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Public Disclosure Authorized
Final Report March 19, 2003
E752
Volume 1
Pakistan Highway Rehabilitation Project
Sectoral Social and Environmental Assessment

Phase I & 11
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National Highway Authority, Pakistan
SEA ofPaki vtan Highway RehabilitationProject
Executive Summary
The N5 Highway stretches across the Karachi-Lahore-Rawalpindi-Peshawar-Torkham corridor 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. The Karachi-Hyderabad Super Highway (M9) provides an alternative route to the N5 from Karachi to Hyderabad at the southern end of the highway. The National Highways Improvement Program (NHIP) was developed to address the increasing 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 Super Highway (M9) will be upgraded under the World Bank-supported Pakistan Highway Rehabilitation Project (PHRP). Basic Features of Proposed Improvement The improvement of the highways under the PHRP will be spread over two phases: Phase I includes the rehabilitation and maintenance of 21 1 km of road, and resurfacing and strengthening of 174 km; Phase 11 includes the rehabilitation of 323 km of road and resurfacing of 162 km. Rehabilitationand maintenance projects involve those sections of the project corridor that need major reconstruction work, including the construction of additional carriageways, substantial earthworks, extensive drainage provision and intersection remodeling. Resurfacing and strengtheningprojects concern those sections of the project corridor that are already built according to design; these sections essentially require asphalt overlay to extend their service life. Key Environmental Issues The key environmental issucs associatcd with the proposed highway project are as follows:
*. Borrowing of earth-fill and soil erosion
* *
Impact of noise generated by vehicles, plants and equipment during construction and 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 project proponents to carry out an environmental impact assessment (EIA) of development projects and incorporate environmental and social mitigation actions as part of the project planning. The National Environmental Quality Standards (NEQS) dcfine pollutant limits in industrial and municipal effluents, and in gaseous emissions from industries and
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vehicles. The Land Acquisition Act, 1894, regulates the acquisition of land and built-up property, and damage to other assets such as crops, trees, and infrastructure. The Draft Resettlement Policy of the government addresses the rehabilitation and resettlement of disrupted populations and the restoration of their livelihoods, providing a basis for managing the resettlement needs arising from the project, once the policy becomes law. The National Highway Authority (NHA) is responsible for ensuring that the project complies with the laws and regulations controlling the environmental concems of highway construction and operation, and that all pre-construction requisites, such as permits and clearances are met. Current State of Project Sections The N5 and Karachi-Hyderabad Super Highway (M9) have well-defined RoWs that range from 35 to 110 m in width. The RoW varies from section to section and in some cases, even within a section. For each section, major construction work will generally remain confined within the RoW. Highway Sections Selected for Rehabilitation Most of the existing carriageways on the selected highway sections have been constructed on low embanmnents, with a significant difference in the elevation of the ACW and ECW. The existing paved section of the selected highway sections is not of a standardized width. The driveway is generally in poor condition, and shows signs of undulation, corrugation, and cracks. The road shoulder has also eroded away in many places. Many of the cross-drainage structures extending across the corridor, ie, bridges and culverts, are poorly designed and ill-maintained. The project corridor is also intersected by a large number of provincial, district, and farmto-market roads as well as village tracks. These intcrsections need to be remodeled in accordance with the design levels of the ECW. In addition, the NHA plans to construct bypasses in the sections where the project corridor traverses towns and cities. The selected highway sections generally lack public amenities, such as service lanes in ribbon dcvclopmcnt areas, pedestrian overhead crossings, zebra crossings, footpaths, bus bays, parking areas, rest areas, etc. Many of the existing carriageways of the project corridor have a number of unmanaged or unauthorized U-turns that have not been properly laid out. Highway Sections Selected for Resurfacing The highway sections of the project corridor selected for improvement under the RSP upgrade option are already built according to an acceptable design standards: the roads are constructed on rclatively high embankments along true lincs and lcvels with a proper cross-fall, and the elevations of northbound and southbound carriageways are roughly the same.
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Scope of Improvement Works The procurement of all Phase I projects will be initiated in the fiscal year 2002-2003. In addition to a design period of four to five months, a construction period of 18-23 months is 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 for RMP sections. The total design and construction period for each section will vary between 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, and restrictions caused by ribbon development along the project corridor, five upgrade options have been framed. The selected sections will be raised, strengthened, and upgraded using options tailored to site-specific requirements. Resurfacing and Strengthening Projects Selected sections of the project corridor need only resurfacing and strengthening, mainly by placing asphalt overlay across these sections in order to extend their service life. Sections that are cracked, deteriorated, or distressed, will be patched with asphalt concrete before laying an asphalt overlay. The shoulders will be adjusted using an aggregate base layer and surface treatment to match the lines and levels of the carriageway. Construction Material The materials used for the construction of highways include coarse aggregates, fine aggregates (sand), earth, water, asphalt and cement. Almost all these raw materials are locally available in the country. Given that the Indus Basin groundwater rcgime extends across almost the cntire project area, access to water for construction and campsite purposes is not cxpected to be a problem. Analysis of Alternatives Thcre are two investment options available for improving the main north-south highway corridor in order to meet the increasing transport demands of a growing economy. One option is to develop a new highway/road system, while the other option is to improve the existing network. The second option is more viable in view of economic considerations and 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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Alternative Transport Options

Improvements in the railway sector will require fundamental institutional reforms, and are difficult to achieve in the near term. Travel and freight costs for air transport are too high for it to effectively compete with the road transportation sector. Inland water transport is not a practical alternative to road transportation at this time either, for reasons including limitations on speed, the limited range of transportable commodities, mismatch between ports of origin and destination, and competition with a well-developed rail/road network. Alternative Highway Options Only two alternative highways can be considercd viable for major investment, ie, the existing N55 and the proposed Pakistan Motorway. Although the N55 is expected to provide some relief to the N5, its utility will remain overshadowed by the latter, which passes through some of the most populous areas of the country and is agriculturally and industrially far more important. Although the motorway network is also expected to divert a sizeable volume of fast-moving traffic, the motorway project is constrained by huge investment requirements, land acquisition needs and limited traffic volumes, and is therefore not a practical alternative to the project corridor. Project Corridor Design Alternatives Demarcating an alternative route would require vast amounts of land acquisition, disrupt rural communities, interfere with established natural and agro-ecosystems, and result in further environmental and social degradation. Environmental and Social Baseline Physical Environment Three sections of the N5 fall within the Potohar Plateau towards the north: the KharianRawalpindi, Turnol-Chablat, and Nowshera-Peshawar sections are generally characterised by undulating and heavily eroded topography and are bisccted by a series of low hill ranges. The remaining sections of the N5 (Kharian to Hyderabad) consist of stretches of level to nearly level alluvial plain and scalloped interfluves formed by the deposits of the Indus and its four main tributaries. Towards the east and south, the project corridor is fringed by the Cholistan and Thar deserts. Climate The bulk of the rainfall in the project corridor is received during the monsoon season between July and September. October and November are by far the dricst months, except for the sub-humid zone that also receivcs winter rains. The project corridor is subject to pronounced variations in temperature, directly and indirectly influencing the environment of the highway. The wind systems that affect the project corridor generally arise from a northerly direction in winter and from the southwest in summer. Wind speeds as well as diurnal 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 major canals that also cross or flow close by the highway. Presently, fairly wide belts of fresh groundwater exist along the rivers that traverse the project corridor, and at shallower depths in irrigated areas developed by seepage from the canal system. Soils The soils along the northern corridor of the N5 are derived from piedmont wash from the Hindu Kush and Suleman mountain ranges, and consist of both alluvial and aeolian deposits. The project corridor sections passing through northern Punjab contain a diverse range of soils, including sand, loamy sand, silt-loam, loam, clay-loam, and clay. The highway sections passing through central Punjab contain generally medium textured soils such as silt-loam, loam, and sandy loam. As the project corridor skirts the Cholistan and Thar deserts towards the south, the soils become coarser and sandier, and towards Karachi, are ridden with gravel and pebbles. Ambient Air Quality As air quality standards have not been introduced in Pakistan as yet, the measured values of particulate matter (PM,o) and carbon monoxide (CO) were compared with various limits in accordance with international standards. Hourly CO levels averaged between I and 4 ppm for typical 10-hour measurement periods, and peakcd in the range of 2-7 ppm. The measured values arc well within the limit of 35 ppm. CO levels appear to be higher in areas with extensive ribbon development, irrespective of the traffic count. Hourly PM 1o levels averaged between 74 and 206 pg/M3 for typical 10-hour measurement periods, and peaked in the range of 89242 pg/M3 . Levels above the limit of 200 Pg/M3 werc recorded at three out of nine locations. 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 57 to 64 dBA. When compared to the WHO noise guidelines that prcscribe a limit of 55 dBA for outdoor areas, the roadside noise lcvel measurements for both day and night excecd the applicable limit. Roadside noise level measurements taken at a distance of about 6 m from the edge of the highway were found to be well within the permissible limit of 85 dBA prescribcd by the National Environmental Quality Standards (NEQS) for motor vehicles. Water Quality The quality of groundwater in the project corridor ranges from fresh near the major rivers to 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 important parameters 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 for agricultural use. The disposal of untreated municipal and industrial wastewater, as well as saline effluents from bordering agricultural areas has led to significant deterioration in the quality of ground water and the samples of water collected from surface and ground were 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 this region has been cleared for cultivation, and remnants of the original forest are heavily degraded as a result of the growing need for fuel wood, fodder, and timber. Only five protected areas are located within 500 m of the project corridor. As levels of disturbance along the project corridor have been high and these areas accessible to humans for a long time, wildlife abundance and diversity in protected areas directly adjacent 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 20 districts 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 where economic diversity is relatively high, the rural communities are essentially involved in agriculture or associated occupations. Encroachments and Structures Within the RoW It is general practice in Pakistan for the inhabitants of villages located ncar a highway to establish their businesses and construct houses along the roadside. A total of 588 commercialresidential structures currently fall within the RoW of the project corridor Phase I sections, of which only 28 fall within the proposed construction limit and will require relocation. Approximately 200 structures are estimated to require relocation under Phase II. Structures of religious and cultural significance, including mosques, graveyards, and shrines are also located within the RoW of the project corridor, although none fall within the proposed construction limit. A number of public utility structures including wells, hand pumps, electricity and tclephone poles, transmission towers, and police check posts are also located within the RoW. Culturally and historically important sites that fall in the vicinity of the project corridor are generally located more than 2 km from the proposed road construction sites.
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Public Consultation Stakeholder workshops were organized to discuss project specific issues. The Association of Road Users of Pakistan (ARUP) organized a series of regional discussions in 2000 that have provided valuable inputs for design of the project. Roadside consultations and scoping sessions were carried out mainly with pedestrians, vehicle drivers, public transport passengers, roadside vendors and shopkeepers, local inhabitants, government officials, and NGO representatives at various locations. The main concerns raised by stakeholders, and subsequently addressed in the project's environmental and social 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 more bypasses, pedestrian crossings, and service lanes will minimize accident risks. There need 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 shoulders upgraded. A more extensive avenue plantation will help mitigate the impact of new construction on the area's natural vegetation. Highway Construction Project works should be completed in one stretch and without undue delays. During construction, traffic needs to be smoothly diverted to avoid congestion. Road construction material must not be indiscriminately dumped along the highway, and measures to minimize dust, smoke, and noise pollution should be adopted. Affected property 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 be introduced. Traffic disorders and speed violations, in particular, should be better monitored. Highway operation needs to bc made safer by crecting more cautionary signage. There should be more public amenities such as drinking watcr arrangemcnts, streetlights, and roadside first aid centers. Cross-drainage pipes and culverts must be regularly 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 be resettled before construction works begin: most squattcrs are willing to move from their present locations provided alternative land and financial assistance for new structures is made available nearby within the RoW. Howcvcr, many project-affected persons expressed dissatisfaction with the efficicncy of the compensation system.
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SEA of PakistanHighwayRehabilitationProject
Environmental Impact Assessment and Mitigation Measures

The area of project influence is referred to as the 'corridor of impact' (Col), ie, the width of the corridor that will be impacted, directly or indirectly, by the project during the construction and operation phases. For the purposes of this study, the Col has been divided into two zones, CoI I and Col 2. Col 1 marks the limit within which the direct impact of construction activities is expected to take place. This includes the displacement or relocation of people, and the removal of vegetation cover for construction. Col 2 marks the limit within which the indirect impact of project activities is expected. This includes the effects associated with noise, vibrations, vehicular emissions, toxic emissions and fugitive dust, and the consumption of natural resources required during construction. Land Resources The upgrade of various highway sections will involve land acquisition for permanent and temporary works. This is likely to affect land resources because of the risk of soil erosion 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 areas with 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 stripped and stockpiled for redressing the land later. Excavation for earth fill will be carried out at least 500 m from sensitive or populated areas. Borrow pits that cannot be fully rehabilitated will be landscaped to minimize erosion and safety hazards. Vegetation barriers 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 engineering practices. Impact on Water Resources Local water supplies will need to be tappcd to meet construction and campsite requirements. As a result, natural streams may be contaminated by fuel and chemical spills, borrow material, or runoff from construction areas. Mitigation Measures Measures to mitigate the adverse impact on water resources and land drainage include constructing an adequate number of side drains and median diversions to drain surface runoff; cross-drainage structures will be regularly clcaned; good management practices will be adopted to ensure that construction and residual waste is disposed of under controlled conditions to reduce the risk of contamination. Moreover, in areas where potable water is in short supply, the local administration will be consulted before using local 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 asphalt plants that produce toxic emissions; quarry areas that generate fugitive dust during rock blasting and crushing; and earthen haulage tracks and traffic diversion routes that also generate dust when in use. In addition, emissions may also arise as an indirect result of initiating construction activities on two carriageways simultaneously. Apart from the time-bound increase in traffic volume, the improvement of the highway will induce an increase in traffic volume. Baseline conditions indicate that PM,o levels are serious cause for concern, followed by CO levels that are also expected to reach harmful levels in the near future. SOx and NOx levels, although not of concern at present, 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 be located as far as possible from sensitive or populated areas. Plants will also be suitably equipped with dust control devices, and haul-trucks carrying asphalt-concrete mix will be kept 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 project corridor in accordance with accepted international standards. The system will cover protocols for sampling and analysis, assessment of air quality at sensitive locations, reporting, and information sharing. The NHA will also work with the Pak-EPA to establish 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 vehicle emission standards and testing procedures, the NHA will initiate a system for monitoriing vehicular emissions and enforcement of emission standards in collaboration with the concerned local authoritics, the Highway Police, and EPAs. Impact of Noise Levels Noise generated by construction machinery and subsequently by vehicular traffic during highway operation, is likely to affect sensitivc receptors located within about 50 m of the highway. The NIA will strictly monitor building construction limits in relation to distance from the highway. Vegetation barricrs, building higher boundary walls, and adjusting the utilization pattern of nearby buildings will help protect sensitive locations from high noise levels. Impact on Biological Environment The proposed construction activities, traffic and developments during the operation phase are not expected to impact the surrounding vegetation to any significant degree. Although some degree of clearing will be necessary along avenue plantations on sections proposed for rehabilitation, the damage falls within a range of 0.4 to 0.5% of the existing tree population of the project corridor. Moreover, only five protected areas are located within 500 m of the project corridor. These areas are poorly populated by common species and no rare or endangered wildlifc species have been reported in these protected areas.
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SEA of PakitanHighway RehabilitationProject
Measures to mitigate the loss of vegetation cover will include a plantation program to compensate tree clearing during construction activities, and to help abate pollution caused by 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 be hindered during the construction phase. Unmonitored construction activities, eg, blasting, may create an accident risk for local residents. The contractors will be required to ensure that construction work does not obstruct local people's access to the highway and their ability to cross it in a safe manner. Increased provision for public amenities such as cautionary signage, diversion routes, and parking areas will help reduce safety risks. Roadside commercial activity will also be discouraged along the project corridor. The contractors will also be required to adopt good engineering practices to minimize safety and health hazards among its workers as well as the local population. During the operation phase, the NHA will work with the Highway Police to ensure that traffic rules are better enforced. Interactionwith Local Communities The presence of migrant construction workers inevitably causes some degree of social unease among local communities. Locating campsites relatively far from local settlements will help minimize this. Construction crews will be encouraged to remain sensitive towards local customs. Contractors will also be encouraged to provide employment opportunities to local residents, as well as on-thc-job training in construction. Cultural and Religious Structures The contractors will be required to take into account the sanctity of graveyards and buildings of religious significance encountered during construction. This will involve marking graveyard sites with flags and exercising due care when using construction equipment 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 selected highway sections, only 28 structures located within the CoI 1 will need to be relocated during rehabilitation works as part of Phase I. An initial estimation based on preliminary surveys of the project corridor indicates that during Phase II, approximatcly 200 structures within the Col will need to be relocated. Field surveys carried out in seven of the highway sections proposed for improvement indicate that construction works will not disrupt any public infrastructure in Phase 1. In all, the business income of 36 persons will be 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 National Resettlement Policy, and World Bank policies, an entitlement policy framework was developed to define compensation for the acquisition of land and built-up property and for resettling the affected population. The NHA will be responsible for disbursing all compensation 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, based on the prevailing market value. 2. Owners of private, built-up property will be entitled to cash compensation on a replacement-cost basis. 3. The NHA will help shift affected squatters to the nearest possible location within the RoW, and provide alternative structures to squatters whose original structures cannot be moved any further back into the RoW 4. The NHA will ensure, to the satisfaction of the monitoring agency concerned, that as far as possible, squatters' business earnings are not affected by resettlement. 5. The owners of affected structures will be allowed to salvage their building material. 6. Squatters will be provided an income safety net cushioning them against potential delays in re-establishing them at alternative sites. 7. Squatters will also be compensated for the loss of fixed asscts or trces that need to be 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 relocate these structures. Institutional Arrangements and Resettlement Monitoring Plan The staff of the General Manager Lands/Environment (GM LE) will be responsible for managing land acquisition and resettlement on behalf of the NHA. The Land Acquisition Collector, supported by a valuation committee will detcrmine the value of the land, while the provincial revenue department staff will asscss the value of trees/assets on the land to be acquired. The NHA will be responsible for the valuation of built-up property, and will also be responsiblc for providing compcnsation for acquired land, propcrty and structures. The GM LE will be responsible for supervising the resettlement program, and conducting surveys to determine resettlement requirements. A resettlement committee consisting of the 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 ensure that 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 and social impact of the project during the construction and operation phases. In addition to monitoring by the NHA and EPAs, various NGOs/CBOs will be involved in providing independent evaluations of the quality and effectiveness of the monitoring process adopted by the NHA. Through a public solicitation of interest, the GM LE will identify NGOs/CBOs that show suitable capacity for participating in the monitoring program. The GM LE will facilitate the participation of NGOs/CBOs by providing logistical and office support to the designated staff. Monitoring activities will be carried out in collaboration with local government authorities, and include the verification of projectaffected persons, squatters within the RoW, and the amount to be paid as compensation under the entitlement policy framework outlined above. Environmental Management Plan An environmental management plan (EMP) developcd for the project will help the NHA address the adverse environmental impacts, enhance project benefits, and introduce standards of good environmental and social practice. The primary objectives of the EMP are to define the responsibilities of project proponents, contractors and other role players; identify training requirements at various levels; and define a monitoring mechanism and parameters 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 Program Management Unit headed by a project director, will serve as secretariat to the steering committee, 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 highway sections. The General Manager Lands/Environment, working under the NHA's Member Operations, will be responsible for ensuring compliance with the EMP. The staff under the GM LE will collectively be responsible for conducting environmental assessments; providing inputs for project planning and design; and acquiring land and supervising resettlement programs. The General Manager Planning will work undcr the NHA's Member Planning and engage and supervise a design consultant to prepare an outline design and tender documents for RMP and RSP contracts. The GM Planning will also be responsible for hiring contractors and awarding contracts for dctailed engineering and construction; coordinating with the GM LE on all environmcnt-related issues; and ensuring that the environmental concerns identified in the ELAs arc incorporated into the highway design. The regional General Managers responsible for highway maintenance and operations will liaise 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 compliance with the EMP. Integrating the EMP with the Project Project-specific ElAs and EMPs will incorporate mitigation measures for specific highway sections. The environmental and safety features to be incorporated into the detailed 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 side roads and tracks; traffic diversion and flow markings; and public amenities including bus bays, service lanes, and fences. Pre-Construction. Compliance with the entitlement policy framework matrix framed under the resettlement plan; relocation of publicly and privately owned utilities and structures; and tree plantation to compensatc for the tree felling expected during construction. Construction. Reducing dust, noise and emissions pollution; treatment and disposal of, construction and campsite waste; and minimizing erosion and soil damage. Maintenanceand Operation. Reducing dust, noise and emissions pollution during highway operation; minimizing the risk of road accidents and preventing the accidental spillage of hazardous materials; maintaining highway drainage systems; and curtailing ribbon development likely to cause traffic hazards. Environmental Monitoring The main aim of the pre-construction and construction phase monitoring plans will be to monitor the actual project impact on physical, biological and socio-economic receptors, and accordingly recommend mitigation mcasures. This will help ensure compliance with legal and community obligations. 8 The main aim of monitoring in the operation phase will be to appraise the adequacy of the ElAs with respect to the predicted long-term impact of highway operation, and recommend improvcments in the EMP, if necessary. The GM LE will have overall responsibility for organizing and managing the environmental monitoring program for the project, and will be assisted by the project's supervision consultant. The federal and provincial EPAs will review the monitoring process as well as periodic reports submitted by the NHA evaluating the monitoring process in their capacity as regulators. In addition, various NGOs/CBOs will act as independent evaluators of the quality and effectivcness of the monitoring process adopted by the NHA. The National Highway Police will assist NHA operations staff in managing the RoW including monitoring encroachments and the safe disposal of solid waste and liquid effluents. Environmental Training Expatriate technical assistance will bc provided to NHA for developmcnt of environmcntal 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-related environmental and social issues. In addition, advanced environmental training and mitigation workshops will be held for a wide range of participants drawn from the NHA and other government agencies, affected community representatives, consultants, contractors' site engineers, and CBOs/NGOs.
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Contents
1.
Introduction .......................................
1.1 1.2 1.3 1.4 1.5 1.6 1.7 Background .1-1 Project Design and Implementation .1-9 Basic Features of Proposed Improvement .1-11 Field Surveys and Public Consultation .1-11 Environmental and Resettlement Issues .1-12 Regulatory Requirements .1-12 Report Structure .1-12
1-1
2.
Policy, Legal, and Administrative Framework

2.1
...
2-1
2.2
2.3
National Policy and Administrative Framework . .2-1 2.1.1 The Pakistan Environmental Protection Act, 1997 .2-1 2.1.2 National Environmental Quality Standards (NEQS), 2000 . 2.1.3 National Resettlement Policy and Ordinance . Interaction with Other Agencies .. 2.2.1 Federal and Provincial EPAs . 2.2.2 Provincial Departments of Forests and Wildlife . 2.2.3 Provincial Revenue Departments . 2.2.4 Provincial Governments . 2.2.5 Local Government and Municipalities . Other Environment-Related Statutes ..
2-4 2-4 2-5 2-5 2-5 2-6 2-6 2-6 2-6
3.
Project Description ..
3.1
3-1
3-1 3-1 3-1 3-4 3-5 3-5 3-7 3-7 3-7 3-12
3.2
3.3 3.4 3.5
Current State of Project Sections and Approach to Upgrading .. 3.1.1 Delineation of Right of Way . 3.1.2 Highway Sections Selected for Rehabilitation . 3.1.3 Highway Sections Selected for Resurfacing . Scope of Improvement Works .. 3.2.1 Rehabilitation and Maintenance Projects . 3.2.2 Resurfacing and Strengthening Projects . Highway Design .. Construction Schedule.. Construction Camps ..
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3.6
Construction Material ............................................ 3-15
4.
Analysis of Alternatives .
4.1 4.2
................................... 4-1
4-1 4-2 4-2 4-3 4-3
No-Project Option ............................................. Alternative Transport Options ........................................ 4.2.1 Railway............................................ 4.2.2 Air ............................................ 4.2.3 Inland Navigation ............................................ Alternative Highway Options ......................................... 4.3.1 N55 Option ............................................ 4.3.2 Pakistan Motorway Option ............................................ Project Corridor Design Alternatives . 4.4.1 Route Alternatives ......................... 4.4.2 Alignment Alternatives .4-4 4.4.3 Cross-Section Alternatives .4-5 4.4.4 Alternatives for Public Amenities .................................
4.3
4.4
4-3 4-3 4-4 ...........................................4-4 4-4
4-5
5.
Environmental and Social Baseline .

5.1 5.2
............................
5-1
Corridor of Impact .. 5.1.1 Delineating the Col .................................
............................... 5-1 5-1 5-28 5-28 5-28 5-29 5-31 5-32 5-34 5-34 5-39 5-41 5-42 5-42 5-43 5-44 544 5-46 549 5-49
Physical Environment ............. .. .................. 5.2.1 Geology ................................. 5.2.2 Physiography ................................. 5.2.3 Climate ................................. 5.2.4 Water Resources ................................. 5.2.5 Soils ................................. 5.3 Ambient Quality of Environment ................................. 5.3.1 Ambient Air Quality ................................. 5.3.2 Noise Levels ................................. 5.3.3 Water Quality ................................. 5.4 Biological Environment .......... ............... 5.4.1 Vegetation ......................... 5.4.2 Protected Areas and Wildlife ......................... 5.5 Socioeconomic and Cultural Environment . . 5.5.1 Demography and Settlements. ... 5.5.2 Encroachments and Structures within the RoW ... 5.5.3 Cultural and Historical Heritage ... 5.5.4 Occupational Pattern ...
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SEA ofPakistan Highway RehabilitationProject
6.
Public Consultation ..................................................

6.1
6-1
6.2 6.3 6.4 6.5
General Stakeholder Workshops ...................................... 6-1 6.1.1 Workshops Organized by EIA Consultants ....................................... 6-1 6.1.2 Workshops Organized by ARUP ................................................. 6-3 Scoping Sessions .................................................. 6-4 Roadside Consultations ............................................. 6-7 Resettlement Issues ................................................. 6-8 Address of Stakeholder Concerns ..................................... 6-9
7.
Environmental Impact Assessment and Mitigation Measures... 7-1

7.1 7.2 7-1 Land Resources .................................................. 7-1 7.2.1 Impact on Land Use and Resources ................................................. 7-1 7.2.2 Mitigation Measures ................................................. 7-4 Water Resources .................................................. 7-5 7.3.1 Impact on Water Resources ................................................. 7-5 7.3.2 Mitigation Measures .................................................. 7-5 Ambient Air Quality .................................................. 7-6 7.4.1 Impact on Air Quality During Construction ........................................ 7-6 7.4.2 Mitigation Measures for Construction Phase ..................................... 7-6 7.4.3 Impact on Air Quality During Operation ............................................. 7-7 7.4.4 Mitigation Measures for Operation Phase ......................................... 7-9 Noise Levels ................................................. 7-9 7.5.1 Impact on Noise Levels ................................................. 7-17 7.5.2 Mitigation Measures .................................................7-17 Biological Environment ............................................ 7-17 7.6.1 Flora ................................................. 7-17 7.6.2 Fauna ................................................. 7-19 Socioeconomic and Cultural Environment . ............................ 7-19 7.7.1 Highway Access and Safety ................................................. 7-19 7.7.2 Interaction with Local Communities ................................................ 7-20 7.7.3 Structures of Cultural or Religious Value ........................................ 7-20 Project Impact Matrix .................................................
7.3
7.4
7.5
7.6
7.7
8.
Land Acquisition, Resettlement, and Compensation ................ .

8.1 8.2 8.3 Land Requirements and Occupation ................................................. Process of Land Acquisition .........................................
8-1
8-1 8-1
Impact on Squatters' Settlements ..................................... 8-2 8.3.1 Demarcation of Area of Impact ................................................. 8-2 8.3.2 Displacement of Squatters Under Phase I ........................................ 8-3
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8.4 8.5 8.6 8.7
Entitlement Policy Framework Under Resettlement Plan . . 8-9 8.4.1 Extent of Resettlement Under Phase I............................................ 8-11 Resettlement Monitoring Plan ....................................... 8-17 8............................ -17 8.................................... -18 Institutional Arrangements ...................... Proposed Resettlement Budget ..
9.
Environmental Management Plan

9.1 9.2 9.3 9.4 9.5 9.6 9.7
...............................
9-1
9-1 9-2
Objectives of the Environmental Management Plan .............................. 9-1 Key Environmental Issues .................................................. Institutional Structure ..................................................
Integrating the EMP with the Project .................................................. 9-5 Environmental Monitoring .................................................. 9-10 Environmental Training .............. .................................... 9-10 Environmental Management Cost .................................................. 9-11
10. Selected References ..
10-1
Appendices Appendix A: Project Description Data .. Appendix B: Environmental Baseline Data .. Appendix C: Record of Public Consultations .. Appendix D: Amendments to Project Design and Tender/Contract Documents .. Appendix E: Noise Level Monitoring Data and Future Projections ..
A-1 B-I C-1 D-1 E-1
03/19/03
Contents
xix
SEA ofPak,stan Highway RehabilitationProject
Exhibit 1.1: Exhibit 1.2: Exhibit 1.3: Exhibit 1.4: Exhibit 1.5: Exhibit 1.6:
Project Corridor the N5 and Karachi-Hyderabad Super Highway (Mg) ................................................... Traffic Forecasts and Rates of Increase for Selected Sections of the Project Corridor ...................................................
1-2 1-4
Traffic Projections for Selected Sections of the Project Corridor ........... 1-5 Existing Highway Network in Pakistan .................................................. 1-6 Sections Proposed for Improvement Under the National Highway Improvement Program ................................................... Sections Proposed for Improvement Under the Pakistan Highway Rehabilitation Project .................................................... 1-8 1-10
Exhibit 3.1: Exhibit 3.2: Exhibit 3.3: Exhibit 3.4: Exhibit 3.5: Exhibit 3.6: Exhibit 3.7: Exhibit 3.8: Exhibit 3.9:
Bypasses Within Sections Proposed for Rehabilitation ......................... 3-3 Bypasses Within Sections Proposed for Resurfacing ............................ 3-5 Highway Design Criteria for Sections Proposed for Rehabilitation ........ 3-6 Typical Cross-Section: Karachi-Hyderabad Section .............................. 3-8 Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections ....... 3-9 Typical Cross-Section: Hyderabad-Hala Section ................................ 3-10 Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections ..... 3-11 Probable Locations of Construction Camps (Phase 1) ......................... 3-12 Workforce Requirements for Typical RMP and RSP Contracts ...........3-13
Exhibit 3.10: Estimated Machinery Requirements for Typical RMP and RSP Contracts ................................................... 3-14 Exhibit 3.11: Sources of Aggregate and Sand for Construction . Exhibit 4.1: Exhibit 4.2: Exhibit 5.1: Exhibit 5.2: Exhibit 5.3: Exhibit 5.4: Exhibit 5.5: Exhibit 5.6: Exhibit 5.7:
03/19103
3-15
Growth in Demand for Land Transport ........ ................... 4-1 Projected Demand for Land Transport ............................ 4 4-2 Karachi-Hyderabad Super Highway ........................... Hyderabad-Hala Section ........................... Hala-Moro Section ........................... Moro-Ranipur Section ........................... Bahawalpur-Multan Section ........................... Mian Channu-Sahiwal Section ........................... Sahiwal-Okara Section ........................... 5-2 5-4 5-6 5-8 5-10 5-12 5-14
Exhibits xx
SEA of Pak,vtan Highway RehabilitationProject
Lahore-Gujranwala Section .............................................................. 5-16 Exhibit 5.9: Gujranwala-Kharian Section .............................................................. 5-18 Exhibit 5.10: Kharian-Rawalpindi Section .............................................................. 5-20 Exhibit 5.11: Tumol-Chablat Section .............................................................. 5-22 Exhibit 5.12: Nowshera-Peshawar Section ............................................................. 5-24 Exhibit-5.13: Corridor of Impact (Col 1) Limits for Phase I Sections ......................... 5-26 Exhibit 5.14: Climate Summary of Project Corridor .................................................. 5-29 Exhibit 5.15: Rainfall Data for Project Corridor ........................................................ 5-30 Exhibit 5.16: Temperature Data for Project Corridor (1961-1990) ............................ 5-31 Exhibit 5.17: Wind Data for Project Corridor ............................................................ Exhibit 5.18: Water Quality Sample Results for Selected Highway Sections ............ Exhibit 5.19: Ambient Air Quality Data (JICA Study) ................................................ Exhibit 5.20: International Air Quality Standards ...................................................... Exhibit 5.21: Sampling Locations for Air Quality ...................................................... 5-32 5-33 5-35 5-36 5-37
Exhibit 5.8:
Exhibit 5.22: Ambient Air Quality Measurements for Selected Highway Sections .... 5-40
Exhibit 5.23: Average Noise Levels for Selected Highway Sections ......................... 5-40 Exhibit 5.24: WHO Guideline Values for Community Noise in Specific Environments .............................................................. 5-41 Exhibit 5.25: Protected Areas in Proximity of Project Corridor ................................. 543 Exhibit 5.26: Urban Settlements Located Near Project Corridor .............................. 5-45 Exhibit 5.27: Commercial/Residential Structures Located Within RoW (Phase 1) ..... 5-47 Exhibit 5.28: Public Structures Located Within RoW (Phase I)................................ 5-49 Exhibit 5.29: Schools and Hospitals Located Near Phase I Sections ....................... 5-50 Exhibit 6.1: Exhibit 7.1: Exhibit 7.2: Exhibit 7.3: Exhibit 7.4: Exhibit 7.5: Exhibit 7.6: Exhibit 7.7: Exhibit 7.8: Exhibit 8.1: Record of Public Consultation Sessions .6-5 Project Impact Matrix .7-2 Traffic Forecasts for Highway Sections in Sindh .7-10 Traffic Forecasts for Highway Sections in Punjab .7-12 Traffic Forecasts for Highway Sections in NWFP .7-14 Air Quality Forecasts for Selected Highway Sections (8 m).7-15 Air Quality Forecasts for Selected Highway Sections (20 m).7-15 Air Quality Forecasts for Selected Highway Sections (50 m).7-16 Estimated Noise Levels for 2009 and 2024 .7-18 Squatters' Structures Within Col 1 of Phase I Sections .8-4
03/19/03
Exhibits xxi
SEA ofPakistanHighway RehabilhtationProject
Exhibit 8.2: Exhibit.8.3: Exhibit 8.4: Exhibit 8.5: Exhibit 8.6: Exhibit 9.1: Exhibit 9.2: Exhibit 9.3:
Potential Project-Affected Persons on the Hyderabad-Hala Section ..... 8-5 Potential Project-Affected Persons on the Hala-Moro Section .............. 87 Entitlement Policy Framework Matrix Under Resettlement Plan .......... 8-12 Proposed Resettlement Budget for Phase I........................................ 8-19 ....................................... 8-19 Estimated Resettlement Budget for Phase 11 Organizational Structure for National Highway Improvement 9-3 Program .................................................. Environmental Management Organization ............................................ 9-4 .......... 9-12 Summary of Environmental Management Costs, Phase I and 11
03119/03
Exhibits
XXii
SEA ofPak,zan Highway RehabifitationProject
1. Introduction
1.1 Background
The N5 Highway stretches across the Karachi-Lahorc-Rawalpindi-Peshawar-Torkham corridor for over 1,760 km (see Exhibit 1.1). It is the main artery connecting the provinces of NWFP, Punjab, and Sindh, and serves more than half the country's inter-city traffic. The 1998 census data indicates that urban centers on the N5 account for over 80% of the total urban population of Pakistan. Almost 60% of the port traffic between Karachi and the upcountry provinces of Punjab and NWFP movcs along this corridor. The N5 also serves as a key transit route between Pakistan and Afghanistan. The Karachi-Hyderabad Super Highway (M9) provides a high-speed alternative route to the NS 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 Super Highway is included in Exhibit 1.2 and illustrated in Exhibit 1.3. It is estimated that traffic volume will have increased by about 180% by 2024 (ovcr the base year 2001), reflecting past trends and the increasing dependence of national cconomic growth on the road infrastructure. The continuing rise in road traffic in Pakistan has not becn matched by the adequate or timely maintenance and improvement of the country's highways and roads. The rapid degradation of the national highway systcm has led to rising vehicle maintenance and running costs, placing an additional burden on the foreign cxchangec rescrves used to import fucl and vehicle spare parts. The scale and ratc of degradation of the highway system has also had an adverse impact on the national and human environment. The N5, which currently supports the bulk of the country's commcrcial traffic, is a clear case in point. The National Highways Improvement Program (NHIP) was dcvcloped to addrcss the incrcasing degradation of Pakistan's national highway system. Framcd jointly by thc National Highway Authority (NHA) and World Bank based on a stratcgic nctwork analysis carried out using the Highway Dcsign and Maintenance (HDM) module, the NHIP 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 highway scctions that fall under the NHIP have been dividcd into three groups prioritized according to need and source of funding (see Exhibit 1.5). Thc highway sections originally proposed for improvement undcr Group I includcd 13 scctions of thc N5 and one 48 km-section of the Karachi-Hyderabad Super Highway (M9), aimed at upgrading roughly 1,100 km of road altogether. However, in order to remain within the project budget, only 12 of thcsc 14 sections vill be upgraded under the World Bank-financed Pakistan Highway Rehabilitation Project (PHRP). The PHRP, henceforth refcrred to as 'the projcct' in this document, involvcs the rehabilitation of 534 km, and resurfacing of 336 km of highway, upgrading about 870 km of road altogether in two phases.
03/19103
Introduction l-l
Exhibit 1.1: Project Corridor: the N5 and Karachi-Hyderabad Super Highway (M9) (See following page)
03/19/03
Introduction 1-2
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Exhibit 1.2: Traffic Forecasts and Rates of Increase for Selected Sections of the Project Corridor
Estimated Traffic Volume (No. of Vehicles in 'OOOs/day) 2001
Karachi-Hyderabad Hyderabad-Hala Hala-Moro Hala-Nawabshah Nawabshah-Moro Moro-Ranipur Mian Channu-Sahiwal Mian Channu-Chichawatni Chichawani-Sahiwal Lahore-Gujranwala Shahdara Lahore link road Lahore link roadGujranwala Turnol-Chablat Turnol-Taxila Taxila-Chablat Nowshera-Peshawar Nowshera-Pabbi Pabbi-Peshawar 22.3 26.5 25.8 30.6 32.9 39.1 42.0 49.9 51.1 60.7 62.2 73.8 16 16 48 48 88 88 129 129 178 178 34.1 23.1 | 39.5 26.8 50.4 34.2 64.2 43.7 78.1 53.1 95.0 64.6
-
% Rate of Increase in Traffic Volume (Base Year: 2001) 2001

-
2004
13.9 13.5
2009
17.7 17.2
2014
22.6 21.9
2019
27.5 26.7
2024
33.5 32.5
2004
16 16
2009
48 48
2014
89 88
2019
129 129
2024
179 178
12.0 11.6
9.52 6.81 7.85 7.53 7.85 23.1 27.4
11.0 7.8 9.0 8.6 9.0 26.8 31.6
14.0 10.0 11.5 11.0 11.5 34.2 40.3
17.8 12.8 14.7 14.0 14.6 43.6 51.4
21.7 15.5 17.9 17.0 17.8 53.1 62.5
26.4 18.9 21.7 20.7 21.6 64.6 76.1
16 16 16 15 15 16 16 16 16
47 47 47 46 47 48 47 47 48
88 88 88 86 87 88 88 88 88
128 129 128 126 127 129 128 129 129
177 178 177 175 176 179 178 178 179
Shaded areas represent traffic volumes that start exceeding four-lane capacity.
03/19/03
Introduction 1-4
Exhibit 1.3: Traffic Projections for Selected Sections of the Project Corridor
100,000
-
Karachi-Hyderabad
90,000 80,000 70,000
77*
Hyderabad-Hala Hala-Nawabshah
70,000
_
-
Nawabshah-Moro
Moro-Ranipur Mian Channu-Chichawatni -Chichawani-Sahiwal
60,000 60,000 50,000

40,000 I-
___________________________________
40,000Shahdara
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Lahore Lahore-Gujranwala
30,000
lTurnol-Taxila 20,000
gNowshera-Pabbi 10,0001 <
-Taxha-
hablat | S=
20 2001 2004 2009

Year
Pabbi-Peshawar
2014
2019
2024
03119/03
Introduction
1-5
Exhibit 1.4: Existing Highway Network in Pakistan

(See following page)
03119/03
Introduction 1-6
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SEA ofPli ston Highwq'ov RehabilitationProject
Exhibit 1.5: Sections Proposed for Improvement Under the National Highway Improvement Program
Group I (July 2003-June 2007). Highway Segment Length (km) 30 48 89 88 61 51
-
Length (km) 48 45 79 88
Selected sections for rehabilitation and maintenance under ICB Karachi-Hyderabad M9 ECW (Sindh) N5 ECW (Sindh) N5 ECW (Sindh) N5 ECW (Sindh) N5 ECW (Sindh) N5 ECW (Sindh) Hyderabad-Hala Hala-Moro Moro-Kotn Kabir-Ranipur Pano Aqil-Ubauro Ubauro-Sheikh Wahan
N5 ECW (Punjab)
N5 ECW (Punjab) N5 ECW+ACW (Punjab) N5 ECW+ACW (Punjab)
Bahawalpur-Multan-Qadirpur Rawan
Mian Channu-Sahiwal (NB and SB) Lahore-Gujranwala (NB and SB) 6 lanes Turnol-Chablat (NB and SB)
120
73 100 68 728 102 144 60 64 370 1,098
71
46 100 57 534 102 106 60 68 336 870
Total rehabilitation and maintenance Selected sections for resurfacing and strengthening under ICB/NCB Mian Channu-Sahiwal-Okara (NB and SB) N5 ACW (Punjab) Gujranwala-Kharian (NB and SB) N5 ECW+ACW (Punjab) Kharian-Rawalpindi (NB and SB) N5 ECW (Punjab) Nowshera-Peshawar (NB and SB) N5 ECW (NWFP) Total resurfacing and strengthening Total Group I
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 N55 N5 N5 N5 N25 N25 N70 NS, N25, N40, N50, N65, N70 Total Group II
Malana Sarai-Gambilla Sehwan-Khairpur-Nathanshah Lahore-Sahiwal Waztrabad Bypass Ranipur-Pano Aqil Hub River Sheikh Raj Bela Kararo Shershah Bridge NH and PMP safety schemes, miscellaneous, surfacing and strengthening in Balochistan
116 98 70 10 32 80 40 6 78 530
03/19/03
IntrodLiction
I-8
SEA ofPaok,tan HighwaY Rehabilitahion Projeci
Group III (2003-June 2008)
Highway
N5 ECW N5 ECW N5 ECW Subtotal N55 N55 N25 N25 N25 N40 N65 N70 Subtotal Total Group III Note: ECW. Existing carriageway ACW Additional carnageway
Segment
Pak Steel Mills-Thatta-Hyderabad Lahore-Sahtwal Peshawar-Torkham
Length (km)
160 60 46 266
Rajanpur-DG Khan Khairpur-Nawabshah-Ratodero Kararo-Wadh Kalat-Quetta Quetta-Chaman Lak Pass-Dalbandin Sibi-Quetta Saki Sarwar-Bewata
108 106 40 130 117 285 100 52 908 1,174
SB Southbound NB Northbound
Exhibit 1.6 provides details of thc sections (collectively referrcd to as the 'project
corridor') 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 the project 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, bidding documents, and contract conditions for the highway sectionis that are to be improvcd under this project. Depcnding on their condition, sciccted sections will be upgraded cither undcr rehabilitation and maintenance projccts (RMP) or resurfacing and strengthening projects (RSP). RMP contracts will bc awarded to successful contractor(s) through international competitivc bidding (ICB), and RSP contracts throuLgh either international or national compctitive bidding (NCB).
Exhibit 1.2 is based primarily on information for those sections of the N5 that will fall under Phase I Detailed engineering studies, apart from basic reconnaissance surveys, have not as yet been carried out for the implementation of Phase II
03/19/03
Introduction
1-9
SEA ofPakistan Highway RehabliatationProject
Exhibit 1.6: Sections Proposed for Improvement Under the Pakistan Highway Rehabilitation Project
Rehabilitation and Maintenance Projects (km) Phase I 1.
2 3 4 5
No.
Highway Section
Resurfacing and Strengthening Projects (km) Phase I

-
Phase 11 18
-
Phase 11
-
Karacht-Hyderabad a (ECW/NB)
Hyderabad-Hala (ECW/SB) Hala-Moro (ECW/SB) Moro-Ranipur (ECW/SB) Bahawalpur-Multan (ECW/NB)
30
45 79
-
88 71
6.
7 8.
Mian Channu-Sahiwal (SB+NB) b

Sahiwal-Okara (ECW/ACW SB+NB) Lahore-Gujranwala (ECW/ACW SB+NB)
-
46 (ECW)
-
_
-
72 (ACW)
30
-
100
(two additional lanes) 9 Gujranwala-Kharian (ECW/ACW SB+NB)

Khanan-Rawalpindi (ECW SB+NB) Tumol-Chablat (ECW/ACW SB-NB) Nowshera-Peshawar (ECW/ACW SB+NB)
-
57 (NB) 49 (SB)
-
10 11. 12
60
-
57 -
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 Super Highway
b The ECW and ACW of this section will be improved RMP and RSP respectively
Note:
ECW Existing carriageway ACW Additional carriageway SB Southbound 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 on the outline design produced by the design consultants. The contractor(s) will be responsible for ensuring the adequaCy of the desigll. Construction works according to the design and constrmction drawings approved by the draft consultants appointed by the NHA, and the removal of any defects during a 12-month defect liability period following the NHA's takeover of these sections.
The contractors awarded RSP contracts will be iesponsible lor: > Resurfacing and strengthening the selected carriagweays and shoulders according
to the specifications and design included in the conltact documlents
03/19/03
Introduction
1-10
SEA of Pawltan Highwav Rehabilitalion Project
Basic Features of Proposed Improvement The improvement of the project corridor will be spread over two phascs: Phase I includes the rehabilitation and maintenance of 211 km of road, and resurfacing and strengthening of 174 km; Phase II includes the rehabilitation of 323 km of road and resurfacing of 162 km. 1.3
Rehabilitationand maintenanceprojects 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 their width * Paving carriageways using an aggregate base overlaid by asphalt P. Raising road shouldcrs adjustcd with the lines and lcvels of the carriageway and applying double surface treatmcnt E Providing public services in ribbon development areas where necessary. Resurfacing and strengtheningprojects conccrn those sections of the project corridor that are alrcady built according to design, with tnie lines and levels and with a propcr cross fall. These sections essentially require asphalt overlay to extcnd their service life. Where encountered, detcrioratcd sections will bc removcd and patched with asphalt concrete to underpin the asphalt overlay. The road shoulders will be adjusted using an aggregate base layer and surface treatmienrt applied to match the lines and levels of carriageways. Field Surveys and Public Consultation The survcys and consultations conductcd in the process ot'preparing the SEA are summarized below: 1.4
Reconnaissancesur-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. Fieldsure vs: Surveys were carried out In oider to investigate physical, biological, and sociocconomic 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 and
groundwater sourccs in the projcCt area
project-af'fected persons in Sociocconomlic proftiles and resettlemeicnit issues ang the RoW. Public consultalion: In additioni to the Field surveys, formal consultation sessions were held to asscss stakcholders' viecws on the existing conditioni ol'thc project corridor, *
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Introduction 1-11
SEA ofPok,..an Ifighway Rehahilanlon Project
volume of traffic, concerns stemming from the impact of rehabilitation works, as well as safety-related issues. Environmental and Resettlement Issues The proposed activities include the construction of additional carriageways on certain sections, and involve earthworks, drainage provision, and intersection remodeling. A number of construction camps will be cstablished and land will be leased for setting up campsites and for acquiring earth fill. There is to be no permanent land acquisition under Phase I, and 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 at Matiari Town in Sindh. In Phase 1, a total of 28 structures, including 14 mobile vendor units, will be affected alonc, the entirc length of the project, and the income of 36 persons will potentially be affected as a result of relocation. In Phase II, relocation and rehabilitation will be of particular concern only on the Lahore-Gujranwala section where the carria;geway will be extended from four to six lanes. An initial estimation based on preliminary surveys of the project corridor indicate that during Phase II, approximately 200 structures within the corridor of impact will need to be relocated. In the long term, the impact of vehrcular emissions on the air quality in areas adjacent to the project corridor as wcll as the noise from increased traffic will be of conccrn. 1.6 Regulatory Requirements 1.5
The Pakistan Environmental Protcction Act, 1997 makcs it mandatory for the projcct proponents to carry out an environmlental impact assessment (EIA) of developmcnt projects and incorporate environmlental and social mitigation actions as part of the project planning. The National Environmental Quality Standards (NEQS) dctine the limits for pollutants in industrial and municipal clflucents, and in gascous emissions from industries and vehicles. Extending the NEQS to air quality is presently undcr consideration. The Land Acquisition Act regulates the acquisition of land and built-up property, and damage to other assets such as crops, trecs, and infrastructure. The Draft Rcscttlement Policy of the government is intended to address the rehabilitation and resettlement of disrupted populations and the restoration of thcir livclihoods, providing a basis for managing the resettlement necds arising from the pro ject. However, this policy has not yet becn finalized. 1.7 Report Structure
This document is structured as followsSection 2 describes the legislative and policy framework governing the project; Section 3 provides an overall description of botlh phases ol thc project, Section 4 analyses various project alternatives to establish the fcasibility ol upgrading the project corridor; Section 5 provides a gencral environmcntal and social baseline survey olfthe project corridor; Section 6 summarizes the main concerns raised by stakeholders during various public consultations; Section 7 assesscs the overall cnvironmental impact of the projcct and
03t19/03
Introduction 1-12
SEA of Pakvlan Highwc'v Rehabhi/ation Project
recommends appropriate mitigation mcasures; Section 8 explains issues arising from land acquisition 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 B provides environmental, social, and demographic data for the project corridor; Appendix C contains detailed records of public consultation, Appendix D describes the amendments to the draft project design and tender/contract documents; and Appendix E provides detailed data on noise level mcasurements sampled along the corridor.
03/19/03
Introduction 1-13
SrA ofPakstan Highvayv Rehabhtat ion Project
2. Policy, Legal, and Administrative Framework

This section provides an overview of the policy framework and national legislation that applies to the proposed projcct. The project is expected to comply with all national legislation relating to environment in Pakistan, and to obtain all the regulatory clearances required. World Bank GP 4.01 Annex B also recommends that that an environmental assessment (EA) be carried out for highway rehabilitation and maintenance projects. National Policy and Administrative Framework The Pakistan National Conservation Strategy (NCS) that was approved by the federal cabinet in March 1992 is the principal policy docunment on environmental issues in the country (EUAD/IUCN, 1992). The NCS outlines the country's primary approach towards encouraging sustainable development, conserving natural rcsources, and improving efficiency in the use and management of resources. The NCS has 68 specific programs in 14 core areas in which policy intervention is considered crucial for the preservation of Pakistan's natural and physical environmcnt. The core areas that are relevant 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 the Pakistan Environmcntal Protection Agency (Pak-EPA), arc primarily responsible for administering the provisions of the Pakistan Environmental Protection Act, 1997. The PEPC oversees the functioning of the Pak-EPA. Its members include representatives of the government, industry, non-governmental organizations, and the private sector. The Pak-EPA is required to ensure compliance with the NEQS and establish monitoring and evaluation systerns. As the primary implemiienting agency in the hierarchy, it is responsible for identifying the nced for, as wcll as initiating legislation whenever necessary. The Pak-EPA is also authorized to delegate powers to its provincial counterparts, the provincial EPAs (environmental protection agencies). One of the functions delegated by the Pak-EPA to provincial EPAs is the review and approval of environmental assessment reports of projects undertaken in thcir respectivc jurisdictions. 2.1 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 provincial EPAs. 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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SE-I of Pahvi an Ihghwav'Reabiliuualion Projeci
Develop environmental emission standards for parametcrs such as air, water and noise.
*. Enforce the provisions of the Act through environmcntal protection orders and environmental 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 EPAs to managc the environmental concerns of their respective provinces. The provincial EPAs can frame environmental regulations tailored to the requirements of their province, provided these regulations mect or exceed the minimum standards set by the Pakistan EPA. They are also required to review and approve ETAs of all developmcnt projects undertaken in their respective provinces, including those projects implemented by fedcral agencies. Regulations for Environmental Assessment Under Section 12 (and subsequent amcndment) of the 1997 Act, a project falling under any category specificd in Schedule I (SRO 339 (10/2000), requires the proponent to file an IEE with the concerned federal agency (Pak-EPA). Projects falling under any category specified in Schedule 11 rcquire the proponent to file an EIA with the fedcral agency. Within ten working days of the IEE or EIA having been deposited, the fcderal agency 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 any additional information, it will returLn the 1EE or EIA to the proponent for revision, clearly listing those aspccts that nccd furthler discussion. SuLbscqucntly, the federal agency sliall make every effort to complete an IEE review within 45 days and an EIA review with'in 90 days of filing. Pak-EPA regulations (SRO 339 (1)/2000) state that an IEE is required for federal or provincial highway projects (except in the case of miaintcenance, rcbuilding or reconstruction of existing metalled roads) \vith a total cost of lcss than Rs 50 million. An EIA, on the other hand, is rcquired lor federal or provincial highway or major road projects (except in the case of maintenance, rcbuilding or reconstruction of existing roads) with a total cost of Rs 50( million or morc. ElAs arc also rcquired in cases where projects arc to bc implemcntcd in cnvironmirentally sensitlivc arcas, or are likely to catuse adverse 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 include the construction of additional'carri-agcways, substantial carthworks, cxtensive drainage provision and intersection remodcling-arc likely to have an adverse cnvironmental impact. Recognizing that the Pak-EPA has delegated powers to the provincial EPAs to enforce the provisions of the 1997 Act, an EIA must be suLbmitted to the following agcncies for the sections of the highway falling in thicr respective domains: o The Sindh Environmental Protcction Agcncy * The Punjab Enviromncntal Protection Agency
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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 to the concerned EPA. Guidelines for Environmental Assessment The Pak-EPA has published a set of environmental guldelines for conducting environmental assessments and the environmental management of different types of development projects. The guiidelincs that are relevant to the proposed project are listed below, followed by comments on their relevance to the proposed project:
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Guidelinesforthe Preparation and Revtew of En'iir-onmental Reports, Pakistan
Environmental Protection Agency, 1997 The guidelines on the preparation and revie%v of environmental reports target the project proponents, and specify
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The nature of the information to be includecd in environmental reports The minimum qualifications of the EIA conductors appointed The need to incorporate suitable mitigationimcasures at every stage of project implementation The need to specify monitoring procedures
The terms of reference for the reports are to be prepared by the project proponents themselves. The report must contain baseline data on the project area, detailcd assessment thereof, and mitigation mcasurcs
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Guidelinesfor Pubulic ConsMl1tatton7, Pakistan Environmcntal Protcction Agency,
May, 1997 These guidelines deal with possible approaches to public consultation and techniques for designing an efl'cctive program ol'consultation that reaches out to all major stakeholders and cnstures that their concerns are incorporated in any impact assessment study.
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Sectoral Guideli7es.: PakistaI7 Envion07mtenial AIs.se.s.snent Procedurl-es, Pakistan Environnmental Proleclion7 AgeLc7v, October 1997
The guidelines for 'major roads' arc stlUctlleCd to assist in identif'ying key environmental issues related to road developmentci projects, as well as the various mitigation measures and alternatives that shouild be considered and applied accordingly. These guidelines are aiimed at intermiiediatc-lcvel projects where the impact is likely to be more significant, as opposed to minor works such as the maintenance, repair, and imilprovemieCnlt of existing roads
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SEA of Pakician Highway Rehabilutanoon Project
2.1.2
National Environmental Quality Standards (NEQS), 2000
The National Environmental Quality Standards (NEQS), 2000 specify the following standards: o Maximum allowable concentration of pollutants (32 parameters) in municipal and liquid industrial effluents discharged to inland waters, sewage treatment facilities, and the sea (three separate sets of numbers) Maximum allowable concentration of pollutants (16 parameters) in gaseous emissions from industrial sources Maximum allowable concentration of pollutants (two parameters) in gaseous emissions from vehicle exhaust and noise emission from vehicles Maximum allowable noise levels from vehicles.
* * *
These standards apply to the gaseous emissions and liquid effluents discharged by batching plants, campsites and construction machinery. The standards for vehicles will apply during the construction as wvell as opcration phase of the project. Standards for air quality have not been prescribed as yet.
2.1.3
National Resettlement Policy and Ordinance
At this point, the only legislation relating to land acquisitioni and compensation is the Land Acquisition Act (LAA) of 1894. The LAA is, howvevcr, limilcd to a cash compensation policy for the acquisition of land and built-Lp property, and damage to other assets, such as crops, trees, and infrastructure. The LAA does not take into account the rehabilitation and resettlement of disrupted populations and tlhe restortion of their! livelihoods. Experience with large-scale infrastnrcture devclopmncit projects implemiiented by institutions such as the Pakistan Water and Power Developmenit Authority (WAPDA) has demonstrated the need for a cohcsive national policy lor rescttlmclcnt. The PHRP itself is expected to involve varying degrccs of resctlemicnt during botli Phase I and 11. Following a national consultative proccss, a national resettlemeicnit policy and a rclatcd ordinance were drafted. The draft policy and ordinance arc prescntly being rcview\ed by the provinces, and have yet to be approved and notificd by the governmenl The salient features of the Draft Resettlcment Policy are given below: * * The Pak-EPA will be responsible for both cnvironmecnt-relatcd as well as resettlement-related matters. The responsibilities for implemcntation at thc federal level will be delegated to the concerned federal agency rcsponsible lor implementation of thc project; the agency is also rcquired to haise closcly wvith the govcrincnt of the province where the project is being inmplemienited. The responsibilities lor implemcntation at a plrovincial are to be dclc,atcd to the conccrned provincial EPAs with overall control ol'flte planning and development (P&D) dcpartmients.
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SE.4 of Prk stan lilghwvay Rehabiliation ProjecI
A resettlement action plan (RAP) will be required when the displaced population exceeds 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, other infrastructure, and crops and trees, but also loss of income, job opportunities, and access to natural resources, etc. Vulnerable groups whose issues need to be addressed in particular include: women, children, destitute persons, tribal communities, squatters, those with usufruct rights, and landless groups. There should be a particular emphasis on consultation with affectcd groups when preparing a RAP.
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The provisions of the Draft Resettlemenit Policy are consistent with the requirements of the World Bank OD 4.30 on involuntary resettlement. After becoming law, these provisions 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 and regulations controlling the environmental concerns ol'highway construction and operation, 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 line departments. 2.2.1 Federal and Provincial EPAs
The NHA will be responsible for providing the complete environmental documentation required by the Pak-EPA and provincial EPAs and remain committed to the approvcd project design. No deviation is pcrmiitted during pro cct imiplementation without the prior and 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 right of way. The project contractor will be responsible lor acquiring a 'No-Objection Ccrtificatc' (NOC) from the concerned federal or provincial lorest department on the basis of the approved EIA. The application for an NOC will need to be endorsed by the NHA. Tree avenue plantation will be carried out by the NHA itself or throlugh work awardcd to provincial forcst and wildlife c1epartmients. The NHA will also be responsible for liaising with federal and provincial forest departmllents on thlc typcs ofltrees to be planted and other matters concerning plantation layout as an cnviionnmental mitigation mcasure. Where construction is to bc carricd out in close proximiiity of protectcd forcsts and wildlife areas, the NHA is rcquired to coordiniate with the departments to cnsurc that impacts 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 provincial subjects, and the revenue department of the concerned province is empowered to carry out the acquisition of private land or built-up property for public purposes, including on behalf of another provincial or federal agency. For this purpose, the lead department must lodge an application with the concerned provincial government to depute a land acquisition collector (LAC) and other revenue staff who will be responsible for handling matters related to acquisition and the disbursement of compensation. The NHA will provide logistical support and assist in preparing the documents necessary for notification. It will also necd to liaise with the provincial departmcnts of agriculture, horticulture, and forestry in order to evaluate affected vegetation resources, such as trees and crops, etc., for compensation purposes. Where public buildings/infrastructure are concerned, the NHA will approach the departments that own the building or the infrastuctuLre for removing or relocating the facilities 2.2.4 Provincial Governments
The NHA and its contractors must ensure that the project meets the criteria of district governments as related to the establishlmlent of constructioni camps and plants, and the safe disposal of wastewater, solid waste, and toxic materials. The NHA will coordinate and monitor environment-rclatcd issues 2.2.5 Local Government and Municipalities
The NHA will work with local governmllent/admiiinistr-ation and municipalities on the resettlement of squatters and removal of'encroachments or sources of congestion. In specific cases, the NHA will frame an agrecemcnit with the concerned municipality, local government, 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 the project falls within the jurisdiction of mlore than one district, a commliittee comprising the Commissioner of the division covering the districts, the Conscrvator of Forests, and the Superintending Engineer of the concernied government department must accord their approval. In this case, given that the NHA is the o\Vner oi thic RoW and itself the concerned department, and that the project covcis more than one district, the commilittce will consist of the Commilissionier and the Conservalor of Foicsts only.
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SEA ofPak, vtan Ilighvay Rehabihitanon Project
Provincial Wildlife (Protection, Preservation, Conservation and Management) Acts, Ordinances and Rules (Sindh 1972, Punjab 1974, and NWFP 1975) In addition to empowering provincial wildlife departments to establish game reserves, parks, and wildlife sanctuaries, these acts regulate the hunting and disturbance of wildlife. While reviewing the EIA, the concerned EPAs may consult the provincial wildlife departments in case the project has an impact on wildlife. The EPAs may require the NHA to coordinate the implemcntation and monitoring of project impacts with the provincial wildlife departments. Antiquities Act, 1975 The Antiquities Act relates to the protection, preservation and conservation of archaeologicaVhistorical sites and monumcnts. It prohibits construction (or any other damaging) activity within 200 m of such sites uinless prior permission is obtained from the Federal Department of Archaeology and Museums. The Antiquities Act also binds the project proponent to notify the department should anything of archaeological value be excavated during project constniction. Provincial Local Government Ordinances, 2001 These ordinances, issued followintg the devolution process, establish regulations for land use, the conservation of nattural vecgtation, air, watcr, and land pollutioni, the disposal of solid waste and wastewater efflticnts, as well as matters rclated to public hcalth and safety. Regulation of Mines and Oil Fields and Mineral Development Act, 1948 This legislation provides regulatory procedures for the quarrying and mining of construction material on state-owned as 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 empowers the 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 the case of accidents. It also describcs the powers of police oi'llcers to chcck and penalize traffic offenders at the provincial level. At the same timie, the ordinance also empowers the Regional Transport Authlority to operate as a quasi-judicial body at the district level to monitor road transport, licensing rcquirements, and compensations for death or injury to passengers on public carriers. The NHA is rcquired to coordinate with the Road Transport Corporation at the design stage, and with the Road Transport Authority in the operation phase of the project to ensure that the requiremlents of these agencies relating to the safety and managemiient olftraffic on1the highways are met. Factories Act, 1934
The clauscs rclevant to the project arc those that colcernII Ihc health, saf'cty and welfare of
workers, 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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SrA of Paki vion lfighwaYv Rehabilitation Project
hazardous materials. Given that construiction activity is classified as 'industry', these regulations will be applicable to the project contractors. Highways Safety Ordinance, 2000 This ordinance includes provisions for the licensing and registration of vehicles and construction equipment; maintenance of road vehicles; trafffic control, offences, penalties and procedures; and the establishment of a police forec for motorways and national highways charged with regulating and controlling tral'fic on the national highways, and keeping the highways clear of encroachments Pakistan Penal Code, 1860 The Pakistan Penal Code deals with off'ences where public or private property and/or human lives are affected due to the intenltional or accidental misconduct of'an individual or body of people. In the context of environmlenlt, the Penal Code empowers the local authorities to control noise, noxious emissions and disposal ofeMLuents. The NEQS enforced by the EPAs supersede the application of this legislation on industries and municipalities. The Penal Code, however, can provide a basis for the NHA to coordinate its activities with the local authorities to ensure that its construction activities do not become a cause of public nuisance or inconvenience. ExplosivesAct, 1884 Under 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, the improvement works recommendcd for selected highway sections, and the construction requirements of the project. Of the 12 highway sections planned for upgrade under the project, eight have been classified as rehabilitation and maintenance projects (RMP), and five as resurfacing and strengthening projects (RSP)' (see Exhibit 1.6). This classification is based on the Highway Design and Maintenance Study carried out jointly by the World Bank and the NHA in 1998, and updated in 2000/2001. As indicated in Exhibit 1.5, a 61-kmi section between Pano Aqll and Ubauro, and a 51km section between Ubauro and Sheikh Wahan werc originally included for improvement under the proposed project, but have since been dropped. However, should the NHA decide to upgrade these sections in the futuire, the baseline data required is already available.
3.1 3.1.1 Current State of Project Sections and Approach to Upgrading Delineation of Right of Way
The N5 and Karachi-Hyderabad Super Highway (M9) have wvell-defined RoWs that range from 35 to 110 m in width. The RoW varies from section to section and in some cases, even within a section. For each scction, major construction work will generally remain confined within the RoW. A summary of the RoW conl-iguration is given in Appendix A, indicating the chainage-wise limits of RoWs for both the right and left sides of the highway while facing northl (sec Exhibit A.1) In cases where variations exist 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 been constructed on low embankmcnts. Generally, the elevation ofthe ECW varies bctwveen 0.5 and 2 m compared to the newly constructed ACW On road sections located near towns or villages or where the groLund relief is unleven, thle carriagcway is normally constructed on natural ground, leaving it less resilicnt over tim1e In zoncs of high groundwater, the carriageway was even found to have sunlk. In all such areas, the rehabilitation design requires raising the embankment.
'The Mian Channu-Sahiwal section will be improved under both RMP and RSP.
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SFA of Paokiion Highwavy RehabilitatonProject
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 works include constructing tvo additional lanes, one along each carriageway, to make the section 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-lane carriageways (ie, a total offour lanes including both northbound and southbound carriageways). 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 of undulation, corrugation, and cracks. These have been causcd by vehiclc overloading, poor road drainage-particularly for sections in Sindh and southern Punjab-and inadequate maintenance. Although the carriageway has I- to 2-mr-wide shoulders on both sides, thcsc tend to be earthen and are not at the same level as the driveway. The road shoulder has also erodcd away in many placcs and tlis creates serious problems, particularly when one vehicle is overtaking another. The rchabilitation of road pavements and shoulders has accordingly been incorporated into the RMP design for the project. 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 form part of the project corridor is generally poor duc to poor design and/or lack of maintenance. 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 along the 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-tomarket roads as well as village tracks (Ior a complete list, sce Exhibit A.3 in Appendix A). These intersections will be ri-emodeled in accordance with the dcsign lcvcls of the ECW. In addition, the NHIA plans to construct bypasses on those scctions where the project corridor traverses towns and cities. Some ol'these bypasses have already 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 lor rehabilitation. Apart from the proposed Matiari bypass on theI Hydcrabad-l lala section, land for all the other bypasscs has already becn acquired.
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SEA ofPaok .lan Ilighwav Rehabihlation Project
Exhibit 3.1: Bypasses Within Sections Proposed for Rehabilitation Chainage (km) Section
Karachi-Hyderabad
Name of Bypass From

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To
-
Status Land Construction Acquisition Stage

-
Hyderabad-Hala Hala-Moro
Matiari Hala Saeedabad Sakrand Qazi Ahmad Timori Daulatpur Shahpur Jahanian Moro
179+500 210+480 225+990 247+350 274+578 279+369 298+934 309+006 317+770
182+450 214+850 231+160 254+080 277+269 280+569 305+298 310+889 321+150 346+800 356+500 859+250 a 956+900 a 1039+150a 1048+050a 1064+100 a 1082+150a 1030+000a 1013+400a
1100+050a
-
Not acquired Not started Acquired In progress Acquired In progress Acquired In progress Acquired In progress Acquired Acquired Acquired Acquired Acquired Acquired Acquired Acquired Acquired Acquired Acquired Acquired Acquired Acquired
Acquired
-
In progress In progress In progress Complete Complete Complete In progress Complete Not started Not started Not started Not started Complete Complete
Complete
-
Moro-Ranipur
Naushahro Firoz 341+400 Bhiria 353+600 Bahawalpur-Multan Lodhran 857+600 a Qadirpur Rawan 948+500a Mian Channu-Sahiwal lqbal Nagar 1037+000a Kassuwal Chichawatni Harappa Mian Channu Katcha Khuh
Sahiwal Lahore-Gujranwala Turnol-Chablat
1044+075a 1058+150 a 1080+250a 1020+990a 1002+100a

1098+300a
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aApproximate chainage Public Amenities The selected highway sections generally lack public amenities, such as service lanes in ribbon developmcnt areas, pedestrian ovcrhcad crossings, zebra crossings, Footpaths, bus bays, 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 the diffcrence in level betwccn the ACW and ECW, obstructingc the viewv of people crossing the highway. Each of these aspects will bc incorpoiated into the RMP dcsign.
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Project Dcscnption
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SFA of Puki'tan Plighwvav Rehahilhiaoion Project
Other Aspects Many of the existing carriageways of the project corridor have a number of unmanaged or unauthorized U-turns that have not been properly laid out. This too will be resolved in the project design allowing certain U-tLrns to be closed down, others to be remodeled or relocated, and additional ones constructed where required. Many sections also lack adjacent side drains, allowing rainwater to accumulate on the road or within the RoW, particularly in ribbon development areas. This problem is compounded in areas where there is a significant difference in the clcvation of the ACW and ECW, causing the pavement to deteriorate and crcating a public health hazard. An additional problem is the inadequate traffic or cautionary road signage along the project corridor, particularly for highway sections in Sindh and southern Punjab. This is especially are important in sensitive areas, such as in proximity of schools, hospitals, religious and cultural buildings, forests, etc.; a detailed highway safety audit has been carried 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 RSP upgrade option arc already built according to an acceptable design standards: the roads are constructed on relatively high embanknments along true lines and levels with a proper cross-fall, and the elevations of norlhbound and southbound carriageways are roughly the same. 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 of about 7.3 m; inner shoulders that are I to 2 m wvide; and outer shoulders that are about 3 m 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 where they have been double-surface treated. Resurfacing works will include resurfacing the paved sectioins with asphalt layers of an appropriate 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 better condition. Some sections require mlinor repairs while capacity of drainage at sonic sections requires needs to be augmiiented A list of the water channcls that cross the highway 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 have alrcady 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 on other project corridor sections under the proposed project, some minor remodeling of these intersections will be required. Exhibit 3.2: Bypasses Within Sections Proposed for Resurfacing
Name of Bypass From Sahiwal-Okara Gujranwala-Kharian Gujranwala 1320+000 1358+600 (Approx.) 1369+400 To
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Chainage (km)
Status Land Acqulsition Construction Stage
1335+600 (Approx.) 1367+600 1384+600
Acquired
Complete
Wazirabad Gujrat
Kharian-Rawalpindi
Acquired Acquired
Complete Complete
NowsheraPeshawar
Public Amenities Public amenities, such as bus bays, service lanes, ovcrhead bridges, zcbra crossings, and U-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 additional public amenities required as dirccted by the NHA, but kccping in view public safety, the RSP design incorporates only the construction of zcbra crossings, U-turns, and overhead pedestrian/livestock crossings. Information and cautionary signs also cxist along certain sections but additional signage is required in areas near schools, hospitals, etc Additional signage, where nceded, will be 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 categorized under RMP. The design criteria to be folloNved by the NHA lor RMP sections are given in Exhibit 3.3.
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Project Description
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SEA of Paki van lhigh way Rehahu/llation Project
Exhibit 3.3: Highway Design Criteria for Sections Proposed for Rehabilitation
No. 1 2 3 4 5 6 7 8 9 10 11 Design Components Design speed Minimum passing sight distance Minimum stopping sight distance Maximum rate of super elevation Minimum radius of horizontal curve Maximum degree of horizontal curve Pavement width Shoulder width Minimum length of super elevation Maximum gradient Embankment side slope Dimensional Details 90 km/hour 610 m 138 m 0 6 m/minute 355 m 5 20 7 3m 2.5 m 50 m 4% 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, andrestrictions caused by ribbon development along the project corridor, fivc development strategies have been framed. The sclcctcd sections will be raised, strengthened, and upgraded using one of these stratcgics tailored to the sitc-speciFic rcquirements of that particular highway section.
Strategies for Non-Restricted Areas
Non-restricted areas are those in whiclh road construction is not hampered by cxtcnsive urban 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) + subbase lcveling layer. 3. Raising and reconstructioni: asphalt concicte + aggrgc-ate base (20 cm) + granular sub-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 are constrained by urban or ribbon development The asphalt concretc laycr will include an asphalt-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
SFA of Pahki an IhighwaY RehabihitationProject
under variable site conditions. These show the general arrangement of the rehabilitated ECW with respect to the ACW, median, and surroundings. In addition, the road shoulders will be raised and adjusted to the lines and levels of the carriageway. The sub-base course on the shoulders will be treated with a crushed aggregate base course overlain by double-surface treatment material. In ribbon development areas, the NHA is constructing service lanes and sidewalks. However, no service roads or sidewalks will be constructed along the Turnol-Chablat section due to the major relocation that would consequently be required. 3.2.2 Resurfacing and Strengthening Projects
Selected sections of the project corridor need only rcsurfacing and strengthening, mainly by placing asphalt overlay across these sections in order to extend their service life. Sections that are cracked, deteriorated, or distressed, will be patched with asphalt concrete before laying an asphalt overlay. The shoulders will be adjusted using an aggregate base layer and surface treatment to match the lines and levels of the carriageway. As in the case of the RMP sections described above, no new service lanes and sidewalks will be constructcd along RSP sections in ribbon development areas. To maintain cost effectiveness, the improvement works for RSP sections will be limitcd to overlaying and patching. Based on the site-specific conditions of the pavement, the following tvo strategies will be adopted 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 the projects will be carried out on a tuirnkey basis, the dctailed clesign will bc the responsibility 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 four to 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 postconstruction defect liability and maintenance period lor RMP sections. The total design and 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-istanHighway Rehabilitation Project
Exhibit 3.4: Typical Cross-Section: Karachi-Hyderabad Section
OF EXISTING CARRIAGEWAY (EC7W-NB)
ISHOLIU)R |S'OULDAER
1--_ tCCe!t-7l ,_ 0t _
~ ~ __,__ ~ ~-- ~ ~ _lN_ ~--
__---4-----
---
.i
OF ADDITIONAL CARPdAGEWAY (ACW-SB)
/ o -t--i----< o S-->- |
.,. .. e_ ........... P------- --3, ,8 \ j ,__ ( _ t
: :EXIST,INO---R--------
--
--
:--=---------------->
M4UR PROFR 8.C SU,o5s (T2)
WrH NEW
NOlt I 2 I
ASPHALT CONCRETE WRINO COURSL_ 5 ALPOOLTTC BOASE GOUtSE. _, IScm
TYPICAI. ROADWAY SECTION -EXISTING DUAL CARRIAGEWAY

REH8LJTArON STRAYCCY I (RS.-1) REiAOUTATlIOWMT ASPHALTIC LAYER(.) iN COSSlNATIh VATl ACCREGATE SEAS
CRUOSHD AOGREGATE SASE COLR.S -20. 3o CRUSHEDD AOGREGAIE S5AE COURSE AS LEtGO.C LAYER.VAR. 30 CRUSHED AOrREGArE BAS COUFSEIh SH. DCRS_l0* 5 6 7 SUB5ASL--. VMOMI. IO.KE SDAFACE TREAnIEOT (OST) AWHALr CCcAOT 3TwcP - X157 RPO PAVEWIWT (o.) b TO TrESCOOIOD 4. rO~0 ACREcATrE BOSESUS-BAE - DOSTIO ROD (AFTR REWL OF nrTNhG rC SDWJ.CG. THDE COSTC BAESL41AAWE S,uAULL _E SCAO0s /PWUC2W TOA ODEPTH OF 20o,o WATEROD & COPACTrD TO 5PEOFnEM
TO
s FULL OEITK
DENSfTry BFORE 1AYING SUSStNT T LAYER(.)OF
AoCEGArEE BASE)
M5ETMI SHALL 8 PROPELYDRESSED.LEVEL. ORaDGTTO TNE LCES/LtEL AND CObHCTID WIN NLT STRUClUR5, SO AS *ATERIS PROPERLY DRANE
03/20/03
03/20103
Projoct Description
~~~~~~~~~~
SEA of PakistanHfighway Rehabililation Project
Exhibit 3.5: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections
ADDMOnAL C)".
AY (LCW)
OP PI POM EM3h4
SHOULDIM
CARRAGEWAY OM
eons 7.so
sso
~~~~~~~~SHOULDER
j CCR.kGWY
t
VARIABLE MEDIAN DRESSED k RIP RAY 4
t
x.
Ay
PAMD
CKITNCARRIAGEWAY
03/20/03
SEA of Pat stan Highwvay Rehabilitation Project
Exhibit 3.6: Typical Cross-Section: Hyderabad-Hala Section
( OF PROPOSED EXISTING CARRIAGEWAY (ECW SB) ADDOTIONAI CARRIAGEWAY (ACW NB)

3.00 SHOULDE 7.p CARRIAGE/AY /2.00 MEDA 7.30 C
v
SROUIDER
2.50 P
1.AY 2L
_M5;NG CAltGrlAAY
03120/03
Project Description
3-10
SEAI oj Pak-istan Highway RehabilitationProject
Exhibit 3.7: Typical Cross-Section: Hyderabad-Hala and Hala-Moro Sections
VUtlMZ bRDUN DRVSW PDOVWlDD FOR DRAINAl

l
&RIP RAP
WOUIDER
~~7.30
2%
1:00.
L.00
7.S0
2.50
1.N - OPEN AR
SETTL6ENT
4%
4%
4X
2X;
4X
NSL
ROADSIDE DRAIN SIDE WALK
03/20103
SEA of Pakivian 1-highwi'aY RehabilitationProject
3.5
Construction Camps
Campsites will be selected keeping in view the availability of an adequate area for establishing campsites, including parking areas for machinery, stores and workshops, access to communication and local markets, and an appropriate distance from sensitive areas in the vicinity; final locations will be selected by the contractor. Campsites for Phase II will bc selected later according to criteria followed for Phase I. For a list of probable campsites, see Exhibit 3.8. Exhibit 3.8: Probable Locations of Construction Camps (Phase I)
Section Length (km) Contract Package Road Category Probable Location
Karachi-Hyderabad Hyderabad-Hala Hala-Moro Gujranwala-Kharian
48 45 40 39 30 27 49
1OA, 1OB 1 2A 2B 12A 12C 12D 9 14
RMP RMP RMP RMP RSP RSP RSP RMP RSP
Luni Kot Matiari Sakrand Qazi Ahmad/Daulatpur GujratVGujranwala GujraULala Musa GujratNWazirabad Turnol Pabbi
Turnol-Chablat Nowshera-Peshawar
57 68
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, each covering about 30 to 57 km of road. An estimated workl'orce of 139 will be required for each RMP contract, of which, apart fromil managcrial stall'and engineers, about 35 will be skilled labor, 35 semi-skillcd, and 50 unskilled. Similarly, a workforce of about 90 will be rcquircd for cach RSP contract, of whichi skillcd labor will comprise 25, scmi-skillcd 25, 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, while each RSP contract will rcquirc about 55 The area requirement for the construction camps will depcnd upon the workforce dcployed and the type and quantity of machinery mobilized. The number of camps is estimated at nine, one undcr cach contract. In view of the area required, it will not be possible to locate campsites within the RoW and the contractors will have to acquire land on lease from private landowners.
03/20(03
Project Description
3-12
SEA of Pakivlan HighwaY Rehahulilation Project
Exhibit 3.9: Workforce Rcquircmcnls for Typical RMP and RSP Contracts
No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18 Contractor's Staff Project manager Site engineer Design/planning engineer Assistant engineer Material engineer Laboratory technician Surveyor Quantity surveyor Manager administration Foreman Mechanic Clerk Operators/driver Mason Carpenter Skilled labor Machine helper Unskilled labor Total RMP 1 1 2 2 1 4 3 1 1 4 3 1 20 6 4 25 10 50 139 1 1 3 2 1 1 2 2 1 15 4 2 20 5 30 90 RSP 1 1
03/20/03
Project Description
3-13
SEA ofPaki vian Highway RehabihitationProject
Exhibit 3.10: Estimated Machinery Requirements for Typical RMP and RSP Contracts No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. Type of Machinety Dump truck Grader Dozer Vibratory roller Sheep-foot roller Tandem roller Pneumatic tyre roller Paver Asphalt plant Bitumen distributor Tarboiler Air compressor Tractor Tractor trolley Loader Generator Power broom Low-bed trailer Concrete mixer Mobile concrete pump Excavator Welding machine Pump Total RMP 30 5 1 4 2 2 2 2 1 1 2 3 4 4 3 3 2 1 4 1 2 2 4 85 RSP 20 3 0 2 1 2 2 2 1 1 2 2 2 2 2 2 1 1 2 0 2 1 2 55
03/20103
SEA ofPaktitan Highwqav Rehabilitation Project
3.6
Construction Material
The materials used for the construction of highways include coarse aggregates, fine aggregates (sand), earth, water, asphalt and cement. Almost all these raw materials are locally available in the country. Asphalt is available from petroleum refineries at Karachi, Multan, and Rawalpindi. Cemcnt factories located in Karachi and Thatta in the south, and Rawalpindi, Attock and Nowshera in the north, will satisfy the cemcnt requirements 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 A. Coarse Aggregate
Nooriabad Petaro Laki Kot Diji Shadi Shaheed Sui Sargodha Sakhi Sarwar Langarpura Margala Hills Khairabad River boulders Along M9 (93-94 km) 25 km from Jamshoro on N55 25 km from Sehwan Sharif on N55 Near Khairpur Mir/Uban Shah along N5 Near Sukkur/Rohri on N5 Near Kashmore 100 km from N5 180 km from N5 125 km from N5 along N70 Near Kharian 3 km from N5 Near Taxila along N5 Near Khairabad 5 km from N5 Near Haripur Hazara 50 km from N5
Location with Reference to Project Corridor
B. Fine Aggregate/Sand for Cement Concrete Works Bholari Sui Sakhi Sarwar Lawrencepur Qibla Bandi Hanpur
a Not suitable for asphalt concrete works
Near Kotri on N5 Near Kashmore 100 km from N5 Near DG Khan 125 km from N5 along N70 Near Lawrencepur 5 km from N5 About 10 km on Tarbela Dam on main link road from N5 Haripur Hazara 50 km from N5
03120/03
Project Descinption 3-15
SEA ofPakiwtanHighway RehabIhoiaton Projeci
Solid Materials Earth fill material of desired specification is locally available ncar all the highway sections covered in the project. There are very limited 'borrow areas' earmarked by the NRA or the local authorities for earth material. In most cases, the contractors will lease private land in the vicinity on short-term basis for the purposes of acquiring earth material. The existing layer of topsoil will be scraped and stockpiled to be used later to restore the borrow area for agricultural use. The aggregate 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 being mined. Except for Sui, Sargodha, Sakhi Sarwar, and Haripur, most of the quarries are located within 25 km of the N5. Since these quarries are already functional and accessible from the project corridor, the development of new haul roads will not be required. Water Requirements Given that the Indus Basin groundwater regime extends across almost the entire project area, access to water for construction and campsite purposcs is not expected to be a problem. The chemical content of the available water, however, may limit the use of local surface and groundwater, particularly for mixing cement concrete. Groundwater along the sections falling in Sindh, central and northcrn Punjab, and the NWFP is considered to be of acceptable quality for use in concrete works. There may, however, be only limited use of groundwater possible in sections in southern Punjab. Groundwatcr resources near the Sutlej River and major area canals will provide a suitable altemative in these sections. River and canal water that contains suspcndcd silt can be used when sprinkling and compacting embankments. The contractors will obtain permission from the provincial irrigation departments for acquiring canal water.
03/20/03
SEA of PakistanHlighway Rehabilitation Project
4. Analysis of Alternatives
This section provides a project rationale for the proposed highway upgrades; an overview of the transport alternatives considered in this study; and a description of the design alternatives considered for the project corridor. The project options considered were: * * No-project option Alternative highway option.
*. Altemative transport option
These are discussed in more detail below. 4.1 No-Project Option
The rapid rise in demand for land transport in Pakistan, both for passengers and freight, is shown in Exhibit 4.1 (Almec Corporation and Pacific Consultants International, 1995). However, the bulk of this increase is associated with road transport; demand for rail transport has remained almost stagnant during the period indicated in the exhibit. Exhibit 4.1: Growth in Demand for Land Transport
Year
Passenger-km (billions) Road 68 97 135 197 Rail 16 17 17 18 Total 82 114 152 215
Freight ton-kn (billions) Road 18 27 37 101 Rail 8 8 6 4 Total 26 35 43 105
1980-1981 a 1985-1986 a 1992-1993 a 1999- 2 0 0 0 b

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 to 2005-6. The exhibit indicates that, compared to 1997-98, inland transport demand is likely to increase by about 50% by 2005-06. As much as 75% of the road network in Pakistan is currently in poor condition. The poor condition of roads plices an enormous strain on the existing transport system, necessitating extensive improvements in the transport sector in general and the highway network in particular.
03/19103
Analysis of Aitematives 4-1
SEA of PakstanHighway RehabilitationProject
There are two investment options available for improving the main north-south highway corridor in order to meet the increasing transport demands of a growing economy. One option is to develop a new highway/road system, while the other option is to improve the existing network. According to the NHA's present policy objectives, the second option is considered more viable. Exhibit 4.2: Projected Demand for Land Transport
Year
1992-1993 1997-1998 2005-2006 Source:
Passenger-km (billion) Total Inter-zonal

152 214 339 87 119 184
Freight ton-km (billion) Total Inter-zonal

43 58 89 35 44 63
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 4.2.1 Alternative Transport Options Railway
The railway in Pakistan has historically carried up to 9.2 billion passenger-km and 8.4billion ton-km freight annually. The main railway line, connccting Karachi and Peshawar at the two ends of the country, runs roughly parallel to the projcct corridor. However the modal share of the railway has steadily declined over the last three decades, and currently carries only about 9% of the country's passenger traffic (14.5 billion passenger-km) and 4% of the freight traffic (3.6 billion ton-kni). Reasons for this include poor management, the lack of commercial orientation, large overheads, a poor safety record, speed limitations, inefficient services, high fuel consumption, and lack of incentives for public sector investments. Unlike the highway sector that has flourished under private investment, the railway has lost much of its forner importance due to growing inefficiency 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 require fundamental institutional reforms, and lhcavy investments to replace locomotives, coaches, and rail tracks; the sector would need to cut down ovcrhcad costs, cut down on travel and delivery times, and induct bctter management practices. These improvements require substantial changes in the institutional setup of the railways, and are difficult to achieve in the near term.
03119/03
Analysis of Alternatives 4-2
SEA ofpak, stan Hlighwvay RehablIltat,on Project
4.2.2
Air
Although there are presently 41 civilian airports in Pakistan, and despite the recent introduction of private airlines on domestic routes, travel and freight costs for air transport are too high for it to effectively compete with the road transportation sector. 4.2.3 Inland Navigation
Inland waterways along the country's north-south corridor currently carry almost no passenger or freight traffic. Under the Indus River Navigation Study (IRNS) (Louis Berger International, 1992), three main navigational routes were identified along the Indus River: Sukkur to Kalabagh, Sukkur to Kotri, and downstream of Kotri. The study concluded that the conversion of the Indus into a navigation channel was feasible between Kalabagh and Port Qasim after hydrological engineering interventions at a few selected 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 on speed, the limited range of transportable commodities, mismatch between ports of origin and destination, and competition Nvith a well-developed rail/road network. These limitations, compounded by high investment requirements, low rates of return, a limited population to be served, and recurring droughts, imply that inland water transport is not a practical alternative to road transportation at this tinme 4.3 Alternative Highway Options
The NHA is currently responsible for a national highway system that extends across eight major national routes over approximately 7,000 km. Of these, the N5 and N55 run broadly north-south along the project corridor. The proposed Pakistan Motorway is planned for the future, as a limited access expressway linking the northern population centers with the Karachi area (see Exhibit 1.4). 4.3.1 N55 Option
The N55 runs parallel to the project corridor along the righl bank of the Indus and has been proposed for upgrade under Groups II and Ill of the NH IP in order to remove the existing bottlenecks (single carriageways) along the Jamshoro-Shikarpur (Sindh), DG Khan (Punjab)-Bannu (NWFP), and Kohat-Pcshawar (NWFP) sections. Although the N55 is cxpected to provide some rclief to the N5, particularly in terms of
serving towns along the right bank of the Indus River, its
utility will
remain
overshadowed by the latter. The N55 traverses an area that is vcry thinly populated, agriculturally less developed and almost devoid of iniduistrial activity. In addition, its hilly terrain and scarcity of water resourccs reduce its development potential relative to the N5 project corridor, which passes through somiec of the most populouis areas of the
country and is agriculturally and industrially far Ilmoic
importanit.
03/19/03
SEA ofPaki san Highway RehabilitationProject
Pakistan Motorway Option The planned route of the Pakistan Motorway between Peshawar and Karachi lies roughly between the N5 and N55. At this stage, the Lahore-Islamabad section (M2, 335 km) has been completed and is operational. Work is currently in progress on the IslamabadPeshawar (MI, 165 km) and Pindi Bhatian-Faisalabad (M3) sections. The motorway is ultimately planned up to Karachi and will subsequently connect the port of Gwadar in Balochistan with the Rato Dero interchange in Sindh. A sizeable volume of fast-moving traffic is expected to divert onto the motorway network once it has been completed, thus relieving both the project corridor and the N55 and N5. Access to major cities en route will be provided via a number of city interchanges. Moreover, a pre-paid user tariff system will be enforced, thus making direct revenue contributions to the NHA. Despite these advantages, the motorway project is constrained by huge investment requirements, land acquisition needs and limited traffic volumes. It is also unlikely to be completed by 2010 as originally envisaged, and is therefore not a practical alternative to the project corridor or to other existing highways in the medium term. The construction of motorways also involves greater environmental and social constraints than ordinary roads or highways. Given that the motorways will pass through largely rural areas, they are likely to disrupt agricultural land and restrict local movement and traffic. For a dominantly rural population that tends to travel short distances between small towns not serviecd by the motorway, it will not be as accessible as the project corridor under consideration. 4.4 Project Corridor Design Alternatives Design-related alternatives consider aspects such as route, alignment, cross-section, and public amenities. These are discussed below. 4.4.1 Route Alternatives
4.3.2
The project corridor is strategically located, traversing tlhrcc of the country's four provinces, including the federal and respectivc provincial capitals. It also serves the most heavily populated and developed regions of the country. Demarcating an alternative route would require vast amounts of land acquisition, disrLpt rural communities, interfere with established natural and agro-ecosystems, and result in fulther environmental and social degradation. 4.4.2 Alignment Alternatives Portions of the N5 date back several hundred years, and the horizontal geometry of the project corridor has been under contintual review and refinemients made from time to time in 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 vehicular speed. Traffic hazards and bottlenecks tend to occtur near populouIs settlenments all along the project corridor, and in order to resolve thcse, the alignnmcnt of the highway has been
03/19/03
Analysis of Altematives 4-4
SFA ofPaklivan Iblghwvar'Rehabilitation Project
re-routed to bypass such cities, towns, and even largc village settlemcnts. Most of thesc bypasses have either been constructed or are near complete. Certain stretches of the Hyderabad-Hala and Hala-Moro scctions were considered for realignment in order to save the minor structures of squatters scttlcd within the RoW. In these areas, there appeared to be a sufficient margin in the median to shift the alignment by 2 to 3 m. However, it was later shown that this exercise would not save the squatters' structures to any significant degree, and the idea of shifting the alignment was dropped. 4.4.3 Cross-Section Alternatives
A major portion of the project corridor traverses canal-irrigated lands. This has led to water logging and impoundment at places. To rctain the safcty of the cmbankment and pavement, the vertical geometry of the highway has bcen changed at a number of stretches of the sections covered under Phase 1. In such areas, the embankment will vary from 0.5 m to 1.5 m. Raising the embankment in ribbon development areas has been avoided in view of the social and environmental implications. 4.4.4 Alternatives for Public Amenities
Public transport amenities, such as pedestrian overhead bridges, zebra crossings, crossing ramps, bus bays, service lanes, parking areas, rcst arcas, passengcr shcds, lavatorics, and signboards have been duly incorporated into the project dcsign. Service lancs at five places along the Hyderabad-Hala and Hala-Moro sections were considered but discarded, as resettlemcnt problems associated with ribbon developmcnts will far outweigh the resulting benefits. The NHA will continue to monitor the need for public amenities, and will construct additional facilities according to requircmcnts and available financcs.
03/19/03
SEA ofPa-,stan Hifghwavy Rehabililation Project
S. Environmnental and SocWa
IBaseflne
This section provides an overview of the physical, biological, and socioeconomic environment of the project. The principal environmental features of the project corridor are illustrated in Exhibits 5.1 to 5.12.
5.1
Corridor of Impact
The area of project influence is referred to as the 'corridor of impact' (Col), ie, the width of the corridor that will be impacted, directly or indirectly, by the project during the construction and operation phases. Although major construction activities will rcmain confined to the existing RoW, situations in which construction-related activities will extend beyond the existing RoW include:
D
Constructing a bypass at Matiari Town for the ECW of the Hyderabad-Hala section, for which land will have to be acquired under Phase II Establishing construction campsites and asphalt plants on temporarily acquired land Borrowing soil material from temporarily acquired land Quarrying aggregate material Constructing haul tracks in order to transport construction material, etc. Delineating the Col
>
>
D
> 5.1.1
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 is expected to take place. This includcs the displacement or relocation of pcople, and the removal of vegetation cover for constriction. This limit will vary along the Icngth of the project corridor according to site-specific conditions. The potential disruption of squatters occupying NHA-owncd land in scattcred ribbon development arcas also needs to be minimized (see Section 8). The CoI 1 was delineated as the width required for actual road construction. This included the carriageway, shoulder, cmbankmient, loni tuidilnal drainage, wayside amenities such as bus stops, passenger sheds, ctc., and an additional corridor required to facilitate the movement of light constrmction machinery and ensure the safety of squatters and the general public. The Co! I limits lor Phase I sections are summarized in Exhibit 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
(See following page)
03/20/03
Environmental and Social Baseline
5-2
ryderabad
~~\<
Reg
/) \ udwReJrewal
Legend Highway Roads Culvert Toll Plaza Railway Line Main City Town Police Station River Protection Boundary Wasteland Hillock Contractor's Camp
=
SEA of Pakistan Highway Rehabilitation Project
N5: Karachi-Hyderabad
-ci
0
0 ._Scale C =)source L __2 Drawing Not to scale Engineering General Consultants W3EO3PHR 2003 M
Canal
River
SEA ofPakistan Highway Rehabilitation Project
Exhibit 5.2: Hyderabad-Hala Section (See following page)
03/20/03
i]~~~~~~~~ii
Highway
Reserve Forest RivnetldRieneLd Canal

Avenue Tree
;,^
-.
,*
Chainage Stake
Culvert
Railway Line
N5: Hyderabad-Hala
=r
1C
O 0 z
Section
Scale
25 5 10 15 20r
Main City
Town Settlement
Protection Boundary
Mosque Monument lZ
0 ASource
01
Not to scale Engineering GeneralConsultants
City Area Agricultural Land
lIZ
Contractor's Camp
Drawing
~|Date
W3E04PHR March 2003
Exhibit 5.3: Hala-Moro Section (See following page)
Legend
Highway Road Chalnage Stake Culvert Railway Une Main City Town
-Reserve

Forest Onchard Sand Dune 3 Canal Protection Boundary hu*
-
FtRiver
0
0
N5: Hala-Moro Section

Scale Not to scale
Engineering General Consultants W3E05PHR March2003 Source Drawing Date
Settlement
Graveyard Agricultural Land l1
C:>
CZ)
l0
45 5
18
27
38 lvi
Exhibit 5.4: Moro-Ranipur Section (See following page)
03120/03
Legend Highway
Road RailwayLine Settlement River Canal Protection Boundaryo
SEA of Pakistan Highway Rehabilitation ProJect| ____
N5: Moro-Baberlo
< [aSection
0 10
20 _0kM
40
60
Setleementto scale Source Engineering General Consultants Drawing W3EO6PHR

Date March 2003
66L=6mL=
Exhibit 5.5: Bahawalpur-Multan Section (See following page)
03120103
>~~~~~~~~~~~~~
Ahimadpur Eas
Legend Highway Road R,ailwayLine Settlement River Canal

-
_____.
N5: Bahawalpur-Multan
Section
Scale Source Drawing Date Not to scale Engineering General Consultants W3EO7PHR March 2003
<
12
is
24 kM
Exhibit 5.6: Mian Channu-Sahiwal Section (See following page)
03/20/03
i n Cha
Legend Highway Road

Railway Une
Settlement
River
<R
N5: Mian Channu-Sahiwal Section

O
40 In
5 10
20
30
Scale Source Drawing Date
Not to scale Engineedng General Consultants W3EO8PHR March 2003
Exhibit 5.7: Sahiwal-Okara Section (See following page)
03/20/03
ChannX
r/ Oka_
Legend
Highway Road
Railway Une
Settlement <G
River
N5: Sahiwal-Okara Section

Scale Source
o
Not to scale Engineering General Consultants
10
20
40
6D
so bn
Drawing
Date
W3EO9PHR
March 2003
Exhibit 5.8: Lahore-Gujranwala Section (See following page)
03/20/03
Legend Highway Road Culvert Railway Une River Canal
Settlement
N5: Lahore-Gujranwala Section

Scale Source
o
20 40 8 12 IW'k
Drawing
Date
Not to scale Engineering General Consultants W3E1OPHR March 2003
Exhibit 5.9: Gujranwala-Kharian Section (See following page)
03120/03
Legend
Highway
Road Chainage Stake Culvert Railway Line
-
Agricultural Land
Reserve Forest Nursery Cottage and Main Industries River
lILY
* -
Arr,heological Site
Police Station
r/
Lu Ic
/
*
N5: Gujranwala-Kharian Section

Scale Not to scale
Main City
Town Settlement
0 O
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Canal-
-____
City Area
Graveyard
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CIJ
Protec,tion Boundary
ontractor's Camp
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Engineering General Consultants

Drawing Date W3E1 1PHR March 2003
Exhibit 5.10: Kharian-Rawalpindi Section (See following page)
03120/03
Environmental and Social Basellne
5-20
Lala Musa
s _i/Mn%_tll ;;S
Legend Highway Road Railway Une Settlement River Nala
4
_
N5: Kharian-Rawalpindi Section

Scale Source Drawing Date Not to scale Engineering General Consultants W3E12PHR March 2003
30
60
120
18
240b
SEA of PakistanHighway Rehabilitation Project
Exhibit 5.11: Tumol-Chablat Section (See following page)
03120t03.
~~~~~~~~~~~~~~~~~
I
Rassan Abdal
~~~~~~~It
Legend Highway Road Chalnage Stake Culvert Toll Plaza Railway Une ,Maln City Ribbon Development Stream (nala) Sprng S Hill Contractoes Camp Archeological Site
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ESection
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N5: Turnol-Chablat
~~~~~~
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12 18 24n
O -Main City
F ,Reserve Forest sTown

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Source Drawing Date
~~~~~~~~~~~~~~~~~~~~~~~~~~~Scale Not to scale

Engineerng General Consultants W3E3PHR March 2003
Exhibit 5.12: Nowshera-Peshawar Section (See following page)
03/20/03
Legend Highway Road Culvert RailNay Line Main City Town Settlement Mosque Police Post Graveyard Contractors Camp Hill Barren Land River Canal
0
0 0
N5: Nowshera-Peshawar Section

Scale Source
0 1
2 4 a
Not to scale EnSineeeing General Consultants

W3E14PHR March 2003
8k
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WMDat
SEA of Pak-islan IHighway Rehabilitation Project
Exhibit 5.13: Corridor of Impact (Col 1) Limits for Phase I Sections

Chainage
Max. (in)
Open Arease Construction Limits c ~

Min (in) TO Weighted Average (in)
Cot IC(in)
Restncted AreaS b Construction Limits co/

c(m)
c (in)
Section Karachi-Hyderabad (RMP)
From
119
149
Construction limit will extend to the edge of the shoulder
Hyderabad-Hala (RMP) Hala-Moro (RMP) Gujranwala-Kharian (RSP)
162 +770 214 +850 1,320
210 +480 317 +771 1,410
13 0 13 3
10 2 10 8
11 3 11 8
Construction limit + 1 m or up to toe of embankment, whichever is greater 13 8 14 3 Construction limit + 1 m or up to toe of embankment, whichever is greater Construction limit + 1 m or up to toe of embankment, whichever is greater Construction limit + 1 m or up to toe of embankment, whichever is greater
Construction limit will extend to the edge of the shoulder on either side of the section 74 74 Construction limit will extend to the edge of the shoulder on either side of the section Construction limit will extend to the edge of the shoulder on either side of the section Construction limit will extend to the edge of the shoulder on either side of the section
Construction limit m
+1
74 74 Construction limit + 1m
Construction limit will extend to the edge of the shoulder on either side of the section
Turnol-Chablat (RMP)
1,555 000
1,589 000
Construction limit m
+1
NowsheraPeshawar (RSP)
1,660 + 000
1,694 + 000
Construction limit + 1 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
03120103
RMP Sections
Open Areas: In areas where there are no squatter settlements within the RoW, the Col 1 will extend up to 2.5 m from the construction limit, ie, where the toe-ditch/drain along the embankment under the upgraded design ends. Ribbon Development Areas: In areas where squatters have established businesses within the RoW, the Col 1 will be kept as close as possible to the construction limit. A roadside drain will be constructed along the road shoulder to protect the squatters' area from water draining off the carriageway. Given that ribbon development typically extends about 200 or 300 m from the highway, construction work will not be hindered since there is enough open area beyond the ribbon development strips for the movement of construction machinery. Most squatter-owned structures are temporary kiosks and their owners have indicated their willingness to shift farthcr away from the roadside once construction work begins. Open Areas With Minor Ribbon Development: The Col I limit will be kept site-specific in open areas where odd settlements or minor ribbon developments exist within the RoW. Where squatters have raised the level of their occupied area to the road level, the distance of the construction limit from the central line of the carriageway is much shorter than it would have been if the embankment were resting on natural ground. The Col 1 limit of 2.5 m from the construction limit fixed for open areas will therefore apply. However, where squatters' structures are located on natural ground with enough margin for the construction of an embankment and toe ditch/drain, the Col 1 limit will be kept as near the construction limit as possible in order to avoid unnecessary resettlemcnt. The contractor will be required to exercise vigilance when moving machinery and workcrs in such areas.
RSP Sections
Where the work is limited to resurfacing and strengthening of the carriageway (including the 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 shoulder since construction activity will be limited to the carriageway. Finally, where the repair of cross-drainage structures is involved, Col I will be demarcated 2.5 m away from the construction 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, toxic emissions and fugitive dust from batching and mixing plants, and the consumption of natural resources, such as earth fill and water, rcquired during construction. The Col 2 limit is dctermined by a number of factors, including cnvironmental sctting, types of environmental resources that fall within the zone of impact, and the nature of projcctrelated activities. The potential induced impact must also be taken into account. For example, game reserve areas located even at a relatively large distances from the highway may come under stress due to increased numbcrs of visitors cncouragcd'by the improved condition of the highway. Similarly, an improved highway may enhancc the attraction of archaeological/recreational sites to tourists. Sensitive areas (protected areas and archaeological sites) likely to be affccted are listed in Exhibit 5.24 and Exhibit B.9 (see Appcndix B), respectively.
03/20/03 Environmental and Social Baseline 5-27
SEA of PakiktanHighway RehabilitationProject
For the purpose of this project, a limit of 200 m from the edge of the carriageway has been adopted as Col 2. This is based on the following reasons: 1. The Antiquities Act prohibits construction activity within 200 m from an archaeological monument/site. If such a case is unavoidable, clearance must first be sought from the federal Department of Archaeology and Museums. 2. Measurement of noise levels in the field has indicated that traffic-generated noise dissipates significantly at a distance of 200 m from the carriageway. 3. Dispersion analysis of vehicular emissions indicates that the concentration of pollutants generally drops to an acceptable level at a distance of about 200 m. 5.2 Physical Environment
The project corridor stretches from Peshawar (NWFP) to Hyderabad (Sindh), extending across three of the country's four provinces (see Exhibit 1.1). This section discusses the following physical features of the project corridor:
D
D> D D
Geology Physiography Climate Water resources Soil. Geology
5.2.1
Geologically, the Nowshera-Peshawar section of the N5 route consists of high-grade, metamorphic rock with a post-Quatemary sedimentary cover. The sections between Turnol and Kharian comprise Permian to Eocene marine shelf sediments with outcrops of limestone and sandstone, and alluvial and aeolian deposits of Quatemary and Recent origin. The bulk of the project corridor however, lies on un-deformed Indian plate rock with a Recent sedimentary cover. See Exhibit 1B.1 in Appendix B for a map of the project area's geology. 5.2.2 Physiography
Of the 12 highway sections proposed for improvement under the project, thrce sections of the N5 fall within the Potohar Plateau towards the north: the Kharian-Rawalpindi, Tumol-Chablat, and Nowshera-Peshawar sections are generally characterised by undulating 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 highway crossing most channels at different points. The remaining sections of the N5 (Kharian to Hydcrabad) vcer south of the Potohar, and traverse the Indus floodplain extending across central Punjab and Sindh. This region consists of stretches of level to nearly level alluvial plain and scalloped interfluves formed by the deposits of the Indus and its four main tributaries, the Jhelum, Chenab, Ravi, and Sutlej. Towards the east and south, the projcct corridor is fringed by the Cholistan and Thar deserts.
03/20/03
5-28
SEA ofPak, fan Highway RehabilitalionProject
The Karachi-Hyderabad Super Highway (M9) falls within the piedmont plain of the Kirthar Hills that border Sindh and Balochistan. Undulating and rugged surface relief marks 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 and summarized in Exhibit 5.14. Exhibit B.2 in Appendix B provides a map of the climate zones that extend across the corridor. Exhibit 5.14: Climate Summary of Project Corridor
Section Karachi-Hyderabad Hyderabad-Hala Hala-Moro Moro-Ranipur Bahawalpur-Multan Mian Channu-Sahiwal-Okara Lahore-Gujranwala Gujranwala-Khanan Kharian-Rawalpindi TumolChablat Nowshera-Peshawar Climate Zone Hot, arid (very dry) Hot, arid (very dry) Hot, arid (partly very dry, partly dry) Hot, arid (dry) Hot, arid (very dry) Hot, and (very dry) Warm, semi-arid (max. rain in summer) Cool, sub-humid (rain in summer and winter) Cool, sub-humid (rain in summer and winter) Cool, sub-humid (rain in summer and winter) Cool, sub-humid (rain in summer and winter)
Cool, sub-humid. About 20% of the project corridor falls within this zone. The highway sections between Peshawar and Kharian receive approximately 500 to 1,000 mm of rainfall during summer and winter, and arc relatively cooler than other areas of the highway. Warm, semi-arid. Roughly 10% of the project corridor, ic, the Lahore-Gujranwala section of the N5, lies in this zone, and reccives 250 to 500 mm of rainfall, primarily during the summer. Hot, arid (dry). About half the project corridor (passing through central Punjab and Sindh) 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 falls in 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 season between July and September. October and November are by far the dricst months, cxcept for the sub-humid zone that also rcccivcs winter rains. The corridor betwccn Kharian and Hyderabad in the Indus floodplain is prone to flooding in the monsoon season. The rainfall received by less arid sections of the project corridor helps cleanse the air of suspended dust, moistens the loose soil along the highway shoulders, prevents passing
03/20/03 Environmental and Social Baseline 5-29
SEA of PakistanHighway RehabilhiationProject
traffic from entrapping dust, and supports vegetation cover. See Exhibit B.3 in Appendix B for a map illustrating the rainfall pattern across the project corridor, and Exhibit 5.15 for mean annual rainfall data. Exhibit 5.15: Rainfall Data for Project Corridor
Annual Average Rainfall (mm) 178 178 134 108 187 187 629 629 629 1,142 1,142 598 404 Wettest Month with Rainfall (mm) August (61) August (61) August (61) July (42) July (61) July (61) July (202) July (202) July (202) August (310) August (310) August (126) August (78) Driest Month with Rainfalt (MM)Stio January (1) January (1) May (1) January (1) October (2) October (2) November (4) November (4) November (4) November (18) November (18) October (14) June (8)
Section Karachi-Hyderabad Hyderabad-Hala Hala-Moro Moro-Ranipur Bahawalpur-Multan Mian Channu-SahiwalOkara Lahore-Gujranwala Gujranwala-Khadan Kharian-Rawalpindi Tumol-Chablat Nowshera-Peshawar
Meteorologa Hyderabad Hyderabad Nawabshah Paddian Multan Multan Lahore Lahore Lahore Chaklala Chaklala Risalpur Peshawar
Temperature
The project corridor is subject to pronounced variations in temperature, directly and indirectly influencing the environment of the highway (see Exhibit 5.16 for temperature data). Hot, dry conditions during May and June and deteriorating air quality and adversely impact the road pavement. The frequent dust storms associated with such weather increase suspended particulate concentration in the air, leading to impaired driving vision. The soil bordering the highway also becomes very dry and as moving traffic entraps air particulates, roadside populations may be vulncrable to increased exposure to suspended matter.
03/20/03
Exhibit 5.16: Temperature Data for Project Corridor (1961-1990)

Section Karachi-Hyderabad Hyderabad-Hala Hala-Moro Moro-Ranipur Bahawalpur-Multan Mian ChannuSahiwal-Okara Lahore-Gujranwala Gujranwala-Kharian Kharian-Rawalpindi Tumol-Chablat Nowshera-Peshawar Annual Annual Mean Hottest Month Meteorological Mean MnmmC) with Mean Stio Maximum CC) Maximum CC) Station 34.5 34.5 34.6 34.4 32.6 32.6 30.8 30.8 30.8 28.6 28.6
29.6
21.0 21.0 17.9 17.6 17.8 17.8 17.8 17.8 17.8 14.1 14.1
14.6
May (41.6) May (41.6) June (43.2) June (43.8) June (42.3) June (42.3) June (40.4) June (40.4) June (40.4) May (38.6) June (38.6) June (41.5) June (40.4)
Hyderabad Hyderabad Nawabshah Padidan Multan Multan Lahore Lahore Lahore Chaklala Chaklala Risalpur Peshawar
29.4
15.9
Winds The wind systems that affect the project corridor generally arise from a northerly direction in winter and from the southwest in summer. Wind speeds as well as diurnal and seasonal patterns vary considerably along the highway. Karachi shows a minimum number of calm readings (less than 18%) due to the influence of sea breeze. Bahawalpur in southern Punjab, on the other hand, shows morc than 77% readings in the calm category. The proportion of days that show calm conditions for other highway sections range from 20% to 40%. Apart from the monsoon scason, when the rains are often accompanied by strong winds, the dispersal of pollutants along highway sections in southern 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 Water
The Indus River, its five main tributaries (the Kabul, Jhelum, Chenab, Ravi, and Sutlej) and minor tributaries (the Haro and Soan) intersect or lie close to the project corridor. The area is also drained by an extensive contiguous irrigation system, including six major canals that also cross or flow close by the highway. Given the extensive recharge from the rivers and irrigation systems, the project corridor and its bordering areas are subject to water logging and salinity. This invariably causes road embankments to collapse and the highway pavement to deteriorate earlicr than it might otherwise. Pockets of wetland resulting from watcr logging are frequently encountercd along the project corridor. Although a large number of cross-drainage structures have becn constructed across the
03120/03 Environmental and Social Baseline 5-31
project corridor, many do not have the capacity to withstand regular floods, resulting in the seasonal flooding of adjoining areas. Exhibit 5.17: Wind Data for Project Corridor Section Section Karachi-Hyderabad Hyderabad-Hala Hala-Moro Moro-Ranipur Bahawalpur-Multan Mian Channu-Sahiwal-Okara Lahore-Gujranwala Gujranwala-Kharian Kharian-Rawalpindl TumolChablat Nowshera-Peshawar Predominant Direction Wind S (39), N (18) S (39), N (18) S (21), SE (19) S (29), N (22) S (14), N (11) S(14), N (11) NW (16), SE(9) NW (16), SE (9) NW (16), SE(9) W (19), NE(8) W (19), NE(8) W (14), E (14) N (13), S (13) of Meteorological Percentage Station Readings Calm 28 28 21 26 40 Hyderabad Hyderabad Nawabshah Padidan Multan Multan Lahore Lahore Lahore Chaklala Chaklala Risalpur Peshawar
34 34 35 35 47 40
Groundwater The Indus Basin, through which the pro ect corridor passes, overlies a vast, unconfined 3 aquifer containing roughly 142,000 km of water reserves, and a potential of 59 km of fresh groundwater (Ahmad and Afzal, 1997). The water quality is generally brackish because of the deposition of sediments under marine conditions. However, seepage from the river and extensive canal systems has modified the groundwater regime tremendously. Presently, fairly wide belts of fresh groundwater exist along the rivers that traverse the project corridor, and at shallower depths in irrigated areas developed by seepage from the canal system. The area's groundwater reserves are extensively exploited using both deep and shallow tube wells, for irrigation and drinking purposes. See Exhibit 5.18 for baseline data on water quality tested at selected sampling locations along the project corridor. 5.2.5 Soils
The soils along the northern corridor of the N5 are derived from picdmont wash from the Hindu Kush and Suleman mountain rangcs, and consist of both alluvial and aeolian deposits. These piedmont soils are coarse in texture, and tend to contain boulder and gravel deposits. The Nowshera-Pcshawar region, however, contains alluvial deposits from the Kabul River that makes the soil here very fertile. The soils in the vicinity of the Turnol-Chablat section are generally derived from fine-textured acolian deposits that are extremely susceptible to erosion by wind and water. The Kharian-Rawalpindi section contains both acolian and alluvial deposits that are coarse to fine textured.
03120103 Environmental and Social Baseline 5-32
SE4 of PakislanHighway Rehabihiatton Project
Exhibit 5.18: Water Quality Sample Results for Selected Highway Sections
Section Hyderabad-Hala Location Source of Water Lakesar minor Private tubewell (shallow) Private tubewell (shallow) Waterlogged impoundment area pH 7.7 7.4 7.4 8.7 TurbiditY (Ntu) 28 4.2 4.2 46 21 40 25.0 (fau) 18.0 (fau) DO (mg/l) 6.19 3.37 2.69 7.16 6.84 8.00 7.8 8.0 BOD (mg.4) 21 ND ND 13 0.6 22 15.4 2.5 6.0 6.1 2 COD (mg/l) 4.8 1.0 0.1 28 N.d 4.8 22.0 5.0 8.0 13.0 4.0 TSS (mgJi) 120 95 125 160 55 130 9.0 3.0 240.0 140.0 1.0 TDS (mg/I) 158 470 510 4440 550 170 500 600 200 200 500 NitratesE Coli (Units) ml) ND ND ND ND ND ND 6.8 2.2 0.7 1.6 11.2 93 0 11 75 0 460 13 40 9
202+600 195+800
Hala-Moro
312+100 260+800
Moro-Ranipur
373+300 408+200
SCARP tubewell no. 118 (deep well) 7.4 Ranipur distributary Natural stream (Wah Cantt.) Well Nasir Kalay distributary Kabul River Private tubewell (shallow) 7.8 7.69 8.08 7.80 7.68 7.83
Turnol-Chablat
1581+100 1557+200
Nowshera-Peshawar
1679+050 1660+400 1657+300
361.0 (fau) 7.9 236.0 (fau) 8.5 7.83 8.0
ND: Not detectable in ppm SCARP Salinity Control and Reclamabon Project
03Q20/03
SEA of PakistanHighway RehabiliiationProject
The project corridor sections passing through northern Punjab contain a diverse range of soils, including sand, loamy sand, silt-loam, loam, clay-loam, and clay. The soils between Lahore and Kharian are normally medium to fine textured and tend to be extensively cultivated. The highway sections passing through central Punjab (between Mian 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 soils become coarser and sandier around Bahawalpur. The highway sections between Hyderabad and Baberlo (central Sindh) contain soils that are medium to moderately fine in texture, ie, loam, silt-loam, and clay-loam. The soils found along the KarachiHyderabad Super Highway are coarse textured and largely ridden with gravel and pebbles. 5.3 5.3.1 Ambient Quality of Environment Ambient Air Quality
There is very limited data available on air quality in Pakistan. However, a series of studies conducted for the Japan International Cooperation Agency (JICA) for major urban centers such as Karachi, Lahore and Rawalpindi/Islamabad (HBP, 2000) was used to simulatc the project corridor's ambient air conditions. Data from the most recent JICA study is summarized in Exhibit 5.19. The study includes a number of locations such as Pirwadhai (Rawalpindi) and Chowk Yateem Khana (Lahore) that are either close to the N5 or could be considered to represent conditions similar to those encountered on the project corridor. As air quality standards have not been introduced in Pakistan as yet, the measured values of particulate matter (PM1 o) and carbon monoxide (CO) were compared with standards set by the World Health Organization (WHO), the United States Environmental Protection Agency (USEPA), and other international standards including the Japanese standard. Exhibit 5.20 summarizes these standards. For the purpose of this report, the following values (refcrrcd to as 'suggested limits' in this report) were used:
>
D
CO: 35 ppm over an averaging time of one hour corresponding to both the USEPA and WHO standards
Nitrous oxides (NOx): 106 ppb over averaging time of one hour, corresponding to the WHO guidelines, which are less stringent than the USEPA limit of 53 ppb Sulfur oxides (SOJ): 140 ppb over an averaging time of one hour, corresponding both to the WHO guidelines and USEPA standards. PMIo: 200 ppm over an averaging time of one hour corresponding to the Japanese standard. This specifies a limit on an hourly basis, and is less stringent than the WHO and USEPA standards that cannot be met in typical conditions in Pakistan, where background concentrations of dust cxcecd the WHO limit of 70 pg/m3 .
03/20/03
SEA of PakhstanHighway Rehabdh,talionProject
Exhibit 5.19: Ambient Air Quality Data (JICA Study)

CO ppm Location Sampling Date Average 2.3 2.7 2.3 3.9 2.9 1.4 2.4 1.7 1.2 1.9 Max. Hourly 7.0 9.4 4.2 6.8 9.4 2.8 6.7 3.6 3.0 3.6 NO, ppb Average 195 140 70 238 233 47 124 56 168 118 Max. Hourly 356 401 96 423 556 110 237 95 350 227 SO, ppb Average 47 36 40 58 41 3 25 29 36 21 Max. Hourly 88 72 211 95 95 8 47 61 60 47
PMo pg/rM3
Average 1,048 745 888 860 932 787 827 910 501 539
Max. Hourly 1,362 1,349 1,324 1,400 1,535 1,167 1,214 1,406 938 854
Yateem Khana Chowk, Lahore April 5, 2000 Azadi Chowk, Lahore Lohari Gate, Lahore Bank Square, Lahore Qurtaba Chowk, Lahore Raja Bazar, Rawalpindi Committee Chowk, Murree Road, Rawalpindi April 6, 2000 April 7, 2000 April 8, 2000 April 10, 2000 May 7, 2000 May 8, 2000
Pirwadhai Chowk, Rawalpindi May 9, 2000 Abpara Chowk, Islamabad I 9 Chowk, Islamabad May 10, 2000 May 11, 2000
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
Exhibit 5.20: International Air Quality Standards

i
USEPA dGuideline StTmanr Time 11Time Standard
WHO
Japan
Pollutant
CO
veraging Standard Averaging Time

1 hour
-
135 ppm
1 houra
,35 ppm
NO,
SO.
___~h5
53 ppb
1140 ppb
_ ,
1 year
1 houre
3
___
1106 ppb 1 hour

1134 ppb 1 hour
2
. __-pIM
PM10
150 pglm 24 hours 70 pg/r
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 measured values were for the same period. Data for the full period of a day or a year could not be collected within the constraints of this study The conclusions of the JICA and other studies is 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 140 and 106 ppm, respectively. These limits are not likely to be exceeded in the immediate ten-year period, but will be of concern in the longer term. SOx levels will be more controlled once the limit for sulphur in diesel fuels (from the current standard of 1.0%) is lowered (presently under consideration by the government). levels are of great concern and almost always surpass the suggested limit in 3. PM 1O urban locations. Overloaded trucks and buses, worn engines, and the poor quality of engine maintenance are the main reasons for high PM1 o levels. This situation is expected 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 the current conditions of ambient environment in the project corridor. Seven sites were sampled for CO and PMlo effluent emissions (see Exhibit 5.21 for a map of the locations where air quality samples were measured). An attempt to collect data for NOx and SOx levels was made as well, but discontinued as the instrumentation available in the country at the time of the study lacked the appropriate sensitivity to measure these pollutants at parts per billion (ppb). CO levels were measured using a continuous sampling unit calibrated prior to field use, and electrochemical sensors. Readings were taken every 15 minutes and reported as a one-hour average. PMlo levels were measured using a high volume sampler equipped with an appropriatc filter. The high volumc sampler was operated for a period of one hour.
03/19/03
Exhibit 5.21: Sampling Locations for Air Quality (See following page)
03/20103
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Sampling Locations _ / for Air Quality

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SEA ofPakistan Highway Rehabilitation Project
Air quality data was collected at various points along the project corridor, over a period of eight days during the second and third weeks of October 2002. All measurements were made downwind of the highway, at distances varying from 2 m to 29 m from the edge of the highway. Wind velocities ranged between 0.5 to 1.5 mls. Locations where pollutant concentrations were likely to be high were selected to assess 'worst-case' situations, and measurements were made in areas with extensive ribbon development where traffic was heavier and slower. Results and Conclusions Exhibit 5.22 provides a summary of results for air quality data along selected highway sections. The key observations of the study are summarized below: 1. The traffic counts measured during the survey are comparable to the traffic estimates for various highway scctions presented in Exhibits 7.2 to 7.4. The data is largely representative from this point of view. 2. The composition of traffic was not recorded. Areas with ribbon development that were selected for sampling purposes could have relatively higher number of smaller vehicles such as cars and vans as compared to stretches outside the settled areas. CO levels associatcd with smaller, gasoline-fueled vehicles are expected to be higher at these locations. 3. Hourly CO levels averaged between I and 4 ppm for typical 10-hour measurement periods, and peaked in the range of 2-7 ppm. The measured values are well within the suggested limit of 35 ppm. Allowing a 100% margin for peak pollution levels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant concentrations, CO levels are expected to remain within the suggested limit of 35 ppm. 4. CO levels appear to be higher in areas with extcnsive ribbon development, irrespective of the traffic count. Taxila in the Turnol-Chablat section and Kazi Ahmad town on the Hyderabad-Hala section illustrate this point. 3 5. Hourly PM1 o levels averaged between 74 and 206 pg/m for typical 10-hour measurement periods, and peaked in the range of 89-242 gg/m . LCvCls above the suggested limit of 200 pg/m3 were recorded at three out of nine sampling locations. Allowing a I 00% margin for peak pollution levels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant concentrations, PM 10levels are expected to remain within the suggested limit of 200 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 locations along the Phase I highway sections. Average noise levels for selccted highway sections are given in Exhibit 5.23 (sec Appendix E lor detailed baseline data on noise levels).
03/20/03
SEA of PakistanHighway Rehabitialoon Project
Exhibit 5.22: Ambient Air Quality Measurements for Selected Highway Sections
CO ppm
Segment Hyderabad-Hala Hala-Nawabshah Nawabshah-Moro Moro-Ranipur Turnol-Chablat Turnol-Chablat Location Village Sekhat Kazi Ahmad Town Shahpur Jehanian Village Muhammad Pur Village Taxila Wah Cantt Chainage (km) 188-189 274-275 305-306 527-528 1574-1575 1580-1581 Dist. from HighwayEdge HihwyMdg 2 2 6 6 8 29 Avg. Hourly Traffic Count 512 431 468 540 1661 1397
PM o 1pg/m 3 1
Max. Hourly 2120 2420 130.0 164.0 156.0 242 0
Hourly eMxHoryArae A Average 2.0 4.4 07 10 4 1 12 4.0 70 20 3.0 70 20 1414 206.3 113 7 115 1 130 2 204 1
Exhibit 5.23: Average Noise Levels for Selected Highway Sections

Average Noise Levels at 6m Section Date Chainage (km) Average Noise at Receptor Level
from Road Edge

Day Night
Da Nlght
(dBA)
Hyderabad-Hala Hyderabad-Hala Gujranwala-Khanan Gujranwala-Khanan Guiranwala-Khanan Nowshera-Peshawar Nowshera-Peshawar January 29-30, 2002 January 30, 2002 April 12, 2002 April 13, 2002 April 13-14, 2002 Apnl 18, 2002 Apnl 18-19, 2002 181-182 184-185 1400-1401 1405-1406 1386-1387 1661-1662 1661-1662 65 1 64 1 65 1 65 3 65.0 65 2 66.0
(dBA)
65 2 _ _ 64 7
Receptor
~~~~~~~~~~Distance Da Nih from Road D

Edge
(in)
(dba)
63 9
(dba)
63 3
Residence lqra pnmary school, Goth Ghulam Akbar Shah Govt high school, Thekhnan Rural health center, Punjan Kassana Residence Govt. high school, Nowshera
100 50 50 50 50 100 50
62 9 63.2 63 8 62 9 63 2 63.2 _
-
62.6
-
65.8
Residence
63 4
03/19/03

540
SEA ofPakistanffighway RehabdlitattonProject
These locations included residences, schools and hospitals in the rural areas, situated at a distance between 50 m and 100 tn from the edge of thc highway. Daytime noise levels ranged from 56 to 64 dBA, while nighttime levels ranged from 57 to 64 dBA. When compared to the WHO noise guidelines (see Exhibit 5.24) that prescribe a limit of 55 dBA for outdoor areas, the roadside noise lcvel measurements for both day and night exceed the applicable limit. Exhibit 5.24: WHO Guideline Values for Community Noise in Specific Environments
Specific Environment Outdoor living area LAeq (dB) 55 50 LAmax, fast (dB) _
School class rooms and pre-schools (indoors) School, playground (outdoors) Hospital, ward rooms (indoors) Hospital, treatment rooms (indoors) Industrial, commercial, shopping and traffic areas (indoors and outdoors)
35 55 30
30
40
-
#1 70
110
Compared with the Chinese standard of 70 dBA and 55 dBA for day and night respectively (for Class IV Trunk Road and Railway), the daytime values fall within the suggested limit while nighttime values do not. Roadside noise level mcasurements taken at a distance of about 6 m from the edge of the highway were found to be well within the permissible limit of 85 dBA prescribed by the National Environmental Quality Standards for motor vehicles. The NEQS do not prescribe a noise level limit for receptors. 5.3.3 Water Quality
The quality of groundwater in the project corridor ranges from frcsh near the major rivers to highly saline farther away. The general distribution of fresh and saline groundwater in the country influences the options for irrigation and drinking water supplies. During field investigations, water samples from various resources in the vicinity of the highway sections proposed for improvemcnt under Phase I were analyzed for important parameters with respect to human consumption. (Exhibit 5.18) contains baseline data on water quality tested at selected samplinig locations along the project corridor. The watcr quality of the Indus and its tributaries is suitable for irrigation purposes. The
concentration of total dissolved solids (TDS) ranges from 60 to 375
mng/l,
which is
considered safe for irrigated agriculture. The water quality tends to deteriorate downstream but remains within permnissible limits for agricultural use.
03119103
5-41
SEA oj Paki vtan High way RehabilitationProject
The disposal of untreated municipal and industrial wastewatcr, as well as saline effluents from bordering agricultural areas has led to significant deterioration in the quality of groundwater in the project area. With the exception of dccp bore wells, E. coli were detected in practically all the samaples drawn fromii shallow wells, canals and distributaries. The water from1 these sources is not fit for human consumption.
5.4
5.4.1
Biological Environment
Vegetation
In general, the areas traversed by the project corridor are poorly vegetated and fall within three main ecological zoncs, as described below. See Exhibits B.4 and B.5 in Appendix B for a map of the area's natural vegetation and a list of common vegetation found along the project corridor, respectively.
Tropical Thorn Forestand Sand Dune Desert
About 98% of the project corridor falls in this vegetation zone, its principal edaphic feature being its deep soil. Much of this region has been cleared for cultivation, and remnants of the original forest are heavily degraded as a result of the growing nced for fuel wood, fodder, and timber. There are stretches of riverine forest along areas of active and meander flood plain bordering the project corridor in Punjab and Sindh. The existing
natural vegetation includes primarily Salvaclora oleoides (wan), Prosopiscineraria (jand), Capparisaphy/la (karir), and Acacia iiilolica (babul, kikar).
Common tree species found growing within the RoW include Acacia nilolica (babul,
kikar), Dalbergiasissoo (shisham), Eizcalvptits camaldulensis (sufaida), Melia azedarach
(bakain), Morus alba (toot), and Prosopisjtli/7ora (mesquite). However, those sections of the project corridor passing through southern Punjab and parts of northern Sindh gencrally 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. Further south, there are extensive areas of undulating sand duncs with little or no vegetation along the highway sections near the Thar Desert.
Tropical Deciduous Forest
Part of the highway sections of Kharian-Rawalpindi and Turnol-Chablat pass by this zone. The dryer regions of the forest support dry Sc/erophyllus and it is only in the shadier ravines that certain varieties of typical tropical deciduous species (of IndoMalayan origin) may be found.
Sub-tropicalDry Evergreen Forest
A small section of the project corridor (Turnol-Attock section) falls within this vegetation zone, whichi is characterized by a less pronounced monsoon influence. Most of the region is ovcrgrazed and slhows signs of hcavily degraded vegetation.
03/19/03
SEA ofPakistan Highway Rehabilitalion Project
Protected Areas and Wildlife Exhibits 5.1 to 5.12 also identify the location of protected areas along the project corridor. These include national parks, wildlife sanctuaries, and game reserves under the control 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 in Appendix B includes a list of common wildlife found in protected areas along the project corridor. As levels of disturbance along the project corridor have been high and the areas accessible to humans for a long time, wildlife abundance and diversity in the protected areas listed in Exhibit 5.25 is very low. Species still found here include jackal, fox, wild hare, 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 common species such as the parrot, dove, common myna, bulbul, tree pie, Indian roller, crow, and sparrow. Frequently seen birds of prey include the common pariah kite, black-shouldered kite, and white-backed vulture. Species of heron and egret are gcnerally found near water bodies. Wintering waterfowl are mainly concentrated in the wetlands of lower Sindh. As levels of disturbance along the RoW are already high, the abundance and diversity of birds on the RoW is low. Exhibit 5.25: Protected Areas in Proximity of Project Corridor
Protected Area Hyderabad-Hala Miani Dhand Gulsher Dhand Samno Dhand Miani RF Wildlife sanctuary Wildlife sanctuary 10 12 Classification Distance from Project Comdor (km)
5.4.2
Kathri
RF
Wildlife sanctuary Game reserve Game reserve

Game reserve Game reserve Game reserve Game reserve Game reserve Game reserve
1212_
SAong
N5
___
Mohd. Khan RF
1
2___ 2
4
Mabari RF
Murad Rais RF Kacho Khanot RF Raisai RF Hala RF Hala-Moro Kot Dinghano Sahib Samo Lakhat Pai Forest Mohabat Dero Mari RF Rano RF Noorabad RF
2 2
Wildlife sanctuary
Game reserve Wildlife sanctuary Wildlife sanctuary Wildlife sanctuary Game reserve Game reserve Game reserve
8
10
6
05 12 3 2 2 Continues .
03119/03
SEA ofPak,i;anHighway Rehabilitation Project
...Continued Protected Area Moro-Ranipur Thakkar RF Mahrano (pnvate) Nara Desert Khairpur Game Reserve Mian Channu-Sahiwal--Okara
Khanewal Plantation
Classification Game reserve Game reserve Wildlife sanctuary Game reserve

Wildlife sanctuary
Distance from Project Ccidor(km) 10 5 20 3

Along N5
Chichawatni Plantation Kharal Lake Changa Manga Plantation Gujranwala-Kharian Thatta Faqirullah RF Kharian-Rawalpindi Dil)abba/Domeli RF Lohi Bher Forest Turnol-Chablat Islamabad Margalla Hills Islamabad Nowshera-Peshawar Cherat RF: Reserve forest
Wildlife_sanctuary Wildlife sanctuary Wildlife sanctuary Game reserve Game reserve Wildlife sanctuary Wildlife sanctuary National park Game reserve Game reserve
Along N5 10 7 Along N5 Along N5 1 1 2 1 16
5.5 Socioeconomic and Cultural Environment

The project corridor passes through 20 districts as well as federal territory (see Exhibit B.7 in Appendix B for a district-wise distribution of the project corridor's sections).
5.5.1
Demography and Settlements
The project corridor passes through a region (Punjab, Sindh, and NWFP) that collectively sustains almost 92% of the country's population (sec Exhibit B.8 in Appendix B for demographical data for the project corridor). The project corridor negotiatcs about 16 major cities, over 40 towns, over 150 villages, and innumerable small settlcments. A section-wise distribution of the urban and rural scttlcments along the project corridor is providcd in Exhibit 5.26.
03119/03

5-44
SEA of Pakistan Highway Rehahilitajon Project
Exhibit 5.26: Urban Setttements Located Near Project Corridor Section Hyderabad-Hala Hala-Moro Chainage of City/Town (km) 163 211 211 229 240 250 264 275 302 310 320 320 345 356 373 391 413 437 458 475 844 860 872 883 896 915 s 937 1026 1062 1082 1102 1102 1114 1134 Offset from N5 (km) 3.0 1.5 1.5 1.5
-
Chainage (kin) 163-209 215-315
Major/Minor Cities Hyderabad

-
Town
-____ Moro-Ranipur 323-415

-
______
Naushahro Firoz -
Hala Hala New Saeedabad Sabu Rahu Sakrand Sukho Manaijo Kazi Ahmad Daulatpur Shahpur Jahan Moro Moro -
3
-
1.0 1.0 1.5 1.0
Bhiria
Kandiaro Kotri Kabir Ranipur ____ ___ Kot Diji _____

-
Khairpur
BahawalpurMultan 851-948
Mian ChannuSahiwal
1030-1102
Sahiwal-Okara
1102-1132
___aberloB__a_b Bahawalpur Lodhran _ __ __ Shahnaal Jellaarian Basti Mluk Lar Multan Mian Channu Chichawatni Harappa Sahiwal Sahiwal Qadirabad Okara
1.0 1.5
-
2.0 1.5 1.5 1.0 1.0
Continues
03/19t03
Environmental and Soclal Baseline 5-45
SEA ofPaivltan llighway Rehahilitalnon Project
Continued.
Section LahoreGujranwala
(km) 1270-1320
Cities (kin) Cities Lahore

_
__ _
Town
-
Chainage of City/Fown 1260

1268 1287 1307
1328
~~~~~(km)
Offset from N5 (km)
Shahdara Muridke Kamoke

-
Gujranwala
GujranwalaKharian
1320-1410
Gujranwala
-__ -
Ghakhar Wazirabad
-
1328
1347 1362
1380 __
5
-
_ _
3
6
Gujrat
=
__ _ _.Kharian _ ___
Lala Musa Kharian Sarai Alamgir

-
Kharian-
1410-1540
Rawalpindi
_ Jhelum
-
1397 _ 1412 1412 1426 1432

1448
Dina Sohawa
Gujar Khan
1473
1491
-
__ _
__
Mandra Rawat
-
Islamabad
_____ _Rawalpindi
-
1505 1522 1524

1540
31
-
Turnol-Chablat
1550-1590
Tumol _ Sang _ Jani Taxila Wah Cantt. Hasan Abdal

-
1555 1561 _ 1569 1569 1585 1657 1678 1700

-
__
-
2
-
NowsheraPeshawar
1657 to1695 Nowshera _ Peshawar
Pabbi
-
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 to establish their busincsses and construct houses along thc roadside. Normally, such developments occur on proprietary lands ouitside the RoW. Howevcr, cncroachments
onto state-owned land arc also comimiiloIn, particulIarly weicic checks on such practiccs arc
wcak.
03/19/03
SEA ofPakHivan 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
Karachi-Hiyderabad Hyderabad-Hala (ECW)

_
187 189
193 201
Bahu Dero Sekhat

Khyber Khandu
S ,S+TSI K _ _ _ 1 -
H I TSTVM|Misc. 1
_
343
-
1 1
6 2 14
-
3 4
35
14
44 42
-
206
Total Hala-Moro
_
BhitShah More Scattered

Hala Branch .I Sabu Rahu
Goth Panhal Khan
-
1
11
_
-
16
6
11
1
13 14l _ 11
_
7
65 7 51
7 -
238 ._____ 240

256
-..-~
4 27l
3
-
I2
_
5
-
1
3 l
1 12 51
(ECW)
258
269
286
Dino
Mashakh
Bachalpur
8,
-
1
-
10
7
~- ~Scattered
20
25.
2
1
25
26
288
308 Total
Nawab Waili Muhammad Khan Shahpur Jahania
38
41
4
.
1--------
129
15
13
16
179
Continues. .
03/19/03
SEA ofPakislan Illghway RehabilitationProject
Continued..
Section
Gujranwala-Kharian
Chainage
1,323 (NB)
Town/Village
Sheikhupura Chowk_
[
ISIS+TS!
2
-
Within RoW
Total
I 3
-
H TSIVMIMsc.
8 1
-
31
1,337 (SB+NB) Nowshera Chowk

1,339 Rahwali
-i
:
-
12 -
1 2
11 45
1,346 (SB+NB) Ghakkar
1,347 (SB+NB)Ghakkar Lala Musa 1,396-1,397 (SB+NB) 1,408 (SB+NB)Janda Wala

Total
3 2
7
2 9
I
I
6
34
4 22 4
I
43;
4 72
Turnol-Chablat (SB/NB)
1,570-1,571 1,571-1,573 1,574-1,576 1,579-1,581
Taxila Taxila Jinnah Colony Wah Cantt. Chowk

-
48
52 71 33
68
67 27
67
4 6
1 j
|____
-
. 209
-
__
Total Nowshera-Peshawar 1,685-1,686

(SB/NB)
j15.-I- I-i______
224
48
-I-
482
Total no. of structures In RoW

1 This includes a vacant plot of 10 x 15 ft falling within the RoW and claimed by the respondent to be
588
proprietary land purchased on cash payment 2 There are 48 nurseries located within the RoW on this section Note: S: Shop TS Thatched shed K Kiosk (khokha) VM Mobile vendor within median H V House 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.
03119/03
SFA of Pat; voan Hightvav RehabliltationProjeci
Exhibit 5.28: Public Structures Located Within RoW (Phase 1)

Community-Owned Property Section Mosques Graveyards Hyderabad-Hala Hala-Moro Gujranwala-Kharian TumolChablat Nowshera-Peshawar Total 7 4 4 2 3 24 2 2 3 2 1 12 Wells! Hand Pumps 4 14 32 8 16 85 Public Property Shrines
-
Police
Posts
Electricity/ Telephone Poles
11
5 2 1 40
11
25 52 24 27 151
3 1 4
Other sensitive areas that lie close to the carriageway include 21 private and public schools, 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 the project corridor is given in Exhibit B.9 in Appendix B. Those that fall in the vicinity of the project corridor are generally located more than 2 km from the proposed road construction sites. 5.5.4 Occupational Pattern
Pakistan's economy is primarily agriculttural. Apart from the cities and towns located in the vicinity of the project corridor where cconomic diversity is relatively high, the rural communities are cssentially involved in agriculture or associated occupations. Detailed information on the socioeconomic environment of the districts through which project corridor passes, and the communities cstablished xvithin the RoW is provided in the social assessment accompanying this study. Exhiibit B.10 in Appenidix B provides a map indicating land use patterns in and around the project corridor.
03/19103
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SFA ofPakotan flighway Rehabilitation Project
Exhibit 5.29: Schools and Hospitals Located Near Phase I Sections

Approx. Offset from Edge of Carriageway (m) Along Along ECW/SB ACWINB 5 7 50 25 6 10 25 18
-
Highway Section Highway Section
Chainage (kin)
Educational Instltutions
Health Centres
Hyderabad-Hala (construction activities on
169-170 171-172 173-174 184-185 189-190 195-196 231-232 240-241 255-256 269-270
275-276
PS PS PS PS MS PS PS HS PS PS
PS
Hala-Moro (construction activities on

ECW
SIS3)----.-
35 6
10
287-288 291-292 296-297 305-307 Gujranwala-Kharian (construction activities on

both carriageways)
PS PS PS H HS PS HSIIC HS HS H ES H
20 30 15 30 30 20 10
___
307-308 1339-40 1345-46 --1388-89 1399-1400
20 30 25 25 8
1405-1406 Turnol-Chablat (construction 1579-1580 activities on both-1580-1581 carriageways) Nowshera-Peshawar (construction activities on both carriageways)
1669-1660
HS HS High school
25
Note: MS Middle school PS Primary school ES: Elementary school IC Intermediate college
H Health center
03119/03
5-50
SEA ofPak stan Highway Rehabilitation Project
6. Public Consultation
This section describes the outcome of the public consultation sessions held with different stakeholder groups that may be impacted by the project. The consultation process was carried out in accordance with the World Bank Operational Policy (OP 4.01) on public consultation. The objectives of this process were to: 1. Share information with stakeholders on proposed improvement works and expected impact on the physical, biological, and socioeconomic environmcnt of the project corridor. 2. Understand stakeholder concerns regarding various aspects of the project, including the existing condition of the highways, upgrade requirements, and the likely impact of construction-related activities and operation of the improved highway. The public consultation forums used were: > > > Workshops held with general stakeholders Scoping sessions held with local commutnities Focus group discussions held with general highway users, including transport passengers, vehicle drivers, roadside shopkeepers, and passersby.
Exhibit 6.1 provides a summary of the meetings held with respect to date, venue and stakeholder participation. These include an overview of the procedures used to identify stakeholders, disseminate project information, and record public concerns. Appcndix C provides detailed records of the public consultations held.
6.1
General Stakeholder Workshops
Stakeholder workshops were organized by the EIA consultants to discuss project specific issues. The Association of Road Users of Pakistan (ARUP) organized a series of regional discussions in 2000 that have provided valuable inputs lor design of the project. The process 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 Hyderabad for Sindh-based stakeholders, and another in Lahore lor Punjab- and NWFP-based stakeholders. The participants included government and NGO reprcscntatives, environmental field specialists, cngineers, road contractors, highway users, and a crosssection 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 the district administration, union councils, personal contacts, and broadcast media.
03120/03
Public Consultation
6-1
SEA of Pak- Ian HighwsJay Rehab lital/onProject
At both workshops, participants were made aware of the purpose of the workshop, the scope of highway improvement works, and probable impact of construction activities and subsequent operation of the highway with reference to project affected persons. A group of field specialists explained the technical and environmental aspects of the project in more detail. Finally, participants were distributed into groups to formulate and record their concerns. Each group's concerns were discussed with all the participants in general, followed by a question-answer session. Sindh Stakeholder Workshop The main concerns raised and suggestions received at this 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, and bus 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.
Highway Construction * * * Avoid hiring outside labor that is likely to restrict local women's mobility and create 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 traffic flows 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. Encourage grove plantings at pctrol pUmllp sites and restaurants by their respcctive owners. Providc drinking watcr arrangcments at every bus stop
* Introduce additional safety measures, including more cautionary signs.
03120103
Public Consultation 6-2
SEA of Pakistan Highway RehabiltialonProject
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.
>
D
Construct overhead crossings for pedestrians. Plan roadside tree plantation extending into the RoW to counter the impact on natural vegetation.
Highway Construction D Reaffirm whether the present land use plan is compatible with the EIA. > Ensure that Pak-EPA regulations regarding pollution and industrial water disposal are enforced. D Consult existing occupants or building owners whcn preparing a resettlement plan. > Disburse compensation fairly among PAPs. > Ensure that road construction material on dump trucks or stockpile areas, is not left 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 with debris.
6.1.2 Workshops Organized by ARUP The Association of Road Users of Pakistan (ARUP) organized a serics of regional stakeholders' meetings to assess baseline performance indicators in Pakistan's road sector during the year 2000, seek initial inputs on the proposed design of the PHRP, and to draft terms of reference for the project's environmcntal and social asscssment studies. These workshops were held in Hyderabad for Sindh-bascd stakeholders, in Gujranwala for Punjab-based stakeholders, in D I Khan for NWFP-based slakeholders, and in Khuzdar for Balochistan-based stakeholders.
03/20/03
Public Consultation
6-3
SEA of PahostanHighiiov RehabilitatlionProject
The concerns raised by the participants are listed below. * * * * * General dissatisfaction with travel time and lack of adequate cautionary/information signage and markings. Restricted mobility, particularly for women, caused by lack of rural roads and inadequate 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 accident victims.
*. Exposure of surrounding population to excessive emissions and noise generated by vehicles and construction equipment. * Inadequate vigilance in idcntifying and addressing adverse project effects on people's health, safety, and access. * * * * * * 6.2 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. Scoping Sessions
A series of scoping sessions and focus group discussions were carried out with local communities and local government representatives. The mectings were held at various sites 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, and indicated their support for the NHA. The proposed construction of the additional carriageway met with particular support sincc it will reduce traffic congestion and other road hazards near settlements along the project corridor. Local communities demanded that they be part of a continuous consultation proccss wvith othcr stakeholders at different stages of the project including the design, constrLictioni, and operation periods.
03120/03
SEA of Pik stan HJghway 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 level between 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 near
settlements.
Erect pedestrian overhead bridges, particularly near schools, hospitals, and critical points, along with a fence or partition wvall in between carriageways. Provide drain outlets to help drain away runoff from the highway, particularly in areas 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 local
coinmunities.
Highway Construction
* * *
Avoid undue delays in road-construction and ensure that project works are carried out in one stretch rather than in piecemeal manner. Ensure that the contractor does not use private land for parking construction
machinery.
*
*
Avoid duLmlping construction material along thc highway and median. Adopt measures to mninimize dust, smoke, and noise pollution, and to control spillages from construction machincry. Provide proper diversions for traffic during construction to avoid traffic congestion, related hazards, and dust cmissions.
Highway Operation
* * * * i
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 traffic regulations; consti-uct speed breakers wvherc required. Prohibit commilercial vendors and sqLallttcrs from encroaclhing on the RoW Ensure that cross-drainagc pipcs and culverts are regularly cleaned.
03/19/03
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 are willing to move from their present locations provided alternative land is made available nearby within the RoW on which to erect their structures They held that in addition to compensation for the structures removed, additional financial assistance was required to erect structures at new locations. Squatters in Lala Musa have indicated they are willing to adopt the resettlemnent option proposed for Dina. Compensation should be fair, paid promptly, and subject to transparency. PAPs have complained of not receiving compensation even after the ACW had been constructed. The acquisition of further land should be avoided. Where necessary, acquisition should be carried out in accordance wvith the law. The acquired land should be possessed only once the compensation payment is made. Public consultation slhotuld be an integral part of the land acquisition process. Roadside Consultations
>
>
6.3
Roadside consultations were calTied otut mainly with pedestrians, vehicle drivers, public transport passengers, roadside vendors and shopkeepers, local inhabitants, government officials, and NGO representatives at various locations (see Exhibit 6.1). Most of the concerns raised were similar to those discussed during the scoping sessions described in Section 6.2. Additional issues brought Up in these polls are listed below: Highway Design > Contractors hired from outside are unfamiliar with local conditions and cannot tailor their work to local requirements.
> Rains have damagcd the cxistinig road shoulders, making overtaking very dangerous. > Protective walls are needed on both sides of the road.
Highway Construction >

D
The presence of migrant labor restricts the movement of local women working in nearby fields. Oil spills from overturnied oil tanker-s destroy standing crops in adjoining agricultural fields and damage land.
Highway Operation
D
The lack of traffic law cnlborceiemet cncoura-es careless driving.
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Public Consultation
6-7
SEA of Pokivic11 Highwa'ov Rehobiluialion Project
j
F
Careless tractor drivers moving onto the highway are a hazard to fast moving vehicles. 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, obstnrcting traffic en route and causing accidents.
*. Trolleys overloaded with sugarcanie and cotton harvests tend to occupy the entire width 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 crossing the highway. * * There are not enouglh Fist aid or medical centers near the RoW and road accident victims often remain unitenided for hours. The highway provides a safe escape ronte to dacoits who frequently operate in the villages. Resettlement Issues
6.4
In analyzing various resettlement options, a study was carried out among the PAPs settled in Dina and Gujar Khan in Punjab. Twenlty people were interviewed in Gujar Khan and eight in Dina. The feedback received is described below: Gujar Khan People here are generally dissatisfied withl the resettlement plan provided by NHA. They consider the cost being charged for new roadside struLctures (Rs 30,000) to be far too high and disproportionate to their incomles A down payment of Rs 5,000 is required and the remaining cost is to be recovered in monthly installmncits of Rs 1,000, in addition to a monthly Rs 1,000 rent. The strLctures provided are currently incomplete, eg, they lack partition walls and other amenities, such as electricity. This problem has been compoundcd by the fact that the montlhly income of affected vendors has fallen as a result of 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 of its accompaniying problcms. Previotusly the police and local administration freqtuently demanded 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 may have to be relocated whcnl thie need arises. Dina Altlhough some 104 PAPs have already been resettled in Gujar Khan, only 14 out of a total of over 200 have so far been resettled in Dina. The resettlement model for Dina
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Public Consultation
6-8
SEA oj PaA 19an Highway Rehabih atlion Project
differs from that for Gujar Khani in that PAPs have been allocated an area without providing them with new structures. They have erected steel structures of their own in accordance with the design provided by the National Logistics Cell (NLC). These structures have cost them Rs 10,000 to 12.000 each. Procuring these structures has caused them financial hardship, given that this arrangemiient did not come into effect until a year after they moved during which time they had no source of income. People also expressed the following reserv1ations:
>
Most PAPs had enjoyed commercial success at their original location at the intersection of Mangla Road and the N5 Having now been relocated, their businesses have suffered drastically. They believe that sufficient space is available at the old location and they would prefer to move back to their original location. Customers normally consider mobile vendors to sell goods at cheaper rates than established shopkeepers. Now that PAPs have moved to proper shops, their business volume has gone down as a result of increased competition.
> A common complaint is that steel structtures with steel roofs were uncomfortable during summer as well as winter. Most people preferred the idea of a fiberglass roof similar to those provided in Gujar Khan. For this, they will need financial assistance from the NHA, as fiberglass roofs are more expensive. > A representative of the displaced persons stressed that although sufficient area had becn officially allocated for the resettlement of about 100 PAPs, the resettlement was proceeding very slowly.
The reservations put forward by the PAPs surveyed in Gujar Khan and Dina have been incorporated as far as possible, into the entitlement policy framework discussed in Section 8.4. 6.5 Address of Stakeholder Concerns
The concerns raised by stakeholders have been incorporated into the project's environmental and social assessment as described below. Highway Design The contractor and supervision consultants will include the following environmental and safety provisions in the project design: > Highway safety audits and imsproved road markings/signage and demarcation of accident-prone junctions in order to improve the horizontal and vertical geometry, and reduce conflicting movement during operation, particularly along inhabited stretches of road. > Improved intersections onl side roads and village tracks in order to eliminate bottlenecks.
> Roadside furniture and traffic control devices, including information and cautionary signs, signals, traffic diversioni and flow markings, to ensure pedestrian safety durillg conlstrUction and operatioll.
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SEA oJ PaAcistan Highway RehabditctationProyect
* *
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 vegetation during 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 the carriageway, and protcct ribbon development areas and settlements.
Highway Construction The following measures wvill be carried out in order to protcct surrounding communitics from the expected impact of construction: * Project facilities vll be located at a minimum distance of 500 m from existing settlements and built-uLp areas in order to avoid restricting the mobility of local women. * * Construction vehicles will remaini confined within their designated areas of movement. Sensitivity towards local custoimis and traditions will be encouraged to minimize social friction; good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskilled employment to locals, as well as on-the-job training in construction for young people. Soil erosion will be minimiiized by protecting low embankments by planting indigenous grasses, and high embankments by constnicting stone pitching or a riprap across the embanikmiient.
* The NHA is bound to comply xvithi PAK-EPA regulations concerning pollution and industrial wvater disposal.
E
The entitlement policy framnework for the project incorporates stakeholder consultation as part of the resettlement plan. The loss of privately owvned land or built-Lip property will be compensated on a replacement-cost basis. The contractor will be required to ensure that constmiction work does not hinder local people's access to the highwvay and their ability to cross it safely. Constmicting temporary ramps and diversion routes will facilitat,e pedestrians and livestock when crossing the highway. Solid waste generated durinig construction and at campsites will be properly treated and safely disposed of only in demarcated waste disposal sites approved by the supervision consultant. The contractors will be rcqtiircd to inslrlct and train their xvorkforce in the storage and handling of mate-ials and chelmicals that can potentially cause soil
contamiinlatioln.
* *
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Public Consultation
6-10
SEA of PalistanHighway Rehabhlitation Project
The contractor will raise the level of boundary walls or construct new walls for buildings surrounding sensitive receptors such as schools and hospitals, to reduce the impact of noise generated during construction and operation. All necessary measures will be taken to ensure the safety of traffic during construction, including barricades (including signs, pavement markings, flags, and lights) erected as required by the NHA/NHMP. All such barricades will be set up as per local regulations.
Highway Operation > The NHA will work closely with the newly established NHMP to ensure that drivers as well as pedestrians observe traffic rules and that the safety of the pedestrians is not compromised.
> Traffic management plans will be prepared and implemcnted in conjunction with the 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 roadside communities settlcd along project reaches.
03t19/03
SEA of Pakislan Hlighwvay RehabilitationPioject
7. Environmental Impact Assessment and Mitigation 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 carrying out both rehabilitation and resurfacing works has been assessed, including the effects of time-bound enhanced traffic volume as a result of improved road conditions. The section also identifies measures that will help mitigate the project's adverse environmental effects. The impact of the project associated with the resettlement of displaced persons is discussed 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 the project for environmental and social soundness. Each project component/activity is screened separately with regard to its construction and operation phase, and according to various physical, biological and human paramcters Exhibit 7.1 provides an overall project impact matrix spanning all scctions of the project corridor. Each positive and negative consequcnce was assigned a level of impact in the form of high, medium, low, or insignificant/none. Potential areas of impact along with suggested 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 of land use, soil erosion and contamination, and describcs mitigation measures to manage these impacts. 7.2.1 Impact on Land Use and Resources
The upgrade of various highway sections will require the acquisition of privately owned land on either a permanent or temporary basis. The cntitlemlent framcwork to be adopted by the NHA for the permanent acquisitioni of privatc land and built-up property as well as compensation due to project-affectcd persons, is discussed in Section 8.4.
03120/03
7-1
SEA of Pak,stan Highwvay RehabilitationProject
Exhibit 7.1: Project Impact Matrix

Environmental Components Physical Environment
Biological En vironme nt
Social Environment
Project Comnponents
I
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-----
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4. Construction camp 5. Quarrles (existing only) Borrow areas 7. Haul tracks Overall constructlon phase Operatlon Phase 1 Hlghway (incremental effect) 2 Avenue piantation
--
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HA = High adverse LB = Low beneficial O = None/lnsignificant/not applicable
MA = Medium adverse MB = Medium beneficial
LA = Low adverse HB = High beneficial
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Environmental Impact Assessment and Mitigation Measures 7-2
SEA of Pao, wan Highvway Rehabilitationi Pr-oject
The contractors will require land for: * * * * * * Contractors' camps and facilities, ie, storage, equipment parking and washing areas 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 and waste material. Phases I and II will consist of 17 contracts (ten for rehabilitation projects and seven for resurfacing 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. In addition to this, areas for extracting about one million cubic meters of earth material for the rehabilitation of embankments will have to be acquired on a temporary basis. The contractors or their suppliers will need about 200 ha of land (assuming 50 cm-deep ditches 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 temporary as well as permanent changes in the existing land use pattern. The potential impact of the project is outlined below. Land Productivityand Use During the construction phase, land productivity will be affectcd by the loss of the fertile plough layer at campsites and asphalt plants, as well as by the drop in elevation of borrow areas. Potential conflicts may cmerge with landowncrs regarding the restoration of these borrow areas. Borrow pits and other landscape deprcssions if left open, may prove hazardous to human beings, livestock and wildlife. Similarly, open pits containing water are potential sources of mosquito brecding if left stagnant, and can create health problems. During highway operation, embankmcnits that restrict cross-country drainage may cause the land on either side of the cmbankmicnt to flood in case of heavy rains. Surface run-off from the impervious surface of the carriagcway can flirther aggravate the flooding of embankment sides during the operation phase. Soil Erosion Highway construction activities, if ilot plioplerly managed, invariably lead to soil erosion as a result of unmanaged runoff fiom cquilpmcnt washing-yards. Once the highway returns to normal operation, it will be flirthcr subject to a natural deprcciation as high embankments become increasingly pronie to soil crosion.
03t20/03
SEA o P.;A *an flighli av Rehabillation Projeci
Soil Contamination The possible contamination of soil by oils, chemicals, and asp:lalt/concrete materials at plant sites, workshop areas, and equipment washing-yards rra-. limit the future use of land for agricultural purposes. 7.2.2 Mitigation Measures
Land for setting up contractors' campsites and cxtracting borow material will be acquired directly from private landowners by the contractors The provisions of the Land Acquisition Act, 1894 will not be invoked under Phase T,as :h- acquisition of the land will be temporary, and will bc covered by short-tern lease agr-ements between the landowners and contractors. Rental terms will have to be nezotiated to the satisfaction of the landowners concerned. Given that there is no compulsory land acquisition, conflicts between the contractors and landowncrs are unlikely. The stuFf of the NHA's General Manager Lands/Environment will monitor the process of res-oration and will ensure, through the terms of the construction contracts, that landown!rs are compensated according to the terms of the lease agreements, and the resio:aLion actions agreed upon by the contractors are duly carried out. In addition, the guidelines described below will be applied to minimize the impact on land used to extract borrow material: Land Productivity and Use Project facilities will be located at a minimum distance of 50) m from existing settlements, built-up areas, wildlife habitats, or archaeological and cultural monuments. Moreover, as far as possible, areas not under agricultural or residential use, and natural areas 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 will be stripped and stockpiled for redressing the land aftcr the required borrow matcrial has been removed. Where deep ditching is to be carried out, the top 1 m layer of the ditching area will be stripped and stockpiled. The ditch will initially be filled with scrap material from construction and then leveled with the stockpiled topsoil to make it even with the rest of the area. Ditches or borrow pits that cannlot te fully rehabilitated will be landscaped/converted into fish ponds to minimiiize erosion and to avoid creating hazards for people and livestock. Under RMP works, side drains and median drains xvill be constructed to prcvent flooding on the carriageways. In ribbon development areas, concrete drains will be built along the road shoulders; in open areas, drains/ditches xvill be construc-ed along the toe of the embankment. Erosion Control Good engineering practices will help control soil erosion bothi at construction sites and in peripheral areas, particularly in borrow areas and along haul -racks. Low embankments will be protected from erosion by planting indigenous grasscs that can flourish under relatively dry conditions, while high cmbanknmcnts. ic, over m m high, will be protected by constrLcting stone pitching or a riprap across it.
03/20/03
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 and handling of materials and chemicals that can potentially cause soil contamination. Solid waste generated during construction and at campsitcs will be properly treated and safely disposed 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 resource use, water body contamination, and alterations in drainage pattern; the section also describes mitigation measures to manage these impacts. 7.3.1 Impact on Water Resources
During construction, local water supplies will need to be tapped to meet campsite and construction requirements, bringing its use into competition with local use. Surface and subsurface water resources in the selected sections may be contaminated by fuel and chemical spills, or by solid waste and efuflents generated at construction campsites. Once the highway returns to normal operation, unlcss cross-drainage structures arc not adequately maintained, cuilverts and water channcls may bc periodically choked by debris and eroded soil, adversely affecting the quality of surface watcr. 7.3.2 Mitigation Measures
Measures to mitigate the adverse impact on water resourccs and surface drainage patterns have 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 existing cross-drainage structures, and proposes appropriate locations for new cross-drainage structures to protect nearby agricultural land and settlemcnts from flooding. Outfalls for the 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 to be prevented from blocking existing cross-drainagc struLctures on sections along or close to water channels; storm drains and highway drainage systems must be cleared periodically to maintain storm xwater l1o0w. Use of Community Water Resources In order to mitigate the impact of tapping local commltunity water resources where necessary, the availability of water will be assessed to cvaluatc the impact on commllunity resourccs in areas where potable water is in short suLpply. Camps will bc locatcd at Icast 500 m away from the ncarcst local scttlclmcnt to prcvcnt the contamination of community-owned water resources.
03/20103
Environmental Imnpact Assessment and Mitigation Measures 7-5
SEA of Pak, sian Highwvay Rehabihltauton Proyect
Contamination of Water Resources Good management practices will be adopted to ensure that fuels and chemicals, raw sewage, wastewater effluent, and construction debris/scarified material is disposed of in controlled conditions to reduce the risk of contamination. Construction camps will be established in areas with adequate natural drainage channels in order to facilitate flow of the treated effluents. Wastewater effluent from contractors' workshops and equipment washing-yards will be treated to remove contaminants before discharging it into natural streams. Borrow pits and natural depressions with pre-laid impervious liners will be used to 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 on the ambient air quality in and around thc project corridor, and describes mitigation measures to manage these impacts. It also explains the mcthodology used to assess the impact 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 be carried over long distances, depending on wind speed and direction, the temperature of the surrounding air, and atmospheric stability. The critical sources of air pollution during the construction phase are listed below: 1. Asphalt plants that generate toxic emissions containing unburnt carbon particulates, 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 and unloading processes. 4. Traffic-divcrsion routes marked along dirt tracks that gcnerate fugitive dust when in use by vehicular traffic. The Mian Channu-Sahiwal-Okara, Lahorc-Gujranwala, Gujranwala-Kharian, KharianRawalpindi, Turnol-Chablat, and Nowshcra-Pcshawar sections involve construction work on both carriageways. If upgraded simultancously, traffic diversion routes will be required, which if extended onto dirt tracks in the RoW or even onto proprietary land will create traffic congestion and dust pollution. 7.4.2 Mitigation Measures for Construction Phase
The following measures will be implemiielnted to mitigatc IhC impact of construction
works 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 populated areas, wildlife habitats, and contractors' camps, to minimiiize the Impact of dust cmissions.
03/20/03 Environmental Impact Assessment and Mitigation Measures 7-6
SrA ofPao vlon Highwav RehabhitalionProject
Plants will also be suitably equipped with dust control deviccs. The NEQS applicable to gaseous emissions generated by construction vehicles, equipment, and machinery, will be enforced during construction works. Use of Alternate Carriageways and Tracks As far as possible, construction work will be coordinated such that one carriageway at a time is upgraded on any one section, leaving the other available to serve dual traffic. Special attention will be paid to sections where ribbon devclopment is extensive, such as the Lahore-Gujranwala and Turnol-Chablat sections. On highway sections where only one carriageway is to be upgraded, the other will serve to divert road traffic as planned for the Karachi-Hyderabad, Hyderabad-Hala, Hala-Moro, Moro-Ranipur, and Bahawalpur-Multan sections. Here, the contractors will maintain dirt tracks on the medians 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 vehicular emissions. Air quality forecasts drawn from baseline conditions (Section 5.3.1) indicate that PM1o levels will have exceedcd the suggested limit of 200 pig/rn3 at most locations along the project corridor by 2024. CO levels are expccted to remain within the suggested 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 is described below. Methodology for Assessment A dispersion model was used to develop a profile of CO concentration to a distance of 50 m from the edge of the highway. A series of vehicle cmission factors based on the current literature and traffic conditions in Pakistan was uscd. The dispersion model was run for the years 2002, 2009 and 2024 using a forecast of traffic lcvcls; traffic levels for 2002 were interpolated using the figurcs for 2001 and 2009. The profiles developed for 2002 were adJtistcd to valtics of CO mcastired at specific locations during the air quality study. The proFiles for the years 2009 and 2024 were also adjusted according to the same ratio as that for 2002. Thic model was thus 'calibrated' to mcasured 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 for 2002 were used as a base for forecasting. Forecasts lor the years 2009 and 2024 were devclopcd on the basis of the prcdictcd incrcase in CO conccntrations for thle corresponding locations. The forecast of pollution lcvels was then compared witl suggested 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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Environmental Impact Assessment and Miltigation Measures 7-7
SEA ofPakt,ian l-ighl,ay RehabilianlonProject
the edge of the road for the base year 2002, and for the years 2009 and 2024. Data on the traffic forecasts used in the model is 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 vendors and waiting passengers; 20 m for the impact on shops and facilities at the edge of the RoW; and 50 m for residential areas adjacent to the highway. Wind speed was set at 0.5 m/s from the direction of the highway to simulate low wind conditions during which pollutant concentrations are normally expected to be high. The profiles were calibrated to match the measured maximum values listed in Exhibit 5.22. The ratios for CO:NO, and CO:SO. were estimated as averagc for the locations Pirwadhai (Rawalpindi) and Chowk Yatcem Khana (Lahore) as reported in the JICA study (Exhibit 5.19). Factors of 0.59 and 0.019 wcre used to calculate NO5 and SO,, concentrations using CO data as a base. For example, I ppm CO would corrcspond to 59 ppb NO,, and 19 ppb SO. The suggested limits for pollutants for a one-hour averaging time (see Scction 5.3.1 for details) are:
D > D
CO:
35 ppm 106 ppb

140 ppb
V.g/M 3 .
NOX:
SOx:
>
PM,o: 200
Results and Conclusions Predicted pollutant levels forecast at distances of 8, 20 and 50 m are given in Exhibits 7.5 to 7.7, respectively. The maini observations of the impact on air quality are summarized below: 1. CO levels remain within the suggested limit of 35 ppm at distances of 8, 20 and 50 m from the edge of the highway throughout the sttudy pcriod (Up to 2024). A maximum levcl of 18 ppm is estimated for the year 2024 at Taxila. Allowing a 100% margin for peak pollution lcvels over the period of a year where wind conditions and traffic levels could contribute to higher pollutant conccntrations at a given time, CO levels are 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 m from 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 distance of 20 m and more. In the long runi, however, NOx levels arc expected exceed the suggested 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 distances considered in the study. However, SOx levels arc expectcd to exceed the suggestcd limit 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 from the 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
03/20/03 Environmental Impact Assessment and Mitigation Measures
7-8
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 Wah Cantt. at 50m. 5. The sampling location for air quality measurements selected at Wah was a hospital. The city of Wah has a number of industrial units including cement plants and stone quarrics. The background loadings of PM1 o in this area are expected 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 estimating the peak concentrations of pollutants. These forecasts are also subject to variations in the level and composition of traffic, traffic conditions, and weather conditions. Moreover, the background concentration of pollutants was not measured, and this is a potential cause for concern in the case of PM 1 Owhose backgrounld levels may typically reach 70 pg/m3 given the high dust conditions in the counltry. The results, for these reasons, should therefore be considcred, at best, as indicative. The NHA will work towards improving its data collection and forecasting techniques during the course of the project, to improve the capacity of thc organization to identify hot spots and 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 trafficrelated 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 above acceptable international standards. Accordingly, the NHA will set Up a system to monitor air quality along the project corridor in accordance with accepted international standards. The system will cover protocols for sampling and analysis, assessment of air quality at sensitive locations, reporting, and information sharing. The NHA will also work towards establishing national standards for air quality as well as targets for improving air quality along the highways, and revising the existing vehicular emissions standards and testing proccdures in coordination with the PakEPA and provincial transport departments Long-tcrm initiatives managed by the Govcrnment of Pakistan, Ministry of Petroleum and Natural Resources, and the National Energ,y Conservation Center will help mitigate the adverse impact on air quality. These include measures Initiated under the Pakistan Clean Fuels Program reviewing gasoline and HISD specifications affecting cmissions; launching a nationwide move towards unleadcd gasoline; and tightening other gasoline parameters to improve fucl quality. In addition, the Fuel Elfficiency in the Road Transport Scctor (FERTS) project is promoting inpiovcd vchiclc maintenance practices and a countrywide network of'modern tunc-up Iacilities 7.5 Noise Levels
This section explains how noise levels in and around the projcct corridor will be aff'ccted during the construction and operation phases, and describes mitigation measures to manage these impacts.
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Environmental Impact Assessment and Miltigation Measures
7-9
SEA of PakislanHIighway RehabilitationProject
Exhibit 7.2: Traffic Forecasts for Highway Sections in Sindh

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~~~~~ ~~~~ ~~~

rz lrr V4 rr:
3,031 3,509 4,478 5,715 6,954 8,460 3,020 3,496 4,462 5,695 6,928 8,429 3,078 3,563 4,548 5,804 7,061 8,591 2,280 2,639 3,369 4,299 5,231 6,364 2,188 2,533 3,232 4,125 5,019 6,107 2,209 2,557 3,264 4,165 5,068 6,166
Total
o>O4m sucE 50
j co
Karachi2001 Hyderabad 2004 2009 2014 2019 2024 66 76 98 124 151 184 1,975 2,286 2,918 3,724 4,531 5,513 57 1,628 66 1,885 84 2,405 107 3,070 131 3,735 159 4,544 0 0 0 0 0 0 0 0 0 0 0 0 911 1,055 1,346
a. <
C Z
~~~~~~~~~~~~~~~~~~~~~~~~~~~:~ Co rr rr cc
-t N a
~~~~,+ ~~~~~~
32u69o. cs 321 372 474 605 736 896 106 123 156 200 243 296 112 130 165 211 257 313
& >
.2~~~~~~ ~~~
Vehicles
!,l
101 4 117 5 149 6 190 8 232-9 282 11 3 3 4 6 7 8 3 3 4 6 7 8 7 8 10 13 16 20 24 28 35 45 55 67 2 2 3 4 5 6 16 19 24 30 37 45 31 36 46 58 71 87
.L0> i::7 8 10 13 16 20 0 0 0 0 0 0 0 0 0 0 0 0
3
2 2 2 1 1 1 37 34 29 25 21 18 68 62 53 46 39 34 12,012 13,905 17,746 22,648 27,554 33,524 11,681 13,514 17,233 21,982 26,736 32,520 9,524 11,009 14,024 17,876 21,733 26,428 Continues...
190 220 28i 358 436 530 520 603 769
414 479 612 781 950 1,156 472 546 697 889 1,082 1,316 478 553 706 901 1,097 1,334
1,228 493 213 1,422 571 247 1,814 728 315 2,316 930 402 2,817 1,131=489 3,428 1,376 595 1,402 1,623 2,071 2,643 3,216 3,912 1,193 1,381 1,763 2,250 2,737 3,330 291 337 430 548 667 811 185 214 273 349 424 516 47 54 69 89 108 131 70 81 103 132 161 195
Hyderabad- 2 00 1 342 2,321 Hala 2004 396 2,686 2009 505 3,429 2014 2019 644 4,376 784 5,324 2024 954 6,478
1,718 981 2,090 1,194 2,543 1,453 583 675 861 1,099 1,338 1627 134 155 198 253 307 374
Hala2001 315 1,041 Nawabshah 2004 365 1,205 2009 465 2014 594 2019 723 2024 879 1,538 1,963 2,388 2,906
03/20/03
7-10
SEA of Pak-istan Highway RehabilitationProject
.Continued
Road
Section
Road
(5
in
in e~i in
-i
x
0 CD U 5
-x
oX
, +
* +Noo
Total
Vehicles
Vehicles*~~'J
~~~~- ~
2 2 3 4 5 6 165
~C~
1,093 1,265 1,615 217 251 321 409 498 606 124 144 183 234 284 346 52 60 77 98 119 145 27 31 40 51 62 75 119 138 176 224 273 332 82 95 121 155 188 229 1 1 1 2 2 3 1 1 1 2 2 3
2
U
Nawabshah 2001 -Moro 2004 2009 2014 2019 2024 MoroRanipur 2001 2004 2009 2014 2019
114 132 168 215 262 318 426 493 629 803 977
495 573 731 933 1,136 1,382 869
324 375 479 611 743 904 403 467 595 760 925 1,125
125 145 185 236 287 349 182 211 269 343 418 508
129 149 191 243 296 360 276 320 408 520 633 770
2,318 2,683 3,425 4,371 5,318 6,470 2,064 2,389 3,049 3,892 4,735 5,761
1,755 2,032 2,593 3,309 4,026 4,899 1,984 2,297 2,931 3,741 4,552 5,538
15 17 22 28 34 42 41 47 61 77 94 114
22 25 33 41 50 61 28 32 41 53 64 78
0 0 0 0 0 0 22 25 33 41 50 61
29 26 23 20 17 14 57 52 45 38 33 28
6,810 7,876 10,041 12,806 15,574 18,942 7,855 9,079 11,566 14,743 17,923 21,794
2,061 2,508 3,051 1,104 1,278 1,631 2,082 2,533 3,082
1,006 191 1,284 244 1,639 311 1,994 379
2024 1189 2,426 461
03`20103
7-ll
SEA of Pak-istan !lighwsay Rehabilitation Pr-oject
Exhibit 7.3: Traffic Forecasts for Highway Scctions in Punjab
Road
~~~~~~~~~~~~~~~~~~~~~~~ ~
N
6Total
Section
z
a) CO~~
,
Z,
~~~~~resj
' 'J i.Z\J . C\ --
~2
35 41 52 66 80 98 54
------..
IO.o
N.o
Vehicles
Mian Channu-
~~2001
2004 2009 2014 2019 2024
715 828 1,057 1,349 1,641
1,469 1,701 2,171 2,770 3,371
31 36 45 58 71 86 38
-
1,122 1,299 1,658 2,116 2,574 3,132 895

--------------
27 31 39 50 61 74 62 72 92 117 142 173 518 599 765
334 387 494 631 767 933
1,840 2,130
-
1,051 1,217 1,553 1,982 2,411 2,933 1,216 1,408 1,797

-----
423 489 624 797 969 1,179 615 712 908 1,159 1,411 1,716 248 287 367 468 569 693
64 74 94 120 146 178 56 65 83 105 128 156 41 47 60 76 93 113

-
40 47 60 76 93 113 38
-----.-------------
52 60 77 98 119 145 85 98 125 160 195 237 94 109 139 178 216 263
25 29 38 48 58 71 37 43 55 70 85 104 12 14 18 23 28 34
135 156 199 254 309 376 108 125 159 203 247 301 145 168 214 273 332 404
31 36 45 58 71 86 43 50 64 82 100 121 10 12 15 19 23 28
140 128 110 94 81 70 i11 101 87 75 64 55 48 43 37 32 28 24
7,534 8,687 11,034 14,037 17,044 20,707 7,856 9,067 11,530 14,680 17,833 21,674 23,184 26,827 34,221 43,660 53,107 64,604 Continues
Chichawatni --------
2,718 3,469 4,221 5,135
1,997 4,101 390

.
Chichawatni
-Sahiwal
2001 2004 2009 2014 2019 2024
1,876
-
318 1,913 368 2,215 470 2,826
452 2,171 577 736 1,089 2,771 3,537
44 57 72 88
1,037 1,323 1,688
44
62 80
57 72 88 107 40 46 58 75 91 110
599 3,607 2,294 729 4,389 2,791 887 5,340 3,395 1,194 3,004 999 1,382 3,478 1,156 1,763 4,438 1,476 1,884
102 123 150 22 26 33 42 51 62
895 4,303
2,054 2,499
5,236 107
Shahdararoahdeln
2001 2004 2009 2014 2019 2024
1,330 11,095 1,902 2,483 1,540 12,844 2,201 2,875 1,965 16,393 2,810 3,669 2,508 20,922 3,586 4,683
976 2,251 5,665
3,052 25,454 4,363 5,697 1,188 2,738 6,892 2,292 3,713 30,969 5,308 6,931 1,445 3,331 8,385 2,788
03t20103

7-12
SEA of Pak-ivtan Highway RehabilitationProject
Continued
Road
u~~~~C,
,,
Total
CO .,
Section ~~~~~~~~~~~~~~&,~~ Lahorelink Lahre ink

ro ad-
tn
-a
t 'a (Ni :~~~3 10 N
(N
C\
QU. -
Q - .
ON
IJ
-
-EJ
o,J
CO
Vehicles
~
65 75 96 122 149 181 39 45 58 74 89 109 22 25 33 41 50 61 17 20 25 32 39 48 18 21 27 34 41 50 43 50 64 81 99 120
+~
----
~
308 10
--
Ivo.oF~~~~~~~~~~~ 27,413 31,692 40,382 51,482 62,595 76,120 34,177 39,531 50,401 64,281 78,175 95,083 23,194 26,843 34,248 43,701 53,161 64,673
2001
---
1,452 14,514 1,576
1512
102 119 151 193 235 286 438 507 647 826
2,397 4,322
733
144 167 213 272 331 403 140 162 207 264 321 391 86 100 127 162 197 240
21 24 31 39 47 58 32 37 47 60 73 89 16 19 24 30 37 45
42 48 61 78 95 116 17 20 25 32 39 47 16 19 24 30 37 45
27
-
172 157 135 116 100 86 136 124 107 92 79 67 29 26

-----
Gujranwala
2004 2009 2014 2019 2024
1,680 16,801 1,825 1,751 2,145 21,443 2,329 2,234 2,737 27,367 2,972 2,852 3,330 33,297 3,616 3,470 4,052 40,511 4,399 410 475
-
__-__-_--------
2,775 5,003 849 3,542 6,385 1,083 4,520 8,149 1,382 5,500 9,915 1,682 6,691 12,063 2,046 2,677 7,981
---
31 40 51 62 76 52 60 77 98 119 145 11 13 16 21 25 31
356 454 580 706 858 324 375 479 611 743 904 173 200 256 326 397 483
11 14 18 22 27 6 7 9 11 14 17 6
-------.-
4,221 2,613
---
TurnolChablat TurnolTaxlla (Section 1)
2001
-----
17,541 20,306 25,916 33,076
488 565 721 920
1,265 1,464
2004 2009 2014 2019
3,025 3,861 4,927
3,099 9,239
606 773 941
3,955 11,792 1,869 5,048 15,049 2,385 6,142 18,310 2,902 7,472 22,277 3,531 1,763 4,955 2,041 5,736 707 818 1,045 1,333
40,242 1,120 48,961 1,362 11502 13,315 16,994 21,689 26,388 407 471 601 767 934
5,995 1,005 7,293 1,223 2,048 2,371 3,026 3,862 4,698 426 493 629 803 977
2024 1,144 Turnol2001 984 Chablat-------2004 1,139 TurnolTaxila 2009 1,454 (Section 2) 2014 1,855 2019 2,257 2024 2,747
2,605 7,321 3,324 9,343
9 11 14 17
23 20 17 14
4,045 11,368 1,622 4,921 13,831 1,973
32,105 1,136
5,716 1,189
03120103
Environmental impact Assessment and Mitigation Measures
7-13
Exhibit 7.4: Traffic Forecasts for Highway Sections in NWFP
Road ~
Section
~~~V
c
zi
C4
nk
Total
c c,
(NJC\
NowsheraPabbi
2001 337 2004 390 2009 498 2014 635 2019 773 2024 941
14,043 16,257 20,748
614 1,269 711 1,469 907
745 862
1,435 3,169 461 1,661 3,669 534 2,120 4,682 681 2,706 5976 869
36 42 53 68
33 38 49 62 76 92 2 2 3 4 5 6
7 8 10 13 16 20 23 27 34 43 53 64
28 32 41 53 64 78 24 28 35 45 55 67
4 5 6 8 9 11 3 3 4 6 7 8
26 30 38 49 60 73 33 38 49 62 76 92
76 88 112 143 174 212 115 133 170 217 264 321
3 3 4 6 7 8 7 8 10 13 16 20
62 57 49 42 36 31 85 78 67 57 49 42
22,348 25,855 32,975 42,065 51,164 62,236 26,532 30,693 39,141 49,927 60,723 73,862
1,875 1,101
26,480 1,158 2,393 1,405 32,217 1,409 2,911 1,709
3,292 7,270 1,058 83 4,005 8,845 1,287 100 1,809 3,217 492 2,094 3,724 570 2,673 4,753 727 3,411 6,066 928 4,150 7,380 1,129 5,049 8,979 1,373 26 30 38 49 60 73
39,197 1,714 3,542 2,079 14,683 1,409 1,802 2,377 16,997 1,631 2,086 2,752 21,693 2,082 2,662 3,512 27,687 2,657 3,398 4,482 33,685 3,233 4,134 5,453
PabbiPeshawar
2001 425 2004 492 2009 628 2014 801 2019 975
2024 1,186 40,984 3,933 5,030 6,635
03120103
SEA of PakistanHighway RehabilrtainonProjeci
Exhibit 7.5: Air Quality Forecasts for Selected Highway Sections (8 m)

Maximum Hourly Concentrabons CO ppm Segment Hyderabad-Hala Hala-Nawabshah Nawabshah-Moro Moro-Ranipur Tumol-Chablat Turnol-Chablat Location Village Sekhat Kazi Ahmad Town ShahpurJehanian Village Muhammad Pur Village Taxila Wah Cantt Chainage km 188-189 274-275 305-306 527-528 1574-1575 1580-1581 NO, ppb 2024 330 551 236 354 1,067 472 SOx ppb
3 PM 1o g/rM
2002 2009 2024 2002 2009 2.4 47 1.0 15 70 30 32 70 20 30 99 4 3 56 93 4.0 60 18.1 80 142 275 59 89 413 177 189 413 118 177 585 256
2002 2009 2024 2002 2009 2024 46 89 19 29 133 57 61 133 38 57 188 82 106 177 76 114 344 152 127 161 65 82 156 363 170 242 130 164 221 524 297 323 260 328 403 968
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
Hyderabad-Hala
Location
Village Sekhat
Chainage (km)
188-189
2002
1.6
2009
24
2024
40
2002 2009
94 142
2024
236
2002
30
2009
46
2024
76
2002
85
2009
127
2024
212
Hala-Nawabshah Nawabshah-Moro Moro-Ranipur Tumol-Chablat Turnol-Chablat
Kazi Ahmad Town ShahpurJehanian
274-275 305-306
23 a a 4.7 23
35 10 1.5 70 33
4.7 2.0 3.0 12 3 60
138 a a 275 138
207 59 89 413 197
275 118 177 723 354
44 a a 89 44
67 19 29 133 63
89 38 57 233 114
81 27 34 104 282
28 27 34 156 403
28 54 68 273 726
Village Muhammad Pur 527-528 Village Taxila Wah Cantt 1574-1575 1580-1581
Ratios, NOx/CO = 59, SOx/CO = 19
a Values below 0 1 cannot be calculated.

03120103 Environmental Impact Assessment and Mitigation Measures 7-15
SEA of Pakislan Highway RehabilitationProject
Exhibit 7.7: Air Quality Forecasts for Selected Highway Sections (50 m)
Maximum Houriy Concentrations CO ppm Segment Hyderabad-Hala Hala-Nawabshah Nawabshah-Moro Moro-Ranipur Turnol-Chablat Turnol-Chablat Location Village Sekhat Kazi Ahmad Town Shahpur Jehanian Village Muhammad Pur Village Taxila WahCantt Chainage (km) 188-189 274-275 305-306 527-528 1574-1575 1580-1581 __ 0.8 a a a 29 13 1.2 a a a 35 17 24 23 10 1.5 6.4 3.0 47 a a a 172 79 NOx ppb 71 a a a 207 98 142 138 59 89 379 177 9 a a a 33 15 SOx ppb 13 a a a 39 19 27 26 11 17 72 34 42 28 27 34 65 161 PM 1o pg/im 64 28 27 34 78 202 127 28 27 34 143 363 2002 2009 2024 2002 2009 2024 2002 2009 2024 2002 2009 2024
Ratios NOxlCO = 59; SOx/CO = 19 a Values below 0 1 cannot be calculated
03120/03
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 during highway operation, is likely to affect sensitive receptors located within about 50 m of the highway. These include 21 schools and four health centers, none of which are currently protected by adequate noise barriers, eg, walls or vegetation barriers. The average daytime and nighttime measured noise levels for Phase I highway sections and projected noise levels at a distance of 50 and 100 m from the highway are summarized in Exhibit 7.8.
7.5.2
Mitigation Measures
Mitigation measures to protect existing sensitive locations from high noise levels in the long term, include raising boundary walls facing the highway for sensitive receptors such as schools and hospitals, and altering the occupation and utilization patterns of these buildings to shift frequently occupied areas away from the highway. Under highway regulations, the construction of buildings is not allowed within 34 m from the centerline of the highway. The NHA will strictly monitor such irregularities in future, and seek the assistance of the National Highway and Motorway Police (NHMP) in keeping 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 project corridor. The impact on flora and fauna and corresponding mitigation measures are described below.
7.6.1
Flora
Although certain sections of the Col 2 lie near reserve forests, the proposed construction activities are not expected to affect surrounding vcgetation to any significant degree. Apart from five protected areas as indicated in Exhibit 5.25, most of the forests locatcd near 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 road embankment needs to be raised and widened An estimated 600 mature trees will need to be cleared in the course of two of the four rehabilitation projects planned under Phase 1, ie, Hyderabad-Hala and Hala-Moro. If immlatLure trccs are also taken into account, the total damage to the plantation will be in the range of 1,100 to 1,200 trces of various ages. In terms of the total reported population of trees along the project corridor, the damage falls within a rangc of 0 4 to 0.5% of the existing trec population within the project corridor.
03/20/03
SEA of Pakislan Highway RehabilitationProject
Exhibit 7.8: Estimated Noise Levels for 2009 and 2024

No. of Vehicles' Sector Day Karachi-Hyderabad Hyderabad-Hala Hala-Nawabshah Nawabshah-Moro Gujranwala-Wazirabad Wazirabad-GujranwaIa Kharian-Gujranwala Taxila-Turnol Chablat-TaxaLa Pabbi-Nowshera Pabbi-Peshawar 3,391 5,487 7,221 4,190 12,057 23,384 20,213 32,707 22,261 23,083 21,417 Night 7,464 6,241 7,658 5,851 6,493 12,642 9,978 Noise Level at 5Gm (2009) Day 52.2 56.4 58.8 53.9 63.2 68.9 67 7 Night 58.5 57.5 59.3 56.9 57 8 63 6 61.6 64 9 63 2 51 6 60.8 Noise Level at lOOm (2009) Day 46.2 51.5 52 8 48.3 57.2 63 61.7 65 9 62.5 62 9 62 2 Night 52.6 51 5 53.3 50.9 51 8 57.6 55 6 58 9 57 2 45.6 54 8 Noise Level at 50 m (2024) Day 56.6 57 9 60.1 60.2 68 9 74 1 73 77 2 74 1 73 9 73 4 Night 64 61.3 61.5 62.3 63 5 68 8 65 70 3 68.7 58 1 66 6 Noise Level at 100 m (2024) Day 50.6 51.8 54.1 54.2 62 9 68.1 67 71 2 68 1 67.9 67 4 Night 58 55.3 55 5 56 3 57 5 62.8 59 64.3 62 7 52.1 60 6
14,694 71 9 11,987 68 5 3,184 ___68.9 9,112 68 2
*Traffic count (day and night) provided by design consultants (ECIL)
03/20/03
SEA of Paokiian -fighwav Rehabl/itationProject
Mitigation Measures
In general, the contractor will ensure that there is minimal disruption to the area's vegetation. Trees or shrubs will be felled only if thcy impinge directly onto sites demarcated for permanent works or necessary temporary works. A tree plantation program has been incorporated into the outline project design to compensate for the anticipated loss of vegetation during construction activities. Contractors will be required to establish project facilities on waste/barren land rather than on forested or agriculturally productive land. Whilc clearing away scrub and bushes may be 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 within 500 m of the highway. These areas are poorly populated by common species (see Section 5.4.2), and no rare or endangered wildlife species have been reported here. The wildlife population in these protected areas has either habituated to the noise from traffic, or has already moved away from the zone of high disturbance (500 m from highway). However, the contractor will coordinate with the provincial wildlife departments to ensure that there is minimal disturbance to the arca's wildlife during construction. At present, there are no plans for rehabilitating or repopulating these protected areas with wildlife. 7.7 Socioeconomic and Cultural Environment
The impact of the project on construction workers and local communities, as well as on structures 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 the construction arca is likcly to be hindered during construction works. Moreover, unmonitored construction activities, cg, blasting, may creatc an accident risk for local residents, 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 highway accidents caused by unchecked speeding, and exaccrbatcd by the highway's increased volume of traffic during the operation phase A second source of risk is the concentration of commercial activity along the projcct corridor as vendors operating within the RoW invariably cause traffic/safety hazards The lack of bus bays and parking areas encourages bus drivers to stop their vehiclcs on the carriageway when collecting passengers, crcating hazards for oncoming traffic.
03/19103
SEA of PakistanHlighway RehabilitationProject
Mitigation and Safety Measures The contractor and supervision consultants will incorporate provisions for highway safety facilities to reduce the safety risks faced by pedestrians. These will include improved intersections on side roads and village tracks, traffic control devices particularly where the highway lies near inhabited or protected areas, and public facilities including bus bays with passenger waiting sheds and latrines, service lanes, footpaths, pedestrian-crossing facilities, and fences. The contractor will be required to adopt good engineering practices to minimize safety and health hazards among its workers as well as the local population. All necessary measures will be taken to ensure the safety of traffic during construction, including barricades erected as required by the NHA/NHMP. As far as possible, construction work will be coordinated such that one carriageway at a time is upgraded on any one section, leaving the other available to serve dual traffic. Special attention will be paid to sections where 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 social unease and even active disputes with the local community as a result of cultural differences. Potential social conflict will be contained by locating campsites at least 500 m away from local settlements, and sensitivity towards local customs and traditions will be encouraged. Good relations with local communities will be promoted by encouraging contractors to provide opportunities for skilled and unskilled employment to locals, as well as on-the-job training in construction for young people. Local vendors will be supplied with regular business by purchasing campsite goods and services from them. 7.7.3 Structures of Cultural or Religious Value About 24 mosques and 16 graveyards/shrines are located within the RoW of the Phase I sections, although none fall within the constmiction limit and area of direct impact as delineated by the Col 1. The contractor will be required to take into account the sanctity of graveyards and buildings of religious significance cncountered during construction by marking such sites with flags and exercising due care when using construction equipment near these areas. No known archaeological site is locatcd within the Col 2 (200 m from the cdge of the highway). However, the contractor will be required to instruct constniction crews and site supervisors in archaeological site recognition, conscrvation procedures, and temporary site protection. In case of a chancc excavation, the contractor must halt work at the site immediately and notify the Department of Archacology and Museums through the NHA.
03/19/03
SEA of Pa,k tan Highwqy RehabilitationProject
8. Land Acquisition, Resettlement, and Compensation

This section addresses the issues that will arise as a result of land acquisition and resettlement of squatters currently located within the 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 the project will be upgraded within the cxisting RoW. The only cxception to this is a bypass that will be constructed to skirt a small town (Matiari) in Sindh; this will involve the acquisition of privately owned land. Encroachments and squatting within the RoW is common on almost all sections of the project 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 located along the project corridor are primarily concentrated in areas where niral settlements and towns are located fairly close to the highway. Thesc settlements are gencrally commercial in nature, and rarely residential. Encroachers are property or landowners who have occupied a portion of public land by cxtending their existing adjacent land holdings into the RoW; they are not normally entitled to support, unless classified as vulnerable. Temporary land acquisition by contractors for setting, up campsites, asphalt plants and extracting 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 the only segment where land acquisition is required to extcnd the RoW. The bypass for the ACW has already been constructed, but the bypass lor the ECW of this section will involve acquiring about 4 ha of land in the subuirbs of the town where ncw rcsidential development is already underway. For the purposes of the project, land acquisition will proceed in accordancc with the Land Acquisition Act (LAA), 1894; the process of acquisition is described bclow: * Under Scction 4 of the LAA, the acquiiring department submits an application to the land acquisition collcctor (LAC) lor the acquisition of land. The notification's publication date fixes the date for detcrminingl the market valuc of the land under acquisition. Following the publication of'notification, land may be acquired through private negotiation or compulsory acquisition.
03/19/03
Land Acquisition, Resettlement, and Compensation 8-1
SEA of PaAivan Highway Rehabilitation Project
D'
The area's commissioner issues notification of the intent to acquire land for a public purpose under Section 5, following which, any party interested in that land may object to the acquisition within 30 days of the notification. This grievance redressal mechanism allows people to lodge applications to rectify ownership records where necessary, delete the propcrty of an individual from acquisition, or register any objections to the proposed land acquisition. purpose is issued by the provincial government under Section 6, within six months of the publication of notification under Section 5.
tD A final declaration stipulating that a specific plot of land is required for a public
Under Section 7, the LAC is given jurisdiction to acquire the land, following which, under Section 8, he is bound to re-demarcate the land required in accordance with changes in ownership records or valid objections raised by affected parties. Sections 8, 9, and 10 allow interested parties to put in claims for compensation, raise any further objections to the acquisition, and ascertain the names of any parties possessing any interest in the land. The LAC makes his award under Section 11, stipulating the correct area of the land, and the amount and apportionmcnt of compensation among interested parties. Under Section 16, the governmcnt becomes owner of the land on taking possession, which under the LAA, is not conditional upon the payment of compensation. Impact on Squatters' Settlements Demarcation of Area of Impact
>
>
>
8.3 8.3.1
As discussed in Section 5.1.1, the Col I marks the limit within which the direct impact of construction activities is likely to occur. This limit will vary along the length of the project corridor according to site-specific conditions, and squatters located within this area will need to be relocated. A documented 588 squatters' structures lie within the RoW of the Phase I sections; of these, only 28 will need to be relocated during rehabilitation works under Phase I (Section 8.4 explains how many of these structures will be compensated). An initial estimation based on prclimlinary surveys of the project corridor indicate that during Phase 11, approximatcly 200 stuctuLres within the corridor of impact will need to be relocated. Field surveys carried out in seven of the highway sections proposed for improvemcnt indicate that constructioni works will not disrupt any public infrastructure tinder Phase 1. In areas of ribbon dcvelopment wherc squatters havc established businesses within the RoW, the Col I will be kept as close as possible to the construction limit. In opcn areas with minor ribbon developmcnt, wheCIC squatters havc raised the level of their occupied area to the road level, the distance of the construction limit from the central line of the carriageway is much shorter than it would have bcen if the cmbankment were resting on
03/19103
Land Acquisition, Resettlement, and Compensation

8-2
SEA of Pakl,lan HighwaY Rehabilitation Projec
natural ground. The Col I limit of 2.5 m from the construction limit fixed for open areas will therefore apply (see Section 5.1.1). However, where squatters' structures are located on natural ground with enough margin for the construction of an embankment and toe ditch/drain, the Col 1 limit will be kept as near the construction limit as possible in order to avoid unnecessary resettlement. Displacement of Squatters Under Phase I Of the six sections that fall under Phase 1, only two sections, ie, Hyderabad-Hala and Hala-Moro have squatters' structures located within the Col 1. Exhibit 8.1 depicts section-wise statistics for the various types of squatters' structures falling within the Col 1 of the project corridor's Phase I sections. Their details are as follows: *' Of 65 structurcs located within the RoW of the Hyderabad-Hala section, 16 structures, 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 will be affected. These include fourpuicca (brick-built) shops, five shop cum thatched sheds, 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 falling within the Col 1. In total, 28 structures and the business income of 36 PAPs, ic, 26 squatter-owners, two squatter-tenants, six squatter-employces, and two abscntee owners, will be affected once their commercial facilities are removed from the Hyderabad-Hala and Hala-Moro sections (see Exhibits 8.2 and 8.3 for details). The project's RSP contracts will not entail any resettlemlcnt since all squatters' settlements lie outside the Col I limit. 8.3.2
03/19/03
SEA of Pakiv,an Ifighwq'v Rehabil,iation Project
Exhibit 8.1: Squatters' Structures Within Col 1 of Phase I Sections Section

Karachi-Hyderabad Hyderabad-Hala
___
Chainage
Town/Village
WihnCl1Total
S S+TS K 187 Bahu Dero Sekhat Khyber Khandu Bhit Shah Mor Scattered1 Hala Branch
Sabu Rahu
H TS VM
~~~~189
193 201 206
1 14 1 14
15 15
ECW
1 2 14 16
-
Total Hala-Moro 238

240
-
1 2
----
256
ECW 258
Goth Panhal Khan

Din1o
7
2
--
Scattered- 269 286 288 308 Total Gujranwala-Kharian Turnol-Chablat Nowshera-Peshawar S: Shop K: Kiosk (khokha) VM: Mobile vendor within median H: House Mashakh Bachalpur- Nawab Wali Muhammad Khan Shahpur Jahania 4 5 2
-I-
12
TS: Thatched shed
03/19/03
8-4
SEA of PakistanHighway RehabiitationProject
Exhibit 8.2: Potential Project-Affected Persons on the Hyderabad-Hala Section

Structure Type
ID
Chainage
Name
Nature of Business
Status
CD 3014 178300 M Safar s/o Khan Mohommad Flour mill Owner
Qk E ~
~~
~
45 x 14
0 O ~~~0 ~~~~c'~~Z
c W0
CN oU o
0~L
0 29
TS Bnck pillar within median; thatched roof VM Stall with jute canopy VM Trolley-cart VM Stall with jute canopy VM Trolley-cart
2 150,000 50,000 53,550
3,000
1 2,000
3022 3000 3001 3002 3003 3004 3005 3006
193076 Achar s/o Han Chand 193100 193102 Hajli s/o Sathi M Rafi s/o Ahmed Khan
Cobbler Fish General merchant Sweetmeats Poultry Generalmerchant General merchant Tobacco
Owner Owner Owner Owner Owner Owner Owner Owner
6x8 5x3 5x 3 3x3
- 20,000 - 5,000
-
NA
3,000 2,100 2,400 3,750 2,400 2,100 1,500 1,800
17 30 30 30 30 30 30 30
1,000 NA
10,000 1,000 NA 10,000 5,000 5,000 3,000 5,000

-
193105 Allah Ubhai s/o M Ramzan 193108 193110 193114 193118 Nafeez Ahmed s/o Shafi Mohammad RiazAhmed slo Soof Khan Munawar Hussain s/o Rasul Bux HakimAli s/o Allah Dino
NA
VM Jute canopy under 8 x 6 tree shade TS Thatched roofwith 10x6 tmber pillar VM Stall with jute canopy VM Trolley-cart 3 x2 5x3
1,500 NA 2,000 1,200

-
1 1,000
-
NA
1,000 NA
Continues
03/19/03
...Continued
Structure Type
ID
Chainage
Name
Nature of
Business
Status
E
:
3
c
S e)
3007 3008 3009 3010 3011 3012 3013
193125 193128 193135 193138 193145 193150 193153
M lbrahim s/o Bahuddin Sahib Khan s/o Nek Mohammad Haji Mangi s/o Ghoush Deenam Gul Sher s/o Mithu Umar Din s/o Bashir ud Din Shabir slo Ghani Deenam Dhani Bux s/o Wikew
Fruit General merchant General merchant
Owner Owner Owner
VM Stall with jute canopy
5x3
5,000
1,000
NA
2,100 2,100 1,500 3,000 3,000 3,000 3,000
30 30 30 30 30 30 30
VM Jute canopy under 10 x 3 tree shade VM Trolley-cart VM Trolley-cart VM Trolley-cart VM Trolley-cart VM Trolley-cart 5x 3 5x 3 5 x3 5x3 5x 3
- 5,000 -
1,000 NA 1,000 NA 1,500 NA 1,500 NA 1,000 NA 1,000 NA
5,000 5,000 5,000 5,000 5,000
Fruit and vegetablesOwner Fruit and vegetables Owner Poultry Poultry Owner Owner
Structure type
Roof 1 = RCC, 2 = RBC; 3 = Tiled, 4 = Asbestos/iron sheets; 5 = Thatched, 6 = Other Walls I = Mud. 2 = Brick masonry, 3 = Wall plastenng Floor 1 = Mud; 2 = Brick floor, 3 = Stone, 4 = Concrete
V = Mobile vendor: VM = Mobile vendor within median, TS = Thatched shed, S = Shop; K = Kiosk a Based on the latest government schedule rates
03/19/03
SEA of Pakistan Highway Rehabiltiation Project
Exhibit.8.3: Potential Project-Affected Persons on the Hala-Moro Section

Structure Type
0
2
co co
0
0
0
( -(~~~~
0
co~~~~~~0' 0)Q
z
cc~~~~~~~~e
-.-
354
Chainag
NorAhmed
Neastureo
s/o M Shafique ~
s/o Raees
Status
S+S2xO353
1230,0
001,2
,0
~ ~
~ ~ ~ ~ - ---------Owner Owner/ STS K
o
-
o 3 2 1, 2
~~
(0
.o
~
3
-
'
-
3552 2638 35525390
s/oorwr Mohanma DrGudlSmddHuesi
Tea stall Tobaicc
25x30 35 11x0 3
300,000 10,000 75,000
18,720 6,000
22
2452 s/o Mllahdadecroche sM Qaesm
50,000 NA
1,500 3,000 shop-
2,00
20 22
35549 2540602
Emtobcc
Owner/
K+s 67x6
100,00 50,000 NA
S/o Dhuta Kohanmdecoce
3555 256430 3556 264s0
M Rafique s/o Shamsher Ali o Sukcha0b
Tea stall
Tenant/l +S encroacherS+ 5
5 54 4
3 3,5
2 2
1 150,000 250,000 NA
6,000
Al~lah Dad
25 27
General merchant Owner
S+TS 8x20
1,2 25,000 40,000 20,400 1,500
--
Continues
03119(03
.Continued Structure Type
EDco-
0~~~~~~~~~~~~~~~
Business
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~6~~i
<Dcit
i it i
,~~~~d CIO
o~ E
ID
Chamnage
Name
Nature of Business
Status
J ,
o' _,2Oct
00
CZ,
3557 256460
3558 256550
Jave
Ahlari aso ,~
General merchant Owner

Goods transport Owner
12x12
,~ _ 30x24
1
3
1
, 2
4
2
50,000 60,000 43,200

. ,, ) 250,000 100,000 94,320
1,500
9,000
---
3
27
ZaoMr Husmain
~~~ ~ ~ ~ ~~~~~~~'
Cotton and vvheat Tenant
3559 258600
Halo Shainr
30x15
250,000 150,000 99,000
4,500
Fareeya Shah
25
3561o258633 Structure type
Haji M Moha sfo M Mithal
Tea stall me
tOwner/ TS 15x45 encroacherS+S54
10,000 150,000
NA
3,500
25
Roof 1 = RCC, 2 = RBC, 3 = Tiled, 4 = Asbestosftron sheets, 5 = Thatched, 6 = Other Walls 1 = Mud, 2 = Brick masonry, 3 = Wall plastering Floor 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
03/19/03
SEA of Pt/ok vat Highivav RehabilitationProject
8.4
Entitlement Policy Framework Under Resettlement Plan
As discussed in Section 2.1.3, thc governing legislation governing land acquisition and compensation is the Land Acquisition Act, 1894. The LAA is limited to a cash compensation policy for the acquisition of land and built-up property, and damage to other assets such as crops, trees, and infrastructure. The LAA does not take into account the rehabilitation and resettlement of displaced populations and the restoration of their livelihoods. To address these concerns, a Draft National Resettlement Policy and related Draft National Resettlement Ordinance were prepared following a national consultative process. Both World Bank policies on resettlement as well as the Draft National Resettlement Policy provide full protection to squatters. Taking into account the requirements of the LAA, the Draft National Resettlement Policy, and World Bank policies, an entitlement policy framework was developed to define compensation for the acquisition of land and built-up property and for resettling project-affected persons (PAPs) operating within the Col 1, and therefore subject to involuntary relocation. This is summarized in matrix form in Exhibit 8.4. The basic principles of the entitlement framework are as follows: * The NHA will ensure that as far as possible, squatters' business earnings are not affected by resettlement.
o The NHA will help shift affected squatters to the nearest possible location within the RoW, and provide alternative struictres to squatters whose original structLres cannot be moved any further back into the RoW * * * The owners of affected strictLres will be allowed to salvage their building material. Squatters will be provided an income safety net cushioning them against potential delays in re-establishing them at alternative sites. Encroachments, ie, structures that have been cstablished on proprietary land, part of which extends into the RoW, will removed without any compensation.
Under the entitlement policy framework matrix, the categories of 'loss' entitling compensation are defined as follows. * * * * * Privately owned land Privately owned, built-up property Squatters' commercial structures withini the CoT Trees within a residential/commrnercial compotunid Buildings or structLres of cultural or ichigious significance.
*. Squatter-owned utilities
Each is described in more detail belowv
03/19/03
SEA of Paki ia,, Highway RehabilitationProject
Loss of Privately Owned Land The owner will be entitled to cash compensation for the loss of privately owned land, the ownership of which will be verified on the basis of the current record of rights with the provincial Board of Revenue. The LAC, in consultation with the stakeholders concerned, will value the land based on its current market value, land type, productivity and location under Section 11 of the LAA. The NHA and LAC will assess the value of the land on the basis of the most recent survey carried out by provincial revenue staff. Once this value has been established, the NHA will be responsible for disbursing all compensation payments. If the loss extends to area under crops or trees, the concerned government departments, eg, the provincial agriculture or forest department, xv ill value these assets on the basis of the most recent survey. In addition to the market value of the land, the project-affected person will be entitled to an additional sum of 15% of the land value in case of compulsory acquisition. Loss of Privately Owned, Built-up Property The owner will be entitled to cash compensation on a replacement-cost basis for the loss of privately owned, built-up property, the ownership of which will be verified on the basis of the provincial excise and taxation rccord in the case of urban property, and sale deeds/utility bills in the case of rural property. The value of the property will be assessed net of the value of salvaged material and include the cost of shifting. As above, the NHA will be responsible for disbursing all compensation payments. The contractor will not demolish the structure until the compensation amount has been released. Loss of Squatters' Commercial Structures Within Cot I Squatters who own and run a commercial business that falls within the Col I will be reestablished at a location as near as possible within the RoW. Squatters whose structures cannot be moved any further back into the RoW will be provided new kiosks, leased by the NHA under arrangements with the local administration to provide utilities to these settlements. Isolated kiosks that fall in areas that are not serviced will be Icased to squatters at adjusted rates to compensate for this lack of services. Squatter-owners will also be allowed to salvage their structure material, and helped to shift their personal belongings to their new location by the NHA. In order to ensure that squatters' business earnings are not af'fccted by their displacement, they will be given two months' notice before being rclocated. In addition, should there be any delay in resettlement, squatters will be provided livelihood assistance at a givcn rate until such time that their new kiosks arc ready lor occupation. In order to protect squatters' employees, this assistance will be made conditional on workers being retained by their present squatter-employers. Squatter-tenants who run a commercial business that talls within thc Col I will be entitled to the same facilities described above, apart from] the salvage of building material. Absentee squatter-owners who are not currently running a busincss within the Col I will only be entitled to salvage their structurc nmaterial
03/19/03
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 fall within Col 1 will allowed to salvage the facilities before they are demolished, and helped to shift these facilities within 5 km of the original location. Loss of Trees Within Residential/Commercial Compound Squatters who either own or rent a compound encompassing trees that need to be cleared will be allowed to salvage the wood before the trees are cleared. Loss of Culturally SignificantBuildings Should any structures of religious or cultural significance need to be demolished, the NHA will compensate the existing mosque committee or Imain on a replacement-cost basis. The NHA will also arrange a space at the nearest appropriate location to reestablish the facility, and provide assistance in shifting any salvageable material. In the case of graves, the LAC will finance the shifting of the graves by authorized community representatives. Extent of Resettlement Under Phase I As shown in Exhibit 8.1, the total number of structures located within the Col numbers 16 on the Hyderabad-Hala and 12 on the Hala-Moro section. 14 of these structures are mobile, ie, operated by mobile vendors, and can be moved out of the Col and further back within the RoW without incurring any damage. The NHA will compensate and help resettle the owners of a further ten structures that need to be dismantled. All 24 businesses will be entitled to assistance with shifting. The remaining four structures are encroachments and will be removed without compensation or assistance. 8.4.1
03/19103
Note: Exhibit 8.4 stands SUPERCEDED & Replaced by the 'Resettlement Policy Framework' attached as Appendix-A (pages 24-30) to the Environmental Assessment Summary (Phase I & 11)
SE4 of Pakistan Highway Rehabilitation Project
Exhibit 8.4: Entitlement Policy Framework Matrix Under Resettlement Plan

No. Definition of PAP I Loss of Privately Owned Land Owner of land as verified by updated revenue record Cash compensation in accordance with the Provincial revenue staff (tehsildars) will market value following the acquisition process carry out a survey of land pnces based on laid out in the LAA under non-emergency recent transachons of similar lands, situations, keeping in view the land type, registered for the preceding one year productivity, location, and record of past around locations where the land is to be
transactions acquired
Definition of Entitlement
Additional Facilities
Actions Land valued based on a fair market price as determined by the LAC following the acquisition process laid out in the LAA
Responsibility LAC in consultation with stakeholders
Compensabon for loss of crops and trees as provided in the LAA
Crops, fruit-beanng and other trees valued by respective departments
Land class updated based on a cut-off date
LAC and department concemed LAC
In addition to the market value of the land, Compensation paid promptly, in the owner of the land will be entitled to an accordance with the LAA, and pnor to additional sum of 15% of the land value if takeover of land the acquisibon was compulsory Transfer deed and title changed from the original owner to NHA 11 Loss of Private, Built-up Property Owner of property based on verified documents Cash compensation on a replacement-cost basis net of salvage value and inclusive of cost of shifting Replacement cost net of salvage value assessed in accordance with the schedule of rates of the provincial Buildings and Roads Department, inclusive of currently applicable premium Compensation paid promptly, in accordance with the LAA, and pnor to takeover of land Structure to be demolished once compensation amount has been released
LAC and NHA
LAC
LAC
NHA
Continues
03/19103
SEA ofPakisianHighway RehabilitationProject
Continued No III Defnition of PAP .Squatterowner operating business Definition of Entitlement Additional Facilities Actions Responsibilty
Loss of Squatters' Commercial Structures Within Col 1 Squatter-owners to be resettled within the RoW to re-establish their business at the nearest appropriate location in the vicinity of their original place of business New kiosks will be provided within the RoW and leased a to those squatter-owners whose structures cannot be moved any further back from their current location in the RoW NHA to keep provision in the constructon contract budget for the construction of new kiosks NHA
In cases where new kiosks fall in areas that are NHA to collect lease payments at adjusted not serviced, lease payments will be adjusted rates to compensate for the lack of public utilities/facilities that squatter-owners would otherwise be entitled to NHA to serve notice to affected squatterowners at least two months prior to the start of construction
NHA
NHA
NHA to provide the contractor with alternative NHA and sites for kiosks, the construction site within contractor the reach will not be handed over to the contractor until these kiosks are completed NHA to ensure that squatter-owners are NHA compensated through the provision of leased kiosks, and provided shifting assistance before the construction site is handed over to the contractor NHA to enter into a written agreement with the local service provider to manage the new kiosks, provide utilities, and prevent further encroachments in the resettled area Squatter-owners will be exempted from lease NHA and local government to forego lease payments for a period that is twice the payments to compensate for delay in disturbance period (ie, the period from the date relocation of relocation to the date of resettlement into the new kiosks) NHA, local govemment and service provider NHA and local govemment
Continues
03/19103
SEA ofPakislan Highway Rehabilitation Project
Continued
No
Definition of PAP
Derinition of Entitlement
In case new kiosks are not provided within a period of two months of relocation, squatter-owners will be provided livelihood assistance at the rate of Rs 5,000/month until such tme as the new kiosks are made available
Actions
Livetihood assistance to be paid by NHA on a monthly basis (NHA to keep provision in the local component of project cost /RMF budget)
Responsibility
NHA
Owner allowed to salvage building matenal Squattertenants operating business Squatter-tenants to be resettled within the RoW to re-establish their business at the nearest appropriate location in the vicinity of their original place of business
Assistance in shiftng belongings/salvageable material will be provided to all squatter-owners operating in the Col 1 New kiosks will be provided within the RoW and leased 8 to those squatter-tenants whose structures cannot be moved any further back from their current location in the RoW In cases where new kiosks fall in areas that are not serviced, lease payments will be adjusted to compensate for the lack of public utilibes/facilities that squatter-tenants would otherwise be entitled to
NHA to keep provision in the construction NHA contract budget for assistance in shifting NHA to keep provision in the construchon NHA contract budget for the construction of new kiosks
NHA to collect lease payments at adjusted rates
NHA
NHA to serve notice to affected squattertenants at least two months prior to the start of construction NHA to provide the contractor with alternative sites for kiosks; the construction site within the reach will not be handed over to the contractor until these kiosks are completed NHA to ensure that squatter-tenants are compensated through the provision of leased kiosks, and provided shifting assistance before the construction site is handed over to the contractor
NHA
NHA and contractor
NHA
Continues
03/19/03
SEA ofPakistan Highwvay RehabilitationProject
Continued
No.
Definition of PAP
Actions
Responsibility
NHA to enter into a written agreement with NHA, local the local service provider to manage the new government, and kiosks, provide utilities, and prevent further service provider encroachments in the resettled area Squatter-tenants will be exempted from lease payments for a NHA and local administrabon to forego lease NHA penod that is twce the disturbance period (ie, the period from payments to compensate for delay in the date of relocation to the date of resettlement into the new relocation kiosks) In case new kiosks are not provided within a penod of two Livelihood assistance to be paid by NHA on months of relocation, squatter-tenants will be provided a monthly basis (NHA to keep provision in livelihood assistance at the rate of Rs 5,000/month until such the local component of project cosURMF time as the new kiosks are made available budget) Assistance in shifting belongings/salvageable material will be NHA to keep provision in the construction provided to all squatter-tenants operating in the Col 1 contract budget for assistance in shifting Absentee squatter-owner not operating business IV Squatter-owner Allowed to salvage facilities and materials
b
NHA
NHA NHA
NHA to serve notice to affected squatters at least two months pnor to the start of construction works
Loss of Community/Privately-Owned Utilities Allowed to salvage facilities
NHA to serve notice to affected squatterowners at least two months prior to the start of constnuction Assistance in shifting salvaged material to a location within 5 km of the original location NHA to keep provision in the construction contract budget for assistance in shifting NHA to ensure that squatters are provided shifting assistance before the contractor is mobilized in the concerned reach
NHA
NHA NHA
Continues
03/19/03
SEA ofPakistan Highway Rehablitaulon Project
Continued
No.
V
Definition of PAP
Loss of Trees Owned by Squatters Squatter-owner or tenant as applicable
Allowed to salvage trees/wood
Actions
NHA to serve notice to affected squatters at least two months prior to the start of construction NHA
Responsibility
VI
Loss of Culturally Significant Buildings Existing mosque committee or
Imam
Cash compensation on a replacement-cost basis net of salvage value NHA to arrange space at the nearest appropnate location to reestablish the facility Assistance in shifting salvageable material
Replacement cost assessed in NHA accordance with the latest schedule of rates NHA to keep provision in the project budget for providing space NHA to keep provision in the contract budget for assistance in shifting NHA to keep provision in the contract budget for assistance in shifting NHA and local government
NHA
Communitylcaretaker responsible for graves
Shifting of graves
Assistance in shifting graves to the nearest appropnate location
NHA and local government in consultation with 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 collector LAA Land Acquisition Act, 1894
03/19/03
SEA olPaAis1anThghw%,ay RehabilitationProject
8.5 Resettlement Monitoring Plan

The approach to be adopted for monitoring of resettlement will be simillar to the arrangements successfully tested by the NHA under previous projects with the local authorities in Punjab and NWFP The General Manager Lands/Environment (GM LE) will be responsible for super-vising the resettlemcnt program under the entitlement policy framework presented in Exhibit 8.4, and conducting surveys to detcrmine resettlement requirements. A resettlemnent committee consisting of the Deputy Director Maintenance, Deputy Manager Environment, and the Land Acquisition Collector will be appointed to monitor the resettlement process and to ensure that it conforms to the entitlemcnt policy framework adopted for the project. Specifically. thic resettlement committee will ensure that the following activities arc carried out transparenitly and according to acceptable standards:
>
Verifying project-affected persons, specifically squattcrs, on the basis of their national identity card numbers/photographs to ensure that only those PAPs recorded during the census survey are allowed to claim entitlement benefits (see Exhibits 8.1 to 8.3). Identifying which public facilities and utilities need to be relocated 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 of compensation is in conformllity with the provisions of the entitlemcnt policy
framcwork.
i *
>
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 single NGO to oversee resettlement as a third-party mzonitor. Instead, the concerned area's local authorities, ic, elected local bodies and administration will be assigned this responsibility, aided by community-based organizations (CBO), where available. The GM LE's office will liaise with CBO representatives and organize a joint committee to oversee rcsettlement activities.
8.6
Institutional Arrangements
Institutional arrangements and responsibilities for land acquisition and resettlement are described in Exhibit 8.4. The staff of the GM LE wvill be responsible for managing land acquisition and resettlement on behalf of the NHA. The Land Acquisition Collector, supported by a valuation commilittee will determine the value of the land, while the provincial revenue department staff will assess the value of trees/assets on the land to be acquired.
03/19/03
SEA oj Pakiktan Highway Rehabilhtation Project
The NHA will be responsible for the valuation of built-up property, and will also be responsible for providing compensation for acquLired land, property and structures. The following activities wll be carried out in collaboration among the contractors, and the staff of the NHA Project Director and General Managers (Provinces), the Land Acquisition Collector, and stakeholder/community representatives:
D
Compensation for the loss of privately owned land and built-up property Construction of new kiosks for displaced squatters, provision of shifting assistance, and subsequent leasing arrangements Relocation of existing public and community-owned utilities that fall within the Col I Relocation of all culturally significant stnictures falling within the Col 1. Proposed Resettlement Budget
>
D
8.7
Under Phase I, ten new kiosks will be constructed to accommodate displaced squatters whose structures cannot be moved any further back from their current location in the RoW. The remaining 14 of 24 squatters, whose structures are mobile and can be moved further back into the RoW without requiring further relocation, will be provided only shifting assistance. The cost of PAPs' rcsettlement under Phase I (including livelihood assistance if required) is estimated at Rs 678,000, and includes a contingency sum of Rs 154,000. In addition, a provisional sum of Rs 6,646,000 has been earmarked for relocating public utilities, mosques and graves that could potentially be affected in the RoW. 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 accommodate displaced squatters whose structures cannot be moved any further back from their current location in the RoW. The cost of resettling 200 squatters (including livelihood assistance if 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 for Phase II will therefore be Rs. 19,426,000. Exhibits 8.5 and 8.6 provide a breakdown of the estimated resettlement costs under Phases I and II of the project, respectively.
03/19103
8-18
SEA ofPa/;stanHighw'ov Rehabilitation Project
Exhibit 8.5: Proposed Resettlemcnt Budget for Phase I

Descnption Construction of new kiosks Contingency for loss of livelihood (two months' delay) Shifting assistance for businesses Contingency for resettlement Subtotal Provision for relocation of
utilities
Quantity 10 kiosks 10 businesses
Total Cost (Rs '000) 400 100
Rate per Unit 40,000/kiosk inclusive of utility connections 5,000/month
24 businesses
24 154
Two trips @ 500/trip, ie, 1,000/business

-
76 utility items 13 mosques 7 graves -
678 76 6,500 70 6,646 7,324
1000/utility item 500,000/mosque 10,000/grave

-
Provision for replacement cost of mosques Provision for relocation of graves/shrines Subtotal Total
Exhibit 8.6: Estimated Resettlement Budget for Phase 11

Description Construction of new kiosks Contingency for loss of livelihood (two months' delay) Shifting assistance for businesses Relocation of utilities
Replacement cost of mosques
Estimated Quantity 200 kiosks 200 businesses 200 businesses 116 utility items
20 mosques
a
a
Total Cost (Rs 000) 8,000 1,000 200 116

10,000 110
Rate per Unit 40,000/kiosk inclusive of utility connections 5,000/month Two trips @ 500/trip, ie, 1,000/business 1000/utility item
500,000/mosque
Relocation of graves/shrines Total
11 graves
10,000/grave
19,426
have been calculated by prorating Phase I costs relative to the highway lengths being a Cost estimates for Phase 11 using a factor of 1 5 for RMP sections, and a factor of 0 9 for RSP sections upgraded under Phase 11,
03/19/03
SEA ofPPal stan 1Hfighway RehabihlatnonProject
9. Environmental
Management iPNan
The EMP presented in this section is based on the broader environmental issues identified in the SEA process. It provides an overall approach for managing and monitoring environment-related issues and describes the institutional framework and resource allocations proposed by the NHA to implement project-specific EMPs. 9.1 Objectives of the Environmental Management Plan The EMP will help the NHA address the adverse environmental impact of the project, enhance project benefits, and introduce standards of good environmental practice. The primary objectives of the EMP are to: 1. Provide the technical details of each project impact, and a corresponding implementation schedule. 2. Define the responsibilities of project proponents, contractors and other role players, and effectively communicate environmental issucs among them. 3. Define a monitoring mechanism and identify monitoring parameters to ensure that all mitigation measures are completely and effectively implemented. 4. Identify training requirements at various levels and provide a plan for implementation. 5. Identify the resources required to implement the EMP and outline corresponding financing arrangements. 9.2 Key Environmental Issues
The environmental issues associated with the proposed highway project are discussed in detail in Sections 7 and 8. The key issucs that were considered include:
D' D
Contamination of air, water and soil during the construction and operation phases 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 and altered water courses Impact of noise generated by vehicles, plants and cquipmcnt during construction and 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 highway construction 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 how the National Highways Improvement Program (NHTP) will be managed. Exhibit 9.2 indicates the key roles and responsibilities assigned within the NHA, and its interrelationships 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 Program Management Unit headed by a project director, will serve as secretariat to the stecring committee, 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 highway sections. 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 Member Operations, will have overall responsibility for ensuring compliance with the EMP. The scope of responsibilities will include: * * * Setting up systems for environmental management and supervising environmental and social assessments. Providing support and assistance to the General Manager Planning to ensure that environmental and social considerations are incorporated into the project design. Liaising between project and operations staff and the Supervision Consultant's staff to monitor environmental compliance during construction, and providing technical support where required. Coordinating with regulatory agencies including EPAs, local NGOs, and community-based organizations (CBOs) that could assist the NHA in independent reviews 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 tender documents for project contracts Hiring an indepcndent firm to carry out the rcquired environmental and social assessments of each project Hiring contractors and awarding contracts for detailed engineeriig and construction, using a competitive bid process Coordinating with the GM LE on all cnvironmeiicnit-related ISSties and ensuring that the environmental concerns idcntilied in the EIA arc incorporated into the highway design.
3/19/03
SEA of PaA, vtan Highway RehabiltiationProject
Exhibit 9.1: Organizational Structure for National Highway Improvement Program
* Supervision Consultan*
'
supervision
NHIP Management Unit
'
Project Steering Committee
Chairman
.~ ~ ~~
~~~~~~~.......
Cnief . _
Project. . irector/ D General Manager* R
Member Planning
Member Operations
Member Finance
........................ .....................
i . ! Ger ... rlGneral Manager Manager Audils hnance
ContracsGeneral
~~~~~~~~~~Manager
Planning
Resident . Engi neer

. . _
~~~~~~~~~Director ~~~~~Design ~~~~~~~~~~~Director L~~~Contracts!

.
. . . _
~~~~General ~~~~~~~~~~Manager
Lands _
Project
Coordinator .Manager_
General iPunjab Deuy|_{Manager Poet IGeneral | |

I I |
Environmen
Punjab |Resident Engineer , Punjab 'Codntrtll-T *I | ~~~~Project

I |
Lands . Deputy Manager Lands
Manager Environment
..
|eient n ngeer i I*
|
| |.1Manager | ~NWFP | Deputy IIProject

ICoordinator
NWFP
Deputy Manager Enviroinment

I
|
|
~~~Project ~~~Siindh
NWFP I | 1|
| CoordinatorI
l
| I | *|Resident |.|Dpt |Engineer

| Sindh
Coordinator I Poepui D K-*--------|

|
General Manager Sindhi
|Manager | Lands
~~~~~Assistant
|; Manager ||Environment
|Assistant|
|.|Coordinatorl
eea
|
---------
~Manager ~~~~~~~Balochilsan|
|Contractors
3/19/03
SEA of Paki ian Highway RehabliltainonProject
Exhibit 9.2: Environmental Management Organization
Ccncral Manar (PIanning) * Project design

ii, Project
Project Director IPIoject Management Unil)

t
design
General Manager (LandseEnvironment)

t EtA approvals P~ Environmental c-oordination and reporting E Technical support for compliance and monitoring
I I i
Environmr-ntal Agencies
______________
o Selection of contractors
Highway construction Highiway 0+M * Environmental compiance

1
I
t
. Pakstan EPAfi
and monitoring . . ..
m Provinaal EPAsIEPD
Pakin
EPA
*~~~~~~~~~~~~~~~~P Resettlement
Larnd acquisition (Manager . Lands)
___
GDveinmenI Departments
.. __''''__
I
I
'
'
'
'
_ ___ ____________ --
h Local governnent ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-Forest and Wildlife Departmnent.

*
De.lgn
c~nsitantn
i
I
Su,gu'dmeion Cor,..uitant
* Department of Archaeology
I
> Outline design * Tender documnents * Approval of detailed engineering design ConstruLion su;erviuion I.- SupervisIon of environmental compliance and rnonionnL iJGosI __i
and MuseumsI
I I
I
Univer;ls and
_____
______________
_________
I I
__
__
__
a Universities
* Researd) institutionis
f7 T
. . Contracto>rs_
_ _ . _
. _. _ ._ . _.
_ _ _
_ _ _
_ _ _
The World Bank

* Detailed engineering
__.
* Constructon * Environmental compliance In construction
I
,
* Environmental and soaal specialists ,
L ____________________________________________________ I
3/19/03
9-4
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. The Deputy Project Coordinators assigned to these individual construction contracts will be responsible for ensuring that the provisions of the EMP are implemented in their construction areas. The regional General Managers responsible for highway maintenance and operations will liaise with the Project Coordinators in order to manage traffic and construction 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 the contractors' performance. The Supervision Consultant will ensure that:
D
The contractors fuilfill their environmiiental obligations during the construction phase of the project The contractors carry out the speciific environmental mitigation measures assigned to them under their contract in accordance wvith the EMP.
D.
The Supervision Consultant will also assist the GM LE in coordinating with the EPAs, provincial agriculture, forest and wildlife departments, NGOs/CBOs and other public/private sector organizations. In addition, the Supervision Consultant, who will also continue during Phase II of the project, will assist the GM LE in environmental monitoring 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 specific highway sections. The salient features of the environmental management framework for various phases of the project are summarized bclow: Design Phase The design consultants engaged by the NHA have prepared an outline design for the proposed highway. The contractors will be responsible for preparing a detailed engineering design according to the critcria and spccilications provided in the outline. The environmental and safety features being implemicnited during the design phase are listed below. Provisions for Environmental Impact Mltigation
D
Location of key projcct facilities at least 500 m awvay 1rom inhabited or protected areas. 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 and procedures for the safe disposal of'surplus constnuction and waste material.
3/19/03
SEA ofPao Van Highayvv Rehabilitation Project
* Assessment of repair works required on existing cross-drainage structures; assessment of appropriate locations and required capacities for new crossdrainage structures across highway embanknments to protect nearby areas from flooding. * Outfalls for the highway median and side drains to divert surface run-off from the carriageway, and protect ribbon development areas and settlements.
* A tree plantation program to compensate for the anticipated loss of vegetation during construction activities, and to help mitigate the environmental impact of highway 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/livestock crossings to be operational during construction Highway safety audits and a demarcation of accident-prone junctions demarcated in order to improve the horizontal and vertical geometry, and reduce conflicting movement during operation.
P Roadside furniture and traffic control devices, including information and cautionary signs, signals', traffic diversion and flow markings, particularly where the highway lies near inhabited or 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 of land, property, or other assets under the entitlement policy framework matrix framed under the resettlement plan (see Section 8.4). Relocating publicly and privately owned utilitics and culturally valuable
structures.
* *
Transplanting young trees and planting saplings to compenisate for the tree felling expected during construction.
Highway safety devices to match the specifications of the (NTRC) manual of signs, signals and road markings, July 1989
3119103
SEA of Pokia9tn Highw'av Rehabilitation Project
Constructing boundary walls around sensitive receptors such as schools and hospitals, to reduce the impact of noise generated during construction and operation. Initiating a road safety awareness campaign among roadside communities settled along project reaches. Assessing the availability of water to evaluate the impact on community resources, and seeking approval from the authorities concerned prior to tapping local water resources.
Construction Phase Mitigation of Impact on Land The following activities will be carried out to mitigate the project's impact on land resources. > Limiting the excavation of earth fill to an approximate depth of 50 cm, and stripping and stockpiling the top plough laycr to redress the land after the required borrow material has been removed. Training the contractors' workforce in storing and handling materials and chemicals that can potentially cause soil contamination.
>
> Constructing side drains and median drains to prevent flooding on the carriageways. > Constructing an adequate number of bridges and culverts across highway embankments and water channels, and ensuring that these are regularly monitored and cleaned.
> Protecting embankments from erosion by planting indigenous vegetation, or constructing stone pitching or a riprap across the embankment. > Ensuring that solid waste generated during construction and at campsites is properly treated and safely disposed of only in demarcated waste disposal sites approved by the supervision consultant. Rehabilitating ditches and borrow pits to milliniize erosion and to avoid creating hazards for people and livestock.
>
> Monitoring the process of rcstoration to that landowncrs are compcnsated according to the tcrms of their lease agreemcnts, and that the rcstoration actions agreed 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 water resources. > Establishing construction camps away from local settlements, and in arcas with adequate natural drainage channcls in order to facilitatc thc flow of treatcd effluents.
3/19/03
SEA ofPaA7slan Highway Rehahbihiailon Projec;
Treating wastewater effluent before discharging it into natLural strcams, and preventing potential groundwater contamination by disposing of scarified/scraped asphalt 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 Air The following activities will be carried out to mitigate the project's impact on ambient air quality. *. Locating quarry areas and asphalt plants downwvind from inhabited or protected areas, and equipping plants and vehicles with dust control devices. o. Reducing dust emissions on diversion tracks by sprinkling water across the tracks regularly. *. Enforcing the NEQS applicable to gaseous emissions generated by construction vehicles, equipment, and machinery. Mitigation of Impact on Biological Environment The following activities will be carried out to mitigate the project's impact on the corridor's biological environment. *. Clearing trees or shrubs only if they impinge directly onto sites demarcated for permanent works or necessary temporary works, and with prior approval from the supervision consultant/forest department. * Coordinating with the provincial wildlife departments to ensure that there is minimal 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 the corridor's socioeconomic environment. * * * * * Constructing temporary ramps and diversion routes to facilitate pedestrians and livestock when crossing the highway. Adopting good engineering practices to minimiize safety and health hazards among its workers as well as the local population. Ensuring the safety of traffic during construction by erccting barricades (including signs, pavement markings, flags, and lights) as required by the NHA/NHMP. Coordinating construction work such that one carriageway at a time is upgraded on 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
9-8
:ian Highway Rehabilitation Project SEA ofPaok
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 and water resources. Ensuring that storm drains and highway drainage systems are periodically cleared D to maintain storm water flow.
D
Managing ribbon development liable to cause traffic hazards, and preventing the accumulation 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 air quality. D Setting up a system to monitor air quality along the project corridor in accordance with accepted international standards.
>
>
Establishing national standards for air quality and targets for improving air quality along the highways, and revising and improving the existing vehicular emissions standards and testing procedures. Monitoring vehicular emissions in collaboration with the NHMP, motor vehicle examiners, organizations of fleet owners and transporters, and the local authorities concerned. 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 noise levels. Monitoring noise levels and facilitating EPAs in enforcing vehicle noise standards D as prescribed in the NEQS.
D
Raising building boundary walls facing the highway for sensitive receptors such as schools and hospitals. Altering the occupation and utilization patterns of these buildings to shift frequently 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 is minimal 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 the corridor's socioeconomic environmcnt.
3/19/03
SEA ofPabk via IhighwaY Rehob,iot,tion Project
Ensuring that drivers as well as pedestrians observe traffic rules and that the safety of the pedestrians is not compromised.
*. Preparing and implementing traffic management plans in conjunction with the NHMP 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 will be to: * Monitor the actual project impact on physical, biological and socio-economic receptors. This will indicate the adequacy of the EIA.
*. Recommend mitigation measurcs for any unexpcctcd impact or where the impact level exceeds that anticipated in the EIA * Ensure compliance with Iegal and comiiiiiitiiity obligations includinig safety on construction sites. * Monitor the rehabilitation of borrow areas and the restoration of construction campsites 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 longterm impact on the corridor's physical, biological and socio-cconomic environment. Evaluate the effectiveness of the mitigation measurcs proposed in the EMP, and recommend improvements in the EMP, if necessary. Compile periodic accident data to support analyses that will help minimize future risks.
* * *
Monitor the survival rate of roadside plantations. Monitoring plans to address spccific project rcquirciiiemets will be included in the projectspecific 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 to build the NHA's capacity to effectively implemlient projcct-specific EMPs, as well as to facilitate the improved environmental management ol fliture highway projects. The success of environmental management on this project relies on the expertise and experience of the personnel involved in impleincrnting it. As contemiiporary approaches towards environmental management lor highway constLuctionl and operation are relatively new to the NHA, personnel training both in Pakistan and abroad will be needed. The overseas training will take place in countitcs with well-established environmental management systems lor highway dqs,Ign, construction and operation
3/19103
9-10
SE 4 of Poukita a Hfghii oy Rehab,iltation Project
The NHA will engage an international technical assistance (TA) consultant to manage the environmental training program. The objective of the TA will be to help establish appropriate systems, and to train senior NHA staff responsible for managing environment, operations, and planning, who can then impart training at a broader level within and outside the NHA (ie, the training of trainers). The TA consultant will organize foreign and in-country training courses for NHA staff; train NHA staff in specialized areas such as air and noise pollution modeling, develop environment operation manuals in consultation with the NHA Manager Environment, and train senior NHA staff in applying these manuals. In addition to the training arranged and imparted by the TA consultant, the supervision consultant will train the staff working under the project's contractors and the NHA's Deputy Project Coordinator, in environmental compliance and the daily monitoring of construction projects.
9.7
Environmental Management Cost
Cost estimates of mitigation and other environmental management measures for Phase I and II, are summarized in Exhibit 9.3. All these costs have been incorporated into the project budget, except where indicated
3/19/03
SEA of Pak-islan Highway Rehablutation Project
Exhibit 9.3: Sunmmary of Environmental Management Costs, Phase I and 11

Mitigation Area Descnption Quantity Cost, Rs million 2.87 0 24 3.73 Budget Component Project budget Project budget Details
Monitoring Costs for RMP Phase I Air quality and

noise monitonng
-
Monitonng services to be procured by the NHA
Water quality
monitoring
Subtotal (including 20% contingency) Monitoring Costs for RSP Phase I Air quality and
noise monitoring
-
2 87 0 24 3.73
Project budget Project budget
Monitonng services to be procured by the NHA
Water quality
monitoring
Subtotal (including 20% contingency) Mitigation Costs for RMP Phase I Noise mitigation
measures
-
3,500 rft 266 avenue km

-
3 50 7 98
Civil works Project budget
10 ft high wall to act as noise bamer, @ Rs 1,000/rft Rs 30,000/km
Air quality and noise mitigation Resettlement costs Subtotal
Tree plantation
Provision of new kiosks, compensation for disturbance, shifting costs etc
7 32
Civil works + project budget
See Social Assessment Phase I for details
18.80 Continues
3119/03

9-12
SEA of PakivJan llighway Rchabldihation Proyect
Continued
Mitigation Area
Descnption
Quantity
Cost,
Rs million
Budget
Component
Details
Mitigation Costs for RSP Phase I Noise mitigation measures Air quality and noise mitigation Subtotal A. Subtotal Phase I Monitoring' Costs for RMP Phase II Air quality and noise monitoring Water quality monitonng Subtotal (including 20% contingency) Monitoring Costs for RSP Phase II Air quality and noise monitoring Water quality monitoring Subtotal (including 20% contingency)
-
3,400 rft 130 avenue km
3 40 3.90 7.30 33.56
10 ft high wall to act as noise barner, @ Rs 1,000/rft Rs 30,000/km
Tree plantation
2 93 0 24 3.81
Monitoring services to be procured by the NHA
1 78 0 15 2.31
Monitoring services to be procured by the NHA
Continues
319/03
SEA of Pak-ivian Highway Rehabilitation Project
Continued
Mitigation Area
Description
Quantity
Cost, Rs million 5 36 12 21
Budget Component Civil works Project budget
Details
Mitigation Costs for RMP Phase 11 Noise mitigation measures Air quality and noise mitigation Resettlement costs Subtotal Mitigation Costs for RSP Phase 11 Noise mitigation measures Air quality and noise mitigation Subtotal B. Subtotal Phase II C. Vehicular emissions monitoring equipment 0. TA and Staff Training Staff training TA and training costs
-21 -24.00 -3162 -5,355
rft 407 avenue km

-19
10 ft high wall to act as noise barner, t~ Rs 1,000lrft Rs 30,000/km
Tree plantation
Provision of new kiosks, compensation for disturbance, shifting costs etc
47
Civil works + project budget
See Social Assessment Phase 1,plus preliminary census data for Phase 11 subprojects for detail
37.04 rft 121 avenue km 3 16 3 63
10 ft high wall to act as noise barrier, Rs 30,000/km
@ Rs
1,000/rft
Tree plantation
6.79 49.95 Project budget 60 Project budget Equipment to be transferred to EPAs by the NHA Estimated $ 200,000 for TA and $ 160,000 for training
Total 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 15 for RMP sections, and a tactor of 0 9 for RSP sections. under Phase Itwill be carried out over two years rather than three as inthe case of Phase 1,for which monitoring will already be underway. Accordingly, monitoring costs for Phase 11 have been calculated as two-thirds of the cost estimated for Phase 1
bMonitoring
3119/03
SEA ofPakklan Highway RehawbihtationProject
10. Selected References

Aftab, M P. 2001. "Acquisition of Data on Various Water Quality-Related Projects Undertaken by Nespak". Personal communication. Public Health Engineering Division, Nespak (Pvt.) Ltd., Lahore.
Ahmed, M. 1995. Concept Measurement: Nature, Incidence and Review of Slrategies to
Alleviate Poverty. Pakistan Institute of Development Economics: Islamabad.

Ali, S M. 1995. "Poverty Assessment- Pakistan Case". PakistanDevelopment Review.
Pakistan Institute of Development Economics: Islamabad. Ali, W and J A Aziz. 1999. "Water Pollution from Municipal and Industrial Wastewater". Proceedings of the 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 Training Course on GEMS/Water Quality Monitoring, Amman, Jordan, June 4-15, 1994.
Almec/JICA. 1995. Study on National TranS.port Plaln in the Islamic Republic of Pakistan.
Ashfaq, R M et al. 2000. Foresty Statistics of Pakistan. Pakistan Forest Institute: Peshawar. Asian Development Bank and United Nations Bank Prooram. 1992. Forestry Sector
Master Plan. Associated Consultancy Centre. 1999. impr ovee7ent and Upgradationof Existing NationalHighway N25 between Bela and Kararo. Rcport (PC-1 proforma) prepared for
National Highway Authority. NHA: Islamabad. Aziz, J A (unpublished data). PMlo ConcentrationLevels in Lahore Air. Institute of Environmental Engineering and Research: Lahore.
Aziz, J A. 2001. Status of River Water Pollution in Punjab.University of Engineering
and Technology: Lahore. Aziz, J A et al. 1974. A Sh1ort Surrvev of Lahor-e Air. Institute of Public Health Engineering and Research: Lahore
Aziz, J A et al. 1974. Automobile Exhaulst Pollzution in Lahore Air. Institute of Public
Health Engineering and Research: Lahore.

Doe. 1993. Diesel Vehicle Emissions and Urban Air Qutalitv. Quality of Urban Air
Review Group. University of Birmingham: UK

Doe. 1993. Urban Air Qulality in the Uniled Kingdoom. Quality of Urban Air Review
Group. Department of Environment, Bradford: UK

Engineering Consultants International Ltd. 2002. N5 IHighwav RehabilitationProject Resurfacing and Strengthening Project. Bidding, documllent. ECIL: Karachi.
03119/03
Selected References 10-1
SEA ofPah,toanIhghivai RehablitatlionProject
Engineering Consultants International Ltd. 2001. N5 Highwav RehabilitationProjectResurfacing and Strengthening of Gutranivalato Khariani Section. Bidding document.
ECIL: Karachi. Engineering Associates. 2000. Wide1ning and lniprovement of N50- Kalu Killah to Zhob Section. Report (PC-1 proforma) prepared for National Highway Authority. NHA: Islamabad. Environment and Urban Affairs Division. National Conservation Strategv. Government of Pakistan: Islamabad.
Environmental Protection Department. 1997. Ambient Air Qualitv in Punjab Urban
Centres. Environmental Protection Agency, Punjab: Lahore. Fiji Public Works Department. 2002. Cocle of Environnmental Practice. Government of Fiji. Government of Pakistan. 2001 . Econom77ic Survev of Pakistan 2000-2001. Government of Pakistan: Islamabad.
Government of Pakistan. 2000. Gazette Not i/icatio7 No SRO 339(1)2000. Government
of Pakistan: Islamabad.
Government of Pakistan. District Censtis ReportsiJi Hvclerabacl,Nawabshah, Nowshero Feroze, Sukkur, Ghotki, Thatha, Dacdu, Guiranwvala, Guirat, Islamabad,Rawalpindi, Attock, Nowshera, and Peshawvar. Government of Pakistan: Islamabad. Government of Punjab. 1997. EnvironmentalProtection Act, 1997. Government of
Punjab: Lahore.
Harrison, R M et al. 1994. Physico-Chemical Characteristicsand Source Apportionmenit ofAtmospheric Particles in the UK, Portugal and Pakistan. University of Birmingham:
UK.
Hayat, S. 1994. Country Report: PakistanAir Pollution Control. Presented at WHO
Regional Training Course on GEMS/Air Quality Monitoring. WHO-CEHA, Amman, Jordan, October 23-27, 1994. Hagler Bailly Pakistan. 2000. 11nvestigation of A ir and Water Qualitv (La/lore, Rawalpindi and Islamabahc. Report prepared lor Japan International Cooperation Agency. Hagler Bailly Pakistan: Islamabad. Hagler Bailly Pakistan. 1999. QuahZV and AAclulteratm0o1 of Afotor Fuel and Lubricating Oil Supplies in NWFP. Report prepared for GTZ. Hagler Bailly Pakistan: Islamabad.
Hussain, 1. 1999. Test Results of Enmission.s fiom the Exhausts of Rickshaos in Peshawar.
Report prepared for GTZ. GTZ: Peshawar Hussain, S A. 1996. Pollutio0n of Stijace Wflater in Punjab. MSc. thesis for University bf Engineering and Technology. InstitLute of Public Health Engineering and Research: Lahore. Institute of Public Health Engineering and Research. 1994. Phvsico-Chenmcal
and Source Ap)portionment oJ Atmnospheric Susp)encled Particulate Characterization
Matter in Pakistan. 3rd Annual Rcport. IPHER: Lahore
03/19/03
SEA of Paki slan High"lav'RehabilitataonProject
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 ofBarianwalaDrain. MSc. thesis for University of Engineering and Technology. Institute of Public Health Engineering and Research: Lahore. Louis Berger International. 1998. Pre-FeasibilitvStludy N5 Peshawar-Karachi.Final report prepared for National Highway Authority. NHA: Islamabad. Louis Berger International. 1998. NHA Highway Developmnent Policy Assessment and TechnicalAssistance Summary. Report prepared for National Highway Authority. NHA: Islamabad. Majeed, K. 1996. Measuremenit of Total Suspended Particulates and Lead Concentrationsin the Ambient Air of GujranwaIa. MSc thesis for University of Engineering and Technology. Institute of Public Health Engincering and Research: Lahore. Marwat, A M K. 1997. "Controlling Vehicular Emissions". Fro0ntierPost, April 9, 1997. Ministry of Food, Agriculture and Livestock. 1999. Agriculture Statistics ofPakistan 1999-2000. Government of Pakistan: Islamabad. National Engineering Services Pakistan. 2000. Widening and Strengtheninig ofNational Highway N70 (Qila Saifullah-Loralai-Bewata. Report (PC- I proforma) prepared for National Highway Authority. NHA: Islamabad. National Highway Authority. 2000. Quetta-C1am77an7 Section ofN25. PC-I proforma. NHA: Islamabad. National Highway Authority: 1998. NationalHighwaY Network Economic Evaluation. NHA: Islamabad. National Highway Authority. 1998. Kohat Tunnel and Access Road Construction Project. PC-1 proforma. NHA: Islamabad. National Highway Authority. 1995. Upgradlation antd Improvemnent of National Highway N25- Kararo-WadhSection. PC-I proforma. NHA: Islamabad. National Highway Authority. Nlational Policv Reforms Programme- Poliev Malrix. NHA: Islamabad. National Highway Authority. C0o1slr-tucion/Imp)rovem7ien?t of National Highway N25Kalat-QuettaSection1. PC- I profornia NHA: lslamabad. Population Census Organization. 2001 ProvincialCens us Re)ort for NWFP 1998. Government of Pakistan: Islamabad. Population Census Organization. 2001. ProWiincialCensus Rep.ortfor Punjab 1998. Government of Pakistan: Islamnabad. Population Census Organization. 2001. ProvincialCensus Rep)ortfor Sind7 1998. Governmcnt of Pakistan: Islamabad.
03/19/03
SEA OfPakibian Hlighwvay RehabilitationProject
Punjab Forest Department. 1999. Statistical Handbook of For-estrv, Wilcilife and FisheriesDepariments. Government of Punjab: Lahore. Rehman, Z U and I Ali. 1994. Environmental Impact Assessment ofAir Pollution,
Karachi. Paper presented at WHO Regional Training Course on GEMS/Air Quality Monitoring. CEHA, Amman, Jordan, October 23 - 27. Schnabel, W. 1999. "Stop Burning Rubber- Protect and Save Your Future". The Newvs. May 11, 1999. Shams, Z 1. 1998. "Health and Environment: Lead Pollution in Karachi is a Serious Health Hazard". Environics. Institute of Environmental Studies. University of Karachi: Karachi.
Social Policy and Development Centre. 2000. Social Development in Pakistan Towvards Poverty Reductioni. SPDC. Tariq, M N et al. 1983. A Study oJAir Pollution in Lahore. Report No. 050-03-83
Institute of Public Health Engineering and Research, Lahore. UNESCO. 2000. WYorld Heritage List.
Winrock International. 1992. Suitable Tree Speciesfor Different Agro-Ecological Regions and Civil Divisions of Pakistan. Report prepared for Government of Pakistan ,
and USAID. Winrock International: Islamabad. World Bank: 1999. EnvironmentalAssessment. Operational Policy 4.01. The World Bank: Washington DC. World Bank: Washington DC.
World Bank. 1997. Roads and Environmenl- A Handlbook. Technical Paper No. 376. The
World Bank. 1995 NaturalHabitats. Operational Policy 4.04. The World Bank: Washington DC. World Bank. 1994. EnvironmentalAction Plans. Operational Policy 4.02. The World Bank: Washington DC.
World Bank. 1991. EnvironmentalAssessmnent 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 World Bank: Washington DC. World Bank. Technica1 Paper. No. 140 The World Bank: Washington DC.
World Bank: Management of Cdltztral Propertv in Bank-FinancedProjects. Operational
Policy 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 (kin) from/at 119+000 162+970 214+850 320+000 851+000 1030+000 1102+000 940+000 1270+000 1320+000 1415+000 1555+000 1660+000 RoW (m) Rlght (Facing North) 110 16 8 16 8 16 8 45 79-71.5 335 40 33-50 20-50 36-38 33 5 29-35 20-38 15-37 33 5 RoW(m) Left (Facing North) 110 16 8 16 8 16.8 25 7.0-503
Section Karachi-Hyderabad (NB/SB) Hyderabad-Hala (SB) Hala-Moro (SB) Moro-Ranipur (SB) Bahawalpur-Multan (NB) Mian Channu-Sahiwal (NB/SB) Sahiwal-Okara (SB/NB) All bypasses (Multan-Sahiwal) Lahore-Gujranwala (NB/SB) Gujranwala-Kharian (NB/SB) Khanan-Rawalpindi (NB/SB) Turnol-Chablat (NB/SB) Nowshera-Peshawar (NB/SB)
Chainage (km) to 149+000 210+480 317+771 413+000 948+000 1102+000 1124+000 1095+000 1320+000 1409+500 1520+000 1587+000 1694+000
Measure from Centre of CW (SB and NB) ECW ECW ECW ECW ECW ECW
Median Median Median Median
Note: ECW: Existing carriageway NB: Northbound ACW- Additional camageway SB Southbound The N5 and Karachi-Hyderabad Super Highway (M9) have well defined nghts-of-way (RoW) However, the RoWs vary from section to section and, in some cases, even within a section. The table indicates chainagewise limits of RoWs for both nght and left sides, while facing north In cases where variations have been observed within a section, the RoW is indicated with minimum and maximum limits
03/19/03
Appendix A A-1
SEA ofPc kistan HighwaYv Rehoabihtaiioto Project
Exhibit A.2: Water Channels Intersecting Sections Proposed for Rehabilitation

Section
Stream Sectio Name Location Different

locations
Canals/Distnbutaries Name Location
Karachi-Hyderabad Hyderabad-Hala
Other
Hatri Shah
Chandan Wah
166+000
175+900
Other Hala-Moro Chanesar 267+050 Tarah Hala Other Moro-Ranipur Other Other Other Ranipur Bahawalpur-Multan I Chit Other Lodhran Shanewal * Meeran Pur Behesty Forest Other Other Other Jampur Mian Channu-Sahiwal Lahore-Gujranwala Deg 1281-1282 Bridges onACW and ECW Shahdara Kala Shah Kaku Muridke Sadhoke Ghanian Kamoke
Turnol-Chablat Other Vanous
174+600 218+735 238+885 264+885 337-338 362-363 372-373 407+400 857+150 858+760 874+300 879+760 881+260 884+800 897+100 900+755 904+450 928+600 1101+200 1269-1270 1274-1275 1289-1290 1298-1299 1302-1303 1307-1308
Locations Wah Gardens Chablat 1152+250 1588+025
03/19/03
Appendix A A-2
SEA ofPak, svian higlhway Rehahibat an Project
Exhibit A.3: Roads/Tracks Intersecting Sections Proposed for Rehabilitation

Highway Section Karachi-Hyderabad Hyderabad-Hala Hala-Moro Moro-Ranipur Bahawalpur-Multan Mian Channu-Sahiwal Lahore-Gujranwala Turnol-Chablat Approximate Number of Intersections Metalled Roads 17 14 13 51 15 25 6 43 Earthen Tracks 12 12 16 21 50 26 4 4
Exhibit A.4: Water Channels Intersecting Sections Proposed for Resurfacing

Section Name
Sahiwal-Okara
-
Rivers Location
-
Stream Name
-
CanalslDistnbutaries Location
-
Name Other Nurpur Talwadi iGhakhar Nhokhar KotJafar Sukhar Nahr
Location 113+150 1337+000 1342+250 1345+900 1352+250 1355+000 1360+000
GujranwalaKhanan
Chenab
1369+200
Palkhu Bhimber
1365+040 1384+100
KhananRawalpindi
Other (torrential)
Different location
NowsheraPeshawar
Other
Different locations
Nasir Kallay
1679+050
Exhibit A.5: Roads/Tracks Intersecting Sections Proposed for Resurfacing

Highway Section Sahiwal-Okara Gujranwala-Khanan Khanan-Rawalpindi Nowshera-Peshawar Approximate Number of Intersections Metalled Roads Earthen Tracks 5 64 8 49 24 3 45
03/19103
Appendix A A-3
ST4 ofPuikivit,is gIig oo ReI?chahilbiation Project
Appendix B: Environmental Baseline Data
03119103
Appendix B
B-I
Exhibit B.1: Geological Zones of Pakistan (See following page)
03/19103
Appendix B B-2
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SEA of Paktstan Highway RehabilitationProject
Exhibit B.2: Climate Regions of Pakistan (See following page)
03/19103
Appendix B
B-4
Chil )~_ ,
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vray ( cool, m*tmdd Warm amni-&ri Wwn% mmnk Hot wid

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SEA of Pakistn Highway
Climate Regions of
Pakistan
Scs11111 I: 9000000 Dousng W3EI7PHR
__
__
__ _
_ _ _
~~~~~
~~~~~~~~Dsab Mmh 2003
SEA of Pakistan Highway Relhabilitation Project
Exhibit B.3: Mean Annual Rainfall in Pakistan (See following page)
03/19/03
Appendix B
B-6
ocaocs
oeuo
UBwpged Ul IIujuH lIenuuV umn

LEINuUWPId 60 VMIIxIs~pa
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(udw0lt0) PlDWVl 0owjpu ,, w e*9X

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Exhibit B.4: Natural Vegetation of Pakistan (See following page)
03/19/03
Appendix B
B-8
. I1LI6ULI L L HNSH
81
IL
__________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
A. Trees and Shrubs
Common Name Phulai

Babul, kikar
Acacia modesta
Acacia nilotica
Aeruajavanica Agave sisalana Albizzia lebbek Albizzla procera Azadirachta indica Bauhinia variegata Bombax ceiba
Calligonum polygonoides
Bui Sisal White sins Black sins Neem Kachnar Semal

Phog
Calotropis procera Capparis deciduas Cassia fistula Conocarpus lancifolhus Crotolana burhia Dalbergiasissoo Erythnna suberosa Eucalyptus camaldulensis Ficus bengalensis Leaucena leucocephala Mangifera indica Melia azedarach MoNs alba Nenum odorum Pongamia glabra Populus euphretica Prosopis cinerana Prosopisjullflora Salsola baryosma Salvadora oleoldes
Ak Karir Amaltas Ethiopian tree Shisham, tahli Gul e nishtar Sufaida Barr, bohr
lple Iple
Aam Bakain, dharek Toot, shahtoot Kaner Sukh chain Bhan Jand, kandi Mesqite Chota lana Jal, van, peelu
Contmnues
03/19103
Appendix B B-10
SEA ofPakistanJ HJighway RelhabihiationProjecl
.. Contlnued Botanical Name Syzigium cumini Tamarix aphylla Tamarix dioica Tecoma stans Tecomella undulata Ziziphus mauritiana Ziziphus nummularia Common Name Jaman, jamni Frash Lai Tecoma Lahura Ber Mallah
B. Common Grass Species

Andropogon ischaemum Anstida depressa Cynodon dactylon Chrysopogon auchen Cymbopogonjwarancusa Digitana bicormis Eleusine compressa Elhonurus hirsutus Eragrostis cynoneroldes Eulaliopsisbinata Lasiurus sindicus Panicum antidotale Pennisetum divisum Saccharum bengalensis Saccharum spontaneum Sorghum halepense Typha angustata Kana, sarut Kahi Baru, bajra Koondar, dib Palvan 'Lumb Khabbal Khar dhaulu Khawi Papar Chimberh Sin Dab Bhabhar Gorkha Garam
03/19/03
Appendix B B-1l
SE 4 of Pokil an Iliglhwav Relioablitation Projeci
Exhibit B.6: Common Wildlife in Protected Areas Along Project Corridor

Genetic Name Mammals Antilope censcapra
Axis porcinus porcinus
Common Name Black buck

Hog deer
Boselaphus tragocamelus Canis aureus

Felis chaus
Nilgag Jackal
Jungle cat
Felis marganta scheffeli Funumbulus pennant Gazella bennetti Herpestes edwardsi Hystnx indlca Lepus nignco/lis
Lutra perspicillata
Pakistan sand cat Northern palm squirrel Chinkara Indian mongoose Indian crested porcupine Indian hare
Smooth-coated otter
Manis crassicaudata Ovis onentalis Punjabiensis Platanista minor Pnonailurus vivemnus Sus scrofa cnstatus Birds Accipetar badius Acndotheres tnstis Acndotheres ginginianus Anser erythropus Apus affinis Aquila clanga Aquila heliaca Ardeola grayii Athene brama Aythya nyroca Bradypterus major Bubulcus ibis Catreus wallichii Centropus cinensis Chaetomis stnatus Chlamydotis undulata
Indian pangolin Punjab urial Indus nver dolphin Fishing cat Wild boar Shikra Common mynah Bank mynah Lesser white-fronted goose House swift Greater spotted eagle Imperial eagle Pond heron Spotted owlet Ferruginous duck Long-billed bush warbler Cattle egret Cheep pheasant Crow pheasant Bristled grass warbler Houbara bustard
Continues
03/19/03
Appendix B
B-12
SEA of Pak,; 5an Highway RehabilitationProject
Continued Genetic Name Chrysomma altirostere Columba eversmanni Coracius bengalensis Corvus splendons Cotumix cotrunix Cuculus saturatus Dendoocitta vegabunda Dicrurus adsimilis Dinopium bengalensis Elanus caerulus Eudynamys scolopacea Extrilda annandava F. Pondicerianus Falco naumanni Francolinus francolinus Gallinula chloropus Grus leucogeranus Gyps bengalensis Halcyon smymensis Haliaeetus leucoryphus Hirundo rustica Lanius excubitor Lanius schach Marmaronetta angustirostris Merops orientalis MIlvus migrans Motacilla alba Motacilla flavia Nectannia zeylonica Oxyura leucocephala Passer domesticus Passer montanous Pavo cnstatus Pelecanus cnspus Picoides mahrattensis Prinia buresii Psittacula krameri Pycnonotus cafer Common Name Jerdon's babbler Pale-backed pigeon Indian roller House crow Common quail Oriental cuckoo Indian tree pie Black drongo Golden-backed woodpecker Black-winged kite Koel (Indian) Red munia Grey partridge Lesser kestrel Black partridge Indian moorhen Sibenan crane Common vulture White-breasted kingfisher Pallas's sea eagle House swallow Grey shnke Rufous-backed shnke Marbled teal Little green bee-eater Pariah kite White wagtail Yellow wagtail Purple sunbird White-headed duck House sparrow Mountain (Russian) sparrow Indian peafowl (captive) Dalmation pelican Mahratta woodpecker Rufuous-vented prinia Alexandnne parakeet Red-vented bulbul Continues.
03119/03
Appendix B
B-13
SEA ff Pak-uovn/ /lighwav Rehaibltationt Project
Continued Genetic Name Rhynchos albicoliks S. Tranquebanca Saxicola macrophynca Saxicoloides fulicata Stema acuticauda Streptopelia decacoto Streptopelia rosous Stumus vulgans Tragopan melanocephalus Treton phoonicoptera Turdoides caudatus Turdoides stnatus Upupa epops Vanellus greganous Vanellus indicus Reptiles Bungarus caeruleus Crocodyius palustns Gaviahis gangeticus Geoclemys hami/toni Hardella thuDii Naja naja Naja orciana Python molurus Ripad punctata Varanus bengalensis Vipera russelii Amphibians Bufo bufo Rana tigrina Common toad Common frog Krait Mugger Gharial Spotted pond turtle Crowned nver turtle Cobra Asian cobra Indian python Skink Monitor lizard Viper, Russel's Common Name Indian skimmer Red turtle dove While-browed bushchat Indian robin Black-bellied tem Indian nng dove Rosy starling Common starling Western tragopan Green pheasant Common babbler Jungle babbler Hoopoe Sociable lapwing Red-wattled lapwing
03119103
Appendix B
B-14
SEA of Pakivton Highwway Rehabilhtation Project
Exhibit B.7: District-Wise Distribution of Phase I and If Sections

Highway Sections Phase I KarachHHyderabad Hyderabad-Hala Hala-Moro 30 45.5 79 Thatta Dadu Hyderabad Hyderabad Nawabshah Naushahro Firoz Gujranwala-Kharian (NBISB) Tumol-Chablat (NB/SB) 89 85 47 25 34 34 Gujranwala Gujrat Islamabad Rawalpindi Attock Nowshera-Peshawar (NB/SB) Phase II Moro-Ranipur Bahawalpur-Multan 88 120 Naushahro Firoz Khairpur Bahawalpur Lodhran Multan Mian Channu-Sahiwal Sahiwal-Okara Lahore-Gujranwala Kharian-Rawalpindi 73 30 100 60 Khanewal Sahiwal Sahiwal Okara Sheikhupura Gujranwala Gujrat Jhelum Rawalpindi
a Length excluding bypasses
Lengtha (km)
District
Proportionate Coverage in Percentage
58 42 100 24 64 12 53 47 29 56 15 71 29 80 20 3 37 60 11 89 57 43 47 53 30 17 53
34 34
Nowshera Peshawar
03/19103
Appendix B
n-Is
SEA of Pakistan Highway Rehabilhiation Project
Exhibit B.8: District-Wise Demography of Phase I and It Sections

Population Dlstrict Total Population Female Growth Rural Pop Urban Pop Gender ato DepeLrdency Ratio Overall Male Literacy Female Rural Urban
(million)
Phase I Thatta Dadu Hyderabad Nawabshah NaushahroFiroz Gujranwala Gujrat Islamabad Rawalpindi Nowshera Peshawar Phase II Khairpur Bahawalpur Khanewal Lodhran Multan Sahiwal Okara Sheikhupura Jhelum 1 55 2.43 2 07 1 17 312 1 84 2 23 3 32 0 94 1 11 167 2 89 1 07 109 3 40 1 20 081 3 36 0 87 2 02
Male (%o)
47 06 5316 52 26 5186 5228 52 05 5150 5390 5120 52 11 52 55
(%J
52 94 4704 47 74 48 14 4772 47 95 48 50 46 10 48 80 47 89 47 45
Rate (%)
2 26 265 2 02 1 63 161 2 80 2 90 519 2 70 2 90 356
(%)
88 79 7858 49 19 73 65 8231 49 45 49 10 54 30 46 84 74 04 51 32
(%)
11.21 2162 5081 26 35 1769 5055 50 90 45.70 53 16 25.96 48.68 112.50 11064 109.40 107 72 10955 108 00 107 00 117 00 105 00 109.00 110 76
87 94 8740 81 88 91.75 9375 86 90 87 00 68 40 73 00 90 80 94 22
22.14 3556 44 25 34 13 3914 56 60 55 00 72 40 70 40 42.50 4179
31.58 4803 52 63 47 62 5427 63 60 62 70 80 60 81.20 60.60 5597
t1 40 2165 34.97 19 62 2260 48 80 45 30 62 40 59 20 22.70 2585
18 99 3034 24.84 2647 3599 48 70 47 60 62 50 63 90 36.60 54.09

.
45 92 54.30 61.30 54 26 5334 64 00 52 40 77 30 76 00 55 60 2919
52 40 52 55 51 84 5198 5250 53 10 52 30 52 06 49 96
4760 47 44 48 15 4802 4710 47 06 47 71 47 94 50 03
2 71 3.07 240 274 270 2 16 2 42 2 70 2 09
76 40 72.70 82 40 8550 5780 83 60 77 00 73 40 72 30
23 60 27.30 17.60 1450 4220 16 40 23 00 26 60 27 70
110 10 110 80 107.70 10830 11040 107 20 109 60 108.60 99 80
97 08 91 20 88.90 9780 8790 83 40 86 90 90 20 80 50
35 50 35 00 3990 2990 4340 43 90 37 80 43 80 68 90
49 69 44.90 53 60 4270 5330 54 70 49 30 53 30 77 70
19 77 24.00 25.10 16.00 3230 32 30 25 00 33 30 50 50
3061 26.30 35.40 2680 2950 39 40 3130 38 80 58 60
50 68 57.00 60.80 4770 6090 65 80 58 70 57 60 77 20
Source District Census Reports (2002) Populabon Census Organization (Stabshcs Division), Govemment of Pakistan
03/19/03
Appendix B B-16
SEA of Paki;an Highway Rehabiliation Project
Exhibit B.9: Historical and Archeological Sites Located Near Project Corridor
Distance
Description of Site Karachi (16th-1 7thcentury graveyard at Chowkandi) Banbhore (8 th century ruins from the penod of conqueror Mohammad bin Qasim, site of legendary heroine, Sassi) Thatta (Makil-Sanda graveyard, mosque built by Moghul emperor Shah Jehan, Kalamkot Fort) Hyderabad (Talpur monuments, pucca fort: kacha fort: Miani Fort from 17' century
Kelhoura pernod) Hala (1 6th century monuments) 2
from N5 (km) 2 5 (old N5) Along old N5 4
Bhit Shah (1 7t century tomb of saint Shah Abdul Latif Bhitai) Sehwan Sharf (mausoleum of saint Lal Shahbaz Qalander)
Kot Diji (fort)
3 30
Along N5
Moenjo Daro (archeoogical ruins dated 3000 BC) Ucch (8 " century tombs and monuments) Multan (monuments, tombs of saints. 8th century Qasim Bagh Fort) Khanewal (tomb of Arab conqueror Khalid bin Walid) Harappa (archeological ruins dated 3000 BC) century Lahore (Badshahi Mosque (along N5); Shalimar Gardens (3 km), 1 7 ah Lahore Fort: 1 2th century Sikh temple (along N5), tombs of Moghul emperor Jehangir and his wife Noor Jehan (1 km); mausoleum of saint Data Ganj Baksh (along N5) Wazirabad (17'n century city founded by Wazir Khan in the time of Moghul emperor Shah Jehan; residence of emperor Sher Shah Suri along old N5)
Gujrat (histonc city founded by Moghul emperor Akbar)
35 15 2 2 10
-
2
2
Laba Musa (Chillianwala battlefield of 1849) Sarai Alamgir (Moghal sarai) Mangla (fort built by Hindu ruler Raja Porus) Dina (16m century Rohtas Fort built by emperor Sher Shah SuriTilla Jogian built by Hindu saint Jogi Bal Nath) century grave of Sultan Shahabuddin Ghaun) Sohawa (121n Rewat (16m century fort built by emperor Sher Shah Sun) Taxila (ruins dated 500 BC (2 km), Nicholson obelisk, 1868 (along N5), 16n century road portion built by emperor Sher Shah Sun (along N5) Hasan Abdal (16thcentury Wah Gardens established by Moghul emperor Akbar, Sikh gurdwara (shnne) Punla Sahib) Kamra (17m century Chitti Bawoli monument) Attock (156 century fort and sarai) 5th century Bala Hisar Fort (along N5), 16"' century Mahabat Khan Peshawar (11 Mosque (O5 km). vanous 1Sth century monuments (1 km), Gor Gathri (monuments, Buddhist caravan sarat (2 km)
16 Along N5 16 4 16 12 1
Along N5 2 05 Along N5
-
03/19103
Appendix B
B-17
Exhibit B.10: Land Use in Pakistan (See following page)
03/19/03
Appendix B B-18
H IllLIW~~~~~~~~~~~~~~~3 a~~
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 September 25, 2001 November 13, 2001 August 30, 2000 September 07, 2000 September 13, 2000 September 20, 2000 Venue Hyderabad Lahore Hyderabad Gujranwala Dera Ismail Khan Khuzdar No. of Participants 106 117 57 88 100 154
Engineering General Consultants
Associated Road Users of Pakistan
03/19/03
Appendix C
C-l
SEA ofPaokistan httghway Rehabihtation Project
Exhibit C.2: Record of Scoping Sessions

Venue No. of Participants Men Women Main Concems
Karachi-Hyderabad March 13, 2002 18 Lonigoth Police Station (Dadu)
Lack of avenue tree plantation Inconveniently located U-turns Corrugated road surface causes overioaded trucks to become unbalanced Inappropriate attitude of traffic police Lack of passenger facilities, bus bays, and waiting rooms
Hyderabad-Hala March 7, 2002 47 Khyber village (Hyderabad)
Lack of public facilities, eg, parking stands for public vehicles, bus bays, waiting areas, etc Extensive encroachment and squatter settlement Difference in elevation of ECW and ACW creates a hazard for vehicles Undue delays in completing road works have adverse effects on business PAPs not compensated along parts of the N5 where road extension (ACW) was carried out Absence of middle partitioning wall, crossing points, overhead bridges and traffic signage causes accidents Absence of outlets to drain rain/flood water away from the highway Road design should incorporate provisions to minimize the damage to buildings along the RoW Measures to minimize frequent road accidents Need for bus stands and parking bays Adverse socioeconomic impact on PAPs should be mitigated by providing alternative land, monetary compensation, and loan facilities Ensure transparency in the calculation and payment of compensation to PAPs Provisions for drainage of water from the ECW (which is at a lower level), and measures to minimize the damage caused to buildings along the RoW as a result of water accumulation Locals should be provided onsite construction employment Measures to minimize smoke emissions from vehicular traffic, and dust during road construction Monitonng environmental problems by a local committee
Continues.
Sekhat Union Council office (Hyderabad)
19
03119103
Appendix C
C-2
SEA of Paki.stan Htghwn*v Rehahilthaion Project
Continued
Venue
No. of Participants Men Women
Main Concems
Hala-Moro March 7, 2002 Sabu Rahu (Hyderabad)
50
High variation in the ECW and ACW levels (about one meter) causing frequent mishaps Lack of signboards particularly in front of educational
institutions
Air pollution and noise because of vehicular traffic Necessity of tree plantation Non-payment of compensation during construction of ACW since 1995 Undue harassment by Highway officials of persons doing business along RoW Possible damage to buildings due to road expansion and the provision of a bypass Moro-Kotri Kabir-Ranipur March 12, 2002 Kotri Kabir 12 (Naushahro Firoz)
Undue delay in the payment of compensation dating from the construction of the ACW Need for the construction of waiting rooms, toilets, etc., for the passengers Need for construction of a median wall with crossing points because of difference in levels of ECW and ACW Difficulty in road crossing due to absence of crossing facilities Piecemeal, prolonged implementation of road rehabilitation plan causing disturbance to shopkeepers Need for finalizing rehabilitation plan, particularly in relation to hotels, well before the initiation of road rehabilitation operations
Gujranwala-Kharian March 22, 2002 Rahwali 8 Cantt (District Gujranwala)
Dust likely to be a hygiene problem for roadside restaurants during construction/extension of road Unsatisfactory condition of highway from Jhelum to Gujar Khan, driving rendered difficult by development of corrugations and depressions in its surface NHA staff does not allow hotel customers use of the area in front of Roadside Hotels
Continues.
03/19/03
Appendix C
C-3
SEA ofPak, tian lighwav Rehab,hiaiion Project
Continued
Venue
Amrat Pura (Gujranwala)
Main Concems No. of Participants Men Women 21 9 Frequent accidents; necessity of zebra crossings Lack of signboards to caution road users Blocked cross-drainage under old bridge due to carelessness of NHA staff Water stagnation in low lying sites in the RoW in front of the
village
Kotli Sahian(Gujranwala) Deona Mandi (Gujrat)
12
10
14
Lala Musa (Gu)rat)
35
10
Lack of proper parking area for passenger buses Piles of rubbish in the RoW Lack of road crossing facilities resulting in frequent accidents (about 4 accidents in the past year around a single point) Requirement of signboards particularly near educational institutions, hospitals/clinics and other public places High speed traffic causing accidents involving road crossers. Environmental problems and accident hazards increased by the establishment of a tonga/motorized rickshaw stand (average 20 tongas and 15 rickshaws) along the RoW to cater for the needs of about 30 adjoining villages has increased Possible eviction problem and resulting loss of income to the business community due to highway rehabilitation works implemented by NHA (compensation for the bonafide PAPs demanded in the form of shops on the Gujar Khan/Dina
pattern)
Absence of bypass for Lalamusa Lack of rickshaw stand, bus bays, and passenger facilities. High frequency of fatal accidents on the highway (average 15 per month), at least three overhead bridges to cross the highway at different points required Improper parking site along NB part of highway
Turnol-Chablat
March 29, 2002 7 Margalla Hills near Taxila (Rawalpindi)
Establishment of temporary truck stands in close proximity of the highway Excessive number of Traffic Police checkposts (on every 10-15 km of highway) Parking of heavy earth-moving machinery by private entrepreneurs (km 1266) in the RoW a potential hazard Establishment of fruit market at Taxila very close to the
highway
Improper location of U-turns (at wider spacing) Use of the same road for fast as well as slow-moving traffic,
including non-motorized vehicles
Prohibition on the use of extra space in front of wayside hotels for clients
Inadequate signage
Continues
03119103
Appendix C
C-4
SEA of Paktvgan Highway RehahtlationProject
...Continued
Venue
No. of Participants Men Women 3
Main Concems
March 30, 2002 Jinnah Colony (Rawalpindi) 6 Roads poorly lit Hazardous road crossing Absence of lane and/or footpath for pedestrians Lack of drainage system; spread of diseases Lack of highway crossings poses problems for pedestrians, adversely affects business on both sides, and causes road accidents (averaging 3 per month) Immense traffic problems caused by dosure of U-turn in front of POF Barrier No.3 and establishment of U-turn at a distance of 3 km, opposite Royal Memorial Hospital High noise levels Vendors occupying part of RoW Need for tree plantation
Ahmednagar (Rawalpindi)
21
14
Nowshera-Peshawar March 29, 2002 Ismail Khel (Nowshera) Amangarh (Peshawar) 15 7 8 4 Lack of U-turns near the village Appreciation of double road's role in time saving and reducing traffic jams Damage to habitations at lower level than Highway due to rain and flood water accumulation Proximity of residential buildings to the RoW posing constant potential danger of mishaps Acute drainage and sanitation problems
High
Aurangabad (Peshawar) 17 5
noise levels
Appreciation by the locals, particularly women, of ACW construction for reducing road accidents, time savings & efficiency in transport (traffic blockade) Landowners facing difficulties in managing land on either side of the highway, which passes through the village Lack of highway-crossing Motorway adding to road-crossing problem (longer stretch) Absence of road-crossing points for cattle and consequent high number of accidents involving them (on average, 20 per month) Dust, smoke, and noise forming sources of disease Poor road construction standard General tendency of road-building contractors to ignore local labor Poor drainage along highway; stagnant water in front of
habitations/shops
Improper location of U-turns

Continues
03/19/03
Appendix C
C-S
SE4 of Pokt,ean lhghway Rehabhlliotion Project
Continued
Venue
No. of Participants Men Women 12 5
Main Concems
Sarwarabad (Peshawar)
Nasir Kalley (Peshawar)
Nasarpur (Peshawar)
10
Appreciation of double road shown by women for easing crossing for children and thus reducing chances of accidents Skin diseases, malaria, and typhoid, as well as diarrhea, common because of open drain has causing environmental pollution and serving as a source of mosquitoes Accidents because of lack of partition wall in the median Cattle crossing also a problem Accidents due to fast traffic No bus stand Lack of crossing points Absence of U-turn Absence of drainage system High noise levels creating disturbance and causing high blood pressure Dust and smoke causing respiratory diseases amongst local
inhabitants
Chughalpura (Peshawar)
20
Site prone to road accidents Lack of provision for pedestrian road crossings No provision of proper bus-stops and/or waiting rooms for passengers at village site (women and children worst affected); bus stand established (at km 1693) at end of habitation Environmental pollution due to choked-up drain and abundance of rubbish (at Mohajar Garo) Dust causing spread of respiratory diseases
03/19/03
Appendix C
C-6
SFA of Pak,vton Hilghway Rehabhtlattion Project
Exhibit C.3: Record of Roadside Consultations Respondents Hyderabad-Hala Section July 11, 2001 Mr Zahid Hussain Sammon (Member NGO) r/o Khyber Main Concems
Mr Altaf Ali Shah (Computer Operator) r/o Khyber
Dr Hassan Shah (Physician) r/o Khyber
Shops are located just adjacent to the highway corridor; vehicles 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 traffic and cause accidents. There are no lighting facilities for night-time traffic passing through the town. Outside contractors have no comprehension of local conditions and cannot perform the job as per local requirements. The existing highway does not come up to required NHA standards; shoulders are eroded and, with rubbish piled over them, movement of vehicles is difficult. Pedestrians do not have the requisite knowledge of rules governing road safety. Buses cause accidents by stopping right over RoW where hotels and shops are established. The difference in the levels of the ECW and ACW, coupled with the stagnant water in the gap, cause damage to the road surface and serve as a source of diseases (no drainage system). Smoke from vehicles is one of the major causes of environment pollution. Tree plantation is scanty. Rains have damaged the existing road shoulders, making overtaking very dangerous. Pedestrians have very little road sense Vehicles drivers often drive whilst under the influence of intoxicating substances There is no protective wall on either side of the road. Bus drivers ignore the sensitivity of the location (eg, school or hospital) when blowing the horns of their vehicles
Continues
03119/03
Appendix C
C-7
SEA ofPakistanHlighway RehabihiationProject
... ConHinued
Respondents Mr Ghulam Mohammad (ASI Police Station Sakrand) r/o Syed Sohail Akbar Shah Village
Main Concems One lane of the highway is completely worn out due to accumulation of rainwater, the shoulders need heavy repair. Overspeeding is the main cause of accidents. No guiding signs have been put up Environmental pollution and road rehabilitation cause the spread of respiratory diseases. Noise from pressure horns creates disturbance. No overhead bridge has been provided to allow pedestrians to cross roads. The local people have not been consulted regarding the highway improvement policy. There is a lack of first aid or medical centers near the RoW.
July 12, 2001 Mr Ghulam Nabi Somroo (member Business Committee: Sindh Graduate Association, Khyber) and other members r/o Khyber. July 13, 2001 Mr Mohammad Ramzan (President Sindh Goth Sudhar Sangat) R/o Jummo Shaho near Khyber
The highway, in its present form, is in a critically poor condition. Encroachments on both sides of the highway are very common. Heavy vehicles that overspeed are a major cause of accidents. No bus stops exist; buses stop on the road. No provision has been made for rainwater drainage. Proper bus stops are not available. The road is narrow, driving is difficult; and over-taking leads to frequent accidents. No speed breakers exist. An overhead bridge is required to facilitate road crossing. No traffic signal exists. Drivers are generally reckless (so far about 20 fatal accidents involving villagers have occurred). Wild animals also fall victim to speeding vehicles. No signboards have been fixed. Placing stones around broken down vehicles on the highway and leaving them there causes accidents. The road is not in a condition to serve large vehicles. Accidents are often caused by large vehicles being driven by conductors rather than drivers. In the absence of an overhead bridge, people find it difficult to cross the road and must incur the nsk posed by fast-moving vehicles when crossing. Roads are not maintained after construction. The median is deep and is difficult for pedestrians to cross.
Continues...
Mr Anwar Ahmed (Student) r/o Jummo Dero
03/19/03
Appendix C C-8
SEA ofPakislanHighway RehabilitationProject
...Continued
Respondents Mir. Nisar Ahmed (Teacher) r/o Anwar Kot
Main Concems Accidents on the highway are common; overspeeding accounts for most of the accidents. Noise and smoke are polluting the environment. Because the ACW is high, the water drains down and accumulates in front of residential buildings, spreading diseases and damaging structures, trees, and crops. The presence of imported labour means that local women cannot go out and work in the fields. The compensation for affectees is generally not paid before road
rehabilitation.
Mr Mohammad Hussain (Squatter) r/o Khabran
Mr Shahmeer Ali (Squatter) r/o Sekhat
Mr Ali Murad (Squatter) r/o Matyari
Mr Jumo Sheikhu (Squatter) r/o Khabran Mr Karim Dad (Squatter), r/o Dakorywala Hatri
Mr Sahib Din (Squatter) r/o Sekhat
There are no speed breakers near populated areas. Vendors attempting to sell their merchandise to moving vehicles often fall and injure themselves. Students from adjoining schools come over to the highway. During rainy season, water accumulates on the road and creates problems for pedestrians and squatters. Trees have been planted very close to the road and create obstructions for drivers. The general public is unaware of road safety rules. Encroachments often cause accidents on the highway. Vehicles are driven carelessly as there is no enforcement of traffic law. Stagnant water on the road surface impedes the flow of traffic during the rainy seasons; there is no drainage system. Overtaking of vehicles leads to accidents. No overhead bridge exists in this densely populated part of the Hyderabad-Hala Section. Vehicles pose a danger to wild animals. The highway provides a safe escape route to the dacoits who frequent this village. Ploughs fitted to tractors crossing the road cause deep trenching on the road surface. The public does not know how to cross a road. Vehicles overtaking each other at high speed often cause accidents. Livestock grazing is common on both sides of the road and the sudden appearance of animals on the road results in accidents. Drivers often fall asleep while driving, causing accidents. Overtaking is also a major cause of accidents. Vendors often race to board moving vehicles, which results in mishaps.
Continues...
03/19/03
Appendix C
C-9
SEA of Paklstan Highway Rehabilitalion Project
..Continued
Respondents Mr Wall Dino (Squatter) rio Khabran
Main Concems The public is not educated about traffic rules and regulations. Signs have not been put up on the highway. Trolleys loaded with sugarcane and cotton crop cover almost the entire width of the road, causing accidents. The spreading branches of trees along the RoW obstruct vehicular traffic. Travelers seated on the top of vehicles are often hit by tree branches. Passenger coaches tend to overspeed, causing accidents. The school gate of the Jummo Shaho village is right on the highway and is generally crowded with students, making it a potentially hazardous area. Erosion has reduced the effective width of the highway, which is the cause of many accidents. Passenger vehicles are often overloaded. Animal-driven carts obstruct the fast moving traffic and account for many accidents.
Mr Abdul Razzaq (Squatter) r/o Jummo Shaho
Mr Khadim Hussain (Squatter) r/o Bato Dera near Matyari
M/s Murad Ali, Hafiz Ali Murad and others (Road
Road crossing is difficult. There is no waiting room for passengers. During road rehabilitation operations, plying of vehicles, particularly big trucks and loaded trailers, becomes difficult, particularly when it rains. Significant pollution is caused by the emission of smoke. No speed breakers exist. Speeding vehicles pose hazards to the local residents who own land across the highway; there are no speed breakers to reduce the speed of vehicles. High noise levels, smoke, and dust resulting from vehicles pollute the environment. With the rehabilitation of the highway, it is likelycthat speed levels will increase. If the road is widened, the main gate of the Jamaa Mosque, which currently opens on the road, will have to be shifted. There are no signboards. No bus stop and/or passengers' waiting rooms exist.
Continues..
Travelers) r/o Jakheri Marl
M/s Khadim Danno, Mohram and Ali Nawaz (Farmers) r/o Jummo Shaho
03/19103
Appendix C C-10
SEA of PakislanHighway RehabilitalionProject
...Continued
Respondents July 14, 2001 Mst. Rina, Mst. Maji, Mst Bai r/o Sekhat
Main Concems The high frequency of road accidents must be checked. Overworked bus drivers cannot drive safely. Crossing the road is hazardous, particularly for old people. Speed breakers are non-existent. There are no barriers on either side of the road to prevent children from climbing onto the highway. Road improvement might cause the influx of people from other localities, creating social problems, eg, addiction of children to heroin, restriction on the movement of women. A sharp turn on the highway and the sudden appearance of fastmoving vehicles poses serious problems for road crossing. There is no waiting facility for bus passengers. There is a lack of appropriate signs. Avenue tree plantation is needed to absorb environmental pollutants.
Mst. Safooran Brohi, Mst. Jannat Abro, Mst. Shameem Memon r/o Beho
Hala-Moro Section July 17, 2001 Mst. Hatil, Mst. Fatimah, Mst. Pathani, Mst. Raji r/o of Pir Jhando
Pedestrians are not conversant with the traffic rules and often cause accidents. A separate path for pedestrians is required. The transportation of material for the construction of the road (ACW) causes problems to road users. No speed breakers have been constructed to check the speed of vehicles. Livestock must cross the road to get to the abundant bushes on the other side. No bus stop or waiting rooms exist. Bus drivers do not stop their vehicle to allow passengers to alight at the proper location. The local villagers are forced to hire a tonga at exorbitant charges. 0 The inhabitants must become accustomed to high noise levels. Residents whose houses have been affected by the road o rehabilitation program have yet to be compensated. The large difference in the ACW and ECW levels creates problems for pedestrians. Trees are a great necessity in this area; they should not be cut. Local people should be employed in road rehabilitation operations.
Continues...
03/19/03
Appendix C
C-I I
SEA of Pakistan Highway RehabilitalionProject
...Continued
Respondents July 18, 2001 Mr Ghulam Murtaza (Farmer) r/o Pir Jhando
Main Concems The low-lying parts of the Highway are waterlogged and have poor drainage. Accidents occur due to I. pot holes and depressions in the road. ii. overbalancing of overloaded trucks attempting to avoid the overhead branches of avenue tree plantation. Depressions on the road surface, overspeeding vehicles, and incorrect overtaking are major causes of road accidents. The injured/dead persons on the road remain unattended for hours at a time. Buildings are encroaching onto the RoW. Roadside trees are being cut illegally. Traffic is slow because of the poor condition of the road, which makes It easier for vendors to sell their wares. When the ACW project is completed, speed breakers must be built to check the speed of vehicles. Roadside tree plantation is required to provide shade for vendors and pedestrians. Overgrown branches from existing trees are obstructing vehicles at many sites. No signboards have been installed on the highway to caution and/or direct drivers. There is no tree plantation. The highway is a shambles. The speed of vehicles is checked by the road that is currently under construction. Speed breakers must be constructed to slow down traffic. Employment/ business opportunities currently available will finish with the completion of the project. The dust level is very high. The highway is in a deplorable condition (ACW under construction). Vehicle drivers have little consideration for pedestrians and cause a number of accidents. There are no speed breakers to reduce the traffic's speed. Inhabitants in the vicinity of the Highway are under constant threat from dacoits who escape using the Highway. The road is too narrow to allow the smooth passage of vehicles, which quite often fall onto the agricultural land adjoining the RoW.
Continues...
Dr Rafeeq Ahmad Javaid r/o Bari Goth
Mr Ghulam Rasool (Squatter: Fruit Seller) r/o Moro
Mr Khuda Bux (Squatter: Mat Seller) r/o Bubak Village near Manchar Lake Mr Roop Chand (Squatter. Fruit Seller) r/o Saeedabad Road
Mai Wassal, MsL Tajil, Mst. Reshaman, Mst. Izzat and Mst. Hajani Haleeman r/o of Goth Baghio
03119103
Appendix C
C-12
SEA of PakislanHighway RehabilitationProject
...Continued
Respondents M/s Sain Bux, Harab shah, Akbar Shah, Alihar Keho, Din Mohammad (Farmers) r/o Kundi Stop Village, near Sakrand
Main Concems No bus stops exist along the highway. Trees can be looked after by the local residents. The availability of transport is inadequate and the existing buses are overloaded. Tape recorders played at a high volume are a common nuisance for passengers. Vehicles often slip off the road during the rainy season when shoulders are muddy. Local people are not employed in road-building operations. An alternate route should be provided during road construction. The drainage system is not effective. Noise levels are high. The road surface is often damaged by tractors fitted with deep ploughs crossing the road. Animals killed in accidents lying on the road for long periods. There are no warning signs, instructions, or edifying verses for road users Overspeeding causes accidents. There is no provision for the drainage of standing water Extremely poor condition of ECW causes frequent accidents. The poor condition of the road has an adverse effect on hawkers and vendors. There is an accumulation of rubbish and plastic bags along the RoW. The ECW and its alternate routes are in a deplorable state resulting in frequent, long traffic jams. 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.jroad construction operations and noise. The ECW is studded with pot holes and depressions. The alternate route established on parts of the ECW has an extremely rough surface, which causes traffic jams. Passengers have to wait long hours for buses. Accidents involving dogs, buffaloes, and camels are common. The influx of road-building labour from other areas has had a marked influence on the area's culture. New settlers to the area have caused the spread of disease. PAPs must be compensated promptly.
Continues...
July 19, 2001 Mr Abdul Majeed (Businessman) r/o Deh Phalail
Mr Rasool Bux Baghio (Businessman) r/o Goth Ganbiro Road Moro
Mr Nisar Ahmad Memon (Member, Welfare Association) r/o Moro.
Dr Mushtaq Jokhio (Veterinary Doctor) r/o Moro
03/19/03
Appendix C C-13
SEA of Pakistan II ghway RehabilitationProject
...Continued
Respondents
Main Concems
Mst Jameela (General Councilor, Moro Union Council) r/o Moro
Mr Nazar Mohammad (Squatter) r/o Panj Moro
Mr Sher Mohammad (Squatter) r/o Moro
Mr Safdar Ali (Squatter) r/o Pir Jhando Road
Mr Raees Nawab Wali Mohammad (Squatter: Melon Seller) r/o Kot Jan Mohammad Dahri
The alternate route, provided during the construction of the ACW, is completely inadequate. Traffic jams are common; noise levels are high; and heavily loaded trucks often overbalance. Fatal accidents occur frequently because of poor road conditions. Outsiders are employed in preference to local labour causing friction. Local women find it difficult to go out of their houses because of the large number of non-local labourers working on the ACW. No waiting room has been provided for bus passengers. Trees are scanty. Roads having speed breakers causes more accidents than smooth ones. Hawkers/sellers running along passenger vehicles often fall victim to road accidents. An overhead bridge is required for pedestrians. The road is so narrow that overtaking vehicles often slip off it, resulting in casualties along the RoW. The highway is completely broken down. Vehicles generally overspeed. Overtaking is extremely difficult as the shoulders of the road are worn out; vehicles stop on the road for the same reason. These factors account for the occurrence of road accidents. Road construction material is defective, so the road cannot bear the pressure of overloaded vehicles. The lack of drainage facilities causes rainwater to stand on the roads. This stagnant water becomes even dirtier due to the accumulation of rubbish in it. Tractors damage the road surface. Vehicles cause major noise pollution. Existing road construction material is of poor quality and in inadequate quantity, so that depressions have dcieveloped in the road surface. Depressions and corrugations on the road surface are also a result of the overloading of vehicles far beyond permissible limits The road is waterlogged as a result of the irrigation of agricultural land on either side of the highway. Tree branches from roadside plantations often obstruct running vehicles, causing accidents. The police do not allow business in the RoW. Dust spoils the goods that are to be sold (melons). When the road construction project finishes, vendors will lose their clientele, since passing vehicles are unlikely to stop to allow passengers to buy edibles. Speed breakers are required on the new road (ACW) since the adjoining village is densely populated.
Continues...
03/19103
Appendix C C-14
Continued
Respondents Mr Javed Ali (Squatter: Coconut Seller) r/o Qazi Ahmed
Mr Ilyas Kori (Squatter Chhalya Seller) r/o Goth Ilyas Abrejo Mr Abro (Squatter Mango Seller) r/o Wingheree Mr Mohammad Machhi (Squatter: Juice Seller) r/o Sakrand
Main Concems Encroachments and squatting are common and fatal accidents occur when overspeeding vehicles collide into encroachers'/squatters' establishments. Markets, tonga/rickshaw stands, mosques, madaris, lmambargahs, etc., are often established on the RoW. Once these unauthoraized structures have been put up, they are difficult to remove. Only one tree exists, therefore there is insufficient shade for pedestrians. Vehicles overtake at a reckless speed. Smoke, dust, and noise are a problem. Practically a tree-less site, pedestrians have little protection here from the scorching sun. Haw kers face difficulty and fall victim to accidents when they swarm around moving vehicles. The newly constructed speedbreakers are inadequate and cannot check the speed of vehicles. Earth and crushed stone piled on both sides of the highway, are a source of mishaps causing passengers alighting from vehicles to slip and fall. Recklessly speeding vehicles are responsible for many fatal accidents involving local residents. Smoke emission and the noise of vehicles are common environmental pollutants. There is neither a bus stop nor a waiting room for passengers. No bus stop or passengers' waiting room exists to cater for the needs of residents living in adjoining villages. Since the ACW is under construction, vehicles use the ECW which is narrow and can barely accommodate two vehicles. Traffic accidents often result when vehicles overtake each other. No hospital/clinic exists in the proximity of the highway. Oil spills from overturned oil tankers spoil crops in adjoining agricultural fields. Smoke and suspended particles emitted from vehicles are common environmental pollutants. Road construction material is often unloaded on the road. There are few trees on either side of the highway. No signboards exist to guide road users. Crossing the highway is difficult, particularly when one lane (ACW) is being constructed and vehicles on the ECW travel at break-neck speed. Smoke and noise mar the environment. Cut trees must be replaced.
Continues...
Mst. Manzooran, Mst. Maryam, Mst. Neeman r/o Mir Khan Leghari
Mst. Noor Khatoon, MsL Fatimah, Mst. Asma, Mst. Haleema r/o Miral Leghari
Mst. Razia, Mst. Maryam, Mst Reena, Mst. Saran r/o Village Faqeerabad
03/19/03
Appendix C
C-15
...Continued
Respondents
Main Concems
Gujranwala-Kharian Section March 18, 2000 Truck Driver 5 No.
The drivers appreciated the effort of NHA in improvement work and the improvement of road surface conditions. They expressed their willingness to pay Toll Tax to finance the improvement work. They accepted their fault as regards the overloading of trucks and consequent damage to roads. They indicated their willingness to abide by the rules if these were implemented honestly. A median wall exists but the turning point is located unduly far away. An overhead bridge is needed. There is a lot of traffic noise near the school. Overspeeding vehicles are a problem. Signs are inadequate.
March 22, 2000 Hafiz Abdul Ghafoor (Shopkeeper) r/o Ghakkar
Turnol-Chablat Section March 30, 2002 M/s Rehmat, Soofi Jan Ali and Bakhtiar Shah r/o Sang Jani
Ws Faisal Khan, Asfand Maroof, Malik Abdur Rashid (Property Dealer) r/o Nawababad. Nowshera-Peshawar Section March 29, 2002 Abdul Mateen Khan There are not enough U-turns. (Businessman) r/o The NHA's approval for the installation of a petrol pump nyr Saeedabad Akora, Khattak had been delayed unnecessarily. M/s Khan Zaman Khan, Nasir Khan (Businessman) r/o Kundi Nasir
The RoW is used by encroachers/squatters (eg, Tumol, Sang Jani, and Taxila) as well as temporary dwellers (eg, Mohabbat Abad). The road has to be crossed in order for students to reach their school. The crossing is very dangerous. Road mishaps are frequent. Bus stops are inadequate. U-turns are badly situated.
The highway has no drainage system. The site is potentially hazardous because of fast moving traffic.
03/19103
Appendix C C-16
SEA of Pakistan Highway Rehahilitation Project
Appendidx
: Amendme8nts to P?roject Design a1nd Tender/Contract DocumentDs
D.1 D.1.1
Proposed Design Amendments Design Standards
The design drawings produced for different highway sections were reviewed in the course of the environmental and social assessment; the main features of upgraded sections are outlined below:
D
Generally, the existing horizontal and vertical alignments will be used, except in the case of a small number of bypasses in populated areas. New highway sections will be constructed only as bypasses to help avoid traffic bottlenecks in urbanized areas and improve highway safety. Substandard curves will be upgraded and minimal re-alignments carried out within the existing right of way (RoW). All highway sections will be paved with asphalt concrete with no provision for dirt surfaces. Pavements will be widened and upgraded; road shoulders will be compacted and double surface-treatment applied to them. On certain sections, the road embankment will be raised above the surface and flood water level, using earth and stone as necessary. Provisions will be made for cross-drainage structures including culverts, pipes, bridges, and causeways as appropriate. Road signs, markings, and guardrails will be erected along the p?oposed highway sections 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 highway surfaces. Reduced highway templates will be used for those sections passing through populated areas. Engineering Observations
D.1.2
Exhibits 3.4 to 3.7 illustrate typical highway cross-sections both for rural and urban locations. These drawings indicate various roadway components, including physical dimensions, types of surface, and base, sub-base, and shouldcr materials.
03/19/03
Appendix D D-1
In any highway development project, the project design must conformn to the specifications and tender/contract documents. Inconsistencies revealed during the project's environmental review, in the draft engineering design, specifications, contract documents and bill of quantity (BoQ) were subsequently addressed and are described below. Engineering Designs, Drawings, and BoQ Drawing Omissions: The draft highway design specifications lacked the following features: * Disposal sites for undesirable soils, surplus common material and un-recyclable scrapped/scarified bituminous material
*. Sources of borrow material *. Access roads for the transport of construction material * Locations of contractors' campsites, storage sites and machinery parking/repair yards 3 .
Highway Cross-Sections: Only typical highway cross-sections have been prepared. Detailed cross-sections incorporating site-specific topography and ground layout will be designed by the Contractor. Standing Vegetation: Roadside trees have been depicted as scattcred vegetation, and their varieties, extent, or levels of maturity have not been defined. Areas of scrub vegetation, grasses and other foliage have not been demarcated. The trees along the perimeter of the project corridor are the property of the provincial forest departments under whose jurisdiction a particular section falls. This jurisdiction may conflict with the draft project specifications that assign the responsibility for vegetation clearing and plantation to the main engineer supervising a particular construction site. This is to be carried out in consultation with the concemed provincial forest department. The regulations that apply include Items 102a, 102b and 102c, vide Specification 102 under Bill 1 (Earthworks of the BoQ) under which 1050 trees will be cleared without any provision for replanting. Avenue plantation to compcnsatc for the trees cleared must be incorporated into the project scope. DisposalArrangements: Appropriate disposal arrangements are requircd as part of the project design, depending on the quantity of undesirable soils, unsuitable and surplus common material, and scarified bituminous surfaces. Under Item 103, vide Specification 103 under Bill 1 (Earthworks of the BoQ), 25,000 cubic meters of soil are to be removed by stripping. Under Item 209b, vide Specification 209, 248,000 square meters of bituminous road pavement is to be removed through scarification.
According to Clause 3.1 of the Special Provisions' of Bidding Documents - Contract Conditions, December 2001, ... earth fill, aggregate, rock, or any other materials for use in the
works shall be provided by the Contractor from sources to be identified, sampled, tested and approved by the Engineer.
03/19/03
Appendix D D-2
SEA of PakistanHighway Rehabilitalion Project
Separation of Embanlanents and Borrow Pits: No minimum horizontal distances have been delineated to separate the edges of embankments and borrow pits. Medians: Although dimensional details for concrete medians have been defined in the project design, green medians lack both dimensional details as well as provisions for vegetation and stormwater drainage. Vertical Road Profiles: No vertical profiles have been included in the design. This makes it difficult to identify details such as sag points, which generally act as drainage relief points, particularly along green medians. Embankments: Raised embankments have not been symbolically depicted in the draft design, nor have details for embankment protection against scouring/erosion been incorporated. DrainageDetails: No details have been included for the disposal of stormwater run-off from highway surfaces, green medians, and embankment slopes. This applies even to urban centers that have not been provided with drainage facilities to cope with this problem. Traffic Flow Directions: Most of the project's highways plans do not indicate the direction of traffic flow symbols. Asphalt Plants: Suitable locations for asphalt concrete mixing plants have not been identified. LivestockWWildlife Crossings: Although pedestrian crossing sites in the form of zebra crossings/overhead bridges have bcen indicated in most of the plans, provisions for underground crossings for livestock or wildlife have not been made in areas where the embankment height exceeds 2 m. Similarly, brick- or concrete-lined ramps protecting embankments against erosion/scouring caused by the hooves of either livestock or wildlife, have not been included in the draft design. Topographical/AdministrativeDetails: Important topographicaVadministrative details such as the names of major cities/towns, rivers/water courses, railways crossings, and other features have not been indicated in the draft design. Traffic Diversion Plans: Traffic diversion/management plans were not 'repared during the design phase. U-Turns: Although most U-turns have been marked on the plan, the direction of flie turnings has not been indicated. Water Source/Quantity: Sources of water and the respective quantities it is possible to obtain from these sources, have not been indicated in areas marked for highway construction and rehabilitation. Accident Prone Zones: Zones that pose a potential hazard and increased risk of accidents have not been indicated on the plan. Traffic Volume: The current traffic densities/volumes plying the project corridor have not been indicated on the plan.
03/19/03
Appendix D
D-3
SEA of Pakislan Highway Rehahilitation Project
Road Safety: Local traffic has not been segregated from highway traffic in certain congested areas along the project corridor. Specificationsand TenderiContract Documents In general, the draft highways specifications and contract/tender documents do not specify the environmental and social issues relevant to the project. These need to be merged into the project design in conformity with the design and engineering drawings. Salient features of these omissions include: * *
i
Erosion control or landscaping measures to be carried out once the construction period is over The nature and extent of induced development Mitigation measures to be carried out during highway construction The location of contractors' campsites and machinery yards, and the extent of community-owned resource use leading to potential conflicts with the local population Compliance with the National Environmental Quality Standards (NEQS) Facilities such as roadside rest areas, parking areas, and repair/recovery bays.
i* Project clearance by the EPAs concerned
Project Components The project components necessary to mitigate the potential environmental impact, enhance project benefits, and carry out effective environmental management and monitoring, include the following as part of the project design, specifications and tender/contract documents: * * Earthworks and landscape rehabilitation, including engineering and vegetative mitigation 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, and recovery/repair bays
*. Institutional improvement, environmental management, and monitoring plans.
03/19/03
Appendix D D4
SEA ofPakislanHighway RehabilitationProject
D.2
Proposed Amendments to Specifications, Bidding, Tender and
Contract Documents
D.2.1 Annexure I
Performance Bank Guarantee Subsequent to Sub-clause (b), the following statement will be inserted as Sub-clause (c): In addition to routine engineeringworks, the Contractorwill also be responsible for compliance with his responsibilitiesunder the EnvironmentalManagement Plan (EMP) andResettlement Action Plan (RAP) (where applicable), as per the provisions of this contractagreement. Detour Roads and Traffic Maintenance The first paragraph will be amended to read as follows: The Contractorshall carry out his operationsso as to cause the least possible obstruction and inconvenience to the public and surroundingecosystems in accordance with Items ... and... of GeneralSpecifications and ... Contents of Bidding Documents Subsequent to Part 2, page ITB-5 , Section 8 will be inserted to read as follows: Section 8 Environment-RelatedIssues and Mitigation Measures This section will detail the Contractor's responsibilities with regard to the implementation of the EMP and RAP. Bid Prices Subsequent to Clause 13, page ITB-7, Sub-clause 13.5 will be inserted to read as follows: In addition to the cost of engineering works, the Bidder will include aspart of his bid, the costs of compliance with his contractualresponsibilitiesin implementing the EMP and RAP (where applicable). Examination of Bids and Determination of Responsiveness Subsequent to Clause 26, page ITB-13 , Sub-clause 26.4 will be inserted to read as follows: While ascertainingthe bid, the Employer will also carry out a diligent scrutiny of the Bidder'sproposal to assess its adequacy and responsiveness in complying with the contractualobligations related to the implementation of the EMP and RAP (where applicable).
03/19/03
Appendix D D-5
SEA of Pakistan Highway RehabihltationProject
Performance Security Subsequent to Clause 34, page ITB-17 , Sub-clause 34.4 will be inserted to read as follows: In view of the potentially detrimentalenvironmental impact resultingfrom highway construction operations, the Bidder's performancesecurity will also be deemed to cover his contractualobligationsto comply with the requirements of the EMP and RAP (where applicable). Conditions of Contract In addition to the existing definitions listed on page COC-1, the following environmentrelated terms and their definitions will be inserted to read as follows': Environment: The surroundingzones within the limits of the CoI (the corridorof impact affected by project activities that have an environmental impact); and its natural(physical and biological) and human resources (people, economic development, and qualityof life parameters). Environment Resource or Value: An aspect of the environment that is of benefit to man, including all ecological resources and values. Ecology: The study of the inter-relationshipsbetween organisms and their environments. Ecosystem: A community and its environment (living andnon-living considered collectively, which may range in extentfirom the very small to the very large). Environment Effect/Impact: The effect on an environmentalresource or value resultingfrom naturalor man-made actions, includingproject development (measured by physical, chemical, and biologicalparameters). Environmental Impact Assessment: An assessment of the changes in environmentalresources or values resultingffrom the implementation of a proposedproject. Environmental Monitoring: Observing the effects of development projects on environmental resources and values, including sampling analyses and temporary observations during the project construction/implementationstage, and continuingperiodicobservations duringproject operation. Environmental Planning: Planning activities with the objective ofpreserving or enhancingenvironmental resources or values. Initial Environmental Examination: An initialexamination to estimate probable environmentalimpacts, in orderto ascertain whether the studies detailedabove are needed to conduct an EIA.
4As
adapted from the Environmental Guidelines for Selected Infrastructure Projects, Asian Development Bank, 1993.
03/19/03
Appendix D D-6
SEA ofPakitanHighway RehabilitationProject
Biodiversity: The variabilityamong living organismsfrom all sources including inter alia, terrestrial,marine or other aquatic ecosystems, and the ecological complexes of which they are a part; including diversity within species, between species, and of ecosystems4 . Insurance Subsequent to Sub-clause 13.1, page COC-5, Sub-paragraph (e) will be inserted to read as follows: Environmentaldamage with a significantly adverse impact which cannot be mitigated through the measures proposed. Safety Subsequent to Clause 19.1, page COC-6, the following statement will be added to read as follows: The Contractorshall be responsiblefor the safety of all on-site operations including environmental damage arisingfrom either his or his sub-contractor's activities. Quality Control Subsequent to Clause 34.1, page COC-10, Clause 34.2 will be added to read as follows: On the instructions of the Engineer-in-Charge,the Contractorwill be obliged to carry out all ambient air, noise, soil, water quality and other tests specified as part of his obligations under the EMP. Unless otherwise stated, the cost of these tests will be deemed to have been included in the Contractor'sbid ratesfor other items Termination of Contract Subsequent to Sub-clause 59.2, page COC-17, Sub-paragraph (i) will be inserted to read as follows: The Contractordoes not comply with his contractualobligationsoin implementing the EMP and RAP (where applicable), and undue damage is caused resulting in a significantly negative environmental impact. Special Provisions Work Schedule Subsequent to Sub-clause 4.1, page SP-4, the following sub-paragraph will be inserted so as to read: Complete contractualobligations with respect to implementing the EMP and RAP (where applicable).
SAs
adopted from 'Biodiversity Action Plan for Pakistan'.
03/19/03
Appendix D D-7
SEA of PakistanIHighway RehabilitationProject
Engineer's Laboratory Subsequent to Clause 8.5, page SP-16, Sub-paragraph (4) will be inserted to read as follows: The Contractorshall arrangeto provide environmental testing equipment to the Engineer's laboratoryfortesting ambient air, noise, soil, and water quality, and carrying out any other tests relatedto environmentalpollution as per the attached list. D.2.2 Annexure 2 (Supplementary Conditions of Contract)
Borrow Areas Subsequent to Clause SCC-6, page SCC-2, the following paragraph will be inserted so as to read: At the end of construction works, the borrow areas utilized are required to be rehabilitated,refilled, and landscapedto restore them as closely as possible to their originalcondition as stated in the EMP, and to the satisfaction of the Engineer-in-Charge. Making Good Damages to Services and Earth Faces The first sentence of the second paragraph of Clause SCC-13, page SCC-3, will be amended to read as follows: All damage to the surface of the land, including standing vegetation, the beds of, both perennialand non-perennialwater-couurses, protection banks, and river-beds etc. Dangerous Materials Subsequent to Clause SCC-15, page SCC-3, the following sentence will be inserted so as to read: The Contractorwill be entirely responsiblefor ensuring the safety of his workers and localpopulace, as well as preventing or mitigatingenvironmental from the storage of dangerousmaterials. contamination of any kind arising D.2.3 Annexure 3 (Corrigenda to NHA General Specifications, 1998)
Protection ofEnvironment The last line of the existing paragraph, page 2, will be amended to read as follows: ... in conformity with the statutory and regulato;yenvironmental requirements of thefederal/provincialenvironmentalpprotectionagencies (EPAs) and the World Bank (WB), as well as the requirements stipulatedin the EIA and EMP, including those prescribedelsewhere in this document...
03/19/03
Appendix D D-8
Subsequent to the second paragraph of the same clause, the following sentence will be added so as to read: However, after emergent works have been completed, the Contractorwill carry out suitable environmental mitigation measures with the approvalof the Engineer-in-Charge. Subsequent to the third paragraph in its present continuation, the following passage will be added so as to read: ... to its originalstate to the entire satisfaction of both the SupervisingEngineer and the landowner. Borrow Pits for Embankment Construction Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: However, depending upon soil type, water table depth, ground topography, and the currentstate of vegetation etc., a minimum distancefor borrow areas outside the RoW will be pre-specified by the Engineer-in-Charge. The main ruling factors determining these distances will be protecting the highway against capillary action causingporepressure to damage the pavement, andpreventing water stagnationfrom becoming a disease vector. Soil Erosion and Sedimentation Control Subsequent to the existing paragraph in its present continuation, the following passage will be added so as to read: Sedimentation basins with impervious linings will be constructed at suitable locations to help contain any silt run-oft,andprevent the prematuresiltation of downstream watercourses and reservoirs. Air Quality Subsequent to the existing paragraph, the following paragraph will be added so as to read: Any open vehicle transportingfreshlymixed asphalt concrete and laying the pavement, must be equipped with a full tarpaulin cover. This will help red'uce toxic fumes and prevent atmospheric contamination. Preservationof ArcheologicalAssets and Antiquities The existing heading will be modified to read: PreservationofArcheological, Cultural, Religious Assets, Heritageand Antiquities The existing two paragraphs will be replaced with the following passage: Materials ofany kind unearthed during any type ofsite excavation, including fossils, coins, articles of value or antiquity, or other remains or objects of geological, archeological, cultural and/or religious value, shall be deemed to be
03119103
Appendix D
D-9
SEA of PakivanHighway RehabilitationProject
the property of the Government ofPakistan. The Contractorwill take all precautions to prevent his workmen or any otherpersonsfrom removing or damaging any such articles (or objects), andprotect the sitefrom further disturbances. Upon discovery, the Contractorwill immediately inform the Employer's representative, who in turn will contact the nearest archeological authorityso that the matter may be settled under the provisions of the Antiquities Act at the expense of the government, except where otherwise included in the obligations of the Contractor. Furtherconstructionwork will commence upon the clearanceof the Client, in consultation with the authoritiesconcerned. Environmental Coordinator The Contractor shall appoint an environmental coordinator to act as a liaison officer managing environment-related matters arising at his site of work. The environmental coordinator should hold a degree in environmcntal engineering or environmental sciences, and have a minimum experience of one year of working in construction-related work. The environmental coordinator shall coordinate closcly with the Environmental Supervisor of the Contract Administration and Construction Supervisor to ensure that all environmental-related conditions are implemented during the pre-construction and construction phases of the project. The environmental coordinator shall be responsible for 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 a safe distance from local settlements to prevent potential disputes with the local population. Wherever possible, campsites will be located within the RoW. Otherwise the Contractor will make suitable arrangements on private lands, paying due compensation to the landowner, and ensuring that the campsite is restored to its original condition to the satisfaction of both the Engineer-in-Charge and the landowner. Local resources will be utilized only when strictly necessary, and the approval of the local community will be sought bcfore doing so. Measures to bridge the social gap between 'outside' workers and local communities will be carried out by providing the e latter with the maximum possible number ofjob opportunities. 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
03/19/03
Appendix D D-10
SEA ofPakistan Highway RehabihltationProject
rD Proposed power supply Proposed all-weather surfaced areas. In case a campsite is located on privately owned land, the Contractor shall also submit the following information to the Engineer-in-Charge, duly signed by both the landowner and the Contractor:
D' D D D D D
- Details of the compensation to be paid Agreed period of land tenure Modes of payment Any specific requirements of the landowner concerned Photo-documentation of the site in its original condition, prior to campsite construction Detailed plan for the restoration of the proposed campsite after construction works have been completed.
D>
National Environmental Quality Standards The Contractor will ensure compliance with the NEQS; in this context, periodical environment-related tests will be carried out as required by the EMP. D.2.4 Earthworks and Allied Activities
Maintenance of Embankment Works During Construction Subsequent to the first paragraph in its present continuation, the following passage will be added so as to read: It will be mandatoryfor the Contractorto carry outpositive measures to stabilize embankment slopes with indigenous vegetation including herbs, shrubs, and grasses etc. D.2.5 Classification of Excavation
Maintenance of Embankment Works During Construction Sub-clause 105.2.5 ('Clearing and Grubbing') will be added to read as follows: The top layer of organicsoils up to a depth of 25-30 cm, will be carefully stored/stackedand reapplied to the top of new surfaces once construction work has bee completed. This willfacilitate the early/quick regenerationof new vegetation. Safety of Quarry Sites While extracting construction material from quarry sites, the Contractor will adopt suitable measures to ensure the safety of his workforce, local residents, crops, trees, and all other property, against all hazards of blasting, dust and noise pollution.
03/19/03
Appendix D D-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 to prevent disturbing the ecosystem in the immediate vicinity of the construction site. If such disturbances cannot be avoidcd, then the site will be restored to a degree ensuring that it merges in with its natural surroundings. Removal or Diversion of Water Sources Water removal/diversions will be carried out in a manner preventing damage to any property, land, crops, and surrounding ecosystem. At the same time, the Contractor will ensure that water sources are not allowed to become stagnant, subsequently creating a health risk or social hazard. If removing or diverting any water sourccs, the Contractor will take measures to protect biota in the waterways by using sedimentation basins/screens or other mitigation techniques to avoid disturbing sediments, prevent pollution caused by equipment, and check the loss of watcr environment during construction activities. Removal of Bituminous Surfacing Arrangements 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-up and/or populated areas, and water resources in order to avoid health hazards and the unsightly contamination of land/crops. The material will be disposed of safely in pits constructed in impervious soils, or alternatively, equipped with strong, impervious waterliners. A far higher degree of care will be exercised when upgrading old highway pavements comprised partly of coal-tar. This material has a high concentration of carcinogens, and is a major source of cancer. Bituminous Mixing Plants To avoid environmcntal degradation, bitumen-mixing plants must be locatcd well away from populated areas and campsites, and haul-trucks must be equipped with tarpaulin covers to prevent bituminous materials from escaping. Such plants arc potentially a critical source of toxic air cmissions containing polyaromatic hydrocarbons, odorous substances, 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 making them receptive to the early/quick growth of indigenous vegetation. Once such vegetation have established its rootstocks, it will act as reinforcement holding the stones 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 in consultation with the local Divisional Forest Officer (DFO), to ensure the complete removal of roots and stumps.
03/19103
Appendix D
D-12
SEA of PakistanHighway RehabililalionProject
After removal, the trees shall be stockpiled at designated locations and become the property of the provincial forest department concerned, unless otherwise directed. The Contractor must be aware that trees may only be felled after having obtained permission and authorization from the forest department and respective landowners concerned. The Contractor is, therefore, advised to initiate this approval procedure as soon as possible in order not to delay construction. Construction Requirements Any individual trees that the Engineer, in consultation with the local DFO, may designate and mark with a ring of white paint shall be left undamaged. All other trees to be cleared shall be counted and an inventory prepared, indicating their species, girth of trunk, and the volume/weight of timber/fire-wood likely to be yielded. After clearing, these trees will become the property of the Client who will arrange auctions as per the prevalent provincial laws of the forest departments concerned. Fumishing, Planting, and Maintaining Tree Plants Once construction works have been completed, the Contractor will procure the recommended species of plants/saplings for linear/strip plantations on top of embankments and in the RoW. The provision of these plants will comply with the specifications of the forest department concerned. Description of Plants The Contractor shall procure plant saplings and carry out maintenance and planting operations according to project specifications and accepted forestry practices, in order to ensure that the saplings are well grown at the time of completion of the contract. The maintenance period for new saplings will be based on the forestry practices prevailing in that particular area. The species, sizes, and numbers of plants to be procured and planted, and the locations at which they are to be planted, shall be determined by the project design drawings or as identified by the Engineer-in-Charge in consultation with the local DFO. Plant Material Requirements All plants procured must pass the inspection standards stipulated by the local forcstry laws of the province with respect to disease and infestation; inspection certificates are required 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 with vigorous root systems. Plants cut back from larger sizes to meet specified sizes will not be acceptable. Procured plants must also be free of damage or disfigurement, appear healthy and vigorous, and bear evidence of proper top and root pruning. Unless otherwise indicated in the design drawings, all the plants introduced must be nursery grown. Saplings to be planted must be suited to growth in that particular rcgion, capable of reaching maturity in a short period, and merging adequately with the local ecosystem.
03/19/03
Appendix D
D-13
SEA of PakistanHighway RehahilitationProject
Tree Plants Tree plants procured in containers and acclimatized to outside conditions will be deemed acceptable provided they match field-grown stock, subject to verification by the Engineer-in-Charge and DFO based on nursery visits. Collected wood-grown or natural seeding plants shall conform in quality, size, and grade to the requirements for nursery-grown stock given herein, if their use is permitted as indicated in the design drawings, or as directed by the forestry officials concerned. In all cases, collected wood-grown or natural 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-grown plants'. Their root systems must be well-protected, and the plant procured in accordance with the specifications stipulating quality and protection as discussed above. Pot-grown plants must be well-developed, and their roots capable of binding earth together after having been removed from their containers, but without being entirely root-bound. Prior to on-site plantation, 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, and to each box, bundle, bale, or container containing one or more plants. Labels must indicate 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 to project specifications when not attached to individual plants. The label must also indicate the 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 place and at any time, by the Engineer's representative, ie, the local DFO. The Contractor shall apprise the Engineer as to the sources of the plant material procured, and notify the Engineer of the planting operation schedule. After arrival at the site of work and prior to the time of planting, the Engineer's representative/local DFO will inspect each plant to verify its compliance with project specifications and drawings. Plants that do not conform to these specifications will be marked or otherwise identified as 'rejected'. All rejected plant material shall be removed from the project site and be replaced by the Contractor with plant material conforming to all 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 the Contractor. Plantation layouts will be subject to the approval of the local DFO prior to the commencement of planting operations.
03119103
Appendix 0 D-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 project excavations due to plant growth, shall be separated from the soil and disposed of at locations approved by the Engineer in consultation with the local DFO. Such topsoil will be replaced with fertile soil such as peat or loam. Maintenance Until such time as all planting work to be carried out under the contract has been completed by the Contractor and been accepted by the Engineer and the DFO concerned, the Contractor shall be responsible for the efficient maintenance of all plants. This will involve keeping plants in healthy, growing condition by watering, pruning, spraying, and shading as required. Maintenance will also include keeping planting areas free from weeds, grass, litter, and debris, as well as keeping the area smooth, neat, and attractive. In the event of an infestation by insects or disease, plants shall be treated using preventive or remedial measures approved as good forestry practices upon the advice of the local DFO. Guarantee and Replacement Until such time as all planting work to be carried out under the contract has been completed by the Contractor, and over a maintenance period of one year after the planting has been accepted by the Engineer/local DFO, the Contractor shall guarantee the life and satisfactory condition of all the plants he has procured. During this period, all plants, which, in the opinion of the forestry officials concerned are in unhealthy or badly impaired condition, shall be replaced with satisfactory plant material. Once planting operations have been completed, and prior to the completion of all normal work, the Contractor will identify any plants not in healthy, growing condition and ensure that they are promptly removed. As soon as seasonal conditions permit, the Contractor will replace all the plants that were removed, with plants of the same kind and size and in the same manner as originally specified, and at no extra cost to the Employer.
03/i9/03
Appendlx D
D-15
Appendix E: Noise Level Monitoring Data and Future Projections

E.1 Noise Level Monitoring Data
Noise level monitoring was carried out along various highway sections selected for improvement under Phase I of the project. The observations were recorded at different locations during the day and at a fixed point at night. Special emphasis was laid on recording the present levels of vehicle-generated noise around hospitals and schools etc., within the Col 2, in order to assess the future impact of noise once the improved road facilities engender,a time-bound increase in traffic volume. Noise levels recorded at highway points protected by vegetation barriers when compared to levels measured where such barriers did not exist, showed that the barriers reduced noise levels to a significant extent. Noise levels were recorded simultaneously at 6 m from the edge of the pavement (about 7.5 m from the source) and either near recipient structures or at the Col 2 limit of 200 m, where applicable. This was done in order to assess how noise levels at the window height of a recipient structure gradually decreased with distance. Data on noise levels along the project corridor has been presented in the sequence given in Exhibit E.1. Exhibit E.1: Sampling Locations for Noise Levels
Exhibit No.
Hyderabad-Hala Section E2 E 3 E.4 E.5 E.6 E.7 E.8 E9 E.10 E 11 E.12 E.13 E.14 E. 15 E.16 3/19/03 Residential building Iqra Primary School, Goth Ghulam Akbar Shah Hala-Moro Section Residential building Rural health center, Shah Pur Jahania Govt. secondary school, Kazi Ahmad Moro-Ranipur Section Residential building Govt. college, Kandyaro Gujranwala-Kharian Section Govt. high school, Thekhrian Rural health center, Punjan Kassana Residential building Tumol-Chablat Section Famous Elementary School, Wah Cantt Shard Hospital, Wah Cantt Residential building Nowshera-Peshawar Section Govt high school, Nowshera Residential building Appendix E E-1
Venue
SEA of PakistanHighway RehabilhtationProject
Exhibit E.2: Noise Level Monitoring Data for Hyderabad-Hala Section Venue: Date: Residential building January 29-30, 2002 Distance from Edge of Road (m) 50 50 100 100 100 50 100 50 100 100 100 100 100 100 100 100 100 100 50 100 100 100 50 100
No. 1. 2. 3. 4 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.
Chainage (km) 207-208 205-206 205-206 198-99 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 181-182 184-185 184-185 180-179 162-163
Time 1330-1400 1430-1500 1530-1600 1630-1700 1730-1800 1830-1900 1930-2000 2030-2100 2130-2200 2230-2300 2330-2400 0030-0100 0200-0230 0300-0330 0400-0440 0500-0530 0600-0630 0700-0730 0800-0830 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330
Readinga (dBA) 65.2 65.8 66.4 64.9 64.8 65.7 64.7 66.2 65.8 66.1 64.2 65.3 64.9 65.7 64.9 63.9 64.7 65.8 65.8 62.9 637 64.7 65.1 66.2
Readingb (dBA) 67.3 65.2 64.3 63.9 62.8 63.7 62.5 63.2 62.4 64.7 63.2 64.3 63.7 64.2 62.9 61.7 63.8 62.7 63.8 62.6 62.7 64.3 63.6 64.3
Type of Traffic Trucks blaring loud music Trailers + trucks Mixed traffic Bus Trailers Trucks Mixed traffic Trucks Trucks Trucks Trucks Trailers + trucks Trucks + trailers Tractors + trailers Trucks Trucks + trailers Trucks Jeeps + buses Buses Trucks Trailer+ trucks Buses + trucks Trucks Mixed traffic
+ trailers
a At 6 m from edge of road
b At window level of receptor
3/19/03
Appendix E E-2
stan Highway RehablihtationProject SEA of Pakv
Exhibit E.3: Noise Level Monitoring Data for Hyderabad-Hala Section

Venue: Date: Location: lqra Primary School, Goth Ghulam Akbar Shah January 30, 2002 Chainage 184-185 km
(dBA) No. TimeReading

1. 2. 3. 4. 5. 6. 0930-0945 1000-1015 1030-1045 1100-1115 1130-1145 1200-1215 62.9 63.7 63.9 64.7 64.4 65.1
Readingb (dBA)
62.1 62.4 63.00 62.6 64.2 63.2
from ~ Distance Edge of Road

50 50 50 50 50 50
Type of Traffic
Trucks + trailers Trucks Trucks + trailers Mixed traffic Mixed traffic Mixed traffic
b At window level of receptor a At 6 m from edge of road These readings were taken during school hours Readings measured within the school compound ranged between 56.2 and 58.2 dBA without traffic
3/19/03
Appendix E
E-3
SEA of Pakistan Highway RehabiilationProject
Exhibit E.4: Noise Level Monitoring Data for Hala-Moro Section

Venue: Date: Residential building January 27-28, 2000 T Chainage Time (km) No. (kin) 307-308 298-299 292-291 278-277 276-277 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 240-241 276-277 276-277 276-277 232-233 232-233 1200-1230 1300-1330 1400-1430 1500-1530 1600-1630 1700-1730 1800-1 830 1900-1930 2000-2030 2100-2130 2200-2230 2300-2330 2400-0030 0100-0230 0300-0330 0400-0430 0500-0530 0600-0630 0700-0730 0800-0830 0900-0930 1000-1030 1100-1130 1230-1235 1240-1245 Reading' (dBA) (dBA) 64.5 65.2 62.8 63.9 65.5 64.8 64.6 63.7 64.8 66.2 65.9 64,6 63.9 61.9 62.4 60.4 63.2 64.5 65.1 64.8 66.9 62.8 68.4 60.4 58.3 Readingb (dBA) 62.6 58.7 57.6 59.1 58 63.7 62.5 65.8 56.8 62.7 64.3 63.2 62.1 57.8 58.4 57.8 56.9 59.4 56.3 64.5 62.4 60.5 63.2 54.8 55.3 Distance af Edge fd rom (in) ~~Road 50 100 100 100 100 100 100 50 100 100 100 100 100 100 100 100 100 100 100 100 100 50 50 50 50
No. 1. 2. 3. 4 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25.
Type of Traffic Trucks Trucks + trailers Trucks Buses Mixed traffic Buses Jeeps Trucks Tractors Trucks + trailer Trucks + trailer Trucks + trailer Trucks + trailer Trucks Trucks Trucks Trucks Buses + trailers Mixed traffic Mixed traffic Mixed traffic Trucks Trucks+ trailers + buses Trucks Buses
b At wrndow level of receptor
3/19103
Appendix E
E4
SEA ofPakivian Highway RehahilitationProject
Exhibit E.5: Noise Level Monitoring Data for Hala-Moro Section
Venue: Date: Location: No. 1. 2. 3. 4. 5. 6.
Rural health center, Shahpur Jahania January 29, 2002 Chainage 305-306 km Reading'
Time Na. Time 093G-0945 1000-1015 1000-1045 1100-1115 1130-1145 1200-1215
~~(dBA)
Reading' (dBA) 62.2 61.8 60.4 58.2 63.5 59.7
Distance from Edge of Road (in) 100 100 100 100 100 100
Type of Traffic TyeoTrfc Trucks Trucks + trailers Trucks Mixed traffic Trucks Trucks + buses
64.5 63.8 64.9 65.7 64.8 65.6
a At 6 m from edge of road These readings were taken during working hours.
Exhibit E.6: Noise Level Monitoring Data for Hala-Moro Scction
Venue: Date: Location: No. 1. 2. 3. 4.
Government secondary school, Kazi Ahmad January 28, 2002 Chainage 276-277 km Time Reading' (dBA) 67.0 65.6 64.3 63.8 Reading' (dBA) 64.8 62.3 60.4 60.6 Distance from Edge of Road (m) 50 100 100 100 Type of Traffic Trucks + trailers Mixed traffic Buses + trucks Trailers + trucks
0915-0945 1015-1045 1115-1145 1215-1245
Readings measured within the school compound ranged between 57 and 58 dBA without traffic.
3/19/03
Appendix E E-5
SEA ofPakitan Highway RehabilitationProject
Exhibit E.7: Noise Level Monitoring Data for Moro-Ranipur Section

Venue: Date: Residential building January 26-27, 2002
No.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23.
Chainage (kim)
413-414 395-394 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 372-373 405-406 413-414 413-414 380-390 355-356
Time
1500-1530 1600-1630 1700-1730 1800-1830 1900-1930 2000-2030 2100-2130 2200-2230 2300-2330 2400-0030 0100-0130 0200-0230 0300-0330 0400-0430 0500-0530 0600-0630 0700-0730 0800-0830 0900-0930 1100-1130 1200-1230 1300-1330 1400-1430
Reading' (dBA)
68 67.3 66.8 65.1 64.8 64.9 63.7 63.9 64.2 62.1 61.9 60.8 61.3 60.9 61.3 62.3 61.8 61.9 61.8 67.8 71.0 66.4 65.8
Readingb (dBA)
61.9 60.3 62.4 60.6 60.2 59.8 59.3 58.8 60.1 61.4 60.1 57.8 57.4 57.9 57.4 58.1 58.4 58.7 59.8 65.1 66.7 64.1 63.8
Distance from Edge of

Road (in) 50 100 100 100 100 100 100 100 50 100 100 100 100 100 100 100 100 50 50 50 50 100 100
Type of Traffic
Mixed traffic Mixed traffic Trucks + trailers Mixed traffic Trucks + trailers Trucks Trucks Trucks t trailers Trucks Trucks Trucks + trailers Trucks Trucks Trucks Trucks Trucks + buses Trucks + trailers Trucks + trailers Trucks Mixed traffic Trucks + trailers Trucks + trailers Buses + trailers
+
buses
b At wndow level of receptor
3t19/03
Appendix E E-6
Exhibit E.8: Noise Level Monitoring Data for Moro-Ranipur Section
Venue: Date:
Govt. college, Kandyaro January 27, 2002
Location: Chainage 372-373 km No. 1. 2. 3. 4. 5. Time 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330 Readinga (dBA) 62.4 63.9 66.2 64.8 65.7 Readingb (dBA) 59.8 60.1 60.4 59.2 59.8 Distance from Edge of Road (m) 50 50 50 100 100 Type ofTraffic Trucks Mixed traffic Mixed traffic Trucks + trailers Mixed traffic
a At 6 mfrom edge of road
Exhibit E.9: Noise Level Monitoring Data for Gujranwala-Kharian Section
Venue: Date:
Govt. high school, Thekhrian April 12, 2002
Location: Chainage 1400-1401 km No. 1. 2. 3. 4. 5. 6. 7. Time 0800+0830 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330 1400-1430 Reading' (dBA) 64.9 65.1 64.7 65.3 65.4 65.5 64.9
' Readingb (dBA)
Distance fromTyeoTrfi TypeofTraffic Edge of Road (m) 50 50 50 50 50 50 50 Trucks Buses,+ trucks Cars + buses Mixed traffic Mixed traffic Trucks + buses Mixed traffic
62.9 63.3 62.8 63.6 63.4 63.1 63.2
Readings were taken during school hours. Readings measured within the school compound ranged between 62 1 and 62.8 dBA without traffic
3/19103
Appendix E
E-7
SEA of Pakivian Highway RehabilitationProject
Exhibit E.10: Noise Level Monitoring Data for Gujranwala-Kharian Section

Venue:
Date: Location:
Rural health center, Punjan Kassana

April 13, 2002 Chainage 1405-1406 km
No. No. rime Time

1. 2. 3. 4. 5. 6. 7. 0800-0830 0900-0930 0100-1030 1100-1130 1200-1230 1300-1330 1400-1430
Readingj
~~(dBA)
Reading' (dBA)
64.2 64.6 63.8 63.6 62.9 63.7 63.5
Distance from Edge of Road (in)

50 50 50 50 50 50 50
Type of Traffic TyefTafi

Mixed traffic Trucks + trailers Trucks Jeeps+cars Buses Mixed traffic Trailers
+
65.4 65.6 65.2 64.9 64.8 65.4 65.8
buses
The readings were taken during working hours Readings measured within the building compound ranged between 61.9 and 62.2 dBA without traffic.
3/19103
Appendix E
E-S
SEA ofPakistanHighway RehabihliationProject
Exhibit E.11: Noise Level Monitoring Data for Gujranwala-Kharian Section Venue: Date: Residential building April 13-14, 2002 Chainage (km) 1399-1400 1397-1398 1396-1397 1395-1396 1390-1391 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1386-1387 1377-1378 1366-1367 1355-1356 1345-1346 1339-1340 1335-1336 1320-1321 T Time (kin) 1500-1530 1600-1630 1700-1730 1800-1830 1900-1930 2000-2030 2100-2130 2200-2230 2300-2330 2400-2430 0100-0130 0200-0230 0300-0330 0400-0430 0500-0530 0600-0630 0700-0730 0800-0830 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330 1400-1430 1500-1530 Readinge (dBA) 65.3 65.1 65.2 64.8 64.9 65.1 64.6 65.3 64.2 65.7 64.2 64.8 63.7 64.2 64.8 64.9 65.1 65.4 65.2 64.9 64.6 65.4 64.9 64.3 64.6 Readingb (dBA) 64.2 62.8 63.4 63.2 62.4 61.8 62.2 63.6 61.7 63.8 62.9 62.6 62.2 62.6 62.8 63.1 63.3 62.8 62.2 62.4 62.3 63.2 63.3 62.8 61.7 Distance from Edge of 50 100 50 50 100 200 150 50 150 50 50 50 50 50 50 50 50 100 100 100 100 100 100 150 200
No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25.
~~~~~~~~Road (in)
Type of Traffic
Mixed traffic Mixed traffic Buses + trucks Trucks + trailers Trucks + cars Mixed traffic Trucks Trucks + buses Trailers Trucks + buses Trucks Trailers Trucks Trailers + trucks Trucks Buses Tru&ks + buses Mixed traffic Mixed traffic Mixed traffic Trucks + buses Mixed traffic Mixed traffic Mixed traffic Mixed traffic
3/19103
Appendix E
E-9
SEA of Pakktan Highway RehahtlitationProject
Exhibit E.12: Noise Level Monitoring Data for Tumol-Chablat Section

Venue:
Date:
Sharif Hospital, Wah Cantt.

April 16, 2002
Location: No.
1. 2. 3. 4. 5. 6. 7.
Chainage 1580-1581 km Time Reading' (dBA)

65.6 66.2 65.8 64.9 64.8 65.4 65.8
Readingb (dBA)
64.8 65.4 64.3 64.1 64.2 64.4 63.9

50 50 50 50 50 50 50
Type of Traffic TyeoTafc

Mixed traffic Trucks +trailers Trucks Jeeps + cars Buses Mixed traffic Trailers + buses
0800-0830 0900-0930 0100-1030 1100-1130 1200-1230 1300-1330 1400-1430
Exhibit E.13: Noise Level Monitoring Data for Tumol-Chablat Section

Venue: Date: Location: Famous Elementary School, Wah Cantt April 15, 2002 Chainage 1579-1580 km
No.
1. 2. 3. 4. 5. 6. 7.
Time
0800-0830 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330 1400-1430
Readinga (dBA)
64.8 65.1 64.6 65.3 65.7 65.4 64.9
Readingb (dBA)
63.1 62.9 63.4 63.6 63.4 63.1 63.2

50 50 50 50 50 50 50
Type of Traffic
Tp fTfi
Trucks Buses + trucks Cars + buses Mixed traffic Mixed traffic Trucks + buses Mixed traffic
b
Readings measured within the building compound ranged between 62.3 and 63 2 dBA without traffic.
3119103
Appendlix E
E-10
SEA ofPakistanHighway RehablhitatlionProject
Exhibit E.14: Noise Level Monitoring Data for Turnol-Chablat Section

Venue: Date: Residential building April 16-17, 2002 Chainage T (km) No. (kin) Time 1570-1571 1571-1572 1572-1573 1572-1573 1573-1574 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1580-1581 1577-1578 1579-1580 1581-1582 1575-1576 1565-1566 1560-1559 1551-1552 1500-1530 1600-1630 1700-1730 1800-1830 1900-1930 2000-2030 2100-2130 2200-2230 2300-2330 2400-2430 0100-0130 0200-0230 0300-0330 0400-0430 0500-0530 0600-0630 0700-0730 0800-0830 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330 1400-1430 1500-1530 Readinga (dBA) (dBA) 66.1 65.9 65.4 65.6 64.9 65.1 64.6 65.2 64.2 65.7 64.2 64.8 63.9 64.2 64.8 64.9 65.1 65.4 65.2 64.9 64.6 65.4 64.9 64.3 64.6 Readin? (dBA)gb (dBA) 64.2 62.8 63.4 63.2 62.4 61.8 62.2 63.6 61.7 63.8 62.9 62.6 62.2 62.6 62.8 63.1 63.3 62.8 62.2 62.4 62.3 63.2 63.3 62.8 61.7 Distance from Edge of ~~Road (in) 50 100 50 50 100 100 100 50 100 50 50 50 50 50 50 50 50 100 100 100 100 100 100 100 100
No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25.
Type of Traffic Mixed traffic Mixed traffic Buses + trucks Trucks + trailers Trucks Trucks Trucks + buses Trailers Trucks + buses Trucks Trailers Trucks Trailers + tnucks Trucks Buses Trucks + buses Mixed traffic Mixed traffic Mixed traffic Trucks + buses Mixed traffic Mixed traffic Mixed traffic Mixed traffic
+ cars
Mixed traffic
3119/03
Appendix E E-11
Exhibit E.15: Noise Level Monitoring Data for Nowshera-Peshawar Section

Venue: Date: Govt. high school, Nowshera
April 18, 2002 Location: Chainage 184-185 km No. 1. 2. 3. 4. 5. 6. 7. 8. Time 0800-0830 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330 1400-1430 1500-1530 Readinga (dBA) 65.1 65.7 64.9 65.8 65.4 64.9 64.6 65.4 Readingb (dBA) 63.9 63.4 63.1 64.1 63.8 62.4 62.2 63.1 Distance from Edge of Road (m) 100 100 50 50 100 150 200 200
Type of Traffic Buses Buses + trucks Trucks Trucks + trailers Mixed traffic Trucks Buses Mixed traffic
a At 6 mfrom edge of road
Readings measured within the building compound ranged between 62 2 and 62.8 dBA without traffic.
3/19/03
Appendix E E-12
Exhibit E.16: Noise Level Monitoring Data for Nowshera-Peshawar Section

Venue: Date: No 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
15.
Residential building April 18-19, 2002 Chainage (kin) Time 1600-1630 1700-1730 1800-1830 1900-1930 2000-2030 2100-2130 2200-2230 2300-2330 2400-2430 0100-0130 0200-0230 0300-0330 0400-0430 0500-0530
0600-0630
Readinga (dBA) 65.7 66.1 66.4 65.8 65.7 65.9 66.2 65.2 65.4 65.6 65.7 66.1 65.1 66.4
66.4
Reading" (dBA) 64.2 63.8 63.7 63.5 63.9 64.1 63.8 63.5 63.2 63.7 63.1 62.1 62.6 63.7
63.4
Distance from of Traffic Edge of Road (mn) Type TyeoTrfi 50 100 100 150 50 50 50 50 50 50 50 50 50 50
50
1661+1662 1661+1662 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663 1662+1663
1662+1663
Mixed traffic Trucks + buses Mixed traffic Trucks Trucks + trailers Trucks + buses Trucks + trailers Trucks Trucks + buses Trucks + trailers Trucks + trailers Trailers Trucks Buses + trailers
Mixed traffic
16. 17. 18. 19. 20. 21. 22. 23. 24. 25.
1662+1663 1677+1678 1677+1678 1677+1978 1680+1681 1682+1683 1684+1685 1693+1694 1693+1694 1693+1994
0700-0730 0800-0830 0900-0930 1000-1030 1100-1130 1200-1230 1300-1330 1400-1430 1500-1530 1600-1630
66.2 66.6 65.9 64.8 65.4 66.1 66.2 65.9 66.2 66.4
63.8 62.9 62.8 62.2 63.7 62.6 62.4 63.8 63.2 62.5
100 150 150 200 50 100 200 100 150 200
Mixed traffic Trucks + buses Trucks + buses Trucks + jeeps Mixed tfaffic Mixed traffic Trailers + buses Mixed traffic Mixed traffic Mixed traffic
3/19/03
Appendix E
E-13
E.2 E.2.1
Future Projections for Noise Levels Vehicles Generating Noise
The National Environmental Quality Standard (NEQS) for noise is set at 85 dBA at 7.5 m from the source of noise. The vehicle types primarily responsible for generating noise include automobiles, buses or trucks, rail vehicles, and two- and three-wheeled vehicles. For a vehicle traveling at a typical urban area speed of 50 kph, the noise generated depends on engine capacity and the make of the car, ranging between 65 and 75 dBA when the vehicle is moving in third gear, and between 75 and 85 dBA, when it is accelerated in second gear.
Ignition occurs at a higher pressure in diesel-powered vehicle engines than in gasoline ones, and the former emit a significantly greater degree of airborne vibration. This is particularly true for heavily loaded vehicles climbing slopes or accelerating from a complete stop. In addition, the engines of such large vehicles, particularly trucks, are constantly operated at full throttle, and their air intake and exhaust exacerbate the noise already produced by diesel engines. Inlet silencers are capable of reducing this noise by 5 dBA, and effective mufflers can bring down the noise emitted by trucks from 100 dBA to about 92 dBA.
6it&-/,))
42 '1/4.rv 4_
Motorcycles and rickshaws generate particularly loud levels of noise that even the vehicle's occupant is not protected against. Noise levels can be as high as 120 dBA immediately behind the vehicle. Under maximum noise conditions, the noise at 15 m ranges between 77 and 88 dBA in newer models, and between 90 and 95 dBA in older machines equipped with poor mufflers. E.2.2 Foreseeable Trends
Growing urbanization, the rising numbers of automobiles and trucks, anod the quantity of traffic have all contributed to increasing noise levels. Formerly quiet areas have become noisy, and traffic-free periods during the night have become less frequent. In order to predict levels of vehicle noise over the next few decades, the following factors will have to 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 Changes in legislation Changes in public attitudes towards the noise problem.
> > >

D
>
3119/03
Appendix E
E-14
SEA of Pak,svan Highway RehabilitationProject
Characteristics of Traffic Noise Traffic-generated noise is intrinsically discontinuous; as a vehicle approaches an observation point, the noise level rises, peaks, and then decreases as the vehicle moves away. However, a steady flow of traffic (ie, average or dense traffic conditions) generates an almost constant level of noise, from which only the noise emitted by certain vehicles (such as trucks and motorcycles) may be distinguishable.
04,/2-to ?
E.2.3
0'(>)2
%22 *I l_
9%-
-/2.)
Unlike the noise emitted by a single vehicle, which depends solely upon the vehicle's own characteristics and on tire-road contact, traffic noise is determnined by a number of parameters 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 levels significantly and deserve to be reviewed in detail, while others have a negligible effect.
3/19/03
Appendix E
E-15
SEA of Pakistan Highway RehahilhtationProject
E.2.4
Rise in Noise Levels
The rise in noise levels can be very roughly correlated with the estimated growth in vehicle population, annual mileage covered, and average vehicle speed in an area. In suburban areas, noise levels rise especially in the vicinity of fast highways that bear a constantly increasing number of vehicles. Noise level increases approximately as 20 log N (where N is the number of vehicles) on highways. Using the traffic counts for day and night provided by the project's design consultants, noise levels were projected at 50 m and 100 m for the years 2009 and 2024 (see Exhibit 7.8 in Section 7). For a line source such as a crowded highway, the noise level decreases by 3 dB for each doubling of distance from the source. Sound diverges spherically and the sound pressure level is inversely proportionate to the distance from the source, ie, if the sound pressure 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 of more than 50 vehicles per hour rises by 3-5 dBA whenever the speed is doubled over 24.6 mph. The peak levels increase at a greater rate with increased traffic flow and the average 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 even at points close to the highway (ie, at 6 m). Further, the projected values for the year 2009 fall within Pakistan's NEQS of 85 dB at 7.5 m from the source. These values, when determined for greater distances, indicate an even lower noise level within 65 dB and 60 dB for 100 m and 200 m, respectively. However, the projected noise levels at 6 m for the year 2024 do exceed the prescribed NEQS noise level on many sections. A maximum level of 95 dB was projected for the Taxila-Tumol section, but farther away, these levels were significantly attenuated. For example, at a 100 m distance on the same section, the noise level dropped to 71 dB, and dropped 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 traffic in general. These include:
D
Provisions in urban planning and road design, including the use of sound screens or barriers 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 Housing Administration 1395, January 27, 1967.
3/15/03
Appendix E E-16

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Public Disclosure Authorized

Final Report March 19, 2003

Public Disclosure Authorized

Sectoral Social and Environmental Assessment

Public Disclosure Authorized

National Highway Authority, Pakistan

SEA ofPaki vtan Highway RehabilitationProject

SEA of PakislanHighway Rehabilitation Project

SEA of PakistanHighway RehabilitationProject

' ECIL, Bidding Documents and Contract Conditions, 2002

SEA ofPakistanHighway Rehabililation Project

Alternative Transport Options

SEA of Pakivian Highway RehablihationProject

SEA of PakislanHighway RehabilitationProject

SEA ofPakivianHighway RehabilitationProject

Executive Summary viii

Environmental Impact Assessment and Mitigation Measures

SEA ofPaksitan Highway Rehabilitation Project

Impact on Air Quality

SEA of PakitanHighway RehabilitationProject

SEA ofPakistanHighway RehabilitationProject

SEA of PakistanHighway Rehabilitalion Project

SEA of Pakistan Highway RehabilitationProject

Executive Summary xiv

SEA of PakistanHighway RehabilitationProject

SEA of PakistanHighway RehabilitationProject

Policy, Legal, and Administrative Framework

2-4 2-4 2-5 2-5 2-5 2-6 2-6 2-6 2-6

3.3 3.4 3.5

SEA of PakistanHighway RehabilitationProject

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

4-3 4-3 4-4 ...........................................4-4 4-4

Environmental and Social Baseline .

Corridor of Impact .. 5.1.1 Delineating the Col .................................

SEA ofPakistan Highway RehabilitationProject

Public Consultation ..................................................

6.2 6.3 6.4 6.5

Environmental Impact Assessment and Mitigation Measures... 7-1

Land Acquisition, Resettlement, and Compensation ................ .

SEA of PakistanHighway RehabilitationProject

8.4 8.5 8.6 8.7

Environmental Management Plan

10. Selected References ..

A-1 B-I C-1 D-1 E-1

SEA ofPak,stan Highway RehabilitationProject

SEA of Pak,vtan Highway RehabilitationProject

SEA ofPakistanHighway RehabilhtationProject

SEA ofPak,zan Highway RehabifitationProject

% Rate of Increase in Traffic Volume (Base Year: 2001) 2001

9.52 6.81 7.85 7.53 7.85 23.1 27.4

11.0 7.8 9.0 8.6 9.0 26.8 31.6

14.0 10.0 11.5 11.0 11.5 34.2 40.3

17.8 12.8 14.7 14.0 14.6 43.6 51.4

21.7 15.5 17.9 17.0 17.8 53.1 62.5

26.4 18.9 21.7 20.7 21.6 64.6 76.1

128 129 128 126 127 129 128 129 129

177 178 177 175 176 179 178 178 179

90,000 80,000 70,000

60,000 60,000 50,000

20 2001 2004 2009

SEA of PakistanHighway RehabilitationProject

Exhibit 1.4: Existing Highway Network in Pakistan

~ ~ , ~ ~-- ~ ~ _lN_ ~--