Professional Documents
Culture Documents
CONTENTS
I. INTRODUCTION.......................................................................................5
V. PUBLIC CONSULTATION.....................................................................29
VIII. CONCLUSIONS.................................................................................42
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FIGURES
TABLES
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LIST OF ABBREVIATIONS
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I. INTRODUCTION
1.Government of Pakistan (GoP) has requested the Asian Development Bank (ADB) to
provide a multi-tranche financing facility (MFF) to facilitate investments to support the
proposed Karachi Mega City Sustainable Development Program (KMCSDP, the
Program). The KMCSDP will implement a number of subprojects within seven
components including: support to institutional reform and development; water supply and
wastewater management; urban roads; traffic and transportation; improvement of katchi
abadi (squatter settlements) and assistance in housing for the poor; public awareness
and outreach; investment program management and engineering support.
2.This Initial Environmental Examination (IEE) presents the environmental assessments
of the road link between Super Highway (M-9) and the National Highway (N-5), a
component of the traffic and transportation sector in Tranche 1 of the MFF. This IEE has
been carried out to ensure that the potential adverse environmental impacts are
appropriately addressed in line with Environment Policy (2002) and ADB Environmental
Assessment Guidelines (2003). This IEE has also been prepared to meet the
requirements of the GoP for environmental assessment.
3.This IEE is submitted to ADB by the City District Government Karachi (CDGK) and this
report will be submitted for review and approval by the Sindh Environmental Protection
Agency (SEPA) if required by the Pakistan Environmental Protection Act 1997 (PEPA
1997) and its subservient rules and regulations.
A Overview
4.The MFF will substantially support improvements to transport sector in Karachi. The
transport component in Tranche 1 of the KMCSDP MFF includes urgently needed
widening and rehabilitation of Link Road between Super Highway (M-9) and National
Highway (N-5). This link road between two important highways connecting Karachi with
the rest of the country caters for over 5,500 vehicles per day. More than 80% of this
traffic consists of heavy vehicles, trucks, trailers and tankers. With the new
developments planned along the road the traffic on this road is likely to increase
significantly.
1 Defined as “any activity, plan, scheme, proposal or undertaking involving any change in the environment
nd includes-(a) construction or use of buildings or other works; (b) construction or use of roads or other
transport systems; (c) construction or operation of factories or other installations; (d) mineral prospecting,
mining, quarrying, stone-crushing, drilling and the like; (e) any change of land use or transit/transportuse;
and (f) alteration, expansion, repair, decommissioning or abandonment of existing buildings or other
work roads or other transport systems, factories or other installations.
2 The Ministry of Environment, Government of Pakistan has delegated the power of the Federal Agency
for EIA and IEE reviews for projects falling in different provinces to the environmental protection
agencies of the respective provinces. Federal Agency in this case is the sindh Environmental Protection
Agency.
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Regulations 2000) provide the necessary details on the preparation, submission, and
review of the IEE and the environmental impact assessment (EIA). The regulation
categorizes the projects on the basis of anticipated degree of environmental impact.
Project types that are likely to have significant adverse impact are listed in Schedule II of
the regulations and require an EIA. Projects that are not likely to have significant
adverse impacts are listed in Schedule I and require an IEE to be conducted, rather than
an EIA, provided that the project is not located in an environmentally sensitive area.
Provincial Highways or major roads (except maintenance or rebuilding or reconstruction)
costing more than Rs 50 million require EIA (Schedule II) and those costing less require
IEE. .
7.According to this schedule there is no requirement to submit an IEE or EIA to the
SEPA for this road. However the IEE-EIA Regulations 2000 also allow the
environmental protection agencies (EPAs) to direct the proponent of a project whether or
not listed in Schedule I or Schedule II to file an IEE or EIA for reasons recorded in such a
direction. Such a direction would need to be issued after recommendation in writing
from the Environmental Assessment Advisory Committee to be constituted under the
IEE-EIA Regulations 2000.
E Report Structure
11.Following this introduction this report contains seven more sections including (ii)
description of subproject; (iii) description of the environment; (iv) environmental impacts
and mitigation; (v) public consultation; (vi) institutional requirements and environmental
management plan; (vii) findings and recommendations; and (viii) conclusions.
12.Photographs of the project area are presented in Appendix A and the environmental
management plan is presented in Appendix B.
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A Background
14.The population of Karachi is increasing at more than 4% annually. Correspondingly,
the city is growing both laterally and vertically. A consequence of the vertical expansion
is increased traffic on the existing roads. The recurring traffic congestions on the city
roads suggest that traffic on most of these roads have exceeded their carrying
capacities. Recent improvement of the inner road network has eased the situation to
certain extent however, in the absence of mass transit system any further vertical
expansion of the city is likely to be slowed down due to lack of road capacities. Under
the circumstances, considerable horizontal expansion is taking place. As the city is
bounded on the south by the sea and to the west by Hub River and Balochistan, the
expansion is more towards the east and north.
15.The expansion to the east is more rapid. The factors that contribute towards making
the eastward direction preferable for expansion are a) the terrain in this direction is flat
and generally alluvial making it more suitable for development, unlike the north where it
is more rocky, b) two major roads in the east, the National Highway (N-5) and the Super
Highway (M-9), provide easy access to the area whereas in the north the only road is the
recently developed northern bypass, c) lastly, proximity to industrial zones such as
Korangi, Landhi, Port Qasim Industrial Zone and Gharo (further east of Port Qasim).
16.In addition to the industrial development taking place in Gharo Industrial Area, Bin
Qasim and both sides of National Highway (N-5), development are also taking place
along the link road. These include Education City, some industrial units, and many
housing schemes.
17.Karachi is connected to the rest of the country by three major highways (see
Figure 1). The RCD Highway to the west connects the city to Hub, Quetta and rest of
the Balochistan, whereas the Super Highway (M-9) and the National Highway (N-5), to
the east connect the Karachi rest of the country. The National Highway (N-5) has been
recently converted to dual lane highway whereas the Super Highway (M-9) is being
converted to limited access motorway. A major part of the traffic on these highways
consists of trucks carrying goods imported at Port Qasim and Karachi Port or designated
for export from these ports. Another source of truck traffic on these highways are the
industrial areas of Karachi. Karachi, being the industrial center of the country also
generates traffic on these highways in the form of finished goods designated for north or
raw material from received from the north.
18.The expansion of the city to the east in the form of new housing schemes,
development of new education institutions, and industrial units has put an added load on
the existing link road between the National Highway (N-5) and the Super Highway (M-9).
The road is an important link that will:
i) Bring upcountry traffic on the Super Highway (M-9) to the Port Qasim, Korangi,
Landhi and Gharo industrial zones
ii) Bring upcountry traffic on Super Highway (M-9) to the Port Qasim and to some
extent to Karachi Port
iii) Bring upcountry traffic on RCD Highway to the Port Qasim, Korangi, Landhi and
Gharo industrial zones
iv) Bring upcountry traffic on RCD Highway to the Port Qasim
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v) Connect Bin Qasim and Gharo industrial areas to residential sectors in the
northeast.
19.To meet the increasing traffic demand with the pace and shape of development of the
city in near future, rehabilitation and widening of this link road is imperative not only to
accommodate the increasing traffic needs but to provide relief to the existing facilities.
20.The feasibility study of the link road suggests that this route has enough potential to
meet the increasing traffic demands associated with the development of Karachi city. It
is envisaged that with the expansion of this road, a viable route would be established
with the potential to serve the growing traffic demand and to reduce the congestion on
the other nearby routes.
B Existing Road
13.The existing Link Road is two lane single carriageway starting from National Highway
(N-5), Karachi-Thatta-Hyderabad section at about 8 km from Pakistan Steel Mills and
terminating at Super Highway (M-9) at Km 24, near Kathore Village. The length of the
Link Road is 18.1 km between the two highways. About 85% of traffic on link road
comprises heavy trailers and trucks. The existing link road is connected with the Super
Highway (M-9) with a single loop interchange, whereas the National Highway (N-5)
between Karachi and Thatta is connected with an at-grade intersection.
14.The existing road condition is rated from poor at most places and fair at some
locations. The earthen shoulders are also in bad shapes. The deep rutting on the left
lane owing to movement of heavy loaded vehicles and no maintenance. The deck slabs
of the bridges have wide holes which are repaired improperly from time to time. The
culverts are in good shape and do not need any major repair. Only minor repair may be
needed.
15.The existing link road is toll facility. There exists one toll plaza on National Highway
(N-5) side whereas only a temporary cabin is erected on the Super Highway (M-9) side
to collect toll.
16.Traffic survey on the road was undertaken in 2001. According to this survey, the total
annual average daily traffic on the road in 2001 was 4,102. This is projected to increase
to over 5,500. The traffic survey also showed that more than 80% of the traffic consisted
of buses, trucks, trailers, and tankers.
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20.The road will be constructed according to American Association of State Highway and
Transportation Officials (AASHTO) design codes.
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Physical Environment
21.Topographically ridges, plains, and the coastal belt are the dominant topographic
features of the Karachi. The main features include ridge and runnel upland in Sindh
Kohistan, piedmont colluvial fans and peneplains, north of Karachi, moidan and Gadap
Plains, plains and Plateau of Malir-Lyari Interflous, plains and Hills of the Coastal Belt.
22.Pakistan has 15 seismo-tectonic regions.3 The proposed project is located in the
seismo-tectonic region of the Southern Kirthar Ranges, where a moderate level of
activity is believed to exist, but large magnitude earthquakes are rare. The Building Code
of Pakistan4 places Karachi in Zone 2 corresponding approximately to Intensity VII of the
Modified Mercalli Scale of 1931.5 The peak ground acceleration values in the Zone 2
according to the Building Code of Pakistan ranges from 0.08 to 0.16 g. Thus every
construction in this zone should be designed to withstand the load corresponding to
ground acceleration value of about 0.2 g.
23.There are no significant natural freshwater sources in Karachi. Almost the entire
freshwater needs are met by surface waste sources located outside Karachi, i.e. the
Indus River (about 120 km to the east of the city) and the Hub River (a perennial stream
that originates in Balochistan) that marks the boundary between Karachi and
Balochistan.
24.The Lyari and Malir Rivers that pass through the city do not have any natural flow,
except during the monsoons. Lyari River that passes through the western Karachi, rises
in the northeastern part of the Karachi district and is joined by smaller natural drains
within the city limits. The Malir River rises in the northeast of the city and flows through
the eastern part of the city. Outside the monsoon season flows in these rivers are more
or less completely formed by municipal sewage and industrial effluent discharges that
flow into the rivers and tributaries as they traverse the city.
25.Groundwater resources in the Karachi area are limited. The aquifers close to the
coastal belt are mostly saline and unusable for domestic purposes. The aquifers near
the Hub River bed, estimated to lie at depths of 50-100 m, are well developed and are
source of water for agriculture and other domestic purposes. The main potential sources
of groundwater pollution in Karachi are the unlined drains carrying contaminated waste
from the industries. Similarly, the drains and the domestic and industrial waste in the
Malir and Lyari rivers can also potentially seep through the river beds and reach the
groundwater aquifers.
3 Quittmeyer, R. C. 1979. The Seismicity of Pakistan and Its Relation to Surface Faults in Geodynamics of
Pakistan. Quetta: Geological Survey of Pakistan.
4 Government of Pakistan. 1986. Building Code of Pakistan. Islamabad: Ministry of Housing and Works,
Environment and Urban Affairs Division. A revised version of this document is under development and is
likely to be available soon, however, a draft could not be reviewed at the time of writing of this report.
5 Unlike earthquake magnitude, which indicates the energy a quake expends, the Modified Mercalli
Intensity Scale of 1931 is designed to describe the effects of an earthquake, at a given place, on natural
features, on installations and on human beings. It has 12 divisions, using Roman numerals from I to XII.
I is the mildest—described as: ‘Not felt except by a very few under especially favorable circumstances’—
and XII is the most severe—‘Damage total. Waves seen on ground surfaces. Lines of sight and level
distorted. Objects thrown upward into the air.
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26.The climate of the Karachi can be broadly classified as moderate and which lies in
‘Subtropical Double Season Coastland zone’6. The characteristic features of this climatic
zone are moderate temperatures, afternoon sea breezes in the hot season, and higher
temperatures in the period from July to January than January to July, in spite of the
monsoon-rain.
27.At present, monitoring of urban air pollution in Pakistan is limited to isolated studies
and instances where air pollutants are measured for brief periods at selected locations.
Urban locality, city, region, or countrywide continuous or repeated air quality monitoring
data has not been collected. Similarly, there is no formal system of air quality data
storage and reporting. Whatever air quality data is available is with the public and private
organizations and agencies that conducted the studies. The integrity of air quality as well
as the availability of ambient air quality data are important concerns.
28.A study on emissions of vehicular traffic was conducted by Transport and
Communication Department (TCD), of the CDGK to evaluate the impact of operation of
vehicular traffic on physical, living and social environment of Karachi 7. The study was
based on sampling undertaken at 28 different locations throughout the city. The results
are presented in Table 1.
Table 1: Ambient Air Quality in Karachi (µg/m3)
29.The air quality study also included measurement of roadside noise. The study
suggested that the average noise level at the 28 locations was 77dB(A). The maximum
was recorded as high as 99dB(A), the minimum level was 52dB(A). By comparison with
the World Bank Guidelines the measured levels are much above guideline acceptable
limits of 55dB(A) during the day for residential areas and 70dB(A) for industrial and
commercial areas.
Biological Environment
30.Pakistan can be divided into four phytogeographical regions based on similarity of
floral diversity. Karachi falls in the Saharo-Sindian region. This region covers almost 80%
of the country including all of Sindh, central and southern Punjab, most of Balochistan
and the plains of Northwest Frontier Province (NWFP). Floristically the Saharo-Sindian
6 Shamshad, K.M. 1988. The Meteorology of Pakistan. Karachi: Royal Book Company.
7 Feasibility Study and Development of Transportation Control Plan of Karachi. Prepared by Pakistnn
Space and Upper Atmosphere Research Commission for Transport and Communication Department,
City District Government Karachi. 2007.
8 For several parameters, WHO now sets guidelines and also interim targets. Wherever a range is
provided, the first number is the guideline value whereas the second is first interim target value.
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region is considered very poor because despite the area covered only 9.1% of the
known 5,640 floral species of Pakistan are found in this region9. The natural flora is
sparse and mostly xerophytes in the west and northwest areas of the city. However,
marine phytoplankton and mangrove forests are in relative abundance in the coastal
areas.
31.Several species of reptiles, birds, and terrestrial mammals are found in the city,
wherever suitable refuges and habitats are found. The beaches and coast of Karachi are
home to an abundance of marine fauna, such as birds, rare reptiles, fish, and marine
mammals. Karachi also falls in the Indus Flyway, one of the major migration routes for
birds. Karachi coast becomes the winter home and even breeding ground for many
species of birds. There are 26 mammal species reported from the region, in which 2
species musk shrew and pigmy shrew are considered to be the rare species.
32.The reptiles and amphibians found in the Karachi include 4 species of land snake, 8
species of marine snake, 10 species of gecko, the Indian sand swimmer, the Indian
monitor, and 5 species of frogs. All these species are widely distributed across the
region10.
9 Nasir, Y. J. and A.R. Rubina. 1995. Wild Flowers of Pakistan. Karachi: Oxford University Press.
10 Hafiz Ur Rehman and I. Fehmida. 1997. A Revised checklist of Reptiles of Pakistan. Records
Zool. Sur. of Pak. Vol. XIII. Zoological Survey Department of Pakistan.
11 The Karachi is divided into 18 towns. The total areas of these towns is 3,530 square
kilometers. This includes the urban areas, as well as the rural areas.
12 The estimates of current population of Karachi vary by a large margin. Even the website of CDGK,
report three different figures ranging from 14.7 million to 20 million.
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Table 2: Population of Karachi
Sources: 1981 District Census Report of Karachi Division, 1981 District Census Reports of five
districts of Karachi, Karachi Master Plan 2020
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iv) At least two poultry farms are operating near the road. The farms buildings are
made of unbaked bricks and corrugated metal roofs.
v) There are three roadside tea and food stalls to cater for the needs of the
travelers and the local population. Two of these are located at the same place.
vi) There is one shrine at about 8 km from the National Highway (N-5). It is located
more than 500 m from the road. In addition, there is one roadside mosque.
vii) There are two bridges on the road: a 4-span bridge at 11 km from National
Highway (N-5) on Sukin Nallah, and an 11-span bridge on Malir River at 17 km
from the National Highway (N-5).
viii) There is one milk processing plant near the link road at 14 km from the National
Highway (N-5).
40.The project area lies in the tropical thorn forest ecozone and vegetation is typical
desert scrub. The common and dominant species are Zizyphus nummularia, Salvadora
oleoides, Rhazia stricta, and Fagonia indica, along with other common grass species,
such as Aristida funniculata and Octhocloa compressa. Most of the species found in the
project area are quite hardy, with a wide ecological aptitude. No threatened or
endangered species are present in the project area.
41.The nearby villages that have access from the road are Goth Jokhio Aeb, Goth Abdur
Rehman Jokhio, and Goth Mohammad Qasim Magsi.
42.The villages residents are dependent on the Link Road road for access to the city.
The largest of these villages is Goth Abdul Rahman Jokhio. It has nearly 500
households and a population of more than 4,000. The villages have electrical
connections but no gas supply. The villages depend on locally collected fuel wood to
meet their cooking needs. There is no water source. Water is bought from Gadap on the
Super Highway (M-9) at Rs 600 per tanker. Although there is a primary school but
teachers are often not available. There is one basic health unit in the area. The
livelihood of the occupants is dependent on the jobs provided by industrial units and
farms in the area. Other opportunities include manual labor for loading of sand at
quarries, fuel wood collection, jobs in government organization mainly as security
guards, and livestock rearing.
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B Sensitive Receptors
46.The Education City and residential estates are planned to be near the Link Road. The
residential elements and teaching facilities should not bet alongside the Link Road
carriageways but should be set back from the Link Road so that traffic fumes can be
dispersed and road traffic noise can be attenuated before affecting the sensitive
receivers in the developments.
47.There are no schools or any medical facility on the Link road yet. The receptors with
some degree of sensitivity include the shrine at about 8 km from National Highway N-5
and 500 m from the Link Road, and a roadside mosque the three roadside tea and food
stalls, and part of the village Goth Abdul Rahman Jokhio.
48.At the detailed design stage, and with the benefit of forecast traffic flows for the Link
Road, noise criteria for environmental planning should be discussed with CDGK such as
appropriate set backs can be planned. At this stage and given the ample space available
it appears that the World Bank criterion of Leq67dB(A) at the sensitive receiver for new
noise sensitive developments such as residences, schools, colleges and hospitals could
comfortably be achieved.
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Traffic Management
53.Construction activities on the Link Road are likely to cause hindrance in traffic flow if
not mitigated properly. A temporary traffic management plan will be developed and
submitted by the contractor at least one month before commencement of construction.
The main objectives of the plan shall be to maximize the safety of the workforce and the
travelling public. The main secondary objective will be to keep traffic flowing as freely as
possible.
54.The Temporary Traffic Management Plan will include consideration of the following
i) Lane availability and minimization of traffic flows past the works site.
ii) Establishment of acceptable working hours and constraints.
iii) Agreement on the time scale for the works and establishment of traffic flow/delay
requirements.
iv) Programming issues including the time of year and available resources.
v) Acceptability of diversion routes, where necessary.
vi) Discussion of the CDGK inspection/monitoring role.
vii) Establishment of incident management system for duration of the works
viii) Agreement on publicity/public consultation requirements (advance signing etc.).
55.The plan will be reviewed by CDGK and approved, if found appropriate. Resources
from contractor, CDGK, and the traffic police will be provided as per the plan before
construction commences.
Public Safety
56.Public safety, particularly of pedestrians can be threatened by the excavation of the
trenches for sewer construction. A safety plan will be submitted by the contractor and
properly resourced at least one month before construction commences and approved by
CDGK before construction commences. The plans will include provisions for site
security, trench barriers, reflective signs and covers to other holes, hoarding plans and
any other safety measures as necessary.
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stagnant, and can create health problems; e) during highway operation, embankments
that restrict cross-country drainage may cause the land on either side of the
embankment to flood in case of heavy rains; and, f) surface run-off from the impervious
surface of the carriageway can further aggravate the flooding of embankment sides
during the operation phase.
58.The following measures to mitigate potential impacts will be included in the contracts:
i) Project facilities such as concrete batching or asphalt plant will be located at a
minimum distance of 500 m from settlements or any other sensitive receivers.
ii) As far as possible, waste/barren land i.e. areas not under agricultural or
residential use and natural areas with a higher elevation will be used for setting
up project supporting facilities such as construction plant parking and
maintenance yards.
iii) Where the use of agricultural land is unavoidable, the top 30 cm of the plough
layer will be stripped and stockpiled for redressing the land after the required
borrow material has been removed and the holes backfilled.
iv) The excavation of earth fill will be limited to an approximate depth of 50 cm. This
practice will be applied uniformly across the entire extent of the farmland unit
acquired for borrowing earth material.
v) If deep ditching is to be carried out, the top 1m layer of the ditching area will be
stripped and stockpiled. The ditch will initially be filled with only inert scrap
material from construction and then leveled with the stockpiled topsoil to make it
even with the rest of the area.
vi) Ditches or borrow pits shall all be fully rehabilitated and landscaped to minimize
erosion and to avoid creating hazards for people and livestock.
vii) The embankments will be stabilized with erosion control measures immediately
after construction is complete to protect the works.
viii) Side drains and median drains will be constructed to prevent flooding on the
carriageways. The traversed areas will all be in open areas and lead off drains
will be constructed along the toe of the embankment.
ix) All existing culverts will be extended and an adequate number of culverts will be
included in the detailed designs and constructed across under the highway
embankments.
Soil Erosion
59.Once the highway returns to normal operation, it may become subject to a natural
settlement as high embankments become increasingly prone to soil erosion, causing an
increase in dust emissions and a fall in land productivity.
60.Engineering controls that include erosion protection measures will be designed and
installed to control soil erosion both at all the constructed works and in peripheral areas,
particularly in borrow areas and along haul tracks. These will include the following
measures:
i) Low embankments will be protected from erosion by hydro-seeding and planting
indigenous grasses that can flourish under relatively dry conditions.
ii) High embankments, i.e. 2 m high and above, will be protected by constructing
stone pitching or a riprap across the embankment immediately after the works
are completed. This practice will also be applied along cross-drainage structures
where embankments are more susceptible to erosion by water runoff.
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iii) The contractors will also be required to include appropriate measures for slope
protection, i.e. vegetation cover and stone pitching, as required in the detailed
construction drawings and implement them accordingly.
iv) Payments should be linked to the completion of the works as marked by the
installation of erosion control measures to protect the works.
Soil Contamination
61.Scarified/scraped asphalt and concrete materials, if not disposed of properly, may
contaminate soil resources. Possible contamination of soil may also occur from oils and
chemicals at asphalt plant sites, workshop areas, and equipment washing-yards. The
contamination may limit the future use of land for agricultural purposes.
62.The following practices will be adopted to minimize the risk of soil contamination:
i) 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.
ii) Solid waste generated during construction and at campsites will be properly
treated and safely disposed of only in demarcated waste disposal sites identified
and agreed with CDGK.
iii) Debris generated by the dismantling of existing pavement structures will be
recycled subject to the suitability of the material.
Material Management
63.The construction of the road will require cutting and filling to create elevated transit-
way. Balancing cut and fill requirements can be a major contribution to the minimization
of impacts. If surplus materials arise from the removal of the existing surfaces these may
be used elsewhere on the project for fill before additional rock, gravel or sand extraction
is considered. The use of this immediately available material will minimize the need for
additional rock based materials extraction.
64.The detailed design engineers will produce a mass haul chart for the aggregate and
bitumen materials needed for the construction works. The mass haul chart or something
similar can be modified to produce a materials management plan (MMP) including
mitigation for the extraction of materials, to specify (i) the methods to be employed prior
to and during construction, (ii) all other measures to be employed to mitigate nuisances
to local residents, and (iii) any additional measures such as compensatory planting, if
trees have to be removed. The MMP should be updated regularly and reported monthly
as a contract requirement for each contractor to monitor the production and use of
materials. The construction supervising consultant (CSC) will be responsible for
updating and reporting the cut and fill estimates in the MMP. The MMP can then be used
to plan for bitumen and aggregates management and to provide an overall balance for
bitumen and cut and filled materials and minimize impacts on other local resources
outside the Right-of-Way (RoW).
65.Locations for dumping of material will be identified in the plan. It is preferred that
government land is used for dumping of material. If private land is to be acquired for the
purpose, compensation will be paid before dumping commences and only after written
permission from the owner.
66.Contractual clauses should be included to require each contractor to produce a draft
MMP (including mass haul chart one month before construction commences) to identify
all sources of bitumen and aggregates and to balance cut and fill. The plan should
clearly state surplus or shortfall and the methods to be employed prior to and during the
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Water Resources
67.The surrounding land’s drainage system and water resources may be affected by
construction activities as follows: a) Local water supplies will need to be tapped to meet
campsite and construction requirements, bringing project based water use into
competition with local use; b) Surface and subsurface water resources in the selected
sections could be contaminated by fuel and chemical spills, or by solid waste and
effluents generated by the kitchens and toilets at construction campsites; c) Natural
streams and irrigation channels may become silted by borrow material (earth) in the
runoff from the construction area, workshops and equipment washing-yards.
68.Generally water should be brought in by tanker from other areas. Local water
resources could be used only if it is determined that sufficient yield is available. As a rule
of thumb 50% of the available yield (total yield minus existing use) can be used for the
project. Other measures to mitigate the adverse impact on water resources and surface
drainage patterns have been incorporated into the other drainage mitigation measures.
69.The contractors will incorporate the following design features into the detailed design
to minimize alterations in the project corridor’s surface drainage patterns as far as
possible:
i) Contractors will review the detailed designs for cross-drainage structures
provided with the tender and assess and agree with CDGK if redesign is required
or if new structures would be constructed or existing ones would be repaired.
ii) Median drains would be in line with the detailed designs such that the outlets
would lead into either natural streambeds or to open areas, if no natural streams
are located nearby.
iii) In areas close to the sensitive receiver (SR), appropriate drains would be
constructed so that the outfalls of the highway median and surface run-off from
the carriageway are diverted away from the SR.
iv) Measures will also be taken during the construction phase to ensure that storm
drains and highway drainage systems are periodically cleared to maintain storm
water flow.
70.The contractors will carry out the following measures to mitigate the impact of tapping
local community water resources, where required:
i) In areas where potable water is in short supply, the availability of water will be
assessed to evaluate the impact on community resources. Project water will be
brought in by tanker as necessary without depleting local supplies.
ii) Camps will be located at least 500 m away from the nearest local settlement to
prevent the contamination of community-owned water resources.
iii) The contractors will be required to maintain close liaison with local communities
to ensure that any potential conflicts related to common resource utilization for
project purposes are resolved quickly.
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Road. In the event of complaints water spraying shall be increased and the
pattern of spraying shall be reviewed to improve its effect.
ix) Wheel and vehicle washing facilities shall be installed at the main construction
yards, stockpiling areas, cement batching facilities and bitumen plant to prevent
the transfer of excessive dust on to the remaining operational lanes of the Link
Road.
x) Concrete batching plants. Asphalt plant and rock crusher activities (if required) to
be controlled (e.g. asphalt hot-mix plants should not be located within 500 m of
any sensitive receiver, river bank or irrigation channel but located at convenient
sites nearby but downwind of and at least 500 m from sensitive receptors such
as schools and hospitals.
Traffic Management
74.During construction, the existing road would be partly closed. This could affect the
free flow of the existing traffic. A traffic management plan will be developed in the
detailed design stage for finalization by the chosen contractor in agreement with CDGK.
Measures may include signage, traffic control signals and addition of the new lanes only
before starting work on the existing lane so that when work is carried out on the existing
land the traffic could be diverted to the new lanes.
Enhancements
75.Environmental enhancements have not been a major consideration in the
assessment of other Tranche 1 sub-project sites. However it is noted that it has been
common practice to plant trees along highways to provide visual interest in line with
best international practice for highway design. Whereas water supply may be limited
along much of the Link Road there may be some opportunity sites near the occupied
isolated buildings. These locations may provide a chance to create some local soft
landscaping where successful planting of trees and shrubs could be accomplished
and should be investigated at the detailed design stage. This practice should be
encouraged as far as practicable. Other opportunities for enhancements can be
assessed prior to construction and proposed enhancements should be discussed
with the local population to identify possible water supply and serve as a vehicle for
further public consultation at the implementation stage and to assist in public
relations.
E Operational Impacts
76.The introduction of the dual carriageway can be expected to cause some increases in
ambient noise and air pollution. However these impacts may not become visible for
some time and may be balanced out by other changes that are implemented in the
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management of the vehicle fleets in Karachi and depending on improvements that can
be made resulting from the proposals for the of Urban Traffic Control System and
Transport Master Plan.
77.The implementation of Link Road will be within a wide reserve within the RoW
keeping the Link Road vehicles away from sensitive receivers and at this stage it is
difficult to see that many residences or commercial premises or schools will still be close
to the Link Road during the foreseeable operation of Link Road.
Noise
78.There are very few SRs close to the Link Road. It is therefore expected that road
traffic noise impacts upon SRs will be acceptable. However as yet there is little
information on the proposed developments near the Link Road and no traffic modeling to
confirm future traffic flows so that a noise model cannot be constructed. Noise criteria for
operational performance should therefore be agreed with the CDGK and included in the
Urban Traffic Control System and Transport Master Plan. At the detailed design stage
and prior to implementation, acoustical checks should be made to reconfirm that noise
mitigation is not required for any sensitive receivers that are developed in the meantime.
79.Whereas there is no statutory control on road noise in Pakistan a criterion of
Leq67dB(A) or L1070dB(A) at the exterior of residences, schools, mosques and other
noise sensitive receivers is suggested as a target criterion based on international
standards. Several EIAs in Pakistan have used similar criteria upon which to base
conclusions about predicted noise levels and if they will cause a significant disturbing
effect. This would correspond approximately to a noise level of about L 1060 dB(A) at the
exterior of residences that are 100 m from the Link Road.
Gaseous Emissions
80.Vehicle emissions (gaseous) as indicated concentration of oxides of nitrogen will be
the main air pollution sources during operation. There will be a few other sources of
emissions near the Link Road from fuel burning. However most sensitive receivers are
set far enough back from the Link Road to allow adequate dispersion that there will be
no significant impacts at the sensitive receivers.
81.In conjunction with the additional policy measures and institutional arrangements, fuel
controls, transportation control systems and transportation planning as well as the
removal of the “smoke belching vehicles” from the roads, it is expected that there will be
improvements in air quality in the near medium to long term such that the recommended
air quality standards can be met at locations on the Link Road.
Particle Emissions
82.Vehicle emissions (particulate contamination) such as dust and fumes will also be air
pollution sources during operation however toxic residues from vehicle emissions near
the Link Road are unlikely to accumulate or create significant impacts under the local
conditions.
83.Air quality observations near the existing road indicate that dust can be a nuisance in
some places especially where traffic accidentally or deliberately uses the unsealed hard
shoulders. The dual carriageways and wider sealed surfaces will reduce, to some extent
locally, dust arising from the passage of traffic on unsealed areas near the existing road.
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Road driving conditions should improve. Routine safety measures, signage and road
markings should be introduced to reduce driving risk further in accident prone areas and
provide enhancements to driving conditions near the junctions. The Urban Traffic Control
system should also contribute to reduce d accidents and improved road safety.
85.With fully separated two way traffic the risk of accidents such as involving colliding
lorries carrying hazardous chemicals will be low. In the event of chemical spillage a rapid
clean up and accidental spillage action plan should be prepared with the local
emergency services to protect local soils or any water bodies in the event of an
accidental spillage of toxic or hazardous chemicals.
86.Provisions will need to be made to consider in the detailed designs for road
conditions at the major intersections and other local intersections. The overall visibility at
the intersections is unlikely to be hindered but checks should be made to ensure the
designs meet the local design standards and will need to be acceptable under all the
foreseeable conditions. Improvements to sighting angles and improved junction warning
signage and road markings may need to be included at the detailed design stages.
Fluorescent junction countdown markers should be considered for the major junctions.
The Urban Traffic Control system should also contribute to the overall improvement in
the condition of the junctions and driving conditions generally.
87.The main environmental impacts of the Link Road during operations phase include
soil erosion and community safety.
Soil Erosion
88.Will be prevented by developing a comprehensive suite of engineering controls in the
detailed designs to prevent and maintain erosion.
89.A system will be devised and engineered to control erosion and flooding on either
side of the embankment in case of heavy rains. Apart from affecting the community
lands and resources, this may cause natural streams and irrigation channels to become
silted.
90.Measures will also be taken during the operational phase to ensure that storm drains
and highway drainage systems are periodically cleared to maintain clear drainage to
allow rapid dispersal of storm water flow.
91.An adequate system of monitoring, reporting and maintenance will be developed to
maintain cross-drainage structures, culverts and water channels to ensure that they are
not choked with debris and eroded soil, adversely affecting the cross-country drainage.
Road sweeping and refuse disposal should also be included in the system of monitoring.
Community Safety
92.The rehabilitation and widening of the Link Road is likely to increase the vehicle
speed on the road. Increases in traffic flow have not yet been modeled and there are no
up to date predictions for future traffic. Increased traffic speed may create some
community safety issues. However, the conversion of the road to median-separated dual
carriage road, the traffic hazards and community safety issues would be mitigated. With
fully separated two way traffic the risk of accidents such as involving colliding lorries will
be low. However road crossing facilities must be reprovisioned as necessary for the
local community.
93.The crossing near the Goth Abdur Rehman Jokhio and the shrine will need to be
carefully designed to include a safe pedestrian crossing. This may include and at grade
crossing with flashing lights to warn the drivers about the crossing and lower speed limit
or a footbridge when the local population is large enough to warrant it.
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V. PUBLIC CONSULTATION
A Identification of Stakeholders
95.Stakeholders are people, groups, or institutions that may be affected by, can
significantly influence, or are important to the achievement of the stated purpose of a
proposed intervention. For this project stakeholders included the community living in the
area, the road users, the business associated with the road and the locally elected
representative.
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Table 3: Summary of Public Consultation
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A Institutional Requirements
97.Environmental regulations of the GoP require proponents of projects that have
reasonably foreseeable qualitative and quantitative impacts are required to submit an
IEE for their respective projects (Schedule I). Proponents of projects that have more
adverse environmental impact (Schedule II) are required to submit an EIA to the
respective provincial EPA. Provincial highways or major roads (except maintenance or
rebuilding or reconstruction) costing more than Rs 50 million require EIA (Schedule II)
and those costing less require IEE. Dualization of existing roads is not specifically
included in the schedules.
98.However the IEE-EIA Regulations 2000 also allow the EPAs to direct the proponent
of a project whether or not listed in Schedule I or Schedule II to file an IEE or EIA for
reasons recorded in such a direction. Such a direction would need to be issued after
recommendation in writing from the Environmental Assessment Advisory Committee to
be constituted under the IEE-EIA Regulations 2000. The Link Road will generally
involve the use of existing carriageways and at this stage it is not known if CDGK will be
required to submit an IEE for the Link Road. An IEE with Environmental Management
Plan is required for all MFF subprojects under ADB requirements and therefore this IEE
has been prepared. This IEE which has been prepared for ADB submission can be also
be used as the basis for regulatory approval requirements of the PEPA 1997.
99.It has also been noted that in another ADB MFF project, Pakistan Environmental
Protection Agency (Pak-EPA) has assumed that all proponents will consult with the
relevant provincial EPAs and follow their advice with regards to environmental
assessment requirements for all MFF subprojects. In 2006 Punjab EPA requested
disclosure of the scope and extent of each of the subprojects in ADB Power
Transmission Enhancement MFF. As such it is expected that all the Tranche 1 and
subprojects in future tranches will be disclosed to the SEPA and the environmental
assessment requirements of the statutory authority will be followed. An Environmental
Assessment and Review Framework (EARF) has also been prepared to select, assess,
monitor, and manage the potential environmental impacts of any subprojects in future
tranches.
100.Therefore prior to implementation and commencement of construction of the Link
Road CDGK will need to notify the SEPA of the location and scale of the subproject and
comply with any environmental requirements and, if IEE is required, obtain approval or
“No Objection Certificates” (under the PEPA 1997). Whatever the SEPA requirements,
IEE is required by ADB for road projects of this scale. The EMP (Appendix B) was
prepared taking into account the environmental management capacity of the CDGK and
SEPA14.
101.In September 2007, Municipal Services of CDGK had one full time environmental
staff member, the District Officer Environment (DOE). The DOE is responsible for
addressing environmental concerns for a citywide development program. The DOE took
charge of his post and department in February 2007. The DOE therefore faces
considerable challenges in implementing the terms of reference. Other problems have
been identified with the lack of capacity in SEPA but these are not the subject of this IEE.
14 Institutional Appraisal of Environmental Assessment and Management Capability within Sindh
Environment Protection Agency (SEPA) and City District Government of Karachi (CDGK), TA 4573 PAK,
Preparing the Karachi Mega City Development Project, September 2007.
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102.At present DOE is responsible for overseeing several key functions that relate to
environmental assessment and management. These were previously under the
jurisdiction of the Law Department but were transferred to the DOE. The environmental
responsibilities of CDGK are defined under the Sindh Local Government Ordinance
2001 (SLGO 2001) and there is a general requirement to raise environmental awareness
in the CDGK jurisdiction. The key elements directly relevant to the implementation of the
MFF subprojects can be summarized as follows:
i) To ensure implementation of environmental protection and preservation
measures in all development projects at district level and sensitize government
agencies on environmental issues;
ii) To assist provincial EPA in discharge of its functions under the PEPA 1997;
iii) To ensure, guide and assist proponents of new projects in the submission of IEEs
and EIAs to SEPA for approval;
iv) To request the Environmental Magistrate or Environmental Tribunal to take
cognizance of any offence under the provisions of PEPA 1997;
v) To undertake regular monitoring of projects financed from the provincial
sustainable development fund and to submit progress reports to the SEPA for
publication in its annual report.
103.At present the DOE is alone within the CDGK with sole responsibility for bringing
environmental issues to the notice of corporate management (District Coordination
Officer, DCO and City District Nazim). The most significant challenge is the lack of
human and financial resources and necessary infrastructure. In 2006 the Governor of
Sindh made a call to establish a separate environment department in the face of growing
national and international environmental concerns. The DOE has made a proposal for a
separate environment department to the DCO but as of February 2008 there is no
change to the existing Municipal Services Department structure.
104.If the terms of reference stated in the SLGO are to be realized then overcoming
environmental capacity deficit within the CDGK will need to be addressed.
Environmental assessment and coordination with SEPA are both key to CDGKs
environmental responsibilities under the SLGO. However although proposals have been
made to address this shortfall in environmental capacity by DOE, a response in terms of
adequate additional human and financial resources may not materialize for some time.
Therefore there is likely to be a period at the start of the KMCSDP MFF when DOE has
insufficient resources to carry out the environmental assessment requirements for ADB.
The lack of appropriate institutional arrangements may interfere with the KMCSDP
attempts to ensure compliance with both GoP and ADB environmental assessment
requirements. Therefore it is recommended that the KMCDSP provide an environmental
cell of at least two full time environmental specialists to support the DOE and remain in
support until such time as the proposed Environmental Department is created or
sufficient other resources are available in CDGK and the proposed Executive District
Officer (EDO) Environment is fully capable of supporting the environmental assessment
portfolio of CDGK. At such a time the appointed environmental cell professionals may
be absorbed into the Environment Department in order to retain institutional memory.
105.To facilitate EMP implementation, during preparation for construction the contractors
must be prepared to cooperate with the environmental cell team, DOE, and the local
population in the mitigation of impacts. However, experience suggests that contractors
may have little impetus or interest in dealing with environmental problems in the absence
of performance-linked criteria. Therefore, the required environmental mitigation will be
clearly described in a memorandum of understanding and other contract documents at
the bidding stage; the completion of mitigation will be linked to payment milestones.
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106.The EDO will need more staff and training resources if effective quality control is to
be provided for the EMP implementation and much of the environmental assessment
work may be delegated to consultants. The aspirations of the SLGO objectives, to raise
awareness both within Municipal Services Department and more broadly in CDGK, are
sound, but at present the awareness level is not high. Specific areas for immediate
attention are in environmental assessment and auditing, waste, air, water and noise
pollution management and impact mitigation. As a first step CDGK should consolidate
DOE as soon as possible and nominate additional suitable staff to work from within the
department to monitor and audit progress on environmental management for the MFF.
107.For the KMCSDP, the environmental cell staff, engaged to support the DOE for the
MFF subprojects, must be appointed at the outset of the implementation. At the detail
design stage of subproject the cell shall have at least one environmental specialist to
assist the DOE to address all environmental aspects in the detailed design and
contracting stages and the relevant statutory submissions and approvals. In addition,
there needs to be an environmental specialist to cover the implementation of
environmental mitigation measures in the construction stage of the subproject packages.
The environmental specialists should work as members of the environmental
management team with significant proportion of time spent in the field, observing and
making recommendations to improve or modify environmental mitigation measures
executed by the contractors, as the EMP evolves and the MFF subprojects proceed, to
respond to unexpected circumstances.
108.The requisite staff should be appointed prior to the commencement of the tendering
for the construction activities to ensure the inclusion of environmental requirements can
be translated into contractual works for completion to four lane standard and also
respond to unexpected circumstances. Both members of the cell can initially be bolted
on to the DEO or within supervising consultant’s team.
i) The environmental specialists will:
a) Work with DOE to execute any additional EIA and IEE requirements prior to
project commencement;
b) Work with the project management team(s) in CDGK to ensure all
environmental requirements and mitigation measures from the EIAs and IEEs
and environmental performance criteria are incorporated in the contracts; and
c) Work with contractors to manage the implementation of the project EMP.
ii) Overall implementation of the EMP will become CDGK’s responsibility. Other
parties to be involved in implementing the EMP are as follows:
a) Contractors: responsible for implementing all measures required to mitigate
environmental impacts during construction; and
b) Other government agencies: such as union councils, Towns authorities,
regional EPA and state pollution authorities for monitoring the implementation
of environmental conditions and compliance with statutory requirements in
their respective areas.
109.Considering the number of government agencies that need to be involved in
implementing the EMP, training workshops should be conducted at every six months or
twice each year, for the first 3 years, to share experience in the implementation of the
subprojects and the monitoring report on the implementation of the EMP, to share
lessons learned in the implementation and to decide on remedial actions, if unexpected
environmental impacts occur.
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environmental clearance from the SEPA and any subsequent licenses and approvals
from SEPA should also be included in the environmental requirements for the
contractors in the compliance program. Therefore, continued monitoring of the
implementation of mitigation measures, the implementation of the environmental
conditions from environmental clearance, and monitoring of the environmental impact
related to the construction of all future works to complete the Link Road, including
complaints, should be properly carried out and reported periodically in monthly progress
reports. Compliance with all of the EMP requirements shall also be reported in other
periodic project performance reports.
117.The impacts from construction and operation will be manageable and no
insurmountable impacts are predicted providing that the updated EMP is included in the
contract documents and implemented to its full extent. The details of EMP given in
Appendix B are in the form of the matrix and may require revision as the project reaches
detailed design. The impacts have been classified as per the design/preparation stage,
construction stage and operation and maintenance stage. The matrix details the
mitigation measures recommended for each of the identified impacts, approximate
location of the mitigation routes, time span of the implementation of mitigation measures,
an analysis of the associated costs and the responsibility of the institution. The
institutional responsibility has been specified for the purpose of the implementation and
the supervision. The matrix is supplemented with a monitoring plan for the performance
indicators. An estimation of the associated costs for the monitoring is given with the plan.
The EMP has been prepared following best practice and the ADB’s Environmental Policy
(2002) and Environmental Assessment Guidelines (2003).
D Environmental Monitoring
118.Monitoring activities during implementation will focus on compliance with license
conditions, recording implementation of mitigation measures, monitoring complaints,
recording environmental parameters, reviewing contractor environmental performance
and proposing remedial actions to address unexpected impacts during construction.
Some of these tasks can be assigned to the contractors and managed by the DOE and
environmental cell. The monitoring plan n (Tables 4 and 5) was designed based on the
likely subproject cycle.
119.During the preconstruction period, the monitoring activities will focus on (i) checking
the contractor’s bidding documents, particularly to ensure that all necessary
environmental requirements have been included; and (ii) checking that the contract
documents’ references to environmental mitigation measures requirements have been
incorporated as part of contractor’s assignment. Where detailed design is required (e.g.
for further elaboration of the junctions and viaducts) the checking of updated designs
must be carried out including requirements for additional land. During the construction
period, the monitoring activities will focus on ensuring that environmental mitigation
measures are implemented, and some performance indicators and complaints will need
to be monitored to record the subproject’s environmental achievements and to guide any
remedial action to address unexpected impacts. Monitoring activities during project
operation will focus on recording transport management and dust near the Link Road as
well as general environmental performance and proposing remedial actions to address
unexpected impacts.
120.Operational monitoring of the Link Road is essential to ensure that the system is
performing to required standards and that adjustments can be made as required to meet
demand levels of an expanding road network. Travel times and accidents should be
monitored. Monitoring activities during project operation will also focus on traffic accident
frequency and soil erosion. Effective monitoring will also facilitate data and performance
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outcomes to be fed back into the design and operation of the next phases of the Link
Road network development.
121.The impacts from construction and operation will be manageable and no
insurmountable impacts are predicted providing that the updated EMP is included in the
contract documents and implemented to its full extent. The details of EMP given in
Appendix B are in the form of the matrix and may require revision as the project reaches
detailed design. The impacts have been classified as per the design/preparation stage,
construction stage and operation and maintenance stage. The matrix details the
mitigation measures recommended for each of the identified impacts, approximate
location of the mitigation routes, time span of the implementation of mitigation measures,
an analysis of the associated costs and the responsibility of the institution. The
institutional responsibility has been specified for the purpose of the implementation and
the supervision. The matrix is supplemented with a monitoring plan for the performance
indicators. An estimation of the associated costs for the monitoring is given with the plan.
The EMP has been prepared following best practice and the ADB’s Environmental Policy
(2002) and the Environmental Assessment Guidelines 2003.
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15 Monitoring of issues related to compensation of landowners for land acquisition and loss of production,
etc. are addressed in the Resettlement Action Plan.
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Table 5: Summary of Estimated Costs for EMP Implementation for
Link Road
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122.This IEE study was carried out when the MFF Tranche 1 subproject were at the
stage of conceptual design during the TA 4753 (PAK). Essentially secondary data were
used to assess the environmental impacts in a comprehensive manner and public
consultation and route reconnaissance were carried out in order complete the
environmental assessments and recommend suitable mitigation measures.
123.Several actions are required during the detailed design stage to minimize impacts to
acceptable levels. The negative environmental impacts from the Link road rehabilitation
and widening projects will mostly take place during the construction stage. The
construction impacts should be very predictable and manageable and with appropriate
mitigation few residual impacts are likely.
124.Some key actions are required after the detailed designs are developed. CDGK
should update the EMP and together with the IEE recommendations all mitigation
measures should be included as contractual requirements, accepted by all contractors
prior to signing the contract(s). Certain mitigation management plans (temporary traffic
management plan, materials management master plan, noise and dust control plan,
waste management, and erosion control plan) should be deliverable by the contractors
before construction commences.
125.The construction is restricted to Government land and as far as can be ascertained
at this stage there is not likely to be any significant additional land required to complete
the construction. However it is possible that some land may be required at the detailed
design stage. A resettlement action plan has been completed in tandem with the
environmental work stream that will apply to all subprojects.
126.At the detailed design stage a review should be conducted of the monitoring
activities proposed in this IEE to establish the parameters to be checked during the
construction and operation. Impact and compliance monitoring activities will focus on
compliance with license conditions, recording implementation of mitigation measures,
recording environmental parameters, reviewing contractor environmental performance
and proposing remedial actions to address unexpected impacts and complaints.
127.The IEE, including the EMP, should be used as a basis for an environmental
compliance program and be included in the contract documentation. The EMP shall be
reviewed at the detailed design stage. In addition, any conditions that are part of the
environmental clearance from the SEPA should also be as a basis for the environmental
compliance program. Therefore, continued monitoring of the implementation of
mitigation measures, the implementation of the environmental conditions for work and
environmental clearance, and monitoring of the environmental impact related to the
operation of the road should be properly carried out and reported monthly to track and
determine the net environmental benefits that have accrued. These should be
summarized by CDGK in regular quarterly progress reports to ADB also summarized at
least twice per year as part of the ADB project performance report. The negative
environmental impacts from the project will mostly take place during the construction.
128.The implementation of the environmental mitigation measures during the
construction period will be assigned to the contractors. However, experience suggests
that contractors may have little impetus or interest to deal with environmental problems
in the absence of performance linked criteria. Therefore, the required environmental
mitigation must be clearly described in the contract documents at the bidding stage and
the completion of mitigation should be linked to payment milestones.
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VIII.CONCLUSIONS
129.Environmental impacts associated with the construction and operation of the Link
Road need to be mitigated and institutional arrangements are available. Additional
human and financial resources will be required by CDGK to incorporate the
environmental recommendations effectively and efficiently in the contract documents,
linked to payment milestones. The proposed mitigation and management plans are
practicable but require additional resources.
130.Monitoring activities will need to focus on compliance with license conditions,
recording implementation of mitigation measures, recording environmental parameters,
reviewing contractor environmental performance and proposing remedial actions to
address unexpected impacts.
131.The need for dualization of the Link Road is well established but thorough
implementation of the EMP is required throughout the design, construction and operation
of the Link Road in order to minimize impacts and retain public support for the project.
.
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
View to north
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
A typical culvert
Roadside mosque
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar.
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar.
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar.
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
10. Erosion control To avoid threat to Immediately after completion of engineering works in At all times with All embankments CDGK CDGK/CSC
established works any sector require establishment of vegetation cover special focus in and vulnerable
and minimize and other erosion protection prior to payment rainy seasons. slopes to be
excessive erosion milestone. identified during
of works in Prior to hand back of any section regular monthly detailed design
progress, surveillance by contractor and immediate repair and stages
embankments and reestablishment and as part of routine progress
slopes. reporting.
11. Worker camp To ensure that the 1. Identify location of worker canteen and toilet Update Once a Location Map is Contractor CDGK/CSC
canteen and toilet operation of the facilities in consultation with local communities. month prepared by the
facilities works and worker Location subject to approval by the CDGK. If Contractor.
facilities does not possible, canteen and toilet facilities shall include
adversely affect drinking water supplies.
the surrounding 2. Marking of vegetation not to be removed prior to
environment and clearance, and strict control on clearing activities to
residents in the ensure minimal clearance. Felled trees and other
area. cleared or pruned vegetation to be disposed of as
authorized by CDGK but not burned. LPG or other
fuels to be provided for cooking at worker camps.
3. In case of agricultural land, top 30 cm of soil to be
stockpiled and preserved for future re-spread after
site vacated.
4. In order to maintain proper sanitation around
construction routes, temporary toilets will need to be
provided. Waste shall not be buried (see above)
5. Drinking water and sanitary facilities shall be
provided for employees.
6. Solid waste and sewage shall be managed
according to the national and local regulations.
7. The Contractor shall organize and maintain a
waste separation, collection and transport system.
CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar.
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar.
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Karachi Mega City Sustainable Development Program
IEE of Dualization of Link Road from National Highway (N-5) to Super Highway (M-9)
CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar.
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