Initial Environmental Examination September 2017 PAK: Khyber Pakhtunkhwa Provincial Roads Improvement Project Prepared by Engineering Consultants International (Private) Limited in association with David Lupton and Associates, A.A. Associates (Planners & Consulting Engineers), and Essency Consulting for the Pakhtunkhwa Highway Authority and for the Asian Development Bank. This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area. ABBREVIATIONS AND ACRONYMS ITEM UNITS DEFINITION AADT No. Average Annual Daily Traffic volume ADB Asian Development Bank SPS Safeguard Policy Statement 2009 (of the Asian Dev. Bank) CEMWP Construction Environmental Management Work Plan 3 CO mg/m Carbon monoxide dBA Decibels In the A-weighted system, the decibel values of sounds at low frequencies (< 1000 Hz) are reduced (or weighted), since the human ear is less sensitive at low audio frequencies EIA Environmental Impact Assessment EMMP Environmental Management Plan ES Environment Specialist of Project Management Unit GRC Grievance Redress Committee GRM Grievance Redress Mechanism GFP Grievance Redress Focal Person IEE Initial Environmental Examination IRI International roughness index Km/h Kilometres per hour LeqT dBA Noise level over a specified time period (T) masl Metres above sea level NEQS National Environmental Quality Standards 3 NO2 mg/cm Nitrogen Dioxide PEPA Pakistan Environmental Protection Agency PIU Project Implementation Unit RAP Resettlement Action Plan RoW Right of Way 3 SO2 mg/cm Sulphur Dioxide SPS 2009 ADB’s 2009 Safeguard Policy Statement 3 TPM ug/m Total Suspended Particulate Matter KP-EPA Khyber Pakhtunkhwa Environment Protection Agency . Forward and Acknowledgement This consolidated Environmental Assessment report pertaining to eight roads is sub-divided in two parts, Volume – I and Volume – II. The logic for preparing two volumes of consolidated reports stems from the similarity of work, similar geography and a very limited timeframe, and the need to reduce repetition regarding mitigative and monitoring actions. The Volume – I pertains to an IEE report for two ADB category B roads, along with two EMMPs based on ECIL’s experience with this form of environmental assessment documentation. The Volume – II pertains to Environemntal Summary report about six ADB category C roads, along with an abbreviated EMMP. After discussion with ADB, it was agreed that this format was necessary given the limited time available and the need to deal with a number of similar sub-projects. This report borrows some information from the three Cluster IEEs prepared for PKHA by design consultants. Material from these reports has been used, where appropriate, but has also been augmented further as required to comply with ADB specifications. ECIL very much appreciates this cooperation and willingness to share and we acknowledge the valuable efforts of all the three design consultants for preparing these reports, which was primarily meant for submission to KP-EPA. EXECUTIVE SUMMARY The Government of Khyber Pakhtunkhwa Province (KP), through its Work and Services Department (KPWSD), aims to provide an affordable, safe and sustainable road network in the province. To help achieve this, KP sought assistance from the Asian Development Bank (ADB) to reconstruct or rehabilitate up to 300 km of deteriorated roads. The road sections to be reconstructed or rehabilitated were selected from an initial list of 300 km of roads, and then ranked in order of importance (primarily based on the traffic volume) and road condition. The initial technical ranking was adjusted to ensure a more even distribution of roads across the province, especially road rehabilitation in Haripur District is urgently needed. The ten roads making the shortlist totaled 272 km and will mostly involve replacement of old asphalt repair of shoulders and improvement to roadside drainage. Removal of the asphaltic pavement base layers and granular sub-base layers, building up and widening of the sub-base where necessary to achieve the desired profile and providing new granular and asphalt concrete sub-base, base and riding surface. Of the 10 roads, six were categorized as ADB Category C, requiring no additional work other than summary statements and abbreviated EMPs. This work was completed and companion volume with this IEE has been prepared. The ToR called for the completion of a Rapid Environmental Assessment (REA) checklist for all the roads, establishing specific classifications for each. Evaluation resulted in seven roads classified as C and three as B. ADB decided that two roads should receive a complete IEE, using a consolidated format; i.e. one IEE document but with two specific Environmental Mitigation and Monitoring Plan (EMMP) and completion of at least four consultations (two for each road). This report is a Consolidated Initial Environmental Examination (IEE) for the rehabilitation of two roads in the eastern Haripur District of KP province. The two roads and their lengths are: a. S-1: Haripur – Hattar Road, 22 km b. S-5: Maqsood – Kohala Road, 35 km The IEE has been prepared in compliance with Pakistan Environmental Protection Act (PEPA) 1997, the KP Wildlife and Biodiversity Act, 2015 and ADB’s Safeguard Policy Statement (SPS 2009). The proposed activities will be confined to the existing road right-of-way. For the purposes of this IEE, potential impacts were considered within a corridor extending some 15 m on either side of the road centerline and to the nearest sensitive receptor for noise and dust. Both rehabilitation and reconstruction within the existing carriageway is ADB category B works, requiring an IEE. Most of the environmental effects of the project such as shorter travelling time, better access to market, fuel savings, and less dust are positive and do not require mitigation. The social and poverty impacts of the rehabilitation project are addressed in detail in a separate Land Acquisition and Resettlement Plan report. However there is the possibility for some adverse impacts during project preparation, construction and operation, and can be prevented or mitigated. Pre-construction Period: Environmental assessment documentation and its Environment Management Plan (EMMP) are prepared and approved during the preconstruction period and translated into the local languages for distribution to all stakeholders. The EMMP’s mitigation and monitoring tasks identify actions to be undertaken by the KPHA and the Construction Supervision Consultant (CSC), including a task to brief the selected maintenance staff of KP Communication and Work Department (CWD) and any contractors on the EMMP and the actions to be undertaken. KPCWD will provide a briefing to contractors on the contract and implementation requirements of EMMP. Construction Period: Construction phase EMMP actions focus mostly on contractor activities, management of worksites, contractors’ equipment and people. This part of EMMP makes special focus in defining ways to minimize effects such as dust generation, emission from vehicles, air quality, disposal of spoil and solid waste, noise and vibration from construction machinery, quarry and borrow material transport and disposal, contamination of surface and groundwater resources and workers’ camp management. Many of the culverts are blocked, damaged or poorly sized. If the road is widened, culverts have to be extended. To provide a new culvert, it will be necessary to provide a temporary road diversion, or to close one side of the road at a time and institute traffic controls. Repair of the road once culverts are replaced will follow a specific procedure defined in the EMMP. It may also be necessary to provide temporary diversion for the water around the area being worked. Ideally the work will be undertaken in dry season when water flows are minimal. Due to executing the work within right of way (RoW), no mosques, graveyards and other cultural sites were identified to be affected by the work. There should be no damage to other cultural sites or to any archaeological sites. Only three trees need to be cut, while trees on the embankments need not be disturbed. Appropriate mitigation protocols are defined in this IEE. A detailed inventory of the sites showing the approximate location of the structures is provided in the IEE. By applying careful highway design all other potential impacts can be avoided. However care will need to be taken during construction activity. Operating Period: Operation period actions focus on confirming that the contractor has completed the EMMP tasks required and the operation of the improved road does not aggravate existing problems such as road safety. Speed limits will need to be monitored by traffic police. The project has been discussed with local people, government officials and NGO as recorded in the IEE annex. There was general support for the project, with no serious issues raised. The main concerns expressed were to ensure that local people got employment on the project and that measures were in place to avoid excessive noise or dust during construction. There were concerns about construction