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Final Report

March 19, 2003

E752Volume 1

Pakistan Highway Rehabilitation Project

Sectoral Social andEnvironmental AssessmentPhase I & 11

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National Highway Authority, Pakistan

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SEA of Paki vtan Highway Rehabilitation Project

Executive Summary

The N5 Highway stretches across the Karachi-Lahore-Rawalpindi-Peshawar-Torkhamcorridor for over 1,760 km. It is the main artery connecting the provinces of NWFP,Punjab, and Sindh, and serves more than half the country's inter-city traffic. TheKarachi-Hyderabad Super Highway (M9) provides an alternative route to the N5 fromKarachi to Hyderabad at the southern end of the highway.

The National Highways Improvement Program (NHIP) was developed to address theincreasing degradation of Pakistan's national highway system. As part of this program,11 selected sections of the N5 and a 48-km section of the Karachi-Hyderabad SuperHighway (M9) will be upgraded under the World Bank-supported Pakistan HighwayRehabilitation Project (PHRP).

Basic Features of Proposed Improvement

The improvement of the highways under the PHRP will be spread over two phases: PhaseI includes the rehabilitation and maintenance of 21 1 km of road, and resurfacing andstrengthening of 174 km; Phase 11 includes the rehabilitation of 323 km of road andresurfacing of 162 km.

Rehabilitation and maintenance projects involve those sections of the project corridorthat need major reconstruction work, including the construction of additionalcarriageways, substantial earthworks, extensive drainage provision and intersectionremodeling. Resurfacing and strengthening projects concern those sections of the projectcorridor that are already built according to design; these sections essentially requireasphalt overlay to extend their service life.

Key Environmental Issues

The key environmental issucs associatcd with the proposed highway project are asfollows:

*. Borrowing of earth-fill and soil erosion

* Impact of noise generated by vehicles, plants and equipment during constructionand operation

* Relocation of squatters from within the proposed construction limit.

Legislative and Policy Framework

The Environmental Protection Act of Pakistan, 1997, makes it mandatory for the projectproponents to carry out an environmental impact assessment (EIA) of developmentprojects and incorporate environmental and social mitigation actions as part of the projectplanning. The National Environmental Quality Standards (NEQS) dcfine pollutant limitsin industrial and municipal effluents, and in gaseous emissions from industries and

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SEA of Pakislan Highway Rehabilitation Project

vehicles. The Land Acquisition Act, 1894, regulates the acquisition of land and built-upproperty, and damage to other assets such as crops, trees, and infrastructure. The DraftResettlement Policy of the government addresses the rehabilitation and resettlement ofdisrupted populations and the restoration of their livelihoods, providing a basis formanaging the resettlement needs arising from the project, once the policy becomes law.

The National Highway Authority (NHA) is responsible for ensuring that the projectcomplies with the laws and regulations controlling the environmental concems ofhighway construction and operation, and that all pre-construction requisites, such aspermits and clearances are met.

Current State of Project Sections

The N5 and Karachi-Hyderabad Super Highway (M9) have well-defined RoWs thatrange from 35 to 110 m in width. The RoW varies from section to section and in somecases, even within a section. For each section, major construction work will generallyremain confined within the RoW.

Highway Sections Selected for Rehabilitation

Most of the existing carriageways on the selected highway sections have beenconstructed on low embanmnents, with a significant difference in the elevation of theACW and ECW. The existing paved section of the selected highway sections is not of astandardized width. The driveway is generally in poor condition, and shows signs ofundulation, corrugation, and cracks. The road shoulder has also eroded away in manyplaces. Many of the cross-drainage structures extending across the corridor, ie, bridgesand culverts, are poorly designed and ill-maintained.

The project corridor is also intersected by a large number of provincial, district, and farm-to-market roads as well as village tracks. These intcrsections need to be remodeled inaccordance with the design levels of the ECW. In addition, the NHA plans to constructbypasses in the sections where the project corridor traverses towns and cities.

The selected highway sections generally lack public amenities, such as service lanes inribbon dcvclopmcnt areas, pedestrian overhead crossings, zebra crossings, footpaths, busbays, parking areas, rest areas, etc. Many of the existing carriageways of the projectcorridor have a number of unmanaged or unauthorized U-turns that have not beenproperly laid out.

Highway Sections Selected for Resurfacing

The highway sections of the project corridor selected for improvement under the RSPupgrade option are already built according to an acceptable design standards: the roadsare constructed on rclatively high embankments along true lincs and lcvels with a propercross-fall, and the elevations of northbound and southbound carriageways are roughly thesame.

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SEA of Pakistan Highway Rehabilitation Project

Scope of Improvement Works

The procurement of all Phase I projects will be initiated in the fiscal year 2002-2003. Inaddition to a design period of four to five months, a construction period of 18-23 monthsis anticipated for RMP sections, and 15 months where only RSP sections are involved.'There will be a one-year post-construction defect liability and maintenance period forRMP sections. The total design and construction period for each section will varybetween 22 and 28 months.

Rehabilitation and Maintenance Projects

As part of the RMP upgrade, the road sections will be changed from camber to cross-fall.Based on surveys of the pavement condition, pit investigations, volume of traffic, andrestrictions caused by ribbon development along the project corridor, five upgradeoptions have been framed. The selected sections will be raised, strengthened, andupgraded using options tailored to site-specific requirements.

Resurfacing and Strengthening Projects

Selected sections of the project corridor need only resurfacing and strengthening, mainlyby placing asphalt overlay across these sections in order to extend their service life.Sections that are cracked, deteriorated, or distressed, will be patched with asphaltconcrete before laying an asphalt overlay. The shoulders will be adjusted using anaggregate base layer and surface treatment to match the lines and levels of thecarriageway.

Construction Material

The materials used for the construction of highways include coarse aggregates, fineaggregates (sand), earth, water, asphalt and cement. Almost all these raw materials arelocally available in the country. Given that the Indus Basin groundwater rcgime extendsacross almost the cntire project area, access to water for construction and campsitepurposes is not cxpected to be a problem.

Analysis of Alternatives

Thcre are two investment options available for improving the main north-south highwaycorridor in order to meet the increasing transport demands of a growing economy. Oneoption is to develop a new highway/road system, while the other option is to improve theexisting network. The second option is more viable in view of economic considerationsand is consistent with the NHA's present policy objectives.

The no-project option is not desirable as it would impedc national economic growth,contribute to environmental degradation, and lead to deteriorating road safety conditions.

' ECIL, Bidding Documents and Contract Conditions, 2002

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SEA of Pakistan Highway Rehabililation Project

Alternative Transport OptionsImprovements in the railway sector will require fundamental institutional reforms, andare difficult to achieve in the near term. Travel and freight costs for air transport are toohigh for it to effectively compete with the road transportation sector. Inland watertransport is not a practical alternative to road transportation at this time either, for reasonsincluding limitations on speed, the limited range of transportable commodities, mismatchbetween ports of origin and destination, and competition with a well-developed rail/roadnetwork.

Alternative Highway Options

Only two alternative highways can be considercd viable for major investment, ie, theexisting N55 and the proposed Pakistan Motorway. Although the N55 is expected toprovide some relief to the N5, its utility will remain overshadowed by the latter, whichpasses through some of the most populous areas of the country and is agriculturally andindustrially far more important. Although the motorway network is also expected todivert a sizeable volume of fast-moving traffic, the motorway project is constrained byhuge investment requirements, land acquisition needs and limited traffic volumes, and istherefore not a practical alternative to the project corridor.

Project Corridor Design Alternatives

Demarcating an alternative route would require vast amounts of land acquisition, disruptrural communities, interfere with established natural and agro-ecosystems, and result infurther environmental and social degradation.

Environmental and Social Baseline

Physical Environment

Three sections of the N5 fall within the Potohar Plateau towards the north: the Kharian-Rawalpindi, Turnol-Chablat, and Nowshera-Peshawar sections are generallycharacterised by undulating and heavily eroded topography and are bisccted by a series oflow hill ranges. The remaining sections of the N5 (Kharian to Hyderabad) consist ofstretches of level to nearly level alluvial plain and scalloped interfluves formed by thedeposits of the Indus and its four main tributaries. Towards the east and south, theproject corridor is fringed by the Cholistan and Thar deserts.

Climate

The bulk of the rainfall in the project corridor is received during the monsoon seasonbetween July and September. October and November are by far the dricst months, exceptfor the sub-humid zone that also receivcs winter rains. The project corridor is subject topronounced variations in temperature, directly and indirectly influencing the environmentof the highway. The wind systems that affect the project corridor generally arise from anortherly direction in winter and from the southwest in summer. Wind speeds as well asdiurnal and seasonal patterns vary considerably along the highway.

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Water Resources

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 majorcanals that also cross or flow close by the highway. Presently, fairly wide belts of freshgroundwater exist along the rivers that traverse the project corridor, and at shallowerdepths in irrigated areas developed by seepage from the canal system.

Soils

The soils along the northern corridor of the N5 are derived from piedmont wash from theHindu Kush and Suleman mountain ranges, and consist of both alluvial and aeoliandeposits. The project corridor sections passing through northern Punjab contain a diverserange of soils, including sand, loamy sand, silt-loam, loam, clay-loam, and clay. Thehighway sections passing through central Punjab contain generally medium textured soilssuch as silt-loam, loam, and sandy loam. As the project corridor skirts the Cholistan andThar deserts towards the south, the soils become coarser and sandier, and towardsKarachi, are ridden with gravel and pebbles.

Ambient Air Quality

As air quality standards have not been introduced in Pakistan as yet, the measured valuesof particulate matter (PM,o) and carbon monoxide (CO) were compared with variouslimits in accordance with international standards.

Hourly CO levels averaged between I and 4 ppm for typical 10-hour measurementperiods, and peakcd in the range of 2-7 ppm. The measured values arc well within thelimit of 35 ppm. CO levels appear to be higher in areas with extensive ribbondevelopment, irrespective of the traffic count. Hourly PM 1o levels averaged between 74and 206 pg/M3 for typical 10-hour measurement periods, and peaked in the range of 89-242 pg/M3. Levels above the limit of 200 Pg/M3 werc recorded at three out of ninelocations.

Noise Levels

A limited survey was undertaken at 17 locations along the Phase I highway sections.Daytime noise levels ranged from 56 to 64 dBA, while nighttime levels ranged from 57to 64 dBA. When compared to the WHO noise guidelines that prcscribe a limit of 55dBA for outdoor areas, the roadside noise lcvel measurements for both day and nightexcecd the applicable limit.

Roadside noise level measurements taken at a distance of about 6 m from the edge of thehighway were found to be well within the permissible limit of 85 dBA prescribcd by theNational Environmental Quality Standards (NEQS) for motor vehicles.

Water Quality

The quality of groundwater in the project corridor ranges from fresh near the major riversto highly saline farther away. Water samples from various resources in the vicinity of the

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highway sections proposed for improvement under Phase I, were analyzed for importantparameters with respect to suitability as drinking water.

The water quality of the Indus and its tributaries is suitable for irrigation purposes,although tends to deteriorate downstream but remains within permissible limits foragricultural use. The disposal of untreated municipal and industrial wastewater, as wellas saline effluents from bordering agricultural areas has led to significant deterioration inthe quality of ground water and the samples of water collected from surface and groundwere not fit for drinking purposes.

Biological Environment

In general, the areas traversed by the project corridor are poorly vegetated. About 98%of the project corridor falls under tropical thorn forest and sand dune desert. Much of thisregion has been cleared for cultivation, and remnants of the original forest are heavilydegraded as a result of the growing need for fuel wood, fodder, and timber.

Only five protected areas are located within 500 m of the project corridor. As levels ofdisturbance along the project corridor have been high and these areas accessible tohumans for a long time, wildlife abundance and diversity in protected areas directlyadjacent or in close proximity to the corridor, is very low.

Socioeconomic and Cultural Environment

The road sections selected for improvement during Phase I and 1I pass through 20districts as well as federal territory. The project corridor passes through a region (Punjab,Sindh, and NWFP) that collectively sustains almost 92% of the country's population.Apart from the cities and towns located in the vicinity of the project corridor whereeconomic diversity is relatively high, the rural communities are essentially involved inagriculture or associated occupations.

Encroachments and Structures Within the RoW

It is general practice in Pakistan for the inhabitants of villages located ncar a highway toestablish their businesses and construct houses along the roadside. A total of 588commercialresidential structures currently fall within the RoW of the project corridorPhase I sections, of which only 28 fall within the proposed construction limit and willrequire relocation. Approximately 200 structures are estimated to require relocationunder Phase II.

Structures of religious and cultural significance, including mosques, graveyards, andshrines are also located within the RoW of the project corridor, although none fall withinthe proposed construction limit. A number of public utility structures including wells,hand pumps, electricity and tclephone poles, transmission towers, and police check postsare also located within the RoW.

Culturally and historically important sites that fall in the vicinity of the project corridorare generally located more than 2 km from the proposed road construction sites.

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SEA of Pakivian Highway Rehabilitation Project

Public Consultation

Stakeholder workshops were organized to discuss project specific issues. TheAssociation of Road Users of Pakistan (ARUP) organized a series of regional discussionsin 2000 that have provided valuable inputs for design of the project. Roadsideconsultations and scoping sessions were carried out mainly with pedestrians, vehicledrivers, public transport passengers, roadside vendors and shopkeepers, local inhabitants,government officials, and NGO representatives at various locations. The main concernsraised by stakeholders, and subsequently addressed in the project's environmental andsocial assessment, are as follows:

Highway Design

Design inadequacies such as unauthorized U-turns, the layout of side road intersections,and difference in level of ACW and ECW, need to be resolved. Constructing morebypasses, pedestrian crossings, and service lanes will minimize accident risks. Thereneed to be more public amenities, such as bus bays and toilet facilities along the highway.The general drainage system of the corridor needs to be improved, and road shouldersupgraded. A more extensive avenue plantation will help mitigate the impact of newconstruction on the area's natural vegetation.

Highway Construction

Project works should be completed in one stretch and without undue delays. Duringconstruction, traffic needs to be smoothly diverted to avoid congestion. Roadconstruction material must not be indiscriminately dumped along the highway, andmeasures to minimize dust, smoke, and noise pollution should be adopted. Affectedproperty occupants or owners need to be consulted when preparing a resettlement plan,.and fairly compensated.

Highway Operation

New legislation to control fuel quality, vehicular cmissions, and traffic flow needs to beintroduced. Traffic disorders and speed violations, in particular, should be bettermonitored. Highway operation needs to bc made safer by crecting more cautionarysignage. There should be more public amenities such as drinking watcr arrangemcnts,streetlights, and roadside first aid centers. Cross-drainage pipes and culverts must beregularly cleaned, and rubbish prevented from accumulating along the highway.Commercial vendors and squatters should be discouraged from encroaching on the RoW.

Land Acquisition and Resettlement

Land acquisition should be carried out in accordance with the law. Squatters should beresettled before construction works begin: most squattcrs are willing to move from theirpresent locations provided alternative land and financial assistance for new structures ismade available nearby within the RoW. Howcvcr, many project-affected personsexpressed dissatisfaction with the efficicncy of the compensation system.

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SEA of Pakistan HighwayRehabilitation Project

Environmental Impact Assessment and Mitigation MeasuresThe area of project influence is referred to as the 'corridor of impact' (Col), ie, the widthof the corridor that will be impacted, directly or indirectly, by the project during theconstruction and operation phases. For the purposes of this study, the Col has beendivided into two zones, CoI I and Col 2.

Col 1 marks the limit within which the direct impact of construction activities is expectedto take place. This includes the displacement or relocation of people, and the removal ofvegetation cover for construction. Col 2 marks the limit within which the indirect impactof project activities is expected. This includes the effects associated with noise,vibrations, vehicular emissions, toxic emissions and fugitive dust, and the consumption ofnatural resources required during construction.

Land Resources

The upgrade of various highway sections will involve land acquisition for permanent andtemporary works. This is likely to affect land resources because of the risk of soilerosion and contamination by unmanaged runoff, oils and chemicals from asphalt plants,and residual asphalt and concrete.

Mitigation Measures

To mitigate this impact, areas not under agricultural or residential use and natural areaswith high elevation will be used as far as possible for campsites and borrow areas.Where the use of agricultural land cannot be avoided, the plough laycr will be strippedand stockpiled for redressing the land later. Excavation for earth fill will be carried out atleast 500 m from sensitive or populated areas. Borrow pits that cannot be fullyrehabilitated will be landscaped to minimize erosion and safety hazards. Vegetationbarriers and stone pitching across high embankments will help prevent water runoff.Residual construction material will be properly disposed of, or recyclcd where possible.Construction crews will also be trained in sound environmental and engineeringpractices.

Impact on Water Resources

Local water supplies will need to be tappcd to meet construction and campsiterequirements. As a result, natural streams may be contaminated by fuel and chemicalspills, borrow material, or runoff from construction areas.

Mitigation Measures

Measures to mitigate the adverse impact on water resources and land drainage includeconstructing an adequate number of side drains and median diversions to drain surfacerunoff; cross-drainage structures will be regularly clcaned; good management practiceswill be adopted to ensure that construction and residual waste is disposed of undercontrolled conditions to reduce the risk of contamination. Moreover, in areas wherepotable water is in short supply, the local administration will be consulted before usinglocal water resources.

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SEA ofPaksitan Highway Rehabilitation Project

Impact on Air Quality

The three critical sources of air pollution during the construction phase include asphaltplants that produce toxic emissions; quarry areas that generate fugitive dust during rockblasting and crushing; and earthen haulage tracks and traffic diversion routes that alsogenerate dust when in use. In addition, emissions may also arise as an indirect result ofinitiating construction activities on two carriageways simultaneously.

Apart from the time-bound increase in traffic volume, the improvement of the highwaywill induce an increase in traffic volume. Baseline conditions indicate that PM,o levelsare serious cause for concern, followed by CO levels that are also expected to reachharmful levels in the near future. SOx and NOx levels, although not of concern atpresent, are expected to rise significantly in the long term.

Mitigation Measures

To help mitigate the impact on air quality, both asphalt plants and quarry areas will belocated as far as possible from sensitive or populated areas. Plants will also be suitablyequipped with dust control devices, and haul-trucks carrying asphalt-concrete mix will bekept covered. As far as possible, only one carriagcway will be upgraded at a time,leaving the other available to serve dual traffic.

The NHA will set up a program to monitor and improve air quality along the projectcorridor in accordance with accepted international standards. The system will coverprotocols for sampling and analysis, assessment of air quality at sensitive locations,reporting, and information sharing. The NHA will also work with the Pak-EPA toestablish national standards for air quality as well as targets for improving air quality ;along the highways. Apart from assisting the Pak-EPA in revising existing vehicleemission standards and testing procedures, the NHA will initiate a system for monitoriingvehicular emissions and enforcement of emission standards in collaboration with theconcerned local authoritics, the Highway Police, and EPAs.

Impact of Noise Levels

Noise generated by construction machinery and subsequently by vehicular traffic duringhighway operation, is likely to affect sensitivc receptors located within about 50 m of thehighway. The NIA will strictly monitor building construction limits in relation todistance from the highway. Vegetation barricrs, building higher boundary walls, andadjusting the utilization pattern of nearby buildings will help protect sensitive locationsfrom high noise levels.

Impact on Biological Environment

The proposed construction activities, traffic and developments during the operation phaseare not expected to impact the surrounding vegetation to any significant degree.Although some degree of clearing will be necessary along avenue plantations on sectionsproposed for rehabilitation, the damage falls within a range of 0.4 to 0.5% of the existingtree population of the project corridor. Moreover, only five protected areas are locatedwithin 500 m of the project corridor. These areas are poorly populated by commonspecies and no rare or endangered wildlifc species have been reported in these protectedareas.

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Measures to mitigate the loss of vegetation cover will include a plantation program tocompensate tree clearing during construction activities, and to help abate pollution causedby emissions, dust, and noise.

Impact on Socioeconomic Environment

Accessibility and Highway Safety

The general mobility of the local community in and around the construction area will behindered during the construction phase. Unmonitored construction activities, eg,blasting, may create an accident risk for local residents. The contractors will be requiredto ensure that construction work does not obstruct local people's access to the highwayand their ability to cross it in a safe manner. Increased provision for public amenitiessuch as cautionary signage, diversion routes, and parking areas will help reduce safetyrisks. Roadside commercial activity will also be discouraged along the project corridor.The contractors will also be required to adopt good engineering practices to minimizesafety and health hazards among its workers as well as the local population. During theoperation phase, the NHA will work with the Highway Police to ensure that traffic rulesare better enforced.

Interaction with Local Communities

The presence of migrant construction workers inevitably causes some degree of socialunease among local communities. Locating campsites relatively far from localsettlements will help minimize this. Construction crews will be encouraged to remainsensitive towards local customs. Contractors will also be encouraged to provideemployment opportunities to local residents, as well as on-thc-job training inconstruction.

Cultural and Religious Structures

The contractors will be required to take into account the sanctity of graveyards andbuildings of religious significance encountered during construction. This will involvemarking graveyard sites with flags and exercising due care when using constructionequipment near these areas.

Land Acquisition and Resettlement Issues

Disruption of Squatters and Settlements

Although a documented 588 squatter structures lie within the RoW of the selectedhighway sections, only 28 structures located within the CoI 1 will need to be relocatedduring rehabilitation works as part of Phase I. An initial estimation based on preliminarysurveys of the project corridor indicates that during Phase II, approximatcly 200structures within the Col will need to be relocated. Field surveys carried out in seven ofthe highway sections proposed for improvement indicate that construction works will notdisrupt any public infrastructure in Phase 1. In all, the business income of 36 persons willbe affected once their commercial facilities arc rcmoved under Phase 1.

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The project's RSP contracts will not entail any resettlement since all squatters'settlements lie outside the Col I limit.

Entitlement Policy Framework

Taking into account the requirements of the Land Acquisition Act, the Draft NationalResettlement Policy, and World Bank policies, an entitlement policy framework wasdeveloped to define compensation for the acquisition of land and built-up property andfor resettling the affected population. The NHA will be responsible for disbursing allcompensation payments.

The basic provisions of the entitlement framework are as follows:

I. Owners of private land and/or assets will be entitled to cash compensation, basedon the prevailing market value.

2. Owners of private, built-up property will be entitled to cash compensation on areplacement-cost basis.

3. The NHA will help shift affected squatters to the nearest possible location withinthe RoW, and provide alternative structures to squatters whose original structurescannot be moved any further back into the RoW

4. The NHA will ensure, to the satisfaction of the monitoring agency concerned, thatas far as possible, squatters' business earnings are not affected by resettlement.

5. The owners of affected structures will be allowed to salvage their buildingmaterial.

6. Squatters will be provided an income safety net cushioning them against potentialdelays in re-establishing them at alternative sites.

7. Squatters will also be compensated for the loss of fixed asscts or trces that need tobe cleared from within the compounds they own or rcnt.

8. Encroachers are not entitled to compensation.

9. Should any structures of religious or cultural significance need to be demolished,the NHA will provide compensation on a replacement-cost basis to help relocatethese structures.

Institutional Arrangements and Resettlement Monitoring Plan

The staff of the General Manager Lands/Environment (GM LE) will be responsible formanaging land acquisition and resettlement on behalf of the NHA. The Land AcquisitionCollector, supported by a valuation committee will detcrmine the value of the land, whilethe provincial revenue department staff will asscss the value of trees/assets on the land tobe acquired. The NHA will be responsible for the valuation of built-up property, and willalso be responsiblc for providing compcnsation for acquired land, propcrty andstructures.

The GM LE will be responsible for supervising the resettlement program, and conductingsurveys to determine resettlement requirements. A resettlement committee consisting ofthe Deputy Director Maintenance, Deputy Manager Environment, and the Land

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Acquisition Collector will be appointed to monitor the resettlement process and to ensurethat it conforms to the entitlement policy framework adopted for the project.

The office of the GM LE will also be responsible for monitoring the resettlement andsocial impact of the project during the construction and operation phases. In addition tomonitoring by the NHA and EPAs, various NGOs/CBOs will be involved in providingindependent evaluations of the quality and effectiveness of the monitoring processadopted by the NHA. Through a public solicitation of interest, the GM LE will identifyNGOs/CBOs that show suitable capacity for participating in the monitoring program.The GM LE will facilitate the participation of NGOs/CBOs by providing logistical andoffice support to the designated staff. Monitoring activities will be carried out incollaboration with local government authorities, and include the verification of project-affected persons, squatters within the RoW, and the amount to be paid as compensationunder the entitlement policy framework outlined above.

Environmental Management Plan

An environmental management plan (EMP) developcd for the project will help the NHAaddress the adverse environmental impacts, enhance project benefits, and introducestandards of good environmental and social practice. The primary objectives of the EMPare to define the responsibilities of project proponents, contractors and other role players;identify training requirements at various levels; and define a monitoring mechanism andparameters to ensure that all mitigation measures are effectively implemented.

Institutional Arrangements

The NHIP will be managed by a steering committee consisting of the Chairman NHA,the Member Operations, Member Finance, and Member Planning. The NHIP's ProgramManagement Unit headed by a project director, will serve as secretariat to the steeringcommittee, with the Project Director responsible for day-to-day project management.The Project Director will be supported by a project coordinator in each of the provinces,assisted by deputy project coordinators assigned to individual contracts for highwaysections.

The General Manager Lands/Environment, working under the NHA's MemberOperations, will be responsible for ensuring compliance with the EMP. The staff underthe GM LE will collectively be responsible for conducting environmental assessments;providing inputs for project planning and design; and acquiring land and supervisingresettlement programs.

The General Manager Planning will work undcr the NHA's Member Planning andengage and supervise a design consultant to prepare an outline design and tenderdocuments for RMP and RSP contracts. The GM Planning will also be responsible forhiring contractors and awarding contracts for dctailed engineering and construction;coordinating with the GM LE on all environmcnt-related issues; and ensuring that theenvironmental concerns identified in the ELAs arc incorporated into the highway design.

The regional General Managers responsible for highway maintenance and operations willliaise with the Project Coordinators in order to manage traffic and construction activities

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in their respective provinces, and will take direct responsibility for ensuring compliancewith the EMP.

Integrating the EMP with the Project

Project-specific ElAs and EMPs will incorporate mitigation measures for specifichighway sections. The environmental and safety features to be incorporated into thedetailed design are summarized below.

Environment. Location of key project facilities, eg, construction camps, borrow areas,cross-drainage structures, and highway median.

Highway Safety. Demarcation of accident-prone areas; improved intersections on sideroads and tracks; traffic diversion and flow markings; and public amenities including busbays, service lanes, and fences.

Pre-Construction. Compliance with the entitlement policy framework matrix framedunder the resettlement plan; relocation of publicly and privately owned utilities andstructures; and tree plantation to compensatc for the tree felling expected duringconstruction.

Construction. Reducing dust, noise and emissions pollution; treatment and disposal of,construction and campsite waste; and minimizing erosion and soil damage.

Maintenance and Operation. Reducing dust, noise and emissions pollution duringhighway operation; minimizing the risk of road accidents and preventing the accidentalspillage of hazardous materials; maintaining highway drainage systems; and curtailingribbon development likely to cause traffic hazards.

Environmental Monitoring

The main aim of the pre-construction and construction phase monitoring plans will be tomonitor the actual project impact on physical, biological and socio-economic receptors,and accordingly recommend mitigation mcasures. This will help ensure compliance withlegal and community obligations. 8 The main aim of monitoring in the operation phasewill be to appraise the adequacy of the ElAs with respect to the predicted long-termimpact of highway operation, and recommend improvcments in the EMP, if necessary.

The GM LE will have overall responsibility for organizing and managing theenvironmental monitoring program for the project, and will be assisted by the project'ssupervision consultant. The federal and provincial EPAs will review the monitoringprocess as well as periodic reports submitted by the NHA evaluating the monitoringprocess in their capacity as regulators. In addition, various NGOs/CBOs will act asindependent evaluators of the quality and effectivcness of the monitoring process adoptedby the NHA. The National Highway Police will assist NHA operations staff in managingthe RoW including monitoring encroachments and the safe disposal of solid waste andliquid effluents.

Environmental Training

Expatriate technical assistance will bc provided to NHA for developmcnt ofenvironmcntal management systems, and capacities to implement the EMP. NHA staff

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will be periodically sent for external training in the management of highway-relatedenvironmental and social issues. In addition, advanced environmental training andmitigation workshops will be held for a wide range of participants drawn from the NHAand other government agencies, affected community representatives, consultants,contractors' site engineers, and CBOs/NGOs.

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Contents

1. Introduction ....................................... 1-11.1 Background .1-1

1.2 Project Design and Implementation .1-91.3 Basic Features of Proposed Improvement .1-11

1.4 Field Surveys and Public Consultation .1-11

1.5 Environmental and Resettlement Issues .1-121.6 Regulatory Requirements .1-121.7 Report Structure .1-12

2. Policy, Legal, and Administrative Framework ... 2-12.1 National Policy and Administrative Framework . .2-1

2.1.1 The Pakistan Environmental Protection Act, 1997 .2-12.1.2 National Environmental Quality Standards (NEQS), 2000 . 2-42.1.3 National Resettlement Policy and Ordinance . 2-4

2.2 Interaction with Other Agencies .. 2-52.2.1 Federal and Provincial EPAs . 2-52.2.2 Provincial Departments of Forests and Wildlife . 2-52.2.3 Provincial Revenue Departments . 2-62.2.4 Provincial Governments . 2-62.2.5 Local Government and Municipalities . 2-6

2.3 Other Environment-Related Statutes .. 2-6

3. Project Description .. . 3-13.1 Current State of Project Sections and Approach to Upgrading .. 3-1

3.1.1 Delineation of Right of Way . 3-13.1.2 Highway Sections Selected for Rehabilitation . 3-13.1.3 Highway Sections Selected for Resurfacing . 3-4

3.2 Scope of Improvement Works .. 3-53.2.1 Rehabilitation and Maintenance Projects . 3-53.2.2 Resurfacing and Strengthening Projects . 3-7

3.3 Highway Design .. 3-73.4 Construction Schedule .. 3-73.5 Construction Camps .. 3-12

03/19103 Contentsxvi


3.6 Construction Material ............................................ 3-15

4. Analysis of Alternatives . . . ................................... 4-14.1 No-Project Option ............................................. 4-14.2 Alternative Transport Options ........................................ 4-2

4.2.1 Railway ............................................ 4-24.2.2 Air ............................................ 4-34.2.3 Inland Navigation ............................................ 4-3

4.3 Alternative Highway Options ......................................... 4-34.3.1 N55 Option ............................................ 4-34.3.2 Pakistan Motorway Option ............................................ 4-4

4.4 Project Corridor Design Alternatives . ........................................... 4-44.4.1 Route Alternatives ......................... 4-44.4.2 Alignment Alternatives .4-44.4.3 Cross-Section Alternatives .4-54.4.4 Alternatives for Public Amenities ................................. 4-5

5. Environmental and Social Baseline . . ............................ 5-15.1 Corridor of Impact .. ............................... 5-1

5.1.1 Delineating the Col ................................. 5-1

5.2 Physical Environment ............. .. .................. 5-285.2.1 Geology ................................. 5-285.2.2 Physiography ................................. 5-285.2.3 Climate ................................. 5-295.2.4 Water Resources ................................. 5-315.2.5 Soils ................................. 5-32

5.3 Ambient Quality of Environment ................................. 5-345.3.1 Ambient Air Quality ................................. 5-345.3.2 Noise Levels ................................. 5-395.3.3 Water Quality ................................. 5-41

5.4 Biological Environment .......... ............... 5-425.4.1 Vegetation ......................... 5-425.4.2 Protected Areas and Wildlife ......................... 5-43

5.5 Socioeconomic and Cultural Environment . . 5-445.5.1 Demography and Settlements. ... 5445.5.2 Encroachments and Structures within the RoW ... 5-465.5.3 Cultural and Historical Heritage ... 5495.5.4 Occupational Pattern ... 5-49

03/19103 Contents

xvii


6. Public Consultation .................................................. 6-16.1 General Stakeholder Workshops ...................................... 6-1

6.1.1 Workshops Organized by EIA Consultants ....................................... 6-16.1.2 Workshops Organized by ARUP ................................................. 6-3

6.2 Scoping Sessions .................................................. 6-46.3 Roadside Consultations ............................................. 6-76.4 Resettlement Issues ................................................. 6-86.5 Address of Stakeholder Concerns ..................................... 6-9

7. Environmental Impact Assessment and Mitigation Measures... 7-17.1 Project Impact Matrix ................................................. 7-17.2 Land Resources .................................................. 7-1

7.2.1 Impact on Land Use and Resources ................................................. 7-17.2.2 Mitigation Measures ................................................. 7-4

7.3 Water Resources .................................................. 7-57.3.1 Impact on Water Resources ................................................. 7-57.3.2 Mitigation Measures .................................................. 7-5

7.4 Ambient Air Quality .................................................. 7-67.4.1 Impact on Air Quality During Construction ........................................ 7-67.4.2 Mitigation Measures for Construction Phase ..................................... 7-67.4.3 Impact on Air Quality During Operation ............................................. 7-77.4.4 Mitigation Measures for Operation Phase ......................................... 7-9

7.5 Noise Levels ................................................. 7-97.5.1 Impact on Noise Levels ................................................. 7-177.5.2 Mitigation Measures ................................................. 7-17

7.6 Biological Environment ............................................ 7-177.6.1 Flora ................................................. 7-177.6.2 Fauna ................................................. 7-19

7.7 Socioeconomic and Cultural Environment . ............................ 7-197.7.1 Highway Access and Safety ................................................. 7-197.7.2 Interaction with Local Communities ................................................ 7-207.7.3 Structures of Cultural or Religious Value ........................................ 7-20

8. Land Acquisition, Resettlement, and Compensation ................ . 8-18.1 Land Requirements and Occupation ................................................. 8-18.2 Process of Land Acquisition ......................................... 8-1

8.3 Impact on Squatters' Settlements ..................................... 8-28.3.1 Demarcation of Area of Impact ................................................. 8-28.3.2 Displacement of Squatters Under Phase I ........................................ 8-3

03/19103 Contentsxviii


8.4 Entitlement Policy Framework Under Resettlement Plan . . 8-98.4.1 Extent of Resettlement Under Phase I ............................................ 8-11

8.5 Resettlement Monitoring Plan ....................................... 8-17

8.6 Institutional Arrangements ...................... 8............................ -17

8.7 Proposed Resettlement Budget .. 8.................................... -18

9. Environmental Management Plan ............................... 9-19.1 Objectives of the Environmental Management Plan .............................. 9-1

9.2 Key Environmental Issues .................................................. 9-1

9.3 Institutional Structure .................................................. 9-2

9.4 Integrating the EMP with the Project .................................................. 9-5

9.5 Environmental Monitoring .................................................. 9-109.6 Environmental Training .............. .................................... 9-10

9.7 Environmental Management Cost .................................................. 9-11

10. Selected References .. 10-1

Appendices

Appendix A: Project Description Data .. A-1

Appendix B: Environmental Baseline Data .. B-I

Appendix C: Record of Public Consultations .. C-1

Appendix D: Amendments to Project Design andTender/Contract Documents .. D-1

Appendix E: Noise Level Monitoring Data andFuture Projections .. E-1

03/19/03 Contents

xix

SEA ofPak,stan Highway Rehabilitation Project

Exhibit 1.1: Project Corridor the N5 and Karachi-Hyderabad SuperHighway (Mg) ................................................... 1-2

Exhibit 1.2: Traffic Forecasts and Rates of Increase for Selected Sections of theProject 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 HighwayImprovement Program ................................................... 1-8

Exhibit 1.6: Sections Proposed for Improvement Under the Pakistan HighwayRehabilitation Project .................................................... 1-10

Exhibit 3.1: Bypasses Within Sections Proposed for Rehabilitation ......................... 3-3

Exhibit 3.2: Bypasses Within Sections Proposed for Resurfacing ............................ 3-5

Exhibit 3.3: Highway Design Criteria for Sections Proposed for Rehabilitation ........ 3-6

Exhibit 3.4: Typical Cross-Section: Karachi-Hyderabad Section .............................. 3-8

Exhibit 3.5: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections ....... 3-9

Exhibit 3.6: Typical Cross-Section: Hyderabad-Hala Section ................................ 3-10

Exhibit 3.7: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections ..... 3-11

Exhibit 3.8: Probable Locations of Construction Camps (Phase 1) ......................... 3-12

Exhibit 3.9: Workforce Requirements for Typical RMP and RSP Contracts ........... 3-13

Exhibit 3.10: Estimated Machinery Requirements for Typical RMP andRSP Contracts ................................................... 3-14

Exhibit 3.11: Sources of Aggregate and Sand for Construction . 3-15

Exhibit 4.1: Growth in Demand for Land Transport ........ ................... 4-1

Exhibit 4.2: Projected Demand for Land Transport ............................ 4 4-2

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: Moro-Ranipur Section ........................... 5-8

Exhibit 5.5: Bahawalpur-Multan Section ........................... 5-10

Exhibit 5.6: Mian Channu-Sahiwal Section ........................... 5-12

Exhibit 5.7: Sahiwal-Okara Section ........................... 5-14

03/19103 Exhibitsxx

SEA of Pak,vtan Highway Rehabilitation Project

Exhibit 5.8: Lahore-Gujranwala Section .............................................................. 5-16Exhibit 5.9: Gujranwala-Kharian Section .............................................................. 5-18Exhibit 5.10: Kharian-Rawalpindi Section .............................................................. 5-20Exhibit 5.11: Tumol-Chablat Section .............................................................. 5-22Exhibit 5.12: Nowshera-Peshawar Section ............................................................. 5-24Exhibit-5.13: Corridor of Impact (Col 1) Limits for Phase I Sections ......................... 5-26Exhibit 5.14: Climate Summary of Project Corridor .................................................. 5-29Exhibit 5.15: Rainfall Data for Project Corridor ........................................................ 5-30Exhibit 5.16: Temperature Data for Project Corridor (1961-1990) ............................ 5-31Exhibit 5.17: Wind Data for Project Corridor ............................................................ 5-32Exhibit 5.18: Water Quality Sample Results for Selected Highway Sections ............ 5-33Exhibit 5.19: Ambient Air Quality Data (JICA Study) ................................................ 5-35Exhibit 5.20: International Air Quality Standards ...................................................... 5-36Exhibit 5.21: Sampling Locations for Air Quality ...................................................... 5-37Exhibit 5.22: Ambient Air Quality Measurements for Selected Highway Sections .... 5-40Exhibit 5.23: Average Noise Levels for Selected Highway Sections ......................... 5-40Exhibit 5.24: WHO Guideline Values for Community Noise in

Specific Environments .............................................................. 5-41Exhibit 5.25: Protected Areas in Proximity of Project Corridor ................................. 543Exhibit 5.26: Urban Settlements Located Near Project Corridor .............................. 5-45Exhibit 5.27: Commercial/Residential Structures Located Within RoW (Phase 1) ..... 5-47Exhibit 5.28: Public Structures Located Within RoW (Phase I) ................................ 5-49Exhibit 5.29: Schools and Hospitals Located Near Phase I Sections ....................... 5-50

Exhibit 6.1: Record of Public Consultation Sessions .6-5

Exhibit 7.1: Project Impact Matrix .7-2Exhibit 7.2: Traffic Forecasts for Highway Sections in Sindh .7-10Exhibit 7.3: Traffic Forecasts for Highway Sections in Punjab .7-12Exhibit 7.4: Traffic Forecasts for Highway Sections in NWFP .7-14Exhibit 7.5: Air Quality Forecasts for Selected Highway Sections (8 m) .7-15Exhibit 7.6: Air Quality Forecasts for Selected Highway Sections (20 m) .7-15Exhibit 7.7: Air Quality Forecasts for Selected Highway Sections (50 m) .7-16Exhibit 7.8: Estimated Noise Levels for 2009 and 2024 .7-18

Exhibit 8.1: Squatters' Structures Within Col 1 of Phase I Sections .8-4

03/19/03 Exhibitsxxi

SEA of Pakistan Highway Rehabilhtation Project

Exhibit 8.2: Potential Project-Affected Persons on the Hyderabad-Hala Section ..... 8-5

Exhibit.8.3: Potential Project-Affected Persons on the Hala-Moro Section .............. 8°7

Exhibit 8.4: Entitlement Policy Framework Matrix Under Resettlement Plan .......... 8-12

Exhibit 8.5: Proposed Resettlement Budget for Phase I ........................................ 8-19

Exhibit 8.6: Estimated Resettlement Budget for Phase 11 ....................................... 8-19

Exhibit 9.1: Organizational Structure for National Highway ImprovementProgram .................................................. 9-3

Exhibit 9.2: Environmental Management Organization ............................................ 9-4

Exhibit 9.3: Summary of Environmental Management Costs, Phase I and 11 .......... 9-12

03119/03 Exhibits

XXii

SEA of Pak,¶zan Highway Rehabifitation Project

1. Introduction

1.1 Background

The N5 Highway stretches across the Karachi-Lahorc-Rawalpindi-Peshawar-Torkhamcorridor for over 1,760 km (see Exhibit 1.1). It is the main artery connecting theprovinces of NWFP, Punjab, and Sindh, and serves more than half the country's inter-citytraffic. The 1998 census data indicates that urban centers on the N5 account for over80% of the total urban population of Pakistan. Almost 60% of the port traffic betweenKarachi and the upcountry provinces of Punjab and NWFP movcs along this corridor.The N5 also serves as a key transit route between Pakistan and Afghanistan. TheKarachi-Hyderabad Super Highway (M9) provides a high-speed alternative route to theNS from Karachi to Ilyderabad at the southern end of the highway.

A forecast of traffic for seleccted sections of the N5 and the Karachi-Hyderabad SuperHighway is included in Exhibit 1.2 and illustrated in Exhibit 1.3. It is estimated thattraffic volume will have increased by about 180% by 2024 (ovcr the base year 2001),reflecting past trends and the increasing dependence of national cconomic growth on theroad infrastructure. The continuing rise in road traffic in Pakistan has not becn matchedby the adequate or timely maintenance and improvement of the country's highways androads. The rapid degradation of the national highway systcm has led to rising vehiclemaintenance and running costs, placing an additional burden on the foreign cxchangecrescrves used to import fucl and vehicle spare parts. The scale and ratc of degradation ofthe highway system has also had an adverse impact on the national and humanenvironment. The N5, which currently supports the bulk of the country's commcrcialtraffic, is a clear case in point.

The National Highways Improvement Program (NHIP) was dcvcloped to addrcss theincrcasing degradation of Pakistan's national highway system. Framcd jointly by thcNational Highway Authority (NHA) and World Bank based on a stratcgic nctworkanalysis carried out using the Highway Dcsign and Maintenance (HDM) module, theNHIP will be implementcd in three phases over a tcn-ycar pcriod (2001-2010).

Exhibit 1.4 maps the existing national highway systcm in Pakistan. The highwayscctions that fall under the NHIP have been dividcd into three groups prioritizedaccording to need and source of funding (see Exhibit 1.5). Thc highway sectionsoriginally proposed for improvement undcr Group I includcd 13 scctions of thc N5 andone 48 km-section of the Karachi-Hyderabad Super Highway (M9), aimed at upgradingroughly 1,100 km of road altogether. However, in order to remain within the projectbudget, only 12 of thcsc 14 sections vill be upgraded under the World Bank-financedPakistan Highway Rehabilitation Project (PHRP). The PHRP, henceforth refcrred to as'the projcct' in this document, involvcs the rehabilitation of 534 km, and resurfacing of336 km of highway, upgrading about 870 km of road altogether in two phases.

03/19103 Introductionl-l

Exhibit 1.1: Project Corridor: the N5 and Karachi-Hyderabad Super Highway (M9)

(See following page)

03/19/03 Introduction1-2

sW'~~~~~ - t f x} ;7 v 4

l i _ \_ tf Gh~~~~~~~~~~~~~~~M wu~vpinadA

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China A 1wffaonw Bound ary

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t:~~~~~~~~~~~~~~~~~~~~~~~~~~~~~hm IwK-

p rg vScae 1: 9.000.000

(~~~~~~~~~~~~~~~~~h 0M2R ard W Swh3* ....Pahb MW M -----

Exhibit 1.2: Traffic Forecasts and Rates of Increase for Selected Sections of the Project Corridor

Estimated Traffic Volume (No. of Vehicles in 'OOOs/day) % 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-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.

03/19/03 Introduction1-4

Exhibit 1.3: Traffic Projections for Selected Sections of the Project Corridor

100,000- Karachi-Hyderabad

90,000 77* Hyderabad-Hala

80,000 Hala-Nawabshah

70,000 - _ Nawabshah-Moro70,000

- Moro-Ranipur

60,000 -o 60,000 Mian Channu-Chichawatni

50,000 -Chichawani-Sahiwal

___________________________________ 40,000Shahdara LahoreI- 40,000 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Lahore-Gujranwala

30,000 lTurnol-Taxila

20,000 < | S = -Taxha- hablat

10,0001 gNowshera-Pabbi

2- Pabbi-Peshawar

02001 2004 2009 2014 2019 2024

Year

03119/03 Introduction1-5


Exhibit 1.4: Existing Highway Network in Pakistan



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Mn Highway

MoIgMry (Pmpaed)MotWrway ,bdtarwzi

u M3~~~~~~~~~~mom ulb

*India NetworkInPakistan

EAnstlang Hig3hwa

____ ~~~~ ~~~~Dab Muci 2003

SEA ofPli ston Highwq'ov Rehabilitation Project

Exhibit 1.5: Sections Proposed for Improvement Under the National HighwayImprovement 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-Kotn 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) Turnol-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

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 Sarai-Gambilla 116

N55 Sehwan-Khairpur-Nathanshah 98

N5 Lahore-Sahiwal 70

N5 Waztrabad Bypass 10

N5 Ranipur-Pano Aqil 32

N25 Hub River Sheikh Raj 80

N25 Bela Kararo 40

N70 Shershah Bridge 6

NS, N25, N40, N50, N65, N70 NH and PMP safety schemes, miscellaneous, surfacing 78and strengthening in Balochistan

Total Group II 530

03/19/03 IntrodLiction

I -8

SEA ofPaok,tan HighwaY Rehabilitahion Projeci

Group III (2003-June 2008)

Highway Segment Length (km)

N5 ECW Pak Steel Mills-Thatta-Hyderabad 160

N5 ECW Lahore-Sahtwal 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 carriageway SB SouthboundACW Additional carnageway NB Northbound

Exhibit 1.6 provides details of thc sections (collectively referrcd to as the 'projectcorridor') proposed for improvement undcr Phascs I and Tl.

This sectoral environmental asscssment (SEA) examines the existing policics,institutions, and development plans relating to the PHRP to determine whethcr or not theproject conforms to an environmentally and socially sound sector-wide strategy.

1.2 Project Design and Implementation

The NHA has appointed dcsign consultants to prepaic desins, cost estimates, biddingdocuments, and contract conditions for the highway sectionis that are to be improvcdunder this project. Depcnding on their condition, sciccted sections will be upgradedcither undcr rehabilitation and maintenance projccts (RMP) or resurfacing andstrengthening projects (RSP). RMP contracts will bc awarded to successful contractor(s)through international competitivc bidding (ICB), and RSP contracts throuLgh eitherinternational or national compctitive bidding (NCB).

Exhibit 1.2 is based primarily on information for those sections of the N5 that will fall underPhase I Detailed engineering studies, apart from basic reconnaissance surveys, have not asyet been carried out for the implementation of Phase II

03/19/03 Introduction

1-9

SEA ofPakistan Highway Rehabliatation Project

Exhibit 1.6: Sections Proposed for Improvement Under the Pakistan HighwayRehabilitation Project

Rehabilitation and Resurfacing andMaintenance Strengthening

No. Highway Section Projects (km) Projects (km)

Phase I Phase 11 Phase I Phase 11

1. Karacht-Hyderabad a (ECW/NB) 30 18 - -

2 Hyderabad-Hala (ECW/SB) 45 - - -

3 Hala-Moro (ECW/SB) 79

4 Moro-Ranipur (ECW/SB) - 88

5 Bahawalpur-Multan (ECW/NB) - 71

6. Mian Channu-Sahiwal (SB+NB) b 46 _ 72(ECW) (ACW)

7 Sahiwal-Okara (ECW/ACW SB+NB) - - - 30

8. Lahore-Gujranwala (ECW/ACW SB+NB) - 100 - -

(two additional lanes)

9 Gujranwala-Kharian - - 57 (NB) -

(ECW/ACW SB+NB) 49 (SB)

10 Khanan-Rawalpindi (ECW SB+NB) - - - 60

11. Tumol-Chablat (ECW/ACW SB-NB) 57 - - -

12 Nowshera-Peshawar (ECW/ACW SB+NB) - - 68 -

Total 211 323 174 162

a All sections listed are part of the N5 except for Section 1, le, a 48-km portion of the Karachi-Hyderabad SuperHighway

b The ECW and ACW of this section will be improved RMP and RSP respectively

Note:ECW Existing carriageway SB SouthboundACW Additional carriageway NB Northbound

The contractors awarded RMP contracts wvill provide thc scrvices described below:

D Survey of the project corridor and preparation o1 a detailed road design based onthe outline design produced by the design consultants. The contractor(s) will beresponsible for ensuring the adequaCy of the desigll.

D Construction works according to the design and constrmction drawings approvedby the draft consultants appointed by the NHA, and the removal of any defectsduring a 12-month defect liability period following the NHA's takeover of thesesections.

The contractors awarded RSP contracts will be iesponsible lor:

> Resurfacing and strengthening the selected carriagweays and shoulders accordingto the specifications and design included in the conltact documlents


1-10

SEA of Pawltan Highwav Rehabilitalion Project

1.3 Basic Features of Proposed Improvement

The improvement of the project corridor will be spread over two phascs: Phase I includesthe rehabilitation and maintenance of 211 km of road, and resurfacing and strengtheningof 174 km; Phase II includes the rehabilitation of 323 km of road and resurfacing of162 km.

Rehabilitation and maintenance projects involve thosc sections of the project corridor

that need major reconstruction work. The scope of work includes the following:

* Changing pavement sections from camber to cross fall and standardizing theirwidth

* Paving carriageways using an aggregate base overlaid by asphalt

P. Raising road shouldcrs adjustcd with the lines and lcvels of the carriageway andapplying double surface treatmcnt

E Providing public services in ribbon development areas where necessary.

Resurfacing and strengthening projects conccrn those sections of the project corridor that

are alrcady built according to design, with tnie lines and levels and with a propcr crossfall. These sections essentially require asphalt overlay to extcnd their service life.

Where encountered, detcrioratcd sections will bc removcd and patched with asphaltconcrete to underpin the asphalt overlay. The road shoulders will be adjusted using anaggregate base layer and surface treatmienrt applied to match the lines and levels of

carriageways.

1.4 Field Surveys and Public Consultation

The survcys and consultations conductcd in the process ot'preparing the SEA aresummarized below:

Reconnaissance sur-vey of project cow ridor A preliminary survcy was conducted in order

to familiarize the SEA team witlh the physical and sociocconiomilic environment of the

highway and the areas in its vicinlity.

Field sure vs: Surveys were carried out In oider to investigate physical, biological, andsociocconomic resources falling withlin thc right of way (RoW) and corridor of impact.

Primary data collection included the followillnv

* Ambient air quality at sclectcd locations along the road sections

> Traffic-gcnerated noise levels at sclccted locations along the road sections

> Bascline water quality based on samples collected from various surface andgroundwater sourccs in the projcCt area

* Sociocconomlic proftiles and resettlemeicnit issues ang project-af'fected persons in

the RoW.

Public consultalion: In additioni to the Field surveys, formal consultation sessions wereheld to asscss stakcholders' viecws on the existing conditioni ol'thc project corridor,


SEA of Pok,..an Ifighway Rehahilanlon Project

volume of traffic, concerns stemming from the impact of rehabilitation works, as well assafety-related issues.

1.5 Environmental and Resettlement IssuesThe proposed activities include the construction of additional carriageways on certainsections, and involve earthworks, drainage provision, and intersection remodeling. Anumber of construction camps will be cstablished and land will be leased for setting upcampsites and for acquiring earth fill. There is to be no permanent land acquisition underPhase I, and highway construction will be confined within the existing RoW of the NHA.In Phase II, only 4 ha of land need to be acquired for the construction of a bypass atMatiari Town in Sindh. In Phase 1, a total of 28 structures, including 14 mobile vendorunits, will be affected alonc, the entirc length of the project, and the income of 36 personswill potentially be affected as a result of relocation.

In Phase II, relocation and rehabilitation will be of particular concern only on theLahore-Gujranwala section where the carria;geway will be extended from four to sixlanes. An initial estimation based on preliminary surveys of the project corridor indicatethat during Phase II, approximately 200 structures within the corridor of impact will needto be relocated. In the long term, the impact of vehrcular emissions on the air quality inareas adjacent to the project corridor as wcll as the noise from increased traffic will be ofconccrn.

1.6 Regulatory Requirements

The Pakistan Environmental Protcction Act, 1997 makcs it mandatory for the projcctproponents to carry out an environmlental impact assessment (EIA) of developmcntprojects and incorporate environmlental and social mitigation actions as part of the projectplanning. The National Environmental Quality Standards (NEQS) dctine the limits forpollutants in industrial and municipal clflucents, and in gascous emissions from industriesand vehicles. Extending the NEQS to air quality is presently undcr consideration. TheLand Acquisition Act regulates the acquisition of land and built-up property, and damageto other assets such as crops, trecs, and infrastructure. The Draft Rcscttlement Policy ofthe government is intended to address the rehabilitation and resettlement of disruptedpopulations and the restoration of thcir livclihoods, providing a basis for managing theresettlement necds arising from the pro ject. However, this policy has not yet becnfinalized.

1.7 Report Structure

This document is structured as follows-

Section 2 describes the legislative and policy framework governing the project; Section 3provides an overall description of botlh phases ol thc project, Section 4 analyses variousproject alternatives to establish the fcasibility ol upgrading the project corridor; Section 5provides a gencral environmcntal and social baseline survey olfthe project corridor;Section 6 summarizes the main concerns raised by stakeholders during various publicconsultations; Section 7 assesscs the overall cnvironmental impact of the projcct and

03t19/03 Introduction

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SEA of Pakvlan Highwc'v Rehabhi/ation Project

recommends appropriate mitigation mcasures; Section 8 explains issues arising from landacquisition and resettlement; Section 9 outlines an environmental management plan(EMP) for the project; and Section 10 provides a selected bibliography.

Appendix A contains data relating to specific aspects of the project design; Appendix Bprovides environmental, social, and demographic data for the project corridor; AppendixC contains detailed records of public consultation, Appendix D describes theamendments to the draft project design and tender/contract documents; and Appendix Eprovides detailed data on noise level mcasurements sampled along the corridor.


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2. Policy, Legal, and Administrative Framework

This section provides an overview of the policy framework and national legislation thatapplies to the proposed projcct. The project is expected to comply with all nationallegislation relating to environment in Pakistan, and to obtain all the regulatory clearancesrequired. World Bank GP 4.01 Annex B also recommends that that an environmentalassessment (EA) be carried out for highway rehabilitation and maintenance projects.

2.1 National Policy and Administrative Framework

The Pakistan National Conservation Strategy (NCS) that was approved by the federalcabinet in March 1992 is the principal policy docunment on environmental issues in thecountry (EUAD/IUCN, 1992). The NCS outlines the country's primary approachtowards encouraging sustainable development, conserving natural rcsources, andimproving efficiency in the use and management of resources. The NCS has 68 specificprograms in 14 core areas in which policy intervention is considered crucial for thepreservation of Pakistan's natural and physical environmcnt. The core areas that arerelevant in the context of the proposed project are pollution prevention and abatement,restoration of rangclands, increasing energy efficiency, conserving biodivcrsity,supporting forestry and plantations, and the preservation of cultural heritage.

Two organizations, the Pakistan Environmental Protection Council (PEPC) and thePakistan Environmcntal Protection Agency (Pak-EPA), arc primarily responsible foradministering the provisions of the Pakistan Environmental Protection Act, 1997. ThePEPC oversees the functioning of the Pak-EPA. Its members include representatives ofthe government, industry, non-governmental organizations, and the private sector. ThePak-EPA is required to ensure compliance with the NEQS and establish monitoring andevaluation systerns. As the primary implemiienting agency in the hierarchy, it isresponsible for identifying the nced for, as wcll as initiating legislation whenevernecessary. The Pak-EPA is also authorized to delegate powers to its provincialcounterparts, the provincial EPAs (environmental protection agencies). One of thefunctions delegated by the Pak-EPA to provincial EPAs is the review and approval ofenvironmental assessment reports of projects undertaken in thcir respectivc jurisdictions.

2.1.1 The Pakistan Environmental Protection Act, 1997

The Pakistan Environmental Protection Act, 1997 (1997 Act) empowers the Pak-EPA to:

rD Delegate powers, including those of environmental assessmcnt, to the provincialEPAs.

D Identify categorics of projccts to which the IEE/EIA provision will apply.> Devclop guidelincs for conducting initial environmental examinations (IEE) and

ElAs and procedures for the stubimission, revicev and approval of the sanmc.

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* Develop environmental emission standards for parametcrs such as air, water andnoise.

*. Enforce the provisions of the Act through environmcntal protection orders andenvironmental tribunals hcadcd by magistrates with widc-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 EPAsto managc the environmental concerns of their respective provinces. The provincialEPAs can frame environmental regulations tailored to the requirements of their province,provided these regulations mect or exceed the minimum standards set by the PakistanEPA. They are also required to review and approve ETAs of all developmcnt projectsundertaken in their respective provinces, including those projects implemented by fedcralagencies.

Regulations for Environmental Assessment

Under Section 12 (and subsequent amcndment) of the 1997 Act, a project falling underany category specificd in Schedule I (SRO 339 (10/2000), requires the proponent to filean IEE with the concerned federal agency (Pak-EPA). Projects falling under anycategory specified in Schedule 11 rcquire the proponent to file an EIA with the fedcralagency. Within ten working days of the IEE or EIA having been deposited, the fcderalagency will confirm that the document submitted is complete for the purpose of reviJ6v.During this time, should the federal agency rcquire the proponent to submit anyadditional information, it will returLn the 1EE or EIA to the proponent for revision, clearlylisting those aspccts that nccd furthler discussion. SuLbscqucntly, the federal agency sliallmake every effort to complete an IEE review within 45 days and an EIA review with'in 90days of filing.

Pak-EPA regulations (SRO 339 (1)/2000) state that an IEE is required for federal orprovincial highway projects (except in the case of miaintcenance, rcbuilding orreconstruction of existing metalled roads) \vith a total cost of lcss than Rs 50 million. AnEIA, on the other hand, is rcquired lor federal or provincial highway or major roadprojects (except in the case of maintenance, rcbuilding or reconstruction of existingroads) with a total cost of Rs 50( million or morc. ElAs arc also rcquired in cases whereprojects arc to bc implemcntcd in cnvironmirentally sensitlivc arcas, or are likely to catuseadverse environmental effects.

Rchabilitation, in tcrms of the PHRP, extends bcyond the Pak-EPA's definition of'maintenance, rebuilding or reconstruction', and the proposcd activities-which includethe construction of additional'carri-agcways, substantial carthworks, cxtensive drainageprovision and intersection remodcling-arc likely to have an adverse cnvironmentalimpact.

Recognizing that the Pak-EPA has delegated powers to the provincial EPAs to enforcethe provisions of the 1997 Act, an EIA must be suLbmitted to the following agcncies forthe sections of the highway falling in thicr respective domains:

o The Sindh Environmental Protcction Agcncy

* The Punjab Enviromncntal Protection Agency

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r> The NWFP Environmental Protection Agency

> The Pakistan Environmental Protection Agency (for federal capital territory).

At the time of application, the project proponent is also reqluircd to pay a specified fee tothe concerned EPA.

Guidelines for Environmental Assessment

The Pak-EPA has published a set of environmental guldelines for conductingenvironmental assessments and the environmental management of different types ofdevelopment projects. The guiidelincs that are relevant to the proposed project are listedbelow, followed by comments on their relevance to the proposed project:

> Guidelinesfor the Preparation and Revtew of En'iir-onmental Reports, PakistanEnvironmental Protection Agency, 1997

The guidelines on the preparation and revie%v of environmental reports target theproject proponents, and specify

• The nature of the information to be includecd in environmental reports

• The minimum qualifications of the EIA conductors appointed

D The need to incorporate suitable mitigationi mcasures at every stage of projectimplementation

• The need to specify monitoring procedures

The terms of reference for the reports are to be prepared by the project proponentsthemselves. The report must contain baseline data on the project area, detailcdassessment thereof, and mitigation mcasurcs

D Guidelines for Pubulic ConsMl1tatton7, Pakistan Environmcntal Protcction Agency,May, 1997

These guidelines deal with possible approaches to public consultation andtechniques for designing an efl'cctive program ol'consultation that reaches out toall major stakeholders and cnstures that their concerns are incorporated in anyimpact assessment study.

D Sectoral Guideli7es.: PakistaI7 Envion07mtenial AIs.se.s.snent Procedurl-es, PakistanEnvironnmental Proleclion7 AgeLc7v, October 1997

The guidelines for 'major roads' arc stlUctlleCd to assist in identif'ying keyenvironmental issues related to road developmentci projects, as well as the variousmitigation measures and alternatives that shouild be considered and appliedaccordingly. These guidelines are aiimed at intermiiediatc-lcvel projects where theimpact is likely to be more significant, as opposed to minor works such as themaintenance, repair, and imilprovemieCnlt of existing roads


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2.1.2 National Environmental Quality Standards (NEQS), 2000

The National Environmental Quality Standards (NEQS), 2000 specify the followingstandards:

o Maximum allowable concentration of pollutants (32 parameters) in municipal andliquid industrial effluents discharged to inland waters, sewage treatment facilities,and the sea (three separate sets of numbers)

* Maximum allowable concentration of pollutants (16 parameters) in gaseousemissions from industrial sources

* Maximum allowable concentration of pollutants (two parameters) in gaseousemissions 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 bybatching plants, campsites and construction machinery. The standards for vehicles willapply during the construction as wvell as opcration phase of the project. Standards for airquality have not been prescribed as yet.

2.1.3 National Resettlement Policy and Ordinance

At this point, the only legislation relating to land acquisitioni and compensation is theLand Acquisition Act (LAA) of 1894. The LAA is, howvevcr, limilcd to a cashcompensation policy for the acquisition of land and built-Lp property, and damage toother assets, such as crops, trees, and infrastructure. The LAA does not take into accountthe rehabilitation and resettlement of disrupted populations and tlhe restortion of their!livelihoods.

Experience with large-scale infrastnrcture devclopmncit projects implemiiented byinstitutions such as the Pakistan Water and Power Developmenit Authority (WAPDA) hasdemonstrated the need for a cohcsive national policy lor rescttlmclcnt. The PHRP itself isexpected to involve varying degrccs of resctlemicnt during botli Phase I and 11.Following a national consultative proccss, a national resettlemeicnit policy and a rclatcdordinance were drafted. The draft policy and ordinance arc prescntly being rcview\ed bythe provinces, and have yet to be approved and notificd by the governmenl The salientfeatures of the Draft Resettlcment Policy are given below:

* The Pak-EPA will be responsible for both cnvironmecnt-relatcd as well asresettlement-related matters.

* The responsibilities for implemcntation at thc federal level will be delegated tothe concerned federal agency rcsponsible lor implementation of thc project; theagency is also rcquired to haise closcly wvith the govcrincnt of the provincewhere the project is being inmplemienited.

> The responsibilities lor implemcntation at a plrovincial are to be dclc,atcd to theconccrned provincial EPAs with overall control ol'flte planning and development(P&D) dcpartmients.

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• A resettlement action plan (RAP) will be required when the displaced populationexceeds 200.

• All categorics of 'loss' arising from development projects that entail resettlement,need to be addressed: these include not only loss of land, built-up property, otherinfrastructure, and crops and trees, but also loss of income, job opportunities, andaccess to natural resources, etc.

D Vulnerable groups whose issues need to be addressed in particular include:women, children, destitute persons, tribal communities, squatters, those withusufruct rights, and landless groups.

> There should be a particular emphasis on consultation with affectcd groups whenpreparing a RAP.

The provisions of the Draft Resettlemenit Policy are consistent with the requirements ofthe World Bank OD 4.30 on involuntary resettlement. After becoming law, theseprovisions will apply whcn addressing the resettlement issues that arise in the projcct.

2.2 Interaction with Other Agencies

The NHA is responsible for ensuring that the project complies with the laws andregulations controlling the environmental concerns ol'highway construction andoperation, and that all prc-construction requisites, suchI as pcrmits and clearances are met.This section describes the naturc of the relationship between the NHA and concerned linedepartments.

2.2.1 Federal and Provincial EPAs

The NHA will be responsible for providing the complete environmental documentationrequired by the Pak-EPA and provincial EPAs and remain committed to the approvcdproject design. No deviation is pcrmiitted during pro cct imiplementation without the priorand explicit permission of the conccrned EPA.

2.2.2 Provincial Departments of Forests and Wildlife

The project is expected to involve some clearing ol'vegetation and trees within the rightof way. The project contractor will be responsible lor acquiring a 'No-ObjectionCcrtificatc' (NOC) from the concerned federal or provincial lorest department on thebasis of the approved EIA. The application for an NOC will need to be endorsed by theNHA.

Tree avenue plantation will be carried out by the NHA itself or throlugh work awardcd toprovincial forcst and wildlife c1epartmients. The NHA will also be responsible for liaisingwith federal and provincial forest departmllents on thlc typcs of ltrees to be planted andother matters concerning plantation layout as an cnviionnmental mitigation mcasure.Where construction is to bc carricd out in close proximiiity of protectcd forcsts andwildlife areas, the NHA is rcquired to coordiniate with the departments to cnsurc thatimpacts on vegetationi and wildlife arc minimlilized.


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2.2.3 Provincial Revenue Departments

Under the national law, matters relating to land use and ownership are provincialsubjects, and the revenue department of the concerned province is empowered to carryout the acquisition of private land or built-up property for public purposes, including onbehalf of another provincial or federal agency. For this purpose, the lead departmentmust lodge an application with the concerned provincial government to depute a landacquisition collector (LAC) and other revenue staff who will be responsible for handlingmatters related to acquisition and the disbursement of compensation.

The NHA will provide logistical support and assist in preparing the documents necessaryfor notification. It will also necd to liaise with the provincial departmcnts of agriculture,horticulture, and forestry in order to evaluate affected vegetation resources, such as treesand crops, etc., for compensation purposes. Where public buildings/infrastructure areconcerned, the NHA will approach the departments that own the building or theinfrastuctuLre 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 districtgovernments as related to the establishlmlent of constructioni camps and plants, and thesafe disposal of wastewater, solid waste, and toxic materials. The NHA will coordinateand monitor environment-rclatcd issues

2.2.5 Local Government and Municipalities

The NHA will work with local governmllent/admiiinistr-ation and municipalities on theresettlement of squatters and removal of'encroachments or sources of congestion. Inspecific cases, the NHA will frame an agrecemcnit with the concerned municipality, localgovernment, or other service provider on the resettlcmicnit of'displaccd squatters.

2.3 Other Environment-Related Statutes

This section outlincs statutes apart from the Pakistan Envitonnental Protection Act,1997, which are relevant to the proect.

Government of Punjab, Forestry, Wildlife, Fisheries and Tourism Department(Notification No. FOFT (EXT) VIIl. 17/96 Dated 1998

In Punjab, should the number of trces to be fcllcd lor a project exceed 100, or if theproject falls within the jurisdiction of mlore than one district, a commliittee comprising theCommissioner of the division covering the districts, the Conscrvator of Forests, and theSuperintending Engineer of the concernied government department must accord theirapproval. In this case, given that the NHA is the o\Vner oi thic RoW and itself theconcerned department, and that the project covcis more than one district, the commilittcewill consist of the Commilissionier and the Conservalor of Foicsts only.

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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 ofwildlife. While reviewing the EIA, the concerned EPAs may consult the provincialwildlife departments in case the project has an impact on wildlife. The EPAs may requirethe NHA to coordinate the implemcntation and monitoring of project impacts with theprovincial wildlife departments.

Antiquities Act, 1975

The Antiquities Act relates to the protection, preservation and conservation ofarchaeologicaVhistorical sites and monumcnts. It prohibits construction (or any otherdamaging) activity within 200 m of such sites uinless prior permission is obtained fromthe Federal Department of Archaeology and Museums. The Antiquities Act also bindsthe project proponent to notify the department should anything of archaeological value beexcavated during project constniction.

Provincial Local Government Ordinances, 2001

These ordinances, issued followintg the devolution process, establish regulations for landuse, the conservation of nattural vecgtation, air, watcr, and land pollutioni, the disposal ofsolid waste and wastewater efflticnts, as well as matters rclated to public hcalth andsafety.

Regulation of Mines and Oil Fields and Mineral Development Act, 1948

This legislation provides regulatory procedures for the quarrying and mining ofconstruction material on state-owned as wlcl as private land.

Motor Vehicles Ordinance, 1965, and Rules, 1969

The Motor Vehicles Ordinancc, 1965, was cxtcnded in 1978, to the whole of Pakistan.The ordinance deals wvith the powers of motor velicle licensing authorities and empowersthe Road Transport Corporation to regulate tralffic ruls, VCehlCC speed and wclght limits,and vehiclc use; to ercct traffic signs; and to idcntiry thc specific dutics of drivcrs in thecase of accidents. It also describcs the powers of police oi'llcers to chcck and penalizetraffic offenders at the provincial level. At the same timie, the ordinance also empowersthe Regional Transport Authlority to operate as a quasi-judicial body at the district level tomonitor road transport, licensing rcquirements, and compensations for death or injury topassengers on public carriers. The NHA is rcquired to coordinate with the RoadTransport Corporation at the design stage, and with the Road Transport Authority in theoperation phase of the project to ensure that the requiremlents of these agencies relating tothe safety and managemiient olftraffic on1 the highways are met.

Factories Act, 1934

The clauscs rclevant to the project arc those that colcernII Ihc health, saf'cty and welfare ofworkers, disposal of solid wastc and effluent, and damia-c to privatc and public propcrty.The Factories Act also providcs rCulaliions lior handling and disposing ol toxic and


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hazardous materials. Given that construiction activity is classified as 'industry', theseregulations will be applicable to the project contractors.

Highways Safety Ordinance, 2000

This ordinance includes provisions for the licensing and registration of vehicles andconstruction equipment; maintenance of road vehicles; trafffic control, offences, penaltiesand procedures; and the establishment of a police forec for motorways and nationalhighways charged with regulating and controlling tral'fic on the national highways, andkeeping the highways clear of encroachments

Pakistan Penal Code, 1860

The Pakistan Penal Code deals with off'ences where public or private property and/orhuman lives are affected due to the intenltional or accidental misconduct of'an individualor body of people. In the context of environmlenlt, the Penal Code empowers the localauthorities to control noise, noxious emissions and disposal ofeMLuents. The NEQSenforced by the EPAs supersede the application of this legislation on industries andmunicipalities. The Penal Code, however, can provide a basis for the NHA to coordinateits activities with the local authorities to ensure that its construction activities do notbecome a cause of public nuisance or inconvenience.

Explosives Act, 1884Under the Explosives Act, the prOject contractors are bound by regulations on handling,transportation and using explosives during quairnllgy blasting, and otlher purposes.


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3. Project Desc _ption

This section provides an overview of the existing state of the project corridor, theimprovement works recommendcd for selected highway sections, and the constructionrequirements of the project.

Of the 12 highway sections planned for upgrade under the project, eight have beenclassified as rehabilitation and maintenance projects (RMP), and five as resurfacing andstrengthening projects (RSP)' (see Exhibit 1.6). This classification is based on theHighway Design and Maintenance Study carried out jointly by the World Bank and theNHA in 1998, and updated in 2000/2001.

As indicated in Exhibit 1.5, a 61-kmi section between Pano Aqll and Ubauro, and a 51-km section between Ubauro and Sheikh Wahan werc originally included forimprovement under the proposed project, but have since been dropped. However, shouldthe NHA decide to upgrade these sections in the futuire, the baseline data required isalready available.

3.1 Current State of Project Sections and Approach to Upgrading

3.1.1 Delineation of Right of Way

The N5 and Karachi-Hyderabad Super Highway (M9) have wvell-defined RoWs thatrange from 35 to 110 m in width. The RoW varies from section to section and in somecases, even within a section. For each scction, major construction work will generallyremain confined within the RoW. A summary of the RoW conl-iguration is given inAppendix A, indicating the chainage-wise limits of RoWs for both the right and leftsides of the highway while facing northl (sec Exhibit A.1) In cases where variationsexist within a section, the RoW is indicated with mlimnimum and maximum limits.

3.1.2 Highway Sections Selected for Rehabilitation

Embankments

Most of the existing carriageways on1 the selected highway sections have beenconstructed on low embankmcnts. Generally, the elevation ofthe ECW varies bctwveen0.5 and 2 m compared to the newly constructed ACW On road sections located neartowns or villages or where the groLund relief is unleven, thle carriagcway is normallyconstructed on natural ground, leaving it less resilicnt over tim1e In zoncs of highgroundwater, the carriageway was even found to have sunlk. In all such areas, therehabilitation design requires raising the embankment.

'The Mian Channu-Sahiwal section will be improved under both RMP and RSP.

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The Lahore-Gujranwala section is an exception in this case. Here, thc embankment and

relief conditions do not require raising, and instead, the proposed rehabilitation worksinclude constructing tvo additional lanes, one along each carriageway, to make thesection a three-lane carriageway (ic, a total of six lanes including both northbound and

southbound carriageways). All other scctions of the project corridor will rcmain two-lanecarriageways (ie, a total offour lanes including both northbound and southboundcarriageways).

Pavement and Shoulders

Generally, the existing paved section of the selected highway sections varies betveen 6

and 7 m in width. The driveway is generally in poor condition, and shows signs ofundulation, corrugation, and cracks. These have been causcd by vehiclc overloading,poor road drainage-particularly for sections in Sindh and southern Punjab-andinadequate maintenance. Although the carriageway has I- to 2-mr-wide shoulders on bothsides, thcsc tend to be earthen and are not at the same level as the driveway. The roadshoulder has also erodcd away in many placcs and tlis creates serious problems,particularly when one vehicle is overtaking another. The rchabilitation of roadpavements and shoulders has accordingly been incorporated into the RMP design for theproject.

Drainage Aspects

The project corridor crosses a numilber of water channels incluLding rivcrs, natural streams(na1as), and irrigation canals (for a complete list, sec Exhibit A.2 in Appendix A). The

current state of many of the cross-drainage structurcs ic, bridgcs and culverts, that formpart of the project corridor is generally poor duc to poor design and/or lack ofmaintenance. Accordingly, rehabilitation projects will include site-spccif-ic designs for

remodeling or repairing selected cross-drainagc stulCtulecs that arc in a state of serious.disrepair.

Many sections of the project corridor lack a proper road-drainage system. As part of the

RMP design, the driveway of selectcd sections will be changed from camber to cross-fall;drains constnicted along the carriagcway in ribbon developmrient areas; and ditches alongthe toe of the embankment in open areas. The RMP design will also provide for draining

of medians.

Intersections and Bypasses

The project corridor is intersected by a large numllbcr of'provincial, district, and farnm-to-market roads as well as village tracks (Ior a complete list, sce Exhibit A.3 inAppendix A). These intersections will be ri-emodeled in accordance with the dcsignlcvcls of the ECW. In addition, the NHIA plans to construct bypasses on those scctionswhere the project corridor traverses towns and cities. Some ol'these bypasses havealready been constructcd or are cturently uLndcr construiction I'or the ACW. Exhibit 3.1

gives a list of the bypasses that fall within the project corrl idor sectiolns sclccted lorrehabilitation. Apart from the proposed Matiari bypass on the I Hydcrabad-l lala section,land for all the other bypasscs has already becn acquired.

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Exhibit 3.1: Bypasses Within Sections Proposed for Rehabilitation

Chainage (km) StatusSection Name of Bypass Land Construction

From To Acquisition Stage

Karachi-Hyderabad - - - - -

Hyderabad-Hala Matiari 179+500 182+450 Not acquired Not startedHala 210+480 214+850 Acquired In progress

Hala-Moro Saeedabad 225+990 231+160 Acquired In progressSakrand 247+350 254+080 Acquired In progressQazi Ahmad 274+578 277+269 Acquired In progressTimori 279+369 280+569 Acquired In progressDaulatpur 298+934 305+298 Acquired In progressShahpur Acquired In progressJahanian 309+006 310+889

Moro-Ranipur Moro 317+770 321+150 Acquired CompleteNaushahro Firoz 341+400 346+800 Acquired CompleteBhiria 353+600 356+500 Acquired Complete

Bahawalpur-Multan Lodhran 857+600 a 859+250 a Acquired In progressQadirpur Rawan 948+500a 956+900 a Acquired Complete

Mian Channu-Sahiwal lqbal Nagar 1037+000a 1039+150a Acquired Not startedKassuwal 1044+075a 1048+050a Acquired Not startedChichawatni 1058+150 a 1064+100 a Acquired Not startedHarappa 1080+250a 1082+150a Acquired Not startedMian Channu 1020+990a 1030+000a Acquired CompleteKatcha Khuh 1002+100a 1013+400a Acquired CompleteSahiwal 1098+300a 1100+050a Acquired Complete

Lahore-Gujranwala - - - -

Turnol-Chablat

aApproximate chainage

Public Amenities

The selected highway sections generally lack public amenities, such as service lanes inribbon developmcnt areas, pedestrian ovcrhcad crossings, zebra crossings, Footpaths, busbays, parking areas, rest areas, etc. This has proved both inconvenicnt and dangerous,particularly to pcople livinig in the surrounding areas. Another area ol concern is thediffcrence in level betwccn the ACW and ECW, obstructingc the viewv of people crossingthe highway. Each of these aspects will bc incorpoiated into the RMP dcsign.

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Other Aspects

Many of the existing carriageways of the project corridor have a number of unmanagedor unauthorized U-turns that have not been properly laid out. This too will be resolved inthe project design allowing certain U-tLrns to be closed down, others to be remodeled orrelocated, and additional ones constructed where required.

Many sections also lack adjacent side drains, allowing rainwater to accumulate on theroad or within the RoW, particularly in ribbon development areas. This problem iscompounded in areas where there is a significant difference in the clcvation of the ACWand ECW, causing the pavement to deteriorate and crcating a public health hazard.

An additional problem is the inadequate traffic or cautionary road signage along theproject corridor, particularly for highway sections in Sindh and southern Punjab. This isespecially are important in sensitive areas, such as in proximity of schools, hospitals,religious and cultural buildings, forests, etc.; a detailed highway safety audit has beencarried out for each section to address these aspects.

3.1.3 Highway Sections Selected for Resurfacing

Embankments

The highway sections of the project corridor sclccted lor improvemiient under the RSPupgrade option arc already built according to an acceptable design standards: the roadsare constructed on relatively high embanknments along true lines and levels with a propercross-fall, and the elevations of norlhbound and southbound carriageways are roughly thesame. Upgrade works therefore, will consist of relatively minlor improvements.

Pavement and Shoulders

Currently, each driveway in these sectioins consists of two lanes, with a total width ofabout 7.3 m; inner shoulders that are I to 2 m wvide; and outer shoulders that are about 3m wide. At places, the paved sections are worn out and have developed cracks, potholes,and corrugations. The road shouldcrs are generally earthen cxccpt in ccrtain areas wherethey have been double-surface treated.

Resurfacing works will include resurfacing the paved sectioins with asphalt layers of anappropriate thickness. Shoulders will be compacted, raised to the levcl ol the driveways,and double-surface treatment applied.

Drainage Aspects

The drainage wvorks of the sections sclected lor resurfacing are in a relatively bettercondition. Some sections require mlinor repairs while capacity of drainage at sonicsections requires needs to be augmiiented A list of the water channcls that cross thehighway sections proposcd for resurfacing is included in Appendix A as Exhiibit A.4.

Intersections and Bypasses

The intersections of district/provincial roads and village tracks with RSP sections havealrcady been upgraded xvith rcicrencc to the existing ioad levels ol tlec project corridor(for a complctc list ol intersectionis and bypasses. sec Exhlibhit A.5 in Appendix A and

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Exhibit 3.2, respectively). However, with the application of additional asphalt layers onother project corridor sections under the proposed project, some minor remodeling ofthese intersections will be required.

Exhibit 3.2: Bypasses Within Sections Proposed for Resurfacing

Name of Chainage (km) Status

Bypass Land ConstructionFrom To Acqulsition Stage

Sahiwal-Okara -

Gujranwala-Kharian Gujranwala 1320+000 1335+600 Acquired Complete(Approx.)

1358+600Wazirabad (Approx.) 1367+600 Acquired Complete

Gujrat 1369+400 1384+600 Acquired Complete

Kharian-Rawalpindi

Nowshera-Peshawar

Public Amenities

Public amenities, such as bus bays, service lanes, ovcrhead bridges, zcbra crossings, andU-turns, ctc., do exist along sections selected for resurfacing; however, at many placcs,these are inadequate and need upgrading. In order to minimize the number of additionalpublic amenities required as dirccted by the NHA, but kccping in view public safety, theRSP design incorporates only the construction of zcbra crossings, U-turns, and overheadpedestrian/livestock crossings.

Information and cautionary signs also cxist along certain sections but additional signageis required in areas near schools, hospitals, etc Additional signage, where nceded, willbe included in the resurfacing upgrade option.

3.2 Scope of Improvement Works

The scope of work for both upgrade options is described bclow.

3.2.1 Rehabilitation and Maintenance Projects

Sections that need major rehabilitation and reconstlruclion works have becn categorizedunder RMP. The design criteria to be folloNved by the NHA lor RMP sections are givenin Exhibit 3.3.


3-5

SEA of Paki van lhigh way Rehahu/llation Project

Exhibit 3.3: Highway Design Criteria for Sections Proposed for Rehabilitation

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 m/minute

5 Minimum radius of horizontal curve 355 m

6 Maximum degree of horizontal curve 5 20

7 Pavement width 7 3 m

8 Shoulder width 2.5 m

9 Minimum length of super elevation 50 m

10 Maximum gradient 4%

11 Embankment side slope 2:1

As part of the RMP upgradc, the road sections will bc changed from camber to cross-fall.Based on surveys of the pavcment condition, pit investifgationis, volume of traffic, and-restrictions caused by ribbon development along the project corridor, fivc developmentstrategies have been framed. The sclcctcd sections will be raised, strengthened, andupgraded using one of these stratcgics tailored to the sitc-speciFic rcquirements of thatparticular highway section.

Strategies for Non-Restricted Areas

Non-restricted areas are those in whiclh road construction is not hampered by cxtcnsiveurban or ribbon dcvelopmcnt. The options for construction in such areas are as follows:

1. Asphalt concrete + aggregatc base (20 cm) + aggregatc base leveling layer.

2. Asphalt concrcte + aggregate base (20 cim) + granular sub-basc (15 cm) + sub-base lcveling layer.

3. Raising and reconstructioni: asphalt concicte + aggrgc-ate base (20 cm) + granularsub-base (20 cm) + sub-grade.

4. Asphalt concrete overlay (on upgraded dual carriageway).

5. New construction (for bypasses)

Strategies for Restricted Areas

The first three practices listed above will also be applied to rcstricted areas that areconstrained by urban or ribbon development The asphalt concretc laycr will include anasphalt-concrete base course (20 cm)., with an overlay of asphalt concrete wearing course(5 ciii). Exhiibits 3.4 to 3.7 illustratc typical cross-sections proposed lor rehabilitation

03/19103 Project Description3-6

SFA of Pahki an IhighwaY Rehabihitation Project

under variable site conditions. These show the general arrangement of the rehabilitatedECW with respect to the ACW, median, and surroundings.

In addition, the road shoulders will be raised and adjusted to the lines and levels of thecarriageway. The sub-base course on the shoulders will be treated with a crushedaggregate base course overlain by double-surface treatment material. In ribbondevelopment areas, the NHA is constructing service lanes and sidewalks. However, noservice roads or sidewalks will be constructed along the Turnol-Chablat section due tothe major relocation that would consequently be required.

3.2.2 Resurfacing and Strengthening Projects

Selected sections of the project corridor need only rcsurfacing and strengthening, mainlyby placing asphalt overlay across these sections in order to extend their service life.Sections that are cracked, deteriorated, or distressed, will be patched with asphaltconcrete before laying an asphalt overlay. The shoulders will be adjusted using anaggregate base layer and surface treatment to match the lines and levels of thecarriageway.

As in the case of the RMP sections described above, no new service lanes and sidewalkswill be constructcd along RSP sections in ribbon development areas. To maintain costeffectiveness, the improvement works for RSP sections will be limitcd to overlaying andpatching.

Based on the site-specific conditions of the pavement, the following tvo strategies will beadopted for resurfacing:

1. Asphalt overlay and patching ol existing pavement.

2. Asphalt overlay and hot recycling of existing top layer with asphalt-concrete (6 cm).

3.3 Highway Design

A reviewed set of outline design requiremcnts is given in Appendlix D. Since theprojects will be carried out on a tuirnkey basis, the dctailed clesign will bc theresponsibility of the ICB and NCB contractors.

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 carly 2003-2004. In addition to a design period of fourto five months, a construction period of 18-23 months is anticipated for RMP scctions,and 15 months where only RSP sections are involved. 2 There will be a one-year post-construction defect liability and maintenance period lor RMP sections. The total designand construction period for each section will vary between 22 and 28 months.

2 ECIL, Bidding Documents and Contract Conditions, 2002

03/19/03 Project Descnptlon

3-7

SEA of Pak-istan Highway Rehabilitation Project

Exhibit 3.4: Typical Cross-Section: Karachi-Hyderabad Section

OF EXISTING CARRIAGEWAY (EC7W-NB)

ISHOLIU)£R |S'OULDAER

.i OF ADDITIONAL CARPdAGEWAY (ACW-SB)1- _ tCCe!t-7l ,_ - t --- ~ ~ ~ ~ ~ ~ ~-- --0 _ __,__ _lN_ __---4----- ---

.,. .. e¢- _ ........... t _ ( ,__ j \ ,8 3, P------- --- : :- --: --=---------------->/ o i----- -t--- < °o S -->- | X , z EXIST,INO---- --R-------- --

M4UR PROFR 8.C WrH NEWSU,o5s (T2)

TYPICAI. ROADWAY SECTION -EXISTING DUAL CARRIAGEWAYNOlt - REH8LJTArON STRAYCCY I (RS.-1) REiAOUTATlIO WMT ASPHALTIC LAYER(.) iN COSSlNATIh VATl ACCREGATE SEAS

I ASPHALT CONCRETE WRINO COURSL_ 5

2 ALPOOLTTC BOASE GOUtSE. _, IScm

I CRUOSHD AOGREGATE SASE COLR.S --20.3o CRUSHEDD AOGREGAIE S5AE COURSE AS LEtGO.C LAYER. VAR.30 CRUSHED AOrREGArE £BAS COUFSE Ih SH. DCRS_ l0-

* SUB5ASL --. -VMOMI.

5 IO.KE SDAFACE TREAnIEOT (OST)

6 AWHALr CCcAOT 3TwcP - £X157 RPOPAVEWIWT (o.) b TO TrE SCOOIOD 4. rO~0 TO s FULL OEITK

7 ACREcATrE BOSESUS-BAE - DOSTIO ROD(AFTR REWL OF nrTNhG rC SDWJ.CG.

THDE COSTC BAESL41AAWE S,uAULL _E SCAO0s /PWUC2WTO A ODEPTH OF 20o,o WATEROD & COPACTrD TO 5PEOFnEMDENSfTry BFORE 1AYING SUSStNT T LAYER(.) OF AoCEGArEE BASE)

M5ETMI SHALL 8£ PROPE£LY DRESSED. LEVEL. ORaDGT TO TNELCES/LtEL AND CObH£CTID WIN NLT STRUClUR£5, SO AS*ATER IS PROPERLY DRANE

03/20/03 Projoct Description03/20103 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~3-8

SEA of Pakistan Hfighway Rehabililation Project

Exhibit 3.5: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections

ADDMOnAL C)". AY (LCW) OP PI POM EM3h4 CARRAGEWAY OMSHOULDIM ~~~~~~~~SHOULDEReons 7.so sso

j CCR.kGWY Ay t t T PAMDVARIABLE MEDIAN DRESSED k RIP RAY 4 x.

CKITN CARRIAGEWAY


3-9

SEA of Pat s tan Highwvay Rehabilitation Project

Exhibit 3.6: Typical Cross-Section: Hyderabad-Hala Section

( OF PROPOSED EXISTING CARRIAGEWAY(ECW SB)

ADDOTIONAI CARRIAGEWAY SROUIDER

(ACW NB)3.00 7.p /2.00 7.30 2.50

SHOULDE CARRIAGE/AY MEDA P C 1.AY v 2L

_M5;NG CAltGrlAAY


SEAI oj Pak-istan Highway Rehabilitation Project

Exhibit 3.7: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections

VUtlMZ bRDUN DRVSW & RIP RAPPDOVWlDD FOR DRAINAl

l WOUIDER ~~7.30 1:00. . L.00 7.S0 2.50 1.N - OPEN AR

SETTL6ENT

4% 2% 4% 4X 2X; 4X NSL

ROADSIDE DRAINSIDE WALK


SEA of Pakivian 1-highwi'aY Rehabilitation Project

3.5 Construction Camps

Campsites will be selected keeping in view the availability of an adequate area forestablishing campsites, including parking areas for machinery, stores and workshops,access to communication and local markets, and an appropriate distance from sensitiveareas in the vicinity; final locations will be selected by the contractor. Campsites forPhase II will bc selected later according to criteria followed for Phase I. For a list ofprobable campsites, see Exhibit 3.8.

Exhibit 3.8: Probable Locations of Construction Camps (Phase I)

Section Length Contract Road Probable Location(km) Package Category

Karachi-Hyderabad 48 1OA, 1OB RMP Luni Kot

Hyderabad-Hala 45 1 RMP Matiari

Hala-Moro 40 2A RMP Sakrand

39 2B RMP Qazi Ahmad/Daulatpur

Gujranwala-Kharian 30 12A RSP GujratVGujranwala

27 12C RSP GujraULala Musa

49 12D RSP GujratNWazirabad

Turnol-Chablat 57 9 RMP Turnol

Nowshera-Peshawar 68 14 RSP Pabbi

The six sections to be upgraded under Phase I have becn divided among nine contracts.Exhibit 3.9 givcs the typical workforcc requircment lor RMP and RSP contracts, eachcovering about 30 to 57 km of road. An estimated workl'orce of 139 will be required foreach RMP contract, of which, apart fromil managcrial stall'and engineers, about 35 will beskilled labor, 35 semi-skillcd, and 50 unskilled. Similarly, a workforce of about 90 willbe rcquircd for cach RSP contract, of whichi skillcd labor will comprise 25, scmi-skillcd25, and unskillcd 30. l

Exhibit 3.10 gives the number of differ cnt types of machincry likely to be deployed.Each RMP contract will require about 85 diffcrent types of machinery and plants, whileeach RSP contract will rcquirc about 55

The area requirement for the construction camps will depcnd upon the workforcedcployed and the type and quantity of machinery mobilized. The number of camps isestimated at nine, one undcr cach contract. In view of the area required, it will not bepossible to locate campsites within the RoW and the contractors will have to acquire landon lease from private landowners.

03/20(03 Project Description3-12

SEA of Pakivlan HighwaY Rehahulilation Project

Exhibit 3.9: Workforce Rcquircmcnls for Typical RMP and RSP Contracts

No. Contractor's Staff RMP RSP

1. Project manager 1 1

2. Site engineer 1 1

3. Design/planning engineer 2

4. Assistant engineer 2 1

5. Material engineer 1 1

6. Laboratory technician 4 3

7. Surveyor 3 2

8. Quantity surveyor 1 1

9. Manager administration 1 1

10. Foreman 4 2

11. Mechanic 3 2

12. Clerk 1 1

13. Operators/driver 20 15

14. Mason 6 4

15. Carpenter 4 2

16. Skilled labor 25 20

17. Machine helper 10 5

18 Unskilled labor 50 30

Total 139 90


3-13

SEA of Paki vian Highway Rehabihitation Project

Exhibit 3.10: Estimated Machinery Requirements for Typical RMP and RSP Contracts

No. Type of Machinety RMP RSP

1. Dump truck 30 20

2. Grader 5 3

3. Dozer 1 0

4. Vibratory roller 4 2

5. Sheep-foot roller 2 1

6. Tandem roller 2 2

7. Pneumatic tyre roller 2 2

8. Paver 2 2

9. Asphalt plant 1 1

10. Bitumen distributor 1 1

11. Tarboiler 2 2

12. Air compressor 3 2

13. Tractor 4 2

14. Tractor trolley 4 2

15. Loader 3 2

16. Generator 3 2

17. Power broom 2 1

18. Low-bed trailer 1 1

19. Concrete mixer 4 2

20. Mobile concrete pump 1 0

21. Excavator 2 2

22. Welding machine 2 1

23. Pump 4 2

Total 85 55


SEA of Paktitan Highwqav Rehabilitation Project

3.6 Construction Material

The materials used for the construction of highways include coarse aggregates, fineaggregates (sand), earth, water, asphalt and cement. Almost all these raw materials arelocally available in the country. Asphalt is available from petroleum refineries atKarachi, Multan, and Rawalpindi. Cemcnt factories located in Karachi and Thatta in thesouth, and Rawalpindi, Attock and Nowshera in the north, will satisfy the cemcntrequirements of the projects. For a list of sources of aggregatc and sand for construction,see Exhibit 3.11.

Exhibit 3.11: Sources of Aggregate and Sand for Construction

Quarry Area Location with Reference to Project Corridor

A. Coarse Aggregate

Nooriabad Along M9 (93-94 km)

Petaro 25 km from Jamshoro on N55

Laki 25 km from Sehwan Sharif on N55

Kot Diji Near Khairpur Mir/Uban Shah along N5

Shadi Shaheed Near Sukkur/Rohri on N5

Sui Near Kashmore 100 km from N5

Sargodha 180 km from N5

Sakhi Sarwar 125 km from N5 along N70

Langarpura Near Kharian 3 km from N5

Margala Hills Near Taxila along N5

Khairabad Near Khairabad 5 km from N5

River boulders Near Haripur Hazara 50 km from N5

B. Fine Aggregate/Sand for Cement Concrete Works

Bholari Near Kotri on N5

Sui Near Kashmore 100 km from N5

Sakhi Sarwar Near DG Khan 125 km fromN5 along N70

Lawrencepur Near Lawrencepur 5 km fromN5

Qibla Bandi About 10 km on Tarbela Dam on main linkroad from N5

Hanpur Haripur Hazara 50 km from N5

a Not suitable for asphalt concrete works

03120/03 Project Descinption3-15

SEA ofPakiwtan Highway RehabIhoiaton Projeci

Solid Materials

Earth fill material of desired specification is locally available ncar all the highwaysections covered in the project. There are very limited 'borrow areas' earmarked by theNRA or the local authorities for earth material. In most cases, the contractors will leaseprivate land in the vicinity on short-term basis for the purposes of acquiring earthmaterial. The existing layer of topsoil will be scraped and stockpiled to be used later torestore the borrow area for agricultural use.

The aggregate material required will have to be mined from specified 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 beingmined. Except for Sui, Sargodha, Sakhi Sarwar, and Haripur, most of the quarries arelocated within 25 km of the N5. Since these quarries are already functional andaccessible from the project corridor, the development of new haul roads will not berequired.

Water Requirements

Given that the Indus Basin groundwater regime extends across almost the entire projectarea, access to water for construction and campsite purposcs is not expected to be aproblem. The chemical content of the available water, however, may limit the use oflocal surface and groundwater, particularly for mixing cement concrete. Groundwateralong the sections falling in Sindh, central and northcrn Punjab, and the NWFP isconsidered to be of acceptable quality for use in concrete works. There may, however, beonly limited use of groundwater possible in sections in southern Punjab. Groundwatcrresources near the Sutlej River and major area canals will provide a suitable altemative inthese sections. River and canal water that contains suspcndcd silt can be used whensprinkling and compacting embankments. The contractors will obtain permission fromthe provincial irrigation departments for acquiring canal water.


3-16

SEA of Pakistan Hlighway Rehabilitation Project

4. Analysis of Alternatives

This section provides a project rationale for the proposed highway upgrades; an overviewof the transport alternatives considered in this study; and a description of the designalternatives considered for the project corridor.

The project options considered were:

* No-project option

*. Altemative 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, isshown in Exhibit 4.1 (Almec Corporation and Pacific Consultants International, 1995).However, the bulk of this increase is associated with road transport; demand for railtransport has remained almost stagnant during the period indicated in the exhibit.

Exhibit 4.1: Growth in Demand for Land Transport

Passenger-km (billions) Freight ton-kn (billions)Year

Road Rail Total Road Rail Total

1980-1981 a 68 16 82 18 8 26

1985-1986 a 97 17 114 27 8 35

1992-1993 a 135 17 152 37 6 43

1999- 2 0 0 0 b 197 18 215 101 4 105

Source:

a Study on National Transport Plan in the Islamic Republic of Pakistan, 1995,Almec Corporation and Pacific Consultants International

b Economic Survey, 2000-2001

Exhibit 4.2 gives projections for traffic volumes, for both passengers and freight, up to2005-6. The exhibit indicates that, compared to 1997-98, inland transport demand islikely to increase by about 50% by 2005-06. As much as 75% of the road network inPakistan is currently in poor condition. The poor condition of roads plices an enormousstrain on the existing transport system, necessitating extensive improvements in thetransport sector in general and the highway network in particular.

03/19103 Analysis of Aitematives4-1

SEA of Pakstan Highway Rehabilitation Project

There are two investment options available for improving the main north-south highwaycorridor in order to meet the increasing transport demands of a growing economy. Oneoption is to develop a new highway/road system, while the other option is to improve theexisting network. According to the NHA's present policy objectives, the second option isconsidered more viable.

Exhibit 4.2: Projected Demand for Land Transport

Year Passenger-km (billion) Freight ton-km (billion)Total Inter-zonal Total Inter-zonal

1992-1993 152 87 43 35

1997-1998 214 119 58 44

2005-2006 339 184 89 63

Source: Study on National Transport Plan in the Islamic Republic of Pakistan,1995, Almec Corporation and Pacific Consultants International

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, connccting Karachi and Peshawarat the two ends of the country, runs roughly parallel to the projcct corridor. However themodal share of the railway has steadily declined over the last three decades, and currentlycarries only about 9% of the country's passenger traffic (14.5 billion passenger-km) and4% of the freight traffic (3.6 billion ton-kni). Reasons for this include poormanagement, the lack of commercial orientation, large overheads, a poor safety record,speed limitations, inefficient services, high fuel consumption, and lack of incentives forpublic sector investments. Unlike the highway sector that has flourished under privateinvestment, the railway has lost much of its forner importance due to growinginefficiency and lack of timely investment in infrastructure and operational resources(Louis Berger International, 1998).

Improvements in the railway sector tend to fall under long-term planning and will requirefundamental institutional reforms, and lhcavy investments to replace locomotives,coaches, and rail tracks; the sector would need to cut down ovcrhcad costs, cut down ontravel and delivery times, and induct bctter management practices. These improvementsrequire substantial changes in the institutional setup of the railways, and are difficult toachieve in the near term.

03119/03 Analysis of Alternatives4-2

SEA of pak, stan Hlighwvay RehablIltat,on Project

4.2.2 Air

Although there are presently 41 civilian airports in Pakistan, and despite the recentintroduction of private airlines on domestic routes, travel and freight costs for airtransport 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 nopassenger or freight traffic. Under the Indus River Navigation Study (IRNS) (LouisBerger International, 1992), three main navigational routes were identified along theIndus River: Sukkur to Kalabagh, Sukkur to Kotri, and downstream of Kotri. The studyconcluded that the conversion of the Indus into a navigation channel was feasiblebetween Kalabagh and Port Qasim after hydrological engineering interventions at a fewselected places. The study ruled out navigation along the Chenab and Ravi Rivers.

The overall project was not seen to be economically viable given the limitations onspeed, the limited range of transportable commodities, mismatch between ports of originand destination, and competition Nvith a well-developed rail/road network. Theselimitations, compounded by high investment requirements, low rates of return, a limitedpopulation to be served, and recurring droughts, imply that inland water transport is not apractical alternative to road transportation at this tinme

4.3 Alternative Highway Options

The NHA is currently responsible for a national highway system that extends across eightmajor national routes over approximately 7,000 km. Of these, the N5 and N55 runbroadly north-south along the project corridor. The proposed Pakistan Motorway isplanned for the future, as a limited access expressway linking the northern populationcenters with the Karachi area (see Exhibit 1.4).

4.3.1 N55 Option

The N55 runs parallel to the project corridor along the righl bank of the Indus and hasbeen proposed for upgrade under Groups II and Ill of the NH IP in order to remove theexisting bottlenecks (single carriageways) along the Jamshoro-Shikarpur (Sindh), DGKhan (Punjab)-Bannu (NWFP), and Kohat-Pcshawar (NWFP) sections.

Although the N55 is cxpected to provide some rclief to the N5, particularly in terms ofserving towns along the right bank of the Indus River, its utility will remainovershadowed by the latter. The N55 traverses an area that is vcry thinly populated,agriculturally less developed and almost devoid of iniduistrial activity. In addition, itshilly terrain and scarcity of water resourccs reduce its development potential relative tothe N5 project corridor, which passes through somiec of the most populouis areas of thecountry and is agriculturally and industrially far Ilmoic importanit.

03/19/03 Analysis of Alternatives

4-3

SEA of Paki san Highway Rehabilitation Project

4.3.2 Pakistan Motorway OptionThe planned route of the Pakistan Motorway between Peshawar and Karachi lies roughlybetween the N5 and N55. At this stage, the Lahore-Islamabad section (M2, 335 km) hasbeen completed and is operational. Work is currently in progress on the Islamabad-Peshawar (MI, 165 km) and Pindi Bhatian-Faisalabad (M3) sections. The motorway isultimately planned up to Karachi and will subsequently connect the port of Gwadar inBalochistan with the Rato Dero interchange in Sindh.

A sizeable volume of fast-moving traffic is expected to divert onto the motorway networkonce 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 revenuecontributions to the NHA.

Despite these advantages, the motorway project is constrained by huge investmentrequirements, land acquisition needs and limited traffic volumes. It is also unlikely to becompleted by 2010 as originally envisaged, and is therefore not a practical alternative tothe project corridor or to other existing highways in the medium term. The constructionof motorways also involves greater environmental and social constraints than ordinaryroads or highways. Given that the motorways will pass through largely rural areas, theyare likely to disrupt agricultural land and restrict local movement and traffic. For adominantly rural population that tends to travel short distances between small towns notserviecd by the motorway, it will not be as accessible as the project corridor underconsideration.

4.4 Project Corridor Design Alternatives

Design-related alternatives consider aspects such as route, alignment, cross-section, andpublic amenities. These are discussed below.

4.4.1 Route Alternatives

The project corridor is strategically located, traversing tlhrcc of the country's fourprovinces, including the federal and respectivc provincial capitals. It also serves the mostheavily populated and developed regions of the country. Demarcating an alternativeroute would require vast amounts of land acquisition, disrLpt rural communities, interferewith established natural and agro-ecosystems, and result in fulther environmental andsocial degradation.

4.4.2 Alignment Alternatives

Portions of the N5 date back several hundred years, and the horizontal geometry of theproject corridor has been under contintual review and refinemients made from time to timein order to cope with changing demographic pattcrns and fast-moving traffic. At present,its horizontal geometry is in line with the international standard for specified vehicularspeed. Traffic hazards and bottlenecks tend to occtur near populouIs settlenments all alongthe project corridor, and in order to resolve thcse, the alignnmcnt of the highway has been

03/19/03 Analysis of Altematives4-4

SFA ofPaklivan Iblghwvar' Rehabilitation Project

re-routed to bypass such cities, towns, and even largc village settlemcnts. Most of thescbypasses have either been constructed or are near complete.

Certain stretches of the Hyderabad-Hala and Hala-Moro scctions were considered forrealignment in order to save the minor structures of squatters scttlcd within the RoW. Inthese areas, there appeared to be a sufficient margin in the median to shift the alignmentby 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 towater logging and impoundment at places. To rctain the safcty of the cmbankment andpavement, the vertical geometry of the highway has bcen changed at a number ofstretches of the sections covered under Phase 1. In such areas, the embankment will varyfrom 0.5 m to 1.5 m. Raising the embankment in ribbon development areas has beenavoided 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, crossingramps, bus bays, service lanes, parking areas, rcst arcas, passengcr shcds, lavatorics, andsignboards have been duly incorporated into the project dcsign. Service lancs at fiveplaces along the Hyderabad-Hala and Hala-Moro sections were considered butdiscarded, as resettlemcnt problems associated with ribbon developmcnts will faroutweigh the resulting benefits. The NHA will continue to monitor the need for publicamenities, and will construct additional facilities according to requircmcnts and availablefinanccs.

03/19/03 Analysis of Alternatives4-5

SEA ofPa-,stan Hifghwavy Rehabililation Project

S. Environmnental and SocWa IBaseflne

This section provides an overview of the physical, biological, and socioeconomicenvironment of the project. The principal environmental features of the project corridorare illustrated in Exhibits 5.1 to 5.12.

5.1 Corridor of ImpactThe area of project influence is referred to as the 'corridor of impact' (Col), ie, the widthof the corridor that will be impacted, directly or indirectly, by the project during theconstruction and operation phases. Although major construction activities will rcmainconfined to the existing RoW, situations in which construction-related activities willextend beyond the existing RoW include:

D Constructing a bypass at Matiari Town for the ECW of the Hyderabad-Halasection, for which land will have to be acquired under Phase II

> Establishing construction campsites and asphalt plants on temporarily acquiredland

> Borrowing soil material from temporarily acquired land

D Quarrying aggregate material

> 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 becn divided into two zones, Col 1 and Col 2.

Col I

The Col I marks the limit within which the direct impact of construction activities isexpected to take place. This includcs the displacement or relocation of pcople, and theremoval of vegetation cover for constriction. This limit will vary along the Icngth of theproject corridor according to site-specific conditions. The potential disruption ofsquatters occupying NHA-owncd land in scattcred ribbon development arcas also needsto be minimized (see Section 8).

The CoI 1 was delineated as the width required for actual road construction. Thisincluded the carriageway, shoulder, cmbankmient, loni tuidilnal drainage, waysideamenities such as bus stops, passenger sheds, ctc., and an additional corridor required tofacilitate the movement of light constrmction machinery and ensure the safety of squattersand the general public. The Co! I limits lor Phase I sections are summarized inExhibit 5.13. The approach followed in delineating thc Col I is outlincd below.

03/20/03 Environmental and Social Baseline

5-1


Exhibit 5.1: Karachi-Hyderabad Super Highway


03/20/03 Environmental and Social Baseline5-2

ryderabad

~~\< l /) \ udwReJrewal Reg

Legend SEA of Pakistan Highway Rehabilitation Project

Highway Protection Boundary =

Roads WastelandCulvert Hillock N5: Karachi-HyderabadToll Plaza Contractor's CampRailway Line -ciMain City 0Town 0Police Station ._Scale Not to scale

River C =)source Engineering General ConsultantsRiver L __2 Drawing W3EO3PHRCanal M 2003

SEA ofPakistan Highway Rehabilitation Project

Exhibit 5.2: Hyderabad-Hala Section



t i]~~~~~~~~ii

Highway = Reserve Forest ;,^ -. ,*

Chainage Stake RivnetldRieneLd - N5: Hyderabad-HalaCulvert 1C Canal =r

Railway Line Avenue Tree 4 SectionMain City O Protection BoundaryTown 0 Mosque 0 Scale Not to scale

Settlement z Monument ASource Engineering GeneralConsultants

City Area lIZ lZ Contractor's Camp 01 25 5 10 15 20r Drawing W3E04PHRAgricultural Land § ~|Date March 2003


Exhibit 5.3: Hala-Moro Section


Environmental and Social Baseline5-6

Legend SEA of Pakistan Highway Rehabilitation ProjectHighway -Reserve Forest hu*Road OnchardChalnage Stake - Sand Dune N5: Hala-MoroCulvert FtRiver 3Railway Une Canal SectionMain City 0 Protection BoundaryTown 0Settlement C:> Scale Not to scaleGraveyard C•Z) Source Engineering General ConsultantsAgricultural Land l1 1 l0 45 5 18 27 38 lvi Drawing W3E05PHR

Date March2003


Exhibit 5.4: Moro-Ranipur Section


03120/03 Environmental and Social Baseline5-8

Legend SEA of Pakistan Highway Rehabilitation ProJect|Highway -RoadRailwayLine ____ N5: Moro-BaberloSettlement <River [aSectionCanalProtection Boundaryo

Setleementto scaleSource Engineering General Consultants

0 10 20 40 60 _0kM Drawing W3EO6PHR66L=6mL= Date March 2003


Exhibit 5.5: Bahawalpur-Multan Section


03120103 Environmental and Social Baseline5-10

s >~~~~~~~~~~~~~~~~~~z

Ahimadpur Eas

Legend SEA of Pakistan Highway Rehabilitation ProjectHighway -

RoadR,ailwayLine _____. N5: Bahawalpur-MultanSettlement <River SectionCanal

Scale Not to scaleSource Engineering General Consultants

0 3 6 12 is 24 kM Drawing W3EO7PHR

Date March 2003


Exhibit 5.6: Mian Channu-Sahiwal Section



i n Cha u


HighwayRoadRailway Une N5: Mian Channu-SahiwalSettlement <RRiver

Section

Scale Not to scaleSource Engineedng General Consultants

O 5 10 20 30 40 In Drawing W3EO8PHR

Date March 2003


Exhibit 5.7: Sahiwal-Okara Section



X ChannX Oka_ r/


HighwayRoadRailway Une N5: Sahiwal-OkaraSettlement <G

River Section


o 10 20 40 6D so bn Drawing W3EO9PHRDate March 2003


Exhibit 5.8: Lahore-Gujranwala Section




HighwayRoadCulvert N5: Lahore-GujranwalaRailway Une

Settlement SectionRiverCanal


o 20 40 8 12 IW'k Drawing W3E1OPHR

Date March 2003


Exhibit 5.9: Gujranwala-Kharian Section


03120/03 Environmental and Social Baseline

5-18


Highway Agricultural Land lILY Arr,heological Site A

Road Reserve Forest * - Police Station rChainage Stake - Nursery N5: Gujranwala-KharianCulvert Cottage and Main Industries r/ /Railway Line River SectionMain City 0 Stream (nala) Lu Ic *

Town O Canal-Settlement QzDrain -____ Scale Not to scale

City Area [l111 Protec,tion Boundary -Source Engineering General ConsultantsGraveyard CIJ ontractor's Camp 0 510 2 30 " Drawing W3E1 1PHR

Date March 2003


Exhibit 5.10: Kharian-Rawalpindi Section


03120/03 Environmental and Social Basellne

5-20

Lala Musa s _i /Mn%_tll ;;S


HighwayRoadRailway Une N5: Kharian-RawalpindiSettlement 4River _ SectionNala


0 30 60 120 18 240b Drawing W3E12PHRDate March 2003


Exhibit 5.11: Tumol-Chablat Section


03120t03. Environmental and Social Baseline5-22

I

P ~~~~~~~~~~~~~~~~~~~hablat

~~~~~~~It

Rassan Abdal


Highway Ribbon DevelopmentRoad Stream (nala)

Chalnage Stake - Sprng N5: Turnol-ChablatCulvert Hill S e ctionToll Plaza Contractoes Camp ESectionRailway Une Archeological Site A

,Maln City O -Main City ~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~Scale Not to scalesTown F Source Engineerng General Consultants

,Reserve Forest 00<^.°l O 3 6 12 18 24n Drawing W3E3PHR

Nur7 Date March 2003


Exhibit 5.12: Nowshera-Peshawar Section



Legend SEA of Pakistan Highway Rehabilitation ProjectHighway GraveyardRoad Contractors CampCulvert Hill N5: Nowshera-PeshawarRailNay Line Barren LandMain City 0 River SectionTown 0 CanalSettlement -

Scale Not to scaleMosque 0 Source EnSineeeing General ConsultantsPolice Post 0 1 2 4 a 8k DravAng W3E14PHRI WMDat March 2003

SEA of Pak-islan IHighway Rehabilitation Project

Exhibit 5.13: Corridor of Impact (Col 1) Limits for Phase I Sections

Chainage Open Arease Restncted AreaS bConstruction Limits c ~ Cot IC (in) Construction Limits co/

1c (in)

Max. (in) Min (in) Weighted c(m)

Section From TO Average (in)

Karachi-Hyderabad 119 149 Construction limit will extend to the edge of the Construction limit + Construction limit will Construction limit + 1(RMP) shoulder 1 m or up to toe of extend to the edge of m

embankment, the shoulder on eitherwhichever is greater side of the section

Hyderabad-Hala 162 +770 210 +480 13 0 10 2 11 3 13 8 7 4 7 4(RMP)Hala-Moro (RMP) 214 +850 317 + 771 13 3 10 8 11 8 14 3 7 4 7 4

Gujranwala-Kharian 1,320 1,410 Construction limit will extend to the edge of the Construction limit + 1 Construction limit will Construction limit +(RSP) shoulder on either side of the section m or up to toe of extend to the edge of 1 m


Turnol-Chablat 1,555 + 1,589 + Construction limit will extend to the edge of the Construction limit + 1 Construction limit will Construction limit + 1(RMP) 000 000 shoulder on either side of the section m or up to toe of extend to the edge of m


Nowshera- 1,660 + 1,694 + Construction limit will extend to the edge of the Construction limit + 1 Construction limit will Construction limit + 1Peshawar (RSP) 000 000 shoulder on either side of the section m or up to toe of extend to the edge of m


a Co, 1 for open areas wvill be the weighted-average of the construction limit for open areas + 2 5 m for RMP

b Co, 1 for restncted areas will be the construction limit in restricted areas for RMP

c From center of ECW



RMP Sections

Open Areas: In areas where there are no squatter settlements within the RoW, the Col 1will extend up to 2.5 m from the construction limit, ie, where the toe-ditch/drain along theembankment under the upgraded design ends.

Ribbon Development Areas: In areas where squatters have established businesses withinthe RoW, the Col 1 will be kept as close as possible to the construction limit. A roadsidedrain will be constructed along the road shoulder to protect the squatters' area from waterdraining off the carriageway. Given that ribbon development typically extends about 200or 300 m from the highway, construction work will not be hindered since there is enoughopen area beyond the ribbon development strips for the movement of constructionmachinery. Most squatter-owned structures are temporary kiosks and their owners haveindicated their willingness to shift farthcr away from the roadside once construction workbegins.

Open Areas With Minor Ribbon Development: The Col I limit will be kept site-specificin 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 distanceof the construction limit from the central line of the carriageway is much shorter than itwould have been if the embankment were resting on natural ground. The Col 1 limit of2.5 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 theconstruction of an embankment and toe ditch/drain, the Col 1 limit will be kept as nearthe construction limit as possible in order to avoid unnecessary resettlemcnt. Thecontractor will be required to exercise vigilance when moving machinery and workcrs insuch areas.

RSP Sections

Where the work is limited to resurfacing and strengthening of the carriageway (includingthe driveway and shoulders), the toe of the embankment will mark the Col I limit.Where there is no embankment, the Col I limit will be 1 m away from the road shouldersince construction activity will be limited to the carriageway. Finally, where the repair ofcross-drainage structures is involved, Col I will be demarcated 2.5 m away from theconstruction limit.

Co/ 2

Col 2 marks the limit within which the indirect impact of projcct activities is expected.This includes the effects associated with noise, vibrations, vehicular emissions, toxicemissions and fugitive dust from batching and mixing plants, and the consumption ofnatural resources, such as earth fill and water, rcquired during construction. The Col 2limit is dctermined by a number of factors, including cnvironmental sctting, types ofenvironmental resources that fall within the zone of impact, and the nature of projcct-related activities. The potential induced impact must also be taken into account. Forexample, game reserve areas located even at a relatively large distances from the highwaymay come under stress due to increased numbcrs of visitors cncouragcd'by the improvedcondition of the highway. Similarly, an improved highway may enhancc the attraction ofarchaeological/recreational sites to tourists.

Sensitive areas (protected areas and archaeological sites) likely to be affccted are listed inExhibit 5.24 and Exhibit B.9 (see Appcndix B), respectively.


SEA of Pakiktan Highway Rehabilitation Project

For the purpose of this project, a limit of 200 m from the edge of the carriageway hasbeen adopted as Col 2. This is based on the following reasons:

1. The Antiquities Act prohibits construction activity within 200 m from anarchaeological monument/site. If such a case is unavoidable, clearance must firstbe sought from the federal Department of Archaeology and Museums.

2. Measurement of noise levels in the field has indicated that traffic-generated noisedissipates significantly at a distance of 200 m from the carriageway.

3. Dispersion analysis of vehicular emissions indicates that the concentration ofpollutants generally drops to an acceptable level at a distance of about 200 m.

5.2 Physical Environment

The project corridor stretches from Peshawar (NWFP) to Hyderabad (Sindh), extendingacross three of the country's four provinces (see Exhibit 1.1). This section discusses thefollowing physical features of the project corridor:

D Geology

D> Physiography

D Climate

D Water resources

• Soil.

5.2.1 Geology

Geologically, the Nowshera-Peshawar section of the N5 route consists of high-grade,metamorphic rock with a post-Quatemary sedimentary cover. The sections betweenTurnol and Kharian comprise Permian to Eocene marine shelf sediments with outcrops oflimestone and sandstone, and alluvial and aeolian deposits of Quatemary and Recentorigin. The bulk of the project corridor however, lies on un-deformed Indian plate rockwith a Recent sedimentary cover. See Exhibit 1B.1 in Appendix B for a map of theproject area's geology.

5.2.2 Physiography

Of the 12 highway sections proposed for improvement under the project, thrce sections ofthe N5 fall within the Potohar Plateau towards the north: the Kharian-Rawalpindi,Tumol-Chablat, and Nowshera-Peshawar sections are generally characterised byundulating and heavily eroded topography and are bisected by a series of low hill ranges.The Indus River and numerous natural water channels drain the area, with the highwaycrossing most channels at different points.

The remaining sections of the N5 (Kharian to Hydcrabad) vcer south of the Potohar, andtraverse the Indus floodplain extending across central Punjab and Sindh. This regionconsists of stretches of level to nearly level alluvial plain and scalloped interfluvesformed by the deposits of the Indus and its four main tributaries, the Jhelum, Chenab,Ravi, and Sutlej. Towards the east and south, the projcct corridor is fringed by theCholistan and Thar deserts.

03/20/03 Environmental and Social Baseline

5-28

SEA ofPak, fan Highway Rehabilitalion Project

The Karachi-Hyderabad Super Highway (M9) falls within the piedmont plain of theKirthar Hills that border Sindh and Balochistan. Undulating and rugged surface reliefmarks the area with rock outcrops occurring frequently along the highway.

5.2.3 Climate

Climatic Zones and Rainfall

The project corridor extends across four climatic zones, as outlined below andsummarized in Exhibit 5.14. Exhibit B.2 in Appendix B provides a map of the climatezones that extend across the corridor.

Exhibit 5.14: Climate Summary of Project Corridor

Section Climate Zone

Karachi-Hyderabad Hot, arid (very dry)

Hyderabad-Hala Hot, arid (very dry)

Hala-Moro Hot, arid (partly very dry, partly dry)

Moro-Ranipur Hot, arid (dry)

Bahawalpur-Multan Hot, arid (very dry)

Mian Channu-Sahiwal-Okara Hot, and (very dry)

Lahore-Gujranwala Warm, semi-arid (max. rain in summer)

Gujranwala-Khanan Cool, sub-humid (rain in summer and winter)

Kharian-Rawalpindi Cool, sub-humid (rain in summer and winter)

TumolChablat Cool, sub-humid (rain in summer and winter)

Nowshera-Peshawar Cool, sub-humid (rain in summer and winter)

Cool, sub-humid. About 20% of the project corridor falls within this zone. The highwaysections between Peshawar and Kharian receive approximately 500 to 1,000 mm ofrainfall during summer and winter, and arc relatively cooler than other areas of thehighway.

Warm, semi-arid. Roughly 10% of the project corridor, ic, the Lahore-Gujranwalasection of the N5, lies in this zone, and reccives 250 to 500 mm of rainfall, primarilyduring the summer.

Hot, arid (dry). About half the project corridor (passing through central Punjab andSindh) falls within this zone, receiving about 125 to 250 mm of annual rainfall.

Hot, arid (very dry). The segment of the project corridor fringed by the Thar Desert fallsin this zone, and receivcs less than 125 mm of rainfall a year.

The bulk of the rainfall in the project corridor is reccived during the monsoon seasonbetween July and September. October and November are by far the dricst months, cxceptfor the sub-humid zone that also rcccivcs winter rains. The corridor betwccn Kharian andHyderabad in the Indus floodplain is prone to flooding in the monsoon season. Therainfall received by less arid sections of the project corridor helps cleanse the air ofsuspended dust, moistens the loose soil along the highway shoulders, prevents passing


SEA of Pakistan Highway Rehabilhiation Project

traffic from entrapping dust, and supports vegetation cover. See Exhibit B.3 inAppendix B for a map illustrating the rainfall pattern across the project corridor, andExhibit 5.15 for mean annual rainfall data.

Exhibit 5.15: Rainfall Data for Project Corridor

Annual Wettest Driest MonthSection Average Month with with Rainfalt MeteorologaRainfall Rainfall (MM)Stio

(mm) (mm)

Karachi-Hyderabad 178 August (61) January (1) Hyderabad

Hyderabad-Hala 178 August (61) January (1) HyderabadHala-Moro 134 August (61) May (1) Nawabshah

Moro-Ranipur 108 July (42) January (1) PaddianBahawalpur-Multan 187 July (61) October (2) MultanMian Channu-Sahiwal- 187 July (61) October (2) MultanOkara 629 July (202) November (4) Lahore

Lahore-Gujranwala 629 July (202) November (4) LahoreGujranwala-Khadan 629 July (202) November (4) Lahore

Kharian-Rawalpindi 1,142 August (310) November (18) ChaklalaTumol-Chablat 1,142 August (310) November (18) Chaklala

Nowshera-Peshawar 598 August (126) October (14) Risalpur

404 August (78) June (8) Peshawar

Temperature

The project corridor is subject to pronounced variations in temperature, directly andindirectly influencing the environment of the highway (see Exhibit 5.16 for temperaturedata). Hot, dry conditions during May and June and deteriorating air quality andadversely impact the road pavement. The frequent dust storms associated with suchweather increase suspended particulate concentration in the air, leading to impaireddriving vision. The soil bordering the highway also becomes very dry and as movingtraffic entraps air particulates, roadside populations may be vulncrable to increasedexposure to suspended matter.



Exhibit 5.16: Temperature Data for Project Corridor (1961-1990)

Annual Annual Mean Hottest Month MeteorologicalSection Mean MnmmC) with Mean Stio

Maximum CC) Maximum CC) Station

Karachi-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

Moro-Ranipur 34.4 17.6 June (43.8) Padidan

Bahawalpur-Multan 32.6 17.8 June (42.3) Multan

Mian Channu- 32.6 17.8 June (42.3) MultanSahiwal-Okara 30.8 17.8 June (40.4) Lahore

Lahore-Gujranwala 30.8 17.8 June (40.4) Lahore

Gujranwala-Kharian 30.8 17.8 June (40.4) Lahore

Kharian-Rawalpindi 28.6 14.1 May (38.6) Chaklala

Tumol-Chablat 28.6 14.1 June (38.6) Chaklala

Nowshera-Peshawar 29.6 14.6 June (41.5) Risalpur

29.4 15.9 June (40.4) Peshawar

Winds

The wind systems that affect the project corridor generally arise from a northerlydirection in winter and from the southwest in summer. Wind speeds as well as diurnaland seasonal patterns vary considerably along the highway. Karachi shows a minimumnumber of calm readings (less than 18%) due to the influence of sea breeze. Bahawalpurin southern Punjab, on the other hand, shows morc than 77% readings in the calmcategory. The proportion of days that show calm conditions for other highway sectionsrange from 20% to 40%. Apart from the monsoon scason, when the rains are oftenaccompanied by strong winds, the dispersal of pollutants along highway sections insouthern Punjab and northern Sindh will be relatively low compared to other sections.(See Exhibit 5.17 for data on wind readings across the project corridor).

5.2.4 Water Resources

Surface WaterThe 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 majorcanals that also cross or flow close by the highway. Given the extensive recharge fromthe rivers and irrigation systems, the project corridor and its bordering areas are subject towater logging and salinity. This invariably causes road embankments to collapse and thehighway pavement to deteriorate earlicr than it might otherwise. Pockets of wetlandresulting from watcr logging are frequently encountercd along the project corridor.Although a large number of cross-drainage structures have becn constructed across the



project corridor, many do not have the capacity to withstand regular floods, resulting inthe seasonal flooding of adjoining areas.

Exhibit 5.17: Wind Data for Project Corridor

Section Predominant Percentage of MeteorologicalSection Wind Direction Calm 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

Moro-Ranipur S (29), N (22) 26 Padidan

Bahawalpur-Multan S (14), N (11) 40 Multan

Mian Channu-Sahiwal-Okara S(14), N (11) Multan

NW (16), SE(9) Lahore

Lahore-Gujranwala NW (16), SE (9) 34 Lahore

Gujranwala-Kharian NW (16), SE(9) 34 Lahore

Kharian-Rawalpindl W (19), NE(8) 35 Chaklala

TumolChablat W (19), NE(8) 35 Chaklala

Nowshera-Peshawar W (14), E (14) 47 Risalpur

N (13), S (13) 40 Peshawar

Groundwater

The Indus Basin, through which the pro ect corridor passes, overlies a vast, unconfinedaquifer containing roughly 142,000 km of water reserves, and a potential of 59 km3 offresh groundwater (Ahmad and Afzal, 1997). The water quality is generally brackishbecause of the deposition of sediments under marine conditions. However, seepage fromthe river and extensive canal systems has modified the groundwater regimetremendously. Presently, fairly wide belts of fresh groundwater exist along the rivers thattraverse the project corridor, and at shallower depths in irrigated areas developed byseepage from the canal system. The area's groundwater reserves are extensivelyexploited using both deep and shallow tube wells, for irrigation and drinking purposes.

See Exhibit 5.18 for baseline data on water quality tested at selected sampling locationsalong the project corridor.

5.2.5 Soils

The soils along the northern corridor of the N5 are derived from picdmont wash from theHindu Kush and Suleman mountain rangcs, and consist of both alluvial and aeoliandeposits. These piedmont soils are coarse in texture, and tend to contain boulder andgravel deposits. The Nowshera-Pcshawar region, however, contains alluvial depositsfrom the Kabul River that makes the soil here very fertile. The soils in the vicinity of theTurnol-Chablat section are generally derived from fine-textured acolian deposits that areextremely susceptible to erosion by wind and water. The Kharian-Rawalpindi sectioncontains both acolian and alluvial deposits that are coarse to fine textured.


SE4 of Pakislan Highway Rehabihiatton Project

Exhibit 5.18: Water Quality Sample Results for Selected Highway Sections

TurbiditY DO BOD COD TSS TDS NitratesE ColiSection Location Source of Water pH (Ntu) (mg/l) (mg.4) (mg/l) (mgJi) (mg/I) (Units) 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

Moro-Ranipur 373+300 SCARP tubewell no. 118 (deep well) 7.4 21 6.84 0.6 N.d 55 550 ND 0

408+200 Ranipur distributary 7.8 40 8.00 22 4.8 130 170 ND 460

Turnol-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

Nowshera-Peshawar 1679+050 Nasir Kalay distributary 7.80 361.0 (fau) 7.9 6.0 8.0 240.0 200 0.7 9

1660+400 Kabul River 7.68 236.0 (fau) 8.5 6.1 13.0 140.0 200 1.6

1657+300 Private tubewell (shallow) 7.83 7.83 8.0 2 4.0 1.0 500 11.2

ND: Not detectable in ppmSCARP Salinity Control and Reclamabon Project

03Q20/03 Environmental and Social Baseline5-33

SEA of Pakistan Highway Rehabiliiation Project

The project corridor sections passing through northern Punjab contain a diverse range ofsoils, including sand, loamy sand, silt-loam, loam, clay-loam, and clay. The soilsbetween Lahore and Kharian are normally medium to fine textured and tend to beextensively cultivated. The highway sections passing through central Punjab (betweenMian Channu and Okara) contain soils that are generally medium textured, ie, silt-loam,loam, and sandy loam.

As the project corridor skirts the Cholistan and Thar deserts towards the south, the soilsbecome coarser and sandier around Bahawalpur. The highway sections betweenHyderabad and Baberlo (central Sindh) contain soils that are medium to moderately finein 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 andpebbles.

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 ofstudies conducted for the Japan International Cooperation Agency (JICA) for majorurban centers such as Karachi, Lahore and Rawalpindi/Islamabad (HBP, 2000) was usedto simulatc the project corridor's ambient air conditions. Data from the most recent JICAstudy is summarized in Exhibit 5.19. The study includes a number of locations such asPirwadhai (Rawalpindi) and Chowk Yateem Khana (Lahore) that are either close to theN5 or could be considered to represent conditions similar to those encountered on theproject corridor.

As air quality standards have not been introduced in Pakistan as yet, the measured valuesof particulate matter (PM1o) and carbon monoxide (CO) were compared with standardsset by the World Health Organization (WHO), the United States EnvironmentalProtection Agency (USEPA), and other international standards including the Japanesestandard. Exhibit 5.20 summarizes these standards. For the purpose of this report, thefollowing values (refcrrcd to as 'suggested limits' in this report) were used:

> CO: 35 ppm over an averaging time of one hour corresponding to both theUSEPA and WHO standards

D Nitrous oxides (NOx): 106 ppb over averaging time of one hour, correspondingto the WHO guidelines, which are less stringent than the USEPA limit of 53 ppb

D Sulfur oxides (SOJ): 140 ppb over an averaging time of one hour, correspondingboth to the WHO guidelines and USEPA standards.

D PMIo: 200 ppm over an averaging time of one hour corresponding to theJapanese standard. This specifies a limit on an hourly basis, and is less stringentthan the WHO and USEPA standards that cannot be met in typical conditions inPakistan, where background concentrations of dust cxcecd the WHO limit of 70pg/m3.


SEA of Pakhstan Highway Rehabdh,talion Project

Exhibit 5.19: Ambient Air Quality Data (JICA Study)

CO ppm NO, ppb SO, ppb PMo pg/rM3

Max. Max. Max. Max.Location Sampling Date Average Hourly Average Hourly Average Hourly Average Hourly

Yateem Khana Chowk, Lahore April 5, 2000 2.3 7.0 195 356 47 88 1,048 1,362

Azadi Chowk, Lahore April 6, 2000 2.7 9.4 140 401 36 72 745 1,349Lohari Gate, Lahore April 7, 2000 2.3 4.2 70 96 40 211 888 1,324Bank Square, Lahore April 8, 2000 3.9 6.8 238 423 58 95 860 1,400

Qurtaba Chowk, Lahore April 10, 2000 2.9 9.4 233 556 41 95 932 1,535

Raja Bazar, Rawalpindi May 7, 2000 1.4 2.8 47 110 3 8 787 1,167

Committee Chowk, MurreeRoad, Rawalpindi May 8, 2000 2.4 6.7 124 237 25 47 827 1,214

Pirwadhai Chowk, Rawalpindi May 9, 2000 1.7 3.6 56 95 29 61 910 1,406

Abpara Chowk, Islamabad May 10, 2000 1.2 3.0 168 350 36 60 501 938I 9 Chowk, Islamabad May 11, 2000 1.9 3.6 118 227 21 47 539 854

Source- Hagler Bailly Pakistan 2000 Investigation of Air and Water Quality (Lahore, Rawalpindi and Islamabad. Report prepared for Japan Internabonal Cooperaton Agency(JICA)

03Ja/03 Environmental and Social Baseline5-35


Exhibit 5.20: International Air Quality Standards

i USEPA WHO i Japan

Pollutant StTmanr dGuideline veraging Standard AveragingStandard Time 11Time Time

CO 135 ppm 1 houra ,35 ppm 1 hour - -

NO, 53 ppb 1 year 1106 ppb 1 hour - -

SO. 1140 ppb 1 houre 1134 ppb 1 hour - ____~h5 _ , ___ . __-pIM

PM10 150 pglm3 24 hours2 70 pg/r 3 24 hours 200 pg/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 measuredvalues were for the same period. Data for the full period of a day or a year could not becollected within the constraints of this study

The conclusions of the JICA and other studies is summarized 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 140and 106 ppm, respectively. These limits are not likely to be exceeded in theimmediate ten-year period, but will be of concern in the longer term. SOx levelswill be more controlled once the limit for sulphur in diesel fuels (from the currentstandard of 1.0%) is lowered (presently under consideration by the government).

3. PM1 O levels are of great concern and almost always surpass the suggested limit inurban locations. Overloaded trucks and buses, worn engines, and the poor qualityof engine maintenance are the main reasons for high PM1o levels. This situation isexpected to deteriorate further in the future.

Methodology for Air Quality Study

Air quality measurements were carried out at selectcd locations along the N5 to assess thecurrent conditions of ambient environment in the project corridor. Seven sites weresampled for CO and PMlo effluent emissions (see Exhibit 5.21 for a map of the locationswhere air quality samples were measured). An attempt to collect data for NOx and SOxlevels was made as well, but discontinued as the instrumentation available in the countryat the time of the study lacked the appropriate sensitivity to measure these pollutants atparts per billion (ppb).

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 aone-hour average. PMlo levels were measured using a high volume sampler equippedwith an appropriatc filter. The high volumc sampler was operated for a period of onehour.



Exhibit 5.21: Sampling Locations for Air Quality



I 11 / t / ~~~~~~~~~~~~~~~~A L*wCh=r a = Br

j~~~~~~~~~~~~ct . . tMey

Hy" (OBWSwn*i Location

71~Ag 1 4 nis ..

IndiaI~b a a. i .,

SEA Of PaklmWn Higway

Sampling Locations-<; / _ for Air Quality

5e.Seal. 1: 9,000oo

__ _ D mwSEg MM

k~~~~~~~~~~~~~~~~~a . wt 2 .


Air quality data was collected at various points along the project corridor, over a periodof eight days during the second and third weeks of October 2002. All measurementswere made downwind of the highway, at distances varying from 2 m to 29 m from theedge 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 ribbondevelopment where traffic was heavier and slower.

Results and Conclusions

Exhibit 5.22 provides a summary of results for air quality data along selected highwaysections. The key observations of the study are summarized below:

1. The traffic counts measured during the survey are comparable to the trafficestimates for various highway scctions presented in Exhibits 7.2 to 7.4. The datais largely representative from this point of view.

2. The composition of traffic was not recorded. Areas with ribbon development thatwere selected for sampling purposes could have relatively higher number ofsmaller vehicles such as cars and vans as compared to stretches outside the settledareas. CO levels associatcd with smaller, gasoline-fueled vehicles are expected tobe higher at these locations.

3. Hourly CO levels averaged between I and 4 ppm for typical 1 0-hourmeasurement periods, and peaked in the range of 2-7 ppm. The measured valuesare well within the suggested limit of 35 ppm. Allowing a 100% margin for peakpollution levels over the period of a year where wind conditions and traffic levelscould contribute to higher pollutant concentrations, CO levels are expected toremain within the suggested limit of 35 ppm.

4. CO levels appear to be higher in areas with extcnsive ribbon development,irrespective of the traffic count. Taxila in the Turnol-Chablat section and KaziAhmad town on the Hyderabad-Hala section illustrate this point.

5. Hourly PM1o levels averaged between 74 and 206 pg/m3 for typical 10-hourmeasurement periods, and peaked in the range of 89-242 gg/m . LCvCls above thesuggested limit of 200 pg/m3 were recorded at three out of nine samplinglocations. Allowing a I 00% margin for peak pollution levels over the period of ayear where wind conditions and traffic levels could contribute to higher pollutantconcentrations, PM10levels are expected to remain within the suggested limit of200 Vtg/m 3 at almost all thesc locations.

5.3.2 Noise Levels

Given the absence of reliable noise data, a Ilimited sturvey was undertaken at 17 locationsalong the Phase I highway sections. Average noise levels for selccted highway sectionsare given in Exhibit 5.23 (sec Appendix E lor detailed baseline data on noise levels).


SEA of Pakistan Highway Rehabitialoon Project

Exhibit 5.22: Ambient Air Quality Measurements for Selected Highway Sections

CO ppm PM1o 1pg/m 3

Dist. fromSegment Location Chainage (km) HighwayEdge Avg. Hourly A Hourly Average Max.HihwyMdg Traffic Count eMxHoryArae Hourly

Hyderabad-Hala Village Sekhat 188-189 2 512 2.0 4.0 1414 2120

Hala-Nawabshah Kazi Ahmad Town 274-275 2 431 4.4 7 0 206.3 2420

Nawabshah-Moro Shahpur Jehanian 305-306 6 468 0 7 2 0 113 7 130.0

Moro-Ranipur Village Muhammad Pur 527-528 6 540 1 0 3.0 115 1 164.0

Turnol-Chablat Village Taxila 1574-1575 8 1661 4 1 7 0 130 2 156.0

Turnol-Chablat Wah Cantt 1580-1581 29 1397 1 2 2 0 204 1 242 0

Exhibit 5.23: Average Noise Levels for Selected Highway Sections

Average NoiseLevels at 6m Average Noise at Receptor Level

from Road EdgeSection Date Chainage (km)

Da Nlght ~~~~~~~~~~Distance Da NihDay Night Receptor from Road D(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 pnmary school, Goth Ghulam Akbar 50 62 9Shah

Gujranwala-Khanan April 12, 2002 1400-1401 65 1 _ Govt high school, Thekhnan 50 63.2 _

Gujranwala-Khanan April 13, 2002 1405-1406 65 3 - Rural health center, Punjan Kassana 50 63 8 -

Guiranwala-Khanan April 13-14, 2002 1386-1387 65.0 64 7 Residence 50 62 9 62.6

Nowshera-Peshawar Apnl 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

03/19/03 Environmental and Social Baseline540

SEA of Pakistan ffighway Rehabdlitatton Project

These locations included residences, schools and hospitals in the rural areas, situated at adistance between 50 m and 100 tn from the edge of thc highway. Daytime noise levelsranged from 56 to 64 dBA, while nighttime levels ranged from 57 to 64 dBA. Whencompared to the WHO noise guidelines (see Exhibit 5.24) that prescribe a limit of 55dBA for outdoor areas, the roadside noise lcvel measurements for both day and nightexceed the applicable limit.

Exhibit 5.24: WHO Guideline Values for Community Noise in Specific Environments

Specific Environment LAeq LAmax,(dB) fast (dB)

Outdoor living area 5550 _

School class rooms and pre-schools (indoors) 35School, playground (outdoors) 55Hospital, ward rooms (indoors) 30 40

30 -

Hospital, treatment rooms (indoors) #1Industrial, commercial, shopping and traffic 70 110areas (indoors and outdoors)

Compared with the Chinese standard of 70 dBA and 55 dBA for day and nightrespectively (for Class IV Trunk Road and Railway), the daytime values fall within thesuggested limit while nighttime values do not.

Roadside noise level mcasurements taken at a distance of about 6 m from the edge of thehighway were found to be well within the permissible limit of 85 dBA prescribed by theNational Environmental Quality Standards for motor vehicles. The NEQS do notprescribe a noise level limit for receptors.

5.3.3 Water Quality

The quality of groundwater in the project corridor ranges from frcsh near the major riversto highly saline farther away. The general distribution of fresh and saline groundwater inthe country influences the options for irrigation and drinking water supplies. During fieldinvestigations, water samples from various resources in the vicinity of the highwaysections proposed for improvemcnt under Phase I were analyzed for importantparameters with respect to human consumption. (Exhibit 5.18) contains baseline data onwater quality tested at selected samplinig locations along the project corridor.

The watcr quality of the Indus and its tributaries is suitable for irrigation purposes. Theconcentration of total dissolved solids (TDS) ranges from 60 to 375 mng/l, which isconsidered safe for irrigated agriculture. The water quality tends to deterioratedownstream but remains within permnissible limits for agricultural use.


SEA oj Paki vtan High way Rehabilitation Project

The disposal of untreated municipal and industrial wastewatcr, as well as saline effluentsfrom bordering agricultural areas has led to significant deterioration in the quality ofgroundwater in the project area. With the exception of dccp bore wells, E. coli weredetected in practically all the samaples drawn fromii shallow wells, canals anddistributaries. The water from1 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 withinthree main ecological zoncs, as described below. See Exhibits B.4 and B.5 inAppendix B for a map of the area's natural vegetation and a list of common vegetationfound along the project corridor, respectively.

Tropical Thorn Forest and Sand Dune Desert

About 98% of the project corridor falls in this vegetation zone, its principal edaphicfeature being its deep soil. Much of this region has been cleared for cultivation, andremnants of the original forest are heavily degraded as a result of the growing nced forfuel wood, fodder, and timber. There are stretches of riverine forest along areas of activeand meander flood plain bordering the project corridor in Punjab and Sindh. The existingnatural vegetation includes primarily Salvaclora oleoides (wan), Prosopis cineraria(jand), Capparis aphy/la (karir), and Acacia iiilolica (babul, kikar).

Common tree species found growing within the RoW include Acacia nilolica (babul,kikar), Dalbergia sissoo (shisham), Eizcalvptits camaldulensis (sufaida), Melia azedarach(bakain), Morus alba (toot), and Prosopisjtli/7ora (mesquite). However, those sectionsof the project corridor passing through southern Punjab and parts of northern Sindhgencrally lack avenue plantations because of inadcquate water supplies and saline soils.

The major plantations located along the project corridor include Changa Manga,Chichawatni, Khanewal, Walhar, Bahawalpur, Mirpur Sarhad, Pai, and Miani. Furthersouth, there are extensive areas of undulating sand duncs with little or no vegetationalong the highway sections near the Thar Desert.

Tropical Deciduous Forest

Part of the highway sections of Kharian-Rawalpindi and Turnol-Chablat pass by thiszone. The dryer regions of the forest support dry Sc/erophyllus and it is only in theshadier ravines that certain varieties of typical tropical deciduous species (of Indo-Malayan origin) may be found.

Sub-tropical Dry Evergreen Forest

A small section of the project corridor (Turnol-Attock section) falls within thisvegetation zone, whichi is characterized by a less pronounced monsoon influence. Mostof the region is ovcrgrazed and slhows signs of hcavily degraded vegetation.


SEA ofPakistan Highway Rehabilitalion Project

5.4.2 Protected Areas and WildlifeExhibits 5.1 to 5.12 also identify the location of protected areas along the projectcorridor. These include national parks, wildlife sanctuaries, and game reserves under thecontrol of provincial forest departments. Details on the location of these areas,classification, and distance from the RoW are given in Exhibit 5.25. Exhibit B.6 inAppendix B includes a list of common wildlife found in protected areas along the projectcorridor.

As levels of disturbance along the project corridor have been high and the areasaccessible to humans for a long time, wildlife abundance and diversity in the protectedareas listed in Exhibit 5.25 is very low. Species still found here include jackal, fox, wildhare, wild boar, and partridgc-none of which are threatened or endangered.A fairly diverse range of bird species is found living along the RoW, including commonspecies such as the parrot, dove, common myna, bulbul, tree pie, Indian roller, crow, andsparrow. Frequently seen birds of prey include the common pariah kite, black-shoulderedkite, and white-backed vulture. Species of heron and egret are gcnerally found near waterbodies. Wintering waterfowl are mainly concentrated in the wetlands of lower Sindh. Aslevels of disturbance along the RoW are already high, the abundance and diversity ofbirds on the RoW is low.

Exhibit 5.25: Protected Areas in Proximity of Project Corridor

Distance fromProtected Area Classification Project Comdor (km)

Hyderabad-Hala

Miani Dhand Wildlife sanctuary 10Gulsher Dhand Wildlife sanctuary 12Samno Dhand Wildlife sanctuary 12_ 12Miani RF Game reserve SAong N5Kathri RF Game reserve ___ 0 5Mohd. Khan RF Game reserve 1Mabari RF Game reserve 2___Murad Rais RF Game reserve 2Kacho Khanot RF Game reserve 4Raisai RF Game reserve 2Hala RF Game reserve 2

Hala-Moro

Kot Dinghano Wildlife sanctuary 8Sahib Samo Game reserve 10Lakhat Wildlife sanctuary 6Pai Forest Wildlife sanctuary 0 5Mohabat Dero Wildlife sanctuary 12Mari RF Game reserve 3Rano RF Game reserve 2Noorabad RF Game reserve 2

Continues .


SEA of Pak,i;an Highway Rehabilitation Project

... Continued

Protected Area Classification Distance fromProject Ccidor (km)

Moro-RanipurThakkar RF Game reserve 10

Mahrano (pnvate) Game reserve 5

Nara Desert Wildlife sanctuary 20

Khairpur Game Reserve Game reserve 3

Mian Channu-Sahiwal--OkaraKhanewal Plantation Wildlife sanctuary Along N5

Chichawatni Plantation Wildlife_sanctuary Along N5

Kharal Lake Wildlife sanctuary 10

Changa Manga Plantation Wildlife sanctuary 7

Gujranwala-KharianThatta Faqirullah RF Game reserve Along N5

Kharian-RawalpindiDil)abba/Domeli RF Game reserve Along N5

Lohi Bher Forest Wildlife sanctuary 1

Turnol-ChablatIslamabad Wildlife sanctuary 1

Margalla Hills National park 2

Islamabad Game reserve 1

Nowshera-PeshawarCherat Game reserve 16

RF: Reserve forest

5.5 Socioeconomic and Cultural Environment

The project corridor passes through 20 districts as well as federal territory (seeExhibit B.7 in Appendix B for a district-wise distribution of the project corridor'ssections).

5.5.1 Demography and Settlements

The project corridor passes through a region (Punjab, Sindh, and NWFP) that collectivelysustains almost 92% of the country's population (sec Exhibit B.8 in Appendix B fordemographical data for the project corridor). The project corridor negotiatcs about 16major cities, over 40 towns, over 150 villages, and innumerable small settlcments. Asection-wise distribution of the urban and rural scttlcments along the project corridor isprovidcd in Exhibit 5.26.


SEA of Pakistan Highway Rehahilitajon Project

Exhibit 5.26: Urban Setttements Located Near Project Corridor

Chainage of Offset fromSection Chainage Major/Minor Town City/Town N5(kin) Cities (km) (km)

Hyderabad-Hala 163-209 Hyderabad - 163 3.0Hala 211 1.5

Hala-Moro 215-315 - Hala 211 1.5New Saeedabad 229 1.5Sabu Rahu 240 -

Sakrand 250 3Sukho Manaijo 264 -

Kazi Ahmad 275Daulatpur 302Shahpur Jahan 310

-____ ______ Moro 320 1.0Moro-Ranipur 323-415 - Moro 320 1.0

Naushahro - 345 1.5Firoz- Bhiria 356 1.0

Kandiaro 373Kotri Kabir 391Ranipur ____ 413 -

- ___ Kot Diji _____ 437 -Khairpur - 458 -

- ___aberloB__a_b 475 -Bahawalpur- 851-948 Bahawalpur - 844 1.0Multan Lodhran _ __ __ 860 1.5

Shahnaal 872 -

Jellaarian 883- Basti Mluk 896

Lar 915 sMultan 937

Mian Channu- 1030-1102 - Mian Channu 1026 2.0Sahiwal Chichawatni 1062 1.5

Harappa 1082 1.5Sahiwal - 1102 1.0

Sahiwal-Okara 1102-1132 Sahiwal - 1102 1.0Qadirabad 1114

Okara 1134Continues

03/19t03 Environmental and Soclal Baseline5-45

SEA ofPaivltan llighway Rehahilitalnon Project

Continued.

Chainage of Offset fromSection (km) Cities Town City/Fown N5 (km)

(kin) Cities ~~~~~(km)

Lahore- 1270-1320 Lahore - 1260Gujranwala _ Shahdara 1268

- Muridke 1287

- Kamoke 1307 -

__ _ Gujranwala - 1328 5

Gujranwala- 1320-1410 Gujranwala - 1328 5Kharian -__ _ _ Ghakhar 1347 -

- Wazirabad 1362 3

Gujrat - 1380 6

= Lala Musa 1397

__ _ _ ___ __ _ .Kharian 1412 _

Kharian- 1410-1540 - Kharian 1412Rawalpindi _ Sarai Alamgir 1426

Jhelum - 1432

- Dina 1448

- Sohawa 1473

- Gujar Khan 1491 -

- __ Mandra 1505 -

__ _ Rawat 1522 -

Islamabad - 1524 31

_____ _Rawalpindi - 1540 -

Turnol-Chablat 1550-1590 - Tumol 1555

__ _ _ Sang Jani 1561 _- Taxila 1569 -

- Wah Cantt. 1569 2

- Hasan Abdal 1585 -

Nowshera- 1657 to1695 Nowshera - 1657Peshawar _ Pabbi 1678

Peshawar - 1700

5.5.2 Encroachments and Structures within the RoW

Encroachments of Commercial Nature and Dwellings

It is general practice in Pakistan for the inhabitants of villages locatcd near a highway toestablish their busincsses and construct houses along thc roadside. Normally, suchdevelopments occur on proprietary lands ouitside the RoW. Howevcr, cncroachmentsonto state-owned land arc also comimiiloIn, particulIarly weicic checks on such practiccs arcwcak.


SEA of PakHivan Highway Rehobilitation Project

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 588 commercial/residential structures currently fall within the RoW of the

project corridor's Phase I sections. Of these, only 28 fall in the Col 1 (see Section 8.1)

and will require relocation under 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. An initial estimation based on preliminary surveys of the

project corridor indicate that during Phase IJ, approximately 200 structures within the

corridor of impact will need to be relocated.

Exhibit 5.27 summarizes the structures located within the RoW of the project corridor's

Phase I sections (see Exhibit 8.1 for a summary of strmctures that fall within the Col 1).

Exhibit 5.27: Commercial/Residential Structures Located Within RoW (Phase I)

Section Chainage Town/Village Within RoW Total

S ,S+TSI K H I TSTVM|Misc.

Karachi-Hiyderabad - - _ _ _

Hyderabad-Hala 187 Bahu Dero - - 1 1 1 3

189 Sekhat 34- - 1 4

(ECW) _ 193 Khyber 3 - _ 6 14 - 35

201 Khandu 4 4 4 2 4 14

206 BhitShah More 1 - - 2 3

- Scattered 7 _ - 6 1Total 11 - 16 1 1 13 14l 65

Hala-Moro 238 Hala Branch 4 - I2 - 1 _ - 7_ ._____ _ -…..-~ .I _ _

240 Sabu Rahu 27l 1 5 12 5- 11 51

256 Goth Panhal 3 3 l - - 1 7

Khan - -

(ECW) 258 Dino 8, 1 - 1 - 10

~- ~Scattered - - 3 - 7

269 Mashakh 20 - 2 25

286 Bachalpur 25. - 1 - 26

288 Nawab Waili 38 - 2 1 - 41

MuhammadKhan

308 Shahpur 4 1--------

Jahania .

Total 129 5 15 13 16 i 1 179

Continues. .


SEA ofPakislan Illghway Rehabilitation Project

Continued..

Section Chainage Town/Village [ Within RoW Total

ISIS+TS! K H TSIVMIMsc.Gujranwala-Kharian 1,323 (NB) Sheikhupura 2 3- I 3 - 8

Chowk_

1,337 (SB+NB) Nowshera - 1 - 1

Chowk :

1,339 Rahwali -i - 1- - 1

1,346 (SB+NB) Ghakkar _ 2 - 2

1,347 (SB+NB)Ghakkar 3 2 6 I - 11

1,396-1,397 Lala Musa 2 9 34 45

(SB+NB) I

1,408 (SB+NB)Janda Wala - 4 I - 4

Total 7 22 43; - 72

Turnol-Chablat 1,570-1,571 Taxila 48 4 - 52

1,571-1,573 Taxila 67 4 - 71

(SB/NB) 1,574-1,576 Jinnah Colony 27 6 - 33

1,579-1,581 Wah Cantt. 67 1 j - 68

Chowk . __ |____

Total 209 - j15.-I- I-i- 224

Nowshera-Peshawar 1,685-1,686 - - -I- - 482 48

(SB/NB) ______

Total no. of structures In RoW 588

1 This includes 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

2 There are 48 nurseries located within the RoW on this section

Note:

S: Shop K Kiosk (khokha) H HouseTS Thatched shed VM Mobile vendor within median V Mobile vendor

Other Structures Within and Close to the RoW

Structurcs of religious and cultuiral significance, including 24 mosqucs, 12 gravcyards,

and four shrines fall within the RoW ol thc projcct corridor. A number of public utility

structurcs including 85 wells/hand pUmI1ps, 151 electricity and telephone poles, and 40

police check posts also fall within the RoW. Exhibit 5.28 provides a breakdown of

public structures established within the RoW.


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SFA of Pat; voan Hightvav Rehabliltation Projeci

Exhibit 5.28: Public Structures Located Within RoW (Phase 1)

Community-Owned Property Public Property

Section Wells! Police Electricity/Mosques Graveyards Hand Shrines Posts Telephone

Pumps Poles

Hyderabad-Hala 7 2 4 - 11 11Hala-Moro 4 2 14 - 5 25

Gujranwala-Kharian 4 3 32 3 2 52

TumolChablat 2 2 8 1 - 24

Nowshera-Peshawar 3 1 16 - 1 27

Total 24 12 85 4 40 151

Other sensitive areas that lie close to the carriageway include 21 private and publicschools, and four health centers, all of which are listed in Exhibit 5.29.

5.5.3 Cultural and Historical Heritage

A list of sites of cultural, historical, and archaeological importance located along theproject corridor is given in Exhibit B.9 in Appendix B. Those that fall in the vicinity ofthe project corridor are generally located more than 2 km from the proposed roadconstruction sites.

5.5.4 Occupational Pattern

Pakistan's economy is primarily agriculttural. Apart from the cities and towns located inthe vicinity of the project corridor where cconomic diversity is relatively high, the ruralcommunities are cssentially involved in agriculture or associated occupations. Detailedinformation on the socioeconomic environment of the districts through which projectcorridor passes, and the communities cstablished xvithin the RoW is provided in the socialassessment accompanying this study. Exhiibit B.10 in Appenidix B provides a mapindicating land use patterns in and around the project corridor.


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SFA ofPakotan flighway Rehabilitation Project

Exhibit 5.29: Schools and Hospitals Located Near Phase I Sections

Approx. Offset fromEdge of Carriageway

Highway Section Chainage Educational Health (m)Highway Section (kin) Instltutions Centres -

Along AlongECW/SB ACWINB

Hyderabad-Hala 169-170 PS 5(construction activities on 171-172 PS 7

173-174 PS 50

184-185 PS 25

189-190 MS 6

195-196 PS 10

Hala-Moro 231-232 PS 25(construction activities on 240-241 HS 18ECW SIS3)----.- -

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

Gujranwala-Kharian 1339-40 PS 20(construction activities on 1345-46 HSIIC 10both carriageways) --- ___

1388-89 HS 20

1399-1400 HS 30

1405-1406 H 25

Turnol-Chablat (construction 1579-1580 ES 25activities on both--carriageways) 1580-1581 H 8

Nowshera-Peshawar(construction activities onboth carriageways) 1669-1660 HS H 25

Note:

PS Primary school MS Middle school HS High schoolES: Elementary school IC Intermediate collegeH Health center


SEA of Pak stan Highway Rehabilitation Project

6. Public Consultation

This section describes the outcome of the public consultation sessions held with differentstakeholder groups that may be impacted by the project. The consultation process wascarried out in accordance with the World Bank Operational Policy (OP 4.01) on publicconsultation. The objectives of this process were to:

1. Share information with stakeholders on proposed improvement works andexpected impact on the physical, biological, and socioeconomic environmcnt ofthe project corridor.

2. Understand stakeholder concerns regarding various aspects of the project,including the existing condition of the highways, upgrade requirements, and thelikely impact of construction-related activities and operation of the improvedhighway.

The public consultation forums used were:

> Workshops held with general stakeholders

> Scoping sessions held with local commutnities

> Focus group discussions held with general highway users, including transportpassengers, vehicle drivers, roadside shopkeepers, and passersby.

Exhibit 6.1 provides a summary of the meetings held with respect to date, venue andstakeholder participation. These include an overview of the procedures used to identifystakeholders, disseminate project information, and record public concerns. Appcndix Cprovides detailed records of the public consultations held.

6.1 General Stakeholder WorkshopsStakeholder workshops were organized by the EIA consultants to discuss project specificissues. The Association of Road Users of Pakistan (ARUP) organized a series of regionaldiscussions in 2000 that have provided valuable inputs lor design of the project. Theprocess and the outcomes of these workshops are discussed below.

6.1.1 Workshops Organized by EIA Consultants

The EIA Consultants organized two regional stakeholders' meetings, one in Hyderabadfor Sindh-based stakeholders, and another in Lahore lor Punjab- and NWFP-basedstakeholders. The participants included government and NGO reprcscntatives,environmental field specialists, cngineers, road contractors, highway users, and a cross-section of project-affected persons (PAPs), suchi as roadside vendors and shopkeepers,squatters, and petrol pump dealers. The meeting,s were publicized with the help of thedistrict administration, union councils, personal contacts, and broadcast media.

03120/03 Public Consultation

6-1

SEA of Pak- ¶Ian HighwsJay Rehab lital/on Project

At both workshops, participants were made aware of the purpose of the workshop, thescope of highway improvement works, and probable impact of construction activities andsubsequent operation of the highway with reference to project affected persons. A groupof field specialists explained the technical and environmental aspects of the project inmore detail. Finally, participants were distributed into groups to formulate and recordtheir 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 workshop are listed below.

Highway Design

* Eliminate dangerous curves and unnccessary unauthorized U-turns.

* 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, andbus stops to minimize accident risks.

* Improve the general drainage system for rain/flood and sewage water.

* Plan roadside tree plantations to counter the impact on natural vegetation.


* Avoid hiring outside labor that is likely to restrict local women's mobility andcreate social unease.

* Compensate landowners for acquired land according to markct rates.

* Prcvcnt soil erosion along the road berms and shoulders.

Highway Operation

* Introduce new legislation to control fuel quality, vehicular emissions, and trafficflows and to protect neighboring wildlife habitats.

* Encourage better training of highway users in proper traffic sense and rules.

* Introduce weighbridges to prevent cxcessivc load on roads.

* Strictly enforce speed control.

* Introduce additional safety measures, including more cautionary signs.

* Encourage grove plantings at pctrol pUmllp sites and restaurants by their respcctiveowners.

* Providc drinking watcr arrangcments at every bus stop

03120103 Public Consultation6-2

SEA of Pakistan Highway Rehabiltialon Project

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.

> Construct a median barrier.

> Construct overhead crossings for pedestrians.

D Plan roadside tree plantation extending into the RoW to counter the impact onnatural vegetation.


D Reaffirm whether the present land use plan is compatible with the EIA.

> Ensure that Pak-EPA regulations regarding pollution and industrial water disposalare enforced.

D Consult existing occupants or building owners whcn preparing a resettlementplan.

> Disburse compensation fairly among PAPs.

> Ensure that road construction material on dump trucks or stockpile areas, is notleft uncovered or allowed to cause dust pollution.

Highway Operation

D Introduce fresh safety measures, including more cautionary signage and detours.

> Strictly enforce speed control and rcstrict the use of vehicle horns.

> Ensure that cross-drainage structurcs are maintained to avoid choking withdebris.

6.1.2 Workshops Organized by ARUP

The Association of Road Users of Pakistan (ARUP) organized a serics of regionalstakeholders' meetings to assess baseline performance indicators in Pakistan's road sectorduring the year 2000, seek initial inputs on the proposed design of the PHRP, and to draftterms of reference for the project's environmcntal and social asscssment studies. Theseworkshops were held in Hyderabad for Sindh-bascd stakeholders, in Gujranwala forPunjab-based stakeholders, in D I Khan for NWFP-based slakeholders, and in Khuzdarfor Balochistan-based stakeholders.

03/20/03 Public Consultation

6-3

SEA of Pahostan Highiiov Rehabilitatlion Project

The concerns raised by the participants are listed below.

* General dissatisfaction with travel time and lack of adequatecautionary/information signage and markings.

* Restricted mobility, particularly for women, caused by lack of rural roads andinadequate public transport.

* Delays in implementing road construction/rehabilitation projects.

* Lack of rest areas and toilet facilities along the highway.

* High accidcnt risk to highway users and unacceptable delays in treating accidentvictims.

*. Exposure of surrounding population to excessive emissions and noise generatedby vehicles and construction equipment.

* Inadequate vigilance in idcntifying and addressing adverse project effects onpeople's health, safety, and access.

* No feedback mechanism to cncouragc cffcctive bencficiary participation.

* Loss of agricultural land and natuL-al habitats.

* Inadequate and delayed compensation paymcnts.

* Dclayed compensation for loss of livclihood.

* Socioeconomic impact of migrant construiction labor.

* Risk to places of cultural value.

6.2 Scoping Sessions

A series of scoping sessions and focus group discussions were carried out with localcommunities and local government representatives. The mectings were held at varioussites along the project corridor (for location details, see Exhibit 6.1).

Gencrally, people were found to be aware of the need to upgrade the highway, andindicated their support for the NHA. The proposed construction of the additionalcarriageway met with particular support sincc it will reduce traffic congestion and otherroad hazards near settlements along the project corridor. Local communities demandedthat they be part of a continuous consultation proccss wvith othcr stakeholders at differentstages of the project including the design, constrLictioni, and operation periods.

03120/03 Public Consultation

6-4

SEA of Pik stan HJgh way Rehabdlitataon Project

The most commonly raised concerns arc listed below:

Highway Design

* Improve general standards of constrLction.

* Facilitate pedestrian and animal crossing by avoiding a difference in levelbetween the ACW, ECW. and median.

* Help abate dust eml-issions by concreting road shoulders.

* Avoid constructing sharp road curves.

* Construct service lanes and U-turns where required, and bypasses nearsettlements.

* Erect pedestrian overhead bridges, particularly near schools, hospitals, and criticalpoints, along with a fence or partition wvall in between carriageways.

* Provide drain outlets to help drain away runoff from the highway, particularly inareas where road level is higher than that of surrounding settlements.

* Provide footpaths and lanes for slow-moving traffic, particularly cyclists.

* Build bus bays, passenger shelters, and parkinig arcas, particularly for rickshaws.

* Provide rest areas and toilet facilities along the highway.

* Plant trees along the highway that could be cntrusted to the care of localcoinmunities.


* Avoid undue delays in road-construction and ensure that project works are carriedout in one stretch rather than in piecemeal manner.

* Ensure that the contractor does not use private land for parking constructionmachinery.

* Avoid duLmlping construction material along thc highway and median.

* Adopt measures to mninimize dust, smoke, and noise pollution, and to controlspillages from construction machincry.

* Provide proper diversions for traffic during construction to avoid trafficcongestion, related hazards, and dust cmissions.

Highway Operation

* Providc medical aid centtes along thc highway to treat road accident cmergencies.

* Erect cautionary and mnfborration signs.

* Control over-speeding, overloading, traffic disorders and violations of trafficregulations; consti-uct speed breakers wvherc required.

* Prohibit commilercial vendors and sqLallttcrs from encroaclhing on the RoW

i Ensure that cross-drainagc pipcs and culverts are regularly cleaned.

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SEA oJ Pak Ian Highwvay Rehabilitation Proyect

> Regularly remove accumtilated piles of rubbish from the RoW.

Land Acquisition and Resettlement-Related Concerns

> Squatters should be resettled before construction works begin. Most squatters arewilling to move from their present locations provided alternative land is madeavailable nearby within the RoW on which to erect their structures

> They held that in addition to compensation for the structures removed, additionalfinancial assistance was required to erect structures at new locations. Squatters inLala Musa have indicated they are willing to adopt the resettlemnent optionproposed for Dina.

> Compensation should be fair, paid promptly, and subject to transparency. PAPshave complained of not receiving compensation even after the ACW had beenconstructed.

D The acquisition of further land should be avoided. Where necessary, acquisitionshould be carried out in accordance wvith the law. The acquired land should bepossessed only once the compensation payment is made.

D Public consultation slhotuld be an integral part of the land acquisition process.

6.3 Roadside Consultations

Roadside consultations were calTied otut mainly with pedestrians, vehicle drivers, publictransport passengers, roadside vendors and shopkeepers, local inhabitants, governmentofficials, and NGO representatives at various locations (see Exhibit 6.1). Most of theconcerns raised were similar to those discussed during the scoping sessions described inSection 6.2. Additional issues brought Up in these polls are listed below:

Highway Design

> Contractors hired from outside are unfamiliar with local conditions and cannottailor their work to local requirements.

> Rains have damagcd the cxistinig road shoulders, making overtaking verydangerous.

> Protective walls are needed on both sides of the road.


> The presence of migrant labor restricts the movement of local women working innearby fields.

D Oil spills from overturnied oil tanker-s destroy standing crops in adjoiningagricultural fields and damage land.

Highway Operation

D The lack of traffic law cnlborceiemet cncoura-es careless driving.


SEA of Pokivic11 Highwa'ov Rehobiluialion Project

j Careless tractor drivers moving onto the highway are a hazard to fast movingvehicles.

F Bus drivers do not refrain from blowing their horns even near sensitive locations,such as schools or lhospitals.

* Carts and vehicles occasionally park unlder the shade of roadside trees, obstnrctingtraffic en route and causing accidents.

*. Trolleys overloaded with sugarcanie and cotton harvests tend to occupy the entirewidth of the road, which often causes accidents.

* There are no streetlights to facilitate night driving through towns/settlements,raising the risk of accidents.

j. Pedestrians tend to lack road sense.

> Ploughs fitted on tractors cause deep trenching on the road surface when crossingthe highway.

* There are not enouglh Fist aid or medical centers near the RoW and road accidentvictims often remain unitenided for hours.

* The highway provides a safe escape ronte to dacoits who frequently operate in thevillages.

6.4 Resettlement Issues

In analyzing various resettlement options, a study was carried out among the PAPs settledin Dina and Gujar Khan in Punjab. Twenlty people were interviewed in Gujar Khan andeight in Dina. The feedback received is described below:

Gujar Khan

People here are generally dissatisfied withl the resettlement plan provided by NHA. Theyconsider the cost being charged for new roadside struLctures (Rs 30,000) to be far too highand disproportionate to their incomles A down payment of Rs 5,000 is required and theremaining cost is to be recovered in monthly installmncits of Rs 1,000, in addition to amonthly Rs 1,000 rent. The strLctures provided are currently incomplete, eg, they lackpartition walls and other amenities, such as electricity. This problem has beencompoundcd by the fact that the montlhly income of affected vendors has fallen as a resultof a changc of location and the existence of an open drain in front of their new kiosks.

At tlle same time, people have indicated their appreciation of this arrangement in spite ofits accompaniying problcms. Previotusly the police and local administration freqtuentlydemanded they shift their kiosks elsewhere or extracted bribes for allowing them to stay.Tlhis practicc has now ceased, although the people hicre have been warned that they mayhave to be relocated whcnl thie need arises.

Dina

Altlhough some 104 PAPs have already been resettled in Gujar Khan, only 14 out of atotal of over 200 have so far been resettled in Dina. The resettlement model for Dina


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differs from that for Gujar Khani in that PAPs have been allocated an area withoutproviding them with new structures. They have erected steel structures of their own inaccordance with the design provided by the National Logistics Cell (NLC). Thesestructures have cost them Rs 10,000 to 12.000 each. Procuring these structures hascaused them financial hardship, given that this arrangemiient did not come into effect untila year after they moved during which time they had no source of income. People alsoexpressed the following reserv1ations:

> Most PAPs had enjoyed commercial success at their original location at theintersection of Mangla Road and the N5 Having now been relocated, theirbusinesses have suffered drastically. They believe that sufficient space isavailable at the old location and they would prefer to move back to their originallocation.

D Customers normally consider mobile vendors to sell goods at cheaper rates thanestablished shopkeepers. Now that PAPs have moved to proper shops, theirbusiness volume has gone down as a result of increased competition.

> A common complaint is that steel structtures with steel roofs were uncomfortableduring summer as well as winter. Most people preferred the idea of a fiberglassroof similar to those provided in Gujar Khan. For this, they will need financialassistance from the NHA, as fiberglass roofs are more expensive.

> A representative of the displaced persons stressed that although sufficient areahad becn officially allocated for the resettlement of about 100 PAPs, theresettlement was proceeding very slowly.

The reservations put forward by the PAPs surveyed in Gujar Khan and Dina have beenincorporated as far as possible, into the entitlement policy framework discussed inSection 8.4.

6.5 Address of Stakeholder Concerns

The concerns raised by stakeholders have been incorporated into the project'senvironmental and social assessment as described below.

Highway Design

The contractor and supervision consultants will include the following environmental andsafety provisions in the project design:

> Highway safety audits and imsproved road markings/signage and demarcation ofaccident-prone junctions in order to improve the horizontal and vertical geometry,and reduce conflicting movement during operation, particularly along inhabitedstretches of road.

> Improved intersections onl side roads and village tracks in order to eliminatebottlenecks.

> Roadside furniture and traffic control devices, including information andcautionary signs, signals, traffic diversioni and flow markings, to ensure pedestriansafety durillg conlstrUction and operatioll.


SEA oJ PaAcistan Highway Rehabditctation Proyect

* Public facilities, incliding bus bays with passenger waiting sheds and latrines,service lanes, footpaths, pedestrian-crossing facilitics, and fences.

* A tree plantation program to compenisate for the anticipated loss of vegetationduring constrcLtion activities, and to help abate pollution caused by emissions,dust, and noise during highway operation.

* Outfalls for the highlway median and side drains to divert surface run-off from thecarriageway, and protcct ribbon development areas and settlements.


The following measures wvill be carried out in order to protcct surrounding communiticsfrom the expected impact of construction:

* Project facilities vll be located at a minimum distance of 500 m from existingsettlements and built-uLp areas in order to avoid restricting the mobility of localwomen.

* Construction vehicles will remaini confined within their designated areas ofmovement.

* Sensitivity towards local custoimis and traditions will be encouraged to minimizesocial friction; good relations with local communities will be promoted byencouraging contractors to provide opportunities for skilled and unskilledemployment to locals, as well as on-the-job training in construction for youngpeople.

* Soil erosion will be minimiiized by protecting low embankments by plantingindigenous grasses, and high embankments by constnicting stone pitching or ariprap across the embanikmiient.

* The NHA is bound to comply xvithi PAK-EPA regulations concerning pollutionand industrial wvater disposal.

E The entitlement policy framnework for the project incorporates stakeholderconsultation as part of the resettlement plan.

* The loss of privately owvned land or built-Lip property will be compensated on areplacement-cost basis.

* The contractor will be required to ensure that constmiction work does not hinderlocal people's access to the highwvay and their ability to cross it safely.Constmicting temporary ramps and diversion routes will facilitat,e pedestrians andlivestock when crossing the highway.

* Solid waste generated durinig construction and at campsites will be properlytreated and safely disposed of only in demarcated waste disposal sites approvedby the supervision consultant.

* The contractors will be r cqtiircd to inslrlct and train their xvorkforce in the storageand handling of mate-ials and chelmicals that can potentially cause soilcontamiinlatioln.


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SEA of Palistan Highway Rehabhlitation Project

• The contractor will raise the level of boundary walls or construct new walls forbuildings surrounding sensitive receptors such as schools and hospitals, to reducethe impact of noise generated during construction and operation.

• All necessary measures will be taken to ensure the safety of traffic duringconstruction, including barricades (including signs, pavement markings, flags, andlights) erected as required by the NHA/NHMP. All such barricades will be set upas per local regulations.

Highway Operation

> The NHA will work closely with the newly established NHMP to ensure thatdrivers as well as pedestrians observe traffic rules and that the safety of thepedestrians is not compromised.

> Traffic management plans will be prepared and implemcnted in conjunction withthe NHMP and roadside commutcrs to rcduce congestion and traffic hazards.

D The NHA in conjunction with the National Highway and Motorway Police(NHMP) will initiate a road safety awarencss campaign among roadsidecommunities settlcd along project reaches.

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7. Environmental Impact Assessment andMitigation Measures

This section identifies the overall impact of project activities on the physical, biological,and socioeconomic environment of the project corridor. The potential impact of carryingout both rehabilitation and resurfacing works has been assessed, including the effects oftime-bound enhanced traffic volume as a result of improved road conditions. The sectionalso identifies measures that will help mitigate the project's adverse environmentaleffects. The impact of the project associated with the resettlement of displaced persons isdiscussed separately in Section 8 of this docuLmlent.

7.1 Project Impact Matrix

A project impact matrix hclps identify the potential arcas of impact and screens theproject for environmental and social soundness. Each project component/activity isscreened separately with regard to its construction and operation phase, and according tovarious physical, biological and human paramcters

Exhibit 7.1 provides an overall project impact matrix spanning all scctions of the projectcorridor. Each positive and negative consequcnce was assigned a level of impact in theform of high, medium, low, or insignificant/none. Potential areas of impact along withsuggested mitigation measures are discussed in the subsequent sections.

7.2 Land Resources

This section explains how the project corridor will be alfccted by the project in terms ofland use, soil erosion and contamination, and describcs mitigation measures to managethese impacts.

7.2.1 Impact on Land Use and Resources

The upgrade of various highway sections will require the acquisition of privately ownedland on either a permanent or temporary basis. The cntitlemlent framcwork to be adoptedby the NHA for the permanent acquisitioni of privatc land and built-up property as well ascompensation due to project-affectcd persons, is discussed in Section 8.4.

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Exhibit 7.1: Project Impact Matrix

Environmental Components

Physical Environment oBiological En viron me n t Social Environment

~~~~~~~i 1I ' "i L i i ii i Project Comnponents s I i j | jI

_ _ _ _ _ _ _ _ _ _ _ _ _ _ L~~~~~~~~~~~~~~~~~~~~~~~ ~ ~ ~ ~ ~ ~ ~ ~I k O . O8I ~ L

Construction Phase I I I I1 Carriageway and ancillary works LA I MA! MA LA I 0 0 ILA LA, LA'LA MA MA LA 0 LA 0 0 LA LA 0 0 MA LA LA HA A 0 LA MB

-- -- --1- -- -- -- - -- -- --- +- - I 0 0 -1 0 LA 0 --O LAT-O --LA-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~'L iO O0 A~I M 1H!M2. Traflic dlverslon O LA O | O I O O O O OiALA°----r--o OtoILAOO OAI0 00 M ' 0 LA LA 0 LA 0 LA 010003. Asphalt plant LA OLA HALLA 0 0 LA O O -° I i 0

--- --- -- ____ -_IL~.'~LAH, A LA 0 OiOiO MA!LAO O LB L,0L4. Construction camp 0 0 0 0O LA MALA LA LA 0 0 LA O OTLA O OILA LA LA 0 O LB 0 010 LA !LAI LB

5. Quarrles (existing only) Oi LAI O O jO O LA O 0 0 iMA MA 0 0 LA O O LA LAI O|O MA! LAIO O LB IMA 0 O | O i O O I LB

Borrow areas ° j HA i 0 o LA MA LA0 LA LA 0 0 LA O _ __ LA OL L -O LBJ LA °LA

7. Haul tracks 0 MA 0 ° 0 ° LA LA LAO LA LA 0 0 LA 0 O LA LA O0 LA!LA LB LA'OILA 010 o;oo!1TI OI O O O~~~~~~~~~~~~~~~~~~~~~ 1 - I t~~~~~A!L L L LA { I I 0 I ~ ~ ~ --- I -- ----- --- -- -- _ _ I ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~ . . . ~~~ L .~ - -- - -- -- i …-----

Overall constructlon phase LA HA LMA LAI 0 0 jLA LA 1 LAILA MA MA L LA 0 0 LA LA ° LA MA, HA MA HA; MtLA HA O° LA LA LA LB

Operatlon Phase I I r 0 r MB 00 M I m L 1MAMBLB 1

1 Hlghway (incremental effect) 0 LA | O 01 0 0 0 MB 0 ° LAA LA O | MB O O i1MB MA O 1 ° LA 0 1 0 MA MBj LB I O I O i LB LB ILB

2 Avenue piantation 0 I LA 0 0 ° MBILBt° LAILB LB OI IMB OJ | LBMBIMBI MB 010 LB | OB | O C° LB LB

HA = High adverse MA = Medium adverse LA = Low adverseLB = Low beneficial MB = Medium beneficial HB = High beneficialO = None/lnsignificant/not applicable

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SEA of Pao, wan Highvway Rehabilitationi Pr-oject

The contractors will require land for:

* Contractors' camps and facilities, ie, storage, equipment parking and washingareas

* Sources of borrow material/earth-fill

* Aggregate quarries

* Asphalt plants

* Access roads for haulage

* Disposal sites and procedures for the safe disposal of surplus construction andwaste material.

Phases I and II will consist of 17 contracts (ten for rehabilitation projects and seven forresurfacing projects). The total area required for establishing temporary project facilities,spread over the 1,700 km stretch of the project corridor is estimated at 300 ha. Inaddition to this, areas for extracting about one million cubic meters of earth material forthe rehabilitation of embankments will have to be acquired on a temporary basis. Thecontractors or their suppliers will need about 200 ha of land (assuming 50 cm-deepditches are excavated) for this purpose from nearby private farmlands.

In general, areas used to acquire borrow material will be affected most significantly,followed by those used to install asphalt plants on. Utilizing land for project activities,and the subsequent operation of increased traffic on the highway may induce temporaryas well as permanent changes in the existing land use pattern. The potential impact of theproject is outlined below.

Land Productivity and Use

During the construction phase, land productivity will be affectcd by the loss of the fertileplough layer at campsites and asphalt plants, as well as by the drop in elevation of borrowareas. Potential conflicts may cmerge with landowncrs regarding the restoration of theseborrow areas. Borrow pits and other landscape deprcssions if left open, may prove -

hazardous to human beings, livestock and wildlife. Similarly, open pits containing waterare potential sources of mosquito brecding if left stagnant, and can create healthproblems.

During highway operation, embankmcnits that restrict cross-country drainage may causethe land on either side of the cmbankmicnt to flood in case of heavy rains. Surface run-offfrom the impervious surface of the carriagcway can flirther aggravate the flooding ofembankment sides during the operation phase.

Soil Erosion

Highway construction activities, if ilot plioplerly managed, invariably lead to soil erosionas a result of unmanaged runoff fiom cquilpmcnt washing-yards. Once the highwayreturns to normal operation, it will be flirthcr subject to a natural deprcciation as highembankments become increasingly pronie to soil crosion.

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Soil Contamination

The possible contamination of soil by oils, chemicals, and asp:lalt/concrete materials atplant sites, workshop areas, and equipment washing-yards rra-. limit the future use ofland for agricultural purposes.

7.2.2 Mitigation Measures

Land for setting up contractors' campsites and cxtracting borow material will beacquired directly from private landowners by the contractors The provisions of the LandAcquisition Act, 1894 will not be invoked under Phase T, as :h- acquisition of the landwill be temporary, and will bc covered by short-tern lease agr-ements between thelandowners and contractors. Rental terms will have to be nezotiated to the satisfaction ofthe landowners concerned. Given that there is no compulsory land acquisition, conflictsbetween the contractors and landowncrs are unlikely. The stuFf of the NHA's GeneralManager Lands/Environment will monitor the process of res-oration and will ensure,through the terms of the construction contracts, that landown!rs are compensatedaccording to the terms of the lease agreements, and the resio:aLion actions agreed upon bythe contractors are duly carried out.

In addition, the guidelines described below will be applied to minimize the impact onland used to extract borrow material:

Land Productivity and Use

Project facilities will be located at a minimum distance of 50) m from existingsettlements, built-up areas, wildlife habitats, or archaeological and cultural monuments.Moreover, as far as possible, areas not under agricultural or residential use, and naturalareas with a high elevation will be used for setting up projeci facilities.

Where the use of agricultural land is unavoidable, the top 30 cm of the plough layer willbe stripped and stockpiled for redressing the land aftcr the required borrow matcrial hasbeen removed. Where deep ditching is to be carried out, the top 1 m layer of theditching area will be stripped and stockpiled. The ditch will initially be filled with scrapmaterial from construction and then leveled with the stockpiled topsoil to make it evenwith the rest of the area. Ditches or borrow pits that cannlot te fully rehabilitated will belandscaped/converted into fish ponds to minimiiize erosion and to avoid creating hazardsfor people and livestock.

Under RMP works, side drains and median drains xvill be constructed to prcvent floodingon the carriageways. In ribbon development areas, concrete drains will be built along theroad shoulders; in open areas, drains/ditches xvill be construc-ed along the toe of theembankment.

Erosion Control

Good engineering practices will help control soil erosion bothi at construction sites and inperipheral areas, particularly in borrow areas and along haul -racks. Low embankmentswill be protected from erosion by planting indigenous grasscs that can flourish underrelatively dry conditions, while high cmbanknmcnts. ic, over m m high, will be protectedby constrLcting stone pitching or a riprap across it.

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SFA of Pak,i -an lh!gh%vav Rehabilhtatoion Pr-oject

Soil Contamination

The contractors will be required to instruct and train their workforce in the storage andhandling of materials and chemicals that can potentially cause soil contamination. Solidwaste generated during construction and at campsitcs will be properly treated and safelydisposed of only in demarcated waste disposal sites.

7.3 Water Resources

This section explains how the project corridor will be affected in tcrms of water resourceuse, water body contamination, and alterations in drainage pattern; the section alsodescribes mitigation measures to manage these impacts.

7.3.1 Impact on Water Resources

During construction, local water supplies will need to be tapped to meet campsite andconstruction requirements, bringing its use into competition with local use. Surface andsubsurface water resources in the selected sections may be contaminated by fuel andchemical spills, or by solid waste and efuflents generated at construction campsites.

Once the highway returns to normal operation, unlcss cross-drainage structures arc notadequately maintained, cuilverts and water channcls may bc periodically choked by debrisand eroded soil, adversely affecting the quality of surface watcr.


Measures to mitigate the adverse impact on water resourccs and surface drainage patternshave been incorporated into the outline project design and arc discusscd below.

Alterations in Land Drainage Patterns

The project design incorporates an assessment of the repair works requircd on existingcross-drainage structures, and proposes appropriate locations for new cross-drainagestructures to protect nearby agricultural land and settlemcnts from flooding. Outfalls forthe highway median and side drains wvill help divert surfacc run-off from tlle carriageway,and protect ribbon dcvclopmcnt areas and scttlemcnts. Earth and stone material nccds tobe prevented from blocking existing cross-drainagc struLctures on sections along or closeto water channels; storm drains and highway drainage systems must be clearedperiodically to maintain storm xwater l1o0w.

Use of Community Water Resources

In order to mitigate the impact of tapping local commltunity water resources wherenecessary, the availability of water will be assessed to cvaluatc the impact on commllunityresourccs in areas where potable water is in short suLpply. Camps will bc locatcd at Icast500 m away from the ncarcst local scttlclmcnt to prcvcnt the contamination ofcommunity-owned water resources.

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Contamination of Water Resources

Good management practices will be adopted to ensure that fuels and chemicals, rawsewage, wastewater effluent, and construction debris/scarified material is disposed of incontrolled conditions to reduce the risk of contamination. Construction camps will beestablished in areas with adequate natural drainage channels in order to facilitate flow ofthe treated effluents. Wastewater effluent from contractors' workshops and equipmentwashing-yards will be treated to remove contaminants before discharging it into naturalstreams. Borrow pits and natural depressions with pre-laid impervious liners will be usedto dispose of scarified/scraped asphalt that cannot be recycled.

7.4 Ambient Air Quality

This section discusses the impact of construction and subscquent highway operation onthe ambient air quality in and around thc project corridor, and describes mitigationmeasures to manage these impacts. It also explains the mcthodology used to assess theimpact of the time-bound traffic increase expected duLring, the operation phase.

7.4.1 Impact on Air Quality During Construction

Air quality will be affected by fugitive dust and emissions from constniction machinery,asphalt plants, and vehicular traffic during the construction phase. Emissions may becarried over long distances, depending on wind speed and direction, the temperature ofthe surrounding air, and atmospheric stability.

The critical sources of air pollution during the construction phase are listed below:

1. Asphalt plants that generate toxic emissions containing unburnt carbonparticulates, sulfur compounds, and dust from aggregate preparation

2. Quarry areas that generate fugitive dust during rock blasting and crushing

3. Earthen haulage tracks that gencrate dust, particularly dturing loading andunloading processes.

4. Traffic-divcrsion routes marked along dirt tracks that gcnerate fugitive dust whenin use by vehicular traffic.

The Mian Channu-Sahiwal-Okara, Lahorc-Gujranwala, Gujranwala-Kharian, Kharian-Rawalpindi, Turnol-Chablat, and Nowshcra-Pcshawar sections involve constructionwork on both carriageways. If upgraded simultancously, traffic diversion routes will berequired, which if extended onto dirt tracks in the RoW or even onto proprietary land willcreate traffic congestion and dust pollution.

7.4.2 Mitigation Measures for Construction Phase

The following measures will be implemiielnted to mitigatc IhC impact of constructionworks on ambient air quallty:

Emissions from Asphalt Plants and Quarry Areas

Quarry areas and asphalt plants will be located at least 500 n) downwind lifomi populatedareas, wildlife habitats, and contractors' camps, to minimiiize the Impact of dust cmissions.


SrA of Pao vlon Highwav Rehabhitalion Project

Plants will also be suitably equipped with dust control deviccs. The NEQS applicable togaseous emissions generated by construction vehicles, equipment, and machinery, will beenforced during construction works.

Use of Alternate Carriageways and Tracks

As far as possible, construction work will be coordinated such that one carriageway at atime is upgraded on any one section, leaving the other available to serve dual traffic.Special attention will be paid to sections where ribbon devclopment is extensive, such asthe Lahore-Gujranwala and Turnol-Chablat sections. On highway sections where onlyone carriageway is to be upgraded, the other will serve to divert road traffic as plannedfor the Karachi-Hyderabad, Hyderabad-Hala, Hala-Moro, Moro-Ranipur, andBahawalpur-Multan sections. Here, the contractors will maintain dirt tracks on themedians to facilitate the movement of the traffic.

7.4.3 Impact on Air Quality During Operation

The time-bound increase in traffic volumlle wvill induce a correlative increase in vehicularemissions. Air quality forecasts drawn from baseline conditions (Section 5.3.1) indicatethat PM1o levels will have exceedcd the suggested limit of 200 pig/rn3 at most locationsalong the project corridor by 2024. CO levels are expccted to remain within thesuggested limit of 35 ppm. SO,, and NO,, lcvels, althoti-g not alarmingly high at present,are likely to surpass the suggested limits ol 140 ppb and 106 ppb, respectively, by 2024.

The air dispersion model used to forecast the impact of increased traffic on air quality isdescribed below.

Methodology for Assessment

A dispersion model was used to develop a profile of CO concentration to a distance of 50m from the edge of the highway. A series of vehicle cmission factors based on thecurrent literature and traffic conditions in Pakistan was uscd. The dispersion model wasrun for the years 2002, 2009 and 2024 using a forecast of traffic lcvcls; traffic levels for2002 were interpolated using the figurcs for 2001 and 2009.

The profiles developed for 2002 were adJtistcd to valtics of CO mcastired at specificlocations during the air quality study. The proFiles for the years 2009 and 2024 were alsoadjusted according to the same ratio as that for 2002. Thic model was thus 'calibrated' tomcasured values of CO for cach location

Since data for NO,, and SO, levels was not available, ratios of CO:NOx, and CO:SO,drawn from the studies carried out at comparable locations In Pakistan (see Scction 5.3.1)were used to estimate SO, and NO, concentrations. Measured PMlo concentrations for2002 were used as a base for forecasting. Forecasts lor the years 2009 and 2024 weredevclopcd on the basis of the prcdictcd incrcase in CO conccntrations for thlecorresponding locations. The forecast of pollution lcvels was then compared witlsuggested limits set by international standards and guidelincs (see Exhibit 5.20).

The Caline-4 air dispersion model (California Department of Transportation,CALTRAN) was used to calculate hoturly conccntrations of CO at 8, 20, and 50 In from

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the edge of the road for the base year 2002, and for the years 2009 and 2024. Data on thetraffic forecasts used in the model is given in Exhibits 7.2 to 7.4.

A distance of 8 m was set to measure the impact of increased traffic on road side vendorsand waiting passengers; 20 m for the impact on shops and facilities at the edge of theRoW; and 50 m for residential areas adjacent to the highway. Wind speed was set at0.5 m/s from the direction of the highway to simulate low wind conditions during whichpollutant concentrations are normally expected to be high.

The profiles were calibrated to match the measured maximum values listed inExhibit 5.22. The ratios for CO:NO, and CO:SO. were estimated as averagc for thelocations Pirwadhai (Rawalpindi) and Chowk Yatcem Khana (Lahore) as reported in theJICA study (Exhibit 5.19). Factors of 0.59 and 0.019 wcre used to calculate NO5 andSO,, concentrations using CO data as a base. For example, I ppm CO would corrcspondto 59 ppb NO,, and 19 ppb SO.

The suggested limits for pollutants for a one-hour averaging time (see Scction 5.3.1 fordetails) are:

D CO: 35 ppm

> NOX: 106 ppb

D SOx: 140 ppb

> PM,o: 200 V.g/M 3 .

Results and Conclusions

Predicted pollutant levels forecast at distances of 8, 20 and 50 m are given inExhibits 7.5 to 7.7, respectively. The maini observations of the impact on air quality aresummarized below:

1. CO levels remain within the suggested limit of 35 ppm at distances of 8, 20 and 50 mfrom the edge of the highway throughout the sttudy pcriod (Up to 2024). A maximumlevcl of 18 ppm is estimated for the year 2024 at Taxila. Allowing a 100% marginfor peak pollution lcvels over the period of a year where wind conditions and trafficlevels could contribute to higher pollutant conccntrations at a given time, CO levelsare expected to remain within the suggested Imit of 35 ppm.

2. NOx levels currently exceed the suggested limits of 106 ppb at a distance of 8 mfrom the edge of the highway in areas with ribbon development (Kazi Ahmad Town,Taxila, and Wah Cantt.). Howcvcr, these levcls fall to acceptablc limits at a distanceof 20 m and more. In the long runi, however, NOx levels arc expected exceed thesuggested limit at distances of 50 m at locations sulchl as Taxila and Wah Cantt.

3. SOx levels are cuirenitly withilin the suggestcd liit of 140 ppb at all tlhree distancesconsidered in the study. However, SOx levels arc expectcd to exceed the suggestcdlimit at 8 m in Taxila by 2009, and at two additional locations by 2024.

4. PMIo levels currently excecd the suggested limil of 200 pig/m3 at Wah Cantt.These levels are expcctcd to surpass the sug.estcd limit at a distance of 8 m fromthe edge of'the highwvay at all those sampling-, locations with ribbon development(Kazi Ahmad Town, Taxila, and Wah Cantt.) by 2009. By 2024, the suggested

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SrA of Pakil oan Hi'ghwlav Rehahilitaiion Pt oyec:

limit will have been surpassed at most locations at 8 m and 20 m, and at WahCantt. at 50m.

5. The sampling location for air quality measurements selected at Wah was ahospital. The city of Wah has a number of industrial units including cementplants and stone quarrics. The background loadings of PM1o in this area areexpected to be significant for thcse rcasons.

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 estimatingthe peak concentrations of pollutants. These forecasts are also subject to variations in thelevel and composition of traffic, traffic conditions, and weather conditions. Moreover,the background concentration of pollutants was not measured, and this is a potentialcause for concern in the case of PM1O whose backgrounld levels may typically reach 70pg/m3 given the high dust conditions in the counltry.

The results, for these reasons, should therefore be considcred, at best, as indicative. TheNHA will work towards improving its data collection and forecasting techniques duringthe course of the project, to improve the capacity of thc organization to identify hot spotsand remedial measures where required.

7.4.4 Mitigation Measures for Operation Phase

The improvement of the highway as envisagced 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 levels and congestion will lead to pollution levels well aboveacceptable international standards.

Accordingly, the NHA will set Up a system to monitor air quality along the project corridorin accordance with accepted international standards. The system will cover protocols forsampling and analysis, assessment of air quality at sensitive locations, reporting, andinformation sharing. The NHA will also work towards establishing national standards forair quality as well as targets for improving air quality along the highways, and revising theexisting vehicular emissions standards and testing proccdures in coordination with the Pak-EPA and provincial transport departments

Long-tcrm initiatives managed by the Govcrnment of Pakistan, Ministry of Petroleum andNatural Resources, and the National Energ,y Conservation Center will help mitigate theadverse impact on air quality. These include measures Initiated under the Pakistan CleanFuels Program reviewing gasoline and HISD specifications affecting cmissions; launching anationwide move towards unleadcd gasoline; and tightening other gasoline parameters toimprove fucl quality. In addition, the Fuel Elfficiency in the Road Transport Scctor(FERTS) project is promoting inpiovcd vchiclc maintenance practices and a countrywidenetwork of'modern tunc-up Iacilities

7.5 Noise Levels

This section explains how noise levels in and around the projcct corridor will be aff'cctedduring the construction and operation phases, and describes mitigation measures tomanage these impacts.

03/20/03 Environmental Impact Assessment and Miltigation Measures7-9

SEA of Pakislan HIighway Rehabilitation Project

Exhibit 7.2: Traffic Forecasts for Highway Sections in Sindh

-a)-

Road + c + TotalSection o> -', °

0 ~~~~~ ~~~~ ~~~ ~~~~,+ ~~~~~~ .2~~~~~~ ~~~ Vehicles°~~~~~~~~~~~~~~~~~~~~~~~~~~~:~ Co -t N a 32u69o. cs + & > O4m 50 o su°cEj co a. < C lrr Z rz V4 rr: rr rr cc !,l .L0 > i::- 3

Karachi- 2001 66 1,975 57 1,628 190 414 3,031 2,280 1,228 493 213 321 101 4 2 7 2 12,012Hyderabad 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 28i 612 4,478 3,369 1,814 728 315 474 149 6 3 10 2 17,7462014 124 3,724 107 3,070 358 781 5,715 4,299 2,316 930 402 605 190 8 4 13 1 22,6482019 151 4,531 131 3,735 436 950 6,954 5,231 2,817 1,131=489 736 232-9 5 16 1 27,5542024 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- 2 00 1 342 2,321 0 911 520 472 3,020 2,188 1,402 291 47 106 3 7 16 0 37 11,681Hala 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 17,2332014 644 4,376 0 1,718 981 889 5,695 4,125 2,643 548 89 200 6 13 30 0 25 21,9822019 784 5,324 0 2,090 1,194 1,082 6,928 5,019 3,216 667 108 243 7 16 37 0 21 26,7362024 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 9,524Nawabshah 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 14,0242014 594 1,963 0 1,099 253 901 5,804 4,165 2,250 349 132 211 6 45 58 0 46 17,8762019 723 2,388 0 1,338 307 1,097 7,061 5,068 2,737 424 161 257 7 55 71 0 39 21,7332024 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...


SEA of Pak-istan Highway Rehabilitation Project

.Continued

Road in in e~i O $ U U U oX -x * TotalRoad in -i , + +NooSection 2 2 x Vehicles

(5 - k ~~~~- ~ 0 CD U 5 Vehicles*~~'J ~C~ 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

Moro- 2001 426 869 165 403 182 276 2,064 1,984 1,104 124 27 82 1 41 28 22 57 7,855Ranipur 2004 493 1,006 191 467 211 320 2,389 2,297 1,278 144 31 95 1 47 32 25 52 9,079

2009 629 1,284 244 595 269 408 3,049 2,931 1,631 183 40 121 1 61 41 33 45 11,566

2014 803 1,639 311 760 343 520 3,892 3,741 2,082 234 51 155 2 77 53 41 38 14,743

2019 977 1,994 379 925 418 633 4,735 4,552 2,533 284 62 188 2 94 64 50 33 17,923

2024 1189 2,426 461 1,125 508 770 5,761 5,538 3,082 346 75 229 3 114 78 61 28 21,794

03`20103 Environmental Impact Assessment and Mitigation Measures7-ll

SEA of Pak-istan !lighwsay Rehabilitation Pr-oject

Exhibit 7.3: Traffic Forecasts for Highway Scctions in Punjab

Road ~~~~~~~~~~~~~~~~~~~~~~~ ~ 6TotalSection b z , ' N.o

N esj ~~~~~r- 'J i.Z\J --C\ IO.o

a) CO~~ Z, , . ~2 Vehicles

Mian ~~2001 715 1,469 31 1,122 27 334 1,840 1,051 423 64 40 52 25 35 135 31 140 7,534Channu- 2004 828 1,701 36 1,299 31 387 2,130 1,217 489 74 47 60 29 41 156 36 128 8,687Chichawatni --- -------

2009 1,057 2,171 45 1,658 39 494 2,718 1,553 624 94 60 77 38 52 199 45 110 11,034

2014 1,349 2,770 58 2,116 50 631 3,469 1,982 797 120 76 98 4 8 66 254 58 94 14,037

2019 1,641 3,371 71 2,574 61 767 4,221 2,411 969 146 93 119 58 80 309 71 81 17,044

2024 1,997 4,101 8 6 3,132 74 933 5,135 2,933 1,179 178 113 145 7 1 9 8 376 8 6 7 0 20,707

Chichawatni 2001 390 1,876 3 8 895 6 2 318 1,913 1,216 615 5 6 3 8 8 5 3 7 54 108 4 3 i11 7,856-Sahiwal . - - -------------- ----- - ------------- -----.- ------..

2004 452 2,171 4 4 1,037 7 2 368 2,215 1,408 712 6 5 4 4 9 8 4 3 6 2 125 5 0 101 9,067

2009 577 2,771 57 1,323 92 470 2,826 1,797 908 83 57 125 55 80 159 64 87 11,530

2014 736 3,537 72 1,688 117 599 3,607 2,294 1,159 105 72 160 70 102 203 82 75 14,680

2019 895 4,303 8 8 2,054 142 729 4,389 2,791 1,411 128 88 195 85 123 247 100 64 17,833

2024 1,089 5,236 107 2,499 173 887 5,340 3,395 1,716 156 107 237 104 150 301 121 55 21,674

Shahdara- 2001 1,330 11,095 1,902 2,483 518 1,194 3,004 999 248 41 40 94 12 22 145 10 48 23,184roahdeln 2004 1,540 12,844 2,201 2,875 599 1,382 3,478 1,156 287 47 46 109 14 26 168 12 43 26,827

2009 1,965 16,393 2,810 3,669 765 1,763 4,438 1,476 367 60 58 139 18 33 214 15 37 34,221

2014 2,508 20,922 3,586 4,683 976 2,251 5,665 1,884 468 76 75 178 23 42 273 19 32 43,660

2019 3,052 25,454 4,363 5,697 1,188 2,738 6,892 2,292 569 93 9 1 216 28 5 1 332 23 28 53,107

2024 3,713 30,969 5,308 6,931 1,445 3,331 8,385 2,788 693 113 110 263 34 62 404 28 24 64,604

Continues

03t20103 Environmental Impact Assessment and Mitigation Measures7-12

SEA of Pak-ivtan Highway Rehabilitation Project

Continued

Road u~~~~C, Q ,, + Total

Section ~~~~~~~~~~~~~~&,~~ (Ni (N C\ ~ ., - Vehiclestn -a t :~~~3 'a N 10 -EJ o,J C CO CO Lahorelink Ivo.oF~~~~~~~~~~~~~~~~~~~~~~C IJQU. - - - .Q ON - +~ ~ ---- ~Lahre ink 2001 1,452 14,514 1,576 1512 102 2,397 4,322 733 144 21 42 65 17 27 308 10 172 27,413ro ad- --- __-__-_--------

- - --Gujranwala 2004 1,680 16,801 1,825 1,751 119 2,775 5,003 849 167 24 48 75 20 31 356 11 157 31,6922009 2,145 21,443 2,329 2,234 151 3,542 6,385 1,083 213 31 61 96 25 40 454 14 135 40,3822014 2,737 27,367 2,972 2,852 193 4,520 8,149 1,382 272 39 78 122 32 51 580 18 116 51,4822019 3,330 33,297 3,616 3,470 235 5,500 9,915 1,682 331 4 7 9 5 149 3 9 62 706 2 2 100 62,5952024 4,052 40,511 4,399 4,221 286 6,691 12,063 2,046 403 58 116 181 48 76 858 27 86 76,120

Turnol- 2001 410 17,541 488 2,613 438 2,677 7,981 1,265 140 32 17 39 18 52 324 6 136 34,177Chablat ----- --- ---2004 475 20,306 565 3,025 507 3,099 9,239 1,464 162 37 20 45 21 60 375 7 124 39,531Turnol- -

Taxlla 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 33,076 920 4,927 826 5,048 15,049 2,385 264 60 32 74 34 98 611 1 1 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 78,1752024 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

Turnol- 2001 984 11502 407 2,048 426 1,763 4,955 707 86 16 16 22 43 11 173 6 29 23,194Chablat-------- .- --------2004 1,139 13,315 471 2,371 493 2,041 5,736 818 100 1 9 1 9 25 50 1 3 200 7 26 26,843Turnol-

-----Taxila 2009 1,454 16,994 601 3,026 629 2,605 7,321 1,045 127 24 24 3 3 64 1 6 256 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 1 1 20 43,701

2019 2,257 26,388 934 4,698 977 4,045 11,368 1,622 197 37 37 50 9 9 25 397 1 4 1 7 53,1612024 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

03120103 Environmental impact Assessment and Mitigation Measures7-13


Exhibit 7.4: Traffic Forecasts for Highway Sections in NWFP

Road ~ ~~~V c C4 Totalzi (NJC\

Section c nk c, a

Nowshera- 2001 337 14,043 614 1,269 745 1,435 3,169 461 36 33 7 28 4 26 76 3 62 22,348Pabbi 2004 390 16,257 711 1,469 862 1,661 3,669 534 42 38 8 32 5 30 88 3 57 25,855

2009 498 20,748 907 1,875 1,101 2,120 4,682 681 53 49 10 41 6 38 112 4 49 32,975

2014 635 26,480 1,158 2,393 1,405 2,706 5976 869 68 62 13 53 8 49 143 6 42 42,065

2019 773 32,217 1,409 2,911 1,709 3,292 7,270 1,058 83 76 16 64 9 60 174 7 36 51,164

2024 941 39,197 1,714 3,542 2,079 4,005 8,845 1,287 100 92 20 78 11 73 212 8 31 62,236

Pabbi- 2001 425 14,683 1,409 1,802 2,377 1,809 3,217 492 26 2 23 24 3 33 115 7 85 26,532

Peshawar 2004 492 16,997 1,631 2,086 2,752 2,094 3,724 570 30 2 27 28 3 38 133 8 78 30,693

2009 628 21,693 2,082 2,662 3,512 2,673 4,753 727 38 3 34 35 4 49 170 10 67 39,141

2014 801 27,687 2,657 3,398 4,482 3,411 6,066 928 49 4 43 45 6 62 217 13 57 49,927

2019 975 33,685 3,233 4,134 5,453 4,150 7,380 1,129 60 5 53 55 7 76 264 16 49 60,723

2024 1,186 40,984 3,933 5,030 6,635 5,049 8,979 1,373 73 6 64 67 8 92 321 20 42 73,862

03120103 Environmental Impact Assessment and Mitigation Measures7-14

SEA of Pakistan Highway Rehabilrtainon Projeci

Exhibit 7.5: Air Quality Forecasts for Selected Highway Sections (8 m)

Maximum Hourly Concentrabons

CO ppm NO, ppb SOx ppb PM1o g/rM3

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

Moro-Ranipur Village Muhammad Pur 527-528 1 5 3 0 60 89 177 354 29 57 114 82 164 328

Tumol-Chablat Village Taxila 1574-1575 70 9 9 18.1 413 585 1,067 133 188 344 156 221 403

Turnol-Chablat Wah Cantt 1580-1581 3 0 4 3 8 0 177 256 472 57 82 152 363 524 968

Ratios NOx/CO = 59, SOx/CO = 19

Exhiibit 7.6: Air Quality Forecasts for Selected Highway Sections (20 m)

Maximum Hourly Concentrations

CO ppm NOx ppb SOx ppb PM,o ,ug/ms

Segment Location Chainage (km) 2002 2009 2024 2002 2009 2024 2002 2009 2024 2002 2009 2024

Hyderabad-Hala Village Sekhat 188-189 1.6 24 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 305-306 a 1 0 2.0 a 59 118 a 19 38 27 27 54

Moro-Ranipur Village Muhammad Pur 527-528 a 1.5 3.0 a 89 177 a 29 57 34 34 68

Tumol-Chablat Village Taxila 1574-1575 4.7 7 0 12 3 275 413 723 89 133 233 104 156 273

Turnol-Chablat Wah Cantt 1580-1581 2 3 3 3 60 138 197 354 44 63 114 282 403 726

Ratios, NOx/CO = 59, SOx/CO = 19

a Values below 0 1 cannot be calculated.

03120103 Environmental Impact Assessment and Mitigation Measures7-15


Exhibit 7.7: Air Quality Forecasts for Selected Highway Sections (50 m)

Maximum Houriy Concentrations

CO ppm NOx ppb SOx ppb PM1o pg/im

Segment Location Chainage (km) 2002 2009 2024 2002 2009 2024 2002 2009 2024 2002 2009 2024

Hyderabad-Hala Village Sekhat 188-189 __ 0.8 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 Shahpur Jehanian 305-306 a a 1 0 a a 59 a a 11 27 27 27

Moro-Ranipur Village Muhammad Pur 527-528 a a 1.5 a a 89 a a 17 34 34 34

Turnol-Chablat Village Taxila 1574-1575 2 9 3 5 6.4 172 207 379 33 39 72 65 78 143

Turnol-Chablat WahCantt 1580-1581 1 3 1 7 3.0 79 98 177 15 19 34 161 202 363

Ratios NOxlCO = 59; SOx/CO = 19a Values below 0 1 cannot be calculated

03120/03 Environmental Impact Assessment and Mitigation Measures

7-16

SEA of Pak-i van Ihighvvav Rehabilitation Project

7.5.1 Impact on Noise Levels

Noise generated by construction machinery and subsequently by vehicular traffic duringhighway operation, is likely to affect sensitive receptors located within about 50 m of thehighway. These include 21 schools and four health centers, none of which are currentlyprotected by adequate noise barriers, eg, walls or vegetation barriers.

The average daytime and nighttime measured noise levels for Phase I highway sectionsand projected noise levels at a distance of 50 and 100 m from the highway aresummarized in Exhibit 7.8.


Mitigation measures to protect existing sensitive locations from high noise levels in thelong term, include raising boundary walls facing the highway for sensitive receptors suchas schools and hospitals, and altering the occupation and utilization patterns of thesebuildings to shift frequently occupied areas away from the highway.

Under highway regulations, the construction of buildings is not allowed within 34 m fromthe centerline of the highway. The NHA will strictly monitor such irregularities in future,and seek the assistance of the National Highway and Motorway Police (NHMP) inkeeping the highway clear of cncroachments.

7.6 Biological Environment

Maps included in Exhibits 5.1 to 5.12 show the reserve forests protected in the projectcorridor. The impact on flora and fauna and corresponding mitigation measures aredescribed below.

7.6.1 Flora

Although certain sections of the Col 2 lie near reserve forests, the proposed constructionactivities are not expected to affect surrounding vcgetation to any significant degree.Apart from five protected areas as indicated in Exhibit 5.25, most of the forests locatcdnear the project corridor generally fall more than 500 In away from the highway.

Impact on Flora

Tree clearing will be necessary along avenue plantations on sections where the roadembankment needs to be raised and widened An estimated 600 mature trees will needto be cleared in the course of two of the four rehabilitation projects planned underPhase 1, ie, Hyderabad-Hala and Hala-Moro. If immlatLure trccs are also taken intoaccount, the total damage to the plantation will be in the range of 1,100 to 1,200 trcesof various ages. In terms of the total reported population of trees along the projectcorridor, the damage falls within a rangc of 0 4 to 0.5% of the existing trec populationwithin the project corridor.



Exhibit 7.8: Estimated Noise Levels for 2009 and 2024

No. of Vehicles' Noise Level at 5Gm Noise Level at lOOm Noise Level at 50 m Noise Level at 100 mSector (2009) (2009) (2024) (2024)

Day Night Day Night Day Night Day Night Day NightKarachi-Hyderabad 3,391 7,464 52.2 58.5 46.2 52.6 56.6 64 50.6 58Hyderabad-Hala 5,487 6,241 56.4 57.5 51.5 51 5 57 9 61.3 51.8 55.3Hala-Nawabshah 7,221 7,658 58.8 59.3 52 8 53.3 60.1 61.5 54.1 55 5Nawabshah-Moro 4,190 5,851 53.9 56.9 48.3 50.9 60.2 62.3 54.2 56 3Gujranwala-Wazirabad 12,057 6,493 63.2 57 8 57.2 51 8 68 9 63 5 62 9 57 5Wazirabad-GujranwaIa 23,384 12,642 68.9 63 6 63 57.6 74 1 68 8 68.1 62.8Kharian-Gujranwala 20,213 9,978 67 7 61.6 61.7 55 6 73 65 67 59

Taxila-Turnol 32,707 14,694 71 9 64 9 65 9 58 9 77 2 70 3 71 2 64.3Chablat-TaxaLa 22,261 11,987 68 5 63 2 62.5 57 2 74 1 68.7 68 1 62 7Pabbi-Nowshera 23,083 3,184 ___68.9 51 6 62 9 45.6 73 9 58 1 67.9 52.1Pabbi-Peshawar 21,417 9,112 68 2 60.8 62 2 54 8 73 4 66 6 67 4 60 6

*Traffic count (day and night) provided by design consultants (ECIL)


SEA of Paokiian -fighwav Rehabl/itation Project

Mitigation Measures

In general, the contractor will ensure that there is minimal disruption to the area'svegetation. Trees or shrubs will be felled only if thcy impinge directly onto sitesdemarcated for permanent works or necessary temporary works.

A tree plantation program has been incorporated into the outline project design tocompensate for the anticipated loss of vegetation during construction activities.Contractors will be required to establish project facilities on waste/barren land rather thanon forested or agriculturally productive land. Whilc clearing away scrub and bushes maybe unavoidable, the cutting of trees will be minimized.

7.6.2 Fauna

Out of a total of 16 protected areas located along the project corridor, only five lie within500 m of the highway. These areas are poorly populated by common species (seeSection 5.4.2), and no rare or endangered wildlife species have been reported here. Thewildlife 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 wildlife departments toensure that there is minimal disturbance to the arca's wildlife during construction. Atpresent, there are no plans for rehabilitating or repopulating these protected areas withwildlife.

7.7 Socioeconomic and Cultural Environment

The impact of the project on construction workers and local communities, as well as onstructures or sites of cultural and religious significance is discussed in this section.

7.7.1 Highway Access and Safety

Impact on Local Communities

The general mobility of both local residents and their livestock in and around theconstruction arca is likcly to be hindered during construction works. Moreover,unmonitored construction activities, cg, blasting, may creatc an accident risk for localresidents, particularly their children

The most pressing concern expressed during stakeholder consultations (see Section 6)was the potcntially large numbcr of humllan and livestock fatalitics as a result of highwayaccidents caused by unchecked speeding, and exaccrbatcd by the highway's increasedvolume of traffic during the operation phase A second source of risk is the concentrationof commercial activity along the projcct corridor as vendors operating within the RoWinvariably cause traffic/safety hazards The lack of bus bays and parking areasencourages bus drivers to stop their vehiclcs on the carriageway when collectingpassengers, crcating hazards for oncoming traffic.

03/19103 Environmental Impact Assessment and Mitigation Measures7-19

SEA of Pakistan Hlighway Rehabilitation Project

Mitigation and Safety Measures

The contractor and supervision consultants will incorporate provisions for highway safetyfacilities to reduce the safety risks faced by pedestrians. These will include improvedintersections on side roads and village tracks, traffic control devices particularly wherethe highway lies near inhabited or protected areas, and public facilities including bus bayswith passenger waiting sheds and latrines, service lanes, footpaths, pedestrian-crossingfacilities, and fences.

The contractor will be required to adopt good engineering practices to minimize safetyand health hazards among its workers as well as the local population. All necessarymeasures will be taken to ensure the safety of traffic during construction, includingbarricades erected as required by the NHA/NHMP. As far as possible, construction workwill be coordinated such that one carriageway at a time is upgraded on any one section,leaving the other available to serve dual traffic. Special attention will be paid to sectionswhere ribbon development is extensive, such as the Turnol-Chablat section.

7.7.2 Interaction with Local Communities

The presence of migrant construction workers inevitably causes some degree of socialunease and even active disputes with the local community as a result of culturaldifferences. Potential social conflict will be contained by locating campsites at least500 m away from local settlements, and sensitivity towards local customs and traditionswill be encouraged. Good relations with local communities will be promoted byencouraging contractors to provide opportunities for skilled and unskilled employment tolocals, as well as on-the-job training in construction for young people. Local vendorswill be supplied with regular business by purchasing campsite goods and services fromthem.

7.7.3 Structures of Cultural or Religious Value

About 24 mosques and 16 graveyards/shrines are located within the RoW of the Phase Isections, although none fall within the constmiction limit and area of direct impact asdelineated by the Col 1. The contractor will be required to take into account the sanctityof graveyards and buildings of religious significance cncountered during construction bymarking such sites with flags and exercising due care when using construction equipmentnear these areas.

No known archaeological site is locatcd within the Col 2 (200 m from the cdge of thehighway). However, the contractor will be required to instruct constniction crews andsite supervisors in archaeological site recognition, conscrvation procedures, andtemporary site protection. In case of a chancc excavation, the contractor must halt workat the site immediately and notify the Department of Archacology and Museums throughthe NHA.


SEA of Pa,k ¶tan Highwqy Rehabilitation Project

8. Land Acquisition, Resettlement, andCompensation

This section addresses the issues that will arise as a result of land acquisition andresettlement of squatters currently located within the project corridor's RoW.

8.1 Land Requirements and Occupation

As far as possible, the existing and additional carriageways under Phase I and II of theproject will be upgraded within the cxisting RoW. The only cxception to this is a bypassthat will be constructed to skirt a small town (Matiari) in Sindh; this will involve theacquisition of privately owned land.

Encroachments and squatting within the RoW is common on almost all sections of theproject corridor. Squatter settlements are thosc 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 settlements locatedalong the project corridor are primarily concentrated in areas where niral settlements andtowns are located fairly close to the highway. Thesc settlements are gencrallycommercial in nature, and rarely residential. Encroachers are property or landownerswho have occupied a portion of public land by cxtending their existing adjacent landholdings into the RoW; they are not normally entitled to support, unless classified asvulnerable.

Temporary land acquisition by contractors for setting, up campsites, asphalt plants andextracting borrow material has been discussed in Section 7.2.1.

8.2 Process of Land Acquisition

As mentioned earlier, the bypass at Matiari Town on the Hyderabad-Hala section is theonly segment where land acquisition is required to extcnd the RoW. The bypass for theACW has already been constructed, but the bypass lor the ECW of this section willinvolve acquiring about 4 ha of land in the subuirbs of the town where ncw rcsidentialdevelopment is already underway.

For the purposes of the project, land acquisition will proceed in accordancc with the LandAcquisition Act (LAA), 1894; the process of acquisition is described bclow:

* Under Scction 4 of the LAA, the acquiiring department submits an application tothe land acquisition collcctor (LAC) lor the acquisition of land. The notification'spublication date fixes the date for detcrminingl the market valuc of the land underacquisition.

* Following the publication of'notification, land may be acquired through privatenegotiation or compulsory acquisition.

03/19/03 Land Acquisition, Resettlement, and Compensation8-1

SEA of PaAi van Highway Rehabilitation Project

D' The area's commissioner issues notification of the intent to acquire land for apublic purpose under Section 5, following which, any party interested in that landmay object to the acquisition within 30 days of the notification. This grievanceredressal mechanism allows people to lodge applications to rectify ownershiprecords where necessary, delete the propcrty of an individual from acquisition, orregister any objections to the proposed land acquisition.

tD A final declaration stipulating that a specific plot of land is required for a publicpurpose is issued by the provincial government under Section 6, within sixmonths of the publication of notification under Section 5.

D Under Section 7, the LAC is given jurisdiction to acquire the land, followingwhich, under Section 8, he is bound to re-demarcate the land required inaccordance with changes in ownership records or valid objections raised byaffected 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 anyparties possessing any interest in the land.

> The LAC makes his award under Section 11, stipulating the correct area of theland, and the amount and apportionmcnt of compensation among interestedparties.

> Under Section 16, the governmcnt becomes owner of the land on takingpossession, which under the LAA, is not conditional upon the payment ofcompensation.

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 ofconstruction activities is likely to occur. This limit will vary along the length of theproject corridor according to site-specific conditions, and squatters located within thisarea will need to be relocated. A documented 588 squatters' structures lie within theRoW of the Phase I sections; of these, only 28 will need to be relocated duringrehabilitation works under Phase I (Section 8.4 explains how many of these structureswill be compensated). An initial estimation based on prclimlinary surveys of the projectcorridor indicate that during Phase 11, approximatcly 200 stuctuLres within the corridor ofimpact will need to be relocated. Field surveys carried out in seven of the highwaysections proposed for improvemcnt indicate that constructioni works will not disrupt anypublic infrastructure tinder Phase 1.

In areas of ribbon dcvelopment wherc squatters havc established businesses within theRoW, the Col I will be kept as close as possible to the construction limit. In opcn areaswith minor ribbon developmcnt, wheCIC squatters havc raised the level of their occupiedarea to the road level, the distance of the construction limit from the central line of thecarriageway is much shorter than it would have bcen if the cmbankment were resting on

03/19103 Land Acquisition, Resettlement, and Compensation8-2

SEA of Pakl,lan HighwaY Rehabilitation Projec

natural ground. The Col I limit of 2.5 m from the construction limit fixed for open areaswill therefore apply (see Section 5.1.1).

However, where squatters' structures are located on natural ground with enough marginfor the construction of an embankment and toe ditch/drain, the Col 1 limit will be kept asnear the construction limit as possible in order to avoid unnecessary resettlement.

8.3.2 Displacement of Squatters Under Phase IOf the six sections that fall under Phase 1, only two sections, ie, Hyderabad-Hala andHala-Moro have squatters' structures located within the Col 1. Exhibit 8.1 depictssection-wise statistics for the various types of squatters' structures falling within the Col1 of the project corridor's Phase I sections. Their details are as follows:

*' Of 65 structurcs located within the RoW of the Hyderabad-Hala section, 16structures, ie, 14 mobile vcndor units and two thatched sheds fall in the Col 1.

*. Of 179 structures located within the RoW of the Hala-Moro section, only 12 willbe affected. These include fourpuicca (brick-built) shops, five shop cum thatchedsheds, two kiosks, and one thatchcd shed.

i The remaining Phase I sections, ie, Karachi-Hyderabad, Gujranwala-Kharian,Turnol-Chablat, and Nowshera-Pcshawar, havc no squattcrs' structurcs fallingwithin the Col 1.

In total, 28 structures and the business income of 36 PAPs, ic, 26 squatter-owners, twosquatter-tenants, six squatter-employces, and two abscntee owners, will be affected oncetheir commercial facilities are removed from the Hyderabad-Hala and Hala-Morosections (see Exhibits 8.2 and 8.3 for details).

The project's RSP contracts will not entail any resettlemlcnt since all squatters'settlements lie outside the Col I limit.


SEA of Pakiv,an Ifighwq'v Rehabil,iation Project

Exhibit 8.1: Squatters' Structures Within Col 1 of Phase I Sections

Section Chainage Town/Village WihnCl1TotalS 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……… …

Scattered1 1

Total 2 14 1 6

Hala-Moro 238 Hala Branch -… - -

240 Sabu Rahu - 1 2 --- 3

256 Goth Panhal Khan 3 3 -- 1 - 7ECW 258 Din1o -- 2

Scattered-…

269 Mashakh…

286 Bachalpur-…

288 Nawab Wali…Muhammad Khan

308 Shahpur Jahania…

Total 4 5 2 -I- 12

Gujranwala-Kharian

Turnol-Chablat

Nowshera-Peshawar

S: Shop K: Kiosk (khokha) H: House TS: Thatched shedVM: Mobile vendor within median

03/19/03 Land Acquisition, Resettlement, and Compensation

8-4

SEA of Pakistan Highway Rehabiitation Project

Exhibit 8.2: Potential Project-Affected Persons on the Hyderabad-Hala Section

Structure Type

ID Chainage Name Nature of Business Status u a 9 8

CD Q E c CN 0 0 O o 0 °° E ok ~ ~ ~ ~ ~ ~~~0 ~~~~c'~~Z W0U 0 0~L 0

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 29s/o Khan Mohommad median; thatched

roof

3022 193076 Achar Cobbler Owner VM Stall with jute 6 x 8 - - - 20,000 - NA 3,000 - - 17s/o Han Chand canopy

3000 193100 Hajli Fish Owner VM Trolley-cart 5 x 3 - - - 5,000 1,000 NA 2,100 - - 30s/o Sathi

3001 193102 M Rafi General merchant Owner VM Stall with jute 5 x 3 - - - 10,000 1,000 NA 2,400 - - 30s/o Ahmed Khan canopy

3002 193105 Allah Ubhai Sweetmeats Owner VM Trolley-cart 3 x 3 - - - 10,000 - NA 3,750 - - 30s/o M Ramzan

3003 193108 Nafeez Ahmed Poultry Owner VM Jute canopy under 8 x 6 - - - 5,000 1,500 NA 2,400 - - 30s/o Shafi Mohammad tree shade

3004 193110 RiazAhmed Generalmerchant Owner TS Thatched roofwith 10x6 - - - 5,000 2,000 1,200 2,100 1 1,000 30slo Soof Khan tmber pillar

3005 193114 Munawar Hussain General merchant Owner VM Stall with jute 3 x2 - - - 3,000 - NA 1,500 - - 30s/o Rasul Bux canopy

3006 193118 HakimAli Tobacco Owner VM Trolley-cart 5x3 - - - 5,000 1,000 NA 1,800 - - 30s/o Allah Dino

Continues



... Continued

Structure Type

ID Chainage Name Nature of Status E 3 S cBusiness : c e)

3007 193125 M lbrahim Fruit Owner VM Stall with jute 5x3 - - - 5,000 1,000 NA 2,100 - - 30s/o Bahuddin canopy

3008 193128 Sahib Khan General merchant Owner VM Jute canopy under 10 x 3 - - - 5,000 1,000 NA 2,100 - - 30s/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 - - 30s/o Ghoush Deenam

3010 193138 Gul Sher Fruit and vegetablesOwner VM Trolley-cart 5 x 3 - - - 5,000 1,500 NA 3,000 - - 30s/o Mithu

3011 193145 Umar Din Fruit and vegetables Owner VM Trolley-cart 5 x 3 - - - 5,000 1,500 NA 3,000 - - 30s/o Bashir ud Din

3012 193150 Shabir Poultry Owner VM Trolley-cart 5x3 - - - 5,000 1,000 NA 3,000 - - 30slo Ghani Deenam

3013 193153 Dhani Bux Poultry Owner VM Trolley-cart 5 x 3 - - - 5,000 1,000 NA 3,000 - - 30s/o Wikew

Structure type Roof 1 = RCC, 2 = RBC; 3 = Tiled, 4 = Asbestos/iron sheets; 5 = Thatched, 6 = OtherWalls I = Mud. 2 = Brick masonry, 3 = Wall plastenngFloor 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 government schedule rates


SEA of Pakistan Highway Rehabiltiation Project

Exhibit.8.3: Potential Project-Affected Persons on the Hala-Moro Section

Structure Type0

2 0 0 0 cc~~~~~~~~e co co co~~~~~~0' 0)Q

0 -(~~~~ z -.- (

354 Chainag NorAhmed Neastureo Status S+S2xO353 1230,0 001,2 ,0

s/o M Shafique ~ ~ ~ ~ o V

s/o Raees ~ ~ ~ ~ - o ~ ~- (0 ~ o- ----- ----- c ~ .o w '

3552 2638 s/oorwr Mohanma Tea stall Owner STS 25x30 35 3 1, 300,000 10,000 18,720 6,000 3 - - 22

35525390 DrGudlSmddHuesi Tobaicc Owner/ K 11x0 3 2 2 75,000 50,000 NA 1,500 - 2,00 202452 s/o Mllahdadecroche

35549 2540602 sM Qaesm Emtobcc Owner/ K+s 67x6 3 - - 100,00 50,000 NA 3,000 shop- 22

S/o Dhuta Kohanmdecoce

3555 256430 M Rafique Tea stall Tenant/l +S 54 3 2 1 150,000 250,000 NA 6,000 Al~lah Dad 25s/o Shamsher Ali encroacherS+ 5 5 4

3556 264s0 o Sukcha0b General merchant Owner S+TS 8x20 3,5 2 1,2 25,000 40,000 20,400 1,500 - -- 27

Continues

03119(03 Land Acquisition, Resettlement, and Compensation

8-7


.Continued

Structure Type

ED- 0~~~~~~~~~~~~~~~

Business ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~6~~ico- o~

it ,~~~~d CIO CZ, 00 J )

ID Chamnage Name Nature of Status a o' <Dcit J E Business i , _,2Oct i

3557 256460 Jave Ahlari aso General merchant Owner S 12x12 1 1 4 50,000 60,000 43,200 1 ,500 - -- 3

3558 256550 ZaoMr Husmain Goods transport Owner 5 30x24 3 2 2 250,000 100,000 94,320 9,000 - -- 27

3559 258600 Halo Shainr Cotton and vvheat Tenant S 30x15 3 2 4 250,000 150,000 99,000 4,500 - - Fareeya Shah 25

,~ ~ ~ ~ ~ ~ ~ ~~~~~~~' ,~ _ , . ,, )

3561o258633 Haji M Moha Tea stall me tOwner/ TS 15x45 2 2 10,000 150,000 NA 3,500 - - - 25sfo M Mithal encroacherS+S54

Structure type Roof 1 = RCC, 2 = RBC, 3 = Tiled, 4 = Asbestosftron sheets, 5 = Thatched, 6 = OtherWalls 1 = Mud, 2 = Brick masonry, 3 = Wall plasteringFloor 1 = Mud, 2 = Brick floor. 3 = Stone, 4 = Concrete

V = Mobile vendor. VM = Mobile vendor within median. TS = Thatched shed, S = Shop, K = Klosk

a Based on the latest government schedule rates


SEA of Pt/ok vat Highivav Rehabilitation Project

8.4 Entitlement Policy Framework Under Resettlement Plan

As discussed in Section 2.1.3, thc governing legislation governing land acquisition andcompensation is the Land Acquisition Act, 1894. The LAA is limited to a cashcompensation policy for the acquisition of land and built-up property, and damage toother assets such as crops, trees, and infrastructure. The LAA does not take into accountthe rehabilitation and resettlement of displaced populations and the restoration of theirlivelihoods.

To address these concerns, a Draft National Resettlement Policy and related DraftNational Resettlement Ordinance were prepared following a national consultativeprocess. Both World Bank policies on resettlement as well as the Draft NationalResettlement Policy provide full protection to squatters. Taking into account therequirements of the LAA, the Draft National Resettlement Policy, and World Bankpolicies, an entitlement policy framework was developed to define compensation for theacquisition of land and built-up property and for resettling project-affected persons(PAPs) operating within the Col 1, and therefore subject to involuntary relocation. Thisis summarized in matrix form in Exhibit 8.4.

The basic principles of the entitlement framework are as follows:

* The NHA will ensure that as far as possible, squatters' business earnings are notaffected by resettlement.

o The NHA will help shift affected squatters to the nearest possible location withinthe RoW, and provide alternative struictres to squatters whose original structLrescannot be moved any further back into the RoW

* The owners of affected strictLres will be allowed to salvage their buildingmaterial.

* Squatters will be provided an income safety net cushioning them against potentialdelays in re-establishing them at alternative sites.

* Encroachments, ie, structures that have been cstablished on proprietary land, partof which extends into the RoW, will removed without any compensation.

Under the entitlement policy framework matrix, the categories of 'loss' entitlingcompensation are defined as follows.

* Privately owned land

* Privately owned, built-up property

* Squatters' commercial structures withini the CoT

* Trees within a residential/commrnercial compotunid

*. Squatter-owned utilities

* Buildings or structLres of cultural or ichigious significance.

Each is described in more detail belowv


SEA of Paki ia,, Highway Rehabilitation Project

Loss of Privately Owned Land

The owner will be entitled to cash compensation for the loss of privately owned land, theownership of which will be verified on the basis of the current record of rights with theprovincial 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 locationunder Section 11 of the LAA. The NHA and LAC will assess the value of the land on thebasis of the most recent survey carried out by provincial revenue staff. Once this valuehas been established, the NHA will be responsible for disbursing all compensationpayments.

If the loss extends to area under crops or trees, the concerned government departments,eg, the provincial agriculture or forest department, xv ill value these assets on the basis ofthe most recent survey. In addition to the market value of the land, the project-affectedperson will be entitled to an additional sum of 15% of the land value in case ofcompulsory acquisition.

Loss of Privately Owned, Built-up Property

The owner will be entitled to cash compensation on a replacement-cost basis for the lossof privately owned, built-up property, the ownership of which will be verified on thebasis of the provincial excise and taxation rccord in the case of urban property, and saledeeds/utility bills in the case of rural property. The value of the property will be assessednet of the value of salvaged material and include the cost of shifting.

As above, the NHA will be responsible for disbursing all compensation payments. Thecontractor will not demolish the structure until the compensation amount has beenreleased.

Loss of Squatters' Commercial Structures Within Cot 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 structurescannot be moved any further back into the RoW will be provided new kiosks, leased bythe NHA under arrangements with the local administration to provide utilities to thesesettlements. Isolated kiosks that fall in areas that are not serviced will be Icased tosquatters at adjusted rates to compensate for this lack of services. Squatter-owners willalso be allowed to salvage their structure material, and helped to shift their personalbelongings to their new location by the NHA.

In order to ensure that squatters' business earnings are not af'fccted by their displacement,they will be given two months' notice before being rclocated. In addition, should therebe any delay in resettlement, squatters will be provided livelihood assistance at a givcnrate until such time that their new kiosks arc ready lor occupation. In order to protectsquatters' employees, this assistance will be made conditional on workers being retainedby their present squatter-employers.

Squatter-tenants who run a commercial business that talls within thc Col I will beentitled to the same facilities described above, apart from] the salvage of buildingmaterial. Absentee squatter-owners who are not currently running a busincss within theCol I will only be entitled to salvage their structurc nmaterial


8-10

SEA ofPaktitan `Ilghw.ay Rehabilitation ProjecI

Loss of Squatter-Owned Assets

Squatters who own any fixed assets, such as hand pumps or boundary walls, that fallwithin Col 1 will allowed to salvage the facilities before they are demolished, and helpedto shift these facilities within 5 km of the original location.

Loss of Trees Within Residential/Commercial CompoundSquatters who either own or rent a compound encompassing trees that need to be clearedwill be allowed to salvage the wood before the trees are cleared.

Loss of Culturally Significant BuildingsShould any structures of religious or cultural significance need to be demolished, theNHA will compensate the existing mosque committee or Imain on a replacement-costbasis. 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 thecase of graves, the LAC will finance the shifting of the graves by authorized communityrepresentatives.

8.4.1 Extent of Resettlement Under Phase IAs shown in Exhibit 8.1, the total number of structures located within the Col numbers16 on the Hyderabad-Hala and 12 on the Hala-Moro section. 14 of these structures aremobile, ie, operated by mobile vendors, and can be moved out of the Col and furtherback within the RoW without incurring any damage. The NHA will compensate and helpresettle the owners of a further ten structures that need to be dismantled. All 24businesses will be entitled to assistance with shifting. The remaining four structures areencroachments and will be removed without compensation or assistance.

03/19103 Land Acquisition, Resettlement, and Compensation

8-11

SE4 of Pakistan Highway Rehabilitation ProjectNote: Exhibit 8.4 stands SUPERCEDED

& Replaced by the 'Resettlement Policy Framework' attached as Appendix-A (pages 24-30) to theEnvironmental 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 ResponsibilityI Loss of Privately Owned Land

Owner of land as Cash compensation in accordance with the Provincial revenue staff (tehsildars) will Land valued based on a fair market LAC inverified by market value following the acquisition process carry out a survey of land pnces based on price as determined by the LAC consultation withupdated revenue laid out in the LAA under non-emergency recent transachons of similar lands, following the acquisition process laid stakeholdersrecord situations, keeping in view the land type, registered for the preceding one year out in the LAA

productivity, location, and record of past around locations where the land is to betransactions acquired

Compensabon for loss of crops and trees as Crops, fruit-beanng and other trees Land class updated based on a cut-off LAC andprovided in the LAA valued by respective departments date department

concemedIn addition to the market value of the land, Compensation paid promptly, in LACthe owner of the land will be entitled to an accordance with the LAA, and pnor toadditional sum of 15% of the land value if takeover of landthe acquisibon was compulsory

Transfer deed and title changed from LAC and NHAthe original owner to NHA

11 Loss of Private, Built-up Property

Owner of Cash compensation on a replacement-cost Replacement cost net of salvage value LACproperty based basis net of salvage value and inclusive of assessed in accordance with theon verified cost of shifting schedule of rates of the provincialdocuments Buildings and Roads Department,

inclusive of currently applicablepremium

Compensation paid promptly, in LACaccordance with the LAA, and pnor totakeover of land

Structure to be demolished once NHAcompensation amount has beenreleased

Continues


SEA of Pakisian Highway Rehabilitation Project

Continued

No Defnition of Definition of Entitlement Additional Facilities Actions ResponsibiltyPAP

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 constructon NHAowner within the RoW to re-establish their and leased a to those squatter-owners whose contract budget for the construction of newoperating business at the nearest appropriate structures cannot be moved any further back kiosksbusiness location in the vicinity of their original from their current location in the RoW

place of business

In cases where new kiosks fall in areas that are NHA to collect lease payments at adjusted NHAnot serviced, lease payments will be adjusted ratesto compensate for the lack of publicutilities/facilities that squatter-owners wouldotherwise be entitled to

NHA to serve notice to affected squatter- NHAowners at least two months prior to the startof construction

NHA to provide the contractor with alternative NHA andsites for kiosks, the construction site within contractorthe reach will not be handed over to thecontractor until these kiosks are completed

NHA to ensure that squatter-owners are NHAcompensated through the provision of leasedkiosks, and provided shifting assistancebefore the construction site is handed over tothe contractor

NHA to enter into a written agreement with NHA, localthe local service provider to manage the new govemment andkiosks, provide utilities, and prevent further service providerencroachments in the resettled area

Squatter-owners will be exempted from lease NHA and local government to forego lease NHA and localpayments for a period that is twice the payments to compensate for delay in govemmentdisturbance period (ie, the period from the date relocationof relocation to the date of resettlement into thenew kiosks)

Continues


SEA ofPakislan Highway Rehabilitation Project

Continued

No Definition of Derinition of Entitlement Additional Facilities Actions ResponsibilityPAP

In case new kiosks are not provided within a period of Livetihood assistance to be paid by NHA NHAtwo months of relocation, squatter-owners will be on a monthly basis (NHA to keepprovided livelihood assistance at the rate of Rs provision in the local component of5,000/month until such tme as the new kiosks are project cost /RMF budget)made available

Owner allowed to salvage building Assistance in shiftng belongings/salvageable material NHA to keep provision in the construction NHAmatenal will be provided to all squatter-owners operating in the contract budget for assistance in shifting

Col 1

Squatter- Squatter-tenants to be resettled New kiosks will be provided within the RoW and NHA to keep provision in the construchon NHAtenants within the RoW to re-establish their leased 8 to those squatter-tenants whose structures contract budget for the construction ofoperating business at the nearest appropriate cannot be moved any further back from their current new kiosksbusiness location in the vicinity of their location in the RoW

original place of business

In cases where new kiosks fall in areas that are not NHA to collect lease payments at NHAserviced, lease payments will be adjusted to adjusted ratescompensate for the lack of public utilibes/facilities thatsquatter-tenants would otherwise be entitled to

NHA to serve notice to affected squatter- NHAtenants at least two months prior to thestart of construction

NHA to provide the contractor with NHA andalternative sites for kiosks; the contractorconstruction site within the reach will notbe handed over to the contractor untilthese kiosks are completed

NHA to ensure that squatter-tenants are NHAcompensated through the provision ofleased kiosks, and provided shiftingassistance before the construction site ishanded over to the contractor

Continues


8-14

SEA ofPakistan Highwvay Rehabilitation Project

Continued

No. Definition of Definition of Additional Facilities Actions ResponsibilityPAP Entitlement

NHA to enter into a written agreement with NHA, localthe local service provider to manage the new government, andkiosks, provide utilities, and prevent further service providerencroachments in the resettled area

Squatter-tenants will be exempted from lease payments for a NHA and local administrabon to forego lease NHApenod that is twce the disturbance period (ie, the period from payments to compensate for delay inthe date of relocation to the date of resettlement into the new relocationkiosks)

In case new kiosks are not provided within a penod of two Livelihood assistance to be paid by NHA on NHAmonths of relocation, squatter-tenants will be provided a monthly basis (NHA to keep provision inlivelihood assistance at the rate of Rs 5,000/month until such the local component of project cosURMFtime as the new kiosks are made available budget)

Assistance in shifting belongings/salvageable material will be NHA to keep provision in the construction NHAprovided to all squatter-tenants operating in the Col 1 contract budget for assistance in shifting

Absentee Allowed to NHA to serve notice to affected squatters at NHAsquatter-owner salvage facilities least two months pnor to the start ofnot operating and materials construction worksbusiness

IV Loss of Community/Privately-Owned Utilities b

Squatter-owner Allowed to NHA to serve notice to affected squatter- NHAsalvage facilities owners at least two months prior to the start

of constnuction

Assistance in shifting salvaged material to a location within 5 NHA to keep provision in the construction NHAkm of the original location contract budget for assistance in shifting

NHA to ensure that squatters are provided NHAshifting assistance before the contractor ismobilized in the concerned reach

Continues


8-15

SEA ofPakistan Highway Rehablitaulon Project

Continued

No. Definition 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 notice to NHAapplicable affected squatters at least two

months prior to the start ofconstruction

VI Loss of Culturally Significant Buildings

Existing mosque committee or Cash compensation on a replacement-cost Replacement cost assessed in NHAImam 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 governmentthe nearest appropnate project budget for providinglocation to reestablish the spacefacility

Assistance in shifting NHA to keep provision in the NHAsalvageable material contract budget for assistance

in shifting

Communitylcaretaker Shifting of graves Assistance in shifting NHA to keep provision in the NHA and local governmentresponsible for graves graves to the nearest contract budget for assistance in consultation with

appropnate location in shifting stakeholders

a Revenue from lease payments will be shared between the NHA and local government

b Community-owned utilities include hand pumps, boundary walls, and other fixed assets that can be salvaged

LAC Land acquisition collectorLAA Land Acquisition Act, 1894


SEA olPaAis1an Thghw%,ay Rehabilitation Project

8.5 Resettlement Monitoring PlanThe approach to be adopted for monitoring of resettlement will be simillar to thearrangements successfully tested by the NHA under previous projects with the localauthorities in Punjab and NWFP The General Manager Lands/Environment (GM LE)will be responsible for super-vising the resettlemcnt program under the entitlement policyframework presented in Exhibit 8.4, and conducting surveys to detcrmine resettlementrequirements.

A resettlemnent committee consisting of the Deputy Director Maintenance, DeputyManager Environment, and the Land Acquisition Collector will be appointed to monitorthe resettlement process and to ensure that it conforms to the entitlemcnt policyframework adopted for the project. Specifically. thic resettlement committee will ensurethat the following activities arc carried out transparenitly and according to acceptablestandards:

> Verifying project-affected persons, specifically squattcrs, on the basis of theirnational identity card numbers/photographs to ensure that only those PAPsrecorded during the census survey are allowed to claim entitlement benefits (seeExhibits 8.1 to 8.3).

E Identifying which public facilities and utilities need to be relocated

i Identifying suitable relocation sites

* Signing leases and recording compensation payments in case of delays

> Providing shifting assistance to displaced squatters.

* Verifying that the amount to be paid as compensation and the schedule ofcompensation is in conformllity with the provisions of the entitlemcnt policyframcwork.

* Recording and addressing the conccrnis of PAPs during and after resettlement.

Given the wide expanse of the project area, it will not be possible to engage a singleNGO to oversee resettlement as a third-party mzonitor. Instead, the concerned area's localauthorities, ic, elected local bodies and administration will be assigned this responsibility,aided by community-based organizations (CBO), where available. The GM LE's officewill liaise with CBO representatives and organize a joint committee to overseercsettlement activities.

8.6 Institutional ArrangementsInstitutional arrangements and responsibilities for land acquisition and resettlement aredescribed in Exhibit 8.4. The staff of the GM LE wvill be responsible for managing landacquisition and resettlement on behalf of the NHA. The Land Acquisition Collector,supported by a valuation commilittee will determine the value of the land, while theprovincial revenue department staff will assess the value of trees/assets on the land to beacquired.


SEA oj Pakiktan Highway Rehabilhtation Project

The NHA will be responsible for the valuation of built-up property, and will also beresponsible for providing compensation for acquLired land, property and structures.

The following activities wll be carried out in collaboration among the contractors, andthe staff of the NHA Project Director and General Managers (Provinces), the LandAcquisition Collector, and stakeholder/community representatives:

D Compensation for the loss of privately owned land and built-up property

> Construction of new kiosks for displaced squatters, provision of shiftingassistance, and subsequent leasing arrangements

D Relocation of existing public and community-owned utilities that fall within theCol I

D Relocation of all culturally significant stnictures falling within the Col 1.

8.7 Proposed Resettlement Budget

Under Phase I, ten new kiosks will be constructed to accommodate displaced squatterswhose structures cannot be moved any further back from their current location in theRoW. The remaining 14 of 24 squatters, whose structures are mobile and can be movedfurther back into the RoW without requiring further relocation, will be provided onlyshifting assistance. The cost of PAPs' rcsettlement under Phase I (including livelihoodassistance if required) is estimated at Rs 678,000, and includes a contingency sum of Rs154,000. In addition, a provisional sum of Rs 6,646,000 has been earmarked forrelocating public utilities, mosques and graves that could potentially be affected in theRoW. The proposed total resettlement budget for Phase I will therefore be Rs 7,324,000.

Under Phase II, approximately 200 new kiosks will be constructed to accommodatedisplaced squatters whose structures cannot be moved any further back from their currentlocation in the RoW. The cost of resettling 200 squatters (including livelihood assistanceif required) is Rs 9,200,000. In addition, the estimated cost of relocating public utilities,mosques and graves will be Rs. 10,226,000 The estimated total resettlement budget forPhase II will therefore be Rs. 19,426,000.

Exhibits 8.5 and 8.6 provide a breakdown of the estimated resettlement costs underPhases I and II of the project, respectively.


SEA ofPa/;stan Highw'ov Rehabilitation Project

Exhibit 8.5: Proposed Resettlemcnt Budget for Phase I

Descnption Quantity Total Cost Rate per Unit(Rs '000)

Construction of new kiosks 10 kiosks 400 40,000/kiosk inclusiveof utility connections

Contingency for loss of 10 businesses 100 5,000/monthlivelihood (two months'delay)

Shifting assistance for 24 businesses 24 Two trips @ 500/trip,businesses ie, 1,000/business

Contingency for 154 -

resettlement

Subtotal - 678 -

Provision for relocation of 76 utility items 76 1 000/utility itemutilities

Provision for replacement 13 mosques 6,500 500,000/mosquecost of mosques

Provision for relocation of 7 graves 70 1 0,000/gravegraves/shrines

Subtotal - 6,646 -

Total 7,324

Exhibit 8.6: Estimated Resettlement Budget for Phase 11

Description Estimated Total Cost Rate per UnitQuantity (Rs 000)

Construction of new kiosks 200 kiosks 8,000 40,000/kiosk inclusiveof utility connections

Contingency for loss of 200 businesses 1,000 5,000/monthlivelihood (two months' delay)

Shifting assistance for 200 businesses 200 Two trips @ 500/trip,businesses ie, 1,000/business

Relocation of utilities 116 utility items a 116 1 000/utility item

Replacement cost of mosques 20 mosques a 10,000 500,000/mosque

Relocation of graves/shrines 11 graves a 110 10,000/grave

Total 19,426

a Cost estimates for Phase 11 have been calculated by prorating Phase I costs relative to the highway lengths being

upgraded under Phase 11, using a factor of 1 5 for RMP sections, and a factor of 0 9 for RSP sections


8-19

SEA ofPPal stan 1Hfighway Rehabihlatnon Project

9. Environmental Management iPNan

The EMP presented in this section is based on the broader environmental issues identifiedin the SEA process. It provides an overall approach for managing and monitoringenvironment-related issues and describes the institutional framework and resourceallocations proposed by the NHA to implement project-specific EMPs.

9.1 Objectives of the Environmental Management PlanThe EMP will help the NHA address the adverse environmental impact of the project,enhance project benefits, and introduce standards of good environmental practice. Theprimary objectives of the EMP are to:

1. Provide the technical details of each project impact, and a correspondingimplementation schedule.

2. Define the responsibilities of project proponents, contractors and other roleplayers, and effectively communicate environmental issucs among them.

3. Define a monitoring mechanism and identify monitoring parameters to ensure thatall mitigation measures are completely and effectively implemented.

4. Identify training requirements at various levels and provide a plan forimplementation.

5. Identify the resources required to implement the EMP and outline correspondingfinancing arrangements.

9.2 Key Environmental Issues

The environmental issues associated with the proposed highway project are discussed indetail in Sections 7 and 8. The key issucs that were considered include:

D' Contamination of air, water and soil during the construction and operation phasesD Borrowing of earth-fill and soil erosion; loss of topsoil due to erosion and

compaction

> Impact associated with the use of water rcsources, such as silting, stagnation andaltered water courses

> Impact of noise generated by vehicles, plants and cquipmcnt during constructionand operation

D Relocation of squatters' structures from the Col I

> Loss of access to the main highway and resulting traffic diversions

> Impact on community safety as a rcsult of accident hazards during highwayconstruction and operation

> Impact on vegetation and wildlile.

3/19/03 Environmental Management Plan

9-1

SFA ofPo sItan Highway Rehabilitation Project

9.3 Institutional Structure

Exhibit 9.1 illustrates the overall organizational structure of the NHA, and shows howthe National Highways Improvement Program (NHTP) will be managed. Exhibit 9.2indicates the key roles and responsibilities assigned within the NHA, and itsinterrelationships with other monitoring agencies.

The NHIP will be managed by a steering committee consisting of the Chairman NHA,the Member Operations, Member Finance, and Membcr Planning. The NHIP's ProgramManagement Unit headed by a project director, will serve as secretariat to the stecringcommittee, with the Project Director responsible for day-to-day project management.The Project Director will be supported by a project coordinator in each of the provinces,assisted by deputy project coordinators assigned to individual contracts for highwaysections. The key roles assigned to NHA staff and consultants are outlined below:

General Manager Lands/Environment

The General Manager Lands/Environment (GM LE), working under the MemberOperations, will have overall responsibility for ensuring compliance with the EMP. Thescope of responsibilities will include:

* Setting up systems for environmental management and supervising environmentaland social assessments.

* Providing support and assistance to the General Manager Planning to ensure thatenvironmental and social considerations are incorporated into the project design.

* Liaising between project and operations staff and the Supervision Consultant'sstaff to monitor environmental compliance during construction, and providingtechnical support where required.

* Coordinating with regulatory agencies including EPAs, local NGOs, andcommunity-based organizations (CBOs) that could assist the NHA in independentreviews of environmental and social compliallce.

P Reporting the progrcss of environmental compliance to the federal and provincial EPAs.

General Manager Planning

The General Manager Planning and his staff are responsible for:

* Supervising the Design Consultant whcn prcparing an outline dcsign and tenderdocuments for project contracts

* Hiring an indepcndent firm to carry out the rcquired environmental and socialassessments of each project

* Hiring contractors and awarding contracts for detailed engineeriig andconstruction, using a competitive bid process

* Coordinating with the GM LE on all cnvironmeiicnit-related ISSties and ensuring thatthe environmental concerns idcntilied in the EIA arc incorporated into thehighway design.

3/19/03 Environmental Management Plan9-2

SEA of PaA, vtan Highway Rehabiltiation Project

Exhibit 9.1: Organizational Structure for National Highway Improvement Program

* Supervision ' NHIP ' Projectsupervision Management Steering t ChairmanConsultan* Unit * Committee

Project. .Director/ A Member Member MemberGeneral ; . Planning Operations FinanceManager* R

.~ ~ ~ ~ ~~~~~~~....... ........................ .....................

ContracsGeneralCnief . _ ~~~~~~~~~~Manager i . ... Ger rlGneral

Resident Planning Manager Manager. Engi neer ! Audils hnance

. . _ ~~~~~~~~~Director. ~~~~~Design

. ~~~~~~~~~~~Director L-. _ ~~~Contracts!

. ~~~~General. ~~~~~~~~~~Manager

Lands _

Project General EnvironmenCoordinator .Manager_

Punjab iPunjab |Resident Deuy|_{Manager Manager Engineer , * Poet Lands Environment Punjab 'Codntrtll-T* I | ~~~~Project | IGeneral .

I ICoordinator |.1Manager Deputy Deputy| .. | ~NWFP | | NWFP | Manager Manager

| eient Deputy | Lands Enviroinmentn i ngeer I* IIProject I

| NWFP | | I 1 | CoordinatorI I I | ~~~~~Assistant |Assistant|| | ~~~Project . General |Manager |; Manager

| Coordinator Manager | Lands ||Environment I | ~~~Siindh l I Sindhi

*|Resident |.|Dpt |Engineer D Poepui || Sindh |.|Coordinatorl eea

--------- K-*--------- | ~Manager | | ~~~~~~~Balochilsan|

|Contractors

3/19/03 Environmental Management Plan

9-3

SEA of Paki ian Highway Rehabliltainon Project

Exhibit 9.2: Environmental Management Organization

Ccncral Manar Project Director General Manager(PIanning) IPIoject Management Unil) (LandseEnvironment) I

* Project design t Highway construction t EtA approvals I Environmr-ntal Agencies Iii, Project design 1 Highiway 0+M P~ Environmental c-oordination i ______________o Selection of contractors * Environmental compiance and reporting . Pakstan EPAfi

and monitoring E Technical support for Pakin EPA tcompliance and monitoring m Provinaal EPAsIEPD

. . .. *~~~~~~~~~~~~~~~~P ResettlementLarnd acquisition (Manager .Lands) I ___

GDveinmenI Departments I

..__''''__ _ ' ' ' ' _ ___ h * Local governnent I____________ -- ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-Forest and Wildlife Departmnent.De.lgn c~nsitantn i Su,gu'dmeion Cor,..uitant * Department of Archaeology

I and MuseumsI> Outline design I ConstruLion su;erviuion I* Tender documnents I.- SupervisIon of __i I* Approval of detailed environmental compliance I

engineering design and rnonionnL iJGosI Univer;ls and I

_____ ______________ _________ I I I _ _ _ _ _ _ _ _

I a Universities

* Researd) institutionis

f 7 T . . . . . . . ._ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Contracto>rs_

The World Bank* Detailed engineering __.

* Constructon* Environmental compliance I * Environmental and soaal

In construction , specialists ,

L ____________________________________________________ I


SEA of Pakistan IIighwva Rehabilitalion Project

Project Coordinators and General Managers (Provinces)

The Project Coordinators will be responsible for handling the NHA's (as the Employer)obligations with respect to the RMP contracts assigned to their respective provinces. TheDeputy Project Coordinators assigned to these individual construction contracts will beresponsible for ensuring that the provisions of the EMP are implemented in theirconstruction areas. The regional General Managers responsible for highway maintenanceand operations will liaise with the Project Coordinators in order to manage traffic andconstruction activities within the RoW and corridor of impact.

Supervision Consultant

The Supervision Consultant engaged by the NHA xvill be designated as the"Engineer/Project Manager", and will be responsible for supervising all aspects of thecontractors' performance. The Supervision Consultant will ensure that:

D The contractors fuilfill their environmiiental obligations during the constructionphase of the project

D. The contractors carry out the speciific environmental mitigation measures assignedto them under their contract in accordance wvith the EMP.

The Supervision Consultant will also assist the GM LE in coordinating with the EPAs,provincial agriculture, forest and wildlife departments, NGOs/CBOs and otherpublic/private sector organizations. In addition, the Supervision Consultant, who willalso continue during Phase II of the project, will assist the GM LE in environmentalmonitoring and assessing the long-term impact of highway operation.

9.4 Integrating the EMP with the Project

Project-specific ELAs and EMPs will incorporate mitigation measurcs for specifichighway sections. The salient features of the environmental management framework forvarious phases of the project are summarized bclow:

Design Phase

The design consultants engaged by the NHA have prepared an outline design for theproposed highway. The contractors will be responsible for preparing a detailedengineering design according to the critcria and spccilications provided in the outline.The environmental and safety features being implemicnited during the design phase arelisted below.

Provisions for Environmental Impact Mltigation

D Location of key projcct facilities at least 500 m awvay 1rom inhabited or protectedareas. Project facilities include contractors' camlps and facilities, ie, storage,equipment parking and washing areas; sourccs of borrow material/carth-fill;aggregate quarries; asphalt plants; access roads lor haulage; and disposal sites andprocedures for the safe disposal of'surplus constnuction and waste material.


SEA of Pao Van Highayvv Rehabilitation Project

* Assessment of repair works required on existing cross-drainage structures;assessment of appropriate locations and required capacities for new cross-drainage structures across highway embanknments to protect nearby areas fromflooding.

* Outfalls for the highway median and side drains to divert surface run-off from thecarriageway, and protect ribbon development areas and settlements.

* A tree plantation program to compensate for the anticipated loss of vegetationduring construction activities, and to help mitigate the environmental impact ofhighway operation.

* Appropriate measures for slope protection, ie, vegetation and stone pitching.* Sampling analysis plan for monitoring air quality, noise levels, and water and soil

contamination.

Provisions for Highway Safety

* Traffic diversion routes, detour roads, and temporary pedestrian/livestockcrossings to be operational during construction

* Highway safety audits and a demarcation of accident-prone junctions demarcatedin order to improve the horizontal and vertical geometry, and reduce conflictingmovement during operation.

P Roadside furniture and traffic control devices, including information andcautionary signs, signals', traffic diversion and flow markings, particularly wherethe highway lies near inhabited or protected areas.

* Improved intersections on side roads and village tracks, eliminating bottlenecks.

* Public facilities, including bus bays with passenger waiting sheds and latrincs,service lanes, footpaths, pedestrian-crossing tacilities, and fences.

Pre-Construction Phase

The following activities will be carried out prior to construction works.

* Identifying sites for labor camp/equilpment storage and borrowing earth fill,subject to the approval of the supervision consultant.

E Resettling project-affected persons and disbursing compensation for the loss ofland, property, or other assets under the entitlement policy framework matrixframed under the resettlement plan (see Section 8.4).

* Relocating publicly and privately owned utilitics and culturally valuablestructures.

* Transplanting young trees and planting saplings to compenisate for the tree fellingexpected during construction.

1 Highway safety devices to match the specifications of the (NTRC) manual of signs, signals and roadmarkings, July 1989

3119103 Environmental Management Plan9-6

SEA of Pokia 9tn Highw'av Rehabilitation Project

• Constructing boundary walls around sensitive receptors such as schools andhospitals, to reduce the impact of noise generated during construction andoperation.

• Initiating a road safety awareness campaign among roadside communities settledalong project reaches.

• Assessing the availability of water to evaluate the impact on communityresources, and seeking approval from the authorities concerned prior to tappinglocal water resources.

Construction Phase

Mitigation of Impact on Land

The following activities will be carried out to mitigate the project's impact on landresources.

> Limiting the excavation of earth fill to an approximate depth of 50 cm, andstripping and stockpiling the top plough laycr to redress the land after the requiredborrow material has been removed.

> Training the contractors' workforce in storing and handling materials andchemicals that can potentially cause soil contamination.

> Constructing side drains and median drains to prevent flooding on thecarriageways.

> Constructing an adequate number of bridges and culverts across highwayembankments and water channels, and ensuring that these are regularly monitoredand cleaned.

> Protecting embankments from erosion by planting indigenous vegetation, orconstructing stone pitching or a riprap across the embankment.

> Ensuring that solid waste generated during construction and at campsites isproperly treated and safely disposed of only in demarcated waste disposal sitesapproved by the supervision consultant.

> Rehabilitating ditches and borrow pits to milliniize erosion and to avoid creatinghazards for people and livestock.

> Monitoring the process of rcstoration to that landowncrs are compcnsatedaccording to the tcrms of their lease agreemcnts, and that the rcstoration actionsagreed upon by thc contractors are duly carricd out.

Mitigation of Impact on Water Resources

The following activities will be carried out to mitigate the project's impact on waterresources.

> Establishing construction camps away from local settlements, and in arcas withadequate natural drainage channcls in order to facilitatc thc flow of treatcdeffluents.


SEA ofPaA7slan Highway Rehahbihiailon Projec;

* Treating wastewater effluent before discharging it into natLural strcams, andpreventing potential groundwater contamination by disposing of scarified/scrapedasphalt in borrow pits and natural depressions laid with impervious liners.

*. Maintaining close liaison with local communities to ensure that conflicts, if any,related to the utilization of water for project purposes are resolvcd quickly.

Mitigation of Impact on Ambient AirThe following activities will be carried out to mitigate the project's impact on ambient airquality.

*. Locating quarry areas and asphalt plants downwvind from inhabited or protectedareas, and equipping plants and vehicles with dust control devices.

o. Reducing dust emissions on diversion tracks by sprinkling water across the tracksregularly.

*. Enforcing the NEQS applicable to gaseous emissions generated by constructionvehicles, equipment, and machinery.

Mitigation of Impact on Biological Environment

The following activities will be carried out to mitigate the project's impact on thecorridor's biological environment.

*. Clearing trees or shrubs only if they impinge directly onto sites demarcated forpermanent works or necessary temporary works, and with prior approval from thesupervision consultant/forest department.

* Coordinating with the provincial wildlife departments to ensure that there isminimal disturbance to the area's wildlife.

Mitigation of Impact on Socioeconomic Environment

The following activities will be carried out to mitigate the project's impact on thecorridor's socioeconomic environment.

* Constructing temporary ramps and diversion routes to facilitate pedestrians andlivestock when crossing the highway.

* Adopting good engineering practices to minimiize safety and health hazardsamong its workers as well as the local population.

* Ensuring the safety of traffic during construction by erccting barricades (includingsigns, pavement markings, flags, and lights) as required by the NHA/NHMP.

* Coordinating construction work such that one carriageway at a time is upgradedon any one section, leaving the other available to scrvc dual traffic.

* Locating campsites away from local settlencrnts. and promoting a viable ,"relationship between project and operations stall'and local communities.

3119/03 Environmental Management Plan

9-8

SEA ofPaok :ian Highway Rehabilitation Project

Maintenance and Operation Phase

Mitigation of Impact on Land and Water Resources

The following activities will be carried out to mitigate the project's impact on land andwater resources.

D Ensuring that storm drains and highway drainage systems are periodically clearedto maintain storm water flow.

D Managing ribbon development liable to cause traffic hazards, and preventing theaccumulation of solid waste and impoundment of wastewater along the highway.

Mitigation of Impact on Ambient Alr

The following activities will be carried out to mitigate the project's impact on ambient airquality.

D Setting up a system to monitor air quality along the project corridor in accordancewith accepted international standards.

> Establishing national standards for air quality and targets for improving air qualityalong the highways, and revising and improving the existing vehicular emissionsstandards and testing procedures.

> Monitoring vehicular emissions in collaboration with the NHMP, motor vehicleexaminers, organizations of fleet owners and transporters, and the local authoritiesconcerned.

D Setting up vegetation or other barriers to reduce the dispersion of pollutants.

Mitigation of Impact on Noise

The following activities will be carried out to mitigate the project's impact on noiselevels.

D Monitoring noise levels and facilitating EPAs in enforcing vehicle noise standardsas prescribed in the NEQS.

D Raising building boundary walls facing the highway for sensitive receptors suchas schools and hospitals.

D Altering the occupation and utilization patterns of these buildings to shiftfrequently occupied areas away from the highway.

Mitigation of Impact on Biological Environment

The NHA will coordinate with the provincial wildlifc departments to ensure that there isminimal disturbance to the area's wildlife.

Mitigation of Impact on Socioeconomic Environment

The following activities will be carried oult to mitigate the pro ject's impact on thecorridor's socioeconomic environmcnt.


SEA of Pabk via IhighwaY Rehob,iot,tion Project

* Ensuring that drivers as well as pedestrians observe traffic rules and that thesafety of the pedestrians is not compromised.

*. Preparing and implementing traffic management plans in conjunction with theNHMP and roadside commuters to reduce congestion and traffic hazards.

9.5 Environmental Monitoring

The main objectives of the pre-constrmction and construction phase monitoring plans willbe to:

* Monitor the actual project impact on physical, biological and socio-economicreceptors. This will indicate the adequacy of the EIA.

*. Recommend mitigation measurcs for any unexpcctcd impact or where the impactlevel exceeds that anticipated in the EIA

* Ensure compliance with Iegal and comiiiiiitiiity obligations includinig safety onconstruction sites.

* Monitor the rehabilitation of borrow areas and the restoration of constructioncampsites as described in the EMP.

* Ensure the safe disposal of excess constructioni materials.

The main objectives of monitoring durinig the operation phase will be to:

* Appraise the adequacy of the EIA with respect to the project's predicted long-term impact on the corridor's physical, biological and socio-cconomicenvironment.

* Evaluate the effectiveness of the mitigation measurcs proposed in the EMP, andrecommend improvements in the EMP, if necessary.

* Compile periodic accident data to support analyses that will help minimize futurerisks.

* Monitor the survival rate of roadside plantations.

Monitoring plans to address spccific project rcquirciiiemets will be included in the project-specific EIAs. Monitoring plans will be prepared lor the pre-constructioni, construction,and operation phases of each highway section pro'ject

9.6 Environmental Training

An environmental training and technical assistance (TA) program will be carried out tobuild the NHA's capacity to effectively implemlient projcct-specific EMPs, as well as tofacilitate the improved environmental management ol fliture highway projects. Thesuccess of environmental management on this project relies on the expertise andexperience of the personnel involved in impleincrnting it. As contemiiporary approachestowards environmental management lor highway constLuctionl and operation arerelatively new to the NHA, personnel training both in Pakistan and abroad will beneeded. The overseas training will take place in countitcs with well-establishedenvironmental management systems lor highway dqs,Ign, construction and operation

3/19103 Environmental Management Plan

9-10

SE 4 of Poukita a Hfghii oy Rehab,iltation Project

The NHA will engage an international technical assistance (TA) consultant to manage theenvironmental training program. The objective of the TA will be to help establishappropriate systems, and to train senior NHA staff responsible for managingenvironment, operations, and planning, who can then impart training at a broader levelwithin and outside the NHA (ie, the training of trainers). The TA consultant willorganize foreign and in-country training courses for NHA staff; train NHA staff inspecialized areas such as air and noise pollution modeling, develop environmentoperation manuals in consultation with the NHA Manager Environment, and train seniorNHA staff in applying these manuals.

In addition to the training arranged and imparted by the TA consultant, the supervisionconsultant will train the staff working under the project's contractors and the NHA'sDeputy Project Coordinator, in environmental compliance and the daily monitoring ofconstruction projects.

9.7 Environmental Management CostCost estimates of mitigation and other environmental management measures for Phase Iand II, are summarized in Exhibit 9.3. All these costs have been incorporated into theproject budget, except where indicated


SEA of Pak-islan Highway Rehablutation Project

Exhibit 9.3: Sunmmary of Environmental Management Costs, Phase I and 11

Mitigation Area Descnption Quantity Cost, Budget DetailsRs million Component

Monitoring Costs for RMP Phase I

Air quality and - 2.87 Project budget Monitonng services to be procured by the NHAnoise monitonng

Water quality - 0 24 Project budgetmonitoring

Subtotal (including 20% contingency) 3.73

Monitoring Costs for RSP Phase I

Air quality and - 2 87 Project budget Monitonng services to be procured by the NHAnoise monitoring

Water quality - 0 24 Project budgetmonitoring


Mitigation Costs for RMP Phase I

Noise mitigation - 3,500 rft 3 50 Civil works 10 ft high wall to act as noise bamer, @ Rs 1,000/rftmeasures

Air quality and Tree plantation 266 7 98 Project budget Rs 30,000/kmnoise mitigation avenue

km

Resettlement Provision of new kiosks, - 7 32 Civil works + See Social Assessment Phase I for detailscosts compensation for disturbance, project budget

shifting costs etc

Subtotal 18.80

Continues

3119/03 Environmental Management Plan9-12

SEA of PakivJan llighway Rchabldihation Proyect

Continued

Mitigation Area Descnption Quantity Cost, Budget DetailsRs million Component

Mitigation Costs for RSP Phase I

Noise mitigation measures - 3,400 rft 3 40 Civil works 10 ft high wall to act as noise barner, @ Rs 1,000/rft

Air quality and noise Tree 130 avenue 3.90 Project budget Rs 30,000/kmmitigation plantation km

Subtotal 7.30

A. Subtotal Phase I 33.56

Monitoring' Costs for RMP Phase II

Air quality and noise - - 2 93 Project budget Monitoring services to be procured by the NHAmonitoring

Water quality monitonng - - 0 24 Project budget


Monitoring Costs for RSP Phase II

Air quality and noise - - 1 78 Project budget Monitoring services to be procured by the NHAmonitoring

Water quality monitoring - - 0 15 Project budget

Subtotal (including 20% contingency) b 2.31

Continues


SEA of Pak-ivian Highway Rehabilitation Project

Continued

Mitigation Area Description Quantity Cost, Budget DetailsRs million Component

Mitigation Costs for RMP Phase 11

Noise mitigation -5,355 rft 5 36 Civil works 10 ft high wall to act as noise barner, t~ Rs 1,000lrftmeasures


km

Resettlement Provision of new kiosks, -19 47 Civil works + See Social Assessment Phase 1, plus preliminarycosts compensation for disturbance, project budget census data for Phase 11 subprojects for detailshifting costs etc

Subtotal 37.04

Mitigation Costs for RSP Phase 11

Noise mitigation -3162 rft 3 16 Civil works 10 ft high wall to act as noise barrier, @ Rs 1,000/rftmeasures


km

Subtotal 6.79

B. Subtotal Phase II 49.95

C. Vehicular emissions monitoring equipment -24.00 Project budget Equipment to be transferred to EPAs by the NHA0. TA and Staff Training

Staff training TA and training costs -21 60 Project budget Estimated $ 200,000 for TA and $ 160,000 for trainingTotal environmental management cost 129.11 (approx. 2.15 million USD)

Cost estimates for Phase 11 have been calculated by prorating Phase I costs relative to the highway lengths being upgraded under Phase 11, using a factor of 1 5 for RMP sections,and a tactor of 0 9 for RSP sections.

bMonitoring under Phase It will be carried out over two years rather than three as in the case of Phase 1, for which monitoring will already be underway. Accordingly, monitoring costsfor Phase 11 have been calculated as two-thirds of the cost estimated for Phase 1


SEA ofPakk lan Highway Rehawbihtation Project

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Ali, S M. 1995. "Poverty Assessment- Pakistan Case". Pakistan Development Review.Pakistan Institute of Development Economics: Islamabad.

Ali, W and J A Aziz. 1999. "Water Pollution from Municipal and Industrial Wastewater".Proceedings of the 39'I Annual Convention of the Instituition of Engineers. April 13-15,1999. Lahore.

Ali, W and K Ahmad. 1994. Pakistan Countiy Report. Presented at WHO TrainingCourse on GEMS/Water Quality Monitoring, Amman, Jordan, June 4-15, 1994.

Almec/JICA. 1995. Study on National TranS.port Plaln in the Islamic Republic ofPakistan.

Ashfaq, R M et al. 2000. Foresty Statistics of Pakistan. Pakistan Forest Institute:Peshawar.

Asian Development Bank and United Nations Bank Prooram. 1992. Forestry SectorMaster Plan.

Associated Consultancy Centre. 1999. impr ovee7ent and Upgradation of ExistingNational Highway N25 between Bela and Kararo. Rcport (PC-1 proforma) prepared forNational Highway Authority. NHA: Islamabad.

Aziz, J A (unpublished data). PMlo Concentration Levels in Lahore Air. Institute ofEnvironmental Engineering and Research: Lahore.

Aziz, J A. 2001. Status of River Water Pollution in Punjab. University of Engineeringand Technology: Lahore.

Aziz, J A et al. 1974. A Sh1ort Surrvev of Lahor-e Air. Institute of Public HealthEngineering and Research: Lahore

Aziz, J A et al. 1974. Automobile Exhaulst Pollzution in Lahore Air. Institute of PublicHealth Engineering and Research: Lahore.

Doe. 1993. Diesel Vehicle Emissions and Urban Air Qutalitv. Quality of Urban AirReview Group. University of Birmingham: UK

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SEA of Pah,toan Ihghivai Rehablitatlion Project

Engineering Consultants International Ltd. 2001. N5 Highwav Rehabilitation Project-

Resurfacing and Strengthening of Gutranivala to Khariani Section. Bidding document.

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of Pakistan: Islamabad.

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Punjab: Lahore.

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Iqbal, S M. 1992. Trees of Pakistan. Forestry Planning and Development Project.Government of Pakistan/USAID: Islamabad.

Iqbal, S M et al. 2001. Forests an7d Forestry in Pakistan. A-One Publishers: Lahore.Khan, S. i 995. Pollution Studv ofBarianwala Drain. MSc. thesis for University ofEngineering and Technology. Institute of Public Health Engineering and Research:Lahore.

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Majeed, K. 1996. Measuremenit of Total Suspended Par ticulates and LeadConcentrations in the Ambient Air of GujranwaIa. MSc thesis for University ofEngineering and Technology. Institute of Public Health Engincering and Research:Lahore.

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Rehman, Z U and I Ali. 1994. Environmental Impact Assessment ofAir Pollution,Karachi. Paper presented at WHO Regional Training Course on GEMS/Air QualityMonitoring. CEHA, Amman, Jordan, October 23 - 27.

Schnabel, W. 1999. "Stop Burning Rubber- Protect and Save Your Future". The Newvs.May 11, 1999.

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Social Policy and Development Centre. 2000. Social Development in Pakistan TowvardsPoverty Reductioni. SPDC.

Tariq, M N et al. 1983. A Study oJAir Pollution in Lahore. Report No. 050-03-83Institute of Public Health Engineering and Research, Lahore.

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World Bank: 1999. Environmental Assessment. Operational Policy 4.01. The WorldBank: Washington DC.

World Bank. 1997. Roads and Environmenl- A Handlbook. Technical Paper No. 376. TheWorld Bank: Washington DC.

World Bank. 1995 Natural Habitats. Operational Policy 4.04. The World Bank:Washington DC.

World Bank. 1994. EnvironmentalAction Plans. Operational Policy 4.02. The WorldBank: Washington DC.

World Bank. 1991. Environmental Assessmnent Soutrce Book. The World Bank:Washington DC.

World Bank. 1991. Indigenous Peoples. Operational Directive 4.20. The World Bank:Washington DC.

World Bank. 1990. InvoluntarvResettlenment. Operational Dircctive 4.30. The WorldBank: Washington DC.

World Bank. Technica1 Paper. No. 140 The World Bank: Washington DC.World Bank: Management of Cdltztral Propertv in Bank-Financed Projects. OperationalPolicy 11.03. The World Bank: Washington DC.

03/19/03 Selected References

10-4

SFA of Pabksila, TfighiwaY Rehahilitattoii Projeci

Appendfx A. Project Descrdpflon Data

Exhibit A.1: Delineation of RoW for Project Corridor

Chainage RoW (m) RoW(m)Section (kin) Chainage Measure from Rlght Left

from/at (km) to Centre of (Facing (FacingNorth) 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 8Hala-Moro (SB) 214+850 317+771 ECW 16 8 16 8Moro-Ranipur (SB) 320+000 413+000 ECW 16 8 16.8Bahawalpur-Multan (NB) 851+000 948+000 ECW 45 25Mian Channu-Sahiwal (NB/SB) 1030+000 1102+000 ECW 79-71.5 7.0-503Sahiwal-Okara (SB/NB) 1102+000 1124+000 ECW 335All bypasses 40(Multan-Sahiwal) 940+000 1095+000Lahore-Gujranwala (NB/SB) 1270+000 1320+000 Median 33-50 29-35Gujranwala-Kharian (NB/SB) 1320+000 1409+500 Median 20-50 20-38Khanan-Rawalpindi (NB/SB) 1415+000 1520+000Turnol-Chablat (NB/SB) 1555+000 1587+000 Median 36-38 15-37Nowshera-Peshawar (NB/SB) 1660+000 1694+000 Median 33 5 33 5

Note:ECW: Existing carriageway NB: NorthboundACW- Additional camageway SB Southbound

The N5 and Karachi-Hyderabad Super Highway (M9) have well defined nghts-of-way (RoW) However, theRoWs 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 beenobserved within a section, the RoW is indicated with minimum and maximum limits

03/19/03 Appendix A

A-1

SEA of Pc kistan HighwaYv Rehoabihtaiioto Project

Exhibit A.2: Water Channels Intersecting Sections Proposed for Rehabilitation

Stream Canals/DistnbutariesSection

Sectio Name Location Name Location

Karachi-Hyderabad Other Differentlocations

Hyderabad-Hala Hatri Shah 166+000

-- Chandan Wah 175+900

Other 174+600

Hala-Moro Chanesar 267+050 Tarah 218+735

Hala 238+885

Other 264+885

Moro-Ranipur Other 337-338

Other 362-363

Other 372-373

Ranipur 407+400

Bahawalpur-Multan I Chit Other 857+150

Lodhran 858+760

Shanewal 874+300

* Meeran Pur 879+760

Behesty 881+260

Forest 884+800

Other 897+100

Other 900+755

Other 904+450

Jampur 928+600

Mian Channu-Sahiwal Bridges onACW 1101+200and ECW

Lahore-Gujranwala Deg 1281-1282 Shahdara 1269-1270

Kala Shah Kaku 1274-1275

Muridke 1289-1290

Sadhoke 1298-1299

Ghanian 1302-1303

Kamoke 1307-1308

Turnol-Chablat Other VanousLocations

Wah Gardens 1152+250

Chablat 1588+025

03/19/03 Appendix A

A-2

SEA of Pak, svian higlhway Rehahibat an Project

Exhibit A.3: Roads/Tracks Intersecting Sections Proposed for Rehabilitation

Highway Section Approximate Number of Intersections

Metalled Roads Earthen Tracks

Karachi-Hyderabad 17 12

Hyderabad-Hala 14 12

Hala-Moro 13 16

Moro-Ranipur 51 21

Bahawalpur-Multan 15 50

Mian Channu-Sahiwal 25 26

Lahore-Gujranwala 6 4

Turnol-Chablat 43 4

Exhibit A.4: Water Channels Intersecting Sections Proposed for Resurfacing

Section Rivers Stream CanalslDistnbutaries

Name Location Name Location Name Location

Sahiwal-Okara - - - - Other 113+150

Gujranwala- Chenab 1369+200 Palkhu 1365+040 Nurpur 1337+000Khanan

Bhimber 1384+100 Talwadi 1342+250

iGhakhar 1345+900

Nhokhar 1352+250

KotJafar 1355+000

Sukhar Nahr 1360+000

Khanan- - Other DifferentRawalpindi (torrential) location

Nowshera- Other Different Nasir Kallay 1679+050Peshawar locations

Exhibit A.5: Roads/Tracks Intersecting Sections Proposed for Resurfacing

Highway Section Approximate Number of IntersectionsMetalled Roads Earthen Tracks

Sahiwal-Okara 5 3

Gujranwala-Khanan 64 45

Khanan-Rawalpindi 8

Nowshera-Peshawar 49 24

03/19103 Appendix AA-3

ST4 ofPuikivit,i- s gIig oo ReI?chahilbiation Project

Appendix B: Environmental Baseline Data

03119103 Appendix B

B-I


Exhibit B.1: Geological Zones of Pakistan


03/19103 Appendix BB-2

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SEA of Paktstan Highway Rehabilitation Project

Exhibit B.2: Climate Regions of Pakistan



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SEA of Pakistn Highway

Climate Regions ofPakistan

Scs11111 I: 9000000

Dousng W3EI7PHR_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ~~~~~ ~~~~~~~~Dsab Mmh 2003

SEA of Pakistan Highway Relhabilitation Project

Exhibit B.3: Mean Annual Rainfall in Pakistan


03/19/03 Appendix BB-6

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Exhibit B.4: Natural Vegetation of Pakistan


03/19/03 Appendix B

B-8

. I1LI6ULI L L HNSH 81 IL

! Z __________E_a____E_I

SEA of Pakisan tHigh way Rehabi litaton Project

Exhibit B.5: Common Vegetation in Protected Areas Along Project Corridor

Botanical Name Common Name

A. Trees and Shrubs

Acacia modesta Phulai

Acacia nilotica Babul, kikar

Aeruajavanica Bui

Agave sisalana Sisal

Albizzia lebbek White sins

Albizzla procera Black sins

Azadirachta indica Neem

Bauhinia variegata Kachnar

Bombax ceiba Semal

Calligonum polygonoides Phog

Calotropis procera Ak

Capparis deciduas Karir

Cassia fistula Amaltas

Conocarpus lancifolhus Ethiopian tree

Crotolana burhia

Dalbergia sissoo Shisham, tahli

Erythnna suberosa Gul e nishtar

Eucalyptus camaldulensis Sufaida

Ficus bengalensis Barr, bohr

Leaucena leucocephala lple Iple

Mangifera indica Aam

Melia azedarach Bakain, dharek

MoNs alba Toot, shahtoot

Nenum odorum Kaner

Pongamia glabra Sukh chain

Populus euphretica Bhan

Prosopis cinerana Jand, kandi

Prosopis jullflora Mesqite

Salsola baryosma Chota lana

Salvadora oleoldes Jal, van, peelu

Contmnues


SEA ofPakistanJ HJighway Relhabihiation Projecl

..Contlnued

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

Anstida depressa 'Lumb

Cynodon dactylon Khabbal

Chrysopogon auchen Khar dhaulu

Cymbopogonjwarancusa Khawi

Digitana bicormis Papar

Eleusine compressa Chimberh

Elhonurus hirsutus Sin

Eragrostis cynoneroldes Dab

Eulaliopsis binata Bhabhar

Lasiurus sindicus Gorkha

Panicum antidotale Garam

Pennisetum divisum

Saccharum bengalensis Kana, sarut

Saccharum spontaneum Kahi

Sorghum halepense Baru, bajra

Typha angustata Koondar, dib

03/19/03 Appendix BB-1l

SE 4 of Pokil an Iliglhwav Relioablitation Projeci

Exhibit B.6: Common Wildlife in Protected Areas Along Project Corridor

Genetic Name Common Name

Mammals

Antilope censcapra Black buck

Axis porcinus porcinus Hog deer

Boselaphus tragocamelus Nilgag

Canis aureus Jackal

Felis chaus Jungle cat

Felis marganta scheffeli Pakistan sand cat

Funumbulus pennant Northern palm squirrel

Gazella bennetti Chinkara

Herpestes edwardsi Indian mongoose

Hystnx indlca Indian crested porcupine

Lepus nignco/lis Indian hare

Lutra perspicillata Smooth-coated otter

Manis crassicaudata Indian pangolin

Ovis onentalis Punjabiensis Punjab urial

Platanista minor Indus nver dolphin

Pnonailurus vivemnus Fishing cat

Sus scrofa cnstatus Wild boar

Birds

Accipetar badius Shikra

Acndotheres tnstis Common mynah

Acndotheres ginginianus Bank mynah

Anser erythropus Lesser white-fronted goose

Apus affinis House swift

Aquila clanga Greater spotted eagle

Aquila heliaca Imperial eagle

Ardeola grayii Pond heron

Athene brama Spotted owlet

Aythya nyroca Ferruginous duck

Bradypterus major Long-billed bush warbler

Bubulcus ibis Cattle egret

Catreus wallichii Cheep pheasant

Centropus cinensis Crow pheasant

Chaetomis stnatus Bristled grass warbler

Chlamydotis undulata Houbara bustard

Continues

03/19/03 Appendix B

B-12

SEA of Pak,; 5an Highway Rehabilitation Project

Continued


Chrysomma altirostere Jerdon's babbler

Columba eversmanni Pale-backed pigeon

Coracius bengalensis Indian roller

Corvus splendons House crow

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 Sibenan crane

Gyps bengalensis Common vulture

Halcyon smymensis White-breasted kingfisher

Haliaeetus leucoryphus Pallas's sea eagle

Hirundo rustica House swallow

Lanius excubitor Grey shnke

Lanius schach Rufous-backed shnke

Marmaronetta angustirostris Marbled teal

Merops orientalis Little green bee-eater

MIlvus migrans Pariah kite

Motacilla alba White wagtail

Motacilla flavia Yellow wagtail

Nectannia zeylonica Purple sunbird

Oxyura leucocephala White-headed duck

Passer domesticus House sparrow

Passer montanous Mountain (Russian) sparrow

Pavo cnstatus Indian peafowl (captive)

Pelecanus cnspus Dalmation pelican

Picoides mahrattensis Mahratta woodpecker

Prinia buresii Rufuous-vented prinia

Psittacula krameri Alexandnne parakeet

Pycnonotus cafer Red-vented bulbul

Continues.


SEA ff Pak-uovn/ /lighwav Rehaibltationt Project

Continued


Rhynchos albicoliks Indian skimmer

S. Tranquebanca Red turtle dove

Saxicola macrophynca While-browed bushchat

Saxicoloides fulicata Indian robin

Stema acuticauda Black-bellied tem

Streptopelia decacoto Indian nng dove

Streptopelia rosous Rosy starling

Stumus vulgans Common starling

Tragopan melanocephalus Western tragopan

Treton phoonicoptera Green pheasant

Turdoides caudatus Common babbler

Turdoides stnatus Jungle babbler

Upupa epops Hoopoe

Vanellus greganous Sociable lapwing

Vanellus indicus Red-wattled lapwing

Reptiles

Bungarus caeruleus Krait

Crocodyius palustns Mugger

Gaviahis gangeticus Gharial

Geoclemys hami/toni Spotted pond turtle

Hardella thuDii Crowned nver turtle

Naja naja Cobra

Naja orciana Asian cobra

Python molurus Indian python

Ripad punctata Skink

Varanus bengalensis Monitor lizard

Vipera russelii Viper, Russel's

Amphibians

Bufo bufo Common toad

Rana tigrina Common frog

03119103 Appendix B

B-14

SEA of Pakivton Highwway Rehabilhtation Project

Exhibit B.7: District-Wise Distribution of Phase I and If Sections

ProportionateHighway Sections Lengtha District Coverage

(km) in Percentage

Phase I

KarachHHyderabad 30 Thatta 58

Dadu 42

Hyderabad-Hala 45.5 Hyderabad 100

Hala-Moro 79 Hyderabad 24

Nawabshah 64

Naushahro Firoz 12

Gujranwala-Kharian (NBISB) 89 85 Gujranwala 53

47 25 Gujrat 47

Tumol-Chablat 34 Islamabad 29(NB/SB) 34 Rawalpindi 56

Attock 15

Nowshera-Peshawar (NB/SB) 34 Nowshera 71

34 Peshawar 29

Phase II

Moro-Ranipur 88 Naushahro Firoz 80

Khairpur 20

Bahawalpur-Multan 120 Bahawalpur 3

Lodhran 37

Multan 60

Mian Channu-Sahiwal 73 Khanewal 11

Sahiwal 89

Sahiwal-Okara 30 Sahiwal 57

Okara 43

Lahore-Gujranwala 100 Sheikhupura 47

Gujranwala 53

Kharian-Rawalpindi 60 Gujrat 30

Jhelum 17

Rawalpindi 53

a Length excluding bypasses

03/19103 Appendix Bn-Is

SEA of Pakistan Highway Rehabilhiation Project

Exhibit B.8: District-Wise Demography of Phase I and It Sections

Population Literacy

Dlstrict Total Gender DepeLrdencyPopulation Female Growth Rural Pop Urban Pop ato Ratio Overall Male Female Rural Urban

(million) Male (%o) (%J Rate (%) (%) (%)Phase I

Thatta 1 11 47 06 52 94 2 26 88 79 11.21 112.50 87 94 22.14 31.58 t1 40 18 99 45 92Dadu 167 5316 4704 265 7858 2162 11064 8740 3556 4803 2165 3034 54.30Hyderabad 2 89 52 26 47 74 2 02 49 19 5081 109.40 81 88 44 25 52 63 34.97 24.84 61.30Nawabshah 1 07 5186 48 14 1 63 73 65 26 35 107 72 91.75 34 13 47 62 19 62 2647 . 54 26NaushahroFiroz 109 5228 4772 161 8231 1769 10955 9375 3914 5427 2260 3599 5334Gujranwala 3 40 52 05 47 95 2 80 49 45 5055 108 00 86 90 56 60 63 60 48 80 48 70 64 00Gujrat 1 20 5150 48 50 2 90 49 10 50 90 107 00 87 00 55 00 62 70 45 30 47 60 52 40Islamabad 081 5390 46 10 519 54 30 45.70 117 00 68 40 72 40 80 60 62 40 62 50 77 30Rawalpindi 3 36 5120 48 80 2 70 46 84 53 16 105 00 73 00 70 40 81.20 59 20 63 90 76 00Nowshera 0 87 52 11 47 89 2 90 74 04 25.96 109.00 90 80 42.50 60.60 22.70 36.60 55 60Peshawar 2 02 52 55 47 45 356 51 32 48.68 110 76 94 22 4179 5597 2585 54.09 2919Phase II

Khairpur 1 55 52 40 4760 2 71 76 40 23 60 110 10 97 08 35 50 49 69 19 77 3061 50 68Bahawalpur 2.43 52 55 47 44 3.07 72.70 27.30 110 80 91 20 35 00 44.90 24.00 26.30 57.00Khanewal 2 07 51 84 48 15 240 82 40 17.60 107.70 88.90 3990 53 60 25.10 35.40 60.80Lodhran 1 17 5198 4802 274 8550 1450 10830 9780 2990 4270 16.00 2680 4770Multan 312 5250 4710 270 5780 4220 11040 8790 4340 5330 3230 2950 6090Sahiwal 1 84 53 10 47 06 2 16 83 60 16 40 107 20 83 40 43 90 54 70 32 30 39 40 65 80Okara 2 23 52 30 47 71 2 42 77 00 23 00 109 60 86 90 37 80 49 30 25 00 3130 58 70Sheikhupura 3 32 52 06 47 94 2 70 73 40 26 60 108.60 90 20 43 80 53 30 33 30 38 80 57 60Jhelum 0 94 49 96 50 03 2 09 72 30 27 70 99 80 80 50 68 90 77 70 50 50 58 60 77 20

Source District Census Reports (2002) Populabon Census Organization (Stabshcs Division), Govemment of Pakistan

03/19/03 Appendix BB-16

- SEA of Paki¶;an Highway Rehabiliation Project

Exhibit B.9: Historical and Archeological Sites Located Near Project Corridor

DistanceDescription of Site from N5

(km)

Karachi (16th-1 7thcentury graveyard at Chowkandi) 2

Banbhore (8 th century ruins from the penod of conqueror Mohammad bin Qasim, 5 (old N5)site of legendary heroine, Sassi)

Thatta (Makil-Sanda graveyard, mosque built by Moghul emperor Shah Jehan, Along old N5Kalamkot Fort)

Hyderabad (Talpur monuments, pucca fort: kacha fort: Miani Fort from 1 7' century 4Kelhoura pernod)

Hala (1 6th century monuments) 2

Bhit Shah (17t century tomb of saint Shah Abdul Latif Bhitai) 3

Sehwan Sharf (mausoleum of saint Lal Shahbaz Qalander) 30

Kot Diji (fort) Along N5

Moenjo Daro (archeoogical ruins dated 3000 BC) 35

Ucch (8 " century tombs and monuments) 15

Multan (monuments, tombs of saints. 8th century Qasim Bagh Fort) 2

Khanewal (tomb of Arab conqueror Khalid bin Walid) 2

Harappa (archeological ruins dated 3000 BC) 10

Lahore (Badshahi Mosque (along N5); Shalimar Gardens (3 km), 17ah century -

Lahore Fort: 12th century Sikh temple (along N5), tombs of Moghul emperorJehangir and his wife Noor Jehan (1 km); mausoleum of saint Data Ganj Baksh(along N5)

Wazirabad (1 7'n century city founded by Wazir Khan in the time of Moghul emperor 2Shah Jehan; residence of emperor Sher Shah Suri along old N5)

Gujrat (histonc city founded by Moghul emperor Akbar) 2

Laba Musa (Chillianwala battlefield of 1849) 16

Sarai Alamgir (Moghal sarai) Along N5

Mangla (fort built by Hindu ruler Raja Porus) 16

Dina (16m century Rohtas Fort built by emperor Sher Shah SuriTilla Jogian built by 4Hindu saint Jogi Bal Nath) 16

Sohawa (1 21n century grave of Sultan Shahabuddin Ghaun) 12

Rewat (16m century fort built by emperor Sher Shah Sun) 1

Taxila (ruins dated 500 BC (2 km), Nicholson obelisk, 1868 (along N5), 16n centuryroad portion built by emperor Sher Shah Sun (along N5)

Hasan Abdal (1 6thcentury Wah Gardens established by Moghul emperor Akbar, Along N5Sikh gurdwara (shnne) Punla Sahib) 2

Kamra (1 7m century Chitti Bawoli monument) 0 5

Attock (156 century fort and sarai) Along N5

Peshawar (11 5th century Bala Hisar Fort (along N5), 16"' century Mahabat Khan -

Mosque (O 5 km). vanous 1Sth century monuments (1 km), Gor Gathri (monuments,Buddhist caravan sarat (2 km)

03/19103 Appendix B

B-17


Exhibit B.10: Land Use in Pakistan


03/19/03 Appendix B

B-18

H Ill LIW~~~~~~~~~~~~~~~3a~~

II "1111

__ Ii (~~~~~~~~~~~~~E

SEA of Po-kisian Hlghway Rehahiliiawion Projeci

Appendix C: Record of Public Consultations

C.1 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

03/19/03 Appendix C

C-l

SEA of Paokistan httghway Rehabihtation Project

Exhibit C.2: Record of Scoping Sessions

Venue No. of Main ConcemsParticipants

Men Women

Karachi-Hyderabad

March 13, 2002Lonigoth 18 - Lack of avenue tree plantationPolice Station Inconveniently located U-turns

(Dadu) Corrugated road surface causes overioaded trucks to becomeunbalanced

Inappropriate attitude of traffic police

Lack of passenger facilities, bus bays, and waiting rooms

Hyderabad-HalaMarch 7, 2002Khyber 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 forvehiclesUndue delays in completing road works have adverse effectson businessPAPs not compensated along parts of the N5 where roadextension (ACW) was carried out

Absence of middle partitioning wall, crossing points, overheadbridges and traffic signage causes accidents

Absence of outlets to drain rain/flood water away from thehighway

Sekhat Union 19 6 Road design should incorporate provisions to minimize theCouncil 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 mitigatedby providing alternative land, monetary compensation, and loanfacilitiesEnsure transparency in the calculation and payment ofcompensation to PAPs

Provisions for drainage of water from the ECW (which is at alower level), and measures to minimize the damage caused tobuildings 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

Monitonng environmental problems by a local committeeContinues.

03119103 Appendix C

C-2

SEA of Paki.stan Htghwn*v Rehahilthaion Project

Continued


Men WomenHala-MoroMarch 7, 2002Sabu Rahu 50 3 High variation in the ECW and ACW levels (about one meter)(Hyderabad) causing frequent mishaps

Lack of signboards particularly in front of educationalinstitutions

Air pollution and noise because of vehicular trafficNecessity of tree plantationNon-payment of compensation during construction of ACWsince 1995Undue harassment by Highway officials of persons doingbusiness along RoWPossible damage to buildings due to road expansion and theprovision of a bypass

Moro-Kotri Kabir-RanipurMarch 12, 2002Kotri Kabir 12 - Undue delay in the payment of compensation dating from the(Naushahro construction of the ACWFiroz) Need for the construction of waiting rooms, toilets, etc., for the

passengersNeed for construction of a median wall with crossing pointsbecause of difference in levels of ECW and ACWDifficulty in road crossing due to absence of crossing facilitiesPiecemeal, prolonged implementation of road rehabilitationplan causing disturbance to shopkeepersNeed for finalizing rehabilitation plan, particularly in relation tohotels, well before the initiation of road rehabilitation operations

Gujranwala-KharianMarch 22, 2002Rahwali 8 - Dust likely to be a hygiene problem for roadside restaurantsCantt during construction/extension of road(District Unsatisfactory condition of highway from Jhelum to GujarGujranwala) Khan, driving rendered difficult by development of corrugations

and depressions in its surfaceNHA staff does not allow hotel customers use of the area infront of Roadside Hotels

Continues.

03/19/03 Appendix C

C-3

SEA ofPak, tian lighwav Rehab,hiaiion Project

Continued


Men Women

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 carelessnessof NHA staffWater stagnation in low lying sites in the RoW in front of thevillage

Lack of proper parking area for passenger busesPiles 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 educationalinstitutions, 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 caterfor the needs of about 30 adjoining villages has increased

Lala Musa 35 10 Possible eviction problem and resulting loss of income to the(Gu)rat) business community due to highway rehabilitation works

implemented by NHA (compensation for the bonafide PAPsdemanded in the form of shops on the Gujar Khan/Dinapattern)Absence of bypass for LalamusaLack of rickshaw stand, bus bays, and passenger facilities.High frequency of fatal accidents on the highway (average 15per month), at least three overhead bridges to cross thehighway at different points requiredImproper parking site along NB part of highway

Turnol-Chablat

March 29, 2002Margalla Hills 7 7 Establishment of temporary truck stands in close proximity ofnear Taxila the highway(Rawalpindi) Excessive number of Traffic Police checkposts (on every 10-15

km of highway)Parking of heavy earth-moving machinery by privateentrepreneurs (km 1266) in the RoW a potential hazardEstablishment of fruit market at Taxila very close to thehighwayImproper location of U-turns (at wider spacing)Use of the same road for fast as well as slow-moving traffic,including non-motorized vehiclesProhibition on the use of extra space in front of wayside hotelsfor clientsInadequate signage

Continues

03119103 Appendix C

C-4

SEA of Paktvgan Highway Rehahtlation Project

... Continued


Men Women

March 30, 2002

Jinnah 6 3 Roads poorly litColony 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 roadaccidents (averaging 3 per month)Immense traffic problems caused by dosure of U-turn in frontof POF Barrier No.3 and establishment of U-turn at a distanceof 3 km, opposite Royal Memorial HospitalHigh noise levelsVendors occupying part of RoWNeed 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 rainand flood water accumulationProximity of residential buildings to the RoW posing constantpotential danger of mishapsAcute drainage and sanitation problemsHigh 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 sideof the highway, which passes through the villageLack of highway-crossingMotorway adding to road-crossing problem (longer stretch)Absence of road-crossing points for cattle and consequent highnumber of accidents involving them (on average, 20 per month)Dust, smoke, and noise forming sources of diseasePoor road construction standardGeneral tendency of road-building contractors to ignore locallaborPoor drainage along highway; stagnant water in front ofhabitations/shops

Improper location of U-turns

Continues

03/19/03 Appendix C

C-S

SE4 of Pokt,ean lhghway Rehabhlliotion Project

Continued


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 environmentalpollution and serving as a source of mosquitoesAccidents because of lack of partition wall in the medianCattle crossing also a problem

Nasir Kalley 8 4 Accidents due to fast traffic(Peshawar) No bus stand

Lack of crossing pointsAbsence of U-turnAbsence of drainage system

Nasarpur 10 5 High noise levels creating disturbance and causing high blood(Peshawar) pressure

Dust and smoke causing respiratory diseases amongst localinhabitants

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 forpassengers at village site (women and children worst affected);bus stand established (at km 1693) at end of habitationEnvironmental pollution due to choked-up drain and abundanceof rubbish (at Mohajar Garo)Dust causing spread of respiratory diseases

03/19/03 Appendix C

C-6

SFA of Pak,vton Hilghway Rehabhtlattion Project

Exhibit C.3: Record of Roadside Consultations

Respondents Main Concems

Hyderabad-Hala SectionJuly 11, 2001Mr 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 dnvers causes frequent accidents.Carts and vehides parked under the shade of trees obstruct trafficand cause accidents.There are no lighting facilities for night-time traffic passing throughthe town.Outside contractors have no comprehension of local conditionsand 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 rulesgoverning road safety.Buses cause accidents by stopping right over RoW where hotelsand shops are established.The difference in the levels of the ECW and ACW, coupled with thestagnant water in the gap, cause damage to the road surface andserve as a source of diseases (no drainage system).Smoke from vehicles is one of the major causes of environmentpollution.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 senseVehicles drivers often drive whilst under the influence ofintoxicating substancesThere is no protective wall on either side of the road.Bus drivers ignore the sensitivity of the location (eg, school orhospital) when blowing the horns of their vehicles

Continues

03119/03 Appendix C

C-7

SEA ofPakistan Hlighway Rehabihiation Project

... ConHinued


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 ofrespiratory diseases.Noise from pressure horns creates disturbance.

No overhead bridge has been provided to allow pedestrians tocross roads.The local people have not been consulted regarding the highwayimprovement policy.There is a lack of first aid or medical centers near the RoW.

July 12, 2001Mr 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: SindhGraduate 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, 2001Mr Mohammad Ramzan Proper bus stops are not available.(President Sindh Goth The road is narrow, driving is difficult; and over-taking leads toSudhar 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 accidentsinvolving 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 andleaving 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 tocross the road and must incur the nsk posed by fast-movingvehicles when crossing.

Roads are not maintained after construction.

The median is deep and is difficult for pedestrians to cross.

Continues...

03/19/03 Appendix CC-8


... Continued

Respondents Main ConcemsMir. Nisar Ahmed (Teacher) Accidents on the highway are common; overspeeding accounts forr/o Anwar Kot most of the accidents.

Noise and smoke are polluting the environment.Because the ACW is high, the water drains down and accumulatesin front of residential buildings, spreading diseases and damagingstructures, trees, and crops.The presence of imported labour means that local women cannotgo out and work in the fields.The compensation for affectees is generally not paid before roadrehabilitation.

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 createsproblems for pedestrians and squatters.Trees have been planted very close to the road and createobstructions 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 driven carelessly as there is no enforcement of trafficlaw.

Mr Ali Murad (Squatter) r/o Stagnant water on the road surface impedes the flow of trafficMatyari 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 theHyderabad-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 trenchingr/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 causeaccidents.Livestock grazing is common on both sides of the road and thesudden 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 inmishaps.

Continues...

03/19/03 Appendix C

C-9

SEA of Paklstan Highway Rehabilitalion Project

.. Continued


Mr Wall Dino (Squatter) rio 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 theentire 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 thehighway and is generally crowded with students, making it apotentially 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 formany 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 Marl

During road rehabilitation operations, plying of vehicles, particularly

big trucks and loaded trailers, becomes difficult, particularly when itrains.

Significant pollution is caused by the emission of smoke.

No speed breakers exist.

M/s 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 from vehicles pollute

the environment.

With the rehabilitation of the highway, it is likelycthat speed levelswill increase.

If the road is widened, the main gate of the Jamaa Mosque, whichcurrently opens on the road, will have to be shifted.

There are no signboards.

No bus stop and/or passengers' waiting rooms exist.

Continues..

03/19103 Appendix CC-10

SEA of Pakislan Highway Rehabilitalion Project

... Continued

Respondents Main ConcemsJuly 14, 2001Mst. Rina, Mst. Maji, Mst The high frequency of road accidents must be checked.Bai 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 childrenfrom climbing onto the highway.Road improvement might cause the influx of people from otherlocalities, creating social problems, eg, addiction of children toheroin, restriction on the movement of women.

Mst. Safooran Brohi, Mst. A sharp turn 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.

There is a lack of appropriate signs.Avenue tree plantation is needed to absorb environmentalpollutants.

Hala-Moro SectionJuly 17, 2001Mst. Hatil, Mst. Fatimah, Pedestrians are not conversant with the traffic rules and oftenMst. 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 ofvehicles.Livestock must cross the road to get to the abundant bushes onthe other side.No bus stop or waiting rooms exist.Bus drivers do not stop their vehicle to allow passengers to alightat the proper location. The local villagers are forced to hire a tongaat exorbitant charges. 0

The inhabitants must become accustomed to high noise levels.Residents whose houses have been affected by the road orehabilitation program have yet to be compensated.The large difference in the ACW and ECW levels creates problemsfor pedestrians.Trees are a great necessity in this area; they should not be cut.Local people should be employed in road rehabilitation operations.

Continues...

03/19/03 Appendix CC-I I


...Continued

Respondents Main ConcemsJuly 18, 2001Mr Ghulam Murtaza The low-lying parts of the Highway are waterlogged and have poor(Farmer) r/o Pir Jhando drainage.

Accidents occur due toI. 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, andr/o Bari Goth incorrect overtaking are major causes of road accidents.

The injured/dead persons on the road remain unattended for hoursat 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 ACWMoro project is completed, speed breakers must be built to check the

speed of vehicles.Roadside tree plantation is required to provide shade for vendorsand pedestrians.Overgrown branches from existing trees are obstructing vehicles atmany sites.No signboards have been installed on the highway to cautionand/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 LakeMr Roop Chand (Squatter. The speed of vehicles is checked by the road that is currentlyFruit Seller) r/o Saeedabad under construction.Road Speed breakers must be constructed to slow down traffic.

Employment/ business opportunities currently available will finishwith the completion of the project.The dust level is very high.

Mai Wassal, MsL Tajil, Mst. The highway is in a deplorable condition (ACW underReshaman, Mst. Izzat and construction).Mst. Hajani Haleeman r/o Vehicle drivers have little consideration for pedestrians and causeof 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 threatfrom 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...

03119103 Appendix C

C-12


... Continued


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 busesSakrand are overloaded.

Tape recorders played at a high volume are a common nuisancefor passengers.Vehicles often slip off the road during the rainy season whenshoulders are muddy.

July 19, 2001Mr 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 deepploughs crossing the road.Animals killed in accidents lying on the road for long periods.There are no warning signs, instructions, or edifying verses forroad users

Mr Rasool Bux Baghio Overspeeding causes accidents.(Businessman) r/o Goth There is no provision for the drainage of standing waterGanbiro Road Moro

Extremely poor condition of ECW causes frequent accidents.The poor condition of the road has an adverse effect on hawkersand vendors.There is an accumulation of rubbish and plastic bags along theRoW.

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.jroadconstruction 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 anMoro 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 amarked influence on the area's culture.New settlers to the area have caused the spread of disease.PAPs must be compensated promptly.

Continues...

03/19/03 Appendix CC-13

SEA of Pakistan II ghway Rehabilitation Project

... Continued


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 causingfriction. Local women find it difficult to go out of their housesbecause of the large number of non-local labourers working on theACW.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 victimto 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 bearthe pressure of overloaded vehicles.The lack of drainage facilities causes rainwater to stand on theroads. This stagnant water becomes even dirtier due to theaccumulation 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 inPir Jhando Road inadequate quantity, so that depressions have dcieveloped in the

road surface.Depressions and corrugations on the road surface are also a resultof the overloading of vehicles far beyond permissible limitsThe road is waterlogged as a result of the irrigation of agriculturalland on either side of the highway.Tree branches from roadside plantations often obstruct runningvehicles, 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 When the road construction project finishes, vendors will lose theirMohammad Dahri clientele, since passing vehicles are unlikely to stop to allow

passengers to buy edibles.Speed breakers are required on the new road (ACW) since theadjoining village is densely populated.

Continues...


SEA of Paki stan Highway Rehabilitalion Project

Continued

Respondents Main ConcemsMr Javed Ali (Squatter: Encroachments and squatting are common and fatal accidentsCoconut Seller) r/o Qazi occur when overspeeding vehicles collide intoAhmed encroachers'/squatters' establishments.

Markets, tonga/rickshaw stands, mosques, madaris, lmam-bargahs, etc., are often established on the RoW. Once theseunauthoraized structures have been put up, they are difficult toremove.

Mr Ilyas Kori (Squatter Only one tree exists, therefore there is insufficient shade forChhalya 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 hereSeller) r/o Wingheree from the scorching sun.

Mr Mohammad Machhi Haw kers face difficulty and fall victim to accidents when they(Squatter: Juice Seller) r/o 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 asource of mishaps causing passengers alighting from vehicles toslip and fall.

Mst. Manzooran, Mst. Recklessly speeding vehicles are responsible for many fatalMaryam, Mst. Neeman r/o accidents involving local residents.Mir Khan Leghari 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, MsL No bus stop or passengers' waiting room exists to cater for theFatimah, 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. Trafficaccidents often result when vehicles overtake each other. Nohospital/clinic exists in the proximity of the highway.

Oil spills from overturned oil tankers spoil crops in adjoiningagricultural fields.Smoke and suspended particles emitted from vehicles arecommon 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-neckVillage Faqeerabad speed.

Smoke and noise mar the environment.Cut trees must be replaced.

Continues...

03/19/03 Appendix C

C-15


... Continued


Gujranwala-KharianSectionMarch 18, 2000Truck 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 theimprovement work.They accepted their fault as regards the overloading of trucks andconsequent damage to roads. They indicated their willingness toabide by the rules if these were implemented honestly.

March 22, 2000Hafiz Abdul Ghafoor A median wall exists but the turning 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 SectionMarch 30, 2002M/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.

Ws Faisal Khan, Asfand Road mishaps are frequent.Maroof, Malik Abdur Rashid Bus stops are inadequate. U-turns are badly situated.(Property Dealer) r/oNawababad.Nowshera-PeshawarSectionMarch 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 nyrSaeedabad 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


SEA of Pakistan Highway Rehahilitation Project

Appendidx : Amendme8nts to P?roject Design a1ndTender/Contract DocumentDs

D.1 Proposed Design Amendments

D.1.1 Design Standards

The design drawings produced for different highway sections were reviewed in thecourse of the environmental and social assessment; the main features of upgradedsections are outlined below:

D Generally, the existing horizontal and vertical alignments will be used, except inthe case of a small number of bypasses in populated areas.

D New highway sections will be constructed only as bypasses to help avoid trafficbottlenecks in urbanized areas and improve highway safety.

• Substandard curves will be upgraded and minimal re-alignments carried outwithin the existing right of way (RoW).

D All highway sections will be paved with asphalt concrete with no provision fordirt surfaces.

• Pavements will be widened and upgraded; road shoulders will be compacted anddouble surface-treatment applied to them.

D On certain sections, the road embankment will be raised above the surface andflood water level, using earth and stone as necessary.

• Provisions will be made for cross-drainage structures including culverts, pipes,bridges, and causeways as appropriate.

D Road signs, markings, and guardrails will be erected along the p?oposed highwaysections to improve public safety.

• Road sections in urban areas and along ribbon development areas will be t

equipped with service lanes, bus bays, pedestrian sidewalks, and parking areas.

• Proper camber/cross-falls will be maintained to divert storm water from highwaysurfaces.

D Reduced highway templates will be used for those sections passing throughpopulated areas.

D.1.2 Engineering Observations

Exhibits 3.4 to 3.7 illustrate typical highway cross-sections both for rural and urbanlocations. These drawings indicate various roadway components, including physicaldimensions, types of surface, and base, sub-base, and shouldcr materials.

03/19/03 Appendix DD-1


In any highway development project, the project design must conformn to thespecifications and tender/contract documents. Inconsistencies revealed during theproject's environmental review, in the draft engineering design, specifications, contractdocuments and bill of quantity (BoQ) were subsequently addressed and are describedbelow.

Engineering Designs, Drawings, and BoQ

Drawing Omissions: The draft highway design specifications lacked the followingfeatures:

* Disposal sites for undesirable soils, surplus common material and un-recyclablescrapped/scarified bituminous material

*. Sources of borrow material

*. Access roads for the transport of construction material

* Locations of contractors' campsites, storage sites and machinery parking/repairyards3.

Highway Cross-Sections: Only typical highway cross-sections have been prepared.Detailed cross-sections incorporating site-specific topography and ground layout will bedesigned by the Contractor.

Standing Vegetation: Roadside trees have been depicted as scattcred vegetation, andtheir varieties, extent, or levels of maturity have not been defined. Areas of scrubvegetation, grasses and other foliage have not been demarcated.

The trees along the perimeter of the project corridor are the property of the provincialforest departments under whose jurisdiction a particular section falls. This jurisdictionmay conflict with the draft project specifications that assign the responsibility forvegetation clearing and plantation to the main engineer supervising a particularconstruction site. This is to be carried out in consultation with the concemed provincialforest department. The regulations that apply include Items 102a, 102b and 102c, videSpecification 102 under Bill 1 (Earthworks of the BoQ) under which 1050 trees will becleared without any provision for replanting. Avenue plantation to compcnsatc for thetrees cleared must be incorporated into the project scope.

Disposal Arrangements: Appropriate disposal arrangements are requircd as part of theproject design, depending on the quantity of undesirable soils, unsuitable and surpluscommon material, and scarified bituminous surfaces. Under Item 103, vide Specification103 under Bill 1 (Earthworks of the BoQ), 25,000 cubic meters of soil are to be removedby stripping. Under Item 209b, vide Specification 209, 248,000 square meters ofbituminous road pavement is to be removed through scarification.

3 According to Clause 3.1 of the Special Provisions' of Bidding Documents - ContractConditions, December 2001, ... earth fill, aggregate, rock, or any other materials for use in theworks shall be provided by the Contractor from sources to be identified, sampled, tested andapproved by the Engineer.



Separation of Embanlanents and Borrow Pits: No minimum horizontal distances havebeen delineated to separate the edges of embankments and borrow pits.

Medians: Although dimensional details for concrete medians have been defined in theproject design, green medians lack both dimensional details as well as provisions forvegetation and stormwater drainage.

Vertical Road Profiles: No vertical profiles have been included in the design. Thismakes it difficult to identify details such as sag points, which generally act as drainagerelief points, particularly along green medians.

Embankments: Raised embankments have not been symbolically depicted in the draftdesign, nor have details for embankment protection against scouring/erosion beenincorporated.

Drainage Details: No details have been included for the disposal of stormwater run-offfrom highway surfaces, green medians, and embankment slopes. This applies even tourban centers that have not been provided with drainage facilities to cope with thisproblem.

Traffic Flow Directions: Most of the project's highways plans do not indicate thedirection of traffic flow symbols.

Asphalt Plants: Suitable locations for asphalt concrete mixing plants have not beenidentified.

LivestockWWildlife Crossings: Although pedestrian crossing sites in the form of zebracrossings/overhead bridges have bcen indicated in most of the plans, provisions forunderground crossings for livestock or wildlife have not been made in areas where theembankment height exceeds 2 m. Similarly, brick- or concrete-lined ramps protectingembankments against erosion/scouring caused by the hooves of either livestock orwildlife, have not been included in the draft design.

Topographical/Administrative Details: Important topographicaVadministrative detailssuch as the names of major cities/towns, rivers/water courses, railways crossings, andother features have not been indicated in the draft design.

Traffic Diversion Plans: Traffic diversion/management plans were not 'repared duringthe design phase.

U-Turns: Although most U-turns have been marked on the plan, the direction of flieturnings has not been indicated.

Water Source/Quantity: Sources of water and the respective quantities it is possible toobtain from these sources, have not been indicated in areas marked for highwayconstruction and rehabilitation.

Accident Prone Zones: Zones that pose a potential hazard and increased risk of accidentshave not been indicated on the plan.

Traffic Volume: The current traffic densities/volumes plying the project corridor have notbeen indicated on the plan.

03/19/03 Appendix D

D-3

SEA of Pakislan Highway Rehahilitation Project

Road Safety: Local traffic has not been segregated from highway traffic in certaincongested areas along the project corridor.

Specifications and TenderiContract Documents

In general, the draft highways specifications and contract/tender documents do notspecify the environmental and social issues relevant to the project. These need to bemerged 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 constructionperiod 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 ofcommunity-owned resource use leading to potential conflicts with the localpopulation

i Compliance with the National Environmental Quality Standards (NEQS)

i* 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 environmental impact,enhance project benefits, and carry out effective environmental management andmonitoring, include the following as part of the project design, specifications andtender/contract documents:

* Earthworks and landscape rehabilitation, including engineering and vegetativemitigation measures

* Drainage works and erosion protection

*o. Construction activities

*. Post-construction operation and maintenance (O&M) measurcs

* Other improvements such as roadside stops, rest areas, parking areas, andrecovery/repair bays

*. Institutional improvement, environmental management, and monitoring plans.

03/19/03 Appendix DD4


D.2 Proposed Amendments to Specifications, Bidding, Tender andContract 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 engineering works, the Contractor will also be responsiblefor compliance with his responsibilities under the Environmental ManagementPlan (EMP) and Resettlement Action Plan (RAP) (where applicable), as per theprovisions of this contract agreement.

Detour Roads and Traffic Maintenance

The first paragraph will be amended to read as follows:

The Contractor shall carry out his operations so as to cause the least possibleobstruction and inconvenience to the public and surrounding ecosystems inaccordance with Items ... and... of General Specifications 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 detail the Contractor's responsibilities with regard to theimplementation 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 hisbid, the costs of compliance with his contractual responsibilities in implementingthe 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 inserted to read asfollows:

While ascertaining the bid, the Employer will also carry out a diligent scrutiny ofthe Bidder's proposal to assess its adequacy and responsiveness in complyingwith the contractual obligations related to the implementation of the EMP andRAP (where applicable).

03/19/03 Appendix D

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SEA of Pakistan Highway Rehabihltation Project

Performance Security

Subsequent to Clause 34, page ITB-17 , Sub-clause 34.4 will be inserted to read asfollows:

In view of the potentially detrimental environmental impact resultingfromhighway construction operations, the Bidder's performance security will also bedeemed to cover his contractual obligations to comply with the requirements ofthe 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 surrounding zones within the limits of the CoI (the corridor ofimpact affected by project activities that have an environmental impact); and itsnatural (physical and biological) and human resources (people, economicdevelopment, and quality of life parameters).

Environment Resource or Value: An aspect of the environment that is of benefitto man, including all ecological resources and values.

Ecology: The study of the inter-relationships between organisms and theirenvironments.

Ecosystem: A community and its environment (living and non-living consideredcollectively, which may range in extentfirom the very small to the very large).

Environment Effect/Impact: The effect on an environmental resource or valueresultingfrom natural or man-made actions, including project development(measured by physical, chemical, and biological parameters).

Environmental Impact Assessment: An assessment of the changes inenvironmental resources or values resultingffrom the implementation of aproposed project.

Environmental Monitoring: Observing the effects of development projects onenvironmental resources and values, including sampling analyses and temporaryobservations during the project construction/implementation stage, andcontinuing periodic observations during project operation.

Environmental Planning: Planning activities with the objective ofpreserving orenhancing environmental resources or values.

Initial Environmental Examination: An initial examination to estimate probableenvironmental impacts, in order to ascertain whether the studies detailed aboveare needed to conduct an EIA.

4As adapted from the Environmental Guidelines for Selected Infrastructure Projects, AsianDevelopment Bank, 1993.

03/19/03 Appendix D

D-6


Biodiversity: The variability among living organisms from all sources includinginter alia, terrestrial, marine or other aquatic ecosystems, and the ecologicalcomplexes of which they are a part; including diversity within species, betweenspecies, and of ecosystems4.

Insurance

Subsequent to Sub-clause 13.1, page COC-5, Sub-paragraph (e) will be inserted to readas follows:

Environmental damage with a significantly adverse impact which cannot bemitigated through the measures proposed.

Safety

Subsequent to Clause 19.1, page COC-6, the following statement will be added to read asfollows:

The Contractor shall be responsible for the safety of all on-site operationsincluding environmental damage arisingfrom either his or his sub-contractor'sactivities.

Quality Control

Subsequent to Clause 34.1, page COC-10, Clause 34.2 will be added to read as follows:

On the instructions of the Engineer-in-Charge, the Contractor will be obliged tocarry out all ambient air, noise, soil, water quality and other tests specified aspart of his obligations under the EMP. Unless otherwise stated, the cost of thesetests will be deemed to have been included in the Contractor's bid rates for otheritems

Termination of Contract

Subsequent to Sub-clause 59.2, page COC-17, Sub-paragraph (i) will be inserted to readas follows:

The Contractor does not comply with his contractual obligationsoin implementingthe EMP and RAP (where applicable), and undue damage is caused resulting in asignificantly negative environmental impact.

Special Provisions

Work Schedule

Subsequent to Sub-clause 4.1, page SP-4, the following sub-paragraph will be inserted soas to read:

Complete contractual obligations with respect to implementing the EMP and RAP(where applicable).

SAs adopted from 'Biodiversity Action Plan for Pakistan'.

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SEA of Pakistan IHighway Rehabilitation Project

Engineer's Laboratory

Subsequent to Clause 8.5, page SP-16, Sub-paragraph (4) will be inserted to read asfollows:

The Contractor shall arrange to provide environmental testing equipment to theEngineer's laboratoryfor testing ambient air, noise, soil, and water quality, andcarrying out any other tests related to environmental pollution as per the attachedlist.

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 asto read:

At the end of construction works, the borrow areas utilized are required to berehabilitated, refilled, and landscaped to restore them as closely as possible totheir original condition as stated in the EMP, and to the satisfaction of theEngineer-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 beamended to read as follows:

All damage to the surface of the land, including standing vegetation, the beds of,both perennial and non-perennial water-couurses, protection banks, and river-bedsetc.

Dangerous Materials

Subsequent to Clause SCC-15, page SCC-3, the following sentence will be inserted so asto read:

The Contractor will be entirely responsible for ensuring the safety of his workersand local populace, as well as preventing or mitigating environmentalcontamination of any kind arising from the storage of dangerous materials.

D.2.3 Annexure 3 (Corrigenda to NHA General Specifications, 1998)

Protection of Environment

The last line of the existing paragraph, page 2, will be amended to read as follows:

... in conformity with the statutory and regulato;y environmental requirements ofthefederal/provincial environmentalpprotection agencies (EPAs) and the WorldBank (WB), as well as the requirements stipulated in the EIA and EMP, includingthose prescribed elsewhere in this document...



Subsequent to the second paragraph of the same clause, the following sentence will beadded so as to read:

However, after emergent works have been completed, the Contractor will carryout suitable environmental mitigation measures with the approval of theEngineer-in-Charge.

Subsequent to the third paragraph in its present continuation, the following passage willbe added so as to read:

... to its original state to the entire satisfaction of both the Supervising Engineerand the landowner.

Borrow Pits for Embankment Construction

Subsequent to the existing paragraph in its present continuation, the following passagewill be added so as to read:

However, depending upon soil type, water table depth, ground topography, andthe current state of vegetation etc., a minimum distance for borrow areas outsidethe RoW will be pre-specified by the Engineer-in-Charge. The main rulingfactors determining these distances will be protecting the highway againstcapillary action causing pore pressure to damage the pavement, and preventingwater stagnation from becoming a disease vector.

Soil Erosion and Sedimentation Control

Subsequent to the existing paragraph in its present continuation, the following passagewill be added so as to read:

Sedimentation basins with impervious linings will be constructed at suitablelocations to help contain any silt run-oft, and prevent the premature siltation ofdownstream watercourses and reservoirs.

Air Quality

Subsequent to the existing paragraph, the following paragraph will be added so as toread:

Any open vehicle transportingfreshly mixed asphalt concrete and laying thepavement, must be equipped with a full tarpaulin cover. This will help red'ucetoxic fumes and prevent atmospheric contamination.

Preservation of Archeological Assets and Antiquities

The existing heading will be modified to read:

Preservation ofArcheological, Cultural, Religious Assets, Heritage andAntiquities

The existing two paragraphs will be replaced with the following passage:

Materials ofany kind unearthed during any type of site excavation, includingfossils, coins, articles of value or antiquity, or other r emains or objects ofgeological, archeological, cultural and/or religious value, shall be deemed to be

03119103 Appendix D

D-9

SEA of Pakivan Highway Rehabilitation Project

the property of the Government ofPakistan. The Contractor will take allprecautions to prevent his workmen or any other persons from removing or

damaging any such articles (or objects), and protect the site from furtherdisturbances. Upon discovery, the Contractor will immediately inform theEmployer's representative, who in turn will contact the nearest archeologicalauthority so that the matter may be settled under the provisions of the AntiquitiesAct at the expense of the government, except where otherwise included in theobligations of the Contractor. Further construction 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 officermanaging environment-related matters arising at his site of work. The environmentalcoordinator should hold a degree in environmcntal engineering or environmentalsciences, and have a minimum experience of one year of working in construction-relatedwork. The environmental coordinator shall coordinate closcly with the EnvironmentalSupervisor 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 environmental coordinator shall be responsiblefor producing a weekly environmental 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 asafe distance from local settlements to prevent potential disputes with the localpopulation. Wherever possible, campsites will be located within the RoW. Otherwise the

Contractor will make suitable arrangements on private lands, paying due compensation tothe landowner, and ensuring that the campsite is restored to its original condition to thesatisfaction 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 bcfore doing so. Measures to bridge the social gapbetween 'outside' workers and local communities will be carried out by providing thelatter with the maximum possible number ofjob opportunities. e

Prior to the commencement of construction activities, the Contractor will submit a

development plan for the campsites to the Engineer-in-Charge for approval. The plan will

include the following main features:

* Perimeter fence and lockable main gates

*. Parking, repair, and workshop areas

* Living accommodation for campsite residents

* Canteen, dinning areas, and recreational facilities

* Water supply and areas for ablution

* Wastewater treatmcnt and disposal systems

* Safe storage areas


SEA of Pakistan Highway Rehabihltation Project

rD Proposed power supply

D' Proposed all-weather surfaced areas.

In case a campsite is located on privately owned land, the Contractor shall also submit thefollowing information to the Engineer-in-Charge, duly signed by both the landowner andthe Contractor:

D - Details of the compensation to be paid

D Agreed period of land tenure

D Modes of payment

D Any specific requirements of the landowner concerned

D Photo-documentation of the site in its original condition, prior to campsiteconstruction

D> Detailed plan for the restoration of the proposed campsite after constructionworks have been completed.

National Environmental Quality StandardsThe Contractor will ensure compliance with the NEQS; in this context, periodicalenvironment-related tests will be carried out as required by the EMP.

D.2.4 Earthworks and Allied Activities

Maintenance of Embankment Works During ConstructionSubsequent to the first paragraph in its present continuation, the following passage willbe added so as to read:

It will be mandatoryfor the Contractor to carry out positive measures to stabilizeembankment slopes with indigenous vegetation including herbs, shrubs, andgrasses etc.

D.2.5 Classification of Excavation

Maintenance of Embankment Works During ConstructionSub-clause 105.2.5 ('Clearing and Grubbing') will be added to read as follows:

The top layer of organic soils up to a depth of 25-30 cm, will be carefullystored/stacked and reapplied to the top of new surfaces once construction workhas bee completed. This willfacilitate the early/quick regeneration of newvegetation.

Safety of Quarry Sites

While extracting construction material from quarry sites, the Contractor will adoptsuitable measures to ensure the safety of his workforce, local residents, crops, trees, andall other property, against all hazards of blasting, dust and noise pollution.

03/19/03 Appendix DD-1l

SEA of Paki stan Highway Rehabhdtatuon Project

Site Clearance

The Contractor will clear the site while exercising the utmost care and diligence so as toprevent disturbing the ecosystem in the immediate vicinity of the construction site. Ifsuch disturbances cannot be avoidcd, then the site will be restored to a degree ensuringthat it merges in with its natural surroundings.

Removal or Diversion of Water SourcesWater removal/diversions will be carried out in a manner preventing damage to anyproperty, land, crops, and surrounding ecosystem. At the same time, the Contractor willensure that water sources are not allowed to become stagnant, subsequently creating ahealth risk or social hazard.

If removing or diverting any water sourccs, the Contractor will take measures to protectbiota in the waterways by using sedimentation basins/screens or other mitigationtechniques to avoid disturbing sediments, prevent pollution caused by equipment, andcheck the loss of watcr environment during construction activities.

Removal of Bituminous SurfacingArrangements must be made to recycle removed bituminous surface materials. However,if these materials cannot be recycled, then they must be disposed well away from built-upand/or populated areas, and water resources in order to avoid health hazards and theunsightly contamination of land/crops. The material will be disposed of safely in pitsconstructed in impervious soils, or alternatively, equipped with strong, impervious water-liners.

A far higher degree of care will be exercised when upgrading old highway pavementscomprised partly of coal-tar. This material has a high concentration of carcinogens, andis a major source of cancer.

Bituminous Mixing Plants

To avoid environmcntal degradation, bitumen-mixing plants must be locatcd well awayfrom populated areas and campsites, and haul-trucks must be equipped with tarpaulincovers to prevent bituminous materials from escaping. Such plants arc potentially acritical source of toxic air cmissions containing polyaromatic hydrocarbons, odoroussubstances, and un-burnt carbon particulates, as well a source of noise pollution. b

Stone Riprap

In the case of dry stone riprap, inter-stone voids will be filled with organic soils makingthem receptive to the early/quick growth of indigenous vegetation. Once such vegetationhave established its rootstocks, it will act as reinforcement holding the stones together,and hide any unsightly signs of construction.

Removal of Trees

Trees will be clcared to a depth of not less than 50 cm or as dcsignatcd by the Engineer inconsultation with the local Divisional Forest Officer (DFO), to ensure the completeremoval of roots and stumps.

03/19103 Appendix D

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SEA of Pakistan Highway Rehabililalion Project

After removal, the trees shall be stockpiled at designated locations and become theproperty of the provincial forest department concerned, unless otherwise directed.

The Contractor must be aware that trees may only be felled after having obtainedpermission and authorization from the forest department and respective landownersconcerned. The Contractor is, therefore, advised to initiate this approval procedure assoon as possible in order not to delay construction.

Construction Requirements

Any individual trees that the Engineer, in consultation with the local DFO, may designateand mark with a ring of white paint shall be left undamaged. All other trees to be clearedshall be counted and an inventory prepared, indicating their species, girth of trunk, andthe volume/weight of timber/fire-wood likely to be yielded.

After clearing, these trees will become the property of the Client who will arrangeauctions 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 therecommended species of plants/saplings for linear/strip plantations on top ofembankments and in the RoW. The provision of these plants will comply with thespecifications of the forest department concerned.

Description of Plants

The Contractor shall procure plant saplings and carry out maintenance and plantingoperations according to project specifications and accepted forestry practices, in order toensure that the saplings are well grown at the time of completion of the contract. Themaintenance period for new saplings will be based on the forestry practices prevailing inthat particular area.

The species, sizes, and numbers of plants to be procured and planted, and the locations atwhich they are to be planted, shall be determined by the project design drawings or asidentified 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 forcstrylaws of the province with respect to disease and infestation; inspection certificates arerequired by law and shall be filed with the Engineer's representative, ie, the local DFO.All plants must be first-class representatives of their normal species or varieties withvigorous root systems. Plants cut back from larger sizes to meet specified sizes will notbe acceptable. Procured plants must also be free of damage or disfigurement, appearhealthy and vigorous, and bear evidence of proper top and root pruning. Unlessotherwise indicated in the design drawings, all the plants introduced must be nurserygrown. Saplings to be planted must be suited to growth in that particular rcgion, capableof reaching maturity in a short period, and merging adequately with the local ecosystem.

03/19/03 Appendix D

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SEA of Pakistan Highway Rehahilitation Project

Tree Plants

Tree plants procured in containers and acclimatized to outside conditions will be deemedacceptable provided they match field-grown stock, subject to verification by theEngineer-in-Charge and DFO based on nursery visits.

Collected wood-grown or natural seeding plants shall conform in quality, size, and gradeto the requirements for nursery-grown stock given herein, if their use is permitted asindicated in the design drawings, or as directed by the forestry officials concerned. In allcases, collected wood-grown or natural seeding 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-grownplants'. Their root systems must be well-protected, and the plant procured in accordancewith the specifications stipulating quality and protection as discussed above. Pot-grownplants must be well-developed, and their roots capable of binding earth together afterhaving been removed from their containers, but without being entirely root-bound. Priorto on-site plantation, thcse plants shall be inspected and approved by the local DFO.

Labeling of Plant Material

Legible labels must be attached to each plant delivered to the site as a separate unit, andto each box, bundle, bale, or container containing one or more plants. Labels mustindicate an approved name (in local dialect as well as botanical naming conventions),size, age, and any other detailed data required to identify the plant as conforming toproject specifications when not attached to individual plants. The label must also indicatethe quantities of each specified plant contained in the box, bundle, bale, or container.

Inspection and Rejection

All plants intended for use during the project shall be subject to inspection at any placeand at any time, by the Engineer's representative, ie, the local DFO. The Contractor shallapprise the Engineer as to the sources of the plant material procured, and notify theEngineer of the planting operation schedule.

After arrival at the site of work and prior to the time of planting, the Engineer'srepresentative/local DFO will inspect each plant to verify its compliance with projectspecifications and drawings. Plants that do not conform to these specifications will bemarked or otherwise identified as 'rejected'. All rejected plant material shall be removedfrom the project site and be replaced by the Contractor with plant material conforming toall specified requirements, at the Contractor's expense.

Construction Requirements

Layout of Planting Areas

Plant locations and outlines of planting areas shall be marked out and staked by theContractor. Plantation layouts will be subject to the approval of the local DFO prior tothe commencement of planting operations.

03119103 Appendix 0D-14

SEA of Pakistan Highway Rehabildta lon Project

Topsoil will be kept separate from subsoil and rendered loose and friable.Alkaline/acidic soils, gravel, stone, or other material encountered during projectexcavations due to plant growth, shall be separated from the soil and disposed of atlocations approved by the Engineer in consultation with the local DFO. Such topsoil willbe 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 beencompleted 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 willinvolve keeping plants in healthy, growing condition by watering, pruning, spraying, andshading as required. Maintenance will also include keeping planting areas free fromweeds, 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 preventiveor remedial measures approved as good forestry practices upon the advice of the localDFO.

Guarantee and Replacement

Until such time as all planting work to be carried out under the contract has beencompleted by the Contractor, and over a maintenance period of one year after theplanting has been accepted by the Engineer/local DFO, the Contractor shall guarantee thelife and satisfactory condition of all the plants he has procured.

During this period, all plants, which, in the opinion of the forestry officials concerned arein unhealthy or badly impaired condition, shall be replaced with satisfactory plantmaterial. Once planting operations have been completed, and prior to the completion ofall normal work, the Contractor will identify any plants not in healthy, growing conditionand ensure that they are promptly removed. As soon as seasonal conditions permit, theContractor will replace all the plants that were removed, with plants of the same kind andsize and in the same manner as originally specified, and at no extra cost to the Employer.

03/i9/03 Appendlx D

D-15


Appendix E: Noise Level Monitoring Data andFuture Projections

E.1 Noise Level Monitoring Data

Noise level monitoring was carried out along various highway sections selected forimprovement under Phase I of the project. The observations were recorded at differentlocations during the day and at a fixed point at night. Special emphasis was laid onrecording the present levels of vehicle-generated noise around hospitals and schools etc.,within the Col 2, in order to assess the future impact of noise once the improved roadfacilities engender,a time-bound increase in traffic volume. Noise levels recorded athighway points protected by vegetation barriers when compared to levels measuredwhere such barriers did not exist, showed that the barriers reduced noise levels to asignificant extent. Noise levels were recorded simultaneously at 6 m from the edge of thepavement (about 7.5 m from the source) and either near recipient structures or at the Col2 limit of 200 m, where applicable. This was done in order to assess how noise levels atthe window height of a recipient structure gradually decreased with distance.

Data on noise levels along the project corridor has been presented in the sequence givenin Exhibit E.1.

Exhibit E.1: 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

E.6 Govt. secondary school, Kazi Ahmad

Moro-Ranipur Section


E.8 Govt. college, Kandyaro

Gujranwala-Kharian Section

E 9 Govt. high school, Thekhrian

E.10 Rural health center, Punjan Kassana

E 11 Residential building

Tumol-Chablat Section

E.12 Famous Elementary School, Wah Cantt

E.13 Shard Hospital, Wah Cantt


Nowshera-Peshawar Section

E. 15 Govt high school, Nowshera


3/19/03 Appendix EE-1

SEA of Pakistan Highway Rehabilhtation Project

Exhibit E.2: Noise Level Monitoring Data for Hyderabad-Hala Section

Venue: Residential building

Date: January 29-30, 2002

DistanceChainage Readinga Readingb from EdgeNo. (km) Time (dBA) (dBA) of Road Type of Traffic

(m)1. 207-208 1330-1400 65.2 67.3 50 Trucks blaring loud music2. 205-206 1430-1500 65.8 65.2 50 Trailers + trucks3. 205-206 1530-1600 66.4 64.3 100 Mixed traffic4 198-99 1630-1700 64.9 63.9 100 Bus5. 181-182 1730-1800 64.8 62.8 100 Trailers6. 181-182 1830-1900 65.7 63.7 50 Trucks7. 181-182 1930-2000 64.7 62.5 100 Mixed traffic8. 181-182 2030-2100 66.2 63.2 50 Trucks9. 181-182 2130-2200 65.8 62.4 100 Trucks10. 181-182 2230-2300 66.1 64.7 100 Trucks11. 181-182 2330-2400 64.2 63.2 100 Trucks12. 181-182 0030-0100 65.3 64.3 100 Trailers + trucks13. 181-182 0200-0230 64.9 63.7 100 Trucks + trailers14. 181-182 0300-0330 65.7 64.2 100 Tractors + trailers15. 181-182 0400-0440 64.9 62.9 100 Trucks16. 181-182 0500-0530 63.9 61.7 100 Trucks + trailers17. 181-182 0600-0630 64.7 63.8 100 Trucks18. 181-182 0700-0730 65.8 62.7 100 Jeeps + buses19. 181-182 0800-0830 65.8 63.8 50 Buses + trailers20. 181-182 0900-0930 62.9 62.6 100 Trucks21. 184-185 1000-1030 637 62.7 100 Trailer+ trucks22. 184-185 1100-1130 64.7 64.3 100 Buses + trucks23. 180-179 1200-1230 65.1 63.6 50 Trucks24. 162-163 1300-1330 66.2 64.3 100 Mixed traffic

a At 6 m from edge of road b At window level of receptor

3/19/03 Appendix E

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SEA of Pakv stan Highway Rehablihtation Project

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

Reading Readingb Distance fromNo. Time (dBA) (dBA) ~ Edge of Road Type of Traffic

1. 0930-0945 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


These readings were taken during school hours Readings measured within the school compound rangedbetween 56.2 and 58.2 dBA without traffic


SEA of Pakistan Highway Rehabiilation Project

Exhibit E.4: Noise Level Monitoring Data for Hala-Moro Section



Chainage T Reading' Readingb DistanceNo. (km) Time (dBA) fd rom Edge af Type of Traffic

No. (kin) (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 1800-1 830 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 Trucks

18. 240-241 0600-0630 64.5 59.4 100 Buses + trailers

19. 240-241 0700-0730 65.1 56.3 100 Mixed traffic

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 wrndow level of receptor

3/19103 Appendix E

E4

SEA ofPakivian Highway Rehahilitation Project

Exhibit E.5: Noise Level Monitoring Data for Hala-Moro Section

Venue: Rural health center, Shahpur Jahania



No. Time Reading' Reading' Distance from Type of TrafficNa. Time ~~(dBA) (dBA) Edge of Road (in) TyeoTrfc

1. 093G-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 receptorThese readings were taken during working hours.

Exhibit E.6: Noise Level Monitoring Data for Hala-Moro Scction

Venue: Government secondary school, Kazi Ahmad



Reading' Reading' Distance fromNo. Time (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


Readings measured within the school compound ranged between 57 and 58 dBA without traffic.



Exhibit E.7: Noise Level Monitoring Data for Moro-Ranipur Section



Chainage Reading' Readingb DistanceNo. (kim) Time (dBA) (dBA) from Edge of Type of TrafficRoad (in)

1. 413-414 1500-1530 68 61.9 50 Mixed traffic

2. 395-394 1600-1630 67.3 60.3 100 Mixed traffic3. 372-373 1700-1730 66.8 62.4 100 Trucks + trailers4. 372-373 1800-1830 65.1 60.6 100 Mixed traffic5. 372-373 1900-1930 64.8 60.2 100 Trucks + trailers6. 372-373 2000-2030 64.9 59.8 100 Trucks

7. 372-373 2100-2130 63.7 59.3 100 Trucks8. 372-373 2200-2230 63.9 58.8 100 Trucks t trailers

9. 372-373 2300-2330 64.2 60.1 50 Trucks10. 372-373 2400-0030 62.1 61.4 100 Trucks

11. 372-373 0100-0130 61.9 60.1 100 Trucks + trailers12. 372-373 0200-0230 60.8 57.8 100 Trucks

13. 372-373 0300-0330 61.3 57.4 100 Trucks14. 372-373 0400-0430 60.9 57.9 100 Trucks + buses15. 372-373 0500-0530 61.3 57.4 100 Trucks

16. 372-373 0600-0630 62.3 58.1 100 Trucks + buses17. 372-373 0700-0730 61.8 58.4 100 Trucks + trailers18. 372-373 0800-0830 61.9 58.7 50 Trucks + trailers19. 405-406 0900-0930 61.8 59.8 50 Trucks

20. 413-414 1100-1130 67.8 65.1 50 Mixed traffic21. 413-414 1200-1230 71.0 66.7 50 Trucks + trailers22. 380-390 1300-1330 66.4 64.1 100 Trucks + trailers23. 355-356 1400-1430 65.8 63.8 100 Buses + trailers

a At 6 m from edge of road b At wndow level of receptor

3t19/03 Appendix EE-6


Exhibit E.8: Noise Level Monitoring Data for Moro-Ranipur Section

Venue: Govt. college, Kandyaro



Readinga Readingb Distance fromNo. Time (dBA) (dBA) Edge of Road (m) Type ofTraffic

1. 0900-0930 62.4 59.8 50 Trucks

2. 1000-1030 63.9 60.1 50 Mixed traffic

3. 1100-1130 66.2 60.4 50 Mixed traffic

4. 1200-1230 64.8 59.2 100 Trucks + trailers

5. 1300-1330 65.7 59.8 100 Mixed traffic


Exhibit E.9: Noise Level Monitoring Data for Gujranwala-Kharian Section

Venue: Govt. high school, Thekhrian

Date: April 12, 2002


No. Time Reading' Readingb' Distance fromTyeoTrfi(dBA) (dBA) Edge of Road (m) TypeofTraffic

1. 0800+0830 64.9 62.9 50 Trucks

2. 0900-0930 65.1 63.3 50 Buses,+ trucks

3. 1000-1030 64.7 62.8 50 Cars + buses

4. 1100-1130 65.3 63.6 50 Mixed traffic

5. 1200-1230 65.4 63.4 50 Mixed traffic

6. 1300-1330 65.5 63.1 50 Trucks + buses

7. 1400-1430 64.9 63.2 50 Mixed traffic


Readings were taken during school hours. Readings measured within the school compound rangedbetween 62 1 and 62.8 dBA without traffic

3/19103 Appendix E

E-7

SEA of Pakivian Highway Rehabilitation Project


Venue: Rural health center, Punjan Kassana



No. rime Readingj Reading' Distance from Type of TrafficNo. Time ~~(dBA) (dBA) Edge of Road (in) TyefTafi

1. 0800-0830 65.4 64.2 50 Mixed traffic

2. 0900-0930 65.6 64.6 50 Trucks + trailers

3. 0100-1030 65.2 63.8 50 Trucks

4. 1100-1130 64.9 63.6 50 Jeeps+cars

5. 1200-1230 64.8 62.9 50 Buses

6. 1300-1330 65.4 63.7 50 Mixed traffic

7. 1400-1430 65.8 63.5 50 Trailers + buses


The readings were taken during working hours Readings measured within the building compound rangedbetween 61.9 and 62.2 dBA without traffic.

3/19103 Appendix E

E-S

SEA of Pakistan Highway Rehabihliation Project



Date: April 13-14, 2002

Chainage T Readinge Readingb DistanceNo. (km) Time (dBA) (dBA) from Edge of Type of Traffic(kin) ~~~~~~~~Road (in)

1. 1399-1400 1500-1530 65.3 64.2 50 Mixed traffic

2. 1397-1398 1600-1630 65.1 62.8 100 Mixed traffic3. 1396-1397 1700-1730 65.2 63.4 50 Buses + trucks4. 1395-1396 1800-1830 64.8 63.2 50 Trucks + trailers5. 1390-1391 1900-1930 64.9 62.4 100 Trucks + cars6. 1386-1387 2000-2030 65.1 61.8 200 Mixed traffic7. 1386-1387 2100-2130 64.6 62.2 150 Trucks8. 1386-1387 2200-2230 65.3 63.6 50 Trucks + buses9. 1386-1387 2300-2330 64.2 61.7 150 Trailers

10. 1386-1387 2400-2430 65.7 63.8 50 Trucks + buses

11. 1386-1387 0100-0130 64.2 62.9 50 Trucks12. 1386-1387 0200-0230 64.8 62.6 50 Trailers

13. 1386-1387 0300-0330 63.7 62.2 50 Trucks14. 1386-1387 0400-0430 64.2 62.6 50 Trailers + trucks15. 1386-1387 0500-0530 64.8 62.8 50 Trucks

16. 1386-1387 0600-0630 64.9 63.1 50 Buses17. 1386-1387 0700-0730 65.1 63.3 50 Tru&ks + buses18. 1386-1387 0800-0830 65.4 62.8 100 Mixed traffic19. 1377-1378 0900-0930 65.2 62.2 100 Mixed traffic

20. 1366-1367 1000-1030 64.9 62.4 100 Mixed traffic21. 1355-1356 1100-1130 64.6 62.3 100 Trucks + buses22. 1345-1346 1200-1230 65.4 63.2 100 Mixed traffic23. 1339-1340 1300-1330 64.9 63.3 100 Mixed traffic24. 1335-1336 1400-1430 64.3 62.8 150 Mixed traffic

25. 1320-1321 1500-1530 64.6 61.7 200 Mixed traffic


3/19103 Appendix E

E-9

SEA of Pakktan Highway Rehahtlitation Project

Exhibit E.12: Noise Level Monitoring Data for Tumol-Chablat Section

Venue: Sharif Hospital, Wah Cantt.



No. Time Reading' Readingb Distance from Type of Traffic(dBA) (dBA) Edge of Road (in) TyeoTafc

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


Exhibit E.13: Noise Level Monitoring Data for Tumol-Chablat Section

Venue: Famous Elementary School, Wah Cantt



No. Time Readinga Readingb Distance from Type of Traffic(dBA) (dBA) Edge of Road (in) Tp fTfi

1. 0800-0830 64.8 63.1 50 Trucks

2. 0900-0930 65.1 62.9 50 Buses + trucks b

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


Readings measured within the building compound ranged between 62.3 and 63 2 dBA without traffic.

3119103 Appendlix E

E-10

SEA ofPakistan Highway Rehablhitatlion Project

Exhibit E.14: Noise Level Monitoring Data for Turnol-Chablat Section


Date: April 16-17, 2002

Chainage T Readinga Readin? DistanceNo. (km) Time (dBA) (dBA)gb from Edge of Type of TrafficNo. (kin) (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 + tnucks

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


3119/03 Appendix EE-11


Exhibit E.15: Noise Level Monitoring Data for Nowshera-Peshawar Section

Venue: Govt. high school, Nowshera



No. Time Readinga Readingb Distance from(dBA) (dBA) Edge of Road (m) Type of Traffic

1. 0800-0830 65.1 63.9 100 Buses

2. 0900-0930 65.7 63.4 100 Buses + trucks

3. 1000-1030 64.9 63.1 50 Trucks

4. 1100-1130 65.8 64.1 50 Trucks + trailers5. 1200-1230 65.4 63.8 100 Mixed traffic

6. 1300-1330 64.9 62.4 150 Trucks

7. 1400-1430 64.6 62.2 200 Buses

8. 1500-1530 65.4 63.1 200 Mixed traffic


Readings measured within the building compound ranged between 62 2 and 62.8 dBA without traffic.



Exhibit E.16: Noise Level Monitoring Data for Nowshera-Peshawar Section


Date: April 18-19, 2002

No Chainage Time Readinga Reading" Distance from Type of Traffic(kin) (dBA) (dBA) Edge of Road (mn) TyeoTrfi

1. 1661+1662 1600-1630 65.7 64.2 50 Mixed traffic2. 1661+1662 1700-1730 66.1 63.8 100 Trucks + buses3. 1662+1663 1800-1830 66.4 63.7 100 Mixed traffic4. 1662+1663 1900-1930 65.8 63.5 150 Trucks5. 1662+1663 2000-2030 65.7 63.9 50 Trucks + trailers6. 1662+1663 2100-2130 65.9 64.1 50 Trucks + buses7. 1662+1663 2200-2230 66.2 63.8 50 Trucks + trailers8. 1662+1663 2300-2330 65.2 63.5 50 Trucks9. 1662+1663 2400-2430 65.4 63.2 50 Trucks + buses10. 1662+1663 0100-0130 65.6 63.7 50 Trucks + trailers11. 1662+1663 0200-0230 65.7 63.1 50 Trucks + trailers12. 1662+1663 0300-0330 66.1 62.1 50 Trailers13. 1662+1663 0400-0430 65.1 62.6 50 Trucks14. 1662+1663 0500-0530 66.4 63.7 50 Buses + trailers15. 1662+1663 0600-0630 66.4 63.4 50 Mixed traffic

16. 1662+1663 0700-0730 66.2 63.8 100 Mixed traffic17. 1677+1678 0800-0830 66.6 62.9 150 Trucks + buses18. 1677+1678 0900-0930 65.9 62.8 150 Trucks + buses19. 1677+1978 1000-1030 64.8 62.2 200 Trucks + jeeps20. 1680+1681 1100-1130 65.4 63.7 50 Mixed tfaffic21. 1682+1683 1200-1230 66.1 62.6 100 Mixed traffic22. 1684+1685 1300-1330 66.2 62.4 200 Trailers + buses23. 1693+1694 1400-1430 65.9 63.8 100 Mixed traffic24. 1693+1694 1500-1530 66.2 63.2 150 Mixed traffic25. 1693+1994 1600-1630 66.4 62.5 200 Mixed traffic


3/19/03 Appendix E

E-13


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 mfrom the source of noise. The vehicle types primarily responsible for generating noiseinclude 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 generateddepends on engine capacity and the make of the car, ranging between 65 and 75 dBAwhen the vehicle is moving in third gear, and between 75 and 85 dBA, when it isaccelerated in second gear.

Ignition occurs at a higher pressure in diesel-powered vehicle engines than in gasolineones, and the former emit a significantly greater degree of airborne vibration. This isparticularly true for heavily loaded vehicles climbing slopes or accelerating from acomplete stop. In addition, the engines of such large vehicles, particularly trucks, areconstantly operated at full throttle, and their air intake and exhaust exacerbate the noisealready produced by diesel engines. Inlet silencers are capable of reducing this noise by5 dBA, and effective mufflers can bring down the noise emitted by trucks from 100 dBAto about 92 dBA.

6±it&§-/,)) 42 '1/4.rv 4_

Motorcycles and rickshaws generate particularly loud levels of noise that even thevehicle's occupant is not protected against. Noise levels can be as high as 120 dBAimmediately behind the vehicle. Under maximum noise conditions, the noise at 15 mranges between 77 and 88 dBA in newer models, and between 90 and 95 dBA in oldermachines equipped with poor mufflers.

E.2.2 Foreseeable Trends

Growing urbanization, the rising numbers of automobiles and trucks, anod the quantity oftraffic have all contributed to increasing noise levels. Formerly quiet areas have becomenoisy, and traffic-free periods during the night have become less frequent. In order topredict levels of vehicle noise over the next few decades, the following factors will haveto be considered:

D Technical evolution of motor vehicles and progress in reducing their noise levels

> Population and other demographic trends

> Economic trends and trends in vehicle ownership

> Traffic trends in urban and rural areas

D Changes in legislation

> Changes in public attitudes towards the noise problem.

3119/03 Appendix E

E-14

SEA of Pak, svan Highway Rehabilitation Project

E.2.3 Characteristics of Traffic NoiseTraffic-generated noise is intrinsically discontinuous; as a vehicle approaches anobservation point, the noise level rises, peaks, and then decreases as the vehicle movesaway. 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 certainvehicles (such as trucks and motorcycles) may be distinguishable.

04,/2-to ? 0'(>)2 %22 *I l_ -9%- -/2±.)

Unlike the noise emitted by a single vehicle, which depends solely upon the vehicle'sown characteristics and on tire-road contact, traffic noise is determnined by a number ofparameters independent of vehicle characteristics. These include:

* Traffic parameters

>Speed and density

>Composition

>Traffic 'fluidity' (effect of traffic lights, one-way streets, etc.)

>Drivers' behavior

* Road parameters

>Road design (tunnels, cuts, embankments, or on a level)

>Gradients and degrce of curvature

>Nature of road surface

>Width

*. Environmental parameters

>Distance and height of a receptor from the road

>Presence of natural or artificial screens

>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 parameters

>Orientation of living areas

>Attenuation of noise through windows

>Size of windows.

These parameters are not all of equal importance; somc affect the recorded noise levelssignificantly and deserve to be reviewed in detail, while others have a negligible effect.

3/19/03 Appendix E

E-15

SEA of Pakistan Highway Rehahilhtation Project

E.2.4 Rise in Noise Levels

The rise in noise levels can be very roughly correlated with the estimated growth invehicle population, annual mileage covered, and average vehicle speed in an area. Insuburban areas, noise levels rise especially in the vicinity of fast highways that bear aconstantly increasing number of vehicles.

Noise level increases approximately as 20 log N (where N is the number of vehicles) onhighways. Using the traffic counts for day and night provided by the project's designconsultants, noise levels were projected at 50 m and 100 m for the years 2009 and 2024(see Exhibit 7.8 in Section 7). For a line source such as a crowded highway, the noiselevel decreases by 3 dB for each doubling of distance from the source.

Sound diverges spherically and the sound pressure level is inversely proportionate to thedistance from the source, ie, if the sound pressure levcl 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 ofmore than 50 vehicles per hour rises by 3-5 dBA whenever the speed is doubled over24.6 mph. The peak levels increase at a greater rate with increased traffic flow and theaverage sound level also rises, but the reduction with distance becomes more pronounced.

The current noise data collected at the three sites does not in any way seem alarming evenat points close to the highway (ie, at 6 m). Further, the projected values for the year 2009fall within Pakistan's NEQS of 85 dB at 7.5 m from the source. These values, whendetermined for greater distances, indicate an even lower noise level within 65 dB and60 dB for 100 m and 200 m, respectively. However, the projected noise levels at 6 m forthe year 2024 do exceed the prescribed NEQS noise level on many sections. A maximumlevel of 95 dB was projected for the Taxila-Tumol section, but farther away, these levelswere significantly attenuated. For example, at a 100 m distance on the same section, thenoise level dropped to 71 dB, and dropped further at 200 m.

E.2.5 Reducing Exposure to Traffic Noise

There are three types of methods that can be used to reduce exposure to noise frog trafficin general. These include:

D Provisions in urban planning and road design, including the use of sound screensor barriers

D Architectural means, such as soundproofing and building layout

> Traffic control and police measures.

Bolt, Beranek, and Newman Inc. Noise in Urbani Areas; Results of Field Studies. Federal HousingAdministration 1395, January 27, 1967.


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