructed on natural ground, leaving it less resilient over time. In zones of high groundwater, the carriageway was even found to have sunk.
03/19/03 Project Description 3-1 LIA oj P1KP Kehabal taton ana Maintenance Projects
Exhibit 3.1: Unequal Elevation of ACW and ECW Embankments
I- I
YL,_ __- . -.
Pavement and Shoulders Generally, the existing paved section of the selected highway sections varies between 6 and 7 m in width except on the Karachi-Hyderabad and Turnol-Chablat sections where the existing width of the paved section is 7.3 m. The driveway is generally in poor condition, and shows signs of undulation, corrugation, and cracks, attributable to vehicle overloading, poor road drainage, and inadequate maintenance particularly for the sections in Sindh (see Exhibit 3.2). Although the carriageway has I to 2 m-wide shoulders on both sides, these tend to be earthen and are not at the same level as the driveway. The Karachi-Hyderabad section has 3 m-wide, surface-treated shoulders on either side. The road shoulder has also eroded away in many places and this creates serious problems, particularly when one vehicle is overtaking another.
Drainage Aspects The selected highway sections cross a number of water channels including rivers, natural streams (nalas), and irrigation canals (for a complete list, see Exhibit A.3 in Appendix A). There are 62 cross-drainage structures on the Karachi-Hyderabad section, 47 on the Hyderabad-Hala section, 62 on the Hala-Moro section, and 75 on the Tumol- Chablat section (see Exhibit 3.3). The current state of many of these is generally poor due to weak design and/or lack of maintenance. The culverts and bridges on the Karachi-Hyderabad section, however, are generally in good condition.
03/i9g03 Projee Description 3-2
EL4 of PHRP Rehabilhtation andMaintenance Projects
Exhibit 3.2: Worn-Out Road Pavement and Shoulder
3 !
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Exhibit 3.3 Rehabilitation of Cross-Drainage Structures
Chainage (kin) Cross-Dmainage Proposed Rehabilitatfon Section Struct ures From TO Bridges Cutverts Bridges Culverts Karachim- 119 149 5 57 PC 5 bridges to be Minor repair of 57 culverts Hyderabad repaired
Hyderabad-162+970 210+480 2 6 PC Deck~slab to be 22 culverts to be Hala 30 SC replaced and repaired reconstructed; 23 to be 2C on two bridges repaired
7 BC Hala-Moro 214+850 267+000 3 4 PC One bridge to be 10 culverts to be Contractbit 21 SC reconstructed, two to reconstructed; 15 to be Contractg2Aoposedbe repaired repaired
Hala-Moro 267+000 317+771 7 PC B culverts to be 27 SC reconstructed; 26 to be Contract 28 repaired Tumol- 1550+0001589+000 16 7 PC 16 bridges to be 59 culverts to be repaired Chablat 41 SC repaired 1 MC 1 BC
PCa Pipe culvert MC Masonry culvert SC Slab culvert MBC = Memory box culvert BC = culvertCBox
Conact112 ProjedDescrpton 3-3
EIA ofPIIRPRehabililationand MaintenanceProjectv
Intersections and Bypasses The selected RMP sections are intersected by provincial, district, and farm-to-market roads as well as village tracks (for a complete list, see Exhibit A.4 in Appendix A). Only one bypass has been constructed for the ACW on the Hyderabad-Hala section; the second bypass at Matiari Town involves land acquisition and will not be initiated under Phase 1. Exhibit 3.4 gives a list of the ten bypasses that fall within the sections selected for rehabilitation under Phase I.
Exhibit 3.4: Bypasses Within Sections Proposed for Rehabilitation
Section Name of Bypass Chainage (km) Status From To LandAcquisition Construction Stage
Karachi-Hyderabad - - Hyderabad-Hala Matiari 179+500 182+450 Not acquired Not started Hala 210+480 214+850 Acquired In progress Hala-Moro Saeedabad 225+990 231+160 Acquired In progress Sakrand 247+350 254+080 Acquired In progress Qazi Ahmad 274+578 277+269 Acquired In progress Timon 279+369 280+569 Acquired In progress Daulatpur 298+934 305+298 Acquired In progress ShahpurJahanian 309+006 310+889 Acquired In progress
Tumol-Chablat - - - -
Public Amenities The selected highway sections generally lack public amenities, such as service lancs in ribbon development areas, pedestrian overhead crossings, zebra crossings, footpaths, bus bays, parking areas, rest areas, etc (see Exhibit A.5 in Appcndix A). This has proved both inconvenient and dangerous, particularly to people living in the surrounding areas. Another area of concern is the difference in level between the ACW and ECW, obstructing the view of people crossing the highway.
Other Aspects Many of the existing carriageways of the project corridor have a number of unmanaged or unauthorized U-turns that have not been properly laid out. Many sections also lack adjacent side drains, allowing rainwater to accumulate on the road or within the RoW, particularly in ribbon development areas (see Exhibit 3.5). This problem is compounded in areas where there is a significant differcnce in the elcvation of the ACW and ECW, causing the pavement to deteriorate and creating a public health hazard. An additional problem is the inadequate traffic or cautionary road signage along the project corridor, particularly for the sections in Sindh. This is important in sensitive areas, such as in proximity of schools, hospitals, religious and cultural buildings, forests, etc.; a detailed highway safety audit has been carricd out for each section to address these aspects.
03/19/03 Project Description 3-4
Exhibit 3.5: Roadside Flooding Caused by Inadequate Side Drains
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41
3.2 Scope of Improvement Works
3.2.1 Proposed Improvements
Embankments In areas where there is a significant difference in elevation between the ACW and ECW, the embankment of the ECW will be raised to the level of the ACW.
Pavement and Shoulders The rehabilitation of road pavements and shoulders has been incorporated into the project design. The proposed pavement width for rehabilitation projects is 7.3 m. The proposed width of the road shoulder is 3 m for the outer shoulder and 1.5 m for the inner shoulder, except on the Karachi-Hyderabad section where the proposed shoulder width is 2.5 m on both sides. The road shoulders will be double-surface treated, and the width and depth of the sub-grade enhanced depending on site conditions. The road shoulders on the Karachi-Hyderabad section will be raised and rehabilitated.
Drainage Aspects Rehabilitation works include site-specific designs for remodeling or repairing those cross-drainage structures that are in a state of serious disrepair. As part of the RMP design, the driveway of each section will be changed from camber to cross-fall; drains constructed along the carriageway in ribbon development areas; and ditches along the toe of the embankment in open areas.
03/19/03 Project Description 3-5
EIA of PHRP Rehabilitation and MaintenanceProjects
The RMP design will also provide for draining the highway median on each section. Some cross-drainage structures require minor parapet and expansion joint repairs, and the clearing of waterways.
Intersections and Bypasses The intersections crossing the selected RMP sections will be remodeled in accordance with the design levels of the ECW. In addition, the NHA plans to construct bypasses on the Hala-Moro section where the highway traverses towns and cities. Many of these bypasses are currently under construction for the ACW, eg, as on the Hala-Moro section. Public Amenities and Other Aspects Unmanaged or unauthorized U-turns that have not been properly laid out will be resolved in the project design by allowing certain U-turns to be closed down, others to be remodeled or relocated, and additional ones constructed where required (see Exhibit 3.6). The rehabilitation project design also provides for a covered side drain along the outer shoulder in ribbon development areas that will also serve as a sidewalk. In open areas, an earthen ditch will be dug along the outer shoulder of the road. The project design also incorporates better roadside facilities, public amenities, and improved horizontal curves, particularly on the Hyderabad-Hala section (see Exhibit 3.7).
Exhibit 3.6: Proposed Public Amenities
Section o 3 c: g i 3 ac Q coQ Nc . 05 M! z cOO 0 a, a. o ~~~~a0 ~a ~ 2 a2 a 2a 2 2 2 2> 2s Z )z zZ z CoZLL. c
Karachl-Hyderabad 1 4 - - 3 - - o - 8 Hyderabad-Hala 41 6 7 3 6 1 3 1 39 Hala-Moro 8 13 11 5 3 1 3 1 26 Tumol-Chablat 13 9 2 7 3 3 - 1 151
Exhibit 3.7: Proposed Access to Roadside Facilities and Horizontal Curves
Section No. of No. of Horizontal Curves to EntrancesiExits be Improved
Karachi-Hyderabad - Hyderabad-Hala 5 5 Hala-Moro 5 Tumol-Chablat 8
03/19/03 Project Description 3-6
EI4 of PHRP Rehabilitationand Maintenance Projects
3.2.2 Design Criteria The design criteria to be followed by the NHA for RMP sections are given in Exhibit 3.8. As part of the RMP upgrade, the selected road sections will be changed from camber to cross-fall. Five development strategies have been framed based on surveys of the pavement condition, pit investigations, volume of traffic, and restrictions caused by ribbon development along the project corridor. Each section will be raised, strengthened, and upgraded using one of these strategies tailored to its site-specific requirements.
Exhibit 3.8: Highway Design Criteria
No. Design Components Dimensional Details 1 Design speed 90 km/hour 2 Minimum passing sight distance 610 m 3 Minimum stopping sight distance 138 m 4 Maximum rate of super elevation 0 6 in/minute 5 Minimum radius of honzontal curve 355 m 6 Maximum degree of honzontal curve 5.20 7 Pavement width 7.3 m 8 Shoulder width 2.5 m 9 Minimum length of super elevabon 50 m 10 Maximum gradient 4% 1 1 Embankment side slope 21
Strategies for Non-Restricted Areas Non-restricted areas are those in which road construction is not hampered by extensive urban or ribbon development. The options for construction in such areas are as follows: 1. Asphalt concrete + aggregate base (20 cm) + aggregate base leveling laycr. 2. Asphalt concrete + aggregate base (20 cm) + granular sub-base (15 cm) + sub- base leveling layer. 3. Raising and reconstruction: asphalt concrete + aggregate base (20 cm) + granular sub-base (20 cm) + sub-grade. 4. Asphalt concrete overlay (on upgraded dual carriageway). 5. New construction (for bypasses). The first upgrade option (asphalt concrete + aggregate base + aggregate base leveling layer) will be applied to the entire Karachi-Hyderabad scction, and roughly 49% of the Hyderabad-Hala section carriageway; the second (asphalt concrcte + aggregate base + granular sub-base + sub-base leveling layer) to about 35% of the latter.
03/19/03 Project Description 3-7 EIA ofPHRP Rehabilitation and Maintenance Projects
Part of the remaining portion will be divided between the third and fourth options, the rest falling under 'restricted areas' as described below. The first three upgrade options will be applied to 12%, 71%, and 17% of the Hala-Moro section respectively.
Strategies for Restricted Areas The first three options listed above will also be applied to restricted areas that are constrained by urban or ribbon development, such as part of the Hyderabad-Hala section. The asphalt concrete layer will include an asphalt-concrete base course (20 cm), with an overlay of asphalt concrete wearing course (5 cm). Exhibits 3.9 to 3.12 illustrate typical cross-sections of rehabilitation projects under variable site conditions. These show the general arrangement of the rehabilitated ECW with respect to the ACW, median, and surroundings. In addition, the road shoulders will be raised and adjusted to the lines and levels of the carriageway. The sub-base course on the shoulders will be treated with a crushed aggregate base course overlain by double-surface treatment material. In ribbon development areas, the NHA is constructing service lanes and sidewalks. However, no service roads or sidewalks will be constructed along the Turnol-Chablat section due to the major relocation that would consequently be required. The total length of the northbound and southbound carriageways of the Tumol-Chablat section will be resurfaced and strengthened according to the outline design. All four RMP sections will remain two-lane carriageway (ie, a total offour lanes including both northbound and southbound carriageways).
03/19/03 Project Descriptlon 3-8 EMA ofP-RP Rehabilitation and Maintenance Projects
Exhibit 3.9: Typical Cross-Section: Karachi-Hyderabad Section
OF EXISTING CARRIAGEWAY (ECW-NB)
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S.M C JO TOKSt ROWIWO D. A BRn6 ff>C" LA\Wm TYPICAL ROADWAY SECrION -VaSTING DUAL CARRIAGEWAY 0. 511WECYWA1: (RtS-I) RUtWM AE 1. ASKL CONRtE %CA lOFE- 2. APc.1 WEKQ .1 -E_1 3. CDJH DOMEW
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WMU iwoa7. w =5ThG AC RW* Ti o wvvess swxL K SCAoAP4.D TOA DETH Or 20. WAtN & M TO snEO, o00r. WW LAThCBAE.0(T LAY00) OF, WA V .
* hs SKLJ K Pj LJ. r TOron tIA~s MQ a>cCTT UwH SW n1U10 so A Sam Is PFPY NAE.
03)19/03 Project Descriptlon 3-9
EL of PlAP Rehabilitationand Maintenance Projects
Exhibit 3.10: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections
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03/19/03 Project Description 3-10
EL of PHZRP Rehabilitationand Maintenance Projects
Exhibit 3.11: Typical Cross-Section: Hyderabad-Hala Section
OIOF eF9P)5E Z05MYC MIREAXftY
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03/19/03 Project Description 3-11
EUA ofPIRP Rehabilitation and Maintenance Projects
Exhibit 3.12: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections
rsam_z w. I N *A eXI -
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03/19/03 Project Description 3-12
EIA of PHRP Rehabilitation and Maintenance ProjecLs
3.3 Highway Design A reviewed set of outline design requirements is given in Appendix D. Since the projects will be carried out on a turnkey basis, the detailed design will be the responsibility of the ICB contractor.
3.4 Construction Schedule The procurement of all Phase I projects will be initiated in the fiscal year 2002-2003, with contract awards expected in early 2003-2004. In addition to a mobilization period of four to five months, a construction period of 18-23 months is anticipated for RMP sections, followed by a one-year post-construction defect liability and maintenance period. The total design and construction period for each section will vary between 22 and 28 months.
3.5 Construction Camps Campsites will be located keeping in view the availability of an adequate area for establishing camps, including parking areas for machinery, stores and workshops, access to communication and local markets, and an appropriate distance from sensitive areas in the vicinity; final locations will be selccted by the contractor. For a list of probable campsites, see Exhibit 3.13.
Exhibit 3.13: Probable Locations of Construction Camps
Section Lengtha Contract Road Probable Location (km) Package No. Category
Karach-IHyderabad 48 10A, 10B RMP Luni Kot Hyderabad-Hala 45 1 RMP Matiari Hala-Moro 40 2A RMP Sakrand 39 2B RMP Qazi Ahmad/Daulatpur TumolChablat 57 9 RMP Tumol
a Length including bypasses
The four sections to be upgraded under Phase I RMP are divided among five contracts, each assigned a particular number, ie, Hyderabad-Hala (contract no. 1), Hala-Moro (contract nos. 2A and 2B), Tumol-Chablat (contract no. 9), and Karachi-Hyderabad (contract no. IOA). Exhibit 3.14 gives typical workforce requirements for RMP contracts, each covering about 30 to 57 km of road. An estimated workforce of 139 will be required for each contract, of which, apart from managerial staff and engineers, about 35 will be skilled labor, 35 semi-skilled, and 50 unskilled.
03119/03 Project Description 3-13
EIA of PH-RPRehabihiataton and MaintenanceProjecIv
Exhibit 3.14: Workforce Requirements for Typical RMP Contracts
No. Contractor's Staff Workforce 1. Project manager 1 2. Site engineer 1 3. Design/planning engineer 2 4. Assistant engineer 2 5. Material engineer 1 6. Laboratory technician 4 7. Surveyor 3 8. Quanbty surveyor 1 9. Manager administration 1 10. Foreman 4 11. Mechanic 3 12. Clerk 1 13. Operators/driver 20 14. Mason 6 15. Carpenter 4 16. Skilled labor 25 17. Machine helper 10 18 Unskilled labor 50 Total 139
Each RMP contract will require about 85 different types of machinery and plants. Exhibit 3.15 gives the number of different types of machincry likely to be deployed A total of five construction camps will be established; the area rcquirement for the construction camps will depend upon the workforce deployed and the type and quantity of machinery mobilized. In view of the area required, it will not bc po%sible to locate the camps within the RoW and the contractors will have to acquire land on lease from private landowners.
Exhibit 3.15: Estimated Machinery Requirements for Typical RMP Contracts
No. Type of Machinety Quantlty 1. Dump truck 30 2. Grader 5 3. Dozer 1 4. Vibratory roller 4 5. Sheep-foot roller 2 Continues ...
O019/03 ProJect Description 3-14 EJA ofPHiRP Rehabilitation and Maintenance Projects
... Continued No. Type of Machinery Quantity 6. Tandem roller 2 7. Pneumatic tyre roller 2 8. Paver 2 9. Asphalt plant 1 10. Bitumen distributor 1 11. Tar boiler 2 12. Air compressor 3 13. Tractor 4 14. Tractor trolley 4 15. Loader 3 16. Generator 3 17. Power broom 2 18. Low-bed trailer 1 19. Concrete mixer 4 20. Mobile concrete pump 1 21. Excavator 2 22. Welding machine 2 23. Pump 4 Total 85
3.6 Construction Material The materials used for the construction of highways includc coarse aggregates, fine aggregates (sand), earth, water, asphalt and cement. Almost all these raw materials are locally available in the country. Asphalt is available from petroleum refineries at Karachi and Multan to be used on the Karachi-Hyderabad, Hyderabad-Hala, arld Hala-Moro sections, and at Rawalpindi for the Tumol-Chablat section. Cement factories located in Karachi and Thatta in the south, and Rawalpindi, Attock and Nowshera in the north, will satisfy the cement requirements of the rehabilitation projects. For a list of sources of aggregate and sand for construction, see Exhibit 3.16.
0319/03 Projet Description 3-15 EIA of PHRP Rehabilitation and MainienanceProjects
Exhibit 3.16: Sources of Aggregate and Sand for Construction
Quarry Area Location with Reference to Project Corridor A. Coarse Aggregate Petaro 25 km from Jamshoro on N55 Laki 25 km from Sehwan Sharf on N55 Shadi Shaheed Near Sukkur/Rohri on N5 Margala Hills Near Taxila along N5 B. Fine Aggregate/Sand for Cement Concrete Works Bholari Near Kotri on N5 Sakhl Sarwar Near DG Khan 125 km from N5 along N70 Lawrencepur Near Lawrencepur 5 km from N5 Qibla Bandi About 10 km on Tarbela Dam on main link road from N5 Haripur Haripur Hazara 50 km from N5
a Not suitable for asphalt concrete works
Solid Materials Earth fill material of desired specification is locally available near all the highway sections covered in the project. There are very limited 'borrow arcas' earmarked by the NHA or the local authorities for earth material. In most cases, the contractors will lease private land in the vicinity on short-term basis for the purposcs of acquiring earth material. The existing layer of topsoil will be scraped and stockpiled to be used later to restore the borrow area for agricultural use. The aggregate matcrial required will havc to be mined from spccified existing quarries. The contractors will engage sub-contractors to supply the aggregate material needed. The suppliers of these materials are generally leaseholders of the quarry areas being mined. Apart from Sakhi Sarwar and Haripur, most of the quarrics are located within 25 km of the N5. Since these quarries are already functional and accessible from the project corridor, the development of new haul roads will not be required. The tentative quantities of solid material for RMP contracts are given in Exhibit 3.17.
03/19/03 ProJect Description 3-16 EIA of PHRP Rehabilitalion and MaintenanceProjects
Exhibit 3.17: Estimated Construction Material Requirements
Bitumen Steel RoadSctions Earth Filil Sub-Base Aggregate Cement Reinforcement Road Sections Subgrade 3 Grade Grade 3 (m) (mi) Base (mi) 60-70 80-100 (Tonnes) 60 40 (Tonnes) (Tonnes) (Tonnes) (Tonnes)
Karachl-Hyderabad 10,000 77,700 171,966 1,083 480 31 4 -
Hyderabad-Hala 30,000 219,030 218,704 1,334 744 1,093 175 -
(Contact 2A) 70,000 245,490 192,378 1,218 679 760 208 -
Hala-tMoro 58,000 213,675 182,643 1,141 637 610 133 -
Tumol-Chablat 60,000 3,150 573,331 2,014 1,105 2,917 575 41
Water Requirements Given that the Indus Basin groundwater regime extends across almost the entire project area, access to water for construction and campsite purposes is not expected to be a problem (see Exhibit A.3 in Appcndix A). The chemical content of the available water, however, may limit the use of local surface and groundwater, particularly for mixing cement concrete. Groundwater along the sections falling in Sindh and northern Punjab is considered to be of acceptable quality for use in concrete works. River and canal water that contains suspended silt can be used when sprinkling and compacting embankments. The contractors will obtain permission from the provincial irrigation departments for acquiring canal water. Exhibit 3.18 indicates the approximate quantities of water required for rehabilitation works.
Exhibit 3.18: Estimated Water Requirements for Construction
Section Sub-Grade Sub-Base Aggregate Total Base (Million Litres)
Karachi-Hyderabad 0.6 2.33 1.72 4.65
Hyderabad-Hala 1 80 6.50 2.19 10 49
Hala-Moro
Contract 2A 4.20 7.36 1.92 13.48
Contract 2B 3.48 6.41 1.83 1172
Tumol-Chablat 3.60 0.10 5.73 9.43
03119/03 Project Description 3-17 EIA of PHRP Rehabilitation and Maintenance Projects
4. Analysis of Alternatives
This section provides a project rationale for the proposed highway upgrades; an overview of the transport alternatives considered in this study; and a description of the design alternatives considered for the project corridor. The project options considered were: * No-project option * Alternative transport option * Alternative highway option. These are discussed in more detail below.
4.1 No-Project Option The rapid rise in demand for land transport in Pakistan, both for passengers and freight, is shown in Exhibit 4.1 (Almec Corporation and Pacific Consultants International, 1995): However, the bulk of this increase is associated with road transport; demand for rail transport has remained almost stagnant during the period indicated in the exhibit.
Exhibit 4.1: Growth in Demand for Land Transport
Year Passenger-km (billions) Freight ton-km (billions) Road Rail Total Road Rail Total 1980 1981 68 16 82 18 8 26 198591986a 97 17 114 27 8 35 1992-1993a 135 17 152 37 6 43
1999-2000 b 197 18 215 101 4 105 g
Sources: a Study on National Transport Plan in the Islamic Republic of Pakistan, 1995, Almec
Economic Survey
.2 2005 6. The exhibit indicates that, compared to 1997 98, inland transport demand is
Pakista strain on the existing transport system, nccessitating extensive improvements in the
03/19/03 Analysis of Attematives 4-1 EL' of PHRP Rehabilitation and Maintenance Projects
Exhibit 4.2: Projected Demand for Land Transport
Year Passenger-km (billion) Freight ton-km (billion) 1992-1993 152 43 1997-1998 214 58 2005-2006 339 89
Source Study on National Transport Plan in the Islamic Republic of Pakistan, 1995, Almac Corporation and Pacific Consultants Intemational
There are two investment options available for improving the main north-south highway corridor in order to meet the increasing transport demands of a growing economy. One option is to develop a new highway/road system, while the other option is to improve the existing network. According to the NHA's present policy objectives, the second option is considered more viable. The no-project option is not desirable as it would impede national economic growth, contribute to environmental degradation, and lead to deteriorating road safety conditions.
4.2 Alternative Transport Options
4.2.1 Railway The railway in Pakistan has historically carried up to 9.2 billion passenger-km and 8.4- billion ton-km freight annually. The main railway line, connecting Karachi and Peshawar at the two ends of the country, runs roughly parallel to the project corridor. However the modal share of the railway has steadily declined over the last three decades, and currently carries only about 9% of the country's passenger traffic (14.5 billion passenger-km) and 4% of the freight traffic (3.6 billion ton-km). Reasons for this include poor management, the lack of commercial orientation, large overheads, a poor safety record, speed limitations, inefficient services, high fuel consumption, and lack of incentives for public sector investments. Unlike the highway sector that has flourished under private investment, the railway has lost much of its former importance due to growing inefficiency and lack of timely investment in infrastructure and operational resouSces (Louis Berger International, 1998). Improvements in the railway sector tend to fall under long-term planning and will require fundamental institutional reforms, and heavy investments to replace locomotives, coaches, and rail tracks; the sector would need to cut down overhead costs, cut down on travel and delivery times, and induct better management practices. These improvements require substantial changes in the institutional setup of the railways, and are difficult to achieve in the near term.
019/03 Analysis of Altematives 4-2 EIA of PHRP Rehabhlilation andMaintenance Projects
4.2.2 Air Although there are presently 41 civilian airports in Pakistan, and despite the recent introduction of private airlines on domestic routes, travel and freight costs for air transport are too high for it to effectively compete with the road transportation sector.
4.2.3 Inland Navigation Inland waterways along the country's north-south corridor currently carry almost no passenger or freight traffic. Under the Indus River Navigation Study (IRNS) (Louis Berger Intemational, 1992), three main navigational routes were identified along the Indus River: Sukkur to Kalabagh; Sukkur to Kotri, and downstream of Kotri. The study concluded that the conversion of the Indus into a navigation channel was feasible between Kalabagh and Port Qasim after hydrological cngineering interventions at a few selected places. The study rulcd out navigation along the Chenab and Ravi Rivers. The overall project was not seen to be economically viable given the limitations on speed, the limited range of transportable commodities, mismatch between ports of origin and destination, and competition with a well-developed railroad network. These limitations, compounded by high investment requirements, low rates of return, a limited population to be served, and recurring droughts, imply that inland water transport is not a practical alternative to road transportation at this time.
4.3 Alternative Highway Options The NHA is currently responsible for a national highway system that extends across eight major national routes over approximately 7,000 km. Of these, the N5 and N55 run broadly north-south along the project corridor. The proposed Pakistan Motorway is planned for the future, as a limited access cxpressway linking the northern population centers with the Karachi area (see Exhibit 1.4).
4.3.1 N55 Option The N55 runs parallel to the project corridor along the right bank of the Indus and has been proposed for upgrade under Groups 11 and IllI of the NHIP in ordc? to remove the existing bottlenecks (single carriageways) along the Jamshoro-Shikarpur (Sindh), DG Khan (Punjab)-Bannu (NWFP), and Kohat-Peshawar (NWFP) sections. Although the N55 is expected to provide some relief to the N5, particularly in terms of serving towns along the right bank of the Indus River, its utility will remain overshadowed by the latter. The N55 traverses an area that is very thinly populated, agriculturally less developed and almost devoid of industrial activity. In addition, its hilly terrain and scarcity of watcr rcsources reduce its development potential relative to the N5 project corridor, which passes through somc of the most populous areas of the country and is agriculturally and industrially far more important.
4.3.2 Pakistan Motorway Option The planned route of the Pakistan Motorway between Pcshawar and Karachi lies roughly between the N5 and N55. At this stage, the Lahore-Islamabad section (M2, 335 km) has
03119/03 Analysis of Altematives 4-3 ELI of PHAP Rehabilitationand MaintenanceProjects
been completed and is operational. Work is currently in progress on the Islamabad- Peshawar (MI, 165 km) and Pindi Bhatian-Faisalabad (M3) sections. The motorway is ultimately planned up to Karachi and will subsequently connect the port of Gwadar in Balochistan with the Rato Dero interchange in Sindh. A sizeable volume of fast-moving traffic is expected to divert onto the motorway network once it has been completed, thus relieving both the project corridor and the N55 and N5. Access to major cities en route will be provided via a number of city interchanges. Moreover, a pre-paid user tariff system will be enforced, thus making direct revenue contributions to the NHA. Despite these advantages, the motorway project is constrained by huge investment requirements, land acquisition needs and limited traffic volumes. It is also unlikely to be completed by 2010 as originally envisaged, and is therefore not a practical alternative to the project corridor or to other existing highways in the medium term. The construction of motorways also involves greater environmental and social constraints than ordinary roads or highways. Given that the motorways will pass through largely rural areas, they are likely to disrupt agricultural land and restrict local movement and traffic. For a dominantly rural population that tends to travel short distances between small towns not serviced by the motorway, it will not be as accessible as the project corridor under consideration.
4.4 Project Corridor Design Alternatives Design-related alternatives consider aspects such as route, alignment, cross-section, and public amenities. These are discussed below.
4.4.1 Route Alternatives The project corridor is strategically located, traversing three of the country's four provinces, including the federal and respective provincial capitals. It also serves the most heavily populated and developed regions of the country. Demarcating an alternative route would require vast amounts of land acquisition, disrupt rural comomunities, interfere with established natural and agro-ecosystems, and result in further environmental and social degradation.
4.4.2 Alignment Alternatives Portions of the N5 date back several hundred years, and the horizontal geometry of the project corridor has been under continual review and refinements made from time to time in order to cope with changing demographic patterns and fast-moving traffic. At present, its horizontal geometry is in line with the international standard for specified vehicular speed. Traffic hazards and bottlenecks tend to occur near populous settlements all along the project corridor, and in order to resolve these, the alignment of the highway has been re-routed to bypass such cities, towns, and even large village settlements. Most of these bypasses have either been constructed or are near complete. Certain stretches of the Hyderabad-Hala and Hala-Moro scctions were considered for realignment in order to save the minor structures of squatters settled within the RoW. In
03/19/03 Analysis of Aftematives 4-4 EIA of PJRP Rehabilitation and Maintenance Projects
these areas, there appeared to be a sufficient margin in the median to shift the alignment by 2 to 3 m. However, it was later shown that this exercise would not save the squatters' structures to any significant degree, and the idea of shifting the alignment was dropped.
4.4.3 Cross-Section Alternatives A major portion of the project corridor traverses canal-irrigated lands. This has led to water logging and impoundment at places. To retain the safety of the embankment and pavement, the vertical geometry of the highway has been changed at a number of stretches of the sections covered under Phase I. In such areas, the embankment will vary from 0.5 m to 1.5 m. Raising the embankment in ribbon development areas has been avoided in view of the social and environmental implications.
4.4.4 Alternatives for Public Amenities Public transport amenities, such as pedestrian overhead bridges, zebra crossings, crossing ramps, bus bays, service lanes, parking areas, rest areas, passenger sheds, lavatories, and signboards have been duly incorporated into the project design. Service lanes at five places along the Hyderabad-Hala and Hala-Moro sections were considered but discarded, as resettlement problems associated with ribbon developments will far outweigh the resulting benefits. The NHA will continue to monitor the need for public amenities, and will construct additional facilities according to requirements and available finances.
03/19/03 Analysis of Altematives 4-5 EIA of PHRPRehabililation and MaintenanceProjects
5. EnvlranmenWa and SocWa Baseflne
This section provides an overview of the localized physical, biological, and socioeconomic environment of the four highway sections proposed for rehabilitation under Phase I of the project, ie, Karachi-Hyderabad, Hyderabad-Hala, Hala-Moro, and Tumol-Chablat. The baseline area surveyed extends up to 200 m on both sides of the proposed sections in terms of physical environment, and up to 10 km for in terms of biological environment. The principal environmental features of these sections are illustrated in Exhibits 5.1 to 5.4.
5.1 Corridor of Impact The area of project influence is referred to as the 'corridor of impact' (Col), ie, the width of the corridor that will be impacted, directly or indirectly, by the project during the construction and operation phases. As discussed in Section 3.1.1, major construction activities will remain confined to the existing RoW. However, situations in which construction-related activities will extend beyond the existing RoW include:
D Establishing construction campsites and asphalt plants on temporarily acquired land
D Borrowing soil material from temporarily acquired land > Quarrying aggregate material
D Constructing haul tracks in order to transport construction material, etc.
5.1.1 Delineating the Col For the purposes of this study, the Col has been divided into two zones, Col I and Col 2.
Co/ I The CoI 1 marks the limit within which the direct impact of construction activities is expected to take place. This includes the displacement or relocation of people, and the removal of vegetation cover for construction. This limit will vary along the length of the project corridor according to site-specific conditions. The potential disruption of squatters occupying NHA-owned land in scattered ribbon development areas also necds to be minimized (see Section 8). The Col 1 was delineated as the width required for actual road construction. This included the carriageway, shoulder, embankment, longitudinal drainage, wayside amenities such as bus stops, passenger sheds, etc., and an additional corridor required to facilitate the movement of light construction machinery and ensure the safety of squatters and the general public. The Col 1 limits for Phase I sections are summarized in Exhibit 5.5. The approach followed in delineating the Col 1 is outlined below.
03/19/03 Environmental and Social Baseline 5-1 EIA of PHRP Rehabilitation and Maintenance Projects
Exhibit 5.1: Karachi-Hyderabad Super Highway
(See following page)
03119103 Environmental and Social Baseline 5-2
)Im_ z
Hyderabad
Legend EIA of PHRP Rehabilitation Projects (Phase 1) Highway Protection Boundary Roads Wasteland Culvert Hillock N5: Karachi-Hyderabad Toll Plaza 4 Contractores Camp I] Railway Line Section Main City 0 Town 0 Police Stabon r Scale Not to scale River Source Engineenng General Consultants
Canal ______0 2 4 8 12 16 k. Drawing W3E03PHR ______Date March 2003
EIA of PHRP Rehabilitation and MaintenanceProjects
Exhibit 5.2: Hyderabad-Hala Section
(See following page)
03/19a03 Environrnental and Social Baseline 5-4
Legend EIA of PHRP Rehabilitation Projects (Phase 1)
Highway - Reserve Forest - Road Unsettled Riverine Land Chalnage Stake - Rver N5: Hyderabad-Hala Culvert Canal Railway Line Avenue Tree A Section Main City 0 Protection Boundary Town 0 Mosque 0 Scale Not to scale Settlement 4-1Monument A Source Englneei1ng General Consultants
City Area Contractor's Camp 3 0 2 , ,0 15 20 k Drawing W3EO4PHR Agricultural Land E Date March 2003 I EIA of PHRP Rehabilitationand Maintenance Projects
Exhibit 53: Hala-Moro Section
(See following page)
03/19/03 Environrnental and Social Baseline 5-6
ProJects (Phase 1) Legend EIA of PHRP Rehabilitation Highway v4Reserve Forest Orch,ard Road RN5:Hala-Moro Chainage Stake - Sand Dune Culvert River Railway Line Canal Section Main City O Protection Boundary Town 0 Setftement Scale Not to scale Graveyard Source Engineering General Consultants Agricultural Land 43 9 IS 2 3 I Drawing W3EO5PHR , * * =wL' 1 Date March 2003
EIA of PHRP Rehabilitationand Maintenance Projects
Exhibit 5.4: Turnol-Chablat Section
(See following page)
03/19t03 Environmental and Social Bassllne 5-8
Legend EIA of PHRP Rehabilitation Projects (Phase 1) Highway Ribbon Development Road Stream (nala) N :T ro-h ba
Chainage Stake -Spnng cZ CulvertLeoend 0I Hill fPR eaililnPoe Pae1 Toll Plaza Contractor's Camp Section Railway Line Archeologtcal Sfte TownCty 0 Scale Not to scale Reserve Forest ~~~~~~~~~~~~~~~~~~~~~~~~~SourceEnglneennn General Consultants TornReserve Forest______Dev3lopment 18 DDrawingorat W3EO6PHRMarc 2003al Nur sery O7De
EL4 ofPPHRPRehabilitation and MaintenanceProjects
Exhibit 5.5: Corridor of Impact (Col 1) Limits for Phase I RMP Sections
Chainage Open Areasa Restricted Areasb
Section Construction LimitscPc Co/ Construction Lmitsc Co/ IC From To Maximum Minimum Weighted (m) (m) (m) (m) (m) Average (m) ( Karachi- 119 149 Constructon limit will extend to the edge Construction limit + 1 m or Constructon limit will extend Construction Hyderabad of the shoulder up to toe of embankment, to the edge ofthe shoulder limit + 1 m whichever is greater on either side of the section Hyderabad-Hala 162 +770 210 + 480 13.0 10. 2 11.3 138 7.4 7.4 Hala-Moro 214 + 850 317 + 771 13. 3 10.8 11.8 14.3 7.4 7.4 Tumol-Chablat 1,555 + 000 1,589 + 000 Construchon limit will extend to the edge Construction limit + 1 m or Constructon limit will extend Construction of the shoulder on either side of the up to toe of embankment, to the edge of the shoulder limit + 1 m section whichever is greater on either side of the secton
a Col 1 for open areas wmll be the weighted-average of the construction limit for open areas + 2.5 m for RMP. b Col 1 for restricted areas will be the construction limit in restricted areas for RMP c From center of ECW
03/19/03 Environmental and Social Baseline 5-10 EL4 of PHRP Rehabilitation and MaintenanceProjects
Open Areas In areas where there are no squatter settlements within the RoW, the Col 1 will extend up to 2.5 m from the construction limit, ie, where the toe-ditch/drain along the embankment under the upgraded design ends.
Ribbon Development Areas In areas where squatters have established businesses within the RoW, the Col 1 will be kept as close as possible to the construction limit. A roadside drain will be constructed along the road shoulder to protect the squatters' area from water draining off the carriageway. Given that ribbon development typically extends about 200 or 300 m from the highway, construction work will not be hindered since there is enough open area beyond the ribbon development strips for the movement of construction machinery. Most squatter-owned structures are temporary kiosks and their owners have indicated their willingness to shift farther away from the roadside once construction work begins.
Open Areas With Minor Ribbon Development The Col 1 limit will be kept site-specific in open areas where odd settlements or minor ribbon developments exist within the RoW. Where squatters have raised the level of their occupied area to the road level, the distance of the construction limit from the central line of the carriageway is much shorter than it would have been if the embankment were resting on natural ground. The Col 1 limit of 2.5 m from the construction limit fixed for open areas will therefore apply. However, where squatters' structures are located on natural ground with enough margin for the construction of an embankment and toe ditch/drain, the Col 1 limit will be kept as near the construction limit as possible in order to avoid unnecessary resettlement. The contractor will be required to exercise vigilance when moving machinery and workers in such areas.
Col 2 Col 2 marks the limit within which the indirect impact of project activities is expected. This includes the effects associated with noise, vibrations, vehicular enmissions, toxic emissions and fugitive dust from batching and mixing plants, and the consumption of natural resources, such as earth fill and water, required during construction. The pol 2 limit is determined by a number of factors, including environmental setting, types of environmental resources that fall within the zone of impact, and the nature of project- related activities. The potential induced impact must also be taken into account. For example, game reserve areas located even at a relatively large distances from the highway may come under stress due to increased numbers of visitors encouraged by the improved condition of the highway. Similarly, an improved highway may enhance the attraction of archaeologicaVrecreational sites to tourists. Sensitive areas, ie, protected areas and archaeological sites, likely to be affected are listed in Exhibit 5.18 and Exhibit B.9 in Appendix B, respectively.
03119/03 Environmental and Social Baseline 5-11 EIA ofPHRP Rehabilitation andMaintenanceProjecrs
For the purpose of this project, a limit of 200 m from the edge of the carriageway has been adopted as Col 2. This is based on the following reasons: 1. The Antiquities Act prohibits construction activity within 200 m from an archaeological monument/site. If such a casc is unavoidable, clearance must first be sought from the federal Department of Archaeology and Museums. 2. Measurement of noise levels in the field has indicated that traffic-generated noise dissipates significantly at a distance of 200 m from the carriageway. 3. Dispersion analysis of vehicular emissions indicates that the concentration of pollutants generally drops to an acceptable level at a distance of about 200 m.
5.2 Physical Environment This section discusses the following physical features of the corridor surrounding the selected RMP sections: * Geology o' Physiography o Climate * Water resources * Soil.
5.2.1 Geology Geologically, the section between Turnol and Chablat comprise Permian to Eocene marine shelf sediments with outcrops of limestone and sandstone, and alluvial and acolian deposits of Quaternary and Recent origin. The sections between Karachi an& Moro are spread across un-deformed Indian plate rock with a Recent sedimentary cove;,. See Exhibit B.1 in Appendix B for a map of the project area's geology.
5.2.2 Physiography The Tumol-Chablat section of the N5 falls within the Potohar Plateau towards the north: it is generally characterised by undulating and heavily eroded topography and are bisected by a series of low hill ranges. The Hyderabad-Hala and Hala-Moro sections traverse the Indus floodplain that extends across central Punjab and Sindh. This region consists of stretches of level to nearly level alluvial plain and scalloped interfluves formed by the deposits of the Indus and its four main tributaries, the Jhelum, Chenab, Ravi, and Sutlej. Towards the east and south, the highway sections are fringed by the Thar Desert. The Karachi-Hyderabad Super Highway (M9) falls within the piedmont plain of the Kirthar Hills that border Sindh and Balochistan. Undulating and rugged surface relicf marks the area with rock outcrops occurring frequently along the highway.
03t19/03 Environmental and Social Basellne 5-12 ELI of PHRPRehabilitation and Maintenance Projects
5.2.3 ClimatG
Climatic Zones and Rainfall The selected RMP sections fall within two climatic zones, as outlined below and summarized in Exhibit 5.6. (See Exhibit B.2 in Appendix B for a map of the climate zones that extend across the project corridor.)
Exhibit 5.6: Climate Summary of Phase I RMP Sections
Section Climate Zone Karachi-Hyderabad Hot, arid (very dry) Hyderabad-Hala Hot, arid (very dry) Hala-Moro Hot, arid (partly very dry, partly dry) Tumol-Chablat Cool, sub-humid (rain in summer and winter)
Cool, sub-humid. The Turnol-Chablat section receives approximately 500 to 1,000 mm of rainfall during summer and winter, and is relatively cooler than other areas of the highway. Hot, and (dry). The Hyderabad-Hala, Hala-Moro, and Karachi-Hyderabad sections fall within this zone, receiving about 125 to 250 mm of annual rainfall. The bulk of the rainfall in the project corridor is received during the monsoon season between July and September. October and November are by far the driest months, except for the sub-humid zone that also rcceives winter rains. The corridor between Kharian and Hyderabad in the Indus floodplain is prone to flooding in the monsoon season. The rainfall received by less arid sections of the project corridor helps cleanse the air of suspended dust, moistens the loose soil along the highway shoulders, prevents passing traffic from entrapping dust, and supports vegetation cover. See Exhibit 5.7 for mean annual rainfall data and B.3 in Appendix B for a map illustrating the rainfall pattern across the project corridor. 0
Exhibit 5.7: Rainfall Data for Phase I RMP Sections
Annual Wettest Month Driest Month Mtoooia Section Average with Rainfall with Rainfall Meteorological Rainfall , (MM) Station (mm) (mm) (mm)
Karachi-Hyderabad 178 August (61) January (1) Hyderabad Hyderabad-Hala 178 August (61) January (1) Hyderabad Hala-Moro 134 August (61) May (1) Nawabshah Tumol-Chablat 1,142 August (310) November (18) Chaklala
03/19103 Environmental and Social Baseline 5-13 EL4 of PJ-RP Rehabilitationand MaintenanceProjects
Temperature In general, the project corridor is subject to pronounced variations in temperature, directly and indirectly influencing the environment of the highway (see Exhibit 5.8 for temperature data).- Hot, dry conditions during May and June and deteriorating air quality and adversely impact the road pavement. The frequent dust storms associated with such weather increase suspended particulate concentration in the air, leading to impaired driving vision. The soil bordering the highway also becomes very dry and as moving traffic entraps air particulates, roadside populations may be vulnerable to increased exposure to suspended matter.
Exhibit 5.8: Temperature Data for Phase I RMP Sections (1961-1990)
nnuall Hottest Month Section Mean Maximum Annual Moan aMeteorolgical (IC) Mimmr°C) Maximum (C) station Karacrhi-Hyderabad 34.5 21.0 May (41.6) Hyderabad Hyderabad-Hala 34.5 21 0 May (41.6) Hyderabad Hala-Moro 34.6 17.9 June (43.2) Nawabshah Tumol-Chablat 28.6 14.1 June (38.6) Chakiala
Winds The wind systems that affect the project corridor gcnerally arise from a northerly direction in winter and from the southwest in summer. Wind speeds as well as diumrl and seasonal patterns vary considerably along the highway. The proportion of days tlhat show calm conditions for the selected highway sections range from 20% to 40%. Ap-art from the monsoon season, when the rains are often accompanied by strong winds, the' dispersal of pollutants along the sections in northern Sindh will be relatively low compared to other sections. (See Exhibit 5.9 for data on wind readings across the selected RMP sections).
Exhibit 5.9: Wind Data for Phase I RMP Sections
Predominant Percentage of Meteorological Section Wind Calm Sttion Direction Readings Station Karachi-Hyderabad S (39), N (18) 28 Hyderabad Hyderabad-Hala S (39), N (18) 28 Hyderabad Hala-Moro S (21). SE (19) 21 Nawabshah Tumol-Chablat W (19), NE(8) 35 Chaklala
03119/03 Environmental and Social Baseline 5-14 EL4 of PHRP Rehabilitationand Maintenance Projects
5.2.4 Water Resources
Surface Water The Indus River, its five main tributaries (the Kabul, Jhelum, Chenab, Ravi, and Sutlej) and minor tributaries (the Haro and Soan) intersect or lie close to the project corridor. The area is also drained by an extensive contiguous irrigation system, including six major canals that also cross or flow close by the highway. Given the extensive recharge from the rivers and irrigation systems, the project corridor and its bordering areas are subject to water logging and salinity. This invariably causes road embankments to collapse and the highway pavement to deteriorate earlier than it might otherwise. Pockets of wetland resulting from water logging are frequently encountered along the project corridor. Although a large number of cross-drainage structures have been constructed across the project corridor, many do not have the capacity to withstand regular floods, resulting in the seasonal flooding of adjoining areas.
Groundwater The Indus Basin, through which the projiect corridor passes, overlies a vast, unconfined aquifer containing roughly 142,000 km of water reserves, and a potential of 59 km3 of fresh groundwater (Ahmad and Afzal, 1997). The water quality is generally brackish because of the deposition of sediments under marine conditions. However, seepage from the river and extensive canal systems has modified the groundwater regime tremendously. Presently, fairly wide belts of fresh groundwater exist along the rivers that traverse the project corridor, and at shallower depths in irrigated areas developed by seepage from the canal system. The area's groundwater reserves are extensively exploited using both deep and shallow tube wells, for irrigation and drinking purposes. See Exhibit 5.10 for baseline data on water quality tested at sampling locations along the selected RMP sections.
5.2.5 Soils The soils along the northern corridor of the N5, ie, Tumol-Chablat, are derived from piedmont wash from the Hindu Kush and Suleman mountain ranges. These soils are generally derived from fine-textured aeolian deposits that are extremely susceptible to erosion by wind and water. As the project corridor skirts the Cholistan and Thar deserts towards the south, the soils become coarser and sandier. The highway sections between Hyderabad and Moro (central Sindh) contain soils that are medium to moderately fine in texture, ie, loam, silt- loam, and clay-loam. The soils found along the Karachi-Hyderabad Super Highway are coarse textured and largely ridden with gravel and pebbles (see Exhibit 5.11 for a summary of soil characteristics).
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Exhibit 5.10: Water Quality Sample Results for Selected RMP Sections
Section Location Source of Water pH Turbidity DO BOD COD TSS TDS Nitrates E. Coli (Ntu) (mg/l) (mgl) (mgl) (mg/i) (mg/l) (Units) (100 ml) Hyderabad-Hala 202+600 Lakesar minor 7.7 28 6.19 21 4.8 120 158 ND 93 195+800 Private tubewell (shallow) 7.4 4.2 3.37 ND 1.0 95 470 ND 0 Hala-Moro 312+100 Private tubewell (shallow) 7.4 4.2 2.69 ND 0.1 125 510 ND 11 260+800 Waterlogged impoundment area 8.7 46 7.16 13 28 160 4440 ND 75 Tumol-Chablat 1581+100 Natural stream (Wah Cantt.) 7.69 25.0 (fau) 7.8 15.4 22.0 9.0 500 6.8 13 1557+200 Well 8.08 18 0 (fau) 8 0 2.5 5 0 3.0 600 2.2 40 ND: Not detectable in ppm SCARP: Salinity Control and Reclamation Project
Exhibit 5.11: Soil Characteristics and Land Use
Section Soil Type Agriculture Karachi-Hyderabad Coarse textured extensively laden with gravels and pebbles Mostly barren land Hyderabad-Hala Medium to moderately fine, le, loam, silt loam and clay loam Wheat, rice and sugarcane Orchards of banana, mango, date palm and occasionally Chico Hala-Moro Medium to moderately fine, ie, loam, silt loam and day loam Wheat, rice and sugarcane Orchards of banana, mango, date palm and occasionally Chico Tumol-Chablat Fine textured and aeolian deposits Wheat, maize and bajra Orchards of loquat at some places
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5.3 Ambient Quality of Environment
5.3.1 Ambient Air Quality There is very limited data available on air quality in Pakistan. However, a series of studies conducted for the Japan International Cooperation Agency (JICA) for major urban centers such as Karachi, Lahore and Rawalpindi/Islamabad (HBP, 2000) was used to simulate the project corridor's ambient air conditions. Data from the most recent JICA study is summarized in Exhibit 5.12. The study includes a number of locations such as Pirwadhai (Rawalpindi) and Chowk Yateem Khana (Lahore) that are either close to the N5 or could be considered to represent conditions similar to those encountered on the project corridor, including the proposed RMP sections.
Exhibit 5.12: Ambient Air Quality Data (JICA Study)
3 Location Sampling CO ppm NOx ppb SOx ppb PM1o I gIm Date Average Max. Average Max. Average Max Average Max. Hourly Hourly Hourly Hourly Yateem Khana Chowk, April 5, 2000 2 3 7.0 195 356 47 88 1,048 1,362 Lahore Azadi Chowk, Lahore April 6, 2000 2.7 9.4 140 401 36 72 745 1,349 Lohari Gate, Lahore April 7. 2000 2 3 4 2 70 96 40 211 888 1,324 Bank Square, Lahore April 8, 2000 3.9 6.8 238 423 58 95 860 1,400 Qurtaba Chowk, Lahore Apnl 10, 2000 2.9 9.4 233 556 41 95 932 1,535 Raja Bazar, Rawalpind May 7,2000 1.4 28 47 110 3 8 787 1,167 Committee Chowk, May 8, 2000 2 4 6 7 124 237 25 47 827 1,214 Murree Road, Rawalpindi Pirwadhai Chrwk, May 9, 2000 1.7 3 6 56 95 29 61 910 1,406 Rawalpindi Abpara Chowk, May 10, 2000 1.2 3.0 168 350 36 60 501 938 Islamabad o 19 Chowk, Islamabad May 11, 2000 1.9 3 6 118 227 21 47 539 854
0 As air quality standards have not been introduced in Pakistan as yet, the measured values of particulate matter (PM,o) and carbon monoxide (CO) were compared with standards set by the World Health Organization (WHO), the United States Environmental Protection Agency (USEPA), and other international standards including the Japanese standard. Exhibit 5.113 summarizes these standards. For the purpose of this report, the following values (referred to as 'suggested limits' in this report) were used: D CO: 35 ppm over an averaging time of one hour corresponding to both the USEPA and WHO standards D Nitrous oxides (NOx): 106 ppb over averaging time of one hour, corresponding to the WHO guidelines, which are less stringcnt than the USEPA limit of 53 ppb
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* Sulfur oxides (SOx): 140 ppb over an averaging time of one hour, corresponding both to the WHO guidelines and USEPA standards.
*. PM1O: 200 ppm over an averaging time of one hour corresponding to the Japanese standard. This specifies a limit on an hourly basis, and is less stringent than the WHO and USEPA standards that cannot be met in typical conditions in Pakistan, where background concentrations of dust exceed the WHO limit of 70 ig/m3.
Exhibit 5.13: International Air Quality Standards
USEPA WHO Japan Pollutant Standard Averaging Guideline Averaging Standard Averaging Stanard Time Giene Time Stnad Time CO 35 ppm 1 houra 35 ppm 1 hour _ _ NOX 53 ppb 1 year 106 ppb 1 hour _ _
Sox 140 ppb 1 houra 134 ppb 1 hour
3 1 3 PM10 1501 g/m 24 hours' 701 g/m 24 hours 2001 g/m3 1 hour a Not to be exceeded more than once a year
Standards and guidelines for averaging times of one hour were used since the measurcd values were for the same period. Data for the full period of a day or a year could not be collected within the constraints of this study The conclusions of the JICA and other studies is summarizcd as follows: 1. Although CO exceeds the suggested limit of 35 ppm at busy urban locations, general CO levels remain within this limit. However, as traffic levels build up, the suggested limit will easily be surpassed in the future. 2. SOx and NOx levels tend to be lower in comparison to the suggested limits of 140 and 106 ppm, respectively. These limits are not likely to be exceeded in the immediate ten-year period, but will be of concern in the longer term. SOx levels will be more controlled once the limit for sulphur in diesel fuels (from the current standard of 1.0%) is lowered (presently under consideration by the government). 3. PM1Olevels are of great concern and almost always surpass the suggested limit in urban locations. Overloaded trucks and buses, worn engines, and the poor quality of engine maintenance are the main reasons for high PM1o levels. This situation is expected to deteriorate further in the future.
Methodology for Air Quality Study Air quality measurements were carried out at selected locations along the N5 to assess the current conditions of ambient environment in the project corridor. Three sites bctwecn Hyderabad and Moro, and two along the Turnol-Chablat section were sampled for CO and PM1o efflucnt emissions (see Exhibit 5.14 for a map of the locations where air quality samples were measured).
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An attempt to collect data for NOx and SOx levels was made as well, but discontinued as the instrumentation available in the country at the time of the study lacked the appropriate sensitivity to measure these pollutants at parts per billion (ppb) levels. CO levels were measured using a continuous sampling unit calibrated prior to field use, and electrochemical sensors. Readings were taken every 15 minutes and reported as a one-hour average. PM1o levels were measured using a high volume sampler equipped with an appropriate filter. The high volume sampler was operated for a period of one hour. Air quality data was collected at various points along the project corridor, over a period of eight days during the second and third weeks of October 2002. All measurements were made downwind of the highway, at distances varying from 2 m to 29 m from the edge of the highway. Wind velocities ranged between 0.5 to 1.5 mls. Locations where pollutant concentrations were likely to be high were selected to assess 'worst-case' situations, and measurements were made in areas with extensive ribbon development where traffic was heavier and slower.
Results and Conclusions Exhibit 5.15 provides a summary of results for air quality data along selected highway sections. The key observations of the study are summarized below: 1. The traffic counts measured during the survey are comparable to the traffic estimates for the selected RMP sections presented in Exhibit 7.5 in Section 7. The data is largely representative from this point of view. 2. The composition of traffic was not recorded. Areas with ribbon development that were selected for sampling purposes could have relatively higher number of smaller vehicles such as cars and vans as compared to stretches outside the settled areas. CO levels associated with smaller, gasoline-fueled vehicles are expected to be higher at these locations. 3. Hourly CO levels averaged between 1 and 4 ppm for typical 10aiour measurement periods, and peaked in the range of 2-7 ppm. The measured values are well within the suggested limit of 35 ppm. Allowing a 100% margin for peak pollution levels over the period of a year where wind conditions and traff?c levels could contribute to higher pollutant concentrations, CO levels are expected to remain within the suggested limit of 35 ppm. 4. CO levels appear to be higher in areas with extensive ribbon development, irrespective of the traffic count. Taxila in the Tumol-Chablat section and Kazi Ahmad town on the Hyderabad-Hala section illustrate this p6int. 5. Hourly PMlo levels averaged between 74 and 206 i g/m3 for typical 10-hour measurement periods, and peaked in the range of 89-242 ig/m . Levels above the suggested limit of 200 ig/m3 were recorded at three out of five sampling locations. However, allowing a 100% margin for peak pollution levels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant concentrations, PMlo levels are expected to remain within the suggested limit of 200 ig/m3 at almost all these locations.
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Exhibit 5.14: Sampling Locations for Air Quality
(See following page)
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Exhibit 5.15: Ambient Air Quality Measurements for Selected RMP Sections
3 Segment Location Chainage Distance Avg. CO ppm PM1 0 i gIM (km) from Hourly Highway Traffic Average Max. Average Max. Edge (m) Count Hourly Hourly
Hyderabad-Hala Village Sekhat 188-189 2 512 2.0 4.0 141.4 212.0 Kazi Ahmad 274-275 2 431 4.4 7.0 206.3 242.0 Hala-Nawabshah Town
Shahpur 305-306 6 468 0.7 2.0 113.7 130.0 Nawabshah-Moro Jehanian
Tumol-Chablat Village Taxila 1574-1575 8 1661 4.1 7.0 130.2 156.0 Tumo-Chablat Wah Cantt 1580-1581 29 1397 1.2 2.0 204.1 242.0
5.3.2 Noise Levels Given the absence of reliable noise data, a limited survey was undertaken along the selected RMP sections (see Exhibit 5.16 for a summary of average noise levels along selected sections of the project corridor, and Appendix E for detailed baseline data on noise levels for the proposed RMP sections). These locations included residences, schools, and hospitals in the rural areas, situated at a distance between 50 m and 100 m from the edge of the highway. Average daytime and nighttime noise levels along the proposed RMP sections range bctween 64 and 65 dBA at 50 m. Roadside noise level measurements were recorded at two points simultaneously, one at a distance of about 6 m (corresponding to roughly 7.5 m from source vehiclcs) from the edge of the highway, and the other 50 to 100 m from the edge (receptor level) were found to be well within the permissible limit of 85 dBA prescribed by the National Environmental Quality Standards for motor vehicles. The NEQS do not prescribe a noise level limit for receptors. Compared to the WHO noise guidelines that prcscribe a limit of 55 dB0i for outdoor areas (see Exhibit 5.17), the roadside noise level measurements for both day and night exceed the applicable limit along the selected RMP scctions. As evident from the data in Appendix E, most roadside noise level measurements also exceed the applicable'limit, the maximum level being 64.4 dBA on the Turnol-Chablat section. Compared with the Chinese standard of 70 dBA and 55 dBA for day and night rcspectively (for Class IV Trunk Road and Railway), the daytime values fall within the suggestcd limit while nighttime values do not.
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Exhibit 5.16: Average Noise Levels for Selected Highway Sections
Average Noise Levels at 6m from Road Edge Average Noise at Receptor Level Section Date Chainage (km) Distance Day Night Receptor from Road Day Night (dba) (dba) Edge (in) (dba) (dba)
Hyderabad-Hala January 29-30, 2002 181-182 65.1 65.2 Residence 100 63.9 63.3
Hyderabad-Hala January 30, 2002 184-185 64.1 - lqra Primary School, Goth Ghulam Akbar 50 62.9 - Shah
Gujranwala-Kharian Apnl 12, 2002 1400-1401 65.1 - Govt. High School, Thekhnan 50 63.2 -
Gujranwala-Kharian April 13, 2002 1405-1406 65.3 - Rural Health Center, Punjan Kassana 50 63.8 - Gujranwala-Kharian April 13-14, 2002 1386-1387 65.0 64.7 Residence 50 62.9 62 6
Nowshera-Peshawar April 18, 2002 1661-1662 65.2 Govt. High School, Nowshera 100 63 2 - Nowshera-Peshawar Apnl 18-19, 2002 1661-1662 66.0 65.8 Residence 50 63.2 63.4
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Exhibit 5.17: WHO Guideline Values for Community Noise in Specific Environments
Specific Environment LAeq LAmax, (dB) fast (dB) Outdoor living area 55 - 50 - School class rooms and pre-schools (indoors) 35 - School, playground (outdoors) 55 - Hospital, ward rooms (indoors) 30 40 30 - Hospital, treatment rooms (indoors) #1 Industial, commercial, shopping and traffic areas 70 110 (indoors and outdoors)
5.3.3 Water Quality The quality of groundwater in the project corridor ranges from fresh near the major rivers to highly saline farther away. The general distribution of fresh and saline groundwater in the country influences the options for irrigation and drinking water supplies. Exhibit 5.10 contains baseline data on watcr quality tested at selected sampling locations along the RMP sections. The water quality of the Indus and its tributaries is suitable for irrigation purposes. The concentration of total dissolved solids (TDS) ranges from 60 to 375 mg/l, which is considered safe for irrigated agriculture. The water quality tends to deteriorate downstream but remains within permissible limits for agricultural use. The disposal of untreated municipal and industrial wastewater, as well as saline effluents from bordering agricultural areas has led to significant deterioration in the quality of groundwater in the project area. With the exception of deep bore wells, E. coli were detected in practically all the samples drawn from shallow wells, canals and distributaries. The water from these sources is not fit for human consumption.
5.4 Biological Environment
5.4.1 Vegetation In general, the areas traversed by the project corridor are poorly vegetated and fall within three main ecological zones, as described below. See Exhibits B.4 and B.5 in Appendix B for a map of the area's natural vegetation, and a list of common vegetation found along the project corridor, respectively.
Tropical Thorn Forest and Sand Dune Desert The sections between Hyderabad and Moro fall in this vegetation zone, its principal edaphic feature being its deep soil. Much of this region has been cleared for cultivation, and remnants of the original forest are heavily degraded as a result of the growing need for fuel wood, fodder, and timber. The existing natural vegetation includes primarily
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Salvadora oleoides (wan), Prosopis cineraria(jand), Capparisaphylla (karir), and Acacia nilotica (babul, kikar). The Karachi-Hyderabad section is largely barren of vegetation, this being limited to bushes and some denuded scrub forest. Common tree species found growing within the RoW include Acacia nilotica (babul, kikar), Dalbergiasissoo (shisham), Eucalyptus camaldulensis (sufaida), Melia azedarach (bakain), Morus alba (toot), and Prosopisjulifora(mesquite). However, the sections passing through parts of northern Sindh generally lack avenue plantations because of inadequate water supplies and saline soils. The major plantations located along the selected RMP sections include Changa Manga, Chichawatni, Khanewal, Walhar, Bahawalpur, Mirpur Sarhad, Pai, and Miani. Further south, there are extensive areas of undulating sand dunes with little or no vegetation along the Thar Desert.
Tropical Deciduous Forest Part of the Turnol-Chablat section passes by this zone. The dryer regions of the forest support dry Sclerophyllus and it is only in the shadier ravines that certain varieties of typical tropical deciduous species (of Indo-Malayan origin) may be found.
Sub-tropical Dry Evergreen Forest A small part of the Turnol-Chablat section falls within this vegetation zone, and is characterized by a less pronounced monsoon influence. Most of the region is overgrazed and shows signs of heavily degradcd vegetation.
5.4.2 Protected Areas and Wildlife Exhibits 5.1 to 5.4 also identify the location of protected areas along the project corridor. These include national parks, wildlife sanctuaries, and game reserves under the controi of provincial forest departments. Details on the location of these areas, classification, arid distance from the RoW are given in Exhibit 5.18. Exhibit B.6 in Appendix B includes a list of common wildlife found in protected areas along the project corridor. As levels of disturbance along the projcct corridor have bcen high and the areas accessible to humans for a long time, wildlife abundance and diversity fn the protected areas listed in Exhibit 5.18 is very low. Species still found here include jackal, fox, wild hare, wild boar, and partridge. A fairly diverse range of bird species is found living along the RoW, including common species such as the parrot, dove, common myna, bulbul, trec pie, Indian roller, crow, and sparrow. Frequently seen birds of prcy include the common pariah kite, black-shouldered kite, and white-backed vulture. Species of heron and egret arc generally found near water bodies. Wintering waterfowl are mainly concentrated in the wetlands of lower Sindh. As levels of disturbance along the RoW are already high, the abundance and diversity of birds on the RoW is low.
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Exhibit 5.18: Protected Areas Within 500 m of Phase I RMP Sections
Protected Area Classification N5 (kfr)
Hyderabad-Hala Miani Dhand Wildlife sanctuary 10 Guisher Dhand Wildlife sanctuary 12 Samno Dhand Wildlife sanctuary 12 Miard RF Game reserve Along N5 Kathri RF Game reserve 0.5 Mohd. Khan RF Game reserve 1 Matiari RF Game reserve 2 Murad Rais RF Game reserve 2 Kacho Khanot RF Game reserve 4 Raisai RF Game reserve 2 Hala RF Game reserve 2 Hala-Moro Kot Dinghano Wildlife sanctuary 8 Sahib Samo Game reserve 10 Lakhat Wildlife sanctuary 6 Pai Forest Wildlife sanctuary 0 5 Mohabat Dero Wildlife sanctuary 12 Mari RF Game reserve 3 Rano RF Game reserve 2 Noorabad RF Game reserve 2 Tumol-Chablat Islamabad Wildlife sanctuary 1 Margalla Hills National park 2 Islamabad Game reserve o 1 RF: Reserve forest
5.5 Socioeconomic and Cultural Environment The project corridor passes through 20 districts as well as federal territory. The selected RMP sections pass through seven districts as well as federal territory (see Exhibit B.7 in Appendix B for a district-wise distribution of the selected RMP sections).
5.5.1 Demography and Settlements The project corridor passes through an area (Punjab, Sindh, and NWFP) that collectively sustains almost 92% of the country's population (see Exhibit B.8 in Appendix B for demographical data for the selected RMP sections). The selected RMP sections negotiate one major city (Hyderabad), 14 towns, and a large number of small villages.
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A section-wise distribution of the urban and rural settlements along these sections is provided in Exhibit 5.19.
Exhibit 5.19: Urban Settlements Located Near Phase I RMP Sections
Section Chainage (km) MajorlMinor Town Chainage of Offset from Cities City/Town (kmn) N5 (kin)
Hyderabad- 163-209 Hyderabad - 163 3.0 Hala - Hala 211 1.5 Hala-Moro 215-315 - Hala 211 1.5
- New Saeedabad 229 1.5
- Sabu Rahu 240 - - Sakrand 250 3
- Sukho Manaijo 264 -
- Kazi Ahmad 275 -
- Daulatpur 302 -
- ShahpurJahan 310 - - Moro 320 1.0
Tumol-Chablat 1550-1590 - Tumol 1555 - -- - Sang Jani' 1561 - Taxila 1569
- Wah Cantt 1569 2 - Hasan Abdal 1585
5.5.2 Encroachments and Structures within the RoW Commercial/Residential Encroachments It is common for the inhabitants of villages located near a highway to establish their businesses and construct houses along the roadside. Normally, such developments occur on proprietary lands outside the RoW. However, encroachments onto state-owne'd land are also common, particularly where checks on such practices are weak. During the field survey, it was found that squatters, particularly vulnerable ones, generally establish themselves within the RoW with the permission and protection of village notables and local administration, who may charge rent for the land and for the structures constructed by the squatters. These structures are primarily commercial in value (although some may be residential), and include shops, kiosks, thatched sheds, and mobile-vendors, etc. A total of 468 structures currently exist within the RoW of the Phase I RMP sections, of which only 28 fall in the Col 1 (see Section 8.1) and will require relocation under
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Phase I. These 28 structures are all commercial units and include four shops, five shops cum thatched sheds, three thatched sheds, two kiosks, and 14 mobile-vendor units. Exhibit 5.20 summarizes the commercial/residential structures located within the RoW of the selected RMP sections (see Exhibit 8.1 for a summary of structures that fall within the Col 1).
Exhibit 5.20: Commercial/Residential Structures Located Within RoW (Phase I RMP)
Section Chainage Town/Village Within RoW Total S S+TS K H TS VM Misc. Karachi-Hyderabad - - _ - _ _ _ _ _ Hyderabad-Hala 187 Bahu Dero - - 1 1 1 _ _ 3 189 Sekhat 3 - - - 1 _ _ 4 (ECW) 193 Khyber 3 - 11 - 6 14 - 35 201 Khandu 4 - 4 4 2 - - 14 206 Bhit Shah More 1 - - 2 - - 3 - Scattered - _ _ 6 1 - - 7 Total 11 16 11 13 14 - 65
Hala-Moro 238 Hala Branch 4 - 2 - 1 - - 7 240 Sabu Rahu 27 1 5 12 5 - 1j 51 256 Goth Panhal 3 3 - - 1 - - 7 Khan (ECW) 258 Dino 8 1 - - 1 - _ 10 - Scattered - _ 3 - 4 - _ 7 269 Mashakh 20 _ 2 - 3 - _ 25 286 Bachalpur 25 _ 1 - _ _ 26 288 Nawab Wali 38 _ 2 - 1 _ _ 41 Muhammad Khan 308 Shahpur 4 - _ 1 _ _ 5 Jahania Total 129 5 15 13 i 1 179 Turnol-Chablat 1,570-1,571 Taxila 48 - 4 _- - - 52 1,571-1,573 Taxila 67 - 4 - - _ a 71 (SB/NB) 1,574-1,576 Jinnah Colony 27 - 6 _- - - 33 1,579-1,581 Wah Cantt. 67 - 1 _- - - 68 Chowk Total 209 - 15 _- - - 224 Total no. of structures In RoW (Phase I RMP) _ _ I 468 This indudes a vacant plot of 10 x 15 ft. falling within the RoW and claimed by the respondent to be proprietary land purchased on cash payment 2There are 48 nurseries located within the RoW on this section Note: S: Shop K: Kiosk (khokha) H: House TS: Thatched shed VM: Mobile vendor within median V: Mobile vendor
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Other Structures Within and Close to the RoW Structures of religious and cultural significance, including 13 mosques, six graveyards, and one shrine fall within the RoW of the selected RMP sections. A number of public utility structures including 26 wells/hand pumps, 60 electricity and telephone poles, and 16 police check posts are also located within the RoW. Exhibit 5.21 provides a breakdown of public structures established within the RoW of the selected RMP sections. Other sensitive areas that lie close to the carriageway of the RMP sections include 16 private and public schools, and two health centers. These are listed in Exhibit 5.22.
Exhibit 5.21: Public Structures Located Within RoW of Phase I RMP Sections Community-Owned Property Public Property Section Mosques Graveyards Wellsl Hand Shrines Police Electricityl I Pumps Posts Telephone Poles Hyderabad-Hala 7 2 4 _ 11 11 Hala-Moro 4 2 14 _ 5 25 Tumol-Chablat 2 2 8 1 - 24 Total 13 6 26 1 16 60
Exhibit 5.22: Schools and Hospitals Located Near Phase I RMP Sections Approx. Offset from Edge-of Chainage Educational Health Carriageway (i) Highway Section (km) Institutions Centres Along Along - ECWISB ACWINB- Hyderabad-Hala 169-170 PS 5 (construction activities on 171-172 PS 7 ECW/SB) 173-174 PS 50 184-185 PS . 25 189-190 MS 6 195-196 PS 1O Hala-Moro 231-232 PS 25 (construction activities on 240-241 HS 18 ECW/SB) 255-256 PS 35 269-270 PS 6 275-276 PS 10 287-288 PS 20 291-292 PS 30 296-297 PS 15 305-307 H 30 307-308 HS 30 Continues .
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... Continued Approx. Offset from Edge of
Highway Section Chainage Educational (km) Institutions CentresHealth AlongCarmageway Along(m) ECWISB ACWINB
Turol-Chablat 1579-1580 ES 25 (construction activities on both camiageways) 1580-1581 H 8 Note: PS: Primary school MS: Middle school HS: High school ES: Elementary school IC: Intermediate college H: Health center
5.5.3 Cultural and Historical Heritage
A list of sites of cultural, historical, and archaeological importance located along the selected RMP sections is given in Exhibit B.9 in Appendix B. Those that fall in the vicinity of these sections are generally located more than 2 km from the proposed road construction sites.
5.5.4 Occupational Pattern
Pakistan's economy is primarily agricultural. Apart from the cities and towns located in the vicinity of the project corridor where economic diversity is relatively high, rural communities are essentially involved in agriculture or associated occupations. Detailed information on the socioeconomic environment of the districts through which the project corridor passes, and the communities established within the RoW is provided in the social assessment accompanying this study. Exhibit B.1lO in Appendix B provides a map indicating land use patterns in and around the project corridor.
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6. Public Consultation
This section describes the outcome of the public consultation sessions held with different stakeholder groups that may be impacted by the project. The consultation process was carried out in accordance with the World Bank Operational Policy (OP 4.01) on public consultation. The objectives of this process were to: 1. Share information with stakeholders on proposed improvement works and expected impact on the physical, biological, and socioeconomic environment of the project corridor. 2. Understand stakeholder concerns regarding various aspects of the project, including the existing condition of the highways, upgrade requirements, and the likely impact of construction-related activities and operation of the improved highway. The public consultation forums used were: * Workshops held with general stakeholders * Scoping sessions held with local communities * Focus group discussions held with general highway users, including transport passengers, vehicle drivers, roadside shopkecpers, and passersby. Exhibit 6.1 provides a summary of the meetings held with respect to datc, venue and stakeholder participation. These include an overview of the procedurcs used to identify stakeholders, disseminate project information, and record public concerns. AppendiJC provides detailed records of the public consultations hcld.
6.1 General Stakeholder Workshops Stakeholder workshops were organized by the EIA consultants to discuss project specific issues. The Association of Road Users of Pakistan (ARUP) organized a'series of regional discussions in 2000 that have provided valuable inputs for design of the project. The process and the outcomes of these workshops are discussed below.
6.1.1 Workshops Organized by EIA Consultants The ELA Consultants organized two regional stakeholders' meetings, one in Hyderabad for Sindh-based stakeholders, and another in Lahore for Punjab- and NWFP-based stakeholders. The participants included government and NGO representatives, environmental field specialists, engineers, road contractors, highway users, and a cross- section of project-affected persons (PAPs), such as roadsidc vendors and shopkcepcrs, squatters, and petrol pump dealers. The meetings were publicized with the help of the district administration, union councils, personal contacts, and broadcast media.
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At both workshops, participants were made aware of the purpose of the workshop, the scope of highway improvement works, and probable impact of construction activities and subsequent operation of the highway with reference to project affected persons. A group of field specialists explained the technical and environmental aspects of the project in more detail. Finally, participants were distributed into groups to formulate and record their concerns. Each group's concerns were discussed with all the participants in general, followed by a question-answer session.
Sindh Stakeholder Workshop The main concerns raised and suggestions received at this worksho;p are listed below.
Highway Design > Eliminate dangerous curves and unnecessary unauthorized U-turns.
D) Ensure that side road intersections are properly laid. >- Construct fencing on both sides of the highway to prevent accidents. > Construct more bypasses, pedestrian crossings near educational institutions, and bus stops to minimize accidcnt risks. > Improve the general drainage system for rain/flood and sewage watcr. > Plan roadside tree plantations to counter the impact on natural ve-etation.
Highway Construction
> Avoid hiring outside labor that is likcly to restrict local women's mobility and create social unease.
D Cornpensate landowvncrs for acquired land according to market rates. * Prcvent soil crosion aMong the road berms and shouldcrs.
Highway Operation > Introduce ncw legislation to control fuel quality, vehicular cmissions, and traffic flows and to protect ncighboring wildlife habitats. • Encourage bctter training of highway users in propcr traffic sense and rules.
D Introduce weighbridges to prevent excessive load on roads. o Strictly enforce speed control. *. Introduce additional safety measures, including more cautionary signs. i Encourage grove plantings at petrol pump sites and restaurants by their respective owners. * Provide drinking water arrangements at every bus stop.
03/19/03 Public Consultation 6-2 ELI ofPHRP Rehabilitation and Maintenance Projects
Punjab- and NWFP-Stakeholder Workshop The main concerns raised and suggestions recorded at this workshop are listed below.
Highway Design * Formulate a well-defined policy on axle limits and pavement design. * Eliminate dangerous curves and unnecessary unauthorized U-turns. i Construct a median barrier. * Construct overhead crossings for pedestrians. * Plan roadside tree plantation extending into the RoW to counter the impact on natural vegetation.
Highway Construction >. Reaffirm whether the present land use plan is compatible with the ETA. D Ensure that Pak-EPA regulations regarding pollution and industrial water disposal are enforced. i Consult existing occupants or building owners wlhcn preparing a resettlement plan.
> Disbturse compensation fairly among PAPs.
> Ensurc that road construction material on dump trucks or stockpile areas, is not left uncovercd or allowed to cause dust pollution.
Highway Operation o Introduce fresh safety measures, including more cautionary signage and dctours.
> Strictly enforce speed control and restrict the usc of vehiclc horns. b Ensure that cross-drainagc structures are maintained to avoid clhokinig with debris.
6.1.2 Workshops Organized by ARUP The Association of Road Users of Pakistan (ARUP) organized a series of regional stakeholders' meetings to assess baseline performance indicators in Pakistan's road sector during the year 2000, seek initial inputs on the proposed design of the PHRP, and to draft terms of reference for the project's environmental and social assessment studies. These workshops were held in Hyderabad for Sindh-based stakeholders, in Gujranwala for Punjab-based stakeholders, in D I Khan for NWFP-based stakeholders, and in Khuzdar for Balochistan-based stakeholders.
03/19/03 Public Consultation 6-3 ELg ofPHRP Rehabilitation and Maintenance Projects
The concerns raised by the participants are listed below. D General dissatisfaction with travel time and lack of adequate cautionary/information signage and markings. D Restricted mobility, particularly for women, caused by lack of rural roads and inadequate public transport. • Delays in implementing road construction/rehabilitation projects. D Lack of rest areas and toilet facilities along the highway. D High accident risk to highway users and unacceptable delays in treating accident victims. D Exposure of surrounding population to excessive emissions and noise generated by vehicles and construction equipment. D Inadequate vigilance in identifying and addressing adverse project effects on people's health, safety, and access. D No fecdback mechanism to encourage effectivc beneficiary participation. D Loss of agricultural land and natural habitats. D Inadequatc and delayed compensation payments. > Delayed compensation for loss of livelihood. > Socioeconomic impact of migrant construction labor. D Risk to places of cultural valuc.
6.2 Scoping Sessions A series of scoping sessions and focus group discussions weI-C carried out with local communities and local govcrnmcnt representatives. Thc mectings were held at various sites along the project corridor (for location details, sec Exhibit 6.1). Generally, people werc found to be aware of the necd to upgrade the highway, and indicated thcir support for the NHA. The proposed construction of thcadditional carriageway (ACW) met with particular support since it will rcduce traffic congestion and other road hazards near settlements along the project corridor. Local communitics demanded that they be part of a continuous consultation process with other stakeholders at different stages of the project including the design, construction, and operation periods. The most commonly raiscd concerns are listed below: Highway Design D Improve general standards of construction. > Facilitate pedestrian and animal crossing by avoiding a diffcrence in level between the ACW, ECW, and median. D> Help abate dust emissions by concreting road shoulders. > Avoid constructing sharp road curves.
03119/03 Public Consultation 64 ELA ofP,HRP Rehabilitationand Maintenance ProJecLt
i* Construct service lanes and U-tums where required, and bypasses near settlements. * Erect pedestrian overhead bridges, particularly near schools, hospitals, and critical points, along with a fence or partition wall in between carriageways. *n Provide drain outlets to help drain away runoff from the highway, particularly in areas where road level is higher than that of surrounding settlements. i* Provide footpaths and lanes for slow-moving traffic, particularly cyclists. * Build bus bays, passenger shelters, and parking areas, particularly for rickshaws. * Provide rest areas and toilet facilities along the highway. *n. Plant trees along the highway that could be entrusted to the care of local communities.
Highway Construction o Avoid undue delays in road-construction and cnsure that project works arc carried out in one stretch rather than in piecemcal manner. t2 Ensure that the contractor does not use private land for parking construction machinery. * Avoid dumping construction material along the highway and median. > Adopt measures to minimize dust, smoke, and noise pollution, and to control spillages from construction machinery.
D Provide proper diver-sions for traffic during construction to avoid traffic congestion, related hazards, and dust emissions. Highway Operation o Provide mcdical aid ccnters along the highway to treat road accident emergencies. t Erect cautionary and information signs. D Control over-speeding, overloading, traffic disorders and violatibns of traffic regulations; construct speed brcakers where required. * Prohibit commercial vendors and squatters from encroaching on the RoWe * Ensure that cross-drainage pipes and culverts are regularly cleaned. *n Regularly remove accumulated piles of rubbish from the RoW.
Land Acquisition and Resettlement-Related Concerns in Squatters should be resettled before construction works begin. Most squatters are willing to move from their present locations provided alternative land is made available nearby within the RoW on which to crect their structures *n They held that in addition to compensation for the structures removed, additional financial assistance was required to erect structures at new locations. Squatters in
03/19/03 Public Consultation 6-5 EJ4 ofPHRP Rehahilitationand Maintenance ProJects
Lala Musa have indicated they are willing to adopt the resettlement option proposed for Dina. * Compensation should be fair, paid promptly, and subject to transparency. PAPs have complained of not receiving compensation even after the ACW had been constructed. * The acquisition of further land should be avoided. Where necessary, acquisition should be carried out in accordance with the law. The acquired land should be possessed only once the compensation payment is made. * Public consultation should be an integral part of the land acquisition process.
6.3 Roadside Consultations Roadside consultations were carried out mainly with pedestrians, vehicle drivers, public transport passengers, roadside vendors and shopkeepers, local inhabitants, government officials, and NGO representatives at various locations (see Exhibit 6.1). Most of thc concerns raised were similar to those discussed during the scoping sessions described in Section 6.2. Additional issues brought up in these polls arc listed below: Highway Design o Contractors hired from outside are unfamiliar with local conditions and cannot tailor their work to local requirements. o Rains have damaged the existing road shoulders, making overtaking vcry dangcrous. t Protective walls are needed on both sides of the road. Highway Construction * The presence of migrant labor restricts the movement of local women working in nearby fields. * Oil spills from ovcrturned oil tankers destroy standing crops in adjoining agricultural ficlds and damage land.
Highway Operation * The lack of traffic law enforcement encourages careless driving. * Careless tractor drivers moving onto the highway are a hazard to fast moving vehicles. * Bus drivers do not refrain from blowing their horns cven near sensitive locations, such as schools or hospitals. i*' Carts and vehicles occasionally park under the shade of roadside trees, obstructing traffic en route and causing accidents. *n Trolleys overloaded with sugarcane and cotton harvests tend to occupy the entire width of the road, which often causes accidents.
03t19/03 Public Consultation 6-6 EIA of PHRP Rehabilitlation andMaintenance Projects
* There are no streetlights to facilitate night driving through towns/settlements, raising the risk of accidents. * Pedestrians tend to lack road sense. * Ploughs fitted on tractors cause deep trenching on the road surface when crossing the highway. * There are not enough first aid or medical centers near the RoW and road accident victims often remain untended for hours. * The highway provides a safe escape route to dacoits who frequently operate in the villages.
6.4 Resettlement Issues In analyzing various rcsettlement options, a study was carried out among the PAPs settled in Dina and Gujar Khan in Punjab. Twenty people were interviewed in Gujar Khan and eight in Dina. The feedback received is described below:
Gujar Khan People here are gcnerally dissatisfied with the rescttlement plan provided by NHA. They consider the cost being charged for new roadside structures (Rs 30,000) to be far too,high and disproportionate to thcir incomcs. A down payment of Rs 5,000 is required and $hc remaining cost is to be recovered in monthly installrncnts of Rs 1,000, in addition to a monthly Rs 1,000 rent. The structures provided are currently incomplcte, eg, they l1k partition walls and other amenities, such as clcctricity. This problem has bcen compounded by the fact that the monthly income of affected vendors has fallen as a ressult of a changc of location and the existence of an opcn drain in front of thcir new kiosks. At the same time, people have indicated their appreciation of this arrangcment in spite of its accompanying problems. Previously the police and local administration frequently demanded they shift their kiosks elsewhere or extracted bribcs for allowing them to stay. This practice has now ceased, although the pcople here havc been warned that thcy may have to be relocatcd whcn the necd arises.
Dina Although some 104 PAPs have already bcen resettled in Gujar Khan, only 14 oul of a total of over 200 have so far been resettled in Dina. The resettlement model for Dina differs from that for Gujar Khan in that PAPs have been allocated an arca without providing them with new structurcs. Thcy have erccted steel structures of their own in accordance with the design provided by the National Logistics Cell (NLC). These structures have cost them Rs 10,000 to 12,000 each. Procuring thcsc structures has caused them financial hardship, given that this arrangement did not come into effect until a year after they moved during which time they had no source of income. People also expressed the following rescrvations: * Most PAPs had enjoyed commercial success at their original location at the intcrsection of Mangla Road and the N5. Having now been relocated, their businesses have suffered drastically. Thcy believe that sufficient space is
03119103 Public Consultation 6-7 EIA of PHRP Rehabilitationand Maintenance Projects
available at the old location and they would prefer to move back to their original location. • Customers nornally consider mobile vendors to sell goods at cheaper rates than established shopkeepers. Now that PAPs have moved to proper shops, their business volume has gone down as a result of increased competition. • A common complaint is that steel structures with steel roofs were uncomfortable during summer as well as winter. Most people preferred the idea of a fiberglass roof similar to those provided in Gujar Khan. For this, they will need financial assistance from the NHA, as fiberglass roofs are more expensive. D A representative of the displaced persons stressed that although sufficient area had been officially allocated for the resettlement of about 100 PAPs, the resettlement was proceeding very slowly. The reservations put forward by the PAPs surveyed in Gujar Khan and Dina have been incorporated as far as possible, into the entitlement policy framework discussed in Section 8.4.
6.5 Address of Stakeholder Concerns The concerns raised by stakcholders have bccn incorporated into thc project's cnvironmental and social assessmcnt as described below. Highway Design The contractor and supervision consultants will include the following environmental and safety provisions in the project design: o. Highway safety audits and improvcd road markings/signage and demarcation of accidcnt-prone junctions in order to improve the horizontal and vcrtical gcometry, and reduce conflicting movement during operation, particularly along inhabited stretches of road. • Improved intersections on side roads and village tracks in order to eliminate bottlenecks.
D Roadside furniture and traffic control devices, including information and cautionary signs, signals, traffic diversion and flow markings, to ensure pedestrian safcty during construction and operation.
D Public facilitics, including bus bays with passenger waiting sheds and latrines, service lanes, footpaths, pedestrian-crossing facilities, and fences. D A tree plantation program to compensate for the anticipated loss of vegetation during construction activities, and to help abate pollution caused by emissions, dust, and noise during highway operation. • Outfalls for the highway median and side drains to divert surface run-off from the carriageway, and protcct ribbon development areas and settlements.
03/19/03 Public Consultation 6-8 EIA of PfHlRP Rehabilitation and Maintenance Projects
Highway Construction The following measures will be carried out in order to protect surrounding communities from the expected impact of construction: * Project facilities will be located at a minimum distance of 500 m from existing settlements and built-up areas in order to avoid restricting the mobility of local women. * Construction vehicles will remain confined within their designated areas of movement. i Sensitivity towards local customs and traditions will be encouraged to minimize social friction; good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskillcd employmcnt to locals, as well as on-the-job training in construction for young people. * Soil erosion will be minimized by protecting low cmbankments by planting indigenous grasses, and high cmbankments by constructing stone pitching or a riprap across the cmbankment. >. The NHA is bound to comply with PAK-EPA regulations conccrning pollution and industrial water disposal. o. The entitlement policy framework for the project incorporatcs stakeholder consultation as part of the rescttlement plan. > The loss of privately owned land or built-up property will be cornpensated on-a replacement-cost basis. tip The contractor will be requircd to ensure that construction work does not hind'er local pcople's access to the highway and their ability to cross it safely. Constructing temporary ramps and diversion routes will facilitate pedcstrians and livestock when crossing the highway. im Solid waste gencratcd during construction and at campsitcs will be propcrly treated and safely disposcd of only in demarcated waste disposal sites approvcd by the supervision consultant. * The contractors will be required to instruct and train their workforce in tla storage and handling of matcrials and chemicals that can potentially cause soil contamination. * The contractor will raise the lcvel of boundary walls or construct new walls for buildings surrounding sensitive receptors such as schools and hospitals, to reducc the impact of noise generated during construction and opcration. * All necessary measures will be taken to ensure the safety of traffic during construction, including barricades (including signs, pavcment markings, flags, and lights) erected as required by the NHA/NHMP. All such barricadcs will be set up as per local regulations.
03/19/03 Public Consuttation 6-9 EL4 ofPHRP Rehabilitation and MaintenanceProjects
Highway Operation o The NHA will work closely with the newly established NHMP to ensure that drivers as well as pedestrians observe traffic rules and that the safety of the pedestrians is not compromised. > Traffic management plans will be prepared and implemented in conjunction with the NHMP and roadside commuters to reduce congestion' and traffic hazards. i The NHA in conjunction with the National Highway and Motorway Police (NHMP) will initiate a road safety awareness campaign among roadside communities settled along project reaches.
03d19103 Public Consuftation 6-10 EU ofPHJRP Rehabilutation and Maintenance Projects
Exhibit 6.1: Record of Public Consultation Sessions
Sections Date Venue No. of Partcipants Men Women General Stakeholder Workshops Engineering General September25, 2001 Hyderabad (Sindh) 106 2 Consultants EGC (Pvt.) Ltd. November 13, 2001 Lahore (Punjab and NWFP) 117 1 Association of Road Users of August 30, 2000 Hyderabad (Sindh) 57 Pakistan (ARUP) September 7, 2000 Gujranwala (Punjab) 88 September 13, 2000 D I Khan (NWFP) 100 September 20, 2000 Khuzdar (Balochistan) 154 Scoping Sessions Karachi-Hyderabad March 13, 2002 Lonigoth Police Station (Dadu) 18 Hyderabad-Hala March 7, 2002 Khyber and Sekhat villages (Hyderabad) 66 56 Hala-Moro March 7, 2002 Sabu Rahu (Hyderabad) 50 19 Gujranwala-Kharian March 22, 2002 Rahwali Cantt., Amrat Pura, Kotli Sahian, Geona Mandi, 90 34 and Lala Musa Turnol-Chablat March 29-30, 2002 Margalla Hills near Taxila, Jinnah Colony, and 34 17 Ahmednagar (Rawalpindi) Nowshera-Peshawar March 29, 2002 Ismail Khan (Nowshera), Amangarh, Aurangabad, 89 47 Sarwarabad, Nasir Kalley, Nasarpur, and Chughalpura (Peshawar) Roadside Consultations Hyderabad-Hala July 11-14, 2001' Hyderabad 22 6 Hala-Moro July 17-19, 2001 Hyderabad, Nawabshah and Naushahro Firoz 22 21 Gujranwala-Kharian March 18, 22, 2002 Gujranwala and Gujrat 2 Turnol-Chablat March 30, 2002 Rawalpindi and Attock 3 3 Nowshera-Peshawar March 29, 2002 Nowshera and Peshawar 1 2
03/19t03 Public Consultatlon 6-11 EIA of PHRP Rehabilitationand MainienanceProjectv
7. EnvDDronmetinW uDmpaEct AtssessmZent and bigj~ Sg2 This section identifies the potential impact of rehabilitation works on the physical, biological, and socioeconomic environment of the Phase I RMP sections. The assessment includes the effects of time-bound enhanced traffic volume as a result of improved road conditions. The section also identifies measures that will help mitigate the project's adverse environmental effects. The project impact associated with the resettlement of project-affected persons (PAPs) is discussed separately in Section 8 of this document. 7.1 Project Impact Matrix A project impact matrix helps identify the potential areas of impact and screens the project for environmental and social soundness. Each project component/activity is screened separately with regard to its construction and operation phasc, and according to various physical, biological and human parameters. Exhibits 7.1 to 7.4 provide a set of project impact matrices spanning the Phase I RMP sections. Each positive and negative consequence has been assigned a level of impact in the form of high, medium, low, or insignificant/none. Potential areas of impact along with suggested mitigation measures arc discussed in the subsequent sections. 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-1 EL4 of PHRP Rehabilitationand Maintenance Projects Exhibit 7.1: Project Impact Matrix for Karachi-Hyderabad Section Environmental Components Physical Environment Biological Environment Social Environment 0 0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~ Project Components and E . 0 Related Actties ao 8 0-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~c -- M00 Construction Phase _ _ _A L 0_ 0 0 0 0 0 0 LA 0 LA LA MB LA 0 0 LA 0 LA MB_ 1. Highway (ECVV) 0 0 0 0 0 0 0 | LA LA0| LA | LA | LA O O O O O O O O O LA O LA LA MB LA O O LA O LA MB 2. Traffic dversion 0 0 0 0 0 O 0 O0O101O0| LAb 0 0 0 0 0 0 0 0 0O LA O 0 LA 0 LA O 0 0 0 0 0 3 Asphalt plants 0 00 LA 00 |O|LAI |LA |HA |LA 00000000O O O MA LA0 0 LB LAO 0000O LB 4.Constructbncamps 0 MAO 0 0 0 LA |O|LA |LA |LA |LA 0 0 LA 0 0 0 LA LA LAxO LB 0 0 LA 0 0 LB 5.Ouarnes(exisngonly) 0 LA 0 0 0 0 LA 0 O|O0 LA | MA 0 0 LA 0| 0 O0 co 0 HA LA 0 O LB HA 0 0 0 0 0 LB 6 Haultracks 0 L 00 0 0 0 0 0 LA LA | LA 0 0 0 0 0 0 0 0 L LA 0 LA O LA O 0 0 0 0 0 Overallconstruction 0 MA O 0 0 0 LALALA LAlMAIMAC| 0 LA 00 0 0 0 MA LA LA LB 0 phaseI LA 00 0 LB Operation Phase Hhway(incremental 0 0 0 0 0 0 LB 0 0 LA LA 0 O MB 0 LB 0 0 LA O LB MB LB LAO 0 O LB LB LB effect)III IIII High Adverse: HA Low Beneficial: LB Medium Adverse: MA None/lnsignificanVNot applicable: 0 Mediirm Ben6ficial. MB Low Adverse LA Highi Beneficial HB 03/19/03 Environmental Impact Assessment and Mitigation Measures :7-2 EL4 of PRPRehabilitation and Maintenance Projects Exhibit 7.2: Project Impact Matrix for Hyderabad-Hala Section Environmental Components Physical Environment Biological Environment Social Environment 2~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. Project Components and o Related Activities L. ~ i3 Q) 4'2B < l 4 5 1! 'ML i 2 ; l ,~~~~~~~~~~~~~~~~P,4 CHgwyEWonbudonPaaOMA LA 0 O LA LAMALA LA MAMA 0 LA 00O OMA OMA OMA MA MBMALA OMA OLA LB 2. Trafticdiversion 0 0 0 0 0 0 0 0 0° _ 0 LA LA 0 0o- 0 0 0 0 0 0 0 LA 0 0 LA 0 LA 0 0 0 0 0 0 3. Drainage 0 LA O 0 00 0 LA LALA LA LAO 00 00000 O| LA LAO 00O LB 0000000 O 4. Anciillbry works |10 LA 0 0 0 0 0 0 0 0 LA LA 0 0 0 | 0 0 0 0 0 0 0 0 0 LA LB 0 0 0 0 0 0 0 5 pnis|0Aphat LA O 0 00 00 LA LA |HA LA 0 0 0 00 0 LA|O 0 HA LA 00O LB LA 00 0 0 0 LB 6Constructboncamps |O MAO 0 0 O LA OLA LA|LA LAO OLAJ|O [00 OLA LA LAO 0 LB 00 O OLA O OLB 7. Quarries (existmngonly) |O MAO 0 00O LA O_O |[MA MAO -O-LAJ|O [ 0 000L O HALAO O LBNI-HAOO O0 OLB 8. Haul tracks 00 0 0 00 0000 OO LA LAG 00 O[|O5|O LA|O 0 LA O 0 LA O LA O 00000O Overallconstruction phase | O MA LA 0 O LA LAMA LALA[|HA HA 0 0 LAb I 0O LA O0 LAHA LA MA LhMB MA LA 0 MA O LA LB 1.Highway (incremental effect) 00 O0 00 MBO LAOWLA 00OMB 00 |° LA 00 LA O MB MBLB LA 0000O LB LB 2. Drainage |O 0O0O O 0OO LB LA O O 0O O 0O…|0O|OOOOO 3. Ancillilary works 0 0 0 0 0 0 01 011 0 0 0Li Oj| 0 0 0 0 0 0 0 LB 0 0 LB 0 0 0 0 0 0 Overall operatbonphase 00 0 00 OI|MB LA |101 LA LAO O MBI |O00O LA|O 0 LA OMB MBLB LAO 000 LB LB High Adverse: HA Low Beneficial. LB MedSium Adverse: MA None/lnsignificant/Not applicable 0 Medium Beneficial. MB Low Adverse: LA High Beneficial HB OV119/03 Environmental Impact Assessment and MiUIgation Measures 7-3 EJA of PH-RP Rehabilitation and Maintenance Projectv Exhibit 7.3: Project Impact Matrix for Hala-Moro Section Environmental Components Physical Environment Biological Environment Social Environment a3 0 0 0Z 0~~~~~~~c 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~2-0 0c Project and Componentso 0 ~~~~~~~~~~aaz - 21~ I a_aa)2 come .z 4 o o - - us 4 Anilliryorks0 L 0, 0 0 0 i0 ALA 0 a i0 0 0 a0 0 0 LA LB000 5. AspaR0 L plats 0 0 00 0 0 A LA H LA 0 t TT- A 00 0 H LA00L AB0000L COnstraction PhaseI I.Highway (iemetaWffct) 0 MA LA 0 0 LA MALA LA LAMMA 0 0 LA 0 0 0 LA 0 0 MA 0 MA MAMB MA LAI 0 MA 0 LB LB 3.Drainage OTLA 00 0 0 0 LA LA LA LA LA 000 00 0 00 LALAO 0a LB 0 00 00 0 34Ancilliary works OILA 0 0 0 0 0 0 0 0 LA LA 0 0 0 010 0 0 0 0 0 0 IB 0 LA LB 0B 0 0 10 0 0 0 -, -o I -1 - - I- -- T- - -… Ovraloperabcton pamse 0M 0 0I 0 LA M0 LA 0LA A LA 0 0 LBIO 0 0-00 LA OLA LA 0 MLBIL00 0 0 LA 0 0L LB Overaldontuctonvphse: MAALA LoeIsgiianVoapliabl'MAfa LA LA HA HA 00 LaIf' 010 AH A ALMBBALO MA AL High Adverse: HA Lowh Beneficial. LB 03/19/03 Environmental Impact Assessrnent and Mitgation Measures 7-4 EJA of PHRPRehabilitation and Maintenance Projects Exhibit 7.4: Project Impact Matrix for Tumol-Chablat Section Environmental Components Physical Environment 1 Biological Environment Social Envinnment S~~~~~~~~~~~ 0~~~~~~~~~~~~~~~0l 0 0.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0 0. <~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~o) 0 C 1)..t! !t 4 Asphalt plants a LA O O O O O | O LA | O O | O O LA O O HA LA O O LB LA O O O O O LB 5. Construction camps O MA ° ° ° 0 LA 0 LA L ° | LA O O _ ° O LA U LASLA O O LB O O O LA O O LB 6 Quaffies (existing only) O LA ° ° ° 0° LA | O O 0 LA |MA | ° LA O O O O O O HA LA I O LB HA O O O O O LB 7. Haul tracks O O O O O O | O | O 0 LA |LA | O O | O O O O LA O O LAI O O O O LA O O O O O O Overall cornstruction phase O MA O O O 0 AL LA |LA |MA MA: O 0 LA 0 A ° O MAI LA MA MA LB MA O O O O MA LB 1. Highway (incremental effect) O O O O O O | O | O | 0 LA |LA 0O MB O O O | LA O O LAI O LB MB LB LA O O O 0 LB LB 2. Ancililary works O O O O O O | O | O | O | O | O | O | O O 0 LB O O LB O O O O OO Overall Operation phase O O O O O O | O | O 0 LA |LA | O O MB O O O|LA OI L MB MB LB LA O LB LB High Adverse: HA Low Beneficial: LB Medium Adverse: MA None/lnsignfiScant/Not applicable: O Medium Beneficial MB Low Adverse: LA High Beneftcial. HB 03119t03 Environmental Impact Assessrnent and Midgation Meazures 7-5 EIA of PHRP Rehabilitation and Maintenance Projects 7.2 Land Resources This section explains how the Phase I RMP sections will be affected by the project in terms of land use, soil erosion and contamination, and describes mitigation measures to manage these impacts. 7.2.1 Impact on Land Use and Resources The upgrade of these sections will require the temporary acquisition of privately owned land. The entitlement framework to be adopted by the NHA for the acquisition of private land and built-up property as well as compensation due to project-displaced persons, is discussed in Section 8.4. The contractors will require land for: t Contractors' camps and facilities, ic, storage, equipment parking and washing areas * Sources of borrow material/carth-fill * Aggregate quarries : Asphalt plants o Access roads for haulage * Disposal sites and procedures for the safe disposal of surplus construction and waste material. Phase I rehabilitation works will bc dividcd among five contracts. The total area rcquilred for establishing temporary project facilities is estimatcd at 85 ha, spread over a collective 300-km stretch. In addition to this, areas for extracting about 0.25 Mm3 of earth material for the rehabilitation of embankments will have to be acquired on a temporary basis. The contractors or their suppliers will need about 50 ha of land (assuming 50 cm-deep ditches are excavated) for this purpose from nearby private farmlands. In general, areas uscd to acquire borrow material will be impacted most significantly, followed by those used to install asphalt plants. Utilizing land for project activitics, and the subsequent operation of increased traffic on the highway may induce temporary as well as permanent changes in the existing land use pattem. The potential impact of rehabilitation works is outlined below. Land Productivityand Use * The loss of the fertile plough layer at campsites and asphalt plants, and a drop in the elevation of borrow areas will dccrease land productivity. * Potential conflicts may emcrge with landowners regarding the restoration of borrow areas. I. Borrow pits and othcr landscapc depressions if left opcn, may provc hazardous to human beings, livestock and wildlife. 03119/03 Environmental Impact Assessment and Mitigation Measures 7-6 EIA of PHRP Rehabilitationand Maintenance Projects > Open pits containing water are potential sources of mosquito breeding if left stagnant, and can create health problems. > During highway operation, embankments that restrict cross-country drainage may cause the land on either side of the embankment to flood in case of heavy rains. > Surface run-off from the impervious surface of the carriageway can further aggravate the flooding of embankment sides during the operation phase. Soil Erosion D Soil erosion may also occur in workshop areas as a result of unmanaged runoff from equipment washing-yards. D Once the highway returns to normal operation, it will be subject to a natural depreciation as high embankments become increasingly prone to soil erosion, causing an increase in dust emissions and a fall in land productivity. Soil Contamination D Scarified/scrapcd asphalt and concretc materials, if not disposed of properly, may contaminate soil resources. > The possible contamination of soil by oils and chemicals at asphalt plant sites, workshop areas, and equipment washing-yards may limit the future use of land for agricultural purposes. 7.2.2 Mitigation Measures Land for setting up contractors' campsitcs and extracting borrow material will be acquired directly from private landowners by the contractors. The provisions of the Land Acquisition Act, 1894 will not be invoked under Phase 1, as the acquisition of the land will be temporary, and will be covered by short-term lease agreenients between the landowners and contractors. Rental terms will have to be negotiated to the satisfaction of the landowners concerned. Given that there is no compulsory land acequisition, conflicts between the contractors and landowners are unlikely. The staff of the NHA's General Manager Lands/Environment will monitor the process of restoration and will ernsure, through the terms of the construction contracts, that landowners are compensated according to the terms of the lease agreements, and the restoration actions agreed upon by the contractors are duly carried out. In addition, the following guidelines will be applied to minimize the impact on land used to extract borrow material: Land Productivity and Use D Project facilities will be located at a minimum distance of 500 m from existing settlements, built-up areas, wildlife habitats, or archaeological and cultural monuments. 0319/03 Environmental Impact Assessment and Mitigation Measures 7-7 EL4 of PHRP Rehahilitationand MaintenanceProjects * As far as possible, waste/barren land ie, areas not under agricultural or residential use, and natural areas with a high elevation will be used for setting up project facilities. *. Where the use of agricultural land is unavoidable, the top 30 cm of the plough layer will be stripped and stockpiled for redressing the land after the required borrow material has been removed. * The excavation of earth fill will be limited to an approximate depth of 50 cm. This practice will be applied uniformly across the entire extent of the farmland unit acquired for borrowing earth material. * Where deep ditching is to be carried out, the top 1 m layer of the ditching area will be stripped and stockpiled. The ditch will initially be filled with scrap material from construction and then leveled with the stockpiled topsoil to make it even with the rest of the area. * Ditches or borrow pits that cannot bc fully rehabilitated will be landscaped/converted into fish ponds to minimize crosion and to avoid creating hazards for people and livestock. D. Side drains and median drains will be constructed to prevent flooding on the carriageways. In ribbon dcvelopment areas, concrete drains will be built along the road shoulders; in open areas, drains/ditchcs will bc constructed along the,toc of the embankment. * An adequate number of bridges and culverts will be constructed across the highway cmbankments and across intersecting rivers, natural streams and canals, and will be regularly monitored and cleaned. Erosion Control Good engineering practices will hclp control soil erosion both at construction sites an'd in peripheral areas, particularly in borrow arcas and along haul tracks. These will include the following measures: * Low embankments will be protected from erosion by planting indigenous grasses that can flourish under relatively dry conditions i High embankments, ie, ovcr 2 m high, will be protccted by constructing slone pitching or a riprap across the embankment. This practice will also be applied along cross-drainage structures where embankments are more susceptible to erosion by water runoff. The contractors will be rcquired to include appropriate measurcs for slope protection, ie, vegetation cover and stone pitching, in the detailed construction drawings and implement them accordingly. Soil Contamination The following practices will be adopted to minimize the risk of soil contamination: 03119103 Environmental Impact Assessment and Mitigation Measures 7-8 EJ4 of JRP Rehabilitation and Maintenance Projects D The contractors will be required to instruct and train their workforce in the storage and handling of materials and chemicals that can potentially cause soil contamination. D Soil contamination by asphalt will be minimized by placing all containers in caissons. D Solid waste generated during construction and at campsites will be properly treated and safely disposed of only in demarcated waste disposal sites. tD Debris generated by the dismantling of existing pavement structures will be recycled subject to the suitability of the material. 7.3 Water Resources This section explains how the Phase I RMP sections will be affected in terms of water resource use, water body contamination, and alterations in drainage pattern; the section also describes mitigation measures to manage these impacts. 7.3.1 Impact on Water Resources The surrounding land's drainage system and water resources will be affected by construction activities as follows: D Local water supplies will need to be tapped to meet campsite and construction requirements, bringing its use into competition with local use. D Surface and subsurface water resources in the selected sections may be contaminated by fuel and chemical spills, or by solid waste and effluents generated by the kitchens and toilets at construction campsites. D Natural streams and irrigation channels may bccome silted by borrow matcrial (earth) in the runoff from the construction area, workshops and equipment washing-yards. Surface water resources will be affccted by the operation of increased traffic as follows: D Highway embankments restricting cross-country drainage, and causing the land on either side of the embankment to flood in case of heavy rains, may cause natural streams and irrigation channels to become silted. D If cross-drainage structures are not adequately maintained, culverts and water channels tend to become choked with debris and eroded soil, adversely affecting the quality of surface water. 7.3.2 Mitigation Measures Measures to mitigate the adverse impact on water resources and surface drainage pattcrns have been incorporated into the outline project design and are discussed below. 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-9 EL4 of PHRPRehabilitation and MaintenanceProjects Alterations In Land Drainage Patterns The contractor will incorporate the following design features into the detailed design to minimize alterations in the project corridor's surface drainage pattems as far as possible: i Assessment of the repair works required on existing cross-drainage structures. * Appropriate locations and required capacities for new cross-drainage structures across highway embankments, intersecting rivers, natural streams and canals, to protect nearby agricultural land and settlements from flooding. *. Outfalls for the highway median and side drains to divert surface run-off from the carriageway, and protect ribbon development areas and settlements. * Median drains designed with outlets leading into either natural streambeds or open areas when no natural streams are located nearby. * Concrete drains constructed along the road shoulders in ribbon development areas; drains/ditches built along the toe of the embankment in open areas. o Measures to prevent earth and stone matcrial from blocking existing cross- drainage structures on sections along or close to water channels. > Measures to ensure that storm drains and highway drainage systcms are periodically cleared to maintain storm water flow. Use of Community Water Resources The following measures will be carricd out to mitigate the impact of tapping local community water resources where required: * In areas where potable water is in short supply, the availability of water will be assessed to evaluate the impact on community resources. i Camps will be located at least 500 m away from the nearest local settlcment t-o prevent the contamination of community-owned water rcsources. * Approval from the local administration and represcntatives of the concerned irrigation departments will be obtained before using local water rcsources. o The contractors will be required to maintain close liaison with local communitics to ensure that any potential conflicts related to common resource utilization for project purposes are resolved quickly. * Guidelines will be established to minimize the wastage of water during construction operations and at campsites. Contamination of Water Resources Good management practices will be adopted to ensure that fuels and chemicals, raw sewage, wastcwater effluent, and construction debris/scarified materialbis disposed of in controlled conditions to reduce the risk of contamination. These mcasures arc described below. * Construction camps will be established in areas with adequate natural drainage channels in order to facilitate flow of the treated effluents. 03119/03 Environmental Impact Assessment and Mitigation Measures 7-10 EL4 of PHRPRehabilitation and MaintenanceProjects > Wastewater effluent from contractors' workshops and equipment washing-yards will be passed through gravel/sand beds to remove oiUgrease contaminants before discharging it into natural streams. According to local laws, the BOD5 concentration in sewage must be brought down to less than 80 before being discharged into a natural stream with a capacity to dilute the effluent further by 10 times. > Borrow pits and natural depressions with pre-laid impervious liners will be used to dispose of scarified/scraped asphalt, and then covered with soil. This will check potential groundwater contamination. Options for completely or partially recycling scraped asphalt will also be taken into account. > Retention work will be carried out on roadside drainage channels as per the drainage design to prevent silting. > The NHA will work with local tehsil governments to better manage ribbon development liable to cause traffic hazards, and to prevent the accumulation of solid waste and impoundment of wastewater during highway operation. 7.4 Ambient Air Quality This section discusses the impact of construction and subsequent highway operation on the ambient air quality in and around the Phase I RMP sections, and describes mitigation measures to manage these impacts. It also explains the methodology used to assess the impact of the time-bound traffic increase expected during the operation phase. 7.4.1 Impact on Air Quality During Construction Air quality will be affected by fugitive dust and emissions from construction machinery, asphalt plants, and vehicular traffic during the construction phase. Emissions may be carried over long distances, depending on wind speed and direction, the temperature of the surrounding air, and atmospheric stability. The critical sources of air pollution during the construction phase are listed below: D Asphalt plants that generate toxic emissions containing unburnecarbon particulates, sulfur compounds, and dust from aggregate preparation > Quarry areas that generate fugitive dust during rock blasting and crushing' D Earthen haulage tracks that generate dust, particularly during loading and unloading processes. D Traffic-diversion routes marked along dirt tracks that generate fugitive dust when in use by vehicular traffic. The Tumol-Chablat section involves construction work on both carriagcways. If upgraded simultaneously, traffic diversion routes will be requircd, which if extended onto dirt tracks in the RoW or even onto proprietary land will create traffic congestion and dust pollution. 03/19103 Environmental Impact Assessment and Mitigation Measures 7-11 EM of PHRPRehabilitation and MaintenanceProjecLt 7.4.2 Mitigation Measures for Construction Phase The following measures will be implemented to mitigate the impact of construction works on ambient air quality: Emissions from Asphalt Plants and Quarry Areas * Quarry areas and asphalt plants will be located at least 500 m downwind from populated areas, wildlife habitats, and contractors' camps, to minimize the impact of dust emissions. *i Asphalt, hot mix and batching plants will be equipped with dust control equipment such as fabric filters or wet scrubbers to reduce the level of dust emissions. * The NEQS applicable to gaseous emissions generated by construction vehicles, equipment, and machinery, will be enforced during construction works. Use of Alternate Carriageways and Tracks * As far as possible, construction work will be coordinated such that one carriageway at a time is upgraded on any one section, leaving the other available to serve dual traffic. Spccial attention will be paid to the Tumol-Chablat section where ribbon developmcnt is extcnsive. * On highway sections where only one carriageway is to be upgraded, the other'w'ill serve to divert road traffic as planned for the Karachi-Hyderabad, Hyderabad- Hala, and Hala-Moro sections. Here, the contractors will maintain dirt tracks on the medians to facilitate the movement of the traffic. * Where dust emissions are high, diversion tracks will be overlain with shingle or surface treated. Where necessary, and subject to the availability of water, dust - cmissions will be reduced by the regular sprinkling of water at least twice a day. In addition, traffic on diversion tracks will be managed to reduce air pollution. * Haul-trucks carrying asphalt-concrete mix and/or aggregate fill m-terials will be kept covered with tarpaulin to help contain construction materi ring transported between sites. 7.4.3 Impact on Air Quality During Operation The time-bound increase in traffic volume will induce a correlative increase in vehicular emissions. Air quality forecasts drawn from baseline conditions (Section 5.3.1) indicate that PMIo levels will have exceeded the suggested limit of 200 ig/m3 at most locations along the project corridor by 2024. CO levels are expected to remain within the suggested limit of 35 ppm. SO,, and NO. levels, although not alarmingly high at present, are likely to surpass the suggested limits of 140 ppb and 106 ppb, respectivcly, by 2024. The air dispersion model used to forecast the impact of increased traffic on air quality is dcscribcd below. 03/19103 Environmental Impact Assessment and Mitigation Measures 7-12 EJA of PHRP Rehabilitalionand MaintenanceProjecLt Methodology for Assessment A dispersion model was used to develop a profile of CO concentration to a distance of 50 m from the edge of the highway. A series of vehicle emission factors based on the current literature and traffic conditions in Pakistan was used. The dispersion model was run for the years 2002, 2009 and 2024 using a forecast of traffic levels; traffic levels for 2002 were interpolated using the figures for 2001 and 2009. The profiles developed for 2002 were adjusted to values of CO measured at specific locations during the air quality study. The profiles for the years 2009 and 2024 were also adjusted according to the samne ratio as that for 2002. The model was thus 'calibrated' to measured values of CO for each location. Since data for NO,, and SO,, levels was not available, ratios of CO:NO, and CO:SO, drawn from the studies carried out at comparable locations in Pakistan (see Section 5.1.3) were used to estimate SO,, and NO,, concentrations. Measured PM1o concentrations for 2002 were used as a base for forecasting. Forecasts for the years 2009 and 2024 were developed on the basis of the predicted increase in CO concentrations for the corresponding locations. The forecast of pollution levels was then compared with suggested limits set by international standards and guidelines (see Exhibit 5.13). The Caline-4 air dispersion model (California Department of Transportation, CALTRAN) was used to calculate hourly concentrations of CO at 8, 20, and 50 m from the edge of the road for the base year 2002, and for the years 2009 and 2024. Data on the traffic forecasts used in the model is givcn in Exhibit 7.5. A distance of 8 m was set to measure the impact of increased traffic on road side vendors and waiting passengers; 20 m for the impact on shops and facilities at the edge of the RoW; and 50 m for residential areas adjacent to the highway. Wind speed was sct at 0.5 m/s from the direction of the highway to simulate low wind conditions during which pollutant concentrations are normnally cxpected to be high. The profiles were calibrated to match the measured maximum values listed in Exhibit 5.15. The ratios for CO:NO,, and CO:SO,, were estimated as average for the locations Pirwadhai (Rawalpindi) and Chowk Yateem Khana (Lahore) as reported in the JICA study (Exhibit 5.12). Factors of 0.59 and 0.019 were used to calculate NO. and SO,, concentrations using CO data as a base. For example, 1 ppm CO would correspond to 59 ppb NO, and 19 ppb SO,. The suggested limits for pollutants for a one-hour averaging time (see Section 53.1 for details) are: D CO: 35 ppm D NOx: 106 ppb D SOx: 140 ppb ID PMIo: 200 igtm 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-13 EU of PHRP Rehabilitationand Maintenance Projects Exhibit 7.5: Traffic Forecasts for Phase I RMP Sections _ N C,, C,~~~~~~~V)+ + r6 %- -)C- Road e ,w cL X X TotalTotal-~ cm '3 + + ~~~~~~~~~~~~~~~~~~No.of Secbon e i g - '0' 4e I b - ,- ~~~~ co Q) U , ) C4 N Vehicles .. ~~~~~~~~~~~~CQ. C...... _- ( ~ - ( Karachi- 2001 66 1,975 57 1,628 190 414 3,031 2,280 1,228 493 213 321 101 4 2 7 2 12,012 Hyderabad 2004 76 2,286 66 1,885 220 479 3,509 2,639 1,422 571 247 372 117 5 2 8 2 13,905 2009 98 2,918 84 2,405 281 612 4,478 3,369 1,814 728 315 474 149 6 3 10 2 17,746 2014 124 3,724 107 3,070 358 781 5,715 4,299 2,316 930 402 605 190 8 4 13 1 22,648 2019 151 4,531 131 3,735 436 950 6,954 5,231 2,817 1,131 489 736 232 9 5 16 1 27,554 2024 184 5,513 159 4,544 530 1,156 8,460 6,364 3,428 1,376 595 896 282 11 6 20 1 33,524 Hyderabad- 2001 342 2,321 0 911 520 472 3,020 2,188 1,402 291 47 106 3 7 16 0 37 11,681 Hala 2004 396 2,686 0 1,055 603 546 3,496 2,533 1,623 337 54 123 3 8 19 0 34 13,514 2009 505 3,429 0 1,346 769 697 4,462 3,232 2,071 430 69 156 4 10 24 0 29 17,233 2014 644 4,376 0 1,718 981 889 5,695 4,125 2,643 548 89 200 6 13 30 0 25 21,982 2019 784 5,324 0 2,090 1,194 1,082 6,928 5,019 3,216 667 108 243 7 16 37 0 21 26,736 2024 954 6,478 0 2,543 1,453 1,316 8,429 6,107 3,912 811 131 296 8 20 45 0 18 32,520 Hala- 2001 315 1,041 0 583 134 478 3,078 2,209 1,193 185 70 112 3 24 31 0 68 9,524 Nawabshah 2004 365 1,205 0 675 155 553 3,563 2,557 1,381 214 81 130 3 28 36 0 62 11,009 2009 465 1,538 0 861 198 706 4,548 3,264 1,763 273 103 165 4 35 46 0 53 14,024 2014 594 1,963 0 1,099 253 901 5,804 4,165 2,250 349 132 211 6 45 58 0 46 17,876 2019 723 2,388 0 1,338 307 1,097 7,061 5,068 2.737 424 161 257 7 55 71 0 39 21,733 2024 879 2,906 0 1627 374 1,334 8,591 6,166 3,330 516 195 313 8 67 87 0 34 26,428 Continues.. 03119/03 Environmental Impact Assessment and Mitigation Measures 7-14 EJA ofPHRP Rehabilitation and Maintenance Projects ...Continued - + Road Q + + Total U 3 ( (3 U- C N4o Section co3 , i cc CN 0 C i Vehicles ~~U ~~ -.iQco 0.Q . Q. c 0.IX0. .' 0 ~ I NI- "U Nawabshah-2001 114 495 2 324 125 129 2,318 1,755 1,093 217 52 119 1 15 22 0 29 6,810 Moro 2004 132 573 2 375 145 149 2,683 2,032 1,265 251 60 138 1 17 25 0 26 7,876 2009 168 731 3 479 185 191 3,425 2.593 1,615 321 77 176 1 22 33 0 23 10,041 2014 215 933 4 611 236 243 4,371 3,309 2,061 409 98 224 2 28 41 0 20 12,806 2019 262 1,136 5 743 287 296 5,318 4,026 2,508 498 119 273 2 34 50 0 17 15,574 2024 318 1,382 6 904 349 360 6,470 4,899 3,051 606 145 332 3 42 61 0 14 18,942 Tumol- 2001 410 17,541 488 2,613 438 2,677 7,981 1,265 140 32 17 39 18 52 324 6 136 34,177 Chablat 2004 475 20,306 565 3,025 507 3,099 9,239 1,464 162 37 20 45 21 60 375 7 124 39,531 Tuarxnoal- 2009 606 25,916 721 3,861 647 3,955 11,792 1,869 207 47 25 58 27 77 479 9 107 50,401 (Section 1) 2014 773 33,076 9204,927 826 5,048 15,049 2,385 264 60 32 74 34 98 611 11 92 64,281 2019 941 40,242 1,120 5,995 1,005 6,142 18,310 2,902 321 73 39 89 41 119 743 14 79 78,175 2024 1,144 48,961 1,362 7,293 1,223 7,472 22,277 3,531 391 89 47 109 50 145 904 17 67 95,083 Tumo1- 2001 984 11502 407 2,048 426 1,763 4,955 707 86 16 16 22 43 11 173 6 29 23,194 Chablat 2004 1,139 13,315 471 2,371 493 2,041 5,736 818 100 19 19 25 50 13 200 7 26 26,843 Tuaxoal- 2009 1,454 16,994 601 3,026 629 2,605 7,321 1,045 127 24 24 33 64 16 256 9 23 34,248 (Section 2) 2014 1,855 21,689 767 3,862 803 3,324 9,343 1,333 162 30 30 41 81 21 326 11 20 43,701 2019 2,257 26,388 934 4,698 977 4,045 11,368 1,622 197 37 37 50 99 25 397 14 17 53,161 2024 2,747 32,105 1,136 5,716 1,189 4,921 13,831 1,973 240 45 45 61 120 31 483 17 14 64,673 03/19/03 Environmental Impact Assessment and Mitigation Measurms 7-15 ElA of PHRP Rehabilitationand Maintenance Projects Results and Conclusions Predicted pollutant levels forecast at distances of 8, 20 and 50 m are given in Exhibits 7.6 to 7.8, respectively. The main observations of the impact on air quality are summarized below: 1. CO levels remain within the suggested limit of 35 ppm at distances of 8, 20 and 50 m from the edge of the highway throughout the study period (up to 2024). A maximum level of 18 ppm is estimated for the year 2024 at Taxila. Allowing a 100% margin for peak pollution levels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant concentrations at a given time, CO levels are expected to remain within the suggested limit of 35 ppm. 2. NOx levels currently exceed the suggested limits of 106 ppb at a distance of 8 m from the edge of the highway in areas with ribbon development (Kazi Ahmad Town, Taxila, and Wah Cantt.). However, these levels fall to acceptable limits at a distance of 20 m and morc. In the long run, howevcr, NOX lcvels are expected exceed the suggestcd limit at distances of 50 m at locations such as Taxila and Wah Cantt. 3. SOx levels are currently within the suggestcd limit of 140 ppb at all three distances considered in the study. Howcver, SOx levels are expccted to exceed the suggested limit at 8 m in Taxila by 2009, and at two additional locations by 2024. 4. PMIo levels currently exceed the suggested limit of 200 ig/m3 at Wah Cantt. These levels are expected to surpass the suggested limit at a distance of 8 m from the edge of the highway at all those sampling locations with ribbon development (Kazi Ahmad Town, Taxila, and Wah Cantt.) by 2009. By 2024, the suggcsted limit will have bccn surpassed at most locations at 8 m and 20 m, and at Wah Cantt. at 50m. 5. The sampling location for air quality mcasurements selected at Wah was a hospital. The city of Wah has a number of industrial units including cement plants and stone quarries. The background loadings of PM,o in this area are expected to be significant for these reasons. 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-16 EL4 ofPHRP Rehabilitationand Maintenance Projects Exhibit 7.6: Air Quality Forecasts for Phase I RMP Sections (8 m) Maximum Hourly Concentrations 3 CO ppm NO, ppb SOx ppb PM1o IgIm Segment Location Chainage km 2002 2009 2024 2002 2009 2024 2002 2009 2024 2002 2009 2024 Hyderabad-Hala Village Sekhat 188-189 2.4 3.2 5.6 142 189 330 46 61 106 127 170 297 Hala-Nawabshah Kazi Ahmad Town 274-275 4.7 7 0 9.3 275 413 551 89 133 177 161 242 323 Nawabshah-Moro ShahpurJehanian 305-306 1 0 2.0 4 0 59 118 236 19 38 76 65 130 260 Tumol-Chablat Village Taxila 1574-1575 7.0 9.9 18.1 413 585 1,067 133 188 344 156 221 403 Tumol-Chablat Wah Cantt. 1580-1581 3 0 4 3 8.0 177 256 472 57 82 152 363 524 968 Ratios: NOx/CO = 59; SOxICO = 19 Exhibit 7.7: Air Quality Forecasts for Phasc I RMP Sections (20 m) Maximum Hourly Concentrations 3 CO ppm NOx ppb SOxppb PM1o lgIm Segment Location Chainage (km) 2002 2009 2024 2002 2009 2024 2002 2009 2024 2002 2009 2024 Hyderabad-Hala Village Sekhat 188-189 1 6 2 4 4.0 94 142 236 30 46 76 85 127 212 Hala-Nawabshah Kazi Ahmad Town 274-275 2.3 3 5 4.7 138 207 275 44 67 89 81 28 28 Nawabshah-Moro ShahpurJehanian o305-306 a 1.0 2 0 a 59 118 a 19 38 27 27 54 Tumol-Chablat Village Taxila 1574-1575 4.7 7.0 12.3 275 413 723 89 133 233 104 156 273 Tumol-Chablat Wah Cantt. 1580-1581 2.3 3.3 6.0 138 197 354 44 63 114 282 403 726 Ratios: NOx/CO = 59; SOx/CO = 19 a: Values below 0.1 cannot be calculated. 0319/03 Environmental Impact Assessment and Midgation Measures 7-17 EL4 of PHRP Rehabilitationand Maintenance Projects Exhibit 7.8: Air Quality Forecasts for Phase I RMP Sections (50 m) Maximum Hourly Concentrations 3 CO ppm NOx ppb SOxppb PM1o IgIm Segment Location Chainage (km) 2002 2009 2024 2002 2009 2024 2002 2009 2024 2002 2009 2024 Hyderabad-Hala Village Sekhat 188-189 08 1 2 2 4 47 71 142 9 13 27 42 64 127 Hala-Nawabshah Kazi Ahmad Town 274-275 a a 2 3 a a 138 a a 26 28 28 28 Nawabshah-Moro ShahpurJehanian 305-306 a a 1 0 a a 59 a a 11 27 27 27 Tumol-Chablat Village Taxila 1574-1575 2.9 3 5 64 172 207 379 33 39 72 65 78 143 Tumol-Chablat Wah Cantt. 1580-1581 1 3 1.7 3 0 79 98 177 15 19 34 161 202 363 Ratios: NOx/CO = 59; SOx/CO = 19 a: Values below 0 1 cannot be calculated Environmental Impact Assessment and Mltigation Measures 7-18 EL4 of PHRP Rehabilitation andMaintenance Projects The analysis presented above is based on limited data collected over the period of a day. It also uses simplified assumptions when developing dispersion profiles and estimating the peak concentrations of pollutants. As discussed in Section 5.3.11, these forecasts are also subject to variations in the level and composition of traffic, traffic conditions, and weather conditions. Moreover, the background concentration of pollutants was not measured, and this is a potential cause for concern in the case of PM1 o whose background levels may typically reach 70 ig/m3 given the high dust conditions in the country. The results, for these reasons, should therefore be considered, at best, as indicative. The NHA will work towards improving its data collection and forecasting techniques during the course of the project, to improve the capacity of the organization to identify hot spots and remedial measures where required. 7.4.4 Mitigation Measures for Operation Phase The improvement of the highway as cnvisaged under the project will help reduce traffic- related emissions in the short term by allowing a smoother traffic flow. In the long term, however, increasing traffic lcvels and congestion will lead to pollution levels well above acceptable intcrnational standards. Accordingly, the NHA will adopt the following measures to reduce the impact of highway traffic on air quality: D The NHA will set up a systcm to monitor air quality along the project corridor in accordance with accepted international standards. The system will cover protocols for sampling and analysis, asscssment of air quality at sensitive locations, reporting, and information sharing. The NHA will coordinate all efforts in this area with the EPAs and local authorities concerned. D A technical consultant engaged by the NHA for training purposes will advise the Pak-EPA on establishing national standards for air quality, and targets for improving air quality along the highways. D The NHA's technical consultant will also advise the Pak-EPA and provincial transport departments on revising and improving the existing vehicular emissions standards and testing procedures. D The NHA will facilitate EPAs in monitoring vehicular emissions in collaboration with the National Highway and Motorway Police (NHMP), motor vehiclet examiners, organizations of fleet owners and transporters, and the local authorities concerned. D Where emissions exceed the prescribed limits at specific locations, the NHA will help the owners and occupants of affected premises to identify and implement special measures to help reduce air pollution. These measures will include setting up vegetation or other barricrs to reduce the dispersion of pollutants into the premises. In addition to the measures listcd above, long-term initiatives managed by the Government of Pakistan, Ministry of Petroleum and Natural Resources, and the National Energy Conservation Center will help mitigate the adverse impact on air quality. These include measures initiated under the Pakistan Clean Fuels Program reviewing gasoline and HSD specifications affecting emissions; launching a nationwide move towards 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-19 ELS ofPARP Rehabilitation and Maintenance Projects unleaded gasoline; and tightening other gasoline parameters to improve fuel quality. In addition, the Fuel Efficiency in the Road Transport Sector (FERTS) project is promoting improved vehicle maintenance practices and a countrywide network of modern tune-up facilities. 7.5 Noise Levels This section explains how noise levels in and around the Phase I RMP sections will be affected during the construction and operation phases, and describes mitigation measures to manage these impacts. 7.5.1 Impact on Noise Levels Noise generated by construction machinery and subsequently by vehicular traffic during highway operation, is likely to affect sensitive receptors located within about 50 m of the highway. These include 16 schools and two health centers, none of which are currently protected by adequate noise barricrs, eg, walls or vegetation barriers. The average daytime and nighttime measured noise levels for Phase I highway sections and projected noise levels at a distance of 50 and 100 m from the highway are summarized in Exhibit 7.9. Exhibit 7.9: Estimated Noise Levels for 2009 and 2024 Noise Level at 50 Noise Level at Noise Level at 50 Noise Level at Sector No. of Vehlcles- m (2009) 100 m (2009) m (2024) 100 m (2024) Day Night Day Night Day Night Day Night Day 7Night Karachi-Hyderabad 3,391 7,464 52 2 58.5 46 2 52.6 56 6 64 50.6 !t' 58 Hyderabad-Hala 5,487 6,241 564 57 5 51.5 51.5 57.9 61.3 51 8 '55.3 Hala-Nawabshah 7,221 7,658 58 8 59.3 52 8 53 3 60.1 61 5 54.1 55 5 Nawabshah-Moro 4,190 5,851 53 9 56.9 48.3 50 9 60 2 62.3 54 2 56 3 Taxila-Tumol 32,707 14,694 71.9 64.9 65 9 58 9 77 2 ,70 3 71 2 64.3 Chablat-Taxila 22,261 11,987 68 5 63 2 62 5 57 2 74.1 68.7 68.1 62 7 Traffic count (day and night) provided by design consultants (ECI L) 7.5.2 Mitigation Measures Mitigation measures to protect existing sensitive locations from high noise levels in the long term, include: *. Monitoring noise levels and facilitating EPAs in enforcing vehicle noise standards as prescribed in the NEQS. * Raising building boundary walls facing the highway for sensitive receptors such as schools and hospitals. As part of the construction contracts, a total of 3,500 rft of ten-foot high wall will be constructed for those schools and hospitals located 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-20 EL4 of PHRPRehabilitation andMaintenance ProjecLs within 50 ft of the project corridor. This will be carried out in consultation with the building owners and occupants. D Altering the occupation and utilization patterns of these buildings to shift frequently occupied areas away from the highway. The supervision consultant will assess the current noise levels and advise occupants on the suitability of available alternatives. • Under highway regulations, the construction of buildings is not allowed within 34 m from the centerline of the highway. The NHA will strictly monitor such irregularities in future, and seek the assistance of the NHMP in keeping the highway clear of encroachments. 7.6 Biological Environment Maps included in Exhibits 5.11 to 5.4 show the location of reserve forests along the Phase I RMP sections. The impact on flora and fauna and corresponding mitigation measures are described below. 7.6.1 Flora Although certain sections of the Col 2 lie near reserve forests, the proposed construction activities are not expected to affect surrounding vegetation to any significant degree. Most of the forests located near the project corridor generally fall more than 500 m away from the highway, including the Hyderabad-Hala and Hala-Moro sections (see Exhibit 5.18). Impact on Flora Tree clearing will be necessary along avenue plantations on sections where the road embankment needs to be raised and widened. An estimated 600 mature trees will need to be cleared in the course of two of the four rehabilitation projccts planned under Phase 1, ie, Hyderabad-Hala and Hala-Moro. If immature trces are also taken into account, the total damage to the plantation will be in the range of 1,100 to 1,200 trees of various ages. In terms of the total reported population of trees along the project corridor, the damage falls within a range of 0.4 to 0.5% of the existing tree population within the project corridor. Mitigation Measures Measures to mitigate this loss of vegetation cover are outlined below: D A tree plantation program has been incorporated into the outline project design to compensate for the anticipated loss of vegetation during construction activities, and to help abate pollution caused by emissions, dust, and noise during highway operation. D Contractors will be required to establish their campsites and asphalt plants on waste/barren land rather than on forested or agriculturally productive land. While clearing away scrub and bushes may be unavoidable, the cutting of trees will be minimized. 03/19103 Environmental Impact Assessment and Mitigation Measures 7-21 EIA of PHRPRehabilitation and MaintenanceProjects * The contractor will ensure that there is minimal disruption to the area's vegetation. Trees or shrubs will be felled only if they impinge directly onto sites demarcated for permanent works or necessary temporary works, and with prior - approval from the NHA's supervision consultant/forest department. *' Construction vehicles, machinery and equipment will remain confined within their designated areas of movement. In addition, the NHA will award a contract to an experienced private firmn to supervise the planting of saplings (approximately 266 avenue-kin) to compensate for those trees removed from the planned construction site, or transplant young trees removed from the site. This will be carried out in consultation with the provincial forest departments. 7.6.2 Fauna Out of a total of 22 protected areas located along the Phasc I RMP sections, only one lies within 500 m of the highway. These areas are poorly populated by common species (see Section 5.4.2), and no rare or endangered wildlife species have been reported here. The wildlife population in these protected areas has either habituated to the noise from traffic, or has already moved away from the zone of high disturbance (500 m from highway) However, the contractor will coordinate with the provincial wildlifc departments to ensure that there is minimal disturbance to the area's wildlife during construction. Ati present, there are no plans for rehabilitating or repopulating these protected areas with wildlife. 7.7 Socioeconomic and Cultural Environment The impact of rehabilitation works on construction workers and local communities, as well as on structures or sitcs of cultural and religious significance is discusscd in this section. 7.7.1 Highway Access and Safety Impact on Local Communities The area's surrounding communities will be affected during the construction phate as follows: >. The general mobility of both local residents and their livestock in and around the construction area is likely to be hindered * Unmonitored construction activities, eg, blasting, may create an accident risk for local residents, particularly their children The potential impact of the highway's increased volume of traffic on its socioeconomic environmcnt is described below: * The most pressing concern expressed during stakeholder consultations (see Section 6) was the potentially large number of human and livestock fatalities as a result of highway accidents caused by unchecked specding. 03119/03 Environmental Impact Assessment and Mitigation Measures 7-22 EIA of PHRPRehabilitation and Maintenance Projects D A second source of risk is the concentration of commercial activity along the project corridor. Vendors operating within the RoW invariably cause traffic/safety hazards. • The lack of bus bays and parking areas encourages bus drivers to stop their vehicles on the carriageway when collecting passengers, creating hazards for oncoming traffic. Mitigatfon and Safety Measures The contractor and supervision consultants will include provisions for highway safety facilities to reduce the safety risks faced by pedestrians. These are described below: Safety Provisions in Project Design • Highway safety audits and improved road markings/signage as part of the outline design; accident-prone junctions demarcated in order to reduce conflicting movement during operation, particularly along inhabited stretches of road. • Improved intersections on side roads and village tracks, and eliminating bottlenecks. D Roadside furniture and traffic control devices, including information and cautionary signs, signals', traffic diversion and flow markings, particularly where the highway lies near inhabited or protccted areas. D Public facilities, including bus bays with passenger waiting shcds and latrines, service lanes, footpaths, pedcstrian-crossing facilities, and fences. • Traffic diversion routes, dctour roads, and temporary pedestrianAlivestock crossings to be operational during construction, so that construction work does not hinder local people's access to the highway and their ability to cross it safely. Safety Measures Adopted During Construction > The NHA in conjunction with the National Highway and Motorway Police (NHMP) will initiate a road safety awareness campaign among roadside communities settled along project reaches. D The contractor will be required to adopt good engineering practices to minimize safety and health hazards among its workers as well as the local population. Mitigation measures will include the following: D Complying with safety precautions for construction workers as per the International Labour Organization (ILO) Convention No. 62 as far as applicable to this contract I Highway safety devices to match the specifications of the (NTRC) manual of signs, signals and road markings, July 1989. 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-23 EIA of PHRPRehabilitation and MaintenanceProjects D Training workers in construction safety procedures, equipping all construction workers with hard boots, helmets, gloves, and protective masks, and monitoring their proper and sustained usage. D Displaying warning signs along the work site, communicating advance warnings to local commnunities prior to any blasting, and using protective devices (eg, wire containment mats) to enhance blasting safety. *' A detailed traffic control plan will be drafted and implemented with the approval of the NHA's supervision consultant. * All necessary measures will be taken to ensure the safety of traffic during construction, including barricades (including signs, pavement markings, flags, and lights) erected as required by the NHAINHMP. All such barricades will be set up as per local regulations. *. As far as possible, construction work will be coordinated such that one carriageway at a time is upgraded on any onc section, leaving the other available to serve dual traffic. Special attention will be paid to sections where ribbon development is extcnsive, such as the Turnol-Chablat section. Safety Measures Adopted During Operation The NHA will work closely with the newly established NHMP to ensure that drivers as well as pedestrians observe traffic rules and that the safety of the pedestrians is not compromised. Safety measurcs that will be institutionalized during highway Qperatidfi include the following: o. Traffic management plans will be prepared and implemented in conjunction with the NHMP and roadside commuters to reduce congestion and traffic hazards. o. Driving permits, licenses, and special permits if prescribed will be inspected for vehicles delivering hazardous substances. . The NHA will negotiate improved roadside facilities for road users, with major oil marketing companies and other service providers operating along the main highways. 7.7.2 Interaction with Local Communities The presence of migrant construction workers inevitably causes some degree of social unease and even active disputes with the local community as a result of cultural differences. Potential social conflict will be contained by implementing the measures listed below: * Campsites will be located at least 500 m away from local scttlements, and sensitivity towards local customs and traditions will be encouraged. * Good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskilled employment to locals, as well as on-the-job training in construction for young people. 0319i03 Environmental Impact Assessment and Mitigation Measures 7-24 EIA ofPHRP Rehabilitation andMaintenance Projectv D Local vendors will be supplied with regular business by purchasing campsite goods and services from them. 7.7.3 Structures of Cultural or Religious Value There are 13 mosques and 7 graveyards/shrines located within the RoW of the Phase I RMP sections, although none fall within the construction limit and area of direct impact as delineated by the Col 1. The contractor will be required to take into account the sanctity of graveyards and buildings of religious significance encountered during construction by marking such sites with flags and exercising due care when using construction equipment near these areas. No known archaeological site is located within the Col 2 (200 m from the edge of the highway). However, the contractor will be required to instruct construction crews and site supervisors in archaeological site recognition, conservation procedures, and temporary site protection. In case of a chance excavation, the contractor must halt work at the site immediately and notify the Dcpartment of Archaeology and Museums through the NHA. 03/19/03 Environmental Impact Assessment and Mitigation Measures 7-25 EIA of PHERPRehahilitattonand Maintenance Projecds 8. Land Acquisition, Resettlement, and Compensation This section addresses the issues that will arise as a result of land acquisition and resettlement of squatters currently located within the RoW of the sections proposed for RMP under Phase I. 8.1 Land Requirements and Occupation Encroachments and squatting within the RoW is common on almost all sections of the project corridor. Squatter settlements are those that fall entirely within the RoW ie, occupy public land but do not own adjacent or other land or assets; by definition, squatters are generally classified as poor and vulnerable. The squatter settlemcnts located along the project corridor are primarily concentrated in areas where rural settlements and towns are located fairly close to the highway. These scttlements are generally commercial in nature, and rarely residential. Encroachers are propcrty or landowners who have occupied a portion of public land by cxtending their existing adjacent land holdings into the RoW; they are not normally entitled to support, unlcss classificd as vulnerable. As far as possible, the existing and additional carriageways under Phasc I of the project will be upgraded within the existing RoW, and no permanent land acquisition is expected. Temporary land acquisition by contractors for setting up campsites, asphalt plants and extracting borrow material has becn discussed in Section 7.2.1. 8.2 Process of Land Acquisition For the purposes of the project, land acquisition will procecd in accordance with the Land Acquisition Act (LAA), 1894; the process of acquisition is described below: * Under Section 4 of the LAA, the acquiring department submits an application to the land acquisition collector (LAC) for the acquisition of land. The notification's publication date fixes the date for determining the market value of the land under acquisition. i*. Following the publication of notification, land may be acquircd through private negotiation or compulsory acquisition. * The area's commissioner issucs notification of the intent to acquire land for a public purpose under Section 5, following which, any party intcrcstcd in that land may objcct to the acquisition within 30 days of the notification. This grievance redressal mechanism allows pcople to lodge applications to rectify ownership records whcre necessary, delete the propcrty of an individual from acquisition, or register any objections to the proposed land acquisition. 0319/03 Land Acquisition, Resettlement, and Compensation 8-1 EU of PHRP Rehabilitationand MaintenanceProjecLt D A final declaration stipulating that a specific plot of land is required for a public purpose is issued by the provincial government under Section 6, within six months of the publication of notification under Section 5. D Under Section 7, the LAC is given jurisdiction to acquire the land, following which, under Section 8, he is bound to re-demarcate the land required in accordance with changes in ownership records or valid objections raised by affected parties. > Sections 8, 9, and 10 allow interested parties to put in claims for compensation, raise any further objections to the acquisition, and ascertain the names of any parties possessing any interest in the land. D The LAC makes his award under Section I1, stipulating the correct area of the land, and the amount and apportionment of compensation among interested parties. > Under Scction 16, the government bccomes owner of the land on taking possession, which under the LAA, is not conditional upon the payment of compensation. 8.3 Impact on Squatters' Settlements 8.3.1 Demarcation of Area of Impact As discussed in Section 5.1.1, the Col I marks the limit within which the direct impact of construction activities is likely to occur. This limit will vary along the length of the project corridor according to site-specific conditions, and squatters locatcd within this area will need to be relocated. A documented 468 squatters' structures lie within the RoW of the Phase I RMP sections; of these, only 28 will need to be rclocated during rehabilitation works under Phase I (Section 8.4 cxplains how many of thcse structures will be compensated). Field surveys carried out in seven of the highway scctions proposed for improvement indicate that construction works will not disrupt any public infrastructure under Phase 1. In areas of ribbon development where squattcrs have established businesses within the RoW, the Col I will be kept as close as possible to the construction limit. In open areas with minor ribbon development, where squatters have raised the level of their occupied area to the road level, the distance of the construction limit from the central line of the carriageway is much shortcr than it would have been if the embankment were resting on natural ground. The Col 1 limit of 2.5 m from the construction limit fixed for open areas will therefore apply (see Section 5.1.1). However, whcre squatters' structures are located on natural ground with cnough margin for the construction of an embankmcnt and toe ditch/drain, the Col 1 limit will be kept as near the construction limit as possible in order to avoid unnecessary resettlement. 03119103 Land Acquisition, Resettlement, and Compensation 8-2 EL4 of PHRP Rehabilitation and MaintenanceProjects 8.3.2 Displacement of Squatters Under Phase I Of the four sections that fall under Phase I RMP, only two sections, ie, Hyderabad-Hala and Hala-Moro have squatters' structures located within the Col 1. Exhibit 8.1 depicts section-wise statistics for the various types of squatters' structures falling within the Col 1 of these sections. Their details are as follows: * Of 65 structures located within the RoW of the Hyderabad-Hala section, 16 structures, ie, 14 mobile vendor units and two thatched sheds fall in the Col 1. * Of 179 structures located within the RoW of the Hala-Moro section, only 12 will be affected. These include fourpucca (brick-built) shops, five shop cum thatched sheds, two kiosks, and one thatched shed. In total, 28 structures and the business income of 36 PAPs, ie, 26 squatter-owners, two squatter-tenants, six squatter-employees, and two absentee owners, will be affected once their commercial facilities are removed from the Hyderabad-Hala and Hala-Moro sections (see Exhibits 8.2 and 8.3 for details). Exhibit 8.1: Squatters' Structures Within Col 1 of Phase I RMP Sections Within Col 1 Section Chainage Town/Village Total S S+TS K H TS VM Karachi-Hyderabad ------ Hyderabad-Hala 187 Bahu Dero ------ 189 Sekhat - - - - 1 14 15 ECW 193 Khyber - - - - 1 14 15 201 Khandu ------ 206 Bhit Shah Mor -… … … ……- Scattered - - - 1 - 1 Total - - - - 2 14 16 Hala-Moro 238 Hala Branch - - - - 240 Sabu Rahu - 1 2 - - - 3 256 Goth Panhal Khan 3 3 - - 1 ,, 7 ECW 258 Dmo 1 1 - - - - 2 Scattered -… … … … …- 269 Mashakh - - - -- 286 Bachalpur - - - -- 288 Nawab Wall Muhammad Khan 308 Shahpur Jahania -… … … …- Total 4 5 2 - I - 12 Tumol-Chablat S: Shop K Kiosk (khokha) H House TS: Thatched shed VM: Mobile vendor within median 03/19/03 Land Acquisition, Resettlement, and Compensatlon 8-3 ELI ofPHRP Rehahilitation andMaintenance Projects Exhibit 8.2: Potential Project-Affected Persons on the Hyderabad-Hala Section Structure Type Cc ID Chainage Name Nature of Business Status u ° E E 0 ~ 0 0 s/o~~~~ mein~~ CZcocothatched Khan Mooma0 ixco L (L W 3014 178300 M Safar Flour mill Owner TS Bnck pillar within 45 x 14 5 3 2 150,000 50,000 53,550 3,000 1 2,000 29 s/o Khan Mohommads/o ~ ~ ~ ~ ~ ~ ~median;canopy ~Ha thatchedChn ~ ~ e o d ~ roof 3022 193076 Achar Cobbler Owner VM Stall with jute 6 x 8 - - - 20,000 - NA 3,000 - - 17 s/o Han Chand canopy 3000 193100 Haji Fish Owner VM Trolley-cart 5 x 3 - - - 5,000 1,000 NA 2.100 - - 30 s/o Sathi 3001 193102 M Rafi General merchant Owner VM Stall with jute 5 x3 - - - 10,000 1,000 NA 2,400 - - 30 s/o Ahmed Khan canopy______ 3002 193105 Allah Ubhal Sweetmeats Owner VM Trolley-cart 3 x 3 - - - 10,000 - NA 3,750 - - 30 s/o M Ramzan 3003 193108 Nafeez Ahmed Poultry Owner VM Jute canopy under 8 x 6 - - - 5,000 1,500 NA 2,400 - - 30 s/o Shafi Mohammad tree shade 3004 193110 RiazAhmed Generalmerchant Owner TS Thatched roof with 10x6 - - - 5,000 2,000 1,200 2,100 1 1,000 30 s/o Soof Khan timber pillar 3005 193114 Munawar Hussain General merchant Owner VM Stall with jute 3x2 - - - 3,000 - NA 1,500 - - 30 slo Rasul Bux canopy 3006 193118 Hakim Ali Tobacco Owner VM Trolley-cart 5 x 3 - - - 5,000 1,000 NA 1,800 - - 30 s/o Allah Dino Contnues... 03/19/03 Land Acqulsitlon, Resettlement, and Compensaton 8-4 EL4 of PHRP Rehabilitation andMaintenance ProjectL Conlnued Structure Type ID Chainage Name Nature of Status e EE Business ° '- e8 -~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0u 3007 193125 M Ibrahim Fruit Owner VM Stall with jute 5 x 3 - - - 5,000 1,000 NA 2,100 - - 30 s/o Bahuddin canopy 3008 193128 Sahib Khan General merchant Owner VM Jute canopy under 10x 3 - - - 5,000 1,000 NA 2,100 - - 30 s/o Nek Mohammad tree shade 3009 193135 Haji Mangi General merchant Owner VM Trolley-cart 5 x 3 - - - 5,000 1,000 NA 1,500 - - 30 s/o Ghoush Deenam 3010 193138 Gul Sher Fruit and vegetablesOwner VM Trolley-cart 5 x 3 - - - 5,000 1,500 NA 3,000 - - 30 s/o Mithu 3011 193145 Umar Din Fruit and vegetables Owner VM Trolley-cart 5 x 3 - - - 5,000 1,500 NA 3,000 - - 30 s/o Bashir ud Din 3012 193150 Shabir Poultry Owner VM Trolley-cart 5 x3 - - - 5,000 1,000 NA 3,000 - - 30 s/o Ghani Deenam 3013 193153 Dhani Bux Poultry Owner VM Trolley-cart 5 x 3 - - - 5,000 1,000 NA 3,000 - - 30 s/o Wikew Structure type: Roof: 1 = RCC; 2 = RBC; 3 = Tiled, 4 = Asbestos/lIron sheets; 5 = Thatched, 6 = Other Walls: 1 = Mud: 2 = Brick masonry, 3 = Wall p,asterng Floor. 1 = Mud, 2 = Brick floor; 3 = Stone; 4 = Concrete V = Mobile vendor, VM = Mobile vendor within median; TS = Thatched shed, S = Shop: K = Kiosk a Based on the latest govemment schedule rates 03119103 Land Acqulsition, Resettlement and Compensation 8-5 EL4 of PHlRPRehabilitation and Maintenance Projects Exhibit.8.3: Potential Project-Affected Persons on the Hala-Moro Section Structure Type 0 ID Chainage Name Nature of Status u < E Business 2 Ai 0. 3546s240589 NoorwAhmed Tea stall Owner S+TS 25x30 3,5 3 1,2 300,000 10,000 18,720 6,000 - - - 22 3547 240592 s/a M Shafique Tobacco Owner K 6x6 - - - 15,000 5,000 NA 1,500 - - - 20 3549 240602 Raheel Tobacco Owner K 6x6 - - - 10,000 5,000 NA 3,000 - - - 22 3552 256380 Noor Mohammad Tea stall Owner TS 20x25 5 3 1 50,000 50,000 42,500 7,500 3 1,500 - 25 Dro Chutla Khusan nr 3553 256390 Dr Ghulam Hussain Clinic ewnrOaher/ s 12x40 3 2 2 70,000 50,000 NA 7,500 1 2,000 s/a Allahdad ecoce - 27 3554 256400 M oasim Empty OnerS+Tsa 27x40 3 1 1 100,000 100,000 NA Empty shop - - - 27 s/a Dost Mohammad mpyencroacherSTS2x0 3 1 110000,00N Emtshp- -- 7 3555 256430 SMRafiqmsherAl Tea stall TencroacherS+TS 2 5x40 3 2 1 150,000 250,000 NA 6,000 - Allah Dad 25 3556256440 M Buksh 0 3556 256440 s/o Sachay Dino General merchant Owner S+TS 8x20 3,5 2 1,2 25,000 40,000 20,400 1,500 - - - 27 Continues... 03/19/03 Land Acquisition, Resettlement, and Compensation 8-6 ELI of PHRPRehabilitation and Maintenance Projects .Continued Structure Type z! a~~~~~~ 64 io-LZ8 co 1~~~ Q. . c z,C -~~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~. 359I580Chanag Shame Cottonran whea STeantuS 301 3 2 4 25,0 15000 9900 4,0 a- -Shh2 355725640 Jaed lih Generall mer Onrchan r s+ 12x15_2 2 10,000 150,000 4320 3,5000 - - 302 Walis 1G=huda2Rartkmaory3=oalolstrn 3558~2555 FloZai Hussai = Grckfoor,3sStrasone: = Concrete5,00100Owe 4,2 .00 - 7 VS=ructure tyeno: Roof= RC;2vedo ilewihiB: d AsbetosIro = Thatcheshet:S hed,So,K=KOthe = 6 a Based on the latest government schedule rates 031us03 Land Acquisition, Resettlement, and Compensatlon 8-7 EIA of PHRP Rehabilitation and Maintenance Projects 8.4 Entitlement Policy Framework Under Resettlement Plan As discussed in Section 2.1.3, the governing legislation governing land acquisition and compensation is the Land Acquisition Act, 1894. The LAA is limited to a cash compensation policy for the acquisition of land and built-up property, and damage to other assets such as crops, trees, and infrastructure. The LAA does not take into account the rehabilitation and resettlement of displaced populations and the restoration of their livelihoods. To address these concerns, a Draft National Resettlement Policy and related Draft National Resettlement Ordinance were prepared following a national consultative process. Both World Bank policies on resettlement as well as the Draft National Resettlement Policy provide full protection to squatters. Taking into account the requirements of the LAA, the Draft National Resettlement Policy, and World Bank policies, an entitlement policy framework was developed to define compensation for the acquisition of land and built-up property and for resettling project-affected persons (PAPs) operating within the Col 1, and therefore subject to involuntary relocation. This is summarized in matrix form in Exhibit 8.4. The basic principles of the entitlement framework are as follows: D The NHA will ensure that as far as possible, squatters' business earnings are not affected by resettlement. D The NHA will help shift affected squatters to the nearest possible location within the RoW, and provide alternative structures to squatters whose original structures cannot be moved any further back into the RoW D The owners of affected structures will be allowed to salvage their building material. > Squatters will be provided an income safety net cushioning thern against potential delays in re-establishing them at alternative sites. > Encroachments, ie, structures that have been established on proprietary lad'd, part of which extends into the RoW, will removed without any compensation. Under the entitlement policy framework matrix, the categories of 'loss' entitling compensation are defined as follows. D Privately owned land > Privately owned, built-up property > Squatters' commercial structures within the Col > Trees within a residential/commercial compound D:' Squatter-owned utilities > Buildings or structures of cultural or religious significance. Each is described in more detail below. 03/19103 Land Acquisition, Resettlement, and Compensation 8-8 EIA of PHAP Rehabilitation and Maintenance Projects Loss of Privately Owned Land The owner will be entitled to cash compensation for the loss of privately owned land, the ownership of which will be verified on the basis of the current record of rights with the provincial Board of Revenue. The LAC, in consultation with the stakeholders concerned, will value the land based on its current market value, land type, productivity and location under Section 11 of the LAA. The NHA and LAC will assess the value of the land on the basis of the most recent survey carried out by provincial revenue staff. Once this value has been established, the NHA will be responsible for disbursing all compensation payments. If the loss extends to area under crops or trees, the concemed government departments, eg, the provincial agriculture or forest department, will value these assets on the basis of the most recent survey. In addition to the market value of the land, the project-affected person will be entitled to an additional sum of 15% of the land value in case of compulsory acquisition. Loss of Privately Owned, Built-up Property The owner will be entitled to cash compensation on a replacement-cost basis for the loss of privately owned, built-up property, the ownership of which will be verified on the -- basis of the provincial excise and taxation record in the case of urban property, and sale deeds/utility bills in the case of rural property. The value of the property will be assessed net of the value of salvaged material and include the cost of shifting. As above, the NIA will be responsible for disbursing all compensation payments. The contractor will not demolish the structure until the compensation amount has been released. Loss of Squatters' Commercial Structures Within Col I Squatters who own and run a commercial business that falls within the Col I will be re- established at a location as near as possible within the RoW. Squatters whose structures cannot be moved any further back into the RoW will be provided new kiosks, leased by the NHA under arrangements with the local administration to provide utilities to these settlements. Isolated kiosks that fall in areas that are not serviced will be leased to squatters at adjusted rates to compensate for this lack of services. Squatter-owners will also be allowed to salvage their structure material, and helped to shift their personal belongings to their new location by the NHA. In order to ensure that squatters' business earnings are not affected by their displacement, they will be given two months' notice before being relocated. In addition, should there be any delay in resettlement, squatters will be provided livelihood assistance at a given rate until such time that their new kiosks are ready for occupation. In order to protect squatters' employees, this assistance will be made conditional on workers being retained by their present squatter-employers. Squatter-tenants who run a commercial business that falls within the Col I will be entitled to the same facilities described above, apart from the salvage of building material. Absentee squatter-owners who are not currently running a business within the Col I will only be entitled to salvage their structure material. 0319/03 Land Acquisition, Resettlement, and Compensation 8-9 EIA ofPHRPRehabilitationand Maintenance Projects Loss of Squatter-Owned Assets Squatters who own any fixed assets, such as hand pumps or boundary walls, that fall within CoI 1 will allowed to salvage the facilities before they are demolished, and helped to shift these facilities within 5 km of the original location. Loss of Trees Within ResidentiallCommercial Compound Squatters who either own or rent a compound encompassing trees that need to be cleared will be allowed to salvage the wood before the trees are cleared. Loss of Culturally SignificantBuildings Should any structures of religious or cultural significance need to be demolished, the NHA will compensate the existing mosque committee or Imam on a replacement-cost basis. The NHA will also arrange a space at the nearest appropriate location to re- establish the facility, and provide assistance in shifting any salvageable material. In the case of graves, the LAC will finance the shifting of the graves by authorized community representatives. 8.4.1 Extent of Resettlement Under Phase I As shown in Exhibit 8.1, the total number of structures located within the Col numbers 16 on the Hyderabad-Hlala and 12 on the Hala-Moro section. 14 of these structures are mobile, ie, operated by mobile vendors, and can be moved out of the Col and further back within the RoW without incurring any damage. The NHA will compensate and help resettle the owners of a further ten structures that need to be dismantled. The remaining four structures are encroachments and will be removed without compensation. 03119/03 Land Acquisition, Resettlement, and Compensation 8-10 EL4 of PH-RP Rehabilitationand MaintenanceProjects Note: Exhibit 8.4 stands SUPERCEDED & Replaced by the 'Resettlement Policy Framework' attached as Appendix-A (pages 24-30) to the Environmental Assessment Summary (Phase I & 11) Exhibit 8.4: Entitlement Policy Framework Matrix Under Resettlement Plan No. Definition of PAP Definition of Entitlement Additional Facilities Actions Responsibility I Loss of Privately Owned Land Owner of land as Cash compensation in accordance wAth the Provincial revenue staff (tehsildars) will Land valued based on a fair market LAC in verified by market value following the acquisition process carry out a survey of land prices based on price as deternined by the LAC consultation with updated revenue laid out in the LAA under non-emergency recent transactions of similar lands, following the acquisition process laid stakeholders record situations, keeping in view the land type, registered for the preceding one year out in the LAA productvity, locaton, and record of past around locabons where the land is to be transactons acquired Compensation for loss of crops and trees as Crops, fruit-beanng and other trees Land class updated based on a cut-off LAC and provided in the LAA valued by respectve departments date department concerned In addibon to the market value of the land, Compensabon paid promptly, in LAC the owner of the land will be entitled to an accordance with the LAA, and pnor to addibonal sum of 15% of the land value If takeover of land the acquisibon was compulsory Transfer deed and title changed from LAC and NHA the original owner to NHA 11Loss of Private, Built-up Property Owner of Cash compensation on a replacement-cost Replacement cost net of salvage value LAC property based basis net of salvage value and inclusive of assessed in accordance with the on verified cost of shiftng schedule of rates of the provincial documents Buildings and Roads Department, inclusive of currently applicable premium Compensaton paid prompb'y, in LAC accordance with the LAA, and prior to takeover of land Structure to be demolished once NHA compensation amount has been released Continues... 03119/03 Land Acquisition, Resettlement, and Compensation 8-11 EL4 ofPHRPRehabilitation and Maintenance Projects ...Continued No. Defnition of Definition of Entitlement Additional Facilities PAP Actions Responsibility III Loss of Squatters' Commercial Structures Within Col 1 Squatter- Squatter-owners to be resettled New kiosks will be provided within the RoW NHA to keep provision in the construction NHA owner within the RoW to re-establish their and leased a to those squatter-owners whose contract budget for the construction of new operating business at the nearest appropriate structures cannot be moved any further back kiosks business locaton in the vicinity of their original from their current locabon in the RoW place of business In cases where new kiosks fall in areas that are NHA to collect lease payments at adjusted NHA not serviced, lease payments will be adjusted rates to compensate for the lack of public ublies/facilibes that squatter-owners would otherwise be enbtted to NHA to serve notice to affected squatter- NHA owners at least two months prior to the start of construcUon NHA to provide the contractor with alternative NHA and sites for kiosks; the constructon site within contractor the reach will not be handed over to the contractor until these kiosks are completed NHA to ensure that squatter-owners are NHA compensated through the provision of leased kiosks, and provided shifting assistance before the construction site Ishanded over to the contractor NHA to enter into a written agreement with NHA, local the local service provider to manage the new govemment and kiosks, provide utitihes, and prevent further service provider encroachments in the resettled area Squatter-owners will be exempted from lease NHA and local govemment to forego lease NHA and local pa9ments for a period that is twice the payments to compensate for delay In govemment disturbance penod (ie, the penod from the date relocabon of relocation to the date of resettlement into the new kiosks) Continues... 03119/03 Land Acquisition, Resettlement and Compensation 8-12 EM of PHRPRehabilitation andMaintenance Projects -Continued No. Derinition of Definition PAP of Entitlement Additional Facilitles Actions Responsibility In case new kiosks are not provided within a penod of Livelihood assistance to be paid by NHA NHA two months of relocabon, squatter-owners wll be on a monthly basis (NHA to keep provided livelihood assistance at the rate of Rs provision in the local component of 5,000/month until such time as the new kiosks are project cost /RMF budget) made available Owner allowed to salvage building Assistance in shifting belongings/salvageable material NHA to keep provision in the construction NHA material will be provided to all squatter-owners operaling in the contract budget for assistance in shiftng Col 1 Squatter- Squatter-tenants to be resettled New kiosks will be provided within the RoW and NHA to keep provision in the construction NHA tenants within the RoW to re-establish their leased D to those squatter-tenants whose structures contract budget for the constructon of operating business at the nearest appropriate cannot be moved any further back from their current new kiosks business locabon in the vianity of their locabon in the RoW onginal place of business In cases where new kiosks fall in areas that are not NHA to collect lease payments at NHA serviced, lease payments will be adjusted to adjusted rates compensate for the lack of public utilities/facilities that squatter-tenants would otherwise be entitled to NHA to serve notice to affected squatter- NHA tenants at least two months prior to the start of constructon NHA to provide the contractor with NHA and alternatve sites for kiosks; the contractor construction site within the reach will not be handed over to the contractor until these kiosks are completed NHA to ensure that squatter-tenants are NHA compensated through the provision of leased kiosks, and provided shifting assistance before the constructon site Is handed over to the contractor Continues... 03119103 Land Acquisition, Resettlement, and Compensation 8-13 EIA of PHRP Rehabililationand Maintenance Projects ...Continued No. Definition of Definition of Additional Facilithes Actions Responsibility PAP Entitlement NHA to enter into a written agreement with NHA, local the local service provider to manage the new government, and kiosks, provide utilites, and prevent further service provider encroachments in the resettled area Squatter-tenants will be exempted from lease payments for a NHA and local administation to forego lease NHA period that is twice the disturbance period (ie, the period from payments to compensate for delay In the date of relocation to the date of resettlement into the new relocation kiosks) In case new kiosks are not provided within a period of two Livelihood assistance to be paid by NHA on NHA months of relocation, squatter-tenants wll be provided a monthly basis (NHA to keep provision in livelihood assistance at the rate of Rs 5,000/month until such the local component of project costVRMF bme as the new kiosks are made available budget) Assistance in shifting belongings/salvageable material will be NHA to keep provision in the construction NHA provided to all squatter-tenants operating in the Col 1 contract budget for assistance In shifirng Absentee Allowed to NHA to serve notice to affected squatters at NHA squatter-owner salvage faalities least two months prior to the start of not operating and materials construction works business IV Loss of Community/Privately-Owned Utilities b Squatter-owner Allowed to NHA to serve notice to affected squatter- NHA salvage facilibes owners at least two months prior to the start of constructon Assistance in shifting salvaged material to a location within 5 NHA to keep provision in the construction NHA km of the original location contract budget for assistance in shifting NHA to ensure that squatters are provided NHA shifting assistance before the contractor is mobilized in the concemed reach Continues... 03119103 Land Acquisition, Resettlement, and Compensaton 8-14 EIA of PHRPRehabilitation and MaintenanceProjects .. ConUnued No. Derinition of PAP Definition of Entitlement Additional Facilities Actions Responsibility V Loss of Trees Owned by Squatters Squatter-owner or tenant as Allowed to salvage trees/wood NHA to serve notce to NHA applicable affected squatters at least two months prior to the start of construction Vl Loss of Culturally SignIficant Buildings Existng mosque committee or Cash compensabon on a replacement-cost Replacement cost assessed in NHA Imam basis net of salvage value accordance with the latest schedule of rates NHA to arrange space at NHA to keep provision in the NHA and local govemment the nearest appropnate project budget for providing locabon to reestablish the space facility Assistance in shifting NHA to keep provision In the NHA salvageable material contract budget for assistance in shifting Community/caretaker Shifting of graves Assistance in shifting NHA to keep provision in the NHA and local govemment responsible for graves graves to the nearest contract budget for assistance inconsultaton with 4 appropnate location in shifting stakeholders a Revenue from lease payments will be shared between the NHA and local govemment b Community-owned utilibes include hand pumps, boundary walls, and other fixed assets that can be salvaged LAC Land acquisition collector LAA Land Acquisition Act, 1894 0319t03 Land Acquisition, Resettlement, and Compensation 8-15 EIA of PHRP Rehabilitation and Maintenance Projects 8.5 Resettlement Monitoring Plan The approach to be adopted for monitoring of resettlement will be similar to the arrangements successfully tested by the NHA under previous projects with the local authorities in Punjab and NWFP. The General Manager Lands/Environment (GM LE) will be responsible for supervising the resettlement program under the entitlement policy framework presented in Exhibit 8.4, and conducting surveys to determine resettlement requirements. A resettlement committee consisting of the Deputy Director Maintenance, Deputy Manager Environment, and the Land Acquisition Collector will be appointed to monitor the resettlement process and to ensure that it conforms to the entitlement policy framework adopted for the project. Specifically, the resettlement committee will ensure that the following activities are carried out transparently and according to acceptable standards: D Verifying project-affected persons, specifically squatters, on the basis of their national identity card numbers/photographs to ensure that only those PAPs recorded during the census survey are allowed to claim entitlement benefits (see Exhibits 8.1 to 8.3). D Identifying which public facilities and utilities need to be relocated > Identifying suitable relocation sites > Signing leases and recording compensation payments in case of delays D Providing shifting assistance to displaced squatters. D Verifying that the amount to be paid as compensation and the schedule of compensation is in conformity with the provisions of the entitlement policy framework. > Recording and addressing the concerns of PAPs during and after resettlement. Given the wide expanse of the project area, it will not be possible to engage a single NGO to oversee resettlement as a third-party monitor. Instead, the concemed area's local authorities, ie, elected local bodies and administration will be assigned this responsibility, aided by community-based organizations (CBO), where available. The GM LE's office will liaise with CBO representatives and organize a joint committee to oversee resettlement activities. 8.6 Institutional Arrangements Institutional arrangements and responsibilities for land acquisition and resettlement are described in Exhibit 8.4. The staff of the GM LE will be responsible for managing land acquisition and resettlement on behalf of the NIA. The Land Acquisition Collector, supported by a valuation committee will determine the value of the land, while the provincial revenue department staff will assess the value of trees/assets on the land to be acquired. 03119/03 Land Acquisition, Resettlement, and Componaatdon 8-16 EMA ofPHRP Rehablitation and Maintenance Projects The NHA will be responsible for the valuation of built-up property, and will also be responsible for providing compensation for acquired land, property and structures. The following activities will be carried out in collaboration among the contractors, and the staff of the NHA Project Director and General Managers (Provinces), the Land Acquisition Collector, and stakeholder/community representatives: * Compensation for the loss of privately owned land and built-up property * Construction of new kiosks for displaced squatters, provision of shifting assistance, and subsequent leasing arrangements *' Relocation of existing public and community-owned utilities that fall within the Col I * Relocation of all culturally significant structures falling within the CoI 1. 8.7 Proposed Resettlement Budget Under Phase I, ten new kiosks will be constructed to accommodate displaced squatters~ whose structures cannot be moved any further back from their current location in the e RoW. The remaining 14 of 24 squatters, whose structures are mobile and can be move'd further back into the RoW without requiring further relocation, will be provided only shifting assistance. The cost of PAPs' resettlement under Phase I (including livelihood assistance if required) is estimated at Rs 678,000, and includes a contingency sum of Rs 154,000. In addition, a provisional sum of Rs 6,646,000 has been earnarked for ' relocating public utilities, mosques and graves that could potentially be affected in thez! RoW. The proposed total resettlement budget for Phase I will therefore be Rs 7,324,000. Exhibit 8.5 provides a breakdown of the estimated resettlement costs under Phase I of the project. 03119/03 Land Acqulsitlon, Resetdement, and Compensation 8-17 EIA ofPIHRPRehahiiiationand Maintenance Projects Exhibit 8.5: Proposed Resettlement Budget for Phase I Description Quantity Total Cost Rate per Unit (Rs '000) Construction of new 10 kiosks 400 40,000/kiosk indusive kiosks of utility connections Contingency for loss of 10 100 5,000/month livelihood (two months' businesses delay) Shifting assistance for 24 24 Two trips @ 500/trip, businesses businesses ie, 1,000/business Contingency for - 154 - resettlement Subtotal - 678 - Provision for relocation of 76 utility 76 1000/utility item utilities items Provision for replacement 13 mosques 6,500 500,000/mosque cost of mosques Provision for relocation of 7 graves 70 10,000/grave graves/shrines Subtotal - 6,646 - Total 7,324 0319/03 Land Acquisition, Resettlement, and Compensation 8-18 EIA of PHRPRehabilitationand MaintenanceProjects 9. Selected References Aftab, M P. 2001. "Acquisition of Data on Various Water Quality-Related Projects Undertaken by Nespak". Personal communication. Public Health Engineering Division, Nespak (Pvt.) Ltd., Lahore. Ahmed, M. 1995. Concept Measurement: Nature, Incidence and Review of Stralegies to Alleviate Poverty. Pakistan Institute of Development Economics: Islamabad. Ali, S M. 1995. "Poverty Assessment- Pakistan Case". PakistanDevelopment Review. Pakistan Institute of Development Economics: Islamabad. Ali, W and J A Aziz. 1999. "Water Pollution from Municipal and Industrial Wastewater". Proceedings of the 39t" Annual Convention of the Institution of Engineers. April 13-15, 1999. Lahore. Ali, W and K Ahmad. 1994. Pakistan Cotntry Report. Presented at WHO Training Course on GEMS/Water Quality Monitoring, Amman, Jordan, June 4-15, 1994. Almec/JICA. 1995. Study on National TransportPlan in the Islamic Republic of Pakistan. Ashfaq, R M et al. 2000. Forestry Statistics of Pakistan. Pakistan Forest Institute: Peshawar. Asian Development Bank and United Nations Bank Program. 1992. Forestry Sector MasterPlan. Associated Consultancy Centre. 1999. Improvement and Upgradationof Existing National I-Highway N25 betwveen Bela and Kararo. Report (PC- I proforma) prepared for National Highway Authority. NHA: Islamabad. Aziz, J A (unpublished data). PM,o ConcentrationLevels in Lahore Air. Institute pf Environmental Engineering and Research: Lahore. Aziz, J A. 2001. Status of River Water Pollution in Punjab. University of Engineering and Technology: Lahore. Aziz, J A et al. 1974. A Short Survey ofLahore Air. Institute of Public Health Engineering and Research: Lahore. Aziz, J A et al. 1974. Automobile Exhaust Pollution in LahoreAir. Institute of Public Health Engineering and Research: Lahore. Doe. 1993. Diesel Vehicle Emissions and Urban Air Quality. Quality of Urban Air Review Group. University of Birmingham: UK. Doe. 1993. Urban Air Quality in the United Kingdom. Quality of Urban Air Review Group. Department of Environment, Bradford: UK. Engineering Consultants International Ltd. 2002. N5 I-Iighway Rehabilitation Project Resurfacing and Strengthening Project. Bidding document. ECIL: Karachi. 03/19103 Selected References 9-1 EIA ofPHRPRehabditationand MaintenanceProjects Engineering Consultants International Ltd. 2001. N5 Highway RehabilitationProject- Resurfacing andStrengthening of Gujranwalato KharianSection. Bidding document. ECIL: Karachi. Engineering Associates. 2000. Widening and Improvement ofN50- Kalu Killah to Zhob Section. Report (PC- I proforma) prepared for National Highway Authority. NHA: Islamabad. Environment and Urban Affairs Division. National Conservation Strategy. Government of Pakistan: Islamabad. Environmental Protection Department. 1997. Ambient Air Quality in Punjab Urban Centres. Environmental Protection Agency, Punjab: Lahore. Fiji Public Works Department. 2002. Code ofEnvironmental Practice. Government of Fiji. Govemment of Pakistan. 2001. Economic Survey of Pakistan 2000-2001. Government of Pakistan: Islamabad. Government of Pakistan. 2000. Gazette Notification No. SRO 339(1)2000. Government of Pakistan: Islamabad. Government of Pakistan. District Census Reports for I-lyderabad, Nawabshah, Nowshero Feroze, Sukkur, Ghotki, Thatha, Dadu, Gujranwala, Gujrat, Islamabad, Rawalpindi, Attock, Nowshera, andPeshawar. Government of Pakistan: Islamabad. Government of Punjab. 1997. Environmental Protection Act, 1997. Government of Punjab: Lahore. Harrison, R M et al. 1994. Physico-Chemical Characteristicsand Source Apportionment ofAtmospheric Particles in the UK, Portugal and Pakistan. University of Birmingham: UK. Hayat, S. 1994. Country Report: PakistanAir Pollution Control. Presented at WHO Regional Training Course on GEMS/Air Quality Monitoring. WHO-CEHA, Amman, Jordan, October 23-27, 1994. Hagler Bailly Pakistan. 2000. Investigation ofAir and Water Quality (Lahore, Rawalpindi and Islamabad. Report prepared for Japan International Cooperation Agency. Hagler Bailly Pakistan: Islamabad. Hagler Bailly Pakistan. 1999. Quality andAdulteration of Motor Fuel and Lubricating Oil Supplies in NWFP. Report prepared for GTZ. Hagler Bailly Pakistan: Islamabad. Hussain, 1. 1999. Test Results of Emissionsfrom the Exhausts of Rickshaws in Peshawar. Report prepared for GTZ. GTZ: Peshawar. Hussain, S A. 1996. Pollution of Surface Water in Punjab. MSc. thesis for University of Engineering and Technology. Institute of Public Health Engineering and Research: Lahore. Institute of Public Health Engineering and Research. 1994. Physico-Chemical Characterizationand Source Apportionment ofAtmospheric Suspended Particulate Matter in Pakistan. 3rd Annual Report. IPHER: Lahore. 03/19103 Selected References 9-2 EIA of PHRP Rehablihtation and MaintenanceProjects Iqbal, S M. 1992. Trees of Pakistan. Forestry Planning and Development Project. Government of Pakistan/USAID: Islamabad. Iqbal, S M et al. 2001. Forests and Forestry in Pakistan. A-One Publishers: Lahore. Khan, S. 1995. Pollution Study ofBarianwalaDrain. MSc. thesis for University of Engineering and Technology. Institute of Public Health Engineering and Research: Lahore. Louis Berger International. 1998. Pre-FeasibilityStudy NS Peshawar-Karachi.Final report prepared for National Highway Authority. NHA: Islamabad. Louis Berger International. 1998. NHA IIighway Development Policy Assessment and Technical Assistance Summary. Report prepared for National Highway Authority. NHA: Islamabad. Majeed, K. 1996. Measurement of Total Suspended Particulatesand Lead Concentrationsin the Ambient Air of Guijranwala.MSc. thesis for University of Engineering and Technology. Institute of Public Health Engineering and Research: Lahore. Marwat, A M K. 1997. "Controlling Vehicular Emissions". FrontierPost, April 9, 1997. Ministry of Food, Agriculture and Livestock. 1999. Agriculture Statistics of Pakistan 1999-2000. Government of Pakistan: Islamabad. National Engineering Services Pakistan. 2000. Widening and Strengthening of National Highway N70 (Qila Saifullah-Loralai-Bewata. Report (PC- I proforma) prepared for: National Highway Authority. NHA: Islamabad. National Highway Authority. 2000. Quetta-Chamman Section of N25. PC-1 proforma. NHA: Islamabad. National Highway Authority: 1998. National 1-Iighway Network Economic Evaluation. NHA: Islamabad. National Highway Authority. 1998. Kohat Tunnel and Access Road Constructionproject. PC-1 proforma. NHA: Islamabad. National Highway Authority. 1995. Upgradazion and Improvement of NationalHighway N25- Kararo-WadhSection. PC-1 proforma. NHA: Islamabad. National Highway Authority. NationalPolicy Reforms Programme-Policy Matrix. NHA: Islamabad. National Highway Authority. Construction/lImprovementof National Highway N25- Kalat-Quenla Section. PC-I proforma. NHA: Islamabad. Population Census Organization. 2001. ProvincialCensus Reportfor NWFP 1998. Government of Pakistan: Islamabad. Population Census Organization. 2001. Provincial Census Reportfor Punjab 1998. Government of Pakistan: Islamabad. Population Census Organization. 2001. ProvincialCensus Reportfor Sindh 1998. Government of Pakistan: Islamabad. 03119/03 Selected References 9-3 EIA of PHRPRehabdlitationand Maintenance Projects Punjab Forest Department. 1999. StatisticalHandbook of Forestry, Wildlife and FisheriesDepartments. Government of Punjab: Lahore. Rehman, Z U and I Ali. 1994. Environmental Impact Assessment ofAir Pollution, Karachi. Paper presented at WHO Regional Training Course on GEMS/Air Quality Monitoring. CE1HA, Amman, Jordan, October 23 - 27. Schnabel, W. 1999. "Stop Burning Rubber- Protect and Save Your Future". The News. May 11, 1999. Shams, Z 1. 1998. "Health and Environment: Lead Pollution in Karachi is a Serious Health Hazard". Environics. Institute of Environmental Studies. University of Karachi: Karachi. Social Policy and Development Centre. 2000. SocialDevelopment in Pakistan Towards Poverty Reduction. SPDC. Tariq, M N et al. 1983. A Study ofAir Pollution in Lahore. Report No. 050-03-83 Institute of Public Health Engineering and Research, Lahore. UNESCO. 2000. World HeritageList. Winrock International. 1992. Suitable Tree Species for Different Agro-Ecological Regions and Civil Divisions of Pakistan. Report prepared for Government of Pakistan and USAID. Winrock International: Islamabad. World Bank: 1999. Environmental Assessment. Operational Policy 4.01. The World Bank: Washington DC. World Bank. 1997. Roads and Environment- A IHandbook. Technical Paper No. 376. The World Bank: Washington DC. World Bank. 1995. NaturalHabitats. Operational Policy 4.04. The World Bank: Washington DC. World Bank. 1994. EnvironmentalAction Plans. Operational Policy 4.02. The World Bank: Washington DC. World Bank. 1991. EnvironmentalAssessment Source Book. The World Bank: Washington DC. World Bank. 1991. Indigenous Peoples. Operational Directive 4.20. The World Bank: Washington DC. World Bank. 1990. Involuntary Resettlement. Operational Directive 4.30. The World Bank: Washington DC. World Bank. Technical Paper. No. 140. The World Bank: Washington DC. World Bank: Management of CulturalProperty in Bank-FinancedProjects. Operational Policy 11.03. The World Bank: Washington DC. 03/19/03 Selected References 94 EMA of PHRP Rehabilitationand MaintenanceProjects Appendix A: Project Description Data Exhibit A.1: Delineation of RoW for Phase I RMP Sections Chainage Measure RoW (m) RoW (m) Section (kin) Chainage from Centr Right Left from/at (km) to of (Facing (Facing North) North) Karachi-Hyderabad (NB/SB) 119+000 149+000 CW 110 110 (SB and NB) Hyderabad-Hala (SB) 162+970 210+480 ECW 16.8 16.8 Hala-Moro (SB) 214+850 317+771 ECW 16.8 16.8 Turnol-Chablat (NB/SB) 1555+000 1587+000 Median 36-38 15-37 Note: ECW: Exishng carriageway NB: Northbound ACW: Additional carriageway SB. Southbound The project corridor generally has well-defined rights of way (RoW). However, the RoWs vary from section to section and, in some cases, even within a section. The table indicates chainage-wise limits of RoWs;for both nght and left sides, while facing north. In cases where variations have been observed within a secbon, the RoW is indicated with minimum and maximum limits. Exhibit A.2: Elevation Difference Between ACW and ECW Embankments Chainage Difference Between Chainage Difference Between Chainage Difference Between (km) ACWandECW(m) (km) ACWand ECW(m) (km) , ACWand ECW(m) Hyderabad-Hala 162970.000 1 283 177405.000 1.109 184110 000 1.996 164225.000 1.049 177675.000 1.245 184370.000 1 019 164515.000 1.155 177950.000 1 376 185085.000 1.173 164750.000 1.057 178515.000 1 508 185640.000 1 214 164995.000 1.019 178765.000 1.296 185910.000 1.248 165260.000 1.03 179065.000 1.330 187615.000 1.018 165510.000 1.242 179330.000 1.414 188720.000 1.253 165785.000 1.681 179545.000 1.226 192210.000 1.13 166020.000 1.745 182110 000 1.267 192480.000 1.084 169285.000 1.012 182650.000 1 131 192750.000 1.511 172910.000 1.032 182915.000 1.205 193010.000 1.509 173160000 1.193 183855.000 1 117 193270000 1.297 176110.000 1.057 Continues.. 03119103 Appendix A A-I EIA of PHRPRehabilitation and MaintenanceProjects ...Continued Chainage Difference Between Chamnage Difference Between Chainage Difference Between (km) ACW and ECW (m) (km) ACW and ECW (m) (km) ACW and ECW (m) Hala-WMoro 215000.000 1.110 234575.655 1.005 258425.456 1.617 215228.894 1.300 235073.442 1.079 258739.138 1.342 218438 946 1.318 236221.441 1.113 259002.023 1.391 218575.747 1.995 236956.216 1.373 259195.864 1.497 218927.079 1.267 237204.608 1.265 259826.321 1.133 219169.000 2.656 237378.438 1.147 260056.053 1.242 219169.132 1.329 237884.260 1.396 260318.932 1.149 219398.000 1.270 238133.806 1.388 263764.361 1.168 220934.131 1.367 238365 865 1.174 267123.056 2.580 221193 654 . 1.483 238605.598 1.857 269387.643 1.030 221446.887 1.400 238846 779 1.259 273885.102 1.510 221633.425 1.034 238920.413 1.548 287167.636 1.130 221883.607 1.154 239181.353 1.243 287417.388 1.146 222146.150 1.033 239303 208 1.346 289171.191 1.064 223073.742 1.029 239562 771 1.781 289421.920 1.218 223318 345 1.088 239840.493 1.195 289671.082 1.263 223533.812 1.150 240092 062 1.396 295435.671 1.051 224291.065 1.194 240278 857 1.046 295935.527 1.657 224476.999 1.365 240853 961 1.459 296185.995 1.289 224731.300 1.304 241642447 1.369 296684.528o 1.109 224992.134 1.374 254165 000 1.013 296935.862 1.416 225247.624 1.114 254709 184 1.098 297944.209 1.W2 225421822 1.162 255144 515 1.545 298181.850 1.265 225670.305 1.451 255416.364 2.209 305318.000 1.039 225920.953 1.822 256158.326 1.000 306330.958 1.190 232458.467 1.277 256413.744 1.022 306620.659 1.300 232688.193 1.309 257180.788 1.101 315544.521 1.132 232948.138 1.481 257447 983 1.723 315800.690 1.208 234097.505 1.348 257994.356 1.012 316806.124 1.058 234322.242 1.570 258163.687 1.927 Turnol-Chablat The ACW and ECW on this secbon are approximately at the same level 03/19103 Appendix A A-2 EJA of PHRP Rehabilitationand MaintenanceProjects Exhibit A.3: Water Channels Intersecting Phase I RMP Sections Section Stream CanalslDistributaries Name Location Name Location Karachl.-Hyderabad Other Different locations Hyderabad-Hala Hatrl Shah 166+000 - Chandan Wah 175+900 Other 174+600 Hala-Moro Chanesar 267+050 Tarah 218+735 Hala 238+885 Other 264+885 Tumol-Chablat Other Vanous locattons Wah Gardens 1152+250 Chablat 1588+025 Exhibit A.4: Roads/Tracks Intersecting Phase I RMP Scctions Approximate Number of Intersections Highway Section - Metalled Roads Earthen Tracks v Karachi-Hyderabad 17 12 Hyderabad-Hala 14 12 Hala-Moro 13 16 Tumol-Chablat 45 3 Exhibit A.5: Existing Public Amcnities for Phase I RMP Sections No. of No. of No. of of Zebra Overhead Cautionary Section No.Turns of U- BusNo. Bays Crossings Crossings Signboards Hyderabad-Hala 47 - - - Insufficient Hala-Moro 21 - - - Insufficient TumolChablata 22 8 _ 2 Insufficient One service lane exists along both NB and SB carmageway at Taxila 03/19/03 Appendix A A-3 EIA of PHRPRehabilitation and MaintenanceProjects AppsndDx B: EnvlronmenWa and SocWa Basefln Data 03/19/03 Appendix B B-l EIA of PHRP Rehabilirationand MaintenanceProjects Exhibit B.l: Geological Zones of Pakistan (See following page) 03/19/03 Appendix B B-2 UHd9aICMdog insaMmIaama " ln _v dO8 .w Uwwodowe: seuoz IeoiBoloog __ (Iasqd U*J uogqneqs - dRHdJO V _ UU12O Du OR 0 U6q 19 + ., _~ PW - pmXZf - -~~~~~mqwoapmp P~~~UPd~ ACm1i R °AV /0.-<."- /X1_ u > p ll pmpp1pr 01 13 11W4PM *ROP pmaqdP"_quougm XUN Us"oJ L N P A-i ------(id-Liew j e a.Ipi,- 43=' - An-o AnapPoo)4 WI EIA of PHRP Rehabilitationand Maintenance Projects Exhibit B.2: Climate Regions of Pakistan (See following page) 03/19t03 Appendix B B-4 N5 HV?w 0-Oft _) ------ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~CMfrm I X1 ^t.1 > 1 -*4, M t C~~~~~~~~~~~~~~~~~~ehilimteRginsoVeryI m ~m t al ;*~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1IM- __ i INO-lIofH OndaWa HoOafld SaiWng 1: SOOCOCO ArabtaaSeebs UureyM Dab Mod 2003 EIA of PHRP Rehabihtationand Maintenance Projects Exhibit B.3: Mean Annual Rainfall in Pakistan (See following page) 03/19103 Appendix B B-6 N5 H%hway (Compnb N8 HXgym1ncfOa ------H-rway (OUXR 40 1I00 na n 10 2 *wDoh50 X ~~~~~~~~~~~~~~~~~~~~~1Xmlb 1260 nrY '*+a L' ''L undEt Onl jg BAminofIPHRP Akw-i Rg"lfttion~~~~~~~~~DM. ftjct he ranlanSea 1 t', X 8 800 EIA of PHRP Rehabilitationand Maintenance Projects Exhibit B.4: Natural Vegetation of Pakistan (See following page) 03119/03 Appendix B B-8 3 l~~~fI Iml " 8§ ] gk Xil ] a i i I E I i i i t EL4 of PHRP Rehabilitationand MaintenanceProjecLs Exhibit B.5: Common Vegetation in Protected Areas Along Project Corridor Botanical Name Common Name A. Trees and Shrubs Acacia modesta Phulal Acacia nilotica Babul, kikar Aenuajavanica Bui Agave sisalana Sisal Albizzia lebbek White siris Albizzia procera Black siis Azadirachta indica Neem Bauhinia variegata Kachnar Bombax ceiba Semal Calligonum polygonoides - Phog Calotropis procera Ak Capparis deciduas Kanr Cassia fistula Amaltas Conocarpus lancifolius Ethiopian tree Crotolana burhia Dalbergia sissoo Shisham, tahli E,ythrina suberosa Gul e nishtar Eucalyptus camaldulensis Sufaida Ficus bengalensis Barr, bohr Leaucena leucocephala Iple iple Mangifera indica Aam Melia azedarach Bakain, dharek Morus alba Toot, shahtoot Nenum odorum Kaner Pongamia glabra Sukh chain Populus euphretica Bhan Prosopis cineraria Jand, kandi Prosopisjuliflora Mesqite Salsola baryosma Chota lana Salvadora oleoides Jal, van, peelu Continues... 03J19/03 Appendix B B-10 EM of PlRP Rehabilitationand Maintenance ProjecLt ...Continued Botanical Name Common Name Syzigium cumini Jaman, jamni Tamarix aphylla Frash Tamarix dioica Lai Tecoma stans Tecoma Tecomella undulata Lahura Ziziphus mauritiana Ber Ziziphus nummularia Mallah B. Common Grass Species Andropogon ischaemum Palvan Aristida depressa Lumb Cynodon dactylon Khabbal Chrysopogon aucheri Khar dhaulu Cymbopogonjwarancusa Khawi Digitaria bicomis Papar Eleusine compressa Chimberh Elionurus hirsutus Sin Eragrostis cynoneroides Dab Eulaliopsis binata Bhabhar Lasiurus sindicus Gorkha Panicum antidotale Garam Pennisetum divisum Saccharum bengalensis Kana, sarut Saccharum spontaneum Kaha Sorghum halepense Baru, bajra Typha angustata Koondar, dib 03/19/03 Appendix B B-1l EIA of PIlRPRehahilitation and MainrenanceProjects Exhibit B.6: Common Wildlife in Protected Areas Along Projcct Corridor Genetic Name Common Name Mammals Antilope ceriscapra Black buck Axis porcinus porcinus Hog deer Boselaphus tragocamelus Nilgal Canis aureus Jackal Felis chaus Jungle cat Felis margarita scheffeli Pakistan sand cat Funumbulus pennant Northem palm squirrel Gazella bennetti Chinkara Herpestes edwardsi Indian mongoose Hystrix indica Indian crested porcupine Lepus nigricollis Indian hare Lutra perspicillata Smooth-coated otter Manis crassicaudata Indian pangolin Ovis onentalis Punjabiensis Punjab urial Platanista minor Indus river dolphin Prionailurus vivefrinus Fishing cat Sus scrofa cnstatus Wild boar Birds Accipetar badius Shikra Acridotheres tristis Common mynah Acridotheres ginginianus Bank mynah Anser erythropus Lesser white-fronted goose Apus affinis House swift Aquila clanga Greater spotted eagle Aquila heliaca Imperial eagle Ardeola grayil Pond heron Athene brama Spotted owlet Aythya nyroca Ferruginous duck Bradyptenus major Long-billed bush warbler Bubulcus ibis Cattle egret Catrous wallichii Cheep pheasant Centropus cinensis Crow pheasant Chaetomis striatus Bristled grass warbler Chlamydotis undulata Houbara bustard Chrysomma altirostere Jerdon's babbler Columba eversmanni Pale-backed pigeon Coracius bengalensis Indian roller Corvus splendons House crow Conuinues.. 0319/03 Appendix B B-12 EL4 of PHRPRehabilitationand MaintenanceProjects ...Contlnued Genetic Name Common Name Cotumix cotrunix Common quail Cuculus saturatus Oriental cuckoo Dendoocitta vegabunda Indian tree pie Dicrurus adsimilis Black drongo Dinopium bengalensis Golden-backed woodpecker Elanus caerulus Black-winged kite Eudynamys scolopacea Koel (Indian) Extrilda annandava Red munia F. Pondicerianus Grey partridge Falco naumanni Lesser kestrel Francolinus francolinus Black partridge Gallinula chloropus Indian moorhen Grus leucogeranus Siberian crane Gyps bengalensis Common vulture Halcyon smymensis White-breasted kingfisher Haliaeetus leucoryphus Pallas's sea eagle Hinundo rustica House swallow Lanius excubitor Grey shrike Lanius schach Rufous-backed shnke Marmaronetta angustirostns Marbled teal Merops orientalis Little green bee-eater Milvus migrans Pariah kite Motacilla alba White wagtail Motacilla flavia Yellow wagtail Nectarinia zeylonica Purple sunbird Oxyura leucocephala White-headed duck Passer domesticus House sparrow Passer montanous Mountain (Russian) sparrow Pavo cristatus Indian peafowl (captive) Pelecanus crispus Dalmation pelican Picoides mahrattensis Mahratta woodpecker Prinia buresii Rufuous-vented prinia Psittacula krameri Alexandrine parakeet Pycnonotus cafer Red-vented bulbul Rhynchos albicollis Indian skimmer S. Tranquebarica Red turtle dove Saxicola macrophynca White-browed bushchat Saxicoloides fulicata Indian robin Stema acuticauda Black-bellied tem Streptopelia decacoto Indian ring dove Continues.. 03119/03 Appendix B B-13 EIA ofPHRP Rehabilitation and Maintenance Projects ...Continued Genetic Name Common Name Streptopelia roseus Rosy starting Stumus vulgaris Common starting Tragopan melanocephalus Westem tragopan Treton phoenicoptera Green pheasant Turdoides caudatus Common babbler Turdoides striatus Jungle babbler Upupa epops Hoopoe Vanellus gregarious Sociable lapwing Vanellus indicus Red-wattled lapwing Reptiles Bungarus caeruleus Krait Crocodylus palustris , Mugger Gavialis gangeticus Gharial Geoclemys hamiltonii Spotted pond turtle Hardella thuqjil Crowned river turtle Naja naja Cobra Naja orciana Asian cobra Python molurus Indian python Rlpad punctata Skink Varanus bengalensis Monitor lizard Vipera russelii Viper, Russel's Amphiblans Bufo bufo Common toad Rana tigrina Common frog Exhibit B.7: District-Wise Distribution of Phase I RMP Sections Proportionate Highway Sections Lengtha DDstnct Coverage (km) in Percentage Karachi-Hyderabad 30 Thatta 58 Dadu 42 Hyderabad-Hala 45.5 Hyderabad 100 Hala-Moro 79 Hyderabad 24 Nawabshah 64 Naushahro Firoz 12 Tumol-Chablat (NB/SB) 34 Islamabad 29 34 Rawalpindi 56 Attock 15 a Length exduding bypasses 03/19/03 Appendix B B-14 ELJ of PIHRP Rehabilitationand Maintenance Projects Exhibit B.8: District-Wise Demography of Phase I RMP Sections Population Literacy Gende AgeLteay() D,stnct Total Renter Dependency Population Female Growth Rural Pop. Urban pop. Ratio Ratio Overall Male Female Rural Urban (million) Male (6) (%) Rate (V.) (M) (Y.) Thatta 1.11 47.06 52.94 226 88.79 11.21 112.50 87.94 22.14 31.58 11.40 18.99 45.92 Dadu. . 1.67 53.16 47.04 2.65 78.58 21.62 110.64 87.40 35.56 48.03 21.65 30.34 54.30 Hyderabad 2.89 52 26 47.74 2.02 49.19 50.81 109.40 81.88 44.25 52.63 34.97 24.84 61.30 Nawabshah 1.07 51.86 48.14 1.63 73.65 26.35 107.72 91.75 34.13 47.62 19.62 26.47 54.26 Naushahro Firoz 1.09 52.28 47.72 1.61 82 31 17.69 109.55 93.75 39.14 54.27 22.60 35.99 53.34 Islamabad 0.81 53.90 46.10 5.19 54.30 45.70 117.00 68.40 72.40 80.60 62.40 62.50 77.30 Rawalpindi 3 36 51.20 48 80 2.70 46.84 53.16 105.00 73.00 70.40 81.20 59.20 63.90 76.00 Exhibit B.9: Historical Monuments Along Phase I RMP Sections Description of Site Distance from N5 (kin) Hyderabad (Talpur monuments; pucca fort; kacha fort; Miani Fort from 17th century Kelhoura period) 4 Hala (16th century monuments) 2 Bhit Shah (1 7'h century tomb of saint Shah Abdul Latif Bhitai) 3 Sehwan Sharif (mausoleum of saint Lal Shahbaz Qalander) 30 Kot Diji (fort) Along N5 Moenjo Daro (archeological ruins dated 3000 BC) 35 Taxila (ruins dated 500 BC (2 km); Nicholson obelisk, 1868 (along N5); 16 th century road portion built by emperor Sher Shah Suri (along N5) ° Hasan Abdal (16th century Wah Gardens established by Moghul emperor Akbar; Along N5 Sikh gurdwara (shrine) Punja Sahib) 2 03s19103 Appendix B B-15 EIA of PHRPRehabiltatlion and Maintenance Projects Exhibit B.10: Land Use in Pakistan (See following page) 03/19/03 Appendix B B-16 Wm I.3EM "law 7~~~~~~~~~~~~~~~~~~~~~~~~~~~f u6lqq dO8 8 -@6. oeooooDe: OPa, UuSIXBd Ul esn pus- l____ (I"mid) SP*M ua,jquqs dI-d VGIl P uqei, 6 Q~ i i6 t IBP - S ,4 APmBrI mPnpul in , .eqp o I at_v (j4 Aa.ifm AA- PW"PUN 1 ______.Z 01 EIA of PHRPRehabilitationand Maintenance Projects Appendix C: Record of Public Consultations CA Stakeholders' Consultative Workshops Exhibit C.1: Statistics of Stakeholder Workshops Date Venue No. of Participants Engineering General Consultants September 25, 2001 Hyderabad 106 November 13, 2001 Lahore 117 Associated Road Users of Pakistan August 30, 2000 Hyderabad 57 September 07, 2000 Gujranwala 88 September 13, 2000 Dera Ismail Khan 100 September 20, 2000 Khuzdar 154 0321/03 Appendix C C-1 EIA of PJHRPRehabilitation and Maintenance Project,s Exhibit C.2: Record of Scoping Sessions Venue No. of Main Concems Participants Men Women Karachi-Hyderabad March 13, 2002 Lonigoth 18 - Lack of avenue tree plantation Police Station Inconveniently located U-turns Corrugated road surface causes overloaded trucks to become unbalanced Inappropriate attitude of traffic police Lack of passenger facilities, bus bays, and waiting rooms Hyderabad-Hala March 7, 2002 Khyber 47 2 Lack of public facilities, eg, parking stands for public vehicles, village bus bays, waiting areas, etc. (Hyderabad) Extensive encroachment and squatter settlement Difference in elevation of ECW and ACW creates a hazard for vehicles Undue delays in completing road works have adverse effects on business PAPs not compensated along parts of the N5 where road extension (ACW) was carried out Absence of middle partitioning wall, crossing points, overhead bridges and traffic signage causes accidents Absence of outlets to drain rain/flood water away from the highway Sekhat Union 19 6 Road design should incorporate provisions to minimize the Council office damage to buildings along the RoW (Hyderabad) Measures to minimize frequent road accidents Need for bus stands and parking bays Adverse socioeconomic impact on PAPs should be mitigated by providing alternative land, monetary compensation, and loan facilities Ensure transparency in the calculation and payment of compensation to PAPs Provisions for drainage of water from the ECW (which is at a lower level); and measures to minimize the damage caused to buildings along the RoW as a result of water accumulation Locals should be provided onsite construction employment Measures to minimize smoke emissions from vehicular traffic, and dust during road construction Monitoring environmental problems by a local committee Continues. C 03/21/03 Appendix C-2 EJ4 of PHAP Rehabililationand Maintenance Projects ...Continued Venue No. of Main Concems Participants Men Women Hala-Moro March 7, 2002 Sabu Rahu 50 3 High variation in the ECW and ACW levels (about one meter) (Hyderabad) causing frequent mishaps Lack of signboards particularly in frontof educational institutions Air pollution and noise because of vehicular traffic Necessity of tree plantation Non-payment of compensation during bonstruction of ACW since 1995 Undue harassment by Highway officials of persons doing business along RoW Possible damage to buildings due to road expansion and the provision of a bypass Moro-Kotri Kabir-Ranipur March 12, 2002 Kotri Kabir 12 - Undue delay in the payment of compensation dating from the (Naushahro construction of the ACW Firoz) Need for the constnrction of waiting rooms, toilets, etc., for the passengers Need for construction of a median wall with crossing points because of difference in levels of ECW and ACW Difficulty in road crossing due to absence of crossing facilities Piecemeal, prolonged implementation of road rehabilitation plan causing disturbance to shopkeepers Need for finalizing rehabilitation plan, particularly in relation to hotels, well before the initiation of road rehabilitation operations Gujranwala-Kharian March 22, 2002 Rahwali 8 - Dust likely to be a hygiene problem for roadside restaurants Cantt. during construction/extension of road (District Unsatisfactory condition of highway from Jhelum to Gujar Gujranwala) Khan; driving rendered difficult by development of corrugations and depressions in its surface NHA staff does not allow hotel customers use of the area in front of Roadside Hotels Continues. . 03/21/03 Appendix C C-3 EIA of PHRPRehabilitalionand MaintenanceProJecLs ..Contlnued Venue No. of Main Concems Participants Men Wornen Amrat Pura 21 9 Frequent accidents; necessity of zebra crossings (Gujranwala) Lack of signboards to caution road users Blocked cross-drainage under old bridge due to carelessness of NHA staff Water stagnation in low lying sites in the RoW in front of the village Lack of proper parking area for passenger buses Piles of rubbish in the RoW Kotli Sahian 12 10 Lack of road crossing facilities resulting in frequent accidents (Gujranwala) (about 4 accidents in the past year around a single point) Requirement of signboards particularly near educational institutions, hospitals/clinics and other public places Deona Mandi 14 5 High speed traffic causing accidents Involving road crossers. (Gujrat) Environmental problems and accident hazards increased by the establishment of a tonga/motorized rickshaw stand (average 20 tongas and 15 rickshaws) along the RoW to cater for the needs of about 30 adjoining villages has increased Lala Musa 35 10 Possible eviction problem and resulting loss of income to the (Gujrat) business community due to highway rehabilitation works implemented by NHA (compensation for the bonafide PAPs demanded in the form of shops on the Gujar Khan/Dina pattern) Absence of bypass for Lalamusa Lack of rickshaw stand, bus bays, and passenger facilities. High frequency of fatal accidents on the highway (average 1.5 per month); at least three overhead bridges to cross the highway at different points required Improper parking site along NB part of highway Turnol-Chablat March 29, 2002 Margalla Hills 7 7 Establishment of temporary truck stands in close proximity of near Taxila the highway (Rawalpindi) Excessive number of Traffic Police checkposts (on every 10-15 km of highway) Parking of heavy earth-moving machinery by private entrepreneurs (km 1266) in the RoW a potential hazard. Establishment of fruit market at Taxila very close to the highway Improper location of U-turns (at wider spacing) Use of the same road for fast as well as slow-moving traffic, including non-motorized vehicles. Prohibition on the use of extra space in front of wayside hotels for clients Inadequate signage Continues... 03/21/03 Appendix C C4 EIA of PHRP Rehabilhiationand MaintenanceProjects ...Continued Venue No. of Main Concems Participants Men Women March 30, 2002 Jinnah 6 3 Roads poorly lit Colony Hazardous road crossing (Rawalpindi) Absence of lane and/or footpath for pedestrians Lack of drainage system; spread of diseases Ahmednagar 21 14 Lack of highway crossings poses problems for pedestrians, (Rawalpindi) adversely affects business on both sides, and causes road accidents (averaging 3 per month) Immense traffic problems caused by dosure of U-turn in front of POF Barrier No.3 and establishment of U-turn at a distance of 3 km, opposite Royal Memorial Hospital High noise levels Vendors occupying part of RoW Need for tree plantation Nowshera-Peshawar March 29, 2002 Ismail Khel 15 8 Lack of U-turns near the village (Nowshera) Amangarh 7 4 Appreciation of double road's role in time saving and reducing (Peshawar) traffic jams Damage to habitations at lower level than Highway due to rain and flood water accumulation Proximity of residential buildings to the RoW posing constant potential danger of mishaps Acute drainage and sanitation problems High noise levels Aurangabad 17 5 Appreciation by the locals, particularly women, of ACW (Peshawar) construction for reducing road accidents, time savings & efficiency in transport (traffic blockade) Landowners facing difficulties in managing land on either side of the highway, which passes through the village Lack of highway-crossing Motorway adding to road-crossing problem (longer stretch) Absence of road-crossing points for cattle and consequent high number of accidents involving them (on average, 20 per month) Dust, smoke, and noise forming sources of disease Poor road construction standard General tendency of road-building contractors to ignore local labor Poor drainage along highway; stagnant water in front of habitations/shops Improper location of U-turns Continues:. 03/21/03 Appendix C C-5 EIA of PHRP Rehabilitationand Maintenance ProjecLt ...Continued Venue No. of Main Concems Participants Men Women Sarwarabad 12 5 Appreciation of double road shown by women for easing (Peshawar) crossing for children and thus reducing chances of accidents Skin diseases, malaria, and typhoid, as well as diarrhea, common because of open drain has causing environmental pollution and serving as a source of mosquitoes Accidents because of lack of partition wall in the median Cattle crossing also a problem Nasir Kalley 8 4 Accidents due to fast traffic (Peshawar) No bus stand Lack of crossing points Absence of U-turn Absence of drainage system Nasarpur 10 5 High noise levels creating disturbance and causing high blood (Peshawar) pressure Dust and smoke causing respiratory diseases amongst local inhabitants Chughalpura 20 9 Site prone to road accidents (Peshawar) Lack of provision for pedestrian road crossings No provision of proper bus-stops and/or waiting rooms for passengers at village site (women and children worst affected); bus stand established (at km 1693) at end of habitation Environmental pollution due to choked-up drain and abundance of rubbish (at Mohajar Garo) Dust causing spread of respiratory diseases 03/21103 Appendix C C-6 EIA of PHRPRehabilitation and MaintenanceProjects Exhibit C.3: Record of Roadside Consultations Respondents Main Concems Hyderabad-Hala Section July 11, 2001 Mr Zahid Hussain Sammon Shops are located just adjacent to the highway corridor, vehicles (Member NGO) r/o Khyber often run into these shops. Pedestrians have little sense of road use. Vehicle drivers generally overspeed. Careless driving by tractor drivers causes frequent accidents. Carts and vehicles parked under the shade of trees obstruct traffic and cause accidents. There are no lighting facilities for night-time traffic passing through the town. Outside contractors have no comprehension of local conditions and cannot perform the job as per local requirements. Mr Altaf Ali Shah The existing highway does not come up to required NHA (Computer Operator) r/o standards; shoulders are eroded and, with rubbish piled over them, Khyber movement of vehicles is difficult. Pedestrians do not have the requisite knowledge of rules goveming road safety. Buses cause accidents by stopping right over RoW where hotels and shops are established. The difference in the levels of the ECW and ACW, coupled with the stagnant water in the gap, cause damage to the road surface and serve as a source of diseases (no drainage system). Smoke from vehicles is one of the major causes of environment pollution. Tree plantation is scanty. Dr Hassan Shah Rains have damaged the existing road shoulders, making (Physician) r/o Khyber overtaking very dangerous. Pedestrians have very little road sense. Vehicles drivers often drive whilst under the influence oft intoxicating substances. There is no protective wall on either side of the road. Bus drivers ignore the sensitivity of the location (eg, school or hospital) when blowing the horns of their vehicles Continues... 03/21/03 Appendix C C-7 EIA of PHAP Rehabilitalion and MaintenanceProjectv ..Continued Respondents Main Concems Mr Ghulam Mohammad One lane of the highway is completely worn out due to (ASI Police Station accumulation of rainwater, the shoulders need heavy repair. Sakrand) r/o Syed Sohail Overspeeding is the main cause of accidents. Akbar Shah Village No guiding signs have been put up Environmental pollution and road rehabilitation cause the spread of respiratory diseases. Noise from pressure horns creates disturbance. No overhead bridge has been provided to allow pedestrians to cross roads. The local people have not been consulted regarding the highway Improvement policy. There is a lack of first aid or medical centers near the RoW. July 12, 2001 Mr Ghulam Nabi Somroo The highway, in its present form, is in a critically poor condition. (member Business Encroachments on both sides of the highway are very common. Committee: Sindh Graduate Association, Heavy vehicles that overspeed are a major cause of accidents. Khyber) and other No bus stops exist; buses stop on the road. members r/o Khyber. No provision has been made for rainwater drainage. July 13, 2001 Mr Mohammad Ramzan Proper bus stops are not available. (President Sindh Goth The road is narrow; driving is difficult; and over-taking leads to Sudhar Sangat) R/o frequent accidents. Jummo Shaho near Khyber No speed breakers exist. An overhead bridge is required to facilitate road crossing. No traffic signal exists. Drivers are generally reckless (so far about 20 fatal accidents involving villagers have occurred). Wild animals also fall victim to speeding vehicles. No signboards have been fixed. Placing stones around broken down vehicles on the highway and leaving them there causes accidents. Mr Anwar Ahmed (Student) The road is not in a condition to serve large vehicles. r/o Jummo Dero Accidents are often caused by large vehicles being driven by conductors rather than drivers. In the absence of an overhead bridge, people find it difficult to cross the road and must incur the risk posed by fast-moving vehicles when crossing. Roads are not maintained after construction. The median is deep and is difficult for pedestrians to cross. Continues... 03121/03 Appendix C C-8 EIA qfPH-RPRehabilitation and MainienanceProjects ...Continued Respondents Main Concems Mir. Nisar Ahmed (Teacher) Accidents on the highway are common; overspeeding accounts for r/o Anwar Kot most of the accidents. Noise and smoke are polluting the environment Because the ACW is high, the water drains down and accumulates in front of residential buildings, spreading diseases and damaging structures, trees, and crops. The presence of imported labour means that local women cannot go out and work in the fields. The compensation for affectees is generally not paid before road rehabilitation. There are no speed breakers near populated areas. Mr Mohammad Hussain Vendors attempting to sell their merchandise to moving vehicles (Squatter) r/o Khabran often fall and injure themselves. Students from adjoining schools come over to the highway. During rainy season, water accumulates on the road and creates problems for pedestrians and squatters. Trees have been planted very close to the road and create obstructions for drivers. Mr Shahmeer Ali (Squatter) The general public is unaware of road safety rules. r/o Sekhat Encroachments often cause accidents on the highway. Vehicles are dnven carelessly as there is no enforcement of traffic law. Mr Ali Murad (Squatter) r/o Stagnant water on the road surface impedes the flow of traffic Matyari during the rainy seasons; there is no drainage system. Overtaking of vehicles leads to accidents. No overhead bridge exists in this densely populated part of the Hyderabad-Hala Section. Vehicles pose a danger to wild animals. Mr Jumo Sheikhu The highway provides a safe escape route to the dacoits who (Squatter) r/o Khabran frequent this village. Mr Karim Dad (Squatter), Ploughs fitted to tractors crossing the road cause deep trenching r/o Dakorywala Hatri on the road surface. The public does not know how to cross a road. Vehicles overtaking each other at high speed often cause accidents. Livestock grazing is common on both sides of the road and the sudden appearance of animals on the road results in accidents. Mr Sahib Din (Squatter) r/o Drivers often fall asleep while driving, causing accidents. Sekhat Overtaking is also a major cause of accidents. Vendors often race to board moving vehicles, which results in mishaps. Continues. 03/21/03 Appendix C C-9 EIA ofPHRP Rehabilitationand Maintenance Projects ...Contlnued Respondents Main Concems Mr Wali Dino (Squatter) r/o The public is not educated about traffic rules and regulations. Khabran Signs have not been put up on the highway. Trolleys loaded with sugarcane and cotton crop cover almost the entire width of the road, causing accidents. Mr Abdul Razzaq The spreading branches of trees along the RoW obstruct vehicular (Squatter) r/o Jummo traffic. Shaho Travelers seated on the top of vehicles are often hit by tree branches. Passenger coaches tend to overspeed, causing accidents. The school gate of the Jummo Shaho village is right on the highway and is generally crowded with students, making it a potentially hazardous area. Mr Khadim Hussain Erosion has reduced the effective width of the highway, which is (Squatter) r/o Bato Dera the cause of many accidents. near Matyari Passenger vehicles are often overloaded. Animal-driven carts obstruct the fast moving traffic and account for many accidents. M/s Murad Ali, Hafiz Ali Road crossing is difficult. Murad and others (Road There is no waiting room for passengers. Travelers) r/o Jakheri Man During road rehabilitation operations, plying of vehicles, particularly big trucks and loaded trailers, becomes difficult, particularly when it rains. Significant pollution is caused by the emission of smoke. No speed breakers exist. Ws Khadim Danno, Speeding vehicles pose hazards to the local residents who own Mohram and Ali Nawaz land across the highway; there are no speed breakers to reduce (Farmers) r/o Jummo the speed of vehicles. Shaho High noise levels, smoke, and dust resulting frojn vehicles pollute the environment. With the rehabilitation of the highway, it is likely that speed levels will increase. If the road is widened, the main gate of the Jamaa Mosque, which currently opens on the road, will have to be shifted. There are no signboards. No bus stop and/or passengers' waiting rooms exist. Continues... 03/21/03 Appendix C C-10 EL4 of PHRPRehabilitationand Maintenance Projects ...Conttnued Respondents Main Concems July 14, 2001 Mst. Rina, Mst. Maji, Mst The high frequency of road accidents must be checked. Bal r/o Sekhat Overworked bus drivers cannot drive safely. Crossing the road is hazardous, particularly for old people. Speed breakers are non-existent. There are no barriers on either side of the road to prevent children from climbing onto the highway. Road improvement might cause the influx of people from other localities, creating social problems, eg, addiction of children to heroin, restriction on the movement of women. Mst. Safooran Brohi, Mst. A sharp tum on the highway and the sudden appearance of fast- Jannat Abro, Mst. moving vehicles poses serious problems for road crossing. Shameem Memon r/o Beho There is no waiting facility for bus passengers. Dero There is a lack of appropriate signs. Avenue tree plantation is needed to absorb environmental pollutants. Hala-Moro Section July 17, 2001 Mst. Hatil, Mst. Fatimah, Pedestrians are not conversant with the traffic rules and often Mst. Pathani, Mst. Raji r/o cause accidents. A separate path for pedestrians is required. of Pir Jhando The transportation of material for the construction of the road (ACW) causes problems to road users. No speed breakers have been constructed to check the speed of vehicles. Livestock must cross the road to get to the abundant bushes on the other side. No bus stop or waiting rooms exist. Bus drivers do not stop their vehicle to allow passengers to alight at the proper location. The local villagers are forced to hire a tonga at exorbitant charges. The inhabitants must become accustomed to high noise l1vels. Residents whose houses have been affected by the road rehabilitation program have yet to be compensated. The large difference in the ACW and ECW levels creates problems for pedestrians. Trees are a great necessity in this area; they should not be cut. Local people should be employed in road rehabilitation operations. Continues... 03121/03 Appendix C C-1l EIA of PHRP Rehabilitation andMaintenance ProjecLs ...Continued Respondents Main Concems July 18, 2001 Mr Ghulam Murtaza The low-lying parts of the Highway are waterlogged and have poor (Farmer) r/o Pir Jhando drainage. Accidents occur due to i. pot holes and depressions in the road. ii. overbalancing of overloaded trucks attempting to avoid the overhead branches of avenue tree plantation. Dr Rafeeq Ahmad Javaid Depressions on the road surface, overspeeding vehicles, and r/o Bari Goth incorrect overtaking are major causes of road accidents. The injured/dead persons on the road remain unattended for hours at a time. Buildings are encroaching onto the RoW. Roadside trees are being cut illegally. Mr Ghulam Rasool Traffic is slow because of the poor condition of the road, which (Squatter: Fruit Seller) r/o makes It easier for vendors to sell their wares. When the ACW Moro project is completed, speed breakers must be built to check the speed of vehicles. Roadside tree plantation is required to provide shade for vendors and pedestrians. Overgrown branches from existing trees are obstructing vehicles at many sites. No signboards have been installed on the highway to caution and/or direct drivers. Mr Khuda Bux (Squatter: There is no tree plantation. Mat Seller) r/o Bubak The highway is a shambles. Village near Manchar Lake Mr Roop Chand (Squatter The speed of vehicles is checked by the road that is currently Fruit Seller) r/o Saeedabad under construction. Road Speed breakers must be constructed to slow down traffic. Employment/ business opportunities currently available will finish with the completion of the project. The dust level is very high. Mai Wassal, Mst. Tajil, Mst. The highway is in a deplorable condition (ACW under Reshaman, Mst. Izzat and construction). Mst. Hajani Haleeman r/o Vehicle drivers have little consideration for pedestrians and cause of Goth Baghio a number of accidents. There are no speed breakers to reduce the traffic's speed. Inhabitants in the vicinity of the Highway are under constant threat from dacoits who escape using the Highway. . The road is too narrow to allow the smooth passage of vehicles, which quite often fall onto the agricultural land adjoining the RoW. Continues. . 03/21103 Appendix C C-12 EIA of PHAP Rehabilitation andMaintenance ProjecLv ...Continued Respondents Main Concems M/s Sain Bux, Harab shah, No bus stops exist along the highway. Akbar Shah, Alihar Keho, Trees can be looked after by the local residents. Din Mohammad (Farmers) r/o Kundi Stop Village, near The availability of transport is inadequate and the existing buses Sakrand are overloaded. Tape recorders played at a high volume are a common nuisance for passengers. Vehicles often slip off the road during the rainy season when shoulders are muddy. July 19, 2001 Mr Abdul Majeed Local people are not employed in road-building operations. (Businessman) r/o Deh An alternate route should be provided during road construction. Phalail The drainage system is not effective. Noise levels are high. The road surface is often damaged by tractors fitted with deep ploughs crossing the road. Animals killed in accidents lying on the road for long periods. There are no warning signs, instructions, or edifying verses for road users Mr Rasool Bux Baghio Overspeeding causes accidents. (Businessman) r/o Goth There is no provision for the drainage of standing water Ganbiro Road Moro Extremely poor condition of ECW causes frequent accidents. The poor condition of the road has an adverse effect on hawkers and vendors. There is an accumulation of rubbish and plastic bags along the RoW. Mr Nisar Ahmad Memon The ECW and its alternate routes are in a deplorable state (Member, Welfare resulting in frequent, long traffic jams. Association) r/o Moro. There is a negative effect on the business of vendors. Pedestrians and cyclists do not know how to use the road. Wildlife is dwindling because of the disturbance caused by road construction operations and noise. Dr Mushtaq Jokhio The ECW is studded with pot holes and depressions. (Veterinary Doctor) r/o The alternate route established on parts of the ECW has an Moro extremely rough surface, which causes traffic jams. Passengers have to wait long hours for buses. Accidents involving dogs, buffaloes, and camels are common. The influx of road-building labour from other areas has had a marked influence on the area's culture. New settlers to the area have caused the spread of disease. PAPs must be compensated promptly. Continues... 03/21103 Appendix C C-13 EM of PHRP Rehabilitationand Maintenance Projects ...Continued Respondents Main Concems Mst Jameela (General The alternate route, provided during the construction of the ACW, Councilor, Moro Union is completely inadequate. Council) r/o Moro Traffic jams are common; noise levels are high; and heavily loaded trucks often overbalance. Fatal accidents occur frequently because of poor road conditions. Outsiders are employed in preference to local labour causing friction. Local women find it difficult to go out of their houses because of the large number of non-local labourers working on the ACW. No waiting room has been provided for bus passengers. Trees are scanty. Mr Nazar Mohammad Roads having speed breakers causes more accidents than smooth (Squatter) r/o Panj Moro ones. Hawkers/sellers running along passenger vehicles often fall victim to road accidents. An overhead bridge is required for pedestrians. The road is so narrow that overtaking vehicles often slip off it, resulting in casualties along the RoW. Mr Sher Mohammad The highway is completely broken down. Vehicles generally (Squatter) r/o Moro overspeed. Overtaking is extremely difficult as the shoulders of the road are worn out; vehicles stop on the road for the same reason. These factors account for the occurrence of road accidents. Road construction material is defective, so the road cannot bear, the pressure of overloaded vehicles. The lack of drainage facilities causes rainwater to stand on the roads. This stagnant water becomes even dirtier due to the accumulation of rubbish in it. Tractors damage the road surface. Vehicles cause major noise pollution. Mr Safdar Ali (Squatter) r/o Existing road construction material is of poor quality and in Pir Jhando Road inadequate quantity, so that depressions have ,Ddeveloped in the road surface. Depressions and corrugations on the road surface are also a result of the overloading of vehicles far beyond permissible limits. The road is waterlogged as a result of the irrigation of agricultural land on either side of the highway. Tree branches from roadside plantations often obstruct running vehicles, causing accidents. Mr Raees Nawab Wali The police do not allow business in the RoW. Mohammad (Squatter: Dust spoils the goods that are to be sold (melons). Melon Seller) r/o Kot Jan Mohammad Dahnr When the road construction project finishes, vendors will lose their clientele, since passing vehicles are unlikely to stop to allow passengers to buy edibles. Speed breakers are required on the new road (ACW) since the adjoining village is densely populated. Continues... 03/21/03 Appendix C C- 14 EL4 of PHRP Rehahiliation andMaintenance Projects ...Conttnued Respondents Main Concems Mr Javed Ali (Squatter Encroachments and squatting are common and fatal accidents Coconut Seller) r/o Qazi occur when overspeeding vehicles collide into Ahmed encroachers'/squatters' establishments. Markets, tonga/rickshaw stands, mosques, madaris, Imam- bargahs, etc., are often established on the RoW. Once these unauthoraized structures have been put up, they are difficult to remove. Mr llyas Kori (Squatter Only one tree exists, therefore there is insufficient shade for Chhalya Seller) r/o Goth pedestrians. Ilyas Abrejo Vehicles overtake at a reckless speed. Smoke, dust, and noise are a problem. Mr Abro (Squatter Mango Practically a tree-less site, pedestrians have little protection here Seller) r/o Wingheree from the scorching sun. Mr Mohammad Machhi Haw kers face difficulty and fall victim to accidents when they (Squafter: Juice Seller) r1o swarm around moving vehicles. Sakrand The newly constructed speedbreakers are inadequate and cannot check the speed of vehicles. Earth and crushed stone piled on both sides of the highway, are a source of mishaps causing passengers alighting from vehicles to slip and fall. Mst. Manzooran, Mst Recklessly speeding vehicles are responsible for many fatal Maryam, Mst. Neeman r/o accidents involving local residents. Mir Khan Leghar Smoke emission and the noise of vehicles are common environmental pollutants. There is neither a bus stop nor a waiting room for passengers. Mst. Noor Khatoon, Mst No bus stop or passengers' waiting room exists to cater for the Fatimah, Mst. Asma, Mst needs of residents living in adjoining villages. Haleema r/o Miral Leghari Since the ACW is under construction, vehicles use the ECW which is narrow and can barely accommodate two vehicles. Traffic accidents often result when vehicles overtake each other. No hospital/clinic exists in the proximity of the highway. Oil spills from overturned oil tankers spoil crops in adjoining agricultural fields. & Smoke and suspended particles emitted from vehicles are common environmental pollutants. Road construction material is often unloaded on the road. There are few trees on either side of the highway. No signboards exist to guide road users. Mst. Razia, Mst. Maryam, Crossing the highway is difficult, particularly when one lane (ACW) Mst Reena, Mst. Saran r/o is being constructed and vehicles on the ECW travel at break-neck Village Faqeerabad speed. Smoke and noise mar the environment. Cut trees must be replaced. Continues... 03/21/03 Appendix C C-15 EL4 of PHRPRehabilitation andMaintenance Projects ...ConUnued Respondents Main Concems Gujranwala-Kharlan Section March 18, 2000 Truck Driver 5 No. The drivers appreciated the effort of NHA in Improvement work and the improvement of road surface conditions. They expressed their willingness to pay Toll Tax to finance the improvement work. They accepted their fault as regards the overloading of trucks and consequent damage to roads. They indicated their willingness to abide by the rules if these were implemented honestly. March 22, 2000 Hafiz Abdul Ghafoor A median wall exists but the tuming point is located unduly far (Shopkeeper) r/o Ghakkar away. An overhead bridge is needed. There is a lot of traffic noise near the school. Overspeeding vehicles are a problem. Signs are inadequate. Turnol-Chablat Section March 30, 2002 M/s Rehmat, Soofi Jan Ali The RoW is used by encroachers/squatters (eg, Tumol, Sang Jani, and Bakhtiar Shah r/o Sang and Taxila) as well as temporary dwellers (eg, Mohabbat Abad). Jani The road has to be crossed in order for students to reach their school. The crossing is very dangerous. M/s Faisal Khan, Asfand Road mishaps are frequent. Maroof, Malik Abdur Rashid Bus stops are inadequate. U-turns are badly situated. (Property Dealer) r/o Nawababad. Nowshera-Peshawar Section March 29, 2002 Abdul Mateen Khan There are not enough U-turns. (Businessman) r/o The NHA's approval for the installation of a petrol pump nrar Saeedabad Akora, Khattak had been delayed unnecessarily. M/s Khan Zaman Khan, The highway has no drainage system. Nasir Khan (Businessman) The site is potentially hazardous because of fast moving traffic. r/o Kundi Nasir 03/21103 Appendix C C-16 EU of PHRP Rehabilitationand MaintenanceProjecLs Appendix D: Amendments to Project Design and Tender/Contract Documents D.1 Proposed Design Amendments D.1.1 Design Standards The design drawings produced for different highway sections were reviewed in the course of the environmental and social assessment; the main features of upgraded sections are outlined below: *m Generally, the existing horizontal and vertical alignments will be used, except in the case of a small number of bypasses in populated areas. *m.New highway sections will be constructed only as bypasses to help avoid traffic bottlenecks in urbanized areas and improve highway safety. *m Substandard curves will be upgraded and minimal re-alignments carried out within the existing right of way (RoW). *m All highway sections will be paved with asphalt concrete with no provision for dirt surfaces. PP Pavements will be widened and upgradcd; road shoulders will bc compacted and double surface-treatment applied to them. *m On certain scctions, the road embankment will be raised above the surface and flood water level, using earth and stone as neccssary. *m Provisions will be made for cross-drainage structures including culverts, pipes, bridges, and causeways as appropriate. *m.Road signs, markings, and guardrails will be crectcd along the proposed highway sections to improve public safety. *m Road sections in urban areas and along ribbon developmcnt areas will be, equipped with service lanes, bus bays, pedcstrian sidewalks, and parking areas. to Proper camber/cross-falls will be maintained to divert storm water from highway surfaces. *. Reduced highway templates will be used for those sections passing through populated arcas. D.1.2 Engineering Observations Exhibits 3.4 to 3.7 illustrate typical highway cross-sections both for rural and urban locations. These drawings indicate various roadway components, including physical dimensions, types of surface, and base, sub-base, and shoulder materials. 03/19103 Appendix D D-1 EIA ofPHRP Rehabilitation and Maintenance Projects In any highway development project, the project design must conform to the specifications and tender/contract documents. Inconsistencies revealed during the project's environmental review, in the draft engineering design, specifications, contract documents and bill of quantity (BoQ) were subsequently addressed and are described below. Engineering Designs, Drawings, and BoQ Drawing Omissions: The draft highway design specifications lacked the following features: * Disposal sites for undesirable soils, surplus common material and un-recyclable scrapped/scarified bituminous material * Sources of borrow material * Access roads for the transport of construction material * Locations of contractors' campsites, storage sites and machinery parking/repair yards3. Highway Cross-Sections: Only typical highway cross-sections have been prepared. Detailed cross-sections incorporating site-specific topography and ground layout will be designed by the Contractor. Standing Vegetation: Roadside trees have bcen dcpicted as scattered vegetation, and their varieties, extent, or levels of maturity have not becn defined. Areas of scrub vegetation, grasses and other foliage have not been demarcated. The trees along the perimeter of the project corridor are the property of the provincial' forest departments under whose jurisdiction a particular section falls. This jurisdictidn may conflict with the draft project specifications that assign the responsibility for vegetation clearing and plantation to the main cngineer supcrvising a particular construction site. This is to be carried out in consultation with the concerned provincial forest department. The regulations that apply include Items 102a, 102b and 102c, vide Specification 102 under Bill I (Earthworks of the BoQ) under which 1050 trecs will be cleared without any provision for rcplanting. Avenue plantation to compcnsate for the trees cleared must bc incorporated into the project scope. DisposalArrangements: Appropriate disposal arrangemcnts arc required as par6of the project design, depending on the quantity of undesirable soils, unsuitable and surplus common material, and scarified bituminous surfaces. Undcr Item 103, vide Specification 103 under Bill I (Earthworks of the BoQ), 25,000 cubic metcrs of soil are to be removed by stripping. Under Item 209b, vide Specification 209, 248,000 square meters of bituminous road pavement is to be removed through scarification. 3 According to Clause 3.1 of the Special Provisions" of Bidding Documents - Contract Conditions, December 2001, "... earth fill, aggregate, rock, or any other materials for use in the works shall be provided by the Contractor from sources to be identified, sampled, tested and approved by the Engineer". 03/19/03 Appendix D D-2 EIA ofPHRP Rehabilitationand Maintenance Projects Separationof Embankments and Borrow Pits: No minimum horizontal distances have been delineated to separate the edges of embankments and borrow pits. Medians: Although dimensional details for concrete medians have been defined in the project design, green medians lack both dimensional details as well as provisions for vegetation and stormwater drainage. Vertical Road Profiles: No vertical profiles have been included in the design. This makes it difficult to identify details such as sag points, which generally act as drainage relief points, particularly along green medians. Embankments: Raised embankments have not been symbolically depicted in the draft design, nor have details for embankment protection against scouring/erosion been incorporated. DrainageDetails: No details have been included for the disposal of stormwater run-off from highway surfaces, green medians, and embankment slopes. This applies even to urban centers that have not been provided with drainage facilities to cope with this problem. Traffic Flow Directions: Most of the project's highways plans do not indicate the direction of traffic flow symbols. Asphalt Plants: Suitable locations for asphalt concrete mixing plants have not bcn identified. Livestock!Wildlife Crossings: Although pedestrian crossing sites in the form of zebra crossings/overhead bridges have been indicated in most of the plans, provisions for underground crossings for livestock or wildlife have not been made in areas where the embankment height exceeds 2 m. Similarly, brick- or concrete-lined ramps protccting embankments against erosion/scouring caused by the hooves of either livestock or wildlife, have not been included in the draft design. Topographical/AdministrativeDetails: Important topographical/administrative details such as the names of major cities/towns, rivers/water courses, railwayscrossings, and other features have not been indicated in the draft design. Traffic Diversion Plans: Traffic diversion/managemcnt plans were not prepared,during the design phase. U-Turns: Although most U-turns have been marked on the plan, the direction of the turnings has not bccn indicated. Water Source/Quantity: Sources of water and the respectivc quantitics it is possible to obtain from these sources, have not been indicated in areas marked for highway construction and rehabilitation. Accident Prone Zones: Zones that pose a potential hazard and increascd risk of accidents have not been indicated on the plan. Traffic Volume: The current traffic densities/volumes plying the project corridor have not been indicated on the plan. 03/19/03 Appendix D D-3 EIA ofPIRP Rehabilitation and MaintenanceProjects Road Safety: Local traffic has not been segregated from highway traffic in certain congested areas along the project corridor. Specifications and TenderiContract Documents In general, the draft highways specifications and contract/tender documents do not specify the environmental and social issues relevant to the project. These need to be merged into the project design in conformity with the design and engineering drawings. Salient features of these omissions include: * Erosion control or landscaping measures to be carried out once the construction period is over * The nature and extent of induced development i* Mitigation measures to be carried out during highway construction * The location of contractors' campsites and machinery yards, and the extent of community-owned resource use leading to potential conflicts with the local population * Compliance with the National Environmental Quality Standards (NEQS) *. Project clearance by the EPAs concerned * Facilities such as roadside rest areas, parking areas, and repair/recovery bays. Project Components The project components necessary to mitigate the potential environmcntal impact, enhance project benefits, and carry out effectivc environmental management and monitoring, include the following as part of the project dcsign, specifications and tender/contract documcnts: * Earthworks and landscape rehabilitation, including engincering and vcgetative mitigation measures *. Drainage works and erosion protection * Construction activities * Post-construction operation and maintenance (O&M) measures * Other improvements such as roadsidc stops, rcst arcas, parking areas, and recovery/repair bays * Institutional improvement, environmcntal management, and monitoring plans. OY19/03 Appendix D D4 EIA of PHRPRehabilitation and MaintenanceProjects D.2 Proposed Amendments to Specifications, Bidding, Tender and Contract Documents D.2.1 Annexure I Performance Bank Guarantee Subsequent to Sub-clause (b), the following statement will be inserted as Sub-clause (c): In addition to routine engineeringworks, the Contractorwill also be responsible for compliance with his responsibilitiesunder the EnvironmentalManagement Plan (EMP) andResettlement Action Plan (RAP) (where applicable), as per the provisions of this contract agreement. Detour Roads and Traffic Maintenance The first paragraph will be amended to read as follows: The Contractorshall carry out his operations so as to cause the least possible obstruction and inconvenience to the public and sunroundingecosystems in accordancewith Items ... and... of General Specif cations and... Contents of Bidding Documents Subsequent to Part 2, page ITB-5, Section 8 will be inserted to read as follows: Section 8 Environment-Related Issues and Mitigation Measures This section will dctail the Contractor's responsibilities with regard to the implementation of the EMP and RAP. Bid Prices Subsequent to Clause 13, page ITB-7, Sub-clause 13.5 will be inserted to read as follows: In addition to the cost of engineering works, the Bidder will include as part of his bid, the costs of compliance with his contractualresponsibilities in implementing the EMP and RAP (where applicable). Examination of Bids and Determination of Responsiveness Subsequent to Clause 26, page ITB-13, Sub-clause 26.4 will be insertcd to read as follows: While ascertainingthe bid, the Employer will also car?y out a diligent scrutiny of the Bidder'sproposal to assess its acdequacy and responsiveness in complying with the contractualobligations related to the implementation of the EMP and RAP (where applicable). 03119103 Appendix D D-5 EIA of PHRPRehabilitation andMaintenance Projects Performance Security Subsequent to Clause 34, page ITB-17 , Sub-clause 34.4 will be inserted to read as follows: In view of the potentially detrimental environmental impact resultingfrom highway construction operations, the Bidder's performance security will also be deemed to cover his contractualobligations to comply with the requirements of the EMP and RAP (where applicable). Conditions of Contract In addition to the existing definitions listed on page COC- 1, the following environment- related terms and their definitions will be inserted to read as follows': Environment: The surroundingzones within the limits of the Col (the corridorof impact affected by project activities that have an environmental impact); and its natural (physical and biological) and human resources (people, economic development, and quality of life parameters). Environment Resource or Value: An aspect of the environment that is of benefit to man, including all ecological resources and values. Ecology: The study of the inter-relationshipsbetween organisms and their environments. Ecosystem: A community and its environment (living and non-living considered collectively, which may range in extent from the vety small to the very large). Environment Effect/Impact: The effect on an environnmental resource or value resultingfrom natural or man-made actions, includingproject development (measured byphysical, chemical, and biologicalparameters). Environmental Impact Assessment: An assessment of the changes in environmental resources or values resultingffrom the implementation of a proposedproject. Environmental Monitoring: Observing the effects of development projects on environmental resources and values, including sampling analyses and tefliporaty observations during the project construction/implementationstage, and continuingperiodic observations duringproject operation. Environmental Planning: Planning activities with the objective ofpreserving or enhancing environmental resources or values. Initial Environmental Examination: An initial examination to estimate probable environmentalimpacts, in order to ascertain whether the studies (letailed above are needed to conduct an EIA. 4 As adapted from the Environmental Guidelines for Selected Infrastructure Projects, Asian Development Bank, 1993. 03119/03 Appendix D D-6 EIA of PHRP Rehabilitationand MaintenanceProjecLs Biodiversity: The variabilityamong living organismsfrom all sources including inter alia, terrestrial, marine or other aquatic ecosystems, and the ecological complexes of which they are a part; including diversity within species, between species, and of ecosystems4. Insurance Subsequent to Sub-clause 13.1, page COC-5, Sub-paragraph (e) will be inserted to read as follows: Environmental damage with a significantly adverse impact which cannot be mitigated through the measures proposed. Safety Subsequent to Clause 19. 1, page COC-6, the following statement will be added to read as follows: The Contractorshall be responsiblefor the safety of all on-site operations including environmental damage arisingfrom either his or his sub-contractor's activities. Quality Control Subsequent to Clause 34.1, page COC-l0, Clause 34.2 will bc added to read as follows: On the instructions of the Engineer-in-Charge,the Contractorwill be obliged to carry out all ambient air, noise, soil, water quality and other tests specified as part of his obligations under the EMP. Unless otherwise stated, the cost of these tests will be deemed to have been included in the Contractor'sbid ratesforother items Termination of Contract Subsequent to Sub-clause 59.2, page COC-1 7, Sub-paragraph (i) will be inserted to read as follows: The Contractordoes not comply with his contractual obligations in implementing the EMP and RAP (where applicable), and undue damage is caused resurtingin a significantly negative environmental impact. Special Provisions Work Schedule Subsequent to Sub-clause 4. 1, page SP-4, the following sub-paragraph will be inscrted so as to read: Complete contractual obligations with respect to implementing the EMP and RAP (where applicable). SAs adopted from 'Biodiversity Action Plan for Pakistan'. 03/19/03 Appendix D D-7 EIA of PHRP Rehabihitalion and Maintenance ProjecLt Engineer's Laboratoty Subsequent to Clause 8.5, page SP-16, Sub-paragraph (4) will be inserted to read as follows: The Contractorshall arrangeto provide environmental testing equipment to the Engineer'slaboratory for testing ambient air, noise, soil, ,and water quality, and carrying out any other tests related to environmentalpollution as per the attached list. D.2.2 Annexure 2 (Supplementary Conditions of Contract) Borrow Areas Subsequent to Clause SCC-6, page SCC-2, the following paragraph will be inserted so as to read: At the end of construction works, the borrow areas utilized are requiredto be rehabilitated, refilled, and landscapedto restore them as closely as possible to their original condilion as stated in the EMP, and to the satisfaction of the Engineer-in-Charge. Making Good Damages to Services and Earth Faces The first sentence of the second paragraph of Clause SCC-13, page SCC-3, will be amended to read as follows: All damage to the sutface of the land, includingstanding vegetation, the beds'of both perennial and non-perennial water-courses, protection banks, and river-beds etc. Dangerous Materials Subsequent to Clausc SCC-15, page SCC-3, the following sentence will be inserted so as to read: The Contractorwill be entirely responsiblefor ensuring the safety of his workers and localpopulace, as well as preventing or mitigating environmental contamination of any kind arisingfrom the storage of dangerous materia7s. D.2.3 Annexure 3 (Corrigenda to NHA General Specifications, 1998) Protection of Environment The last line of the existing paragraph, pagc 2, will be amendcd to read as follows: ... in conformity with the statutoty and regulatoryenvironmental requirements of thefederal/provincialenvironmental protection agencies (EPAs) and the World Bank (WB), as well as the requirements stipulated in the EIA and EMP, incltiding those prescribedelsewhere in this document.. 03119/03 Appendix D D-8 EIA of PHJRP Rehabilitation and MaintenanceProjects Subsequent to the second paragraph of the same clause, the following sentence will be added so as to read: However, after emergent works have been completed, the Contractorwill carry out suitable environmental mitigation measures with the approval of the Engineer-in-Charge. Subsequent to the third paragraph in its present continuation, the following passage will be added so as to read: ... to its originalstate to the entire satisfaction of both the Supervising Engineer and the landowner. Borrow Pits for Embankment Construction Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: However, depending upon soil type, water table depth, ground topography, and the current state of vegetation etc., a minimum distancefor borrow areasoutside the RoW will be pre-specified by the Engineer-in-Charge. The main ruling factors determining these distances will be protectingthe highway against capillary action catusingpore pressure to damage the pavement, andpreventing water stagnationfrom becoming a disease vector. Soil Erosion and Sedimentation Control Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: Sedimentation basins with impervious linings will be constructed at suitable locations to help contain any silt run-off andprevent the premature siltation of downstream watercourses and reservoirs. Air Quality Subsequcnt to the existing paragraph, the following paragraph will be added so as to read: Any open vehicle transportingfreshlymixed asphalt concrele and laying the pavement, must be equipped with afull taipaulin cover. This will help reduce toxic fumes and prevent atmospheric contamination. Preservation of Archeological Assets and Antiquities The existing heading will be modified to read: PreservationofArcheological, Cultural, Religious Assets, Heritageand Antiquities The existing two paragraphs will be replaced with the following passage: Materials of any kind unearthedduring any tvpe of site excavation, including fossils, coins, articles of value or antiquitv, or other remains or objects of geological, archeological,culturtal and/or r eligious value, shall be deemed to be 03119/03 Appendix D D-9 EIA of PHRP Rehabilliationand Maintenance ProjecLt the property of the Government of Pakistan. The Contractorwill take all precautions to prevent his workmen or any otherpersons from removing or damaging any such articles (or objects), and protect the site from further disturbances. Upon discovery, the Contractorwill immediately inform the Employer's representative, who in turn will contact the nearest archeological authority so that the matter may be settled under the provisions of the Antiquities Act at the expense of the government, except where otherwise included in the obligations of the Contractor. Furtherconstruction work will commence upon the clearance of the Client, in consultation with the authorities concerned. Environmental Coordinator The Contractor shall appoint an environmental coordinator to act as a liaison officer managing environment-related matters arising at his site of work. The environmental coordinator should hold a degree in environmental cngineering or environmental sciences, and have a minimum cxperience of one year of working in construction-related work. Thc cnvironmcntal coordinator shall coordinatc closely with the Environmental Supervisor of the Contract Administration and Construction Supervisor to ensure that all environmental-related conditions are implemented during the pre-construction and construction phases of the project. The cnvironmental coordinator shall be responsible for producing a weekly environmcntal report in the format prescribed in the EMP. Construction Camps The construction camps to be used by the Contractor's workforces will be located at a safe distance from local scttlements to prcvent potcntial disputes with the local population. Wherever possible, campsites will be located within the RoW. Otherwise the Contractor will make suitable arrangements on private lands, paying due compensation to the landowner, and ensuring that the campsite is restored to its original condition to the satisfaction of both the Engineer-in-Charge and the landowner. Local resources will be utilized only when strictly necessary, and the approval of the local community will be sought before doing so. Mcasures to bridge th'e social gap betwcen 'outside' workers and local communities will be carried out by providing the latter with the maximum possiblc number ofjob opportunities. Prior to the commencement of construction activities, the Contractor will submit a development plan for the campsites to the Engineer-in-Chargc for approval. The plan will include the following main featurcs: * Perimeter fence and lockable main gates *. Parking, repair, and workshop areas * Living accommodation for campsite residents * Cantcen, dinning areas, and rccreational facilities *. Watcr supply and areas for ablution * Wastewater trcatment and disposal systems * Safe storage areas 03119/03 Appendix D D-10 EIA ofPIHRP Rehabilitalion and Maintenance Projeca > Proposed power supply > Proposed all-weather surfaced areas. In case a campsite is located on privately owned land, the Contractor shall also submit the following information to the Engineer-in-Charge, duly signed by both the landowner and the Contractor: i> Details of the compensation to be paid > Agreed period of land tenure > Modes of payment r> Any specific requirements of the landowner concerned D Photo-documentation of the site in its original condition, prior to campsite construction rD Detailed plan for the restoration of the proposed campsite after construction works have been completed. National Environmental Quality Standards The Contractor will ensure compliance with the NEQS; in this context, periodical environment-related tests will be carried out as required by the EMP. D.2.4 Earthworks and Allied Activities Maintenance of Embankment Works During Construction Subsequent to the first paragraph in its prescnt continuation, the following passage will be added so as to read: It will be mandatoryfor the Contractor to catry out positive measures to stabilize embankment slopes with indigenous vegetation including herbs, shrubs, and grasses etc. D.2.5 Classification of Excavation Maintenance of Embankment Works During Construction Sub-clause 105.2.5 ('Clearing and Grubbing') will be added to read as follows: The top layer of organicsoils tip to a depth of 25-30 cm, will be carefully stored/slackedand reappliedto the top of new sutfaces once consttuction work has bee completed. This willfacilitate the earl/vquick regenerationof new vegetation. Safety of Quarry Sites While extracting construction material from quarry sites, the Contractor will adopt suitable measures to ensure the safety of his workforcc, local residents, crops, trees, and all other property, against all hazards of blasting, dust and noisc pollution. 03/19/03 Appendix 0 D-1 I EIA of PIIRP Rehabilitation and MaintenanceProjects Site Clearance The Contractor will clear the site while exercising the utmost care and diligence so as to prevent disturbing the ecosystem in the immediate vicinity of the construction site. If such disturbances cannot be avoided, then the site will be restored to a degree ensuring that it merges in with its natural surroundings. Removal or Diversion of Water Sources Water removal/diversions will be carried out in a manner preventing damage to any property, land, crops, and surrounding ecosystem. At the same time, the Contractor will ensure that water sources are not allowed to become stagnant, subsequently creating a health risk or social hazard. If removing or diverting any water sources, the Contractor will take measures to protect biota in the waterways by using sedimentation basins/screens or other mitigation techniques to avoid disturbing sediments, prevent pollution caused by equipment, and check the loss of water environment during construction activities. Removal of Bituminous Surfacing Arrangements must be made to recycle removed bituminous surface materials. Howper, if these materials cannot be recycled, then they must bc disposed well away from built-up and/or populated areas, and water resources in order to avoid health hazards and the unsightly contamination of land/crops. The material will be disposed of safely in pits, constructed in impervious soils, or alternatively, equipped with strong, impervious water- lincrs. A far highcr dcgree of care will be exerciscd when upgrading old highway pavemcntst comprised partly of coal-tar. This matcrial has a high concentration of carcinogens, and is a major source of cancer. Bituminous Mixing Plants To avoid environmental degradation, bitumen-mixing plants must be located well away from populated areas and campsites, and haul-trucks must be equipped with tarpaulin covers to prevent bituminous materials from escaping. Such plants are potcntially a critical source of toxic air emissions containing polyaromatic hydrocarbons, odorous substances, and un-burnt carbon particulates, as well a source of noise pollution. Stone Riprap In the case of dry stone riprap, inter-stone voids will be filled with organic soils making them receptive to the early/quick growth of indigenous vegetation. Once such vegetation have established its rootstocks, it will act as reinforcement holding the stones togcthcr, and hidc any unsightly signs of construction. Removal of Trees Trees will be cleared to a depth of not less than 50 cm or as designated by the Enginecr in consultation with the local Divisional Forest Officer (DFO), to ensure the complctc rcmoval.of roots and stumps. 03/19/03 Appendix D D-12 EIA of PHIRP Rehabilitation and Maintenance Projects After removal, the trees shall be stockpiled at designated locations and become the property of the provincial forest department concerned, unless otherwise directed. The Contractor must be aware that trees may only be felled after having obtained permission and authorization from the forest department and respective landowners concerned. The Contractor is, therefore, advised to initiate this approval procedure as soon as possible in order not to delay construction. Construction Requirements Any individual trees that the Engineer, in consultation with the local DFO, may designate and mark with a ring of white paint shall be left undamaged. All other trees to be cleared shall be counted and an inventory prepared, indicating their species, girth of trunk, and the volume/weight of timber/fire-wood likely to be yielded. After clearing, these trees will become the property of the Client who will arrange auctions as per the prevalent provincial laws of the forest departments concerned. Fumishing, Planting, and Maintaining Tree Plants Once construction works have been completed, the Contractor will procure the recommended species of plants/saplings for linear/strip plantations on top of embankments and in the RoW. The provision of these plants will comply with the specifications of the forest department concerned. Description of Plants The Contractor shall procure plant saplings and carry out maintenance and planting operations according to project specifications and acccpted forestry practices, in ordcr to ensure that the saplings are well grown at the time of complction of the contract. The maintenance period for new saplings will be based on the forestry practices prevailing in that particular area. The species, sizes, and numbers of plants to be procured and plantcd, and the locations at which they are to be planted, shall be dctcrmined by the project design-drawings or as identified by the Engineer-in-Charge in consultation with the local DFO. Plant Material Requirements All plants procured must pass the inspection standards stipulated by the local forestry laws of the province with respect to disease and infestation; inspection ccrtificates are required by law and shall be filed with the Engineer's representative, ie, the local DFO. All plants must be first-class rcprcscntativcs of thcir normal species or varicties with vigorous root systems. Plants cut back from larger sizes to meet specificd sizcs will not be acceptable. Procured plants must also be free of damage or disfigurcmcnt, appear healthy and vigorous, and bear evidence of proper top and root pruning. Unless otherwise indicated in the design drawings, all the plants introduced must be nursery grown. Saplings to be plantcd must be suited to growth in that particular region, capable of reaching maturity in a short period, and merging adequately with the local ecosystem. 03/19103 Appendix D D-13 EIA ofPHRP Rehabilitation and Maintenance Projects Tree Plants Tree plants procured in containers and acclimatized to outside conditions will be deemed acceptable provided they match field-grown stock, subject to verification by the Engineer-in-Charge and DFO based on nursery visits. Collected wood-grown or natural seeding plants shall conform in quality, size, and grade to the requirements for nursery-grown stock given herein, if their use is permitted as indicated in the design drawings, or as directed by the forestry officials concerned. In all cases, collected wood-grown or natural sceding plants shall be of recognized first quality, free of decayed or decaying stumps, and any signs of damage by fire. Plant material procured in containers will be referred to collectively as 'pot-grown plants'. Their root systems must be well-protected, and the plant procured in accordance with the specifications stipulating quality and protection as discussed above. Pot-grown plants must be well-developed, and their roots capable of binding earth together after having been removed from their containers, but without being entirely root-bound. Prior to on-site plantation, these plants shall be inspected and approved by the local DFO. Labeling of Plant Material Legible labels must be attachcd to each plant dclivered to the site as a separate unit, and to each box, bundle, bale, or containcr containing one or morc plants. Labels must indicate an approved name (in local dialect as well as botanical naming conventions), size, age, and any other dctailed data required to identify the plant as conforming to project specifications when not attached to individual plants. The label must also indicate the quantities of each specificd plant contained in the box, bundle, bale, or container. Inspection and Rejection All plants intended for use during the project shall bc subject to inspection at any place and at any time, by the Engineer's representativc, ie, the local DFO. The Contractor shall apprise the Engineer as to the sources of the plant material procured, and notify the Engineer of the planting operation schedule. After arrival at the site of work and prior to the time of planting, the Engineer's representative/local DFO will inspect each plant to verify its compliance with pr6ject specifications and drawings. Plants that do not conform to these specifications will be marked or otherwise idcntificd as 'rejected'. All rejected plant matcrial shall be removed from the project site and be replaccd by the Contractor with plant matcrial conforming to all specified rcquirements, at the Contractor's expense. Construction Requirements Layout of Planting Areas Plant locations and outlines of planting areas shall be marked out and stakcd by the Contractor. Plantation layouts will be subject to the approval of the local DFO prior to the commencement of planting operations. 03119/03 Appendix D D- 14 EIA of PHRAP Rehahilitation and MaintenanceProjects Topsoil will be kept separate from subsoil and rendered loose and friable. Alkaline/acidic soils, gravel, stone, or other material encountered during project excavations due to plant growth, shall be separated from the soil and disposed of at locations approved by the Engineer in consultation with the local DFO. Such topsoil will be replaced with fertile soil such as peat or loam. Maintenance Until such time as all planting work to be carried out under the contract has been completed by the Contractor and been accepted by the Engineer and the DFO concerned, the Contractor shall be responsible for the efficient maintenance of all plants. This will involve keeping plants in healthy, growing condition by watering, pruning, spraying, and shading as required. Maintenance will also include keeping planting areas free from weeds, grass, litter, and debris, as well as keeping the area smooth, neat, and attractive. In the event of an infestation by insects or disease, plants shall be treated using preventive or remedial measures approved as good forestry practices upon the advice of the local DFO. Guarantee and Replacement Until such time as all planting work to be carried out under the contract has been completed by the Contractor, and over a maintenance period of one year aftcr the planting has been accepted by the Engineer/local DFO, the Contractor shall guarantee the life and satisfactory condition of all the plants he has procured. During this period, all plants, which, in the opinion of the forestry officials concerned are in unhealthy or badly impaired condition, shall be replaced with satisfactory plant material. Once planting operations have been completed, and prior to the completion of all normal work, the Contractor will identify any plants not in healthy, growing condition and ensure that they are promptly removed. As soon as seasonal conditions permit, the Contractor will replace all the plants that were removed, with plants of the same kind and size and in the same manner as originally spccified, and at no extra cosg to the Employer. 03/19/03 Appendix 0 D-15 EIA of PJIRP Rehabilitation and MaintenanceProjecLs Appendix E: Noise Level Monitoring Data and Future Projections E.1 Noise Level Monitoring Data Noise level monitoring was carried out along various highway sections selected for rehabilitation under Phase I of the project. The observations were recorded at different locations during the day and at a fixed point at night. Special emphasis was laid on recording the present levels of vehicle-generated noise around hospitals and schools etc., within the CoI 2, in order to assess the future impact of noise once the improved road facilities engender a time-bound increase in traffic volume. Noise levels recorded at highway points protected by vegetation barriers when compared to levels measured where such barriers did not exist, showed that the barriers reduced noise levels to a significant extent. Noise levels were recorded simultaneously at 6 m from the edge of the pavement (about 7.5 m from the source) and either near recipient structures or at the Col 2 limit of 200 m, where applicable. This was done in ordcr to assess how noise levels at the window height of a rccipient structure gradually decreased with distance. Data on noise levels along the project corridor has been presented in the sequence given in Exhibit E.l. Exhibit E.A: Sampling Locations for Noise Levels Exhibit No. Venue Hyderabad-Hala Section E.2 Residential building E.3 Iqra Primary School, Goth Ghulam Akbar Shah Hala-Moro Section E.4 Residential building E.5 Rural health center, Shah Pur Jahania b E.6 Govt. secondary school, Kazi Ahmad Turnol-Chablat Section E.7 Famous Elementary School, Wah Cantt. E.8 Sharif Hospital, Wah Cantt. E.9 Residential building 3/21/03 Appendix E E-1 EL4 of PHRP Rehabilitation andMaintenance Projects Exhibit E.2: Noise Level Monitoring Data for Hyderabad-Hala Section Venue: ResidenUal building Date: January 29-30, 2002 Distance N.Chainage Ti~ Reading' Reading b from Edge No. (kmn) Time (dBA) (dBA) of Road Type of Traffic (m) 1. 207-208 1330-1400 65.2 67.3 50 Trucks blaring loud music 2. 205-206 1430-1500 65.8 65.2 50 Trailers + trucks 3. 205-206 1530-1600 66.4 64.3 100 Mixed traffic 4 198-99 1630-1700 64.9 63.9 100 Bus 5. 181-182 1730-1800 64.8 62.8 100 Trailers 6. 181-182 1830-1900 65.7 63.7 50 Trucks 7. 181-182 1930-2000 64.7 62.5 100 Mixed traffic 8. 181-182 2030-2100 66.2 63.2 50 Trucks 9. 181-182 2130-2200 65.8 62.4 100 Trucks 10. 181-182 2230-2300 66.1 64.7 100 Trucks 11. 181-182 2330-2400 64.2 63.2 100 Trucks 12. 181-182 0030-0100 65.3 64.3 100 Trailers + trucks 13. 181-182 0200-0230 64.9 63.7 100 Trucks + trailers 14. 181-182 0300-0330 65.7 64.2 100 Tractors + trailers 15. 181-182 0400-0440 64.9 62.9 100 Trucks 16. 181-182 0500-0530 63.9 61.7 100 Trucks+ trailers 17. 181-182 0600-0630 64.7 63.8 100 Trucks 18. 181-182 0700-0730 65.8 62.7 100 Jeeps + buses 19. 181-182 0800-0830 65.8 63.8 50 Buses + trailers 20. 181-182 0900-0930 62.9 62.6 100 Trucks 21. 184-185 1000-1030 637 62.7 100 Trailer + trucks 22. 184-185 1100-1130 64.7 64.3 100 Buses+ trucks 23. 180-179 1200-1230 65.1 63.6 50 Trucks 24. 162-163 1300-1330 66.2 64.3 100 Mixed traffic a At 6 m from edge of road b At wndow level of receptor 3/21/03 Appendix E E-2 EIA of PHRPRehabilitalion andMaintenance Projects Exhibit E.3: Noise Level Monitoring Data for Hyderabad-Hala Section Venue: lqra Primary School, Goth Ghulam Akbar Shah Date: January 30, 2002 Location: Chainage 184-185 km No. TimeReadinga (dBA) Readingb(dBA) ~ EdgeDistance of Road from Type of Traffic 1. 10930-0945 62.9 62.1 50 Trucks + trailers 2. 1000-1015 63.7 62.4 50 Trucks 3. 1030-1045 63.9 63.00 50 Trucks + trailers 4. '1100-1115 64.7 62.6 50 Mixed traffic 5. 1130-1145 64.4 64.2 50 Mixed traffic 6. 1200-1215 65.1 63.2 50 Mixed traffic a At 6 m from edge of road b At window level of receptor These 'readings were taken during school hours. Readings measured within the school compound ranged between 56.2 and 58 2 dBA without traffic. 3/21/03 Appendix E E-3 EL4 of PHAP Rehabililationand MaintenanceProjects Exhibit E.4: Noise Level Monitoring Data for Hala-Moro Section Venue: Residential building Date: January 27-28, 2000 Chain age Readinga Readin?b Distance No. rmeTin) (dBA from Edge of Type of Traffic (dBA) (dBA) Road (in) 1. 307-308 1200-1230 64.5 62.6 50 Trucks 2. 298-299 1300-1330 65.2 58.7 100 Trucks + trailers 3. 292-291 1400-1430 62.8 57.6 100 Trucks 4 278-277 1500-1530 63.9 59.1 100 Buses 5. 276-277 1600-1630 65.5 58 100 Mixed traffic 6. 240-241 1700-1730 64.8 63.7 100 Buses 7. 240-241 1800-1830 64.6 62.5 100 Jeeps 8. 240-241 1900-1930 63.7 65.8 50 Trucks 9. 240-241 2000-2030 64.8 56.8 100 Tractors 10. 240-241 2100-2130 66.2 62.7 100 Trucks + trailer 11. 240-241 2200-2230 65.9 64.3 100 Trucks + trailer 12. 240-241 2300-2330 64.6 63.2 100 Trucks + trailer 13. 240-241 2400-0030 63.9 62.1 100 Trucks + trailer 14. 240-241 0100-0230 61.9 57.8 100 Trucks 15. 240-241 0300-0330 62.4 58.4 100 Trucks 16. 240-241 0400-0430 60.4 57.8 100 Trucks 17. 240-241 0500-0530 63.2 56.9 100 Trucbs 18. 240-241 0600-0630 64.5 59.4 100 Buses + trailers 19. 240-241 0700-0730 65.1 56.3 100 Mixed traffic b 20. 240-241 0800-0830 64.8 64.5 100 Mixed traffic 21. 276-277 0900-0930 66.9 62.4 100 Mixed traffic 22. 276-277 1000-1030 62.8 60.5 50 Trucks 23. 276-277 1100-1130 68.4 63.2 50 Trucks + trailers + buses 24. 232-233 1230-1235 60.4 54.8 50 Trucks 25. 232-233 1240-1245 58.3 55.3 50 Buses a At 6 m from edge of road b At window level of receptor 3/21/03 Appendix E E4 EIA of PHRPRehabilitation and Maintenance Projects Exhibit E.5: Noise Level Monitoring Data for Hala-Moro Section Venue: Rural health center, Shahpur Jahania Date: January 29, 2002 Location: Chainage 305-306 km No. Time Reading' Readingb Distance from No. Time ~ (dBA) (dBA) Edge of Road (in) Type of Traffic 1. 0930-0945 64.5 62.2 100 Trucks 2. 1000-1015 63.8 61.8 100 Trucks + trailers 3. 1000-1045 64.9 60.4 100 Trucks 4. 1100-1115 65.7 58.2 100 Mixed traffic 5. 1130-1145 64.8 63.5 100 Trucks 6. 1200-1215 65.6 59.7 100 Trucks + buses a At 6 m from edge of road b At window level of receptor These readings were taken during working hours Exhibit E.6: Noise Level Monitoring Data for Hala-Moro Section Venue: Government secondary school, Kazi Ahmad Date: January 28, 2002 Location: Chainage 276-277 km No. Time Reading' Reading' Distance from (dBA) (dBA) Edge of Road (m) Type of Traffic 1. 0915-0945 67.0 64.8 50 Trucks + trailers 2. 1015-1045 65.6 62.3 100 Mixed traffic 3. 1115-1145 64.3 60.4 100 Buses + trucks 4. 1215-1245 63.8 60.6 100 Trailers + trucks a At 6 m from edge of road b At window level of receptor Readings measured within the school compound ranged between 57 and 58 dBA without traffic. 3121/03 Appendix E E-5 EIA of PHRP Rehabilitationand MaintenanceProjects Exhibit E.7: Noise Level Monitoring Data for Tumol-Chablat Section Venue: Sharif Hospital, Wah Cantt. Date: April 16, 2002 Location: Chainage 1580-1581 km No. Time Reading' Readingb Distance from Type of Traffic (dBA) (dBA) Edge of Road (in) TyeoTrfi 1. 0800-0830 65.6 64.8 50 Mixed traffic 2. 0900-0930 66.2 65.4 50 Trucks +trailers 3. 0100-1030 65.8 64.3 50 Trucks 4. 1100-1130 64.9 64.1 50 Jeeps + cars 5. 1200-1230 64.8 64.2 50 Buses 6. 1300-1330 65.4 64.4 50 Mixed traffic 7. 1400-1430 65.8 63.9 50 Trailers + buses a At 6 m from edge of road b At window level of receptor Exhibit E.8: Noise Level Monitoring Data for Turnol-Chablat Section Venue: Famous Elementary School, Wah Cantt Date: April 15, 2002 Location: Chainage 1579-1580 km No. Time Readinga Reading" Distance from Type of Tmffic (dBA) (dBA) Edge of Road (in) TyeoTrfc 1. 0800-0830 64.8 63.1 50 Trucks 2. 0900-0930 65.1 62.9 50 Buses + trucks 3. 1000-1030 64.6 63.4 50 Cars + buses 4. 1100-1130 65.3 63.6 50 Mixed traffic 5. 1200-1230 65.7 63.4 50 Mixed traffic 6. 1300-1330 65.4 63.1 50 Trucks + buses 7. 1400-1430 64.9 63.2 50 Mixed traffic a At 6 m from edge of road b At window level of receptor Readings measured within the building compound ranged between 62 3 and 63.2 dBA without traffic. 3r21/03 Appendix E E-6 EIA of PHRP Rehahilitation and MaintenanceProjects Exhibit E.9: Noise Level Monitoring Data for Tumol-Chablat Section Venue: Residential building Date: April 16-17, 2002 Chainage Readinga Readine Distance No. Ch(kinae Time (dBA) (dBA) from Edge of Type of Traffic (Am) (dBA) (dBA) ~~~Road (in) 1. 1570-1571 1500-1530 66.1 64.2 50 Mixed traffic 2. 1571-1572 1600-1630 65.9 62.8 100 Mixed traffic 3. 1572-1573 1700-1730 65.4 63.4 50 Buses + trucks 4. 1572-1573 1800-1830 65.6 63.2 50 Trucks + trailers 5. 1573-1574 1900-1930 64.9 62.4 100 Trucks + cars 6. 1580-1581 2000-2030 65.1 61.8 100 Mixed traffic 7. 1580-1581 2100-2130 64.6 62.2 100 Trucks 8. 1580-1581 2200-2230 65.2 63.6 50 Trucks + buses 9. 1580-1581 2300-2330 64.2 61.7 100 Trailers 10. 1580-1581 2400-2430 65.7 63.8 50 Trucks + buses 11. 1580-1581 0100-0130 64.2 62.9 50 Trucks 12. 1580-1581 0200-0230 64.8 62.6 50 Trailers 13. 1580-1581 0300-0330 63.9 62.2 50 Trucks 14. 1580-1581 0400-0430 64.2 62.6 50 Trailers + trucks 15. 1580-1581 0500-0530 64.8 62.8 50 Trucks 16. 1580-1581 0600-0630 64.9 63.1 50 Buses 17. 1580-1581 0700-0730 65.1 63.3 50 Trucks + buses 18. 1580-1581 0800-0830 65.4 62 8 100 Mixed traffic 19. 1577-1578 0900-0930 65.2 62.2 100 Mixed traffic, 20. 1579-1580 1000-1030 64.9 62 4 100 Mixed traffic 21. 1581-1582 1100-1130 64.6 62.3 100 Trucks + buses 22. 1575-1576 1200-1230 65.4 63.2 100 Mixed traffic 23. 1565-1566 1300-1330 64.9 63.3 100 Mixed traffic 24. 1560-1559 1400-1430 64.3 62.8 100 Mixed traffic 25. 1551-1552 1500-1530 64.6 61.7 100 Mixed traffic a At 6 m from edge of road b At window level of receptor 3/21/03 Appendix E E-7 EIA of PHRP Rehabilitation and MaintenanceProjecLt E.2 Future Projections for Noise Levels E.2.1 Vehicles Generating Noise The National Environmental Quality Standard (NEQS) for noise is set at 85 dBA at 7.5 m from the source of noise. The vehicle types primarily responsible for generating noise include automobiles, buses or trucks, rail vehicles, and two- and three-wheeled vehicles. For a vehicle traveling at a typical urban area speed of 50 kph, the noise generated depends on engine capacity and the make of the car, ranging between 65 and 75 dBA when the vehicle is moving in third gear, and between 75 and 85 dBA, when it is accelerated in second gear. Trucks and Buses Ignition occurs at a higher pressure in diesel-powered vehicle erigines than in gasoline ones, and the former emit a significantly greater degree of airborne vibration. This is particularly true for heavily loaded vehicles climbing slopes or accelcrating from a complete stop. In addition, the engines of such large vehicles, particularly trucks, are constantly operated at full throttle, and their air intake and exhauist exacerbate the noise already produced by diesel engines. Inlet silcncers are capable of reducing this noise by 5 dBA, and effectivc mufflers can bring down the noisc emitted by trucks from 100 dBA to about 92 dBA. Motorcycles and Rickshaws Motorcycles and rickshaws generate particularly loud levels of noise that even the vehicle's occupant is not protected against. Noise levcls can be as high as 120 dBA immediately behind the vehicle. Under maximum noise conditions, the noise at 15 m ranges between 77 and 88 dBA in newer modcls, and between 90 and 95 dBA in older machines equipped with poor mufflers. E.2.2 Foreseeable Trends Growing urbanization, the rising numbers of automobiles and trucks, and the quantity of traffic have all contributed to increasing noise lcvels. Formerly quiet areas have become noisy, and traffic-free periods during the night have become less frequent. In order to predict levels of vehicle noise over the next fcw decades, the following factors will havc to be considered: D Technical evolution of motor vehicles and progress in reducing their noise levels D Population and other demographic trends D Economic trends and trends in vchicle ownership > Traffic trends in urban and rural arcas > Changes in lcgislation > Changes in public attitudes towards the noisc problem. 3/21103 Appendix E E-8 EIA of PIRP Rehabilitation and MaintenanceProjects E.2.3 Characteristics of Traffic Noise Traffic-generated noise is intrinsically discontinuous; as a vehicle approaches an observation point, the noise level rises, peaks, and then decreases as the vehicle moves away. However, a steady flow of traffic (ie, average or dense traffic conditions) generates an almost constant level of noise, from which only the noise emitted by certain vehicles (such as trucks and motorcycles) may be distinguishable. Factors Inftlencing Traffic Noise Unlike the noise emitted by a single vehicle, which depends solely upon the vehicle's own characteristics and on tire-road contact, traffic noise is determined by a number of parameters independent of vehicle characteristics. These include: *. Traffic parameters >Speed and density >Composition >Traffic 'fluidity' (cffect of traffic lights, one-way streets, etc.) >Drivers' behavior *. Road parameters >Road design (tunnels, cuts, embankmcnts, or on a level) >Gradients and degrec of curvature >Nature of road surface >Width * Environmental parameters >Distance and height of a reccptor from the road >Presence of natural or artificial scrcens >Condition of ground between the road and point of reception (noise absorption) >Reflection of noise from buildings along the road *. Weather parameters >Rain, snow, or dry conditions >Wind direction and speed * Dwelling parametcrs >Orientation of living areas >Attenuation of noisc through windows >Size of windows. These parameters arc not all of equal importance; some affect the recorded noise lcvcls significantly and deserve to be reviewed in dctail, while others have a negligible cffect. 3/21/03 Appendix E E-9 EIA of PHRPRehabilitation and MaintenanceProjects E.2.4 Rise in Noise Levels The rise in noise levels can be very roughly correlated with the estimated growth in vehicle population, annual mileage covered, and average vehicle speed in an area. In suburban areas, noise levels rise especially in the vicinity of fast highways that bear a constantly increasing number of vehicles. Noise level increases approximately as 20 log N (where N is the number of vehicles) on highways. Using the traffic counts for day and night provided by the project's design consultants, noise levels were projected at 50 m and 100 m for the years 2009 and 2024 (see Exhibit 7.9 in Section 7). For a line source such as a crowded highway, the noise level decreases by 3 dB for each doubling of distance from the source. Sound diverges spherically and the sound pressure level is inversely proportionate to the distance from the source, ie, if the sound pressure level at a distance rx is: Lx = 20 log Px/0.0002 dB then sound pressure level at any distance r meters is given by: Lp = Lx -20 log (r/rx) dB The average noise levels (levels exceeded 50% of the time) generated by traffic flows of more than 50 vehicles per hour rises by 3-5 dBA whenevcr the speed is doubled over 24.6 mph. The pcak levels increase at a greater rate with increased traffic flow and the average sound level also rises, but the rcduction with distance becomes more pronounced. The current noise data collected at the three sites does not in any way seem alarming even at points close to the highway (ie, at 6 m). Further, the projected values for the year 2009 fall within Pakistan's NEQS of 85 dB at 7.5 m from the source. Thcse values, whcn determined for greater distances, indicate an even lower noise level within 65 dB and 60 dB for 100 m and 200 m, respectively. However, the projected noise levels at 6 m for the year 2024 do exceed the prescribcd NEQS noise level on many scctions. A maximum level of 95 dB was projected for the Taxila-Tumol section, but farther away, these levels were significantly attenuated. For example, at a 100 m distance on the same section, the noise level dropped to 71 dB, and dropped furthcr at 200 m. E.2.5 Reducing Exposure to Traffic Noise There are three typcs of methods that can be used to reduce exposure to noise from traffic in general. These include: D Provisions in urban planning and road design, including the use of sound screens or barriers D Architectural means, such as soundproofing and building layout D Traffic control and police measures. Bolt, Beranek, and Newman Inc. Noise in Urbani Areas: Results of Field Siudies. Fedcral Housing Administration 1395, January 27, 1967. 3/21103 Appendix E E-10