M9-EIA-Draft Final Report

Environmental & Social Impact Assessment (ESIA)

Karachi Hyderabad Motorway (M-9)

NATIONAL HIGHWAY AUTHORITY

Draft Final ReportJune 2012

Draft Final ReportJune 2012

ENVIRONMENTAL MANAGEMENT CONSULTANTS503, Anum Estate, Opp. Duty Free Shop, Main Shahrae Faisal, Karachi.

Phones: 9221-4311466, 4311467, Fax: 9221-4311467.

E-mail: [email protected], [email protected]

Website: www.emc.com.pk

Environmental and Social Impact Assessment

Karachi Hyderabad Motorway (M-9) Project

Bina Puri Pakistan (pvt) Ltd.

EnvIRonMEntAl And SocIAl IMpAct ASSESSMEnt foR KARAchI hYdERAbAd MotoRwAY (M-9) pRojEct

EnvIRonMEntAl MAnAgEMEnt conSUltAntS

ExEcUtIvE SUMMARY

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SUMMARYBackground of the Project

The existing 136 km Karachi-Hyderabad section of N-5 (popularly known as

Super Highway) connects the port city of Karachi with the North of Pakistan.

This section of the highway is amongst the most densely trafficked in the entire

country, the existing highway is serving heavy traffic volume with large portion

of truck traffic. The route is also the shortest possible distance between the two

cities i.e. Karachi and Hyderabad and feeds into the main North – South Links

i.e. National Highway N-55 (Indus Highway) and the National Highway N-5

(Grand Trunk Road).

In order to accelerate the process of expansion of motorways the Government has

invited the private sector to participate in expansion of Motorway Network, on

the basis of build, operate and transfer (BOT) arrangement. The National

Highway Authority selected M/s Binapuri Pakistan Pvt. Ltd. (BPL) for the

construction of existing 4-lane Karachi-Hyderabad Superhighway as 6-lane,

access controlled and world class Motorway (M-9) along with its allied facilities.

Environmental & Social Impact Assessment of the proposed project Karachi-

Hyderabad M-9 has been conducted by M/s Environmental Management

Consultants in order to comply with the regulatory requirement of

environmental laws of Pakistan. Under the Pakistan Environmental Protection

Agency (Review of IEE and EIA) Regulations 2000; “Federal or provincial

highways or major roads (except maintenance or rebuilding or reconstruction of

existing roads) with total cost of Rupees 50 Million and above” is in Schedule II,

List of projects requiring an Environmental Impact Assessment”

As per the EPA Guidelines, the present Project is classified as “Schedule II” that

requires an EIA study and approval from the concerned authority, prior to the

construction. The approach adopted for conducting Environmental & Social

Impact Assessment of Karachi-Hyderabad M-9 Project is to follow the

requirements of Pakistan Environmental Protection Agency (Review of

IEE/EIA), Regulations 2000.

Proposed Project

The project starts off at Km 13+000 (Project Chainage 0+000) of the NHA

reference under the flyover/interchange provided for the Lyari Expressway on

the Lyari River and ends at Km 149+000 (Project Chainage 136+000) in the

proximity of the clover leaf interchange on the Hyderabad Bypass.

The proposed project involves rehabilitation of the existing 134.35 Km (Length

EXECUTIVE

reduced by 1.65 Km at Hyderabad end, terminating before Hyderabad

Interchange) of 4-lane carriageway both north-bound and south-bound and

construction of an additional new lane on the inner side of the Highway

wherever technically feasible. Both rehabilitation and widening bound

carriageways will be divided by a New Jersey Barrier. Extensions are to be made

to all the existing bridge structures and culverts. Four (4) bridges have an

additional extension on either side accommodating service roads to allow local

traffic to negotiate land locked areas between canals.

Project Objectives

The prime objective of the proposed project is to facilitate movement of people

and goods transport in the project area and between Sindh and other provinces

by providing better access and enhance the efficiency of the existing road

network. The scope of project is but not limited to:



ExEcUtIvE SUMMARY

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Project Name Environmental & Social Impact Assessment for the proposed M-9 Karachi to Hyderabad.

Project Proponent Binapuri Pakistan Pvt. Ltd. (BPL)

Project Location Existing 136Km Karachi-Hyderabad section of National Highway N-5.

Interchanges Seven (7)

Service Area Two (2)

Facilities at Service Area:

l Restaurants and Food Courts

l Toilets

l CNG/LPG Filling Stations with Tuck Shop

l Diesel/Petrol Filling Stations with Tuck Shop

l Tyre Shop and Mini Workshop

l Trauma Centre

l Mosque

l Parking Area

l Truckers Workshop

l AamSarai and Dhaba (with Trucks/Buses Parking)

l Customer service centers where motorists can inquire about products, services,

road information, weather etc.

l Internal Roads, Sewerage, Water Supply and Electrification

Toll Plazas Two New 16-lane Toll Plazas with Electronic Toll and Traffic Management (ETTM) system

Weigh Stations Seven (7) weigh stations

Motorway Facilities l Electronic Toll Collection

l Emergency Call Service

l Centralized Operation Centre

l Traffic Counting Stations/ Weigh in Motion (WIM) system

l Variable Message Signs

l Emergency Assistance System

Table 2.1-Silent Features of the Project

n Strengthen the existing road infrastructure,

n Construct existing 4- lane Karachi-Hyderabad Superhighway as 6-lane,

access controlled in order to provide world class Motorway (M-9) along with

its associated facilities

n Design and construct bridges, culverts, and underpasses where necessary,

n Provide helpline services, services area and other motorway facilities.

Relevant Legislation & Guidelines

To carry out the present ESIA study, the environmental legislation and

guidelines enforced by the Pakistan Environmental Protection Agency have been

followed.

Project Alternatives

Different alternative of the project were analyzed by considering no Project,

alternative transport modes and improvement of the existing carriageway.

Improvement of existing road with widening on both sides in different lane

alignments, construction of more lanes and construction of bypass was

considered for project alternatives. Rehabilitation of existing carriageway and

construction of new lane was considered feasible due to least impact and more

benefits.

Description of Environment andSocial Conditions of the Area

Baseline conditions were studied for the physical, ecological resources and for

socioeconomic environment. The project is located in three districts of Sindh

Province; Malir, Thatta and Jamshoro.

The climate of most parts of the Project Area is arid characterized by four district

seasons in a year, that is, winter from Mid-November to February, spring during

March and April summer from May to Mid- September and autumn from Mid-

September to Mid-November. June is the hottest month in most parts of the

Hyderabad area, with mean daily maximum temperature recorded as 34.7 °C.

January is the coldest month in the area, with the mean daily minimum

temperature recorded as 20.7 °C. The air temperature prevailing at Karachi city

and its adjoining coastal areas are generally high throughout the year. During

winter the range of variation of temperature is large for Karachi coast especially

in respect of maximum and minimum temperatures. The mean maximum

summer temperature is 33°C, while the mean minimum temperature of Karachi

is 21.0°C.



ExEcUtIvE SUMMARY

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In order to analyze the existing air quality of the project area, ambient air

monitoring was conducted at four locations in association with Suparco through

their mobile monitoring lab by using USEPA designated monitoring equipment.

The estimated value of the ambient air quality data parameters when compared

with the NEQS were within the limits at all sites except the CO and NO which

are slightly higher than the NEQS limits at site of Hyderabad (Near Toll plaza).

EMC team has measured noise quality of the project area. Noise level at Damba

Goth was found to be 80.6 dB (Max) which is above the NEQs Level.

The geology of the region is divisible in three main regions, the mountain ranges

of Kirthar, Pab containing a chain of minor hills in the west and in east it is

covered by the Thar Desert and part of Indian Platform where the main exposure

is of Karonjhar Mountains, which is famous for Nagar Parkar Granite. The

geology of Sindh is divisible in three main regions, the mountain ranges of

Kirthar, Pab containing a chain of minor hills in the west and in east it is covered

by the Thar Desert and part of Indian Platform where the main exposure is of

KaronjharMountains, which is famous for Nagar Parkar Granite. The soils in the

vicinity are generally coarse textured extensively laden with gravels and pebbles.

The River Indus is the prime surface water resource of Sindh.

According to the seismic zone map of Pakistan the project area lies in Zone 2A

and 2B of Modified Mercalli (M.M) intensity scale i.e. minor to moderate

damage, distinct earthquakes may cause damage to structures with fundamental

period corresponds to intensity IV- VII the M.M Scale.

Most wildlife species were found to be present or reported quite far away from

the project area in relation to the officially notified protected areas which may

comprises ecosystems that includes wildlife reserves and forests, archaeological

sites, monuments, buildings, antiquities or cultural heritage sites. As many as 12

species of mammals, 18 species of birds and 11 species of reptiles were recorded

from the area. None of the threatened species of mammals, birds or reptiles was

recorded from the area.

On both the sides of the road several tree plantations were seen which are mainly

dominated by Eucalyptus citriodora, Azedarahtaindica, Thespeciapopulenaea,

Conocarpuslatifolia, Parkinsoniaaculeata, Neriumindicum, Callistemon sp,

Guacamofficinale, Bougainvillaglabra. There is a big tract of abandoned land on

either side of the project dominated by two invasive species viz Prosopisjuliflora

and Prosopisglandulora.

The nearest Wildlife Protected Area is the Surjan Game Reserve which is about

2.0Km from the existing Karachi-Hyderabad Super Highway. The limits of

Mahal Kohistan Wildlife Sanctuary have been extended. These may be taken into

account.

In order to assess the present socio-economic and socio-cultural conditions of the

community living in the project area, a social survey was conducted. Meetings



ExEcUtIvE SUMMARY

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were held with different Government departments, educational institutions,

NGOs and local communities to discuss the project, its components and its

expected environmental and socio-economic impacts.

Environmental Impact and Mitigations

Potential impacts were identified in relation to planning, design and location for

construction and operation phases of the proposed Karachi-Hyderabad M-9

Project. Mitigation measures have been suggested to reduce all negative impacts

to acceptable levels. These were discussed with specialists responsible for the

engineering aspects, and measures have been included in the designs for the

infrastructure. This means that the number of impacts and their significance have

already been reduced by amending the design. These including Strengthen the

existing road infrastructure without disturbing the business of the people;

n Design of structures as per seismic zone to eliminate risk;

n Design of storm water drainage system in consideration of change in

topography;

n Replantation of trees and Compensatory plantation;

n Avoiding complete closure of road by limiting the construction area to actual

M-9 RoW and allowing the traffic as per the traffic management plan.

n Provide provision of chain link fence and all necessary arrangement on both

sides of defined RoW;

During the construction phase, impacts mainly arise from generation of dust

from soil excavation and refilling; and from the disturbance of residents,

businesses, traffic and important buildings by the construction work. Among

these, public and worker safety due to large scale construction using heavy-duty

construction equipment, traffic disturbance during construction is considered to

be significant.

Important measures suggested include:

n Dust control measures such as water sprinkling and covering the loose

material during transport;

n Proper planning and scheduling of noise generating activities;

n Providing alternative traffic routes/detours and informing public about the

same;

n Providing public information boards at site (project details, traffic

arrangements, executing agency and contractor details; safety and contact

information);

n Following standard and safe construction practices (barricading the site



ExEcUtIvE SUMMARY

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properly; avoiding accidental traffic entry including pedestrians;

deployment of safety and security staff; providing warning/sign boards;

provision of protection equipment; special precautions during risky works

like arranging the pre-cast elements and equipment safety checks, etc.)

n By considering the above mentioned factors and the road will now be

constructed first on one side and then on the other side from centerline of

the existing road to a 6 lane carriageway. This will have the advantage of

enhanced safety during construction and operational stages, and less

disruption to the passing traffic during construction. It will also minimize

resettlement of structures, trees and other utilities

The construction of the existing road will be in such a way with minimal land

acquired and less disruption to the traffic hence no major impacts are envisaged.

The main beneficiary of the proposed project is to provide a future access to the

Karachi- Hyderabad Motorway that would be achievable in the most

appropriate location.

Mitigation will be assured by a program of environmental monitoring

conducted to ensure that all measures are provided as intended, and to

determine whether the environment is protected as envisaged. This will include

observations on and off site, document checks, and interviews with workers and

beneficiaries, and any requirements for remedial action will be reported to the

EPA.

Stakeholders were involved in developing the ESIA through face-to-face

discussions in meetings at ESIA preparatory stage and a large public hearing

will be held, after which views expressed will be incorporated into the ESIA and

the planning and development of the project.

There are two essential recommendations that need to be followed to ensure that

the environmental impacts of the project are successfully mitigated. The

proponent and NHA shall ensure that:

n All mitigation, compensation and enhancement measures proposed in this

ESIA report are implemented in full, as described in the document;

n The Environmental Management and Monitoring Plan proposed is also

implemented in letter & spirit.

Environmental Management Plan

A comprehensive, Environmental Management Plan (EMP) has been developed

for Karachi-Hyderabad M-9 Project. An Environmental Mitigation Matrix has

also been prepared considering impacts on different components of the physical,

biological and socio-economic environment. In addition, a comprehensive

monitoring plan has been proposed for the project.



ExEcUtIvE SUMMARY

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The EMP includes review of regulatory requirements and applicable standards,

EMP institutional arrangements for implementation of EMP, roles and

responsibilities of different agencies & Environmental Monitoring plan.

Conclusion

The proposed project will increase the economic activities around the area,

creating avenues for direct/indirect employment in the post project period. It

will improve the commercial activity in the project area resulting in economic

uplift of the people of the Project area. There would be a wider economic impact

in terms of generating opportunities for other business like transportation,

marketing, repair and maintenance tasks, etc.

Property value especially near interchanges may increase in future. It is planned

by the Government to develop Industrial Zones near each interchange, which

will enhance the commerce and trade activities.

It gives a speedy as well as safe way for traveling and trade (as there are

minimum chances of accidents due to controlled speed). Decreasing the vehicle

operating cost and travel time costs due to better/ improved road facility,

reduced traffic congestion, uninterrupted and smooth traffic flow, and for

shorter route between Karachi and Hyderabad.

Due to better condition of road, the wear and tear of vehicles/engines of

vehicles is very much reduced resulting in the reduction of maintenance

expanses of vehicles. Free flow conditions throughout M-9 will reduce traffic

congestion and in turn reduce both air and noise pollution.

Generally the project will show positive impacts once completed but may cause

some short term negative impacts during its construction stage. These negative

impacts however, can be minimized or avoid if proposed mitigation measures

are duly taken into account.

The overall conclusion is that providing the mitigation, compensation and

enhancement measures are implemented in full, there should be no significant

adverse environmental impacts as a result of location, design, construction or

operation of the project.



ExEcUtIvE SUMMARY

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environmental and social impact assessment for Karachi hyderabad motorway (m-9) project

environmental management consultants contents

contents01 Introduction 01 of 07

1.1 General 01 of 07

1.2 Overview of the Project 01 of 07

1.2.1 Project Location 01 of 07

1.2.2 Scope of the Project 02 of 07

1.2.3 Profile of the Proponent 02 of 07

1.3 Environmental and Social Impact Assessment of the Proposed Project 02 of 07

1.3.1 Justification and Categorization of the Project 02 of 07

1.3.2 Objectives and Scope of ESIA 03 of 07

1.3.3 Environmental Standards and Guidelines 04 of 07

1.3.4 ESIA Methodology 04 of 07

1.3.5 Composition of the ESIA Report 06 of 07

1.3.6 ESIA Study Team 07 of 07

02 Description of the Project 01 of 10

2.1 Existing Karachi-Hyderabad Superhighway 01 of 10

2.2 The Proposed Project 02 of 10

2.2.1 Project Location 02 of 10

2.3 Project Component 02 of 10

2.3.1 Rehabilitation and Extension 02 of 10

2.3.2 New Interchanges 04 of 10

2.3.3 Service Road Formations 04 of 10

2.3.4 Service Areas 04 of 10

2.3.5 Toll Plazas 05 of 10

2.3.6 Weigh Stations 05 of 10

2.3.7 Safety Fances or Barriers 05 of 10

2.3.8 Maintenance and Operation Compounds 06 of 10

2.3.9 Ancillary Development 06 of 10

2.3.10 Motorway Facilities 06 of 10

2.4 Detail Design of the Project Component 07 of 10

2.4.1 Design Life 07 of 10

2.4.2 Geometric Design 07 of 10

2.4.3 Pavement Design 07 of 10

2.4.4 Structural Design 08 of 10

2.4.5 Highway Drainage Design 09 of 10

2.4.6 Hydrological Design 09 of 10

2.4.7 Electrical Wiring and Lighting 09 of 10

2.4.8 Road Signs and Markings 10 of 10

03 Legislative Cosiderations, Environmental Regulations and Guidelines 01 of 11

3.1 Introduction 01 of 11

3.2 Institutional Setup 01 of 11

3.3 National Policies and Stretagies 01 of 11

3.3.1 National Conservation Strategy 01 of 11

3.3.2 Biodiversity Action Plan 03 of 11

3.3.3 National Environmental Policy-2005 03 of 11

3.3.4 National Resettlement Policy 03 of 11

3.4 National Legislations 03 of 11

3.4.1 Pakistan Environmental Protection Act 1997 04 of 11

3.4.2 Pakistan Environmental Protection Agency Review of

(IEE/EIA) Regulations 2000 05 of 11

3.4.3 Land Acquisition Act 05 of 11

3.4.4 Antiquities Act 1975 06 of 11

3.4.5 Sindh Cultural Heritage Preservation Act 1994 06 of 11

3.4.6 The Forest Act 1927 07 of 11

3.4.7 Sindh Wildlife Protection Ordinance, 2001 07 of 11

3.5 National Environmental Guidelines 07 of 11

3.5.1 Pakistan Environmental Assessment Procedures 2000 07 of 11

3.5.2 National Environmental Quality Standards (NEQS) 08 of 11

3.6 International Guidelines 09 of 11

3.6.1 World Bank Guidelines on Environment 09 of 11

3.6.2 Obligation under International Treaties and Convention 09 of 11

3.6.3 International Convention on Biodiversity 10 of 11

3.6.4 Convention on Wetlands 10 of 11

3.6.5 IUCN Red List 10 of 11

3.6.5 KYOTO Protocol 10 of 11

04 Screening of Alternatives 01 of 04

4.1 No Project Alternatives 01 of 04



4.2 Alternate Transport Modes 01 of 04

4.2.1 Alternate Access Road 01 of 04

4.3 Improvement of Existing Carriageway 02 of 04

4.3.1 Rehabilitation of Existing Roads and Addition of Two Lanes 02 of 04

4.3.2 Construction of 8-Lane Highway 04 of 04

4.3.3 Construct a Completely New Carriageway Parallel to the Existing Road 04 of 04

4.3.4 Provision of Bypass 04 of 04

4.3.5 Advantages and Disadvantages 04 of 04

05 Environmental & Social Baseline of the Region 01 of 39

5.1 Micro and Macro Environment of the Project Area 01 of 39

5.2 Physical Environment 01 of 39

5.2.1 Ambient Air Quality 01 of 39

5.2.2 Ambient Noise Quality 04 of 39

5.2.3 Climate and Meteorology 05 of 39

5.2.4 Recent Trend in Moon Soon Pattern 09 of 39

5.2.5 Storms 11 of 39

5.2.6 Surface Water Resources 11 of 39

5.2.7 Ground Water Resources 13 of 39

5.2.8 Geography 13 of 39

5.2.9 Geology and Topography 15 of 39

5.2.10 Soil 15 of 39

5.2.11 Seismic Information 16 of 39

5.3 Biological Resources 17 of 39

5.3.1 Original Ecozones 18 of 39

5.3.2 Modified Nature of Habitat 20 of 39

5.3.3 Fauna of the Project Area 21 of 39

5.3.4 Flora of the Project Area 21 of 39

5.3.5 Sensitive or Critical Habitat 24 of 39

5.4 Traffic Study on the Proposed Karachi Hyderabad Motorway M-9 24 of 39

5.4.1 Data Analysis 24 of 39

5.5 Socioeconomic Condition in Microenvironment 25 of 39

5.5.1 Communities and their Economic Activity 25 of 39

5.5.2 Displacement and Resettlemet 25 of 39

5.5.3 Pedestrian Underpasses 25 of 39



5.5.4 Indiginous People 25 of 39

5.5.5 Cultural Heritage 27 of 39

5.5.6 Aesthetics and landscape 27 of 39

5.5.7 Human Health and Safety 27 of 39

5.5.8 Reservation of Cultural Heritage 28 of 39

5.6 Socioeconomic Conditions in Macroenvironment 28 of 39

5.6.1 Demography 28 of 39

5.6.2 District Malir (Karachi) 28 of 39

5.6.3 HIstory, Ethnicity/Tribes and Culture 28 of 39

5.6.4 Occupation 30 of 39

5.6.5 Betrothal and Marriages 30 of 39

5.6.6 Important Historical Places 31 of 39

5.6.7 Population Size Growth and Distribution 31 of 39

5.6.8 Household Size 31 of 39

5.6.9 Rular/Urban Distribution 32 of 39

5.6.10 Religion 32 of 39

5.6.11 Mother Tongue 32 of 39

5.6.12 Literacy Ratio 32 of 39

5.6.13 Education Attainment 32 of 39

5.7 District Thatta 32 of 39

5.7.1 Population 32 of 39

5.7.2 Administration Setup 33 of 39

5.7.3 Historical Importance 33 of 39

5.7.4 Demographic Conditions 33 of 39

5.7.5 Gender Balance 33 of 39

5.7.6 Social Infrastructure 33 of 39

5.7.7 NGOs Working in the Area 35 of 39

5.7.8 Economy 35 of 39

5.8 District Jamshoro 36 of 39

5.8.1 Location 37 of 39

5.8.2 Population of District Jamshoro 37 of 39

5.8.3 Infrastructure 38 of 39

5.8.4 Economy 38 of 39

5.8.5 Power Plants 39 of 39



06 Stakeholder Consultation 01 of 08

6.1 Identification of Stakeholder 01 of 08

6.2 Approach and Methodolgy 01 of 08

6.2.1 Scoping Meeting 01 of 08

6.2.2 Consultation Meeting 02 of 08

07 Environmental and Social Impact Assessment and Proposed Mitigation Measures 01 of 21

7.1 Screening Potential Environmental Impacts 01 of 21

7.2 Identification of Impacts during Design Phase 03 of 21

7.2.1 Topography 03 of 21

7.2.2 Formation in Built-up Area 03 of 21

7.2.3 Location of Labour Camps & Other Material 04 of 21

7.2.4 Change of Land Use 04 of 21

7.2.5 Cross Drainage and Accessory Structures 04 of 21

7.3 Identification of Impacts during Construction Phase 04 of 21

7.3.1 Air Quality 04 of 21

7.3.2 Noise and Vibration 08 of 21

7.3.3 Impacts on Water Resources 10 of 21

7.3.4 Impacts on Land Environment 11 of 21

7.3.5 Biological Environment 13 of 21

7.3.6 Impact on Traffic 14 of 21

7.3.7 Impacts on the Socio-economic of the Area 14 of 21

7.3.8 Public Health and Safety 17 of 21

7.3.9 Natural and Manmade Hazards 17 of 21

7.4 Identification of Impacts during Operation Phase 17 of 21

7.4.1 Air Quality 19 of 21

7.4.2 Noise and Vibration 19 of 21

7.4.3 Impacts on Water Resources 19 of 21

7.4.4 Impacts on Land Environment 19 of 21

7.4.5 Bilogical Environment 20 of 21

7.4.6 Traffic Conditions 20 of 21

7.4.7 Socio-economic 20 of 21

08 Environmental Management and Monitoring Plan 01 of 30

8.1 General 01 of 30

8.2 Objectives 01 of 30



8.2.1 Key Environmental and Social Components 01 of 30

8.3 Environmental Management System 02 of 30

8.3.1 Functions of Environmental Management System 02 of 30

8.3.2 Organization Structure 03 of 30

8.3.3 Roles and Responsibilities 03 of 30

8.3.4 Specific Implementation Responsibilities 07 of 30

8.4 Environmental Management Program 08 of 30

8.5 Training, Awareness and Competence 08 of 30

8.6 Communication 09 of 30

8.7 EMMP Documentation 09 of 30

8.8 Operational Control 10 of 30

8.9 Environmental Management Procedures 10 of 30

8.9.1 Measures to Improve Environmental Awareness 10 of 30

8.9.2 Specific Process to meet Environmental Requirements 10 of 30

8.9.3 Water Quality Management 11 of 30

8.9.4 Refuse Management 11 of 30

8.9.5 Wastewater Management 11 of 30

8.9.6 Materials Management Plan 12 of 30

8.9.7 Worker’s Health and Safety 13 of 30

8.9.8 Emergency Preparedness and Response 13 of 30

8.10 Environmental Management Plan 13 of 30

8.11 Environmental Monitoring 26 of 30

8.11.1 Objectives 26 of 30

8.11.2 Monitoring Roles, Responsibilities and Schedules 26 of 30

8.11.3 Monitoring Parameters 27 of 30

8.11.4 Reporting Structures and Outcomes 27 of 30

09 Conclusion 01 of 02

9.1 Findings 01 of 02

9.2 Conclusion 02 of 02

ANNEXURES

Annex-I National Resettlement Policy, 2005

Annex-II A Pakistan Environmental Protection Act 1997

Annex-II B Pakistan Environmental Protection Agency, EIA / IEE Regulations 2000



Annex-III National Environmental Qualtiy Standards (NEQS)

Annex-IV IUCN Red List

Annex-V List of Stakeholders



envIronmental and SocIal Impact aSSeSSment for KarachI hyderabad motorway (m-9) project

envIronmental management conSultantS

SectIon 1

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IntroductIon

1.1- GeneralThe Karachi-Hyderabad 136 km section of N-5 Super

Highwaywas constructed as a part of the First Highway

Project with the assistance of World Bank during 1964 – 68

and idealized in 1991 as part of the Fourth IBRD Highway

Project.The project corridor serves as the main spine for

traffic movement between Karachi and Hyderabad as it

provides the shortest route between these two major

urban centers. According to the Traffic study March 2012,

more than 98% of traffic both passenger and goods

vehicles used Karachi- Hyderabad M-9 to travel from

Karachi towards Punjab, Northern areas and lower Sindh

region especially desert areas of Sindh.

In order to accelerate the process of expansion of

motorways the Government has invited the private sector

to participate in expansion of Motorway Network, on the

basis of build, operate and transfer (BOT) arrangement.

The GOP believes that the technical, managerial and

financial resources of the private sector can make a useful

addition to its own efforts in this regard.

The National Highway Authority selected M/s Binapuri

Pakistan Pvt. Ltd. (BPL)for the construction of existing 4-

lane Karachi-Hyderabad Superhighway as 6-lane, access

controlled and world class Motorway (M-9) along with its

allied facilities. The project is to be carried out under

Public-Private Partnership (PPP) arrangement on Build-

Operate-Transfer (BOT) basis.

Understanding the existing environmental and socio-

economic characteristics of the region is a prelude to

evaluate the likely impacts (positive/ negative) that can

occur from the proposed project. For this Binapuri

Pakistan Pvt. Ltd. has appointed M/s Environmental

Management Consultants to conduct Environmental and

Social Impact Assessment of proposed Karachi-

Hyderabad M-9 Projectin compliance with the mandatory

requirements of Section 12 of Pakistan Environmental

Protection Act (PEPA) 1997 and Pakistan Environmental

Protection Agency Review of EIA/IEE Regulations 2000.

1.2- Overview of theProject

1.2.1- Project LocationThe proposed 134.35 Km Karachi- Hyderabad M-9 project

will likely to starts off at Km 13+000 (Project Chainage

0+000) of the NHA positioned under the

flyover/interchange provided for the Lyari Express way

on the Lyari River and ends at 149+000 (Project Chainage

01

Project Name Environmental & Social Impact Assessment for the proposed

M-9 Karachi to Hyderabad.


Project Construction Cost 18,235,000,000 PKR


Contact Person Ooi Chin Giap (Azlan)

PD / Acting Head – Pak, No.84 St-3 Sector HH Phase-IV, DHA Lahore.

ESIA Consultants Environmental Management Consultants (EMC)

Syed NadeemArif

Office # 503, Anum Estate Building, Main Shahrae Faisal, Karachi.

Tel: 021-34311466, Fax: 021-34311467,

E-mail: [email protected], [email protected]

Table 1.1- Project Brief

136+000) in the closeness of the clover leaf interchange

which is present on the Hyderabad Bypass.

1.2.2- Scope of the ProjectThe scope of project is but not limited to:

n Strengthen the existing road infrastructure,

n Construct existing 4- lane Karachi-Hyderabad

Superhighway as 6-lane, access controlled in order to

provide world class Motorway (M-9) along with its

associated facilities

n Design and construct bridges, culverts,

andunderpasses where necessary,

n Provide helpline services, services area and other

motorway facilities.

1.2.3- Profile of the ProponentBinapuri Pakistan Pvt. Ltd. (BPL)is a renowned

construction company on the Main Board ofBursa

Malaysia Berhad, with 35 years of work experience in civil

and building constructionboth locally and internationally.

The diverse work has been done by the proponent that

comprises business activities, investment holdings, civil

and building engineering management,

propertydevelopment, highway concessionaire, quarry

operations, manufacturing ofconstruction materials,

polyurethane system house, utilities and

hospitalitymanagement.

The proponent is certified with MS ISO 9001:2000,

OHSAS 18001, MS 1722 Certifications and has won many

award laudable of mention including the Prominent

Player Award2005: Malaysian Construction Industry

Excellence Awards 2005 (MCIEA 2005), theContractor

Award 2007: Grade G7 (MCIEA 2007) and the

International AchievementAward (MCIEA 2008)

awarded by the Construction Industry Development

Board ofMalaysia.BinaPuri commenced to expand

globally in 1995 as well as it has various operations offices

in Thailand,United Arab Emirates, Saudi Arabia,

Pakistan, Indonesia and Brunei Darussalam.

Nowadays BinaPuri is a remarkable construction

company which is listed in the main boardof Bursa

Malaysia managed by a team of professional, devoted,

qualified andexperienced personnel supported by the

resources of the company. The Proponent is conceited to

have completed more than 1,000 kilometers of roads

andhighway, bridges, interchanges, waterworks and

projects related to land reclamation.The projects related to

Building completed comprise commercial buildings,

educational institutions, hotels, hospitals, government

complexes and residential projects.

1.3- Environmental andSocial Impact Assessmentof the Proposed Project

1.3.1- Justification&Categorization of ProjectThe Pakistan Environmental Protection Act 1997

empowers the EPA as the principal authority for

environmental management in Pakistan. It has also

established the requirement of environmental assessment

of any project in place prior to commencement of

work.Section 12 of Pakistan Environmental Protection Act

1997 states that:

“No proponent of a project shall commence construction

or operation unless he has filed with the Government

Agency designated by Federal Environmental Protection

Agency or Provincial Environmental Protection Agencies,

as the case may be, or, where the project is likely to cause

adverse environmental effects an environmental impact

assessment, and has obtained from Government Agency

approval in respect thereof.”

EIA study is carried out in compliance with the

mandatory requirements of Section 12 of Pakistan

Environmental Protection Act (PEPA) 1997. This legal

provision requires an initial environmental examination

(IEE) or an environmental impact assessment (EIA) to be

carried out and the report submitted to the relevant

Agency or Department, which has been delegated the

authority for review and approval of EIA/IEE findings.



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The Pakistan Environmental Protection Agency (Review

of EIA/IEE) Regulations 2000 defines the categories of

projects requiring an Initial Environmental Examination

(IEE) or Environmental Impact Assessment (EIA) in

Schedules I & II respectively. According to Clause 4 of the

Pakistan Environmental Protection Agency (Review of

IEE and EIA) Regulations, 2000, “a proponent of a project

falling in any category specified in Schedule II shall file an

EIA with the Federal Agency.” Schedule II of the

regulations includes “all projects situated in

environmentally sensitive areas” and “any project likely

to cause an adverse environmental effect.”

Under the Pakistan Environmental Protection Agency

(Review of IEE and EIA)Regulations 2000;

“Federal or provincial highways or major roads (except

maintenance or rebuilding or reconstruction of existing

roads) with total cost of Rupees 50 Millionand above” is

in Schedule II, List of projects requiring an Environmental

Impact Assessment”

As per the EPA Guidelines, the present Project is classified

as “Schedule II” that requires an EIA study and approval

from the concerned authority, prior to the construction.

Accordingly detailed Environmental and Social Impact

Assessment has carried out to address the regulatory

requirements as well as to make it acceptable to:

n BinaPuriPakistan Pvt Ltd who are the proponents

n BOT entrepreneur investing in its establishment and

operation; and

n EPA Sindh against the requirement of Pakistan

Environmental Protection Act 1997.

n The ESIA study has accordingly been designed to

focus on making certain that:

n If there is a negative impact, it should be mitigated as

much as possible through specified design and

construction procedures, and

n Any remaining short term or long term negative

impact is identified clearly and made known to all

those likely to be affected.

1.3.2- Objectives & Scope of ESIAThe objective of ESIA is to foresee the potential

environmental problems that would arise out of the

proposed development activity and address them in the

planning and design stage of the project. The ESIA

process should then allow for the communication of this

information to:

n The project proponent

n The regulatory agency (ies); and,

n All stakeholders and interest groups.

ESIA integrates the environmental concerns in the

development activities right from the time of initiating the

preparation of feasibility report. In doing so, it enables the

integration of environmental concerns and mitigation

measures in project development. ESIA can often prevent

future liabilities or expensive alterations in project design.

The purpose of this EIA study is to evaluate the activities

associated with the construction and operation of

proposed Karachi- Hyderabad Motorway project.

Environmental assessments made here are in conformity

with the requirements of Pakistan Environmental

Protection Act 1997 as well as other national and

international environmental guidelines where national

guidelines are not available.

The scope of this study is to assess the environmental and

social impacts that could occur as a result of construction

and operations of the proposed project. Following are

some of the main objectives of this EIA study:

n To determine and document the state of the

environment of the project area to establish a baseline

in order to assess the impact of implementation of the

proposed project;

n To collect and assess existing environmental and

social profile of entire project area and incorporate it

in report for future use by client;

n To identify all environmental sensitivities including

flora, wildlife and avifauna of the project area, if there

is any;



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n To identify national heritage sites, archaeological

sites and ecologically important areas in the project

zone of influence;

n To identify and assess all the major and minor

environmental & socio-economic aspects and

impacts due to construction and operation of the

office building project specifically in the project area

and generally on its surrounding in accordance with

national and international environmental legislations

and guidelines.

n To provide assistance to the proponent for planning,

designing and implementing the project in a way that

would eliminate or minimize the negative impact on

the biophysical and socio-economic environment

and maximizing the benefits to all parties in the most

cost effective manner;

n To provide opportunity to the public for

understanding the project and its impact on the

community and their environment in the context of

sustainable development.

n To develop a detailed environmental management

plan (EMP) for the sustainable implementation

mechanism of mitigation measures identified during

the study along with monitoring plan.

1.3.3- EnvironmentalStandards and GuidelinesIssues related to Environment and control all over

Pakistan are governed by Pakistan Environmental

Protection Act (PEPA) 1997.Guidelines and procedures

for preparing EIA reports have been published by Federal

EPA in the form of “ Pakistan Environmental Assessment

Package”.

Before commencement of Projects the requirements of

Govt. of Pakistan that need to be met are as follows:

n Legal requirements in Pakistan for Environmental

Assessment for new projects under the

Environmental Protection Agency Sindh

n Pakistan EPA Guidelines and Procedures (2000) for

Environmental Assessment of new projects and

n Pakistan National Environmental Quality Standards

(NEQS) gaseous including Vehicular exhaust

emissions; noise emissions and liquid effluents.

Scoping to explain all stakeholders of the need of the

project and the likely environmental as well as social

impact has already been held as the necessary first step of

process of EIA .The views and concerns expressed by the

stakeholders have been recorded and they will be duly

responded in the EIA.

1.3.4- ESIA MethodologyEMC adopted the following procedures for making

assessment of impact of different activities during the

construction and operational phases on micro

environment and macro environment of the project

activity areas:

A. Understanding of the Proposed

Operation

This step involved collecting information from on the

propose project activities and understanding the activities

to identify potential impacts from them.

B. Review of Legislation and

Guidelines

National legislation, international agreements,

environmental guidelines, and best industry practices

were reviewed to set environmental standards that

BinaPuriwill be required to follow during different stages

of the project.

C. Secondary Data Collection

All available published and unpublished information

pertaining to the micro and macro environment of the

Project was obtained and reviewed. It included the earlier

environmental studies and environmental baselines

conducted the consultants for development activities in

M-9 Motorway project. All data sources were reviewed to

collect information relevant to physical, biological and



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socio-economic condition of the macroenvironment and

microenvironment of project site.

D. Scoping Sessions with Relevant

Stakeholders

Meetings were held with all project related stakeholders

to have expert opinion and get a better understanding on

project area, its physical, biological features, as well as

social and economic issues. The stakeholders gave

valuable suggestions and input which were very useful

while carrying out the impact assessment.

E. Field Data Collection

EMC teamvisited the project area in the months of

May2012. During the site visit, primary information on

the physical, biological and socio-economic conditions of

the project area were collected.

F. Impact Identification and

Assessment

Potential impacts which may arise from proposed

activities were identified. These included effects on

physical, biological, socio-economic environment;

archaeology and culture. Impacts were identified in

particular on the biological habitats and assessed on the

basis of field data collected from area, secondary data,

expert opinion, and monitoring results ofprojects in

proposed project area.

G. Recommendations to Mitigate

Impacts

Keeping in view the baseline data collected and impacts

identified mitigation measures have been recommended

to minimize, reduce, eliminate, or compensate for the



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potential environmental and social impacts on the project

zone of influence. Mitigation measures recommended

here are based on past experience, best industry practices,

legislative requirements and professional judgment.

H. Environmental Management

Plan (EMP)

Environmental management plan (EMP) was developed

for effective implementation of the recommended

mitigation measures. EMP includes controls to minimize

the identified impacts, and monitoring programme to

monitor residual impacts, if any, during the operation.

The EMP has laid down procedures to be followed during

the Karachi-Hyderabad Motorway (M-9) construction,

operation and associated activities and has identified roles

and responsibilities for all concerned personnel during

the operation, including post project monitoring and

reporting.

I. Documentation, Review &

Conclusion

This is the final step in the environmental assessment. The

document is based on reports produced by EMC Team of

experts and compiled by Project Coordinator and office

staff, duly overseen by Team Leader and Project

Manager. The Report was reviewed by Team leader for

screening/assessment of potential environmental impacts

and put forward recommendations of mitigation

measures and the Environmental Monitoring and

Management Plan.

The Report has been prepared according to the Policy and

Procedures for Filing, Review and Approval of

Environmental Assessments 2000 and relevant guidelines

of the PEPA 1997. This report includes the findings of the

assessment of the project impacts, and the mitigation

measures to be adopted during the execution of the

proposed activities.

1.3.5- Composition of ESIAReportThe ESIA report has been structured on the standard

format, prescribed by the Environmental Protection Act

(PEPA) 1997, and Pakistan EPA guidelines and

procedures (2000) for the Environmental Assessment of

New Projects. The Report has been presented in the

following sections:

Chapter 01- Introduction

Provides an introduction and background of the project

and justification of ESIA.

Chapter 02- Description of Project

Describes the project, its objective; its type and category;

location of the facilities and project details while in

operation along with proposed schedule for

implementation.

Chapter 03- Governing legislation

and Statutory Requirements

Provide an overview of Policy and Legislation along with

International Guidelines relevant to operation of Karachi

Hyderabad M-9.

Chapter 04- Screening of

Alternatives

Provides evaluation of different alternatives to arrive at

the best possible option for the project.

Chapter 05- Environmental &

Socio-economic Baseline

This section describes the existing environmental and

Socio-economic baseline situation of the macro and micro

environments of the proposed project area.

Chapter 06- Stakeholder

Consultation

Describes the consultations process performed for the

ESIA of Karachi Hyderabad M-9 project and gives the

concerns of stakeholders during consultation process.



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Chapter 07- Screening of

anticipated Impacts and Proposed

Mitigations

Describes the potential environmental and social impacts

on different features of the micro and macro environment,

and using the general guidelines presents a screening of

potential environmental impacts at the designing,

construction and operation stages. The screening includes

the residual impact as a result of adoption of mitigation

measures that may be needed for minimizing the impact.

Chapter 08-Environmental

Management and Monitoring Plan

Presents the environmental management that has been

incorporated in the design, construction and operation of

Karachi Hyderabad M-9.

Chapter 9-Conclusion

Summarizes the report and presents its conclusions.

1.3.6- ESIA Study TeamThe study was assigned to Environmental Management

Consultant. EMC organized the following team to carry

out the study:



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S.No. Name Position

1 Mr. Syed NadeemArif Project Manager

2 Mr. SaquibEjazHussain Dy. Project Manager / EIA Expert

3 Dr. MirzaArshad Ali Beg Team Leader / Principal Expert

4 Dr. Muhammad Mansha Expert on Air

5 Dr. IqbalHashmi Expert on Water Resources

6 Dr. Mansoor Imam Expert on Waste Management

7 Dr. Syed Ali Ghalib/Mr. Razaque Expert on Fauna/Ornithologist

8 Ms. SamitaNadeem Environmental Engineer

9 Dr. ViqarHussain Expert on Geology

10 Dr. Saddar-ud-din Expert on Flora

11 Ms. Tasneem Bhatti Expert on Social Issues

12 Ms. Noor Fatima Environmentalist

13 Ms. Sarah Sidiki Environmentalist

Table 1.2: EIA Study Team

ENvIRONmENTal aND SOCIal ImPaCT aSSESSmENT FOR KaRaCHI HyDERabaD mOTORway (m-9)PROJECT

ENvIRONmENTal maNagEmENT CONSulTaNTS

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DESCRIPTION OF THE PROJECT

2.1- Existing Karachi-Hyderabad Super Highway

The existing 136 km Karachi-Hyderabad section of N-5

(popularly known as Super Highway) connects the port

city of Karachi with the North of Pakistan. This section of

the highway is amongst the most densely trafficked in the

entire country, the existing highway is serving heavy

traffic volume with large portion of truck traffic. The route

is also the shortest possible distance between the two

cities i.e. Karachi and Hyderabad and feeds into the main

North – South Links i.e. National Highway N-55 (Indus

Highway) and the National Highway N-5 (Grand Trunk

Road).

The Karachi-Hyderabad section was constructed as a part

of the First Highway Project with the assistance of World

Bank during 1964 – 68 and dualized in 1991 as part of the

Fourth IBRD Highway Project. Toll is being collected

from Highway users by the NHA.

02

Figure 2.1: The existing Karachi- Hyderabad Section of National Highway N-5

2.2- The Proposed Project

The National Highway Authority intends to construct

existing 4-lane Karachi-Hyderabad Superhighway as 6-

lane, access controlled, world class Motorway (M-9) along

with its allied facilities. The project is to be carried out

under Public-Private Partnership (PPP) arrangement on

Build-Operate-Transfer (BOT) basis.

2.2.1- Project Location

The project starts off at Km 13+000 (Project Chainage

0+000) of the NHA reference under the

flyover/interchange provided for the Lyari Expressway

on the Lyari River and ends at Km 149+000 (Project

Chainage 136+000) in the proximity of the clover leaf

interchange on the Hyderabad Bypass.

2.3- Project Component

The key engineering features of the Project, for

construction of a world-class motorway, include but not

limited to the following:

2.3.1- Rehabilitation&Extensions

The proposed project involves rehabilitation of the

existing 134.35 Km (Length reduced by 1.65 Km at

Hyderabad end, terminating before Hyderabad

ENvIRONmENTal aND SOCIal ImPaCT aSSESSmENT FOR KaRaCHI HyDERabaD mOTORway (m-9) PROJECT


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Project Name Environmental & Social Impact Assessment for the proposed M-9 Karachi to Hyderabad.



Project Cost 13,235,000,000 PKR

Interchanges Seven (7)

Service Area Two (2)

Facilities at Service Area:

l Restaurants and Food Courts

l Toilets

l CNG/LPG Filling Stations with Tuck Shop

l Diesel/Petrol Filling Stations with Tuck Shop

l Tyre Shop and Mini Workshop

l Trauma Centre

l Mosque

l Parking Area

l Truckers Workshop

l AamSarai and Dhaba (with Trucks/Buses Parking)

l Customer service centers where motorists can inquire about products, services,

road information, weather etc.

l Internal Roads, Sewerage, Water Supply and Electrification

Toll Plazas Two New 16-lane Toll Plazas with Electronic Toll and Traffic Management (ETTM) system

Weigh Stations Seven (7) weigh stations

Motorway Facilities l Electronic Toll Collection

l Emergency Call Service

l Centralized Operation Centre

l Traffic Counting Stations/ Weigh in Motion (WIM) system

l Variable Message Signs

l Emergency Assistance System

Table 2.1-Silent Features of the Project



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Figure 2.2: Proposed

Project Location

Interchange) of 4-lane carriageway both north-bound and

south-bound and construction of an additional new lane

on the inner side of the Highway (wherever technically

feasible) with 3.0 m outer shoulder and 1.0 m inner

shoulder. Lane width is to be taken as 3.65 m. Both

rehabilitation and widening bound carriageways will be

divided by a New Jersey Barrier.

Extensions are to be made to all the existing bridge

structures and culverts. Four (4) bridges have an

additional extension on either side accommodating

service roads to allow local traffic to negotiate land locked

areas between canals.

2.3.2- New Interchanges

As shown in figure 2.1 Seven (7) new interchanges are to

be provided to support populations, towns, industrial

zones and other isolated pockets enabling them to

commute on the motorway after fencing of the Right of

Way (“ROW”). Although at some locations, volume of

traffic does not justify an interchange, the isolation of road

side developments and populations warrants

connectivity as there is no other route available for

transport. Interchanges within the closed system to have

entry and exit 2-lane Toll Plazas. The locations for the new

interchanges are as follows:

2.3.3- Service Road Formations

Two kinds of service road formations are to be

incorporated with minimum provisions as follows:

1. Urban (Shoulder – 1.5m (DST), Carriageway – 7.0m

(Asphalt), Shoulder – 1.5m (DST)

n CH 0+000 to CH 15+000 Both Sides of Motorway

2. Semi-Urban, rural (Shoulder – 1.0m (Earthen),

Carriageway -6m (TST),

Shoulder – 1.0m (Earthen)






2.3.4- Service Areas

Minimum two main Service Areas of M-2 (Lahore-

Islamabad Motorway) Service Areastandard, with

minimum following facilities, are to be established as part

of the Project:

a) Restaurants and Food Courts

b) Toilets

c) CNG/LPG Filling Stations with Tuck Shop

d) Diesel/Petrol Filling Stations with Tuck Shop

e) Tyre Shop and Mini Workshop

f) Trauma Centre

g) Mosque

h) Parking Area



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Sr.No. Chainage (Km) Name of Interchange

1 Ch 14+985 Malir Road

2 Ch 23+112 Damba Goth

3 Ch 45+596 Lucky Cement

4 Ch 55+760 Nooriabad

5 Ch 66+936 Tooriabad

6 Ch 80+952 ThanoBullah Khan

7 Ch 113+440 Borari Sand

Table 2.2: Location of New Interchanges

i) Truckers Workshop

j) AamSarai and Dhaba (with Trucks/Buses Parking)

k) Customer service centers where motorists can inquire

about products, services, road information, weather etc.

l) Internal Roads, Sewerage, Water Supply and

Electrification

The CH 60+790 (North Bound & South Bound) is a

proposed location for Service Areas. Access and egresses

to each service (and rest) areas will be conformed to

AASHTO Guidelines in terms of Geometric layout and

position in relation to adjacent intersection.

2.3.5- Toll Plazas

Two New 16-lane Toll Plazas with Electronic Toll and

Traffic Management (ETTM) system and other state-of-

the-art facilities are to be provided on the main

carriageway at entry point on the Karachi End and the

Hyderabad End on the following Project Chainages,

respectively. These new Toll Plazas shall replace the

existing Toll Plazas:

n CH 16+000

n CH 131+900

Toll Collection Areas

Toll collection areas shall be designed to ensure that an

adequate number of toll booths are provided at each toll

collection point so as to ensure that the operational

standards with regards to delays to road users are

adhered to.

The toll collection area will be of Rigid Pavement. The

layout of the toll collection area and its approaches shall

be designed in such a manner as to provide safe

conditions for both road users and toll collection staff.

This shall include but not limited to.

n The provision of adequate advance warning signs

and road markings.

n Lighting at times of darkness.

n Protection of staff from vehicle emissions and vehicle

impact and.

n Parking and toilet facilities shall be provided as per

parameters stipulated in Para above.

In the case of closed toll systems, the ticket issuing

procedures shall be such that.

n The opportunity for fraud is reduced to a minimum.

n The information provided on the ticket conforms to

the operation standard and.

n Data can be retrieved regarding the entry and exit

points of all traffic using facility, by time of day and

by vehicle type.

2.3.6- Weigh Stations

Seven (7) weigh stations are to be provided strategically to

cover movement of heavy traffic minimize overloading at

least on the following locations:

n CH 15+500 (North Bound)

n CH 30+750 (South Bound)





n CH 132+900(South Bound)

2.3.7- Safety Fences or Barriers

Chain link fence with all necessary arrangements will be

provided on both sides of defined ROW.The form, layout

and vertical profile of such fences/barriers shall conform

to the requirements of United Kingdom, Department of

Transport Standards TD 19/85 or other similar approved

international standard.

a. All the edge of the carriageway.

n On the embankment 6m or more in height or where

there is a road, railway, water hazard or other feature

at or near the flood of the slope.



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n On the outside of curves of less than 850m radius on

embankment between 3m and 6m in height.

n Adjacent to all retaining walls, rock faces cuttings or

earth banks (steeper than 1 in 1 slopes) that there are less

than 4.5m from the edge of the running carriageway.

b. On the central reserve where the width of thecentral reserve is less than 5m and at the

following locations

n Adjacent to obstruction such as bridge piers, sign

posts and trees.

n Where there are lighting columns on the central

reserve and.

n Where the difference in the inner channel levels of the

two carriageways exceeds 1m and the slope across

the central reserve exceeds 1 in 4.

2.3.8- Maintenance andOperation Compounds

The concession company may subject to the approval of

the NHA, provide a maintenance compound with the

concession area. Minimum of two maintenance and

operation compounds will be provided. Access and

egresses to the maintenance compound wall shall

conform to AASHTO Guidelines in terms of Geometric

layout and position in relation to adjacent

intersections.All plant, materials and equipment stored

within the maintenance compound will be directly related

to the general maintenance and operational requirements

of the expressway and approach roads.

2.3.9- Ancillary Development

The Concessionaire will also undertake Ancillary

Development relevant to the Project. Such development

encompasses approach roads, pedestrian/cattle

crossings, lighting, administrative and operation

buildings/centers, controlling systems, vehicle recovery

and environment-friendly development of areas located

in the project jurisdiction and where the Motorway links

with the city or other connecting points.

2.3.10- Motorway Facilities

The Concessionaire will also ensure provision of

following motorway facilities and will maintain them in a

good working condition throughout the Concession

Period.

a. Electronic Toll Collection (ETC) for quick convenient

and cashless transactions.

b. Emergency Call Service for motorists requesting

assistance in case of accidents and other emergencies.

c. Road structure safety features.

n Reflectorized lane markings

n Emergency parking areas

n Rumble strips

n Motorway signage plan

n Installation of urban road lighting and reflectorized

lane marking along the strategic locations as well as

interchanges and toll plazas

d. Centralized Operation Centre:

The smooth traffic flow is to be ensured through

electronic traffic management system, complementing its

operation with CCTV (Close Circuit TV) system for closer

monitoring of traffic situations inside a centralized

operation, maintenance and control centre.

e. Traffic Counting Station/Weight in Motion (WIM)

systems

The station will be designed to capture and record axle

weights and gross vehicle weights as vehicles drive over

a measurement site. Unlike static scales, WIM systems

are capable of measuring at either a reduced or normal

traffic speed, and do not require the vehicle to stop. This

makes the weighing process more efficient, and, in the

case of commercial vehicles, allows for trucks under the

weight limit to potentially bypass static scales or

inspection.

f. Variable Message Signs (VMS)

The VMS provide motorists with useful updates on the



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traffic situation and other helpful information along the

highway

g. Emergency Assistance System

Following Emergency assistance system will be provided:

n First aid emergency trucks & Mobile Workshops

n Traffic patrol surveillance system equipped

with cameras, radios and speed monitoring

devices.

2.4- Detailed Design of theProject Components

2.4.1- Design Life

The design life to be adopted for the various elements of

the main carriageway is set out in Table given below. All

elements shall be designed to withstand the effects of

anticipated traffic and other loadings and deterioration

over the specified periods.

The design life specification for the electrical and

electronic systems reflects the requirement that as part of

the maintenance, refurbishment and replacement

program all systems must be upgraded to comply with

the standards then prevailing.

2.4.2- Geometric Design

The geometric design of both carriageway facilities shall

generally be in accordance with the requirements and

recommendations of the American Association of State

Highway and Transportation Officials (AASHTO)

Guideline 2004 or the latest version and other specified

standards employed by NHA.

2.4.3- Pavement Design

The road pavement shall be designed generally in

accordance with the AASHTO Guide 2004, using site

specific data.

a. Riding Quality

The roughness of the pavement, over any one kilometer

length on any lane after construction upon opening to

traffic shall be not more than 2.0m/Km IRI with a

tolerance of plus 10%.

b. Pavement Materials

In general, asphaltic concrete pavements shall be used,

except in cases of unusually high traffic volumes, or where

poor sub-grade conditions exist. In these situations a

Portland Cement Pavement may be proposed if it can be

shown to be more economical over the whole life of the

road. Alternatively ground improvement techniques

involving geotextiles, chemical of mechanical stabilization



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Element Design Life

New Buildings, Structures and Drainage 50 Years

Carriageway Pavement 10 Years (minimum)

Communication and Electrical System

(if required)

Cabling 40 Years

Electrical and Electronic Systems 15 Years

Table 2.4 Design Life Periods to be Adopted

Carriageway Section Type of Terrain

Flat Rolling

Two / Three Lane Carriageway 120 Kph 100 Kph

Table 2.5 Design Speed

Carriageway Section Design Speed

Main Carriageway 120 Kph

Slip Roads 60 Kph

Service Roads 60 Kph

a) Dual Carriageway

Expressway 120 Kph

Non Expressway 80 Kph

b) Dual Carriageway 60 Kph

Horizontal and Vertical Curvature

or polymer modified asphalt may be used. All service roads

and ramp facilities incorporate asphalt concrete pavements.

On all Toll Plazas rigid pavement will be used. The extent

of the concrete pavement shall be 75m on either side of the

centerline of the mainline toll plaza. In areas with

constraints, a smaller length of concrete pavement may be

used but it would be subject to the approval of the NHA.

2.4.4- Structural Design

All structures shall be designed in accordance with the latest

AASHTO standard specification for Highway Bridges,

using local environmental factors to determine seismic,

flood water, wind and temperature loads and Government

of West Pakistan Highway Department Code of Practice for

Highway Bridges 1967 (WPCHB) for vehicle loads.

a. Design Strength of Material

Deformed billet steel bars (Grade 60 and Grade 40)

conforming to ASTM. A615 or High yield deformed bars

with minimum yield or characteristics strength of

425/460 N/mm2 to BS 4461.Steel for pre-stressing will be

either sever wire low relaxation strand or seven wire

normal relaxation strand conforming to ASTM A416

Grade 270. All structural steel, plates angles etc shall

conform ASTM A36 steel.

Design Methods

The methods and requirements of latest AASHTO should

be taken into account in all cases. The seismic analysis of

bridges should be based on the method given in

AASHTO 1192.

The design superstructure shall include appropriate

method of analysis for determination of forces in

longitudinal and transverse directions. Empirical

methods should not be used.

For irregular structures such as curved or skewed bridges,



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Geometric Design Element Design Standard

Design Speed (Kph) 120

Minimum Stopping Sight Distance (m) 260

Minimum Passing Sight Distance (m)

Maximum rate of super-elevation (%). 6

Horizontal Curvature

i) Absolute minimum radius (m) 790

ii) Desirable minimum radius (m) 900

iii) Radius above which no super-elevation is required (m). 4950

iv) Special Curve parameter (m). 330

Vertical Curvature

i) Maximum Gradient (%) 3

ii) Maximum Gradient (%) 0.3% or steeper if conditions permit special consideration to

be given to drainage.

iii) Rate of Vertical Curvature – ‘K’ Value (m/%) 52

Crest Curves (m)

Stopping sight distance – desirable. 210

Minimum 105

Passing Sight Distance 720

Sag Curves (m)

Desirable Minimum 75

Absolute Minimum 50

Minimum Length of Vertical Curve 70

Table 2.6: Geometric Design Criteria

or where new or unusual types of structural form are

employed a more detailed analysis should be performed

to completely capture the behavior of the structure.

Localized stresses concentrations will be given due

consideration.

2.4.5- Highway DrainageDesign

In general drainage provision on the highway shall be in

accordance with the requirements of AASHTO Highway

Drainage Guidelines 1989 or NHA Standards. All

drainage systems shall be improved to be self-cleansing,

in terms of design velocities and design gradients.

2.4.6- Hydrological Design

In designing river bridge structures, associated river

training works, culverts and storm water drainage

systems the flood return periods shown in Table below

shall be used.

2.4.7- Electrical Wiring andLighting

a. Electrical Wiring

All electrical wiring or connections associated with road

lighting shall conform to the requirements of United

Kingdom, Institution of Electrical Engineers Wiring



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a. Traffic Lanes Width Traffic lanes on the main carriageway of expressways, or multi-lane slip roads and on

connecting link roads shall have a width of 3.65m. One single lane road traffic lane width shall be 4.88m

b. Shoulder Width On dual two and dual three lane expressway, a 0.3m paved outer shoulder and 1.0m paved inner shall be

provided. In addition, an unpaved shoulder of 0.5m and 0.7m shall be provided beyond the paved area

on the outer and inner sides of the carriageway respectively.

On dual and single carriageway connecting link roads, a 3.0m shoulder (2m surface sealed and 1m

untreated) shall be provided on the outer side of the carriageway.

c. Median Width On dual three lane expressway, a minimum central media width of 4.0m shall be provided. In case

median is not provided, Standard Jersey Barrier is to be used.

d. Pavement Cross fall and Generally the pavement cross fall gradient should be 2.5%. This may however be varied within the range

Super Elevation of 2% to 3% if required.

On both motorway and dual carriageway connecting link roads, where horizontal curvature is less than

the radius shown Table 2.3-b for a particular design speed, super elevation up to a maximum of 6% shall

be introduced.

e. Lateral Clearance The minimum lateral clearance between any structures, roadside barrier of the other street furniture shall

be 0.6m from the edges of usable shoulder.

f. Vertical Clearance A clear vertical clearance of 5.33m must be provided between the carriageway and the soffit of all

underpasses and over bridges.

Where any roadway passes over Pakistan Railway Track, a clear vertical clearance of 6.4m shall be

provided between the top of the rail level and the soffit level of the roadway bridge.

In cases where an expressway passes over water courses and rivers, the minimum level of the bridges

soffit shall be 1.0m above the local recorded (or anticipated) maximum 100 years flood level for that river

or water

g. Walkway The walkway on each side of Flyover Bridge shall be provided ensuring the following dimensions.

Height of Walkway - 0.25m

Width of Walkway - 1.20m

Height of Railing - 1.05m

Note: No walkways are to be provided on Motorway Bridges.

Table 2.7: Structural Design

Regulations, 15th Edition, or similarly

approved international standards. In addition the

regulations of the Water and Power Development

Authority (WAPDA) and the requirements of the

Pakistan Electricity Act shall also be adhered to.

b. Lighting

Road lighting shall be provided at interchanges only. The

design of road lighting shall conform to the requirements

of British Standards BS 5489 or other similarly approved

international standards. Average luminance level shall be

2 candela per square meter (“cd/m2”).

Unless otherwise approved by NHA, all lighting shall be

by High Pressure Sodium Vapour Lamps conforming to

IEE 662 or other similarly approved international

standards.

2.4.8- Road Signs and Marking

a. Road Signs

All road signs shall be set out to accord with the Standard

Manual for Highway Signs (National Transport Research

Centre, Pakistan) and shall generally conform to the

Manual for Uniform Traffic Control Devices (FHWA), the

UK Traffic Signs Manual or other approved international

standards.

All road signs shall be faced with retro reflective material

and where indicated in the detailed project specification,

shall be illuminated during hours of darkness. The

constructional elements of road signs shall conform to the

requirements of British Standard 873 or similarly

approved national or international standard.

All electrical wiring or connections associated with road

signs shall conform to the requirements of United

Kingdom, Institution of Electrical Engineers Wiring

Regulations, 15th Edition, or similarly approved

international standards. In addition the regulations of the

Water and Power Development Authority (WAPDA) will

also be followed.

b. Road Markings

All road markings shall be formed using Thermoplastic

paint conforming to AASHTO M249-77 or equivalent

international standard and shall be set out to accord with

the Standard Manual for Highway Signs (National

Research Centre, Pakistan) and generally meet the

requirements of the United Kingdom Traffic Signs

Manual or other approved international standard.



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Type of Crossing Flood Return Period

River Bridges 100 years

Culverts 50 Years

Storm Water Drainage System 5 Years

Table 2.8 Design of Structures, Flood Return Periods to be adopted

ENVIRONMENTAL AND SOCIAL IMpACT ASSESSMENT fOR KARAChI hyDERAbAD MOTORwAy (M-9)pROjECT

ENVIRONMENTAL MANAGEMENT CONSULTANTS

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LEGISLATIVE CONSIDERATIONS, ENVIRONMENTALREGULATIONS AND GUIDELINES

3.1 Introduction

This chapter provides synopsis of policies, legislation,

and guidelines that may have relevance to the proposed

Karachi Hyderabad M9 Project. The proponent of this

project will comprehensively follow the relevant

requirements of the policy documents and legislative

framework as well as those recommendations as

described in the national and international guidelines for

the proposed project. Many of those guidelines have

been incorporated in the Environmental Management

Plan (EMP) which has been developed for improved and

consistent implementation of mitigation measures.

3.2 Institutional Set Up

The apex environmental body in the country is the

Pakistan Environmental Protection Council (PEPC),

presided by the Chief Executive of the Country. Other

bodies include the Pakistan Environmental Protection

Agency (Pak-EPA), provincial EPAs (for four provinces,

AJK and Northern Areas), and environmental tribunals.

The EPAs were first established under the 1983

Environmental Protection Ordinance; the PEPA 1997

further strengthened their powers. The EPAs have been

empowered to receive and review the environmental

assessment reports (IEEs and EIAs) of the projects, and

provide their approval (or otherwise).

As the Karachi Hyderabad M-9 Project is located in the

Province of Sindh therefore, the EIA report will be

submitted to Sindh Environmental Protection Agency

for obtaining environmental approval for the project.

3.3 National Policies andStrategies

Pakistan has developed its own legislation, policies and

strategies for the protection of environment which are to

be followed in planning and approving development

projects in different sectors. Those relevant to the

Karachi Hyderabad M-9 Project are discussed here

under.

3.3.1 National ConservationStrategy

The Pakistan National Conservation Strategy (NCS),

which was approved by the Federal Cabinet in March

1992, is the principal policy document for environmental

issues in the country. The NCS signifies the country's

primary approach towards encouraging sustainable

development, conserving natural resources, and

improving efficiency in the use and management of

resources. The NCS has 68 specific programs in 14 core

areas in which policy intervention is considered crucial

for the preservation of Pakistan's natural and physical

environment. The core areas that are relevant to the

proposed project are biodiversity conservation,

restoration of rangelands, pollution prevention and

abatement, and the preservation of cultural heritage.

Pakistan is a signatory to the Convention on Biological

Diversity, and is thereby obligated to develop a national

strategy for the conservation of biodiversity. The

Government of Pakistan constituted a Biodiversity

Working Group, under the auspices of the Ministry of

Environment, to develop a Biodiversity Action Plan for

the country, which was completed after an extensive

consultative exercise. The plan, which has been designed

to complement the NCS and the proposed provincial

conservation strategies, identifies the causes of

biodiversity loss in Pakistan and suggests a series of

proposals for action to conserve biodiversity in the

country. The Pakistan Environmental Protection Council

(PEPC) has approved the action plan and steering

committees at the federal and provincial levels have

been formed to implement it.

Mid-term Review of NCS: Key Findings An overview of

the key environmental issues facing

Pakistan is as follows:

03

n Per capita water availability in Pakistan has been

decreasing at an alarming rate. In 1951, the per

capita availability was 5300 cubic meter which has

now decreased to 1105 cubic meter just touching

water scarcity level of 1000 cubic meter.

n Almost all fresh water resources are severely

polluted due to discharge of untreated industrial

and municipal wastes. Pollution of coastal waters

due to waste discharges and oil spills coupled with

reduced freshwater flows is resulting in declining

fish yields.

n About 55 percent of population has access to a

relatively safe drinking water source. Potable water

quality, assessed against WHO standards, fails to

meet all the specified criteria, confirming evidence

of extremely high pollutant loads.

n Approximately 35 percent of population has access

to adequate sanitation facilities.

n Air pollution is on the rise, especially in urban areas.

Recent surveys conducted by Pakistan

Environmental Protection Agency revealed

presence of very high levels of suspended

particulate matter (about 6 times higher than the

World Health Organization's guidelines). 'Smog'

also seriously affects almost entire Punjab during

December and January every year.

n Noise pollution has become a serious issue in major

urban centers.

n Of about 54,850 tons of solid waste generated daily

in urban areas, less than 60 per cent is collected. No

city in Pakistan has proper waste collection and

disposal system for municipal, hazardous or

healthcare wastes.

n The deforestation rate has been estimated at 0.2 0.5

percent per annum. Forest cover, which was 4.8

percent of total land area in 1992, could hardly be

increased substantially despite all efforts.

n Degradation and encroachment of natural forests,

rangelands, freshwater and marine ecosystems are

resulting in loss of biodiversity. At least four

mammal species, including tiger, swamp deer, lion

and Indian one horned rhinoceros, are known to

have become extinct from Pakistan while at least 10

ecosystems of particular value for the species

richness and uniqueness of their floral and faunal

communities are considered to be critically

threatened.

n Desertification affects over 43 million hectares of

land annually.

n Pakistan is a highly energy in efficient country. It

uses approximately same amount of energy to

generate 1 dollar of GNP as the USA.

The situation just mentioned is the result of a number of

constraining factors including high population growth

rate, prevailing poverty, unplanned urban and

industrial expansion, insufficient emphasis on

environmental protection in the government policies,

lack of public awareness and education and above all the

ailing economy which has caused deficiencies in

institutional capacity and resources for effective

environmental management. The mid term review of

the NCS led the Government of Pakistan (GOP) and

United Nations Development Program (UNDP) to

jointly initiate an umbrella support program called the

National Environmental Action Plan Support Program

(NEAP SP) that was signed in October 2001 and

implemented in 2002. The development objective

supported by NEAP SP is environmental sustainability

and poverty reduction in the context of economic

growth.

The primary objective of NEAP is to initiate actions and

programs for achieving a state of environment that

safeguards public health, promotes sustainable

livelihood, and enhances the quality of life of the people

in Pakistan.

The NEAP identifies four primary areas, (1) Clean air (2)

Clean water (3) Management of solid waste (4)

Ecosystem management. The plan also presents five

additional areas of concern (i) Management of fresh

water resources (ii) Marine pollution (iii) Toxic and



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hazardous substances handling and disposal (iv) Energy

conservation and management (v) Compliance with

international treaties and protocol.

Studies conducted by GOP and Donor Agencies in

Pakistan have identified a number of environmental

concerns with regard to energy, water and air pollution,

waste management, irrigated agriculture, and

biodiversity.

These studies suggest an overall degradation in the

quality and impoverishment of renewable natural

resources such as water, forests and other flora as well as

key biological habitats. The GOP, private sector and civil

society have, with few exceptions, not responded

positively to meet the challenges from these concerns.

3.3.2 Biodiversity Action Plan

The key to protection of the biological heritage of

Pakistan lies in the involvement of local people and in

the support provided by competent institutions for

conservation and sustainable use. The Government of

Pakistan has recognized the importance of these

measures in the preparation of the National

Conservation Strategy and in becoming a signatory to,

and ratifying, the Convention on Biological Diversity

(CBD) in 1994. Developing the Biodiversity Action Plan

for Pakistan, 2000 has been the most significant direct

steps towards addressing the biodiversity loss.

This ESIA study has addressed all aspects of

conservation, including wildlife and forest. It has

specifically addressed the biodiversity aspects and

suggested mitigation measures.

3.3.3 National EnvironmentalPolicy, 2005

The National Environment Policy (NEP) aims to protect,

conserve and restore Pakistan’s environment in order to

improve the quality of life of the citizens through

sustainable development. In NEP, the further sectoral

guidelines, Energy Efficiency and Renewable directly

related to building energy code for newly constructed

buildings were introduced.

3.3.4 National ResettlementPolicy

National Resettlement Policy (draft) has been

formulated to not only cover the affected persons (APs)

in existing systems but also to ensure an equitable and

uniform treatment of resettlement issues all over

Pakistan. This policy applies to all development projects

involving adverse social impacts, including land

acquisition, loss of assets, income, business etc. It has

addressed those areas, which are not looked after at

Land Acquisition Act (LAA) and is applicable wherever

the people, families or communities are affected by any

public sector or private development project, even when

there is no displacement. The policy also aims to

compensate for the loss of income to those who suffer

due to loss of communal property including common

assets, productive assets, structures, other fixed assets,

income and employment, loss of community networks

and services, pasture, water rights, public infrastructure

like mosques, shrines, schools, graveyards etc.

The policy is supplemented with Guidelines for

planning and implementation of resettlement, which

form an integral part of Policy. Also, the Government

has tabled an enabling law entitled "Project

Implementation and Resettlement of Affected Persons

Ordinance" (henceforth to be called "Resettlement

Ordinance"), for enactment by the provincial and local

governments, after incorporating the local requirements.

The Ordinance although being a new law, shall not

supercede other laws of Pakistan in regard to the land

acquisition and resettlement issues, and shall be

supplementary to the LAA as well as the other laws. (See

Annexure I for details)

3.4 National Legislations

The Constitution of Pakistan distributes legislative

powers between the federal and provincial governments

through two ‘lists’ attached to the Constitution as

Schedules. The Federal List covers the subjects over

which the federal government has exclusive legislative

power, while the Concurrent List contains subjects



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regarding which both the federal and provincial

governments can enact laws.

Provisions for environmental protection and resource

conservation are mentioned in the Constitution of

Pakistan under “Environmental Pollution and Ecology”,

and it is a subject in the Concurrent Legislative List,

meaning that both the Federal and Provincial

Governments may initiate and make legislation for the

purpose. The development of statutory and other

instruments for environmental management has

steadily gained priority in Pakistan since the late 1970s.

The Pakistan Environmental Protection Ordinance, 1983

was the first piece of legislation designed specifically for

the protection of the environment.

The promulgation of this ordinance was followed, in

1984, by the establishment of the Pakistan

Environmental Protection Agency, the primary

government institution dealing with environmental

issues. Significant work on developing environmental

policy was carried out in the late 1980s, which

culminated in the drafting of the Pakistan National

Conservation Strategy. Provincial environmental

protection agencies were also established at about the

same time. The National Environmental Quality

Standards were established in 1993.

3.4.1 Pakistan EnvironmentalProtection Act, 1997

Pakistan Environmental Protection Act was introduced

in December 1997 to provide for protection,

conservation, rehabilitation and improvement of the

environment, for prevention and control of pollution

and for sustainability of all development activities. The

Act is the basic legislative tool that empowers the

government to frame regulations to protect the

environment. It broadly applies to air, water, soil, and

noise pollution. The salient features of the law are:

1. The Act covers the air, water, soil, marine and noise

pollution including pollution caused by vehicles.

2. The Act provides for fixing the National Environment

Quality Standards (NEQS) and their strict enforcement.

For default, the Government has been empowered to

levy a pollution charge.

3. The Government has been empowered to issue

environmental protection orders so as to effectively deal

with and respond to the actual or potential violation of

the law leading to environmental degradation.

4. Under this Act no project including construction

activities or any change in the existing physical

environment can commence unless the fulfillment of

prerequisite to IEE or EIA has been conducted and its

approval obtained from the Responsible Authority, in

the present case from Sindh EPA.

5. The imports of hazardous waste into the country has

been banned and the transport of hazardous substances

and dangerous chemicals or toxic material or explosive

substances etc. has been regulated, through licenses,

under prescribed rules and procedure.

6. To ensure compliance with the NEQS, the law

provides for an appropriate mechanism including the

installation of devices so as to control the pollution

caused by motor vehicles.

7. A fairly high level body called, Pakistan

Environmental Protection Council, headed by the Prime

Minister and comprising the Chief Ministers of the

provinces, relevant Ministers of the Federal and

provincial governments, representative of trade,

commerce and industry and members of the academia,

has been constituted to formulate policy and provide

guidelines for enforcing the law.

8. For the effective implementation of the provisions of

the law, the Pakistan Environmental Protection Agency,

headed by a Director General with other staff has been

constituted. This Agency is responsible for enforcing the

policy and implementing the provisions of the law. On

the same pattern, Provincial Environmental Protection

Agencies have been created in each province.

9. There has been established Provincial Sustainable

Development Fund, regulated and managed by a Board.

10. The Environmental Tribunals with exclusive

jurisdiction to try serious offences have been provided.



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The law also provides for the appointment of

Magistrates to try minor offences. Appeal against an

order/judgment of a Magistrate lies before the Court of

Session, whose decision is final. Appeal against the

judgment of Tribunal lies to the High Court. Stringent

punishment through heavy fine and imprisonment has

been prescribed.

11. The Act also empowers the Federal Government to

make rules for the implementation of international

environmental agreements and conventions to which

Pakistan is a party.

The enactment of the Pakistan Environmental Protection

Act (PEPA), 1997 has conferred broad based

enforcement powers to the environmental protection

agencies. The publication of the Pakistan Environmental

Protection Agency Review of IEE and EIA Regulations

(IEE EIA Regulations), 2000 provided the necessary

details on the preparation, submission, and review of

initial environmental examinations (IEE) and

environmental impact assessments (EIA). In addition to

the PEPA, 1997, Pakistan’s statute books contain a

number of other laws that have clauses concerning the

regulation and protection of the environment. The

Provisions of rules and regulations have been enacted;

they include National Environmental Quality Standards

(Self monitoring and Reporting by Industries) Rules,

2000; Environmental Samples Rules, 2001; Provincial

Sustainable Development Fund Board (Procedure)

Rules, 2001; Pollution Charge for Industry (Calculation

and Collection) Rules 2001; National Environmental

Quality Standards (Environmental Laboratories

Certification) Regulations 2000; Pakistan Environmental

Protection Agency (Review of Capital IEE/EIA)

Regulations 2000; Provincial Sustainable Development

Fund (Utilization) Rules 2002; Composition of Offences

and Payment of Administrative Penalty Rules 2002 and

Hazardous Substances Rules, 2002. The Federal

Government has established two Environmental

Tribunals one each in Karachi and Lahore.

The Karachi Tribunal has jurisdiction over the provinces

of Sindh and Baluchistan while the Lahore Tribunal

covers the provinces of the Punjab and the NWFP. The

High Courts have designated senior civil judges as

Environmental Magistrates to take all contraventions

punishable in respect of handling of hazardous

substances and pollution caused by motor vehicles.

3.4.2 Pakistan EnvironmentalProtection Agency Review OfIEE and EIA Regulations 2000

Pakistan Environmental Protection Agency Review of

IEE and EIA Regulations, 2000 promulgated under

PEPA 1997 were enforced in June 2000. These

Regulations define the applicability and procedures for

preparation, submission and review of IEE and EIA.

These Regulations also give legal status to the Pakistan

Environmental Assessment Procedures prepared by the

Federal EPA in 1997.

Accordingly the Environmental Protection Agencies,

including Sindh EPA are bound to conduct a preliminary

scrutiny and reply within 10 days of the submittal of the

IEE/EIA report. These regulations require submission of

a monitoring report to the concerned EPA after

completion of the construction, followed by regular

monitoring reports, in the case of EIAs, during

subsequent operations. EPA is bound to approve or

disapprove the report within a period of four months or

else the EIA would be deemed approved. This regulation

also provides procedures for classification of projects on

the basis of expected severity of the adverse

environmental impact and lists them into three separate

schedules. Projects that may not have significant impacts

on the environment are included in Schedule‑I, and they

therefore require an IEE. Schedule‑II includes Projects

having potentially significant environmental impacts

and such projects require submission of an EIA.

The proposed Karachi Hyderabad M-9 project is

categorized in the Schedule-II under sub-section D of

Transport.

(See Annexure II for details)

3.4.3 Land Acquisition Act

The land acquisition in Pakistan is regulated by the Land



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Acquisition Act, 1894 (LAA) with its successive

amendments is the main law regulating land acquisition

for public purpose. The LAA has been variously

interpreted by local governments, and some province

has augmented the LAA by issuing provincial

legislations. The LAA and its Implementation Rules

require that following an impacts assessment/valuation

effort, land and crops are compensated in cash at market

rate to titled landowners and registered land

tenants/users, respectively. The LAA mandates that

land valuation is to be based on the latest three years

average registered land sale rates, though, in several

recent cases the median rate over the past year, or even

the current rates, have been applied. Due to widespread

land under-valuation by the Revenue Department,

current market rates are now frequently used with an

added 15% Compulsory Acquisition Surcharge as

provided in the LAA.

Based on the LAA, only legal owners and tenants

registered with the Land Revenue Department or

possessing formal lease agreements, are eligible for

compensation or livelihood support. The rights of the

non-titled are however addressed under the 1986 Punjab

Jinnah Abadis for Non-proprietors in Rural Areas Act

which recognize to squatters the right to receive

rehabilitation in form of a replacement plot. It is to be

noted that this right has been sometimes extended in

practice to include some form of rehabilitation in cash or

in forms different from land.

It is also noted that the LAA does not automatically

mandate for specific rehabilitation/assistance

provisions benefiting the poor, vulnerable groups, or

severely affected AHs, nor it automatically provides for

rehabilitation of income/livelihood losses or

resettlement.

The proposed project does not involve any land

acquisition therefore no provision of this law would be

applicable.

3.4.4 Antiquity Act 1975

The Antiquities Act of 1975 ensures the protection of

cultural resources in Pakistan. The act is designed to

protect antiquities from destruction, theft, negligence,

unlawful excavation, trade, and export. Antiquities have

been defined in the Act as ancient products of human

activity, historical sites, or sites of anthropological or

cultural interest, national monuments, etc. The law

prohibits new construction in the proximity of a

protected antiquity and empowers the Government of

Pakistan to prohibit excavation in any area that may

contain such articles of archaeological significance.

Under the Act, the project proponents are obligated to:

n Ensure that no activity is undertaken in the

proximity of a protected antiquity.

n If an archaeological discovery is made during the

course of the project, it should be reported to the

Department of Archaeology, Government of

Pakistan.

The Act of 1975 is considered quite effective, provided it

is administered appropriately. For its proper

administration, the federal department of Archaeology

needs adequate staff which has not been provided to it.

Civic agencies authorized to grant permission for new

constructions must keep in view the provisions of the

Act. It has been suggested that the Act must be amended

to make compulsory registration of the antiquities and

the owner of the property be made responsible for

preservation of the antiquity.

This ESIA Study has not found any antiquity artifact in

the area concerned and does not find that the said Act

would apply to siting of the Karachi Hyderabad M-9

under consideration.

3.4.5 Sindh Cultural Heritage(Preservation) Act, 1994

The Sindh Cultural Heritage (Preservation) Act, 1994 is

the provincial law for the protection of cultural heritage.

Its objectives are similar to those of the Antiquity Act,

1975. None of the sites protected under this law has been

identified on the proposed M-9 highway.



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3.4.6 Forest Act 1927

This act empowers provincial forest authorities to

declare any area as forest. The proposed project is not in

forest declared area; however, trees will have the prime

importance and their conservation will be considered

when the project is executed.

The Forestry Departments manage official forestry

reserves and have expressed concern about the level of

woodcutting, camel breeding which has taken place in

the area. The Proponent will be required to adopt

conservation practices at the proposed project site at the

preconstruction, construction, operation and

post‑operation stages.

3.4.7 Sindh Wildlife Protection(Second Amendment)Ordinance, 2001

Sindh Wildlife Department is responsible for protection

of wildlife in the Province. The Department's concerns

are limited to areas designated as game reserves,

national parks or wildlife sanctuaries and to protecting

species afforded protection under the law. So long as the

law is not being contravened they have no official

interest in activities carried on outside game reserves,

national parks and wildlife sanctuaries. The Department

nevertheless has the powers to halt illegal activities

outside the protected areas.

Sindh Wildlife Protection Ordinance 1972 was enacted

to protect wildlife resources of the province directly, and

other natural resources indirectly. It classifies wildlife by

degree of protection, i.e., animals that may be hunted on

a permit or special license, and species that are protected

and cannot be hunted under any circumstances. The

Ordinance specifies restrictions on hunting, and trade in

animals, trophies, or meat. The Ordinance also provides

for the creation of three classes of special protected areas:

National Parks (Section 15), Wildlife Sanctuaries (Section

14), and Game Reserves (Section 16).

The 2001‑Amendment to Sindh Wildlife Protection

Ordinance (1972) allows carrying out activities for

exploration of oil and gas in wildlife sanctuaries of

national park areas in the province. The Ordinance

relates to oil and gas exploration activities in Kirthar

National Park, which was declared protected area under

Sindh Wildlife Protection Ordinance 1972.

The Wild Birds and Animals Protection Act, 1992, the

West Pakistan Wildlife Protection Ordinance 1959, the

Wildlife Protection Rules and the Forest Act, 1927

provide for the protection of flora and fauna in the

territory, including vegetation and protected forests.

As the Project area does not have any wildlife protected

area in its vicinity nor does it fall under the flyway zone

of migratory birds, no provision of this law would be

applicable to it.

3.5 NationalEnvironmental Guidelines

Environmental guidelines are developed and provided

by the environmental regulatory bodies to the general

public and project proponents, consultants, planners

and designers who comply with the guidelines in

various procedures of project materialization.

3.5.1 Environmental AssessmentProcedures 2000

The PEPA prepared the Pakistan Environmental

Assessment Procedures in 1997. The guidelines

pertaining to the review process of impact assessments

have been recently given regulatory status in the Review

of IEE and EIA Regulations 2000. The package of

regulations prepared by PEPA with relevance to this

EIA includes:

n Policy and Procedures for Filing, Review and

Approval of Environmental Assessments;

n Guidelines for the Preparation and Review of

Environmental Reports;

n Sectoral Guidelines for Environmental Reports-

Major Roads Project:

n Guidelines for Public Consultation



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Policy and procedures for filing, review and approval of

environmental assessments: These guidelines define the

policy context and the administrative procedures that

will govern the environmental assessment process, from

the project pre-feasibility stage, to the approval of the

environmental report. According to the procedures laid

out in the policy guidelines, IEE's or EIA's are to be filed

with the EPA of the province where the project is to be

implemented. The PEPA has, however, been given the

right to review any environmental report at any time

and the power to revoke the decision of the provincial

EPA, if it deems this to be necessary. Projects have been

classified in the policy guidelines by expected degree of

adverse environmental impacts.

Those projects having potential environmental impacts

are listed in Schedule-II. Projects which have

comparatively slightly narrow environmental issues and

can be managed by less extensive analysis are included

in Schedule-I. The proposed Karachi Hyderabad M-9

project is included in the Schedule-II under sub-section

D of Transport.

Guidelines for the preparation and review of

environmental reports: It requires proponents to prepare

terms of reference for the environmental assessment

reports. It requires that all studies should contain

baseline data on the area and must contain an

assessment of the potential environmental impacts and

the recommended mitigation measures.

Sectoral guidelines for environmental reports- Major

Roads Project: The guidelines will assist proponents to

identify the key environmental issues that need

addressed during construction and operation of the

project. It also provides measures and alternatives that

should be considered. Major roads taken into

consideration include motorways, major rural roads and

major urban arterial roads. Ancillary facilities such as all

works within the right of way, restoration of access to

surrounding property, traffic control devices,

administration buildings, tollbooths, truck weighing

facilities, rest and service areas, borrow pits,

maintenance depots and construction compounds are

also included within the scope of the guidelines.

Guidelines for public consultation: These guidelines are

a part of a package of regulations and guidelines. It

provides assistance throughout the environmental

assessment of project by involving the public which can

lead to better and more acceptable decision-making.

Public involvement, undertaken in a positive manner

and supported by a real desire to use the information

gained to improve the proposal, will lead to better

outcomes, and lay the basis for ongoing positive

relationships between the participants.

3.5.2 National EnvironmentalQuality Standard (NEQs)

Pak EPA under the provision of Pakistan Environmental

Protection Ordinance of 1983 issued the National

Environmental Quality Standards (NEQS) for municipal

and liquid industrial effluent, industrial gaseous

emissions and motor vehicles exhaust and noise in 1994.

It required all units coming into production after 1st July

1994 to comply with the standards. That already in

production at the time of S.R.O was required to comply

starting 1st July 1996. The Pak EPA could not implement

the NEQS for many reasons, including lack of

implementation capacity and resistance from industry.

With the legislation of PEPA‑1997 the Pak EPA revised

the NEQS with full consultation of the private sector,

industrialist, trade and business associations, and

NGOs. Revised standards cover discharges limits of

effluents into inland water, sewage treatment plant and

the sea. The NEQS for municipal and liquid industrial

effluent standards cover 32 parameters, while for

industrial gaseous emissions they specify limits for 16

parameters, and the standards for motor vehicles

prescribe maximum permissible limits for smoke,

carbon monoxide and noise.

The NEQS are primarily concentration based. The limits

on industrial effluents are neither industry specific nor

have they any relationship with the quantum of

production. The NEQS prohibit dilution of effluents, and

requires keen monitoring for effective implementation.

NEQS in Pakistan does not have standards/guidelines

for threshold concentrations for sensitive land use soils.



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The proponent would be required to comply with the

NEQS with respect to the effluent discharges, air and

noise emissions.

(See Annexure III- for Details)

3.6 InternationalGuidelines

3.6.1 World Bank Guidelines onEnvironment

The principal World Bank publications that contain

environmental guidelines are listed below:

n Environmental Assessment-Operational Policy

4.01.Washington, DC, USA. World Bank 1999.

n Environmental Assessment Sourcebook,

Volume I: Policies, Procedures, and Cross

Sectoral Issues. World Bank Technical. Paper

Number 139, Environment Department, the

World Bank, 1991.

n Environmental Assessment Sourcebook,

Volume III: Guidelines for Environmental

Assessment of Energy and Industry Projects.

World Bank Technical Paper No. 154,

Environment Department, the World Bank,

1991.

n Pollution Prevention and Abatement handbook:

Towards Cleaner Production, Environment

Department, World Bank, United Nations

Industrial Development Organization and the

United Nations Environment Program, 1998.

The first two publications listed here provide

general guidelines for the conduct of an ESIA, and

address the ESIA practitioners themselves as well as

project designers. While the Sourcebook in

particular has been designed for the Bank projects,

and is especially relevant for the impact assessment

of large-scale infrastructure projects, it contains

enormous information which is useful to

environmentalists and project proponents.

3.6.2 Obligation underInternational Treaties andConvention

Pakistan is signatory/member to various international

treaties and conventions on conservation of

environment and protection of wildlife. The country is

obliged to adhere to the commitments specified in these

treaties. The United Nations Conference on

Environment and Development (UNCED), 1992

emphasized on Protection, rational use and

development of resources; preventing further

degradation and reducing the risk of long term

irreversible effects; conservation of biodiversity, and

sustainable use of genetic resources.

World Heritage Convention obligates the states to

ensure identification, protection and transmission of

natural heritage to future generations. A world heritage

site is a site (natural or cultural) recognized by the

international community (World Heritage Convention

founded by the General Conference of UNESCO in 1972)

as possessing universal value, and coming under a

collective responsibility.

Other international conventions and programs to which

Pakistan is a party relate to biodiversity conservation, for

all of which there is a national legislation. Three

conventions dealing with species are:

1. Convention on Conservation of Migratory Species of

Wildlife Animals, adopted in Bonn, Germany in 1979

which Pakistan ratified in 1987;

2. Convention of International Trade in Endangered

Species of Wild Fauna and Flora (CITES), signed in

Washington in 1973 of which Pakistan became a party in

1976;

3. Convention on Biodiversity (CBD), singed in Rio de

Janiero in 1992 which Pakistan ratified in 1994.

4. Convention on Wetlands of International Importance

especially as Waterfowl Habitat, signed in Ramsar in

Iran in 1971, to which Pakistan became a party in 1978;

and Convention Concerning the Protection of the World

Culture and Natural Heritage, signed at United Nations



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Educational, Scientific and Cultural Organization

(UNESCO), Paris in 1972.

3.6.3 InternationalConvention on Biodiversity

The International Convention on Biodiversity was

adopted during the Earth Summit of 1992 at Rio de

Janeiro. The Convention requires parties to develop

national plans for the conservation and sustainable use

of biodiversity, and to integrate these plans into national

development programmes and policies. Parties are also

required to identify components of biodiversity that are

important for conservation, and to develop systems to

monitor the use of such components with a view to

promoting their sustainable use.

The mitigation measures and monitoring strategy have

been suggested in environmental management plan for

the conservation and sustainable use of biodiversity.

3.6.4 Convention on Wetlandsof International Importance,(RAMSAR) 1971

Pakistan is a signatory to the RAMSAR Convention. The

principal obligations of contracting parties to the

Convention are:

n To designate wetlands for the List of Wetlands of

International Importance.

n To formulate and implement planning so as to

promote wise use of wetlands.

n To carry out Environmental Assessment before

transformations of wetlands and to make national

wetland inventories.

n To establish nature reserves on wetlands and

provide adequately for their wardening and

through management to increase waterfowl

populations on appropriate wetlands.

n To train personnel competent in wetland research,

management and wardening.

n To promote conservation of wetlands by combining

far‑sighted national policies with coordinated

international action, to consult with other

contracting parties about implementing obligations

arising from the Convention, especially about

shared wetlands and water system.

n To promote wetland conservation concerns with

development aid agencies.

n To encourage research and exchange of data.

So far 18 sites in Pakistan have been declared as

wetlands of International Importance or RAMSAR Sites.

Of these, there are about 45 game sanctuaries and

reserves spread over an area of 0.90 million hectares in

Sindh. None of these wetlands have been included

within or close to the project area. Haleji Lake and

Kinjhar (Kalri) Lake are the two lakes designated as

Wildlife Sanctuary. These freshwater lakes are

internationally important areas for breeding; staging

and wintering water birds. They are however approx. 41

km and 44 km distance from the project area.

3.6.5 IUCN Red List

IUCN has published red list, it includes those species

that are under potential threat of extinction. These

species have been categorized as endangered,

vulnerable in decline, lower risk species and data

deficient species that may be at risk of extinction in the

wild. Red list of mammals found in Pakistan is attached

in the Annexure IV.

No faunal species that fall under the IUCN Red List

category were observed during the surveys at the site for

the ESIA study.

3.6.6 Kyoto Protocol

The Kyoto Protocol to the United Nations (UN)

Framework Convention on Climate Change (the Kyoto

Protocol) addresses the emission of greenhouse gases.

Greenhouse gases are naturally occurring and

man‑made gases that absorb infrared radiation and thus

may enhance atmospheric warming. The Kyoto Protocol

aims to reduce emissions of six greenhouse gases,



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including CO2, methane (CH4), and nitrous oxide (N2O)

by 2008‑2012. Article 2 of the Kyoto Protocol calls on the

participating governments to implement policies that

enhance energy efficiency and encourage measures to

limit or reduce emissions of greenhouse gases. The

Kyoto Protocol was opened for signatures on March 16,

1999, at the UN Headquarters in New York. After

signing the agreement, each government must ratify it

before it becomes officially adopted. As of July 24, 2002,

84 parties have signed the agreement, and 22 nations

have ratified the agreement. The Kyoto Protocol will

become effective 90 days after it has been ratified by at

least 55 Parties to the United Nations Framework

Convention. This will represent at least 55 percent of the

total 1990 CO2 emissions from developed countries. The

Pakistan has signed and acceded to the agreement.



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ENVIRONmENTAL ANd SOCIAL ImpACT ASSESSmENT FOR KARAChI hydERAbAd mOTORwAy (m-9)pROjECT

ENVIRONmENTAL mANAGEmENT CONSuLTANTS

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SCREENING OF ALTERNATIVES

This chapter provides evaluation of different

alternatives to arrive at the best possible option for the

Karachi Hyderabad M-9 project. Different alternatives

that were evaluated are brief as follows.

4.1- “No Project”Alternatives

During the 1990s, transport volume by road grew at 5%

per year for passenger and 12% per year for freight in

terms of passenger-kms and tons kms, respectively. The

project corridor serves as the main spine for traffic

movement between Karachi and Hyderabad as it

provides the shortest route between these two major

urban centers. According to the Traffic study March

2012, more than 98% of traffic both passenger and goods

vehicles used Karachi Hyderabad Motorway M9 to

travel from Karachi towards Punjab, Northern areas and

lower Sindh region especially desert areas of Sindh.

It is estimated that in the future years more and more

people will be using the Karachi-Hyderabad Motorway

M-9. Total daily traffic is increasing according to the

survey. Without the proposed project the existing road

from Karachi to Hyderabad will continue to be the main

transportation corridor in the area. Traffic volume on the

existing Karachi Hyderabad (National Highway) is

anticipated to increase with the passage of time as

indicated from the traffic projection survey. Traffic

congestion is expected to increase in the future and road

conditions are expected to deteriorate due to ever

increasing traffic volume.

The No Project Alternative is keeping the existing road

as 4-lane carriageway. The advantages of this option are

lower cost, less import of construction material, less

potential impact during construction stage due to use of

asphalt/bitumen processes and no cutting of trees. The

disadvantages are increased accidents, as the existing

road cannot meet traffic volume, likelihood of

deterioration of road due to heavy traffic and delayed

transportation of trade products to markets in

Hyderabad and Karachi.

Therefore “No Alternative” conditions will result in

further worsening of the present environmental

conditions and increased disturbance to residents of the

area and the road users. Socioeconomic conditions will

also deteriorate due to lack of proper link between Sindh

and other provinces.

4.2- Alternate TransportModes

The alternate transport mode comprises railways, air

travel and other access roads. Air access from Karachi to

Hyderabad is already available and the people of

Karachi and Hyderabad and surrounding areas will use

M-9 for access to the Karachi- Hyderabad Motorway.

There are railway track bound for Karachi- Hyderabad

but this option cannot be considered as an alternate

keeping in view the traffic pattern and connectivity with

surrounding areas as well as keeping in mind the

existing carriageway.

4.2.1- Alternate Access Road

The alternate access road from Karachi to Hyderabad

(shown in the figure 4.1) is approx. 177 Km long. The

rehabilitation or widening of this alternate route will not

improve the future traffic congestion as it takes more

time for the people to travel from Karachi to Hyderabad.

People will prefer the existing Karachi Hyderabad M-9

carriageway to have short distance and fuel efficient

travelling. Further it also involves high revenue for the

rehabilitation or construction of this long access road

and may involve land acquisition at some places.

Other disadvantage of the construction or rehabilitation

of this route is the presence of archaeological sites like

Makli and Chaukandi graveyard and presence of two

wildlife sanctuary Karli Lake and Haleji Lake approx. 0.5

and 4 km respectively from this access road.

04

Since the benefits associated with the proposed project

are saving in travel time, fuels and overall development

of the whole region between Karachi to Hyderabad. The

option of considering an alternate route is ruled out, as it

will involve (a) long distance travelling and high fuel

consumption (b) More environmental degradation as it

involve damage to the archeological sites and wildlife

sanctuary (b) acquisition of land, which will be a lengthy

process. Therefore, widening of existing shortest Karachi

Hyderabad M-9 carriage way is the best

environmentally sound option. Therefore, no alternate

route should be considered for the project.

4.3- Improvement of ExistingCarriageway

In terms of the movement of people and goods, road

transportation facilitates majority of travellers in the

project area further improvement of the road system will

enhance economic development by providing reliable

corridor for the movement of goods and passengers to

and from other provinces. For this and other reasons, the

implementation of the project is the only viable solution

for reducing the traffic congestion and providing safe

and good quality route for movement of the people and

goods. Different options for the proposed route were

examined as discussed below:

4.3.1- Rehabilitation of ExistingRoad and Addition of 2 Lanes

Rehabilitation of the existing road that is 134.35 Km

providing 4-lane carriageway both north-bound and

southbound and additional new lane construction on the

inner side of the Highway with 3.0 m outer shoulder and

1.0 m inner shoulder by widening on both sides. Following

alternatives can be considered for the alignment of

additional lane when going North- bound (from Karachi

to Hyderabad ) on the existing carriage way.

i) Addition of 2 Lanes in the median

of the carriage way.

This option will not be feasible as the median of the

existing carriage way will have provision only for the

addition of one lane having width and shoulders as

define above and it will not accommodate two lanes in

the median.

ii) Addition of Lanes on the right

and left side of the carriage way.

This option involves acquisition of land and resettlement

issues especially on the left side of the carriageway as

most of the settlement and encroachments are present on

this site.

iii) Addition of Lanes in the median

and left side of the carriage way.

As discussed above when going north-bound (Karachi

to Hyderabad) the left side of the carriage way has major

settlements, utilities lines and encroachers so this option

will involve land acquisition and resettlement issues.

iv) Addition of Lane in the median

and right side of the carriage way.

Addition of the lane in the median of the road is feasible

while the addition of the lane in the right side of the

carriageway will affect the business of some petrol

pumps and settlements after fencing of the Right of Way

(RoW). Since NHA will provide compensation to those

affected business in terms of service road formation and

addition of lane on the right side will not involve any

resettlement therefore this side can be utilize for the

addition of lane.

v) Provision of Interchanges

In order to support populations, towns and Industrial

zones seven new interchanges to be provided and other

isolated pockets enabling them to commute on the

motorway after fencing of the Right of Way (RoW), the

isolation of the roadside developments and populations

warrants connectivity as there is no other route available

for transport.



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4.3.2- Construction of 8 laneHighway

The option is not feasible because the addition of 4 more

lanes will involve ultimate increased in existing Right of

way (Row) which results in the acquisition of more land

for the 8 lane carriage way, shifting of utilities and

resettlement of the nearby communities. The option is

also not feasible in term of cost and time.

4.3.3- Construct a completelynew carriage way Parallel tothe existing road

This option was not selected due to the increased

resettlement of structures, trees and other utilities of the

project area. It also involve high project cost and

unnecessary burden on the national exchequer when

compare to the rehabilitation and construction of

proposed carriage way.

4.3.4- Provision of By Pass

To shorten the travelling time on the highway route or to

specifically reroute traffic away from the existing

cities/towns and commercial areas to provide safety to

the citizens living in the cities/towns for this by passes

are used. Traffic survey shows that traffic on this

important route will increase in the coming years.

Provision of the bypass will also facilitate the residents

who are vulnerable due to passing of high traffic volume

from the city.

4.3.5- Advantages andDisadvantages

Main advantages from the improvement of the existing

carriage way are:

n Follows existing road as much as possible, with

minimal land take;

n Extensions will be made to all the existing bridge

structures and culverts. Four bridges have an

additional extension on either side accommodating

service roads to allow local traffic to negotiate land

locked areas between canals.

n Emergency assistance system with:

n First aid emergency trucks and mobile workshops.

n Traffic patrol surveillance system equipped with

cameras, radios and speed monitoring devices.

n Reduced area of road in cutting and thus a better

earthworks balance

n Less disruption to the travelling public during

construction

n Safer to construct due to separation of work from

live traffic

n Urban shoulder 1.5 (DST) so that the traffic on the

main service road will not be affected.

n The requirement to provide for a future access to the

Karachi-Hyderabad Motorway would be

achievable in the most appropriate location.

Main disadvantages from the proposed project will be

diversion of telecommunications equipment and

relocation of a telephone mast. It will affect the protected

species present on the near lane plantation.



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EnvironmEntal and Social impact aSSESSmEnt for Karachi hydEraBad motorway (m-9) projEct

EnvironmEntal managEmEnt conSultantS

SEction 5

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EnvironmEntal and SocialBaSElinE of thE rEgion

This section describes the environmental conditions of

the project area. Information for this section was

collected from a variety of sources, including published

literature, reports of other studies conducted in the area

by the EMC and archives of the experts, consultations

with institutions, Non-Government Organizations

(NGOs) and field surveys conducted for this study by

the team of Environmental Management Consultants

(EMC). The description of the environment of Karachi

Hyderabad Motorway (M-9) project requires baseline

data on the existing resources of its microenvironment

and macro environment, the following in particular:

1) Physical Resources

2) Ecological Resources

3) Social, Economic Development and Cultural

Resources

5.1 Microenvironment andMacroenvironment of theProject AreaThe project starts at 15.60 km from Toll Plaza, Super

Highway on the Lyari River and ends at in the proximity

of the clover leaf interchange on the Hyderabad

Bypass.The first 15 Km at the Western end of the

Highway are being rapidly urbanized by the Karachi

Development Authority (KDA). The next 20 Km is semi-

urban. Then the population thins out into isolated

portion along the rest of the Highway until the end

point.

The project influence area of Karachi Hyderabad

Motorway –M9 is spread over theentire Pakistan and

especially in Sindh Province vise three district Malir

Development Authority, District Thatta and District

Jamshoro.

Habitation is sparse along the length and natural

vegetation is confined to thorn, shrub and cactus. The

drainage divide of the highway is almost at the midpoint

of the route. The rest of the route is drained off by the

Malir River and its tributaries flowing in the south west

and the tributaries of River Indus in the south-east. The

rivers and streams remain dry generally but get flooded

during heavy rains in the respective vast catchments.

The ground elevation varies from 28 meters to 260

meters above mean sea level.

The alignment is scattered with factories, especially the

Nooriabad Industrial Zone towards the middle of the

alignment and a number of fuel pumps and minor truck

restaurants. Karachi golf city, DHA city and Wonder city

Karachi are the new developments along the project

area.

5.2 Physical EnvironmentThe physical environment of Karachi Hyderabad

Motorway (M-9) has been described in this study with

respect to the air shed, watershed, geology, soil

characteristics and seismicity. The air shed describes the

climatic conditions and quality of air in the

microenvironment and macro environment and

characterizes it in terms of level of pollution, viz.

unpolluted, polluted or grossly polluted. The watershed

describes the hydrology and quality of surface and

groundwater as well as water availability. The terrestrial

environment is described by its geology,

geomorphology, soil characteristics in terms of stability,

and seismicity.

5.2.1 Ambient Air QualityIn order to analyze the existing air quality of the project

area, ambient air monitoring was conducted in

association with Suparco through their mobile

monitoring lab by using USEPA designated monitoring

equipment. The results achieved by the monitoring will

be taken as baseline air quality of the area. A well-

organized team of Suparco selected monitoring locations

to collect ambient air quality data for the proposed

‘Environmental and Social Impact Assessment of

05



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Figure 5.1: M

icroen

vironm

ent a

nd M

acroen

vironm

ent o

f the

project area

Karachi Hyderabad Motorway (M-9)’Project.

SUPARCO Air monitoring lab has been deputed at the

proposed project area to collect ambient air quality data

for 24 Hours for the following air quality parameters at

different locations.

Survey Items:

SO2, NO, NO2, PM10, CO, Temperature, Humidity,

Wind speed, Wind direction.

Survey Locations:

n Nooriabad 1( Near Al-Mustafa CNG Station)

n Nooriabad 2 (Near Palari Hotel)

n Hyderabad (Near Toll plaza)

n Karachi (Near MalirCantt Interchange).

Results:

The estimated value of the ambient air quality data

parameters when compared with the NEQS were within

the limits at all sites except the CO and NO which are

slightly higher than the NEQS limits at site of

Hyderabad (Near Toll plaza).



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SO2 (ug/m3) NO2 (ug/m3) NO (ug/m3) CO (ug/m3) PM10 (ug/m3)

Average Time 24 hrs 24hrs 24hrs 8hrs 24 hrs

Nooriabad 1 (Near Al-Mustafa CNG Station) 53.2 33.2 32.05 5.09 59.02

Nooriabad 2 (Near Palari Hotel) 60.10 30.11 31.01 5.14 71.12

Hyderabad (Near Toll Plaza) 111.2 54.8 41.6 6.63 91.20

Karachi

(Near MalirCantt Interchange) 80.5 43.3 30.6 5.98 99.02

Pak NEQS 120 80 40 5 150

Table 5.1:Monitoring Data Sheet (Time Weighted Average Value)

Figure 5.2: Ambient Air Quality of the Project Area

5.2.2 Ambient Noise QualityThe noise level data generated from the survey suggest

that the vehicular traffic is the main source of noise

pollution. It is wide spread all along the two lines and

particularly so as traffic intersections and congestion

points. The noise level, however, decreases with

increasing distance from source. It was observed that the

noise level in the vicinity increased only at times when a

noisy vehicle entered the premises. The areas with noise

level above tolerable limits are located on the front of the

roadsides. Such areas where the noisy vehicles e.g. the

rickshaws, motor cycles are in abundance have the limits

of this zone (viz. the one whose level exceeds tolerable

limits) stretched over to more than one lane. The zone of

noise level, which is above the level of distress, has been

observed to lie between the two sides of the road, while

the zone, which is highly hazardous, lays in the middle

of the road particularly the road inlands.

The footpaths along the two lines fall in the distress

zone. The front of the shops and households adjacent to

the footpaths also fall in the distress zone while the

inside of the shop and households unless exposed to



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Figure 5.3: Noise Quality Measurement of Proposed Project Site

S.No Coordinates Location Time Ave (dB) Min (dB) Max(dB)

1 24.99363N

67.25462E Whole sale fruit market 7:22 am 67.3 57 78.9

2 24.97654N

67.25 462E Damba Goth 7:39 am 69.1 56.1 80.6

3 25.32439N

68.12148E Karachi Hyderabad Motorway 9:44 am 75.4 63.9 88

4 25.39011N

68.24847E Al ZaibVip restaurant 10:00 am 71.9 62.1 79.4

Table 5.2:Noise Quality Measurement

noise emission from the vehicles marginally in the safe

zones since the noise level is about 65 dB (A).Damba

Goth noise level is about 80.6 dB (Max) which is above

the NEQs Level and Karachi Hyderabad Motorway (M-

9) is about 88 dB (Max) which is above the NEQs level.

Following are the National Environmental Quality

Standards (NEQs) Values for Noise Level in different

areas:

5.2.3 Climate & MeteorologyThe climate of most parts of the Project Area is arid

characterized by four district seasons in a year, that is,

winter from Mid-November to February, spring during

March and April summer from May to Mid- September

and autumn from Mid-September to Mid-November.

There exist several meteorological stations in the project

area; data recorded at Hyderabad and Karachi station is

provided in the Table given below &subsequent

sections.

A. Temperatures

June is the hottest month in most parts of the Hyderabad

area, with mean daily maximum temperature recorded

as 34.7 °C. January is the coldest month in the area, with

the mean daily minimum temperature recorded as 20.7

°C.Mean daily maximum and mean daily minimum

temperatures of Hyderabad are presented in Table 5.4

and Table 5.5, rainfall in view of the very small

differences among these temperatures, this data can be

taken as representative for theNooriabadarea. The mean

monthly wind speeds, Mean Monthly wind direction,

Mean Monthly Relative Humidity, Monthly Amount of

Precipitation of Hyderabad District are given below.

The air temperature prevailing at Karachi city and its

adjoining coastal areas are generally high throughout

the year. During winter the range of variation of

temperature is large for Karachi coast especially in

respect of maximum and minimum temperatures.

The mean maximum summer temperature is 33°C,

while the mean minimum temperature of Karachi is



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S.No Category of Area/Zone Limit in dB(A) Leq

Day time Night time

1 Residential area 65 50

2 Commercial Area 70 60

3 Industrial Area 80 75

4 Silence Zone 55 45

Table 5.3:National Environment Quality Standards (NEQS)

Source: The Gazette of Pakistan, Extra, November 26, 2010.

Table 5.4:Mean Monthly Maximum Temperature oC (Hyderabad)

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual

2001 25.3 29.0 34.6 38.8 40.3 39.6 35.4 35.5 36.9 38.3 33.2 28.5 34.6

2002 25.7 27.9 35.0 40.3 42.6 40.4 37.0 36.1 36.8 38.3 32.1 27.2 35.0

2003 25.6 28.0 33.6 39.2 41.2 40.0 35.5 35.1 35.8 37.6 30.7 26.0 34.0

2004 24.7 30.1 38.0 41.1 41.7 40.5 37.6 37.6 36.9 33.5 32.4 26.5 35.0

2005 23.1 25.7 33.1 38.1 41.2 40.5 37.7 35.6 37.0 36.4 32.4 25.9 33.9

2006 24.3 31.8 33.0 38.8 41.8 40.5 37.7 33.6 35.5 36.0 31.8 23.9 34.1

2007 24.7 29.1 32.2 39.8 40.8 39.1 37.4 36.2 37.5 36.7 33.9 24.4 34.3

2008 21.7 26.7 36.0 38.4 40.6 38.6 37.2 35.0 36.9 37.2 31.6 24.5 33.7

2009 23.5 29.3 35.0 39.2 42.3 39.5 37.8 35.8 35.5 36.8 31.2 25.8 34.3

2010 25.1 28.4 37.6 40.9 43.0 38.7 37.4 35.6 36.4 37.3 30.6 25.4 34.7

Source: Pakistan Meteorological Department

21.0°C. There are occasion when the coastal belt is in the

wake of heat wave and the maximum temperatures

exceeds 40° C but this happens only a few times in the

year and last for as short duration usually not exceeding

three days at maximum.

The mean monthly maximum and minimum

temperatures recorded at Karachi Airport

Meteorological Station of Pakistan Meteorological

Department are given in Tables 5.6 and 5.7, respectively.



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Table 5.5:Mean Monthly Minimum Temperature oC (Hyderabad)


2001 10.1 13.4 18.4 22.2 26.5 27.9 26.6 25.9 24.5 22.8 17.7 13.9 20.8

2002 10.7 12.7 19.4 23.9 26.7 28.0 27.1 25.7 24.1 23.0 18.2 13.8 21.1

2003 11.6 14.9 19.0 23.5 25.6 27.8 27.0 26.7 24.9 21.4 15.6 12.3 20.9

2004 11.4 14.3 19.7 24.1 26.5 28.2 27.2 26.4 24.7 21.5 17.6 14.5 21.3

2005 10.6 13.2 19.0 22.2 25.2 27.6 27.2 26.0 26.0 22.1 17.8 11.1 20.7

2006 10.3 17.2 18.0 22.2 26.0 27.1 27.0 25.2 25.0 23.2 18.0 12.4 21.0

2007 11.5 15.0 17.7 23.1 25.9 28.2 28.5 27.0 26.4 21.8 18.6 12.5 21.4

2008 9.9 10.7 19.4 23.3 26.1 28.2 27.4 26.2 26.1 23.5 18.4 14.7 21.2

2009 12.8 15.8 20.0 23.3 26.6 27.7 27.6 27.6 25.8 22.3 17.2 13.7 21.7

2010 12.1 13.9 21.1 23.7 26.1 27.1 27.8 27.2 25.7 23.5 17.9 10.8 21.4


Table 5.6:Mean Monthly Maximum Temperature oC (Karachi)


2001 27.2 29.6 33.1 34.6 35.1 34.9 32.2 32.3 33.1 36.0 33.5 30.4 32.7

2002 27.0 28.2 33.3 35.4 35.6 35.1 32.2 31.6 31.4 36.5 32.7 28.1 32.3

2003 27.6 28.5 32.4 36.6 35.7 34.9 34.1 32.6 32.5 37.0 32.2 28.3 32.7

2004 26.6 29.9 36.2 35.4 36.8 35.6 33.8 32.7 32.8 33.7 33.1 29.4 33.0

2005 24.9 26.3 31.5 35.3 35.4 36.0 33.2 32.2 34.2 35.2 33.1 28.4 32.1

2006 26.0 31.3 31.8 34.0 34.6 35.3 33.8 31.0 34.2 35.0 33.4 26.3 32.2

2007 26.9 29.4 31.4 37.7 36.0 36.4 N/A N/A N/A N/A N/A N/A 33.0

2008 24.4 26.9 34.3 34.4 33.9 35.1 33.5 31.9 34.7 35.5 32.5 27.2 32.0

2009 26.2 29.8 33.0 36.0 36.8 35.7 34.5 33.0 32.8 35.9 33.0 28.6 32.9

2010 27.5 29.2 34 35.7 36.5 34.7 34.6 33.2 34.5 35.9 32.7 28 33.0

2011 26.9 28.5 33.2 35.8 35.3 35.3 34.2 32.8 32.9 N/A N/A N/A N/A


Table 5.7:Mean Monthly Minimum TemperatureoC (Karachi)


2001 11.5 14.9 19.6 23.8 28.1 29.0 27.1 26.5 25.9 24.4 18.6 15.8 22.1

2002 12.8 13.8 19.5 23.9 27.0 28.2 29.6 25.6 24.8 22.5 17.7 14.9 21.7

2003 12.7 16.9 19.8 24.2 26.5 28.2 23.6 27.0 25.3 20.9 15.2 12.0 21.0

2004 12.9 14.5 19.1 24.8 27.3 28.8 27.5 26.3 25.3 22.4 18.0 15.4 21.9

2005 12.3 11.3 20.3 23.0 26.4 28.3 27.2 26.6 26.6 22.9 18.9 13.0 21.4

2006 11.7 18.1 19.6 24.5 27.5 28.5 28.3 26.3 26.8 25.7 19.4 14.0 22.5

2007 13.0 17.3 19.7 24.7 27.6 28.6 N/A N/A N/A N/A N/A N/A 21.8

2008 10.1 11.1 19.6 24.0 27.3 29.1 27.9 26.8 26.6 23.8 17.6 14.9 21.6

2009 14.7 16.5 20.8 23.8 27.6 28.7 28.1 27.5 26.5 22.6 17.0 13.9 22.3

2010 12.2 14.7 21.3 25.1 28 28.2 28.3 27.2 25.8 23.9 17.4 11.1 21.9

2011 11 14.5 19.7 23.1 27.1 28.8 27.8 28.6 26.5 N/A N/A N/A N/A


B. Wind Speed & Direction

The wind is another important feature of coastal region.

It is variable and is faster in summer than in winter. The

highest velocity has been observed during monsoon.

The velocity increases from morning on wards to the

evening. Northerly to North-Easterly winds prevail

during the morning hours, changing to Westerly and

South-Westerly directions for rest of the day. The wind

usually blows from 7.4 to 20.5 Km/h during summer.

The wind blows throughout the year with highest

velocities, during summer it has direction from south-

west to west. During winter, wind blows from north to

northeast and shift southwest to west in the evening

hours. This high velocity wind usually carries sand and

salt, resulting in severe corrosion and erosion. The wind

velocity varies between 3-15 m/s. The wind direction

and speed between the two monsoon seasons viz.

summer and winter are rather unsettled or large

variations are noted both with respect to speed and

direction. The wind speed and wind direction of

Hyderabad is given in Tables 5.8 and 5.9 and wind speed

and wind direction of Karachi is given in Table 5.10 and

5.11.

C. Relative Humidity& Precipitation.

July, August and September are the most humid months

in the area, whereas May and June are the less humid

months. Average monthly relative humidity (RH)

values at Hyderabad area are provided in Table 5.12.The

mean relative humidity in Karachi in summer season is

60 70% while the mean relative humidity during winter

is 25 30%.



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Table 5.8: Mean Monthly Wind Speed at 1200 UTC (Knots)(Hyderabad)


2001 6.8 7.0 8.8 15.0 20.8 21.0 14.7 17.0 14.6 10.0 7.1 6.5 12.4

2002 8.5 9.6 10.7 13.5 20.6 21.0 28.1 21.5 20.5 6.6 8.5 8.6 14.8

2003 10.5 11.6 8.1 14.2 18.5 12.8 15.6 15.3 17.2 9.3 9.1 9.5 12.6

2004 11.0 8.7 5.6 15.9 18.5 21.0 23.5 20.7 17.5 10.6 7.1 10.1 14.2

2005 8.7 8.6 11.3 12.1 17.6 22.1 22.1 22.3 16.3 11.4 7.1 8.8 14.0

2006 10.0 10.6 10.8 14.9 24.6 20.8 22.1 13.9 13.6 12.5 6.1 10.9 14.2

2007 9.8 10.1 10.3 15.8 18.7 20.1 20.0 17.9 15.4 9.0 7.5 9.5 13.7

2008 8.1 8.3 10.9 13.9 26.3 21.0 21.3 19.5 15.4 12.6 9.9 10.4 14.8

2009 11.1 7.5 9.4 11.6 19.0 20.1 16.5 18.0 14.6 8.1 7.3 8.0 12.6

2010 7.6 7.1 8.6 12.3 18.9 16.7 13.2 9.8 11.0 9.2 7.3 6.8 10.8


Table 5.9: Mean Monthly Wind Directionat 1200 UTC (Hyderabad)

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2001 N04W N03W S74W S4W S27W S41W S34W S30W S26W S10E N32E N31E

2002 N13E N15W S82W S45W S31W S22W S32W S34W S23W S63W N34E N04E

2003 N6E N58W N81W S52W S37W S77W S23W S26W S27W N89E N20E N10E

2004 N11W N27E S56E S33W S21W S25W S23W S36W S17W S17W N31E N12E

2005 N11E N72W N59W S36W S23W S9W S25W S17W S11E S37E N18E N06E

2006 N03E N68W S87W S20W S22W S14W S26W S25W S10E S1E N49E N2E

2007 N2E N67W S72W S2W S11W S7W S18W S20W S13W S4E S68E N9E

2008 N85W N14W S45W S17W S41W S20W S26W S34W S34W S13W N30E N20E

2009 N3E N14E S35W S17W S37W S33W S31W S30W S35W S63E W25E 18N

2010 N6E N27W S36W S19W S36W S28W S6W S20W S11E S2E N19E N9E




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Table 5.10: Mean Monthly Wind Speed (m/s) at 12:00 UTS (Karachi)


2001 2.6 3.4 4.3 5.6 7.5 8.1 6.8 7.3 5.5 3.7 2.0 2.4 4.9

2002 3.6 3.9 4.0 6.5 8.5 8.2 9.8 7.3 7.7 3.3 2.9 3.2 5.7

2003 4.0 5.0 5.4 5.2 7.7 8.8 6.7 7.1 6.0 3.2 3.1 3.0 5.4

2004 3.4 3.7 4.0 6.0 8.0 9.0 10.0 9.5 7.3 3.8 1.0 2.5 5.7

2005 3.6 4.2 4.8 5.1 7.1 7.5 9.0 6.9 6.4 3.9 2.0 1.5 5.2

2006 2.0 3.0 3.0 6.2 8.0 7.7 8.3 6.2 4.7 4.2 2.2 3.0 4.9

2007 2.0 3.7 4.0 4.0 6.0 6.3 N/A N/A N/A N/A N/A N/A 4.3

2008 4.3 7.6 8.2 10.5 12.6 7.6 11.0 9.3 8.7 6.6 5.1 3.9 7.9

2009 7.0 7.2 7.9 9.3 9.8 9.7 9.5 9.3 9.1 6.1 5.0 3.9 7.8


Table 5.11: Mean Monthly Wind Direction at 12:00UTS (Karachi)

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2001 S54W S43W S42W S45W S46W S45W N52W S59W S44W N56W S45W S06W

2002 S67W S52W S51W S55W S51W S42W S54W S45W S48W S56W N54W S41W

2003 S60W N50W S45W S48W S45W S68W S60W S47W S43W S54W S50W S27W

2004 N27E S46W S53W S49W S52W S54W S54W S62W S56W S47W S45W N86E

2005 N63E S51W S50W S52W S63W S48W S54W S49W S87W S54W S52W N23W

2006 S48W S62W S50W S57W S64W S60W S67W S78W S51W S53W S49W N79E

2007 S30W S62W S47W S55W S58W S47W S41W S55W S60W S48W S48W N45E

2008 N45E S47W S54W S51W S52W S39W S50W S52W S46W S39W S38W N45E

2009 N45E S45W S41W S58W S46W S46W S56W S49W S56W S42W S39W S45E


Table 5.12: Mean Monthly Relative Humidity (Mean) at 1200 UTC (%)


2001 23.0 21.0 18.0 23.0 41.0 45.0 59.0 55.0 42.0 30.0 25.0 61.0 36.9

2002 24.0 22.0 19.0 18.0 30.0 44.0 50.0 50.0 45.0 24.0 26.0 29.0 31.8

2003 27.0 29.0 19.0 19.0 25.0 48.0 64.0 61.0 50.0 21.0 24.0 29.0 34.7

2004 33.0 24.0 13.0 20.0 29.0 39.0 47.0 48.0 43.0 39.0 26.0 29.0 32.5

2005 33.0 34.0 29.0 21.0 29.0 42.0 51.0 56.0 47.0 27.0 27.0 25.0 35.1

2006 26.0 29.0 24.0 23.0 33.0 39.0 52.0 69.0 56.0 45.0 33.0 43.0 39.3

2007 29.0 37.0 29.0 25.0 34.0 47.0 54.0 58.0 44.0 21.0 26.0 20.0 35.3

2008 30.0 20.0 22.0 23.0 35.0 44.0 50.0 58.0 45.0 35.0 29.0 49.0 36.7

2009 41.0 29.0 24.0 15.0 31.0 40.0 53.0 59.0 54.0 28.0 25.0 29.0 35.7

2010 35.0 25.0 23.0 22.0 17.0 46.0 51.0 62.0 52.0 33.0 31.0 31.0 35.7


The annual rainfall in the project area ranges between 9.0

mm and 405 mm. Maximum rainfall (about 60% of the

total annual) occurs during the Monsoon season (July,

August and September), while the period of minimum

rainfall or drier period is October and November. Mean

monthly precipitation data of Hyderabad area is

provided in Table 5.13.

The precipitation in Karachi is extremely low. The

rainfall data shows that 156.8 mm rainfall was recorded

during first six months of 2007.The records for the last

over six years are presented in Table 5.14

The 5-years record for rainfall of PMD at Karachi Airport

(2001‐2005) suggests that July and August are the wettest

months and that the maximum rainfall recorded in

Karachi during last five years is 240.4 mm during the

month of July 2003.

It states, Karachi has been facing drought conditions as

the average range of rainfall seen during five years

(2001‐2005) is 8‐24 mm. On the other hand, during the

year of 2006, heavy monsoon and winter rainfall was

recorded during the months of July/August and

November. An average of rainfall recorded in the month

of December 2006 is around 166.4 mm.Figure 5.6 shows

annual graph of precipitation of Karachi Hyderabad.

5.2.4 Recent Trend in MonsoonPatternThe low cloud covers and increased sunshine results in



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Table 5.13:Monthly Amount of Precipitation (mm)(Hyderabad)


22001 0.0 0.0 0.4 18.5 0.0 0.0 104.9 47.5 TR TR 0.0 0.0 171.3

2002 0.0 2.0 0.0 0.0 0.0 4.0 0.0 TR 0.0 0.0 3.0 0.0 9.0

2003 TR 106.0 TR 0.0 0.0 13.0 209.2 77.4 0.0 0.0 0.0 0.0 405.6

2004 2.0 0.0 0.0 6.2 0.0 TR 0.0 16.0 TR 103.3 0.0 2.0 129.5

2005 2.2 2.6 0.0 3.4 15.0 0.0 10.6 15.4 3.2 0.0 0.0 0.0 52.4

2006 0.0 0.0 37.0 21.4 0.0 0.7 80.2 204.5 170.0 0.0 0.0 11.1 524.9

2007 0.0 3.0 33.5 0.0 0.0 34.3 7.5 130.4 0.0 0.0 0.0 33.2 241.9

2008 8.8 TR 1.0 14.5 0.0 0.7 8.0 103.8 0.0 0.0 0.0 19.8 156.6

2009 0.7 0.2 0.4 0.6 0.0 0.3 137.8 62.2 0.0 0.0 0.0 0.0 202.2

2010 0.4 0.4 0.0 0.0 0.0 76.5 29.5 85.9 18.0 0.0 3.4 0.0 214.1

*TR= TraceSource: Pakistan Meteorological Department

Table 5.14: Monthly Amount of Precipitation (mm) at Karachi Air Port


2001 0.0 0.0 0.0 0.0 0.0 10.6 73.6 16.2 N/A 0.0 0.0 0.0 100.4

2002 0.0 2.4 0.0 0.0 0.0 N/A N/A 52.2 N/A 0.0 0.5 0.4 55.5

2003 6.4 21.8 0.0 0.0 0.0 16.3 270.4 9.8 N/A 0.0 0.2 0.0 324.9

2004 13.7 0.0 0.0 0.0 0.0 N/A 3.0 5.6 N/A 39.3 0.0 4.3 65.9

2005 6.6 12.8 N/A 0.0 0.0 N/A N/A 0.3 54.9 0.0 0.0 17.1 91.7

2006 N/A 0.0 N/A 0.0 0.0 0.0 66.2 148.6 21.9 0.0 3.1 61.3 301.1

2007 0.0 13.2 33.4 0.0 0.0 110.2 N/A N/A N/A N/A N/A N/A 156.8

2008 8.0 Trace 1.1 0.0 0.0 0.0 54.0 37.5 Trace 0.0 0.0 21.0 121.6

2009 3.0 Trace 0.0 Trace 0.0 2.6 159.9 44.0 68.9 0.0 0.0 1.5 279.9


rise in temperature of landmass in the hinterland.

MoenjoDaro recorded the world record of 55 °C on May

25. Such high temperatures on vast territory has (i)

turned large territory of Pakistan into an extensive heat

zone, and (ii) raised the temperature of the North

Arabian Sea by 1°C to 1.5°C. The heat zone serves as the

main heat engine and the significant rise in temperature

of the Arabian Sea leading to higher salinity can trigger

cyclones in the Arabian Sea on the south of Karachi

besides heavy monsoon rains all over the Indo-Pakistan

region.

Such rise in temperature indicates onset of low-pressure

zone on land and steep salinity gradient on the sea. The

former parameter can attract rain bearing winds in case

they are around, while the latter can nucleate

cyclones/storms. Such attraction of moisture laden

winds did cause severe storms, the latest on June 6, 2010;

June 5, 2007; August 21, 2007; and on August 17, 2006

and brought sudden heavy rains of as much as 50 to 100

mm in two to three hours. Earlier on 150 mm rain fell in

3 hours in 1967 and caused accumulation of 8 ft water in

Shershah. In the 1977 monsoon season the incessant

pouring brought 200 mm rains in five hours.

The cyclonic event that was incident on June 6, 2010

brought 100 mm rainfall in two hours; on August 10 and

11 of 2007 it brought unusually high rainfall of 107mm in

24 hours as compared with the normal of about 60mm

for August. The wettest August ever experienced by the

city of Karachi was in 1979, when over 262mm rainfall

was recorded. The record for maximum rainfall within

24 hours was 166mm of rain on August 7, 1979. The

heavy rainfall was thus not unusual particularly because

it was caused by the system that travelled from across

Rajasthan and lay over Sindh. The monsoon weather

system did not move towards Baluchistan but the

penetration of moist currents from Sindh brought

scattered to heavy rain in southern Baluchistan,

particularly along its coastal regions.

The rainfall system that started on July 30, 2006 was a

repetition of the 50 year cycle since in 1956 the recorded

rainfall was 400 mm. The regular monsoon system was

rendered inoperative by the persistence of the El-Nino

and La-Nina effects. That system seems to have been

broken by the powerful Tsunami – 2004, which was

caused by the 1000 km long and 4 km wide rupture

under the Indonesian Seas that initiated the propagation



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Figure 5.4: Annual Graph of Precipitation of Karachi-Hyderabad

of sea waves. The powerful Tsunami waves were

traveling at a speed of 700 km/hour and were cause for

the disruption of the ocean current system of the Indian

Ocean that had been operating under the El-Nino

system.

It seems that the disturbance caused by the Tsunami of

December 2004 system was instrumental in bringing

rains though still below average in Sindh. The

disruption of the oceanic current system firmed up in the

year 2006 and there was revival of the past system when

there would be heavy rains after periods of drought.

The monsoon activity does not subside until mid-

September but in 2007 it was more than usual. One of the

indicators of its activity is the up welling that comes

along. Up welling had intensified during the year 2007

because of the increased input of sunshine over the land

area of Pakistan. This has caused serious disturbances in

the current pattern in the Arabian Sea leading to major

cyclonic events during the year 2007.

5.2.5 Storms High heat content of the Arabian Sea that is adjacent to

the extensive heat zone of Pakistan usually upsets the

heat balance and hence the water-balance of the region,

particularly because it is the destination of windstorms.

Tropical cyclones generally develop over Arabian Sea in

low latitude i.e. 5-20 degrees north and dissipate after

they move over land. The maximum frequency of

tropical cyclone formation occurs in April, May and June

and in the October-November period. The month of

June receives least tropical cyclones in the region. About

76% of tropical cyclones in Karachi approach from the

south through the east.

Tropical cyclones that come near the proximity of

Karachi are generally weakened. The one that came near

the coastal area on May 12, 1999 changed its direction

and hit the coastal area of Badin, however Karachi was

safe from this cyclone as it is located in the peripheral

area and only rain showers of moderate intensity were

recorded.

The cyclone in September 2006 proceeded towards

coastal belt of Badin; but it did not hit the area and

changed its direction. Although some cyclones have

passed near the coastal belt of Badin but still it is

classified outside the zone of cyclone activity for the

Arabian Sea.

In late May 2007 the heat zone in Pakistan attracted the

Tropical Cyclone Gonu, and by Tropical Cyclone 03A

from the south of Mumbai, and thereafter by Tropical

Cyclone 04B nicknamed Yemyin, and then a series of

depressions travelling almost directly to the heat zone in

Pakistan.

Soon after the beginning of June 07 the tropical cyclone

Gonu visited the Coastal area of Oman for the first time

in history and set the beginning of destruction over the

coastal area of western Baluchistan. At this time it

seemed that cyclone Yemyin was trekking westward

south of Sindh and Baluchistan while also weakening,

but numerical forecasts were indicating that a huge,

strong system was developing high up in the sky

diagonally on the path i.e. Arabia and Iran and thereby

cutting off the impact and almost restraining the cyclonic

system to proceed further from the Indus Delta and

proceeding towards Karachi. On the night of July 3, 2007

Sindh especially lower Sindh received widespread rains,

but luckily Karachi escaped from a high impact of this

system. Scattered rains in Sindh with isolated heavy falls

in eastern Sindh occurred.

The June 6, 2010 cyclone 03A, nicknamed Phet had

landed on the coast of Oman and had lost its intensity.

Moving in clockwise direction it poured heavy rains on

Gwadar and Pasni. The rain bearing winds moved along

the coastline towards Karachi. It touched Karachi only

tangentially and brought 100 mm rainfall two days

before it landed south of Thatta District.

5.2.6 Surface Water ResourcesThe River Indus is the prime surface water resource of

Sindh. Salient information of this river is provided

below.

Indus River: The Indus River is the main source of

surface water in the project area (and in the country).



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The Indus rises in Tibet, at an altitude of about 18,000

feet (5,486 m) and has a total catchment area of 654,329

km2. Length of the Indus River in the country is about

2,750 km. Five main rivers that join the Indus from the

eastern side are Jhelum, Chenab, Ravi, Beas and Sutlej.

Besides these, two minor riversSoan and Harrow also

drain into the Indus. On the western side, a number of

small rivers join Indus, the biggest of which is River

Kabul with its main tributaries i.e. Swat, Panjkora and

Kunar. Several small streams such as Kurram, Gomal,

Kohat, Tai and Tank, also join the Indus on the right side.

The Indus River and its tributaries on an average bring

about 154 MAF of water annually. This includes 144.9

MAF from the three western rivers and 9.14 MAF from

the eastern rivers. Most of this, about 104.7 MAF is

diverted for irrigation, 39.4 MAF flows to the sea and

about 9.9 MAF is consumed by the system losses which

include evaporation, seepage and spills during floods.

The flows of the Indus and its tributaries vary widely

from year to year and within the year. As is the case with

the water availability there issignificant variation in

annual flows into sea.

The Indus Delta: Historically, the Indus Delta has

formed in an arid climate under conditions of high river

discharge to the proportion of 4 billion tons of sediment

per year.

In the past, this has contributed to a prograding seaward

of the delta as a result ofinteraction of fluvial and marine

processes and a moderate tide range of

approximately2.6 meters. Pro-gradation has occurred in

spite of extremely high wave energies of the order of

1,400 million ergs/sec. During the past six decades,

however, the construction of dams and barrages and

extensive engineering works upstream has reduced the

sediment load to 100-650 million tons per year (based on

different studies). This decrease in sediment load

together with the extremely high wave energies is

expected to cause rapid reworking and transgression of

the Indus delta. What makes Indus delta unique is the

fact that it experiences the highest wave energy of any

river in the world. During the monsoon season, from

May-September, the delta front receives more wave

energy in a single day than the Mississippi delta receives

in the entire year.

The Indus delta is triangular in shape and occupies a

large part of the province of Sindh, covering about

30,000 km2. It is about 240 km in length along the axis of

the river and220 km at its widest, from Karachi to the

great Rann of Kutch.

Hill Torrents: A distinct feature of the Kirthar Range on

the Indus right bank is the presence of hill torrents,

which drain the western hilly areas towards the Indus

River in the east. Most of these surface drains experience

nominal flow, if any, during the dry weather. However,

during the rainy seasons, sudden, high and gushing

flows occur, causing flash floods in the downstream

areas.The surface water resources in the project are in

clued natural drainage channels, i.e. rivers including

River Sindh (at Karachi – Hyderabad), drains, torrents

and manmade irrigation and drainage systems.

River Water Quality: The water quality of Indus River is

generally considered excellent for irrigation purposes.

The total dissolved solids (TDS) range from 60 mg/l in

the upper reaches to 375 mg/l in the lower reaches of the

Indus, which are reasonable levels for irrigated

agriculture and also as raw water for domestic use. The

disposal of saline drainage from various irrigation

projects has been a major factor in the increased TDS in

the lower reaches of the rivers in the Indus Plain. There

is progressive deterioration downstream and the salinity

is at its maximum at the confluence of the Chenab and

Ravi rivers, where the TDS ranges from 207 to 907 mg/l.

A slight improvement in water quality is noted further

downstream at Panjnad due to dilution from the inflow

from Sutlej River. The quality of the Indus water at

Guddu, however, is within acceptable limits for

agriculture; TDS being in the range of 164-270 mg/l.

In the upper reaches of the Indus River, the Dissolved

Oxygen (DO) content remains above 8.5 mg/l which is

well above the acceptable levels of 4 mg/l. The

Biochemical Oxygen Demand (BOD) downstream of

Attock has been recorded as 2.9 mg/l. At Kotri, it has a

suspended solid (SS) content of 10 to 200 mg/l. Indus



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River water quality has-been studied at the Dadu-Moro

Bridge and Kotri Barrage, with nitrate levels at 1.1

and7.5 mg/l, phosphate at 0.02 and 0.3 mg/l, BOD at 2.4

and 4.1 mg/l, faecalcoli forms at 50and 400 per ml, and

aluminum at 1.8 and 0.2 mg/l respectively. Due to

industrial waste discharges from Punjab and Sindh, a

high content of heavy metals such as nickel, lead, zinc

and cadmium have also been found in Indus water.

Lakes: There exist several fresh water and brackish lakes

in the Sindh province. The salient among these include

Manchar, Keenjhar and Haleji lakes. In addition there

exist a large number of small lakes and ponds in the

irrigated areas of Sindh, most of which have been

created as a result of extensive irrigation and very

shallow groundwater.

5.2.7 Groundwater ResourcesThe Indus Basin was formed by alluvial deposits carried

by the Indus and its tributaries. It is underlain by an

unconfined aquifer covering about 15 million acres

(60,700 km2) insurface area. In Sindh, about 28% of the

area is underlain by fresh groundwater. This is mostly

used as supplemental irrigation water and pumped

through tube-wells. Some groundwater is saline. Water

from the saline tube-wells is generally put into drains

and, where this is not possible, it is discharged into large

canals for use in irrigation, after diluting with the fresh

canal water.

Before the introduction of widespread irrigation, the

groundwater table in the Indus Basin varied from about

12 m in depth in Sindh and Bahawalpur areas to about

30 m in RechnaDoab (the area between Ravi and Chenab

Rivers). After the introduction of

weircontrolledirrigation, the groundwater table started

rising due to poor irrigation management, lack of

drainage facilities and the resulting additional recharge

from the canals, distributaries, minors, water courses

and irrigation fields. At some locations, the water table

rose to the ground surface or very close to the surface

causing water-logging and soil salinity, reducing

productivity.

In the last 25-30 years, ground water has become a major

supplement to canal supplies, especially in the Upper

Indus Plain, where ground water quality is good. Large

scale tube-well pump age for irrigation started in the

early sixties. There are presently more than 500,000 tube-

wells in the Indus Basin Irrigation System (IBIS).

According to study, the total groundwater potential in

Pakistan is of the order of 55 MAF.

Major part of the groundwater abstraction for irrigation

is within the canal commands or in the flood plains of

the rivers. However, the amount of abstraction varies

throughout the area, reflecting inadequacy/unreliability

of surface water supplies and groundwater quality

distribution.

The quality of groundwater ranges from fresh (salinity

less than 1,000 mg/l TDS) near the major rivers to highly

saline farther away, with salinity more than 3,000 mg/l

TDS. The general distribution of fresh and saline

groundwater in the country is well known and mapped,

as it influences the options for irrigation and drinking

water supplies. Generally, the quality and quantity of

groundwater in the Indus Basin deteriorate from north

to south and from east to west. Table 5.15represents the

ground water quality of Nooriabad.

5.2.8 GeographyThe Province of Sindh is located in the South- Eastern

part of the country (between Lat 23-35 and Lat 28- 30 N).

Its gross geographical area is 140,914 Sq. km which is

18% of the country. The geographical area is 14 million

hectares out of which almost 8.0 million hectare is

cultivable, and the remaining area is not available for

cultivation mostly lying in the northern hills of Khirthar

Range, eastern desert of Thar Desert and AchharoThar

and the riverian area. Sindh’s 60% land area is arid.

Annual average precipitation is 5 inches yearly. The

mighty River Indus flows in the middle of the province.

There are seasonal streams which become active in the

monsoon season, they emanate from the Khirthar hill

range from west of province, which fallout in River

Indus and Arabian Sea. The boundaries of Sindh are

touched by Arabian Sea in South, India in east, Punjab in



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Water Quality Parameter Unit Nooriabad

Min Max Avg.

Alkalinity m.mol/l 1.50 5.80 1.96

Arsenic µg/l 0 200.00 13.80

Bicarbonate mg/l 75.00 290.00 98.00

Calcium mg/l 25.00 88.00 33.93

Carbonate mg/l 0 0 0

Chloride mg/l 5.00 124.00 25.33

Chromium Ppb 0 25.00 9.20

Conductivity µS/cm 260.00 1,150.00 387.00

Fluoride mg/l 0.20 0.42 0.46

Hardness mg/l 100.00 370.00 136.33

Iron mg/l 0.02 3.90 1.33

Magnesium mg/l 8.00 36.00 12.47

Nitrate (N) mg/l 0.50 4.00 2.14

pH - 6.50 7.70 7.15

Phosphate mg/l 0 0.22 0.05

Potassium mg/l 4.00 10.00 5.94

Sodium mg/l 10.00 102.00 26.20

Sulfate mg/l 28.00 138.00 45.07

TDS mg/l 161.00 782.00 244.93

Turbidity NTU 2.00 160.00 40.80

Total Coliform MPN/100 ml 0 16.00 4.20

Table 5.15: Ground Water Quality of Nooriabad

Figure 5.5: Ground Water Quality of Nooriabad

north and Balochistan in west. Administratively Sindh

province is divided in 23 districts , 119 Talukas (Tehsils ),

1100 Union Councils, 1439 Tapas and 5,871 Dehs

(Mauza) having 66,923 human settlements, as per 1998

census.

5.2.9 Geology& TopographyThe geology of Sindh is divisible in three main regions,

the mountain ranges of Kirthar, Pab containing a chain

of minor hills in the west and in east it is covered by the

Thar Desert and part of Indian Platform where the main

exposure is of KaronjharMountains, which is famous for

Nagar Parkar Granite. In the north Sindh is enquired by

rocks of Laki range extending to Suleiman range and its

southern most part is encircled by the Arabian Sea. The

rocks exposed in this area belong to upper Cretaceous

which is recent in age. The sub-surface rocks are about

20,000 feet thick and belong to Cretaceous and Pre-

Cretaceous periods. Mostly the rocks are of sedimentary

origin of clastic and non-clastic nature and belong to

marine, partly marine and fluviatile depositional

environments.

Basin wise Sindh lies in the lower Indus Basin and its

main tectonic features are the platform and fore deep

areas. Thick sequences of Pab sandstone of Upper

Cretaceous, Ranikot Group (Khadro, Bara, Lakhra) of

Paleocene, Laki, Tiyon, and Khirthar of Eocene age, Nari

Formation of Oligocene, Gaj Formation of Lower to

Middle Miocene, Manchar of Upper Miocene to

Pliocene, Dada Conglomerate of Pleistocene are present

in various areas of Sindh. Limestone and sandstones are

the most dominant sedimentary rocks in the area.

Structurally Sindh generally contains gently folded

anticlinal features trending in north-south direction. The

major active faults in province are as under:

Surjani Fault: N-S Trending. Located west of Larkana. It

cuts Quaternary deposits. The maximum magnitude of

the earthquake associated with the fault is of the order

M=6.1 on Ritcher Scale.

Jhimpir Fault: N-W Trending. A number of epicenters

are located on the fault. The fault has produced an

earthquake of M=5.6 on Ritcher Scale.

Pab Fault: NN-W Trending. Located in the eastern part

of Pab range. The maximum magnitude of the

earthquake associated with fault is of the order M=7.0 on

Ritcher Scale.

Rann of Kutch: E-W Trending. The fault has produced

an earthquake of the order M=7.6 on Ritcher Scale.

Recent studies have revealed that this fault traverses the

Karachi Metropolitan Area.

The topography of the project areais predominantly flat

and located at the bottom of Indus basin. Sindh can be

divided into four distinct parts with the dry and barren

Kirthar Range in the west, a central alluvial plain bisected

by the Indus River, a desert belt in the east, and the Indus

delta in the south. The entire project area is located in the

central alluvial plain on either sides of the Indus River.

5.2.10 SoilsThe soil in the plains of Sindh is plastic clay that has been



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S.No Section Chainage Topography/Geology

1. Karachi-Hyderabad (NB) 119 to 149 Relatively plain areas

2. Malir Road Ch 14+985 A patch of rich and fertile plain

3. Damba Goth Ch 23+112 Relatively plain and arid

4. Lucky Cement Interchange Ch 45 +596 Fertile Plain area

5. Nooriabad Interchange Ch 55 +760 Fertile Plain area

6. Dadabuoy Interchange Ch 66 +936 -

7. ThanoBullah Khan Ch 80+952 Area is fertile

8. Borari Interchange Ch 113 +440 -

Table 5.16:Topographic and Geological description of various Interchanges of Karachi-Hyderabad Motorway

deposited by the Indus. Combined with water it

develops into a rich mould and without water it

degenerates into a desert. Nearly the entire Indus valley

has soil which is extremely friable and easily

disintegrated by the flow of water. Resultantly, the

water always contains a large amount of suspended silt.

The soils along the corridor of M-9 exhibit great

heterogenecity.The soils are generally secondary in

nature deposited by the water or air in the area of the

candidate sections. The soils in the vicinity are generally

coarse textured extensively laden with gravels and

pebbles. Due to scarcity of water and non-conducive

conditions, the soils are rarely cultivated.

5.2.11 Seismic InformationAccording to the seismic zone map of Pakistan the

project area lies in Zone 2A and 2B of Modified Mercalli

(M.M) intensity scale i.e. minor to moderate damage,

distinct earthquakes may cause damage to structures

with fundamental period corresponds to intensity IV-

VII the M.M Scale.

According to a map created by the PMD, the country is

divided into 4 zones based on expected ground

acceleration. The areas surrounding Quetta, along the

Makran coast and parts of the NWFP, along the Afghan

border fall in Zone 4. The rest of the NWFP lies in Zone

3, with the exception of southern parts of this province



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Figure 5.6: Seismic Zones of Pakistan

which lie in Zone 2. The rest of the parts of Pakistani

coast till Karachi also lie in Zone 3. The remaining parts

of the country other than the coast lie in Zone 1.

Karachi is situated close to the junction of three tectonic

plates (Indo-Pakistan, Arabian and Eurasian Plates). The

significant faults in the vicinity include Rann of Katch

Fault in east and Pub-Null Fault in west. The Rann of

Kutch-Karachi fault, also known as Karachi-Jati-Allah

Bund fault, passes close to the Eastern Industrial Zone of

Port Qasim. It has three other segments namely the

Jhimpir fault, the Pab fault, and the Surjani fault.

The earthquake hazard in the Indus Delta and the

estuaries on the passive continental margin is mainly

from intra-plate active faults particularly Rann of Kutch

Fault and Pab Fault and their strands. The most

spectacular effect of the active fault of Rann of Kutch

which grazes the vicinity of Karachi was due to severe

earthquake of June 1819. It resulted in the 6 m uplift of

16 km wide and 81 km long tract of alluvial land which

blocked on eastern band of the Indus River and therefore

the locals called it Allah Band. The main faults between

Karachi and Rann of Kutch are generally oriented

easterly and slightly concave to the north.

Historically two sever earthquakes in the vicinity of

Karachi have been reported one in the year 1050 at

Bhanbore in which 0.15 million casualties were taken

place and the other in the year 1668 at Pipri near Steel

Mill which was only 60 km away from Karachi, however

the details of which are not available (IqbalMohsin,

2005). The earthquake of Bhoge in the year 2001

(Ahmedabad 300 km east and Karachi 300 km west) has

also been reported however Karachi remained safe.

Historically this region has suffered a number of

earthquakes. A list of earthquakes, since 1977 to date,

which may affect the proposed area and its vicinity, are

given in Table 5.22. The largest earthquake occurred in

1819. It had a magnitude of 8.0 on Richter scale and was

felt over a wide swath of the Indian subcontinent.

Eastern branch of the Indus River was blocked. Long

tract of alluvial land (81 Km long, 6m height, 16 Km

wide) got uplifted as a result of earthquakes. This

earthquake was also associated with surface faulting

and subsequent subsidence in the epicenter area. This

fault produced a scarp called "The Allah Bund". The

effects of recent earthquake on January 26, 2001 have

also been noticed in the deltaic areas.

These earthquakes occurred along an approximately

East West direction trending the thrust fault at a shallow

depth of less than 25 Km.

5.3 Biological ResourcesThe land which is present around the Karachi-

Hyderabad Super Highway is sparsely inhabited and

almost barren with very little vegetation comprising

mostly bushes. Some areas close to Karachi and

Hyderabad have been developed for cultivation under

tube well irrigation where trees of exotic varieties have

also been planted. Near Karachi, pockets of coconut and



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Date LAT.( °N) LONG(°E) DEPTH(km) MAGNITUDE RITCHER SCALE

26.09.1977 25.4 68.2 33 4.5

25.11.1982 25.6 67.9 33 4.9

17.12.1985 24.9 67.4 33 4.9

24.12.1985 24.8 67.6 33 4.7

10.09.1991 24.4 68.7 33 4.8

19.09.1991 24.3 68.7 33 4.7

23.04.1992 24.3 68.8 33 3.7

24.12.1992 25.2 67.7 33 3.6

05.02.1993 24.6 68.9 4.3 4.3

06.01.2001 23.4 70.32 7.6 7.6

Table 5.17: List of Earthquakes in Indus Deltaic region and surroundings with latitude 23.0-25.0° N and longitude 67.5-71.0° E

Source: Final Technical Report Impacts of Proposed Water Front Development Project on the Hydraulic Regime, 2005.

date palm plantations have also been observed. The

common fauna in the vicinity of the highway section

comprises Jackal, fox and wild hare. This section

provides an overview of the ecozones, wild flora and

fauna, and the habitat conditions prevailing in the

project area.

5.3.1 Original Ecozones

A. Tropical Thorn Forest Ecozone

This habitat was the most extensive ecozone of the Indus

plain, and currently exists onlyin places where the land

has not been converted for habitation or cultivation. This

habitatcomprises low forests of thorny and hard-

wooded tree species, dominated by Acacia spp.The trees

of such forests have short boles and low branching

crowns. These are usually not close-growth trees hence

their canopies touch each other in exceptionally

favorable spots. The usual height of the trees is 20-30 feet

(6-9 m). Other plants that grow mixed withAcacia

include Salvadora, Prosopis, Capparis, and Tamarix.

The shrubs of theecozone included Calotropis,

Zizyphus, Suaed, while herbs of the area

includedChenopodium, Calligonum, Haloxylonand

various species of grasses.

The type of soil i.e. sandy, loamy, water logged or saline,

and the amount of moisture available mainly governs

the vegetation species. Mostly, both the roads are

covered with thick vegetation that fulfills its water

requirements from the seepage water of farmlands,

agricultural fields and canals of irrigation water

network. In the water logged areas between Jamrao

Bridge andMirpurkhas, where Tamarixaphylla is the

dominant species which is followed

byHaloxylonstocksii as the second dominant species of

saline areas.

The project site from Hyderabad bypass (Channel mori)

to Jamrao Bridge isdominated by Prosopisglandulosa

and Salvadoraoleoides along both sides ofthe road with

small patches of Calotropisprocera and Aervajavanica.

At certainplaces, cultivated Nerium oleander and

Carissa opaca are found. Similarly, thickplantation of

Azadirachtaindica, Albizialebbek,Ficusreligiosa,

Ficusbengalensis, Moringaoleifera, Eucalyptus

camaldulensis and Cordiamyxaarefrequently present on

both sides of the existing road.

Although, at some places old tree plantations are limited

to only one side orabsent on both sides. For instance, 20

trees of Albizialebbek (Shrin) and 36trees of

Azadirachtaindica(Neem) are there, on single side of

road, at adistance of about 25 kilometres from

Hyderabad towards Mirpurkhas, nearSabhu Musa next

to Machi hotel. 32 old trees of Ficusreligiosa (Peepal)

arenear Goth Ameed Ali about 46 kilometres from

Hyderabad towards Mirpurkhas,and more than a dozen

of Acacia nilotica (Babur) trees, at a distance of about

27kilometres from Hyderabad. Cultivated orchards are

also important vegetativeareas that have environmental

as well as social concerns due to their commercial value.

The dominant trees in Hyderabad and Mirpurkhas

districts are babul (Populuseuphrafica),

ber(Zizypuhsnumularia) and several verities of Tamarix

like plai(Tamarixgallica) and

j h a o ( T a m a r i x d i o c i a ) , t a l h i ( D a l b e r g i a s i s o o ) ,

kri(Tamarixgallica), karir(Copparisaphylla).

Number of ornamental flowers found in farms, gardens

and elsewhere in thearea are rose (Rosa damascena),

jasmine (Jasminumofficinale), and tuberose (Polianthes

tuberose)etc.The area is mostly covered with weeds like

Tamarixaphylla and Salvadorapersica and exotic species

like Prosopisglandulosa. Cutting/ clearance of

thesespecies has least concern. Old plantations of

Azadirachtaindica(Neem), Albizialebbek(Shrin),

Ficusreligiosa(Peepal),Acacianilotica (Babul),

Cordiamyxa(Lasura) and Ficusbenghalensis (Borh) have

special concerns. As estimated of 111 plant species

belonging to 41 families and 99 genera have been

reported within the project area. The Annexure-4

provides the alphabetical checklist of floral species with

their local names, family name and life form.

Poaceae family was found dominant with 18 vegetation

species followed byAsteraceae having 7 species,

Mimosaceae, Papilionaceae and Cyperaceaeeach



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having5 while Malvaceae, Moraceae and Solanaceae

each with 4 vegetation speciesfrom the Hyderabad area.

The Table given below shows the number of floral

species withdominant families.

Important commercial crops of the project area are

Saccharumofficinale (Sugarcane), Brassica oleracea

(Cabbage), Capsicum annum (Chilli), Gossypium

sp.(Kapaas), Oryza sativa (Dhaan), Sorghum vulgare

(Jawar) and Hibiscusesculentus (Bhindi). Similarly, fruit

orchards comprising of Chiku, Mangoes ofvarious

varieties including Chounsa, Sindhri, Dosehri, Langrha,

Fajri, Almas,Maldasaroli and Totaparri. Jaman and Ber

trees are also commonly cultivated along boundaries of

fruit orchards.

The major wildlife mammal species of this ecozone was

Long-eared Hedgehog, Desert Hare, Porcupine, Desert

Wolf, Jackal, Bengal Fox, Desert Fox, Honey Badger,

Small Indian Civet, Grey Mongoose, Small Indian

Mongoose, Striped Hyena, Indian Desert Cat, Caracal,

Jungle Cat, Wild Boar, Nilgai, Blackbuck and Chinkara

Gazelle. Annexure I provide a list of the key mammalian

species of Sindh.

Birds of the ecozone included Grey Partridge, Peafowl,

Common Quail, Ring Dove, Red Turtle Dove, Little

Brown Dove, Green Pigeon, Hoopoe, Spotted Owlet,

Barn Owl, Dusky Horned Owl, Indian Nightjar, and

Wryneck, Golden-backed woodpecker, Pied



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S.No Family Name No of Species

1. Poaceae 18

2. Asteraceae 7

3. Mimosaceae 5

4. Papilionaceae 5

5. Cyperaceae 5

6. Malvaceae 4

7. Moraceae 4

8. Solanaceae 4

Table 5.18:Number of Species belonging to dominant families

S.No Family Name No of Species

1. Herbs 39

2. Shrubs 19

3. Grasses 18

4. Trees 24

5. Climbers 3

6. Sedges 5

7. Creepers 3

Total=111

Table 5.19:Life Form-wise breakdown of species

Woodpecker, Wood Shrike, Great Grey Shrike, Rufous-

backed shrike, Fantail Flycatcher, Common babbler,

Jungle babbler, Houbara Bustard, Great Indian Bustard

and many other species of passerine birds. Annexure

Iprovide a list of the key bird species of Sindh.

Reptiles of the area included Bengal Monitor Lizard,

Garden Lizard, Spiny-tailed Lizard, Cobra, Krait, Vipers

and Rat Snake. Annexure I provide a list of the key

reptilian species of the area.

B. Riverine Tract Habitats

Originally the riverine habitats used to have heavy,

seasonal floods. Since forecasting and prior warning

were not available to the rural people, these habitats

were not occupied for agriculture and habitation.

Natural resource exploitation was also not extensive. As

result, this natural flora along the rivers flourished.

These included: Tamarix, Saccharum,populousand

Acacia. Typhagrowth was common wherever the water

was stagnant orslow moving.

The mammals of such habitat included Hog Deer, Wild

Boar, Fishing Cat, Jungle Cat, Small Indian Civet,

Smooth-coated Otter and Indus Blind Dolphin. The wild

avifauna of the area included around forty species of

Ducks and Geese, Black Partridge, Countless number

and species of waders, Purple Moorhen, Common and

White-breasted Moorhen, Yellow-eyed Babbler, and

several Passerine species. The key reptiles of the

areaincluded Monitor Lizard and several species of

Turtles.

5.3.2 Modified Nature of HabitatMajor parts of the original habitats as described in above

section have been modified into new habitats, primarily

as a result of extensive cultivation and expanding

centers as well as rural settlements. These new habitat

types are briefly discussed below.

A. Agricultural Habitats

Most parts of Sindh are under very intensive irrigated

cultivation. In addition, livestock rearing is also

practiced extensively, and milk animals are common.

The use of the chemical fertilizers and pesticides is very

common. Several species of wildlife have adapted to the

changed habitat. These include: Jackal; Jungle Cat,

Bengal Fox, Small Indian Mongoose, Shrew, Rodent

pests including Porcupine, Fruit Bats and Wild Boar.

The avifauna which survived the modified habitat

include Doves, Black Partridge, Cuckoos, Koel,

Woodpeckers, Parakeets, Bulbuls, Babblers, Black

Drongo, Bee-eaters, Finches and House Sparrow. The

reptilian species of this modified habitat include Krait,

Cobra, Saw-scaled Viper, Rat Snake and Monitor Lizard.

In these modified habitats, the winter bird species from

Himalayas have reduced due tothe extensive use of

pesticides in these areas, since these species feed on the

insects. These birds play an important role in controlling

insects particularly in the forests.

B. Rural and Urban Habitats

These include human habitations within agriculture

areas, as well as the urban centers. Scavengers like

Jackals are attracted to the garbage dumps and human

feces for food. House Sparrows breed in the houses.

Bank Mynas and Cattle Egrets feed on grasshoppers in

the rangelands with cattle and buffalos. Banyan and

Peepal trees still grow in villages. Green Pigeons and

barbets feed in these trees.

Some of the oldest trees still stand in the old British era

colonies. Some rare species of birds such as hornbills,

Green Pigeon and Barbets still live on them. Large

populations of Pigeons breed in urban houses. Kites,

Crows, Mynas, House Sparrows, and Alexandrine

Parakeets breed in the urban areas.

Usually Shisham and Acacia trees are planted alongside

the roads and canals. Mostly Doves breed on such trees.

C. Migratory Birds

There are many migratory bird species, which still visit

or pass through the modifiedecozones. These include

geese and ducks, cranes, many waders, raptors and large



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variety of passerine birds such as larks, cuckoos, rooks,

ravens, starlings, tits, warblers and finches. Some of

these birds fly in to stay for the winter, while the rest fly

through.

For many species the province serves as a breeding

ground while others procreate in other areas but have

been spotted in this region.

5.3.3 Fauna of the Project Area Survey on Fauna was conducted by EMC team to collect

the data for the Fauna of the project area. The guidelines

for sensitive and critical areas were followed to identify

sensitive and critical areas in the project area. Most

wildlife species were found to be present or reported

quite far away from the project area in relation to the

officially notified protected areas which may comprises

ecosystemsthat includes wildlife reserves and forests,

archaeological sites, monuments, buildings, antiquities

or cultural heritage sites. Due to movement of traffic and

human activities in the area, the area is already quite

disturbed. Mammals and reptiles have already shifted to

far sides of the super highway. Only common birds such

as doves, crows, sparrows, kites, pigeonsetcwhich are

already accustomed to the disturbed environment are

commonly seen along the road side. Due to the

developmental activities in the area hence there will be

minor impacts on the fauna of the area.

Methodologies of both strip census and point count

methods were applied to record the wild animal’s

species that were found in the area. From the local

communities information about the wildlife of the area

was also taken into account.

Along the main highway and along 200m on each sites

of the main traverse line observations were made and at

randomly selected sites in the main habitats sampling of

animal species was done.The species of mammals, birds

and reptiles and their habitats have been identified and

recorded.

As many as 12 species of mammals, 18 species of birds

and 11 species of reptiles were recorded from the area

(Table 1)

The main habitats of these species were also recorded

such as ridges, rocky area, plain/sandy area, riparian

area, agricultural area and wasteland

n Ridges and ravines are either flat places or soil

filled cracks in the rocks. The species recorded from

here were Blue Rock Pigeons and Crested Larks.

n Rocky habitats were the rocky areas and stony plain

areas providing habitats for Desert Hare,

Balochistan Gerbil and House Bunting.

n Plain / Sandy area was the bare area or some with

vegetation cover. This is the favourable habitat of

Red Fox, Grey Mongoose, Desert Cat, Common

Buzzard Ring Dove, Little Brown Dove, Crested

Lark, White Cheeked Bulbul, Purple Sunbird,

Garden Lizard, Fat-Tailed Gecko, Sand Boa, Indian

Cobra and Saw-Scaled Viper.

n Riparian Area is the area on the edges of waterways.

It provides habitat for Desert Hedgehog, Steppe

Eagle, Black crowned Finch Lark, and Indian Spiny

tailed Lizard.

n Croplands and vicinity of villages provide habitat

for Indian Jackal, Indian Porcupine, Palm Squirrel,

House Rat, House Mouse, Green Bee-eater, Indian

Roller, Red-vented Bulbul, House Crow, Common

Kite, Blue Rock Pigeon and Red-wattled Lapwing.

Threatened Species

None of the threatened species of mammals, birds or

reptiles was recorded from the area.

Protected Species

The following species are totally protected under the

Sind Wildlife Protection Act 1972: Desert Cat, Black Kite,

Steppe Eagle, Common Buzzard and Desert Monitor.

5.3.4- Flora of the Project AreaA survey on Flora of Karachi Hyderabad M9 was made

regarding Environmental Impact Assessment effect of

the project on Vegetation of the area.On both the sides of



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Indian Sanda Boa Ribbon snake

Red Wattled lapwing House Crow

Indian Roller Blue Pigeon



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No. Common Name Scientific Name Status Occurrence Listing

1. Bank Myna Acridotheres ginginianus x x

2. Black crowned Finch Lark Eremopterix nigreceps x x

3. Black Drongo / King Crow Dicrurus macrocercus x x

4. Black Kite Milvus migrans x x II

5. Blue Rock Pigeon Columba livia x x III

6. Collared Dove Streptopelia decaocto x x

7. Common buzzard Buteo buteo x x x II

8. Crested Lark Galerida cristata x x

9. House Crow Corvus splendens x x

10. House Sparrow Passer domesticus x x

11. Indian Myna/Common Myna Acridotheres tristis x x

12. Indian Robin Saxicoloides fulicata x x

13. Indian Roller Coracias benghalensis x x

14. Little Brown Dove Streptopelia senegalensis x x III

15. Little Green Bee-eater Merops orientalis x x

16. Purple Sunbird Nectarinia asiatica x x

17. Red vented Bulbul Acrocephalus agricola x x

18. Red-wattled Lapwing Hoplopterus indicus x x

19. Steppe eagle Aquila nipalensis x x x

20. White-cheeked Bulbul Pycnonotus leucogenys x x

Mig

rato

ry

Resi

dent

Com

mon

Abu

ndan

t

Less

Com

mon

Rare

WPO

/Act

IUC

N R

ed L

ist

CM

S A

ppen

dix

CIT

ES A

ppen

dix

Table 5.20 :A. Details of birds recorded in the project area

No. Common Name Scientific Name Occurance Listing

1 Asiatic Jackal Canis aureus x III

2 Red Fox Vulpes vulpes x III

3 Desert Cat Felis silverstris ornata x x II

4 Five striped-palm Squirrel Funambulus pennantii x

5 House Mouse Mus musculus x

House rat Rattus rattus x

6 Long-eared Steppe/

Afghan Hedgehog Hemiechinus auritus x

7 Small Indian Mongoose Herpestes javanicus x III

8 Indian Grey Mongoose Herpestes edwardsi x III

9 Indian Crested Porcupine Hystrix indica x

10 Indian Hare/

Black-naped Hare Lepus nigricollis x

11 IndianDesert Jird Meriones hurrianae x

Com

mon

Less

Com

mon

Rar

e

WPO

/Act

IUC

N R

ed li

st

CIT

ES A

ppen

dix

B. Details of mammals recorded in the project area

the road several tree plantations were seen which are

mainly dominated by Eucalyptus citriodora,

Azedarahtaindica, Thespeciapopulenaea,

Conocarpuslatifolia, Parkinsoniaaculeata,

Neriumindicum, Callistemon sp, Guacamofficinale,

Bougainvillaglabra. This entire plantation will have to be

removed and their regeneration and replacement would

be done according to the agreed set of rules.

There is a big tract of abandoned land on either side of

the project dominated by two invasive species

vizProsopisjuliflora and Prosopisglandulora. These trees

are invasive with allelopathic nature there removal

would be beneficial for prevailing native natural

vegetation.

On either side of the project there is a huge expanse of

land with natural native Vegetation. The main wild

plants include Acacia nilotica, Prosopisspicigera, Acacia

senegal, Prosopis cineraria, Capparis decidua,

Euphorbia caducifolia, Salvadoraoleoides,

Ziziphusnummularia, Ziziphusmauritiana,

AervaJavanica, Ticomellaundulat (ornamental tree)

Commiphoramukul (Medicinal plant) Rhusmysorensis

(medicine plant), Indigoferaoblongifolia (blue dye ‘neel’

is extracted from this plant), Fegoniacretica, Zigophiran

simples.

5.3.5- Sensitive or CriticalHabitatsThe nearest Wildlife Protected Area is the Surjan Game

Reserve which is about 2.0Km from the existing Karachi-

Hyderabad Super Highway. The limits of

MahalKohistan Wildlife Sanctuary have been extended.

These may be taken into account.

5.4- Traffic Study on theProposed KarachiHyderabad Motorway M-9The traffic counts were carried out by Halcro on March 2012

at three locations on entire length of Motorway, all major

intersections, Link Road connecting Motorway-M9 and

National Highway N-5 and competing route National

Highway-N5 Traffic pattern on adjoining roads is one of the

prerequisites for travel demand assessment as it is required

to study the present traffic pattern and to study the impact

on this traffic condition due to any proposed development.

5.4.1- Data Analysis



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No. Common Name Scientific Name Occurance Listing

1 Glossy bellied Racer Coluber ventromaculatus x

2 Indian Spiny-tailed Lizard Uromastyx hardwickii x II

3 Indian desert monitor Varanus griseus x x I

4 Indian Fringe-toed Sand lizard Acanthodactylus cantoris cantoris x

5 Saw scaled viper Echis carinatus pyramidum x

6 Garden Lizard Calotes versicolor x

7 Pakistan Ribbon Snake Psammophis leithii x

8 Indian Sand Boa Eryx johnii johnii x II

9 Sindh Sand Gecko Crossobamon orientalis x

10 Indian Cobra Naja naja naja x II

11 Fat tailed Gecko Eublepharis macularius x

Com

mon

Less

Com

mon

Rar

e

WPO

/Act

IUC

N R

ed L

ist

CIT

ES A

ppen

dix

C. Details of reptiles recorded in the project area

The analysis of the classified traffic volume count

observed at the count locations was carried out to arrive

at the

n Average Daily Traffic as per NHA Toll able

Classification ( ADT)

n Hourly Variation and Peak Hour Factor (PHF)

n Directional Distribution

n Traffic Composition

n Intersection Turning Movements

n Review of Previous Studies

n Willingness to Pay Survey

n Origin and Destination Survey

n Travel time and Delay Survey

n Capacity Analysis

5.5- Socio-economicCondition inMicroenvironment

5.5.1- Communities and theirEconomic ActivityCommunities owe much of their vitality to the ease with

which economic and social interactions take place.

Ironically, while roads are central to this continuing

interaction, the introduction of a new road, or the

widening of an existing road, may well cause

disruptions to local interactions which outweigh the

benefits. With poor planning, this can be as true of the

local road improvement as it is of the new highway.

Properly planned, however, both should bring benefits

to surrounding communities; for example through

lower transport costs, better access to markets, goods,

jobs, or services such as health and education.

Admittedly, in the case of some major highways and

freeways, the benefits may accrue mainly to long-

distance travelers and haulage companies and their

customers, while benefits to the local community may be

minimal. Proper planning calls for recognition that

road projects can lead to modifications in the

community environment surrounding the road,

influencing various aspects of lifestyles, travel

patterns, and social as well as economic activities.

Recognizing and planning for the management of these

impacts is an important aspect of the environmental

assessment of roads.

5.5.2- Displacement andResettlementThe land acquired by M-9 is less agricultural land and

but some residential area (village/town) will be

disturbed by the route, during construction phase.

According to NHA, the acquired agricultural land is

purchased from the owners at a rate higher than the

market rate.

5.5.3- Pedestrian UnderpassesM-9 motorway has cut the access to same villagers; some

individuals may have their houses on one side and their

estates on other side. Although for **.* Km length of

project, *** numbers of subways (under-passes) have

been designed (about one subway after one Km), but

location of these subways will have some

impactonlivingand housing trend of the area.

5.5.4- Indigenous PeopleRoads are very crude instruments of economic and

social change. Nowhere is this more evident than in

areas inhabited by indigenous peoples. The cultural,

social, political, and economic integrity that

characterizes indigenous peoples renders their lives

extremely vulnerable to disruptions from outside.

Whether a road is being planned to cross an area

inhabited by indigenous peoples or to open up that same

area, it will have a marked effect on their lives.



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Figure 5.20

: Loc

ation Plan of Traffic Cou

nting Statio

ns w

ith G

PS C

oordinates

Road planners have to realize that while a road will

create some opportunities, it will more likely thrust

indigenous people into an artificially accelerated

development stream. As a result of a poorly planned

road project, indigenous people could suffer health and

other social problems. Most of the indigenous people are

farmers, shop-keepers, land- lords and other people

related with agricultural activities.

5.5.5- Cultural HeritageThe term cultural heritage, also termed cultural

property, refers to sites, structures, and remains of

archaeological, historical, religious, cultural, or

aesthetic value. Cultural heritage, often only partially

known and studied, is a particular form of expression

of human values which serves to record past

achievements and discoveries. Its identification and

examination by specialists are helpful in

understanding the significance of a site, according to

its aesthetic, historic, scientific, and social value, in

addition to its amenity value. There are few mosques

and Imam Bargahs along the way as no such major

cultural heritage at M-9.

5.5.6- Aesthetics and LandscapeIt is now becoming more widely accepted that an

understanding of ecology is essential for socio economic

and environmental planning in the larger, regional

landscape. Landscape along the M-9 motorway is very

beautiful with mountainous up down and green



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MODE Sunday Monday Tuesday Wednesday Thursday Friday Saturday Total

CAR / TAXI/JEEP/Vans (2Axle) 7620 6827 6796 6609 6899 7819 6848 49418

MINIBUS/ COACHES(2 Axle) 956 938 729 708 696 698 867 5592

BUS (2 Axle) 837 834 652 745 725 798 856 5447

TRUCK -RIGID (2/3Axle) 2324 2309 2886 2699 2639 2481 2633 17971

TRUCKS- ARTICULATED (4 /5/ 6Axle) 927 528 1152 1165 1145 1087 1157 7161

TOTAL 12664 11436 12215 11926 12104 12883 12361 85589

SUMMARY of TRAFFICVOLUMECOUNTSURVEY WEEKLYTRAFFICONMOTORWAY M9 (KARACHI-HYDERABAD)KARACHI to HYDERABAD@KARACHITOLLPLAZA


CAR / TAXI/JEEP/Vans (2Axle) 9284 7933 6863 7031 7066 7823 6454 52454


BUS (2 Axle) 870 884 743 760 789 803 756 5605

TRUCK -RIGID (2/3Axle) 2215 2319 2565 2407 2224 2272 2510 16512


TOTAL 14059 13363 12022 11940 11976 12922 11665 87947

SUMMARYOF TRAFFICVOLUMECOUNTSURVEY WEEKLYTRAFFICONMOTORWAYM9 (KARACHI-HYDERABAD)HYDERABAD toKARACHI @KARACHITOLL PLAZA


CAR / TAXI /JEEP/Vans (2Axle) 16904 14760 13659 13640 13965 15642 13302 101872


BUS (2 Axle) 1707 1718 1395 1505 1514 1601 1612 11052

TRUCK -RIGID (2/3Axle) 4539 4628 5451 5106 4863 4753 5143 34483


TOTAL 26723 24799 24237 23866 24080 25805 24026 173536

SUMMARYOF TRAFFICVOLUMECOUNTSURVEY WEEKLYTRAFFICONMOTORWAYM9 (KARACHI-HYDERABAD)HYDERABAD toKARACHI @KARACHITOLL PLAZA

agricultural crops, beautiful trees and unspoiled natural

landscape.

5.5.7- Human Health and SafetyNowhere is impact prevention more important than in

the area of road safety and human health. Poor

planning can lead to loss of life, which can neither

be mitigated nor adequately compensated.

Pedestrians and non-motorized vehicles are the most

vulnerable users of roads, and are at greater risk of being

injured in accidents. In areas where these road users mix

with motorized traffic, special measures must be

adopted to prevent the increased mobility of motorists

from undermining the safety and health of all other road

users. As M-3 is limited access motorway with free flow

conditions. Therefore, possibility of road accidents is

very rare while crossing the road. Moreover, pedestrian

underpasses have also been provided at convenient

intervals (*** km) along the entire length. The threats to

health and safety of the workers and other road users are

air pollution and from the dead bodies of dead animals,

which should be removed efficiently right after the

accident.

5.5.8- Reservations of CulturalHeritageThe M-9corridor does not contain any structures and

artifacts of historical and cultural interest that must be

preserved. However The Antiquities Act 1975,

administered by the provincial government, exists forth

preservation of cultural heritage. Destruction and/or

defacement of antiquities areas offence under the Act.

5.6- Socio-economicConditions inMacroenvironment

5.6.1- Demography The province of Sindh has two gigantic seaports and

both are located in Karachi. The Province of Sindh forms

the lower Indus basin and lies between 23 to 35 Degree

and 28-30, north latitude and 66-42 and 71-1-degree east

longitude. It is about 579 kms in length from north to

south and nearly 442 kms in its extreme breadth (281

kms average). It covers 1, 40,915 square kms and is about

as large as England. Highway, which is generally called

Super Highway, it connects major cities of the province

and it is situated in three district, starting from Karachi it

covers Malir District, in the middle Thatta, district

Jamshoro in the end.

5.6.2- District Malir (Karachi) The district derives its name from its headquarter town

Malir. The word Malir denotes basically a region of

pastoral wealth, a patch of rich and fertile plain or

meadow in Rajasthani, Saraiki and Sindhi.

The district lies between 24˚45' to 25˚ 37' north latitudes

and 67˚ 06' to 67˚ 34' east longitudes and is bounded on

the north by Dadu district, on the south by Thatta

district and Arabian sea, on the east by Dadu and Thatta

districts and on the west by Karachi south, Karachi

Central, Karachi East, Karachi west and Lasbala district

of Balochistan province. The total area of the district is

2268 square kilometers.

5.6.3- History, Ethnicity/Tribesand Culture

A. History

The history of the district can be viewed in association

with Karachi as a whole. Karachi has been variously

called Karakola. Kolachi, Khoraji, Korangi etc. But its

existence in terms of location, condition and name

remains controversial. According to Dr. William Viscent

in his book "The Commerce of Ancients in the Indian

Ocean", it was called Karakola, when Alexander, the

great stayed here. According to James Rennel when

Niarx stayed here it was an island and he was impressed

with it and named after his emperor "SikandariJanat"

Around 1558, Karachi was a conglomerate of about two-

dozen fishing villages called Kalachi or Kalati. The

settlement was projected into prominence when Seth

Bhoju Mal laid the foundation of a small township on the



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left bank of Lyari river in 1729. This town appears to

have attained little importance under either the native

dynasties or the Mughal administration. Its rise into

notice began with the period of TalpurMirs, in

succession to the Kalhora, who had usurped power on

the break up of the Mughal Empire. They were the first

to recognize the value of the harbor for commerce and in

1792 recovered Karachi from the Khan of Kalat. The

settlement expanded rapidly. It was already of

significance when the British captured Karachi in 1839.

The British annexed Karachi, in 1842, as part of the

Province of Sindh. Then Karachi became an army

headquarters for the British as well as developing into a

principal port for the Indus River region.

After World War-1, manufacturing and service

industries were installed. By 1924, an aerodrome had

been built and Karachi became the main airport of entry

into India. The city became provincial capital of Sindh in

1936.

Malir to an extent is considered to have a part history of

its own. In recent past some archaeological sites were

discovered. The analysis of archaeological studies made

thereof from the tools, utensils, and ornaments etc.

classified it of stone- age and Indus Valley civilizations.

These studies, however, are not of much value as their

chronological order of civilization is undetermined.

Prominence of Malir came into existence in 1856 when

scheme for supplying of water to Karachi was

developed and Captain D. Leezay discovered the source

of water in dry belt of Malir River at Dumlotee.

With the creation of Pakistan in 1947, Karachi not only

became the capital and premier port of new country but

also a center of business and administration. This had

added the value to the burgeoning nation who suffered

an increase in population as a result of mass exodus of

immigrants from India. The Government decided to

settle the refugees in Malir and its surrounding areas.

After then the area gradually developed until November

1993 when the areas comprising now of Malir district

were separated from Karachi East district and the Malir

district was notified.

b. Ethnicity/tribesDifferent tribes are settled in the district, majority of who

are Muslim. Among Sindhis the tribes settled here are

Syed, Jokhia, Khaskheli, Palri, Bareja, Bhabra, Dhars,

SirhindiJamot and Mohannas. These tribes are

landowners keep herds and do fishing.

Among the Baloch, the tribes resides in the district are

Kulmati, Jadgal, Gorgej, Hoot, Vadela, Vashki,

Zarzedagh, Tumpi, Lashari, Laghri, Khosa, Rindh,

Brohi, Harani. Characteristically, these people are hard

working and hospitable. The previously mentioned

tribes are engaged in land, service and business.

Among the Memons are Modaani, Chitrani, Bolani and

Hamlani. The new settlers are from India and have

settled in this district after 1947. After the downfall of

Dhaka, the inhabitants from former East Pakistan

migrated to this district.

Business and Industry allured a large number of persons

from the rest of the country. The majority among them

are the Punjabis and the Pathans. A small proportion of

the Bengalis, the Burmese and the Meghwars are also

settled in this district.

A small minority, which consists of Christians and

Hindus, resides in Malir District.

c. Culture, Custom andTraditions The population of the district is heterogeneous follows a

kaleidoscopic pattern, which has developed a mosaic

culture. Apart from the ceremonies like births and death,

which are followed as ritual and social duties, the

shagging pattern of social economy and behavioral

attitude of the persons, have diminished the values of

the culture and traditions.

It is common nearly to all class of people to visit shrines

of saints, which are many in the district. These visits are

even more pronounced at the time of trouble and

misfortune, which reflects their faith upon them.

Depending on which sect one belongs to determines

whether or not they visit shrines or how much they



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revere the saints.

The youths are growing up with healthy appetite for

active games. The playing of team games and regular

courses in physical exercise is now part of the

curriculum of the schools. Cricket, hockey and football

are now becoming conspicuous features in urban and

rural areas. In rural areas the indigenous games like

cock-and-dog-fighting are favorite.

d. FoodThe staple food of the people in the district is wheat and

rice. Wheat is taken in the form of unleavened cakes

made savory with vegetables, meat or fish. Rice is boiled

and eaten with same similar accompaniment or made

into pulao or biryani. A class of people prefers rich and

relish food as Shami Kabob, SeekhKabab, Chicken

Tikka, Haleem, and Nihari etc. Those who can afford

them consume fruits as a part of their diet.

Tea is common among all class of people. Among

sweetmeats, Karachi Halwa, SohanHalwa and Habshi

Halwa are the delicacies consumed by the people

preferably on special ceremonies.

e. Dress and Ornaments The most common and generally used dress is Shalwar

and a long shirt. However on festivals and special

occasions this dress is of higher quality and is

accompanied by waistcoat or sherwani and a Jinnah

Cap. The western dress trouser and shirt is also common

among educated persons, students, and working class

people in the office.

The ladies-wear is also shalwar and long shirt but of

bright and fancy color along with a headscarf. Ladies

from eastern and southern India prefer Sari, which

becomes a sophisticated dress. The women on special

ceremonies also wear Gharara and Sari.

Formal ornaments, though indispensable to women, are

either out of fashion or their uses are restricted to special

ceremonies in this district. Thus, Jhoomer, Tika, nose-

ring and necklace are generally worn in marriage

ceremonies. Anklets and toe-rings have gone out of

fashion for the women in Malir. Generally women wear

bangles, finger-ring, a golden chain in their neck and

earring of different sizes, color and design. Special

attention, however, is given to match the color of bangles

in harmony with the color of their dress.

f. DwellingThe new dwelling of the district is generally made of

reinforced cement and concrete (RCC)

The architecture of the old city is marked by decorated

houses with deep wide verandas. These houses are

constructed from stone blocks and are double storied. In

some of the buildings wooden and iron bars are also

used. The fronts of the houses are covered with latticed

screens. In rural areas there is a marked shift in

construction of the houses from mud and shrubs to

(RCC).

5.6.4- Occupation Malir is an industrial and commercial city having multi-

occupations. The main occupation of the people is

business and trade. The other major portion of the

population consists of labor class including skilled and

unskilled labor. The remaining small portion of the

population is having different occupation including

government and private services as well as agriculture.

The women also assist their men in the economic activity

in different fields of business, service, education and

other institutions. Women mostly serve in schools,

colleges and hospitals.

5.6.5- Betrothal and marriagesMarriages in most families are still arranged by parents.

The betrothal ceremony is called Mangni. It is formal

engagement of a boy and girl. The betrothal ceremony is

the declaration of engagement on the part of the two

parties. Usually, the relatives and friends from both

sides assemble at the bride's house and terms and

conditions of marriage are settled. Bride's parents

present the betrothal ring to the bridegroom in the

presence of guests.



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The custom amongst some families of playing drum and

Shennai at least a week before the marriage is universal.

The bride becomes the center of every body's attention,

when four to five days before the marriage women from

the bridegroom's house go the house and make her sit in

seclusion. The ceremony is called Manja or Manwah.

None is allowed to visit the bride during these days

except the close female relatives of the bride. Two days

before the marriage the Mehndi ceremony is performed

at the bridegroom's house. The women of the

bridegroom's house apply Mehndi on the hands of the

bride. On the marriage day the bridegroom is taken in

procession on a car accompanied by relatives, guests and

friends. The procession terminates at the door of the

bride's house. The Moulvi or Mullah, who recites Nikah,

then solemnizes the marriage. The amount of mehr, the

dower money is fixed and is made known to the

wedding party. Dry dates and sweets are distributed

and the marriage feast is served. The bride generally

leaves her father's house with the bridegroom after

Nikah. The bridegroom gives a feast called Valima at his

residence usually on the following day.

5.6.6- Important HistoricalPlaces Malir, the district headquarters, is situated some twenty

kilometers from the heart of Karachi City. This town is

famous for its vegetable gardens and fruits orchards. A

large number of sweet water wells feed these gardens.

With the increase in industrial growth Malir has

developed into a commercial and industrial center.

A. Pakistan Steel Mills

Pakistan Steel Mills is the country's largest industrial

unit having the production capacity of 1.1 million tones

of steel.

The mill is spread over an area of 18,660 acres including

10,390 acres for the main plant, 8,070 acres for 110-MG

water reservoir.

The mill provides employment to more than 21,000

persons on regular basis whereas about 3,000 daily

wageworkers and retainers are engaged on piece job

basis including capital repair and emergency work.

B. Chowkandi Tombs

Located on the National Highway, about 8 kilometers

from Malir City, Chowkandi tombs are situated. It

comprises of innumerable sand graves with strangely

carved motifs, dating from an early Muslim period in

Sindh.

C. Karachi Airport

Karachi airport is the gateway to the east. It was built in

1924 when aviation was in its infancy. In 1928, it became

the port of entry into India for the Imperial Airways. At

the time of Independence this was the only Airport in

good shape and it met the national and international

requirement at that time. During the last 26 years, it has

fully equipped Flight Information Center, Area Control

Center, Radar Approach Control and Air Traffic Control

Tower providing for the operation of aircraft t in the air,

efficient conduct of flights and maintaining an orderly

crew of air traffic. Karachi Airport also has a big fire

fighting fleet manned by trained personnel with

ambulances and fire jeeps to meet any emergency. The

Pakistan International Airlines (PIA) Head Office and

engineering base is situated at the airport terminal. The

PIA has undertaken a major renovation project at

Karachi Airport to meet its daily expanding

requirements of the supersonic jet era.

The Jinnah Terminal is a multi level facility with two

satellites; each has eight aircraft parking around it and is

connected to the terminal building by a link corridor.

There are 46 airline check-in counters for international

passengers and 30 counters for domestic use. The

building can handle over 8 million passengers annually,

including all domestic and international traffic.

5.6.7- Population size, growthand distributionThe population of Malir district is 981.41 thousands in

1998 as compared to 429.57 thousands in 1981 recording



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an increase of 128.46 percent over the last 17 years i.e.

during 1981-98.The average annual growth rate of

population during 1981-98 is 4.98 percent. If the

population continues to grow at its present rate i.e. 4.98

percent per annum, it will double in about every 14

years. The area of district is 2268 square kilometers

yielding a population density of 432.7 in 1998.

5.6.8- Household SizeAverage household size of the district is 6.2 in 1998. If we

compare rural/urban areas the household size is 5.6 in

rural and 6.8 in urban areas.

5.6.9- Rural/UrbanDistributionThe rural population of the district is 321.00 thousands

constituting 32.70 percent of the total population in the

district. The average annual growth rate of rural

population during 1981-1998 is 3.80 percent.

The urban population of the district is 660.00 thousands

which constitutes 67.30 percent of its total population.

There are four urban locations in the district of which

District Municipal Corporation, Malir has a population

of 447.00 thousands followed by Gujro Town Committee

with 134.54 thousands.

5.6.10- ReligionThe population of the district is predominantly Muslim

who constitutes 96.57 percent of the total population and

96.51 percent in urban area. Among the minorities

percentage of Christians is 2.08, all remaining minorities,

which are 1.35 percent. Most of the Christians are settled

in urban areas.

5.6.11- Mother Tongue25.08 percent of the total population in the district,

followed by Pushto and Punjabi sharing 20.67 and 17.46

percent speaks Sindhi as mother tongue respectively.

Urdu, Balochi and Saraiki are spoken by only 15.87, 8.51

and 2.36 percent of the population.

5.6.12- Literacy RatioThe literacy ratio of the district is 53.56 percent. The male

literacy ratio is higher at 61.44 percent as compared to

42.87 percent for females. There are sharp differences in

the literacy ratios by sex and areas. The ratio in urban

areas is 55.65 as compared to 49.16 percent in rural areas.

In rural areas male literacy is 58.57 percent as compared

to female literacy ratio, which is at 38.05 percent. In

urban areas it is 62.69 for males in comparison to females

at 45.43.

5.6.13- Educational AttainmentThe percentage of educated persons is 52.92 of the

population aged 10 years and above, including those

below primary. The remaining 47.08 percent either have

attained no educational level or never attended any

educational institution.

A large variation exists in the ratios of educated persons

in rural and urban areas as well as for males and

females. The percentage of males is 60.87 and for females

42.13. It is 48.26 for rural against 55.12 for urban areas.

5.7- District Thatta

5.7.1- PopulationAccording to the 1998 census of Pakistan, it had a

population of 1,113,194 of which 11.21% were urban.

The population of Thatta District was estimated in 2008

at 1.469 million with 778 thousand males and 691

thousand females.

The population of all seven Talukas of Thatta District

according to the 1998 Census was 1.113 million. Based

on an annual growth rate of 2.26 percent the current



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Religion Population by religion (%age)

Muslim 96.57

Christian 2.08

Hindu (Jati) 1.10

Qadyani (Ahmadi) 0.18

Scheduled Caste 0.03

Others 0.04

Table6.2.2.4: Shows Percentage of Population by Religion

population of the district is estimated to be around 1.301

million.

5.7.2- Administrative SetupDistrict administration in Thatta district was tilled

recently governed by the local government system. The

District is subdivided into 7 tehsils (talukas or sub-

district): Ghora Bari, Jati, Mirpur Bathoro, Mirpur Sakro,

Shah Bunder, Sujawal, Thatta, Kharo Chan, and Keti

Bunder. These talukas include 55 Union

Councils, 7,200 villages and over 190,000

households with an average size of 6.5 persons

per household. The seven talukas are governed

by their respective Taluka Municipal

Administration (TMA), while the 55 UCs of 7

talukas are governed by Union Council

Administration (UCA).

5.7.3- Historical importance A tomb at Makli Hills built in 1559 Thatta is known

to be the burial place of 125,000 (Sawa Lakh) saints;

it also was a place of great learning where eminent

scholars from Khurasan, Qandhar, Heartetc had

assembled. Thatta is also famous of being known as

Door of Islam to subcontinent which symbolizes the

famous entry of Mohammad Bin Qasim to the

region.

5.7.4- DemographicConditions District Thatta is spread over 17,355 square

kilometers with estimated population of 1,113,194

based on 1998 census. The density of population is 64

people/ square km which is the 2nd lowest in

Province of Sindh after District Tharparker.

5.7.5- Gender BalanceMale to Female ratio of population is (48:52) but the

Gender disparity is visible in the social sector and in

all the areas of human development.

5.7.6- Social Infrastructure

A. Water Supply

District Thatta get the water from River Indus which

flows from here till it meets to the great Arabian Sea

in the south The Thatta District is also very poor in

terms of the indicator of piped water, which is

available to only about 14% of the housing units.

About 13% of rural households have hand pumps

inside the housing units, while 16% use outside

ponds for fetching water and 6% of housing units use

dug wells.

B. Potable Water

Lack of potable water is one of the primary issues of

this region. The Union Councils have provided water

supply lines to most villages, but these schemes are

largely non-functional. Groundwater levels are low

and prospecting for water is an expensive

proposition.

C. Sanitary

Only about 1/3rd of the residents in the GDRP have

a separate sanitation facility. The residents of units



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S. No. Name of Taluka No. of UCs Population 1998 Census Estimated Current Population in 2007

1. Thatta 13 254,056 361,820

2. Sujawal 06 127,299 221,814

3. Shah Bundar 05 100,565 158,201

4. Jati 06 126,550 205,968

5. Mirpur Bathoro 08 150, 598 194,281

6. Mirpur Sakro 10 202,800 296,650

7. Ghora Bari 05 105,562 129,081

Table 6.3.1: Shows Estimated Population in the Talukas of Thatta

Source: 1998 Census Data and projections

without proper latrine facility use adjacent rural

environs. Majority uses the bushes to answer the call

of nature. Only a few households have latrines as

part of their bathing area. In the bushes outdoors the

toilet area is demarcated. Although, women’s

enclosure is separate but it is not properly concealed.

D. Electricity

Electricity is available to about one-third of the

housing units in Thatta District. There is a wide

variation in the availability of electricity in urban

and rural areas. It is estimated that about 79 percent

in urban areas had access to electricity in contrast to

about 21 percent in the entire District. Kerosene oil is

used in over 77 percent of the rural dwellings. More

than 80 percent of the housing units in the district

were using wood as cooking fuel. Only 3 percent of

the housing units had access to Sui Gas in the

district.

E. Road Transport

The Thatta District is linked by road with other

districts. National Highway from Karachi to

Peshawar passes through Thatta for a length of 200

kilometers. All major towns of the district are

connected with metalled roads of 1,585 kilometers

length. The district is also connected by the main

railway line from Karachi to Peshawar. The principal

railway stations are Jangshahi, Dhabeji and Jhimpir.

The district is also equipped with digital and non-

digital telecommunication system besides postage

and telegraph.

F. Condition of houses

More than 78% of the housing units in Thatta District

are one room houses whereas merely 15% or less of

the housing units in the two districts is pucca units.

Two-thirds of the housing units are constructed with

wood and bamboo while more than half the housing

units were constructed at least 10 years ago. There is

considerable overcrowding in houses, which are

poorly constructed and provide inadequate structure

whereas; electricity is available in only 21% of the

rural housing units.

G. Education

Education opportunities in the area are minimal in

Mirpur Sakro taluka as a whole. The disparity seems

more pronounced in rural areas than in urban areas,

and gender-wise.

The educational facility in the area in the GDRP

ecosystem comprising Bhambore, Dhabeji, and

Gharo is adequate to the extent of primary and level

and secondary level. The Dhabeji Pumping Station

residential Colony has a high school. Literacy and

enrolment level for boys in particular, is above

average in the villages visited. Each of the villages in

the area has access to primary or middle school

within a distance of three to four kilometers.

There is one high school each at Ghagar Town,

Bhambore, Dhabeji and Gharo that offers services to

nearby Dehs. Female literacy rate is low, with rare

cases of literate adult females. General educational

level, according to Nazims of Union Councils, is

above average, training in technical skills is

inadequate and the proportion of skilled labour in

the workforce is estimated at less than 10 % of the

total labour force. Thus the local residents are ill-

equipped for jobs in industry and manufacturing.

i) Literacy Rate and Education

Facilities

There are two primary school buildings for boys in

the villages surveyed for this study; both of them are

functional. It is reported that teachers have been

appointed for the functional schools.

Literacy rate for Thatta is amongst the lowest in

Sindh. Total literacy rate stands at 22%. There are

marked urban and rural and male-female

differentials in Thatta as 46% urban and 19% rural.

Male literacy ratio is less than 60% and female



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literacy is almost 20%. Most persons can speak Urdu,

the National language and most of them can read the

Holy Quran. Things have started to change with the

emergence of new leadership which has started

setting up mosques and madressas in the area of

influence.

H. Health

The health infrastructure in Thatta is scant. In the six

coastal Talukas, three do not have any Rural Health

Centre (RHC) or any veterinary dispensary. The

dispensaries are also in small number 27. Health

facilities are inadequate and sub-standard in quality

in the GDRP ecosystem and people have to travel to

Thatta District Hospital in severe emergencies or

even to Hyderabad and Karachi. There is a Basic

Health Unit (BHU) and a Mother and Child Centre

(MCH) in Ghaggar town, Bhambore, Dhabeji and

Gharo but these centers are understaffed and under

stocked. Serious ailments have to be treated at

Thatta, Quaidabad or Karachi. Many of the diseases

occurring in the area are water borne, and the lack of

sanitation facilities and reliable water supply

schemes has contributed to health problems.

i. Epidemic/Infection Diseases

Fever, Malaria, Tuberculosis, respiratory tract

congestion, asthma, sugar, blood pressure,

diarrhoea, vomiting, Hepatitis B, kidney stone are

the common reported diseases especially amongst

women and children. Snake biting is not as common

as it used to be a few years back.28% cases of snake

bite were reported from Goth Jaffar Jokhio. After the

rainy season, the entire village falls ill with high

grade fever, vomits, flu and cough. Many adults and

children pass away in these times

5.7.7- NGOs Working in theAreaDifferent national and international NGOs are

working in the Thatta district with the help of their

local partners. Their scope of work ranges from

relief operations in coastal areas of the Thatta to

social welfare and livelihood improvements

initiatives. Some are working on CPI (Community

Physical Infrastructure). Some have found their

way in providing micro finance to local

communities through social collateral. Few of

these are also working on awareness and

advocacy.

5.7.8- EconomyDistrict’s economy based on Agriculture and Fishing

is the 2nd largest source of income of the people,

major portion of the population is related to these

means of occupation. Main Crops are Rice,

Sugarcane, wheat, Banana and Tomatoes.

According to the Household Survey Data (Jan 2005),

Out of the total population of Thatta City (i.e. 1.4

million), 25% is economically active of which 85%

work in the fishing and agriculture sector. 88% of the

population lives in rural areas of the Thatta district

Since the villagers net income is limited, such a large

cash outflow for fuel leaves them with little or no

possibility of saving any part of their income.

A. Industries

Despite the industrialization in Thatta, the local

community has not benefitted much and their

contribution to the workforce for these industrial

units has remained as low as 5%.

i. Salt industry

There are numerous sites for salt production in the

Bambhore area. Private contractors have leased these

lands from the government and local people are

working there since the inception of the salt works,

under primitive conditions for seven days a week, at

an average salary of Rs. 250-350 per day.

ii. Poultry farming

A large number of poultry farms were observed



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during the site visit for socioeconomic survey in the

project area. The climatic condition favors this

profitable business in terms of quality and quantity.

These farms are major suppliers to urban centers.

iii. Handicrafts

Both men and women in the project area supplement

their major income source with handicrafts. Women

particularly use their leisure time, albeit minimal, for

handmade products like rali, comforters called sour,

sagi, agath and embroidery on shirts, bed sheets,

pillows, handkerchiefs and table covers

B. Occupation

According to the Household Survey Data (Jan 2005),

20 percent of the households relying on fishing as an

occupation in the Thatta Districts, Almost 88% of the

population resides in rural area and the population

base indicates a high level of younger population.

C. Employment and Incomes

The economically active population is 25 percent of

the total population and 37 percent of the population

is aged 10 and above. A high unemployment rate of

18 percent was recorded in Thatta District in 1998. Of

the total employed persons, about two-thirds are

engaged in primary occupations namely agriculture,

forestry, fishing and hunting.

The villagers in the area have multiple sources of

income which varies from:

n Government jobs in the Water Board and the

Railway.

n Pension of villagers retired from Water Board

and Railway jobs

n Agriculture income from owner’s cultivable land

n Sale of Livestock as and when need arises

There is unemployment all over the villages amongst

the men who were previously employed. The focus

group revealed that two-thirds of the employable

men are unemployed and only one-third are holding

stable jobs. Qualifications are few, almost non-

existent in the villagers, maximum metric or inter

passed. Most men have skills (agricultural, masonry)

but not education.

D. Indebtedness

Most of the families are indebted in the range of Rs.

20,000 to Rs. 50,000 yearly. They borrow money for

household consumption from banyas or the landlord

on whose land they make a living, and repay the loan

by selling livestock at the time of Eid ul Azha

E. Poverty

According to the Pakistan National Human

Development Report 2003, Thatta stands 64th among

91 Districts (UNDP 2003) and one of its Taluka

Mirpur Sakro was declared the most poverty ridden

Taluka in District Thatta. The 80% of the population

living below the poverty line in the district.

5.8. District JamshoroJamshoro is one of the newly created Districts in

Sindh by devolving the former Dadu District. It was

announced on 13-12-2004 and notified by Board of

Revenue on 14-12-2004. Elected Zila Nazim has taken

oath of his office on 17-10-2005. The Naib Zila Nazim

and Convener of Zila Council Jamshoro have taken

oath in January 2006. The elected Zila Council came

into existence in January 2006.

District Jamshoro consists of four Talukas Kotri, T. B.

Khan, Sehwan and Manjhand. It is situated on the

right bank of River Indus. A series of mountains and

hill tracks spread over a vast area of the District.

5.8.1- LocationJamshoro district was bifurcated in the month of

December 2004 from district Dadu. It was announced

on 13-12-2004 and notified by Board of Revenue on



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14-12-2004 It consists of four TalukasSehwan,

Manjhand, Kotri and Thano Bola Khan. It is situated

on the right bank of River Indus. The district has

taken its name from its head quarter Jamshoro,

famously known as Educational City.

District Boundaries on the Northern by Dadu

district, on the East the River Indus separates it from

Nawab Shah, Matyari and Hyderabad district, on the

south Thatta district, south west Karachi district and

on the west by Kheerthar Range make its boundary

which separates Sindh and Lasbela district of

Baluchistan.

5.8.2- Population of DistrictJamshoroThe total population of District is 582094 according

to Population Census 1998. The total geographical

area of District is 11,517 Sq. Km. There are 57



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No Name of District Thatta

1 Area (sq: K.M) 17355

2 Population 1113194

3 Male 589341

4 Female 523853

5 Literacy rate (male/female) 22.1

6 No. of universities NIL

7 No. of schools (primary/secondary) 2498

8 No. of newborn (0-12 months) 43.8

9 Population (01-14) 53.2

10 Population (15-49) 53.2

11 Population (60 and above) 4.8

12 Population Growth Rate 2.26

13 Density per sq k .m 64.1

14 Users percentage -

15 Contraceptive Choice Percentage -

16 No. of FWCs 25

17 No. of MSUs 02

18 No. of RHS-A 02

19 No. of RHS-B 01

20 No. of Hakims/Homeopaths/RMPs H.H 140, RMPs 273

21 Contraceptive prevalence rate 20.3

22 No. of Male Mobilizer 32

23 Total Fertility Rate 5.2

24 No. of Taulka Hospitals 05

25 No. of RHCs 09

26 No. of BHUs 49

27 No. of Prominent NGOs 10

28 No. of Donor Agencies Working for Population Planning 01

29 No. of Male Elected Councilors 847

30 No. of Female Elected Councilors 364

31 Family Size 5.2

32 House Hold Size 5.1

Table: shows the Statistical preview of the District

Revenue Tapas in the District with 175 Revenue

Dehs and 28 Union Councils. Total number of

registered voters is 548342 with male 297869 and

250473 female voters.

5.8.3- Infrastructure

A. Health Sector

The health services are provided to the masses by

Taluka hospitals (4), Rural Health Centers (5), Basic

Health Units (15) Sub Health Centers (2),

Dispensaries (6), MCH Centers (1) Besides a No of

DC Dispensaries & Excremental Dispensaries are

providing service in wide spared area of this district.

B. Education Sector

Up till now, near about 70 -80 % child of Jamshoro,

Kotri and Sehwan (Towns) are goes to school. But in

the rural areas due to shortage of teachers 194 out of

853 schools are closed. Therefore the large

population of this district has been deprived of their

basic right.

The studies shows that the primary schools are in

sufficient numbers whether Secondary, Middle and

Higher Secondary Schools are not in sufficient

numbers and improvement is required for adequate

consumption of students from primary to middle

and onward this step is also necessary to increase the

literacy rate in district.

i. Universities

The District has taken its name from its head quarter

Jamshoro, famously known as the center of higher seat of

learning with three important universities i.e University of

Sindh Jamshoro, Liaquat University of Medical and

Health Sciences and Mehran University of Engineering

and Technology and other educational organizations such

as Sindh Text Book Board, Bureau of Curriculum, Sindhi

Adabi Board, Sindhology and Cadet College Petaro.

C. Famous Barrage

This District has Ghulam Muhammad Barrage,

which is now called Kotri Barrage with its four off-

taking canals. Besides, there are some other canals

including KB (Kotri Baghar) feeder, danister and

Dadu Canal. Also District Jamshoro has a historical

railway bridge on Indus River.

D. Famous Places

There is one natural biggest lake of Asia namely

Manchhar Lake, and other famous places are Rani

Kot, Bado Jabal, Bhit Jabal and Khirthar National

Park. There are also two Multinational

Pharmaceutical industries namely Novats and

Clarent.

E. Railway Network

A railway network is also part of this District

providing people Rail Line links to all provinces of

Pakistan. This District also serves as main base of

two powerhouses. In addition the network of 21 grid

stations is connected with the powerhouses and

supplying electricity to domestic and commercial

users. This District is very rich & lucky to have

shrines i.e Lal Shahbaz Qalandar, Laki Shah Sadar&

Baba Salauddin etc.

5.8.4- Economy

A. The Livelihood in District

Jamshoro

The District Jamshoro is generating large number of

employment opportunities for its locals and

outsiders. Most of the population is employed in

industries from which 60% are outsider’s whether

remaining of the population is employed in

Agriculture, transport, construction, doing their own

business, poultry & cattle forms, fisheries and

working in government & semi government sectors.

B. Minerals& Mines

The District has huge deposits / reserves of minerals



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including oil, gas, limestone, and marble, Salika

Sand, Gravels, Silt Mines and gypsum, these

minerals are found in Taluka Thano Bula Khan and

Sehwan. The Coal is obtained from

LakhraTalukaManjhand Multinational companies

such as Lasmo, Parco, ENI exploration of which

various are busy exploring these minerals. Crops like

wheat, cotton and chilies, fodder, beans are also

cultivated in various parts of Jamshoro.

C. Industries

The District has credit of having one of the largest

Industrial Estate of Asia, called Nooriabad Industrial

Estate and another industrial area namely Kotri SITE

in Kotri Taluk where more than 400 different

industries are located and playing part in the

development of the country. Besides there are 232

industrial units of them 78 are working and 154 are

closed because of various reasons.

D. Occupation

The majority of population of District is rural and

they are involved in cultivation. Industrial areas and

Power plants are using manpower, while towns are

providing business opportunities to the residents.

The inhabitants of mountainous area keep cattle

while Mallahs o Manchhar Lake earns their living by

fishing. Approximately 20% of district population is

serving in Federal and provincial Government.

5.8.5- Power PlantsJamshoro Power station, Lakhra Power Project and

Kotri Thermal Power Station are main power units in



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Information District jamshoro

Population Total 580,031

Geographical Area 2,844,802-25 acres

No. of Tapas. 57

No. of Dehs 175

No. of Union Councils 28

Canals 1. KB. Feder 2. Danster Canal 3 Dadu Canal

Industrial Estate 1. Kotri Site 2 Nooriabad

No. of Factories Total = 232 Running = 78 Closed = 154

No. of Education Institutions Universities = 3. Colleges = 4 Higher Schools = 16 High Schools = 20. Technical /

Commercial Institutions = 6. Middle Schools = 19. Primary Schools Boys / Girls = 784.

Health Facilities Total = 19

Railway Stations 13 Railways Station

Treasury 1.

Main roads 1, Super Highway. 2 National Highway. 3 Indus Highway.

Source of Drinking Water Through canals, hand pumps & rain water

Thermal Powers Total = 23

No. of Voters Male = 297,869. Female = 250,473. Total = 548,342

Masjid and Imam Barghas Masjid = 140 Imam Barghah=19 Mandar=4

Darghas Total 21 Darghas & Sherines

Tribes Total = 20

Languages. Sindhi, Urdu, Panjabi, Balochi, Pashto and Saraiki.

Archeological Places Total = 7

Table: shows the Statistical preview of the District

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT FOR KARACHI HYDERABAD MOTORWAY (M9) PROJECT


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STAKEHOLDER CONSULTATION

Stakeholder consultation is a tool for initiating andmanaging communications among theprojectproponent, stakeholders, and other affectedpersons/groups. It provides an avenue for thereviewing agencies and the project proponent toimprove their decision-making capabilities, whilefostering an environment of understanding by activelyinvolving organizations, groups, and individualsdirectly affected by, or involved in, the Project.Thepurpose of involving the public in general and projectaffected persons; in the decision making process is tohave a fair interaction with all community groups andensuring them that every attempt would be made toreduce the negative impacts of the project, and thatadequate remedial measures would be taken torecompense the loss of the affected persons, if any.

6.1 Identification ofStakeholders:It is important to identify early in the process that thekey stake holders are in the project. Their needs must berecognized, understood and incorporated at the verybeginning of the project. Consultation will enable theclient body to understand the stakeholders requirementsand ambitions and as well as for the stakeholders todevelop an understanding of the project.

Stakeholders are people, groups, or institutions that may

be affected by, can significantly influence, or areimportant to the achievement of the stated purpose of aproposed intervention.The Primary and secondarystakeholders were identified based on standardfollowing definitions:

n Primary Stakeholders: People, groups orinstitutions affected positively (beneficiaries) ornegatively by the project.

n Secondary Stakeholders: People, groups, orinstitutions that are important intermediaries in theproject delivery process e.g. the institutions,research organizations, government line agencies,or NGOs etc. For the purpose of this project, theprimary stakeholders are the local communitiesliving around red and green line. However, it ispertinent to mention the living population andcommunity settlements problems .PrimaryStakeholders are people, groups or institutionsaffected positively beneficiaries or negatively.

6.2 Approach andMethodology

6.2.1- Scoping MeetingIn accordance with Pakistan Environmental ProtectionAct 1997, Pakistan Environmental Protection Agency(Review of IEE/EIA Regulations 2000 for the

06

Primary Stakeholders Secondary StakeholdersLocal Leaders/CBO National Highway Authority

Hyderabad Development Authority (HDA)Sindh Environmental Protection Agency (SEPA)Wildlife Department, Government of SindhForest Department, Government of SindhInternational Union for Conservation of Nature(IUCN)World Wide Federation (WWF)Shehri‑ CBE (an NGO)

Table 6.1:

Environmental and Social Considerations, a Scopingmeeting for the proposed M-9 project has beenconductedon 26th April, 2012 at Marriot Hotel Karachi.The Scoping meeting as an initial step in ESIA was heldto consult with stakeholders on environmental scope forEIA Study and to secure transparency and Involvementof stakeholders as well as the general public to theplanning process of the Project.

Scoping Meeting was held with the following mainobjectives:

n To inform concerned citizens regarding theKarachi–Hyderabad Motorway Project and plansfor development of proposed Karachi HyderabadMotorway M-9 Project.

n To consult with stakeholders on environmentalscope for EIA Study

n Identify concerns/suggestions and solicit feedbackregarding ESIA Study for the proposed M-9Karachi- Hyderabad Motorway project throughdiscussion and suggestion.

6.2.2- Consultation MeetingA detailed survey of the field was made by the team inwhich detailed meetings was held with majorstakeholders and the number of restaurants/industrialunits/ Mosques/emergency center/markets/shops/residential sides/ Police check posts and pickets/andother Society Development Schemes offices etc. List ofnumber of petrol pumps and other amenities is givenbelow.

A public consultation in form of group discussions wascarried out at different locations of the project areaduring the preparation of the Environmental and Social



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Person/Community/Organization Concerned Raised

Mr. Shams Memon • Some portion of the existing super highway and proposed highways is going to be a part

Sindh Coastal Development Authority of protected forest which comes under the jurisdiction of Sindh forest department so the

consultants and proponent must seek permission and procedures for acquiring the land lies

under protected forest.

• Some of the sensitive portion regarding wildlife like MahalKohistan Wildlife Sanctuary

and vegetation KirtharNational Park and other protected area might come under the

construction phase of the M‑9 project.

Syed GhulamQadir • There should be a provision in the design of the proposed motorway for slow moving

(IUCN) Pakistan commuters like livestock movement from one village to another.

• During designing and construction of the project natural drainage system should be taken

consideration. Waste runoff should not be disturbed the existing drainage and water flow.

• Since the proposed project will involve lodge construction, it requires huge construction

material so care should be taken on the protected areas.

Mohsin Shekhani • Toll Plaza should be on the first interchange because hindrance would be faced

(ABAD) for the development ahead of toll plaza.

• The Toll Plaza should be developed away from the city at both ends of the Highway.

Dr. Shabbar Ali • Road Safety Audit should be taken into account i.e. potential hazards related to the

(NED) construction and operation phase.

• Instead of New Jersey barrier in the middle of the road, there should be a 6ft wide proper

median because the provision of New Jersey barrier will createat night time glare and other

problems along with that it is implemented in the urban areas especially in the fast track

types of roads.

• There are two locations which should be taken care in the design i.e. transition from 4

lanes to 6 lanes at the entrance and at the end.

Imran Sabir • Study for the designing the proper alternative routes should be conducted in EIA.

Deputy director‑EPA

• Dust emission should be considered in the EIA as there is this problem was experienced in

the Hyderabad‑Mirpurkhas Motorway Carriage.

• Housing schemes and water parks for the irrigation purpose located at both sides of the

road should be addressed in the EIA report.

• If the Hotels and Petrol Pumps present at both sides of the road are illegal then there

should be a resettlement plan or if they are legal then there should be a compensation for them.

• During the Construction and Operation Phase, there should be a Helpline service.

• Heavy Traffic should be designated with a separate lane to overcome the problem of traffic

congestion.

6.2.2‑Concerns of Stakeholders

Impact Assessment (ESIA) with a view to minimizeadverse impact of the project through creatingawareness among the communities on potential benefitsof the project. The meetings with communities were heldduring the months of May,2012. List of stakeholders andtheir contacts are attached as Annexure.

A. Meeting at Dumba Goth (Malir)

A comprehensive meeting was held in Dumba Goth, acommunity representative Mr. Faiz Mohd Palari wasmet with team and share views with us. He shared thatthey lived here since more than 100 years and their four

generations are buried here. It is difficult to shift theirhomes and dislocate from the present area. They fear aloss of business from the diversion of traffic andsome community activities may migrate to the newroute, potentially changing existing land use patternsand possibly undermining the objective of greatercontrol of access on the new route. He added that wehave many communities living here viz Palari, Bikak,Burfat, Khaskheli and Memon.

It was also appreciated by them that new motorwaysystem will make some reforms in the area as roads aresign of new ways of development in the area. It



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S# Name North Zone South Zone1. Fuel/CNG Stations 28 562. Hotel/Restaurant 40 513. Mosques 39 454. Grave Yards/Imam Bargahs 2 35. Shrines 1 16. Shops(tyre/vendors/room) 177 3007. Residential colonies/Societies 1 28. Residential Houses 22 129. Edhi Emergency Service (Room) 2 110. Villages 0 111. Govt. Municipal/UC Offices 1 112. Schools 0 113. Hospitals 2 114. Police Check Posts 0 1615. Police Pickets 16 316. Precast Factories 2 217. Kiosks/Portable Cabins 176 3518. Thatched Sheds/Chapra Temporary Structures 174 12519. Mobile Towers 3 420. Eletric Power Transmission Lines on

PYLON TOWERS (132 KV to 500 KV) 1 4821. Electric Power Transmission Lines on Poles (11KV)

(Between Km‑13 to Km‑97) 210 98022. OFC (Continue Between Km‑13 to Km‑148) 2 223. SSGC (these are No of locations for 18 & 8 inch pipe line) 7 624. OFS (Repeaters)

(PTCL system repeaters are installed in a building) 3 0

Table 6.3:

accelerates their business and minimize time toaccess Hyderabad/Karachi. They also added withaddition of high vigilance and trained motorwaypolice rate of accidents will be minimize, now it isfrequent in context of human and animal both.

It can also cause changes in vehicle flow on thesecondary network, possibly creating nuisances iftraffic should increase at some locations.

The existing land use along the M-9routeisuninhabited substantially except smallruralsettlements located 500 to 800m away from the ROWbut few villages are closer to the projectline.Therearesomeagriculturalactivitiesaroundtheprojectarea.Asgoodqualitygroundwaterisavailableforagriculture.Therefore, majorlanduseof theareaisagriculture.Otherlandusesin thevicinityof theprojectarea are residential settlements and roads. Hotels,petrol pumps,shopping area, river, water channelsetc., are also found along the M-9 route.

ThelandalongtheM-9routeiscultivated near Malirand Jamshoro districts.(About60%landisagricultural).In villages,peopleareengagedincultivation mainlyforthedomesticandcommercialconsumption.Thesurveyalsorevealedthatthecultivatedlandproducesahighyield. Mostly vegetables ofevery kind are grown mainly. Seasonal fruits are alsogrown in this area.Generally mostly people possess300 to 500 acres for the cultivation.

B. Visit of Commercial Center/Restaurants, Truck and BusStands (Thano Bulla Khan)

Mostly team met with different people engaged inthis profession, they were appreciated the projectwith some limitations as their direct entrance wouldbe interrupted and customers will be disturbed so iteffects their business. But some have change opinionand they have positive aspect of of the project, as thedevelopment of motorways accelerate the businessand also promote the quality of the restaurants andres places with modern recreation developmentprojects in future.

No major commercial centre exists along the M-9route. But some local commercial activities andmarket exist at some villages near. One mainVegetable supply market is also located near KarachiToll Plaza which is providing to all Karachi and itssurrounding. People usually go to Karachi orHyderabad for large commercial markets.

Some small shops are also located beside the road,which are located at main stops and rest placeswhere people wait for buses and buy some eatingstuff.



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Meeting with community at Dumba Goth

Restaurant recreation near Highway

C. Visit of Edhi Ambulance andother Services Center

Under this project, it is planned to construct fivehundred Edhi Centers in order to cover a sizeablepopulation on all highways and major link-roads ofPakistan in a properly phased fashion. The existingcenters provide first aid to accident victims and arrangefor their speedy transfer to the nearby hospitals. More-over, these centers are being used for providing medicalfacilities in rural and semi-urban areas.

Also they provide ambulance service at nominalcharges, facility for vaccinating new-born babies andchildren against diseases, and other welfare services.The dispensary and mobile dispensary at each centrecater for medical assistance to approximately twohundred and fifty patients daily.

On completion of the proposed project each Centre willhave three ambulances, a four-bedded emergency unit, apermanent dispensary and a mobile dispensary for fieldoperations. All Centres will be linked with wireless sets.Each centre is estimated to cost Rs. One million giving atotal project cost of Rs. Five hundred million. Work hasstarted on this project and sixty permanent and onehundred and twenty five temporary centres havealready started functioning.

Work is also underway to include the establishment ofadditional Edhi Homes for the destitute, dispensaries,centres for rehabilitation of heroin addicts, ambulance



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Karachi Toll Plaza

Meeting with Edhi Ambulance Survey at Highway

Bus Stop at Thana Bulla Khan

Meeting with Restaurant Manager

centres and rural welfare centres. Acquisition ofadditional ambulance aircraft's is also in hand to providea speedy service between these centres.

D. Meeting with Motorway Police(Jamshoro)

A detailed meeting was held with officers of Motorwaypolice. According to the officers they have high alertduties and it is total different than the general police.Most of the time they are responsible to give first aid toemergencies / accidents. They added that we undertookthe intricate task of raising a professional and modernforce. The challenge was accepted by the leader of thisprovoked team. Their ceaseless energy, unflinchingwillpower, devotion to work and inspiring leadershipwere a source of motivation for his team whicheventually produced incredible results. Their vision andunwavering commitment helped them to achieve theirtarget.

It is established in the year 1997, reforms were broughtin the history of policing in Pakistan and a modern,proficient and efficient police force was raised forenforcement of law and order on the Motorways. Theprofessional policemen believed that it was not possibleto improve the working of practicing Police.

This force was a u-turn and a complete transformation ofpolice culture, therefore the pleasant change in no timeearned the respect and appreciation of the public.

Initially there were no fresh recruitments and all theofficers were taken from the police setups from differentprovincial and were put under intensive training andmotivational programs. All efforts were made to mouldthis force as true public servants. The result of this greatventure astounded everyone. Another surprisingchange observed that the same officers, who wereinvolved in heinous malpractices in the provinces,became noble, honest and efficient. It was thusconcluded that through proper training, guidance, byproviding compatible working conditions and takingcare of some basic human needs this miracle waspossible.

The government in recognition of excellent performanceof Motorway Police, decided to expand its network toNational Highways. The apprehensions were logicalwhen taken in to consideration the complexity of thetraffic, attitude of drivers and behavior of thepedestrians, on the highways of Pakistan. Again the taskwas a difficult one and the hard work, goodwill andpride, was at stake. With success the government furtherdecided to handover all the federalized highways ofPakistan to NH&MP. Later on, some other highwayshave also been taken over and presently 3529 kmhighways and motorways are being policed byNH&MP.

n Travel facilitation Centers along Motorways

n Road Safety drivers training centers

n Raising rescue and recovery wing with modernrecovery vehicle and equipment

n Road safety

n Installation of LED Advisory Boards at Toll Plazas

n Issuance of driving Licenses

n E-enforcement

n Launch of new Road Safety Awareness Program

E. Meeting with Industrialist

Meet with Major (R) Ahmed Masood, Managing



SECTION 6

7 OF 8

Meeting with Edhi Rehabilitation Centre

Director of Al Abbas Cement Factory. He shared atstrength of positive and sort out lot of creative things forthe project. He pointed out matter of illegal possessionson way to project which is supported by someinfluentials.

This industrial area along the M-9 route covers morethan 15 KM. Mainly Nooriabad, Lucky Cement andDadabhoy Cement factories are famous lined at the roadside. It is large industrial area and possess major humanresources with all amenities from Karachi, it on distanceof 75 Km from Karachi



SECTION 6

8 OF 8

Meeting with Motorway Police

Al Abbas Cement Factory

EnvironmEntal and Social impact aSSESSmEnt for Karachi hydErabad motorway (m-9) projEct


SEction 7

1 of 21

EnvironmEntal and Social impact aSSESSmEnt& propoSEd mitigation mEaSurES

This section identifies the potential impacts of the

proposed project during preconstruction, construction,

operation on the physical, biological and socio-economic

environment of the macro environment of Karachi

Hyderabad M-9 Project area on which the 6-lane

motorway has been laid and its immediate surroundings

i.e. the microenvironment. It also narrates the measures

that will mitigate the project adverse environmental

effects.

7.1- Screening of Potential

07

Table 7.1- Impact Identification MatrixS. No. Impacts Negative Impact Positive Impact No Impact

1.0- Project Siting

1.1 Displacement of people √

1.2 Change of land use √

1.3 Loss of trees √

1.4 Shifting of Utilities √

1.5 Impact on archeological property √

2.0- Construction Stage

2.1 Pressure on local infrastructure √

2.2 Contamination of soils √

2.3 Impact on surface and ground water quality √

2.4 Impact on air quality √

2.5 Noise and vibration pollution √

2.6 Impact on flora and fauna √

2.7 Traffic congestion √

2.8 Staking and disposal of construction material √

2.9 Public health and safety √

2.10 Social impact √ √

3.0- Operation Stage

3.1 Air environment √

3.2 Noise environment √

3.3 Traffic Congestion √

4.0- Positive Impacts of the Project

4.1 Savings in travel time and fuel costs √

4.2 Transportation of agricultural products √

4.3 Exploitation of coal mines √

4.4 Employment and business opportunities √

n Short term negative impact

n Long term negative impact

n Short term positive impact

n Long term positive impact

n No impact



SEction 7

2 of 21

Table-7.2: Screening Checklist for Potential Environmental ImpactsScreening Questions Yes No Remarks

A. Project Siting

Is the Project Area

• Densely Populated? X

• Heavy with Development Activities? X

• Adjacent to or within any Environmentally Sensitive Areas? X

• Cultural Heritage Site X

• Protected Area X Surjan Game Reserve present approx.3-4

km from project site

• Wetland X

• Mangrove X

• Estuarine X

• Special Area for Protecting Biodiversity X

B. Potential Environmental Impacts

Will the Project cause…

• The construction, operation and decommissioning of the project

involve actions which will cause physical changes in the locality

(topography, land use, changes in water bodies etc.) X Topography will change to some extent

• Will the construction and operation of the project use natural resources

such as land, water, materials or energy, especially any resources which

are non-renewable or in short supply. X Not envisaged

• Degradation of land and ecosystems (e.g. loss of wetlands and

wild lands, coastal zones, watersheds and forests)? X Not envisaged

• Dislocation or involuntary resettlement of people X Encroachments on RoW being totally

unauthorized will have to be removed

• Dislocation of indigenous communities and Disadvantaged population X Not envisaged

• Degradation of cultural property, and loss of cultural heritage and

tourism revenues? X Not envisaged

• Water resource problems (e.g. depletion/ degradation of available water

supply, deterioration for surface and not envisaged, better management

& conservation ground water quality, and pollution of receiving waters? X Practices will be followed nevertheless

• Air pollution due to urban emissions? X Minor

• Social conflicts between construction workers from other areas and

local workers? X Not expected

• Road blocking and temporary flooding due to land excavation X Possible but will be mitigated if some such

during rainy season? situation emerges through better

management practices

• Noise and dust from construction activities? X Minor but will be minimized through

better management practices

•Traffic disturbances due to construction material transport and wastes? X Construction material transportation to the

site will be managed through good


Environmental Impacts The impacts have been predicted for the proposed M-9

project assuming that the pollution due to the existing

activities has already been covered under baseline

environmental monitoring.

Screening of potential environmental impacts due to

siting of the proposed project on the existing 4 lane

carriage way and construction as well operation of the 6

lane carriageway has been carried out by the checklist

method and described in Tables given below.

7.2- Identification ofImpacts during DesignPhase

7.2.1- TopographyThe topography along the project area will change to

some extent because of the construction of project

related structures such as embankments, culverts etc.

Visual Changes to the topography will be of permanent

and minor negative in nature and do not require any

mitigation measures, except that the project design

should consider aesthetic concerns.

7.2.2- Formation in Built-upAreasThe formation width in built up areas may result in

creating to market opportunities, loading and vending

activities for the locals. This impact is temporary and

minor negative in nature.

Mitigation Measures

n In Built-up areas, apply as feasible some flexibility

in order to avoid excessive resettlement;

n Incorporate technical design features that allows

flexible shoulder width in towns; and

n Explore the incorporation of additional parking lots



SEction 7

3 of 21

Table-7.2: Screening Checklist for Potential Environmental ImpactsScreening Questions Yes No Remarks

• Temporary silt runoff due to construction? X Not envisaged but will be mitigated if some

such situation emerges through better


• Hazards to public health due to ambient, household and X Not envisaged but will be mitigated if

occupational pollution, thermal inversion, and smog formation? some such situation emerges through

better management practices and

implementation of Environmental

Management and Monitoring Plan

• Water depletion and/or degradation? X Not envisaged, better management

practices and conservation practices will

be followed nevertheless

• Overplaying of ground water, leading to land subsidence, X Conservation practices will be followed

owered ground water table, and salinization? and excessive use will be avoided

• Contamination of surface and ground waters due to improper X Solid and Liquid waste Disposal system

waste disposal? will be in place to prevent possible

contamination of water resources

•Pollution of receiving waters resulting in amenity losses, fisheries X Solid and Liquid waste Disposal system

and marine resource depletion, and health problems? will be in place to prevent possible

contamination of receiving waters.

and bus bays.

Beside approved passage and intersections more

number of underpasses should be developed at Dumba

Goth 17 ½ K.M from Karachi. This town is an old legal

settlement. Beside Dumba goth under pass should also

be constructed at Goth Matko Polari Power Cement

Factory and at Thano Bullah Khan intersection. All the

bridges can also be used as underpasses for people and

their cattle.

7.2.3- Location of LabourCamps & Other MaterialsWhere Government owned land is available for location

of Labour Camps, Material Depots, Equipment and

Machinery Yard, Link Road or other activities related to

these matters, the Contractor will choose particular sites

within the overall campus indicated in consultation with

RE. These activities shall not be allowed outside. This

land, if the Contractor chooses to locate his facilities on a

private land, he will himself be responsible for any

compensation, resettlement or rehabilitation process and

costs and RE or Client/NHA shall not involve in

acquiring or using the land in making any payments for

doing so.

7.2.4- Change of Land UseThe proposed project involves rehabilitation of the

existing 134.35 Km of 4-lane carriageway both north-

bound and south-bound and construction of an

additional new lane on the inner side of the Highway

(wherever technically feasible) with 3.0 m outer

shoulder and 1.0 m inner shoulder. Lane width is to be

taken as 3.65 m. The RoW is the property of Provincial

Highway Department, Government of Sindh and is

earmarked for road construction. So the land use change

will have long term potential positive impacts and will

bring overall development in the project area.

7.2.5- Cross Drainage andAccessory StructuresFlash flows and Seismic activities may damage

structures or cause drainage problems in urban areas.

Mitigation Measures

Adequately design cross-sections of drainage structures

based on hydraulic studies and 100 years rainfall data,

taking regional/local lessons learned into consideration.

Protective measures against scour problems at bridges

and culverts (gabions at abutments, wing walls and

aprons for culverts); as applicable, additional planting

with soil-stabilizing shrubs and grasses. All structures

will be constructed with reasonable safety against

seismic acceleration

7.3- Identification ofImpacts duringConstruction PhaseThe physical impacts that are critical in construction

phase are being considered with an emphasis to take

necessary mitigation measures. Summary of potential

impacts and propose mitigation measures is given in

table 7.4.

7.3.1- Air QualityThe prevalent ambient air quality along the Karachi

Hyderabad M-9 Project proposed carriage way as

observed at selected field survey point is within

allowable limits in accordance to the prescribed NEQS

limits except for the CO and NO which are slightly

higher at Toll Plaza. Any additional emissions expected

to arise during construction phase due to activity of

construction equipment would be insignificant.

Additional dust sources from construction and

rehabilitation of the motorway therefore likely to create

significant additional impacts, especially where the

works are close to the sensitive receivers that are near to

the majority of the proposed carriage way.

Potential impacts on the air quality during the

construction stage will be due to the fugitive dust and

the exhaust gases generated in and around the

construction site. Dust is a major component of air

pollution, generated mainly from the following

construction activities:



SEction 7

4 of 21



SEction 7

5 of 21

S. N

oEn

viro

nmen

tal A

ttrib

utes

Asp

ect

Pote

ntia

l of I

mpa

ctM

itiga

tion

Mea

sure

s

1. 2. 3. 4. 5. 6. 7. 8.

Ambie

nt A

ir Qu

ality

Noise

& V

ibrati

on

Wate

r Res

ource

s

Solid

was

te

Land

use

Topo

grap

hy &

Geo

logy

Soils

Ecolo

gy Fl

ora &

Faun

a

Dust

emiss

ions f

rom

site

prep

arati

on,

exca

vatio

n, m

ateria

l han

dlin

g & ot

her

cons

tructi

on ac

tivitie

s at s

ite.

Noise

& V

ibrati

on ge

nera

ted fr

omco

nstru

ction

activ

ities,

oper

ation

ofco

nstru

ction

mac

hine

ry, eq

uipm

ent a

nd th

eirm

ovem

ent

o Su

rface

runo

ff fro

m p

rojec

t site

o

Oil/f

uel &

was

te sp

ills

o Im

prop

er d

ebris

disp

osal

o Di

schar

ge of

sewa

ge fr

om la

bour

cam

p.

Disp

osal

of ex

cava

ted so

il, co

nstru

ction

debr

is an

d oth

er w

aste

inclu

ding

dom

estic

waste

whi

ch ca

n cau

se so

il con

tamin

ation

and

other

healt

h & sa

fety i

ssues

Dem

olitio

n/ex

cava

tion o

n exis

ting

carri

agew

ay re

quire

s reh

abilit

ation

Site d

evelo

pmen

t

Cons

tructi

on an

d ex

cava

tion a

ctivit

y lea

ding

to top

soil r

emov

al &

eros

ion.

Habit

at di

sturb

ance

dur

ing c

onstr

uctio

nac

tivity

.

Majo

r neg

ative

impa

ct w

ithin

site

prem

ises.

No ne

gativ

e im

pact

outsi

de si

te pr

emise

s.Sh

ort t

erm

Majo

r neg

ative

impa

ct ne

ar no

ise

Gene

ratio

n sou

rces w

ithin

site.

No

sign

ifica

nt im

pact

on am

bient

noise

leve

lsou

tside

site.

Sh

ort t

erm

No si

gnifi

cant

nega

tive i

mpa

ct.

Shor

t ter

m

Min

or ne

gativ

e im

pact

Min

or ne

gativ

e im

pact

Tem

pora

ry an

d M

inor

nega

tive i

mpa

ct

Min

or ne

gativ

e im

pacts

Min

or ne

gativ

e im

pacts

Shor

t ter

m

Regu

lar w

ater s

prin

kling

on th

e exp

osed

surfa

ces t

o red

uce d

ust e

miss

ion an

d pr

oper

main

tenan

ce of

all e

quip

men

t at r

egul

arin

terva

ls

The a

dvan

ce co

nstru

ction

tech

niqu

es p

rovid

ead

equa

te m

easu

res t

o con

trol n

oise a

ndvib

ratio

n lim

iting i

ts nu

isanc

e effe

cts

Cons

tructi

on m

ethod

s and

tech

niqu

es an

ddi

spos

al of

use

d wa

ter ne

ed to

be d

esign

edfo

r pro

per d

rain

age a

nd co

ntro

l of d

ischa

rge

Prop

er so

lid w

aste

man

agem

ent p

rogr

amm

eto

be d

esign

ed an

d ex

ecut

ed fo

r the

cons

tructi

on an

d op

erati

on p

hase

s of t

hepr

oject

as in

tegra

ted in

the E

MP.

It is

requ

ired

to ad

opt a

ppro

priat

e tec

hniqu

esw

hile

unde

rtakin

g con

struc

tion a

ctivit

ies to

min

imize

ecolo

gical

distu

rban

ces

Tab

le 7

.3-

Su

mm

ary

of

Imp

act

Iden

tifi

cati

on

- C

on

stru

ctio

n P

has

e



SEction 7

6 of 21

S. N

oEn

viro

nmen

tal A

ttrib

utes

Asp

ect

Pote

ntia

l of I

mpa

ctM

itiga

tion

Mea

sure

s

8. 9.

Socio

-econ

omy

Traff

ic Pa

ttern

Incre

ased

job o

ppor

tuni

ty fo

r loc

als.

Econ

omy r

elated

to m

ateria

l sup

ply e

tc.ex

pecte

d to

boom

.Th

e inf

rastr

uctu

re of

the p

rojec

t will

incre

ase

the a

esth

etic a

nd la

ndsca

pe p

rofil

e of t

hepr

oject

area

. Co

mm

unica

ble d

iseas

es su

ch as

HIV

may

bein

trodu

ced

due t

o the

imm

igrati

on of

work

ers a

ssocia

ted w

ith p

rojec

t.

Vehi

cle m

ovem

ent a

nd tr

affic

cong

estio

ns on

the r

oad.

Over

all p

ositiv

e im

pact

Majo

r neg

ative

impa

ct

Regu

lar an

d pr

oper

main

tenan

ce of

the

infra

struc

ture

is re

quire

d th

roug

hout

the

proje

ct lif

e.Co

mm

unica

ble d

iseas

es p

reve

ntion

pro

gram

will

be p

repa

red

for c

onstr

uctio

n wor

kers

orre

siden

t nea

r the

cons

tructi

on si

te.

Prep

are t

raffi

c man

agem

ent p

lan on

e mon

thbe

fore

the c

omm

ence

men

t of c

onstr

uctio

nwo

rk

Tab

le 7

.3-

Su

mm

ary

of

Imp

act

Iden

tifi

cati

on

- C

on

stru

ctio

n P

has

e

n Site clearance and use of heavy vehicles and

machinery/equipment etc. at construction site;

n Procurement and transport of construction

materials such as sand, cement, etc. to the

construction site; and

n Other Gaseous emissions during construction result

from operating of construction vehicles, plant and

equipment.

n Increase in air pollution levels without project and

with project during construction period (for mobile

& stationary sources) is predicted from construction

machinery, equipment, which reveals that there

shall not be significant contribution towards

pollution due to the construction activity of the

project if mitigation plan will be implemented and

monitored in proper sense.

n Asphalt heating

The negative impact on air quality during construction

stage is predicted as “short term”.

Mitigation Measures:

i. Fugitive Dust Control

Source wise Fugitive dust control measures are

tabulated below:

The most cost-effective dust suppressant is water. Water

can be sprinkled by the handheld sprays or with the help

of automatic sprinkler systems as the situation would

demand. The incoming loads of dusty materials could be

covered to avoid spreading of dust. Besides; loss of

material in transport, especially if material is transported

off-site, will be minimized.

Construction materials (sand, gravel, and rocks) and

spoil materials will be transported trucks covered with

tarpaulins and all vehicles (e.g., trucks, equipment, and

other vehicles that support construction works) will

comply with the NEQS (as amended) for carbon

emissions and noise.

ii. Vehicular Emissions:

n Periodically check and maintenance of the

construction machinery and haul vehicles.

n Regular change of engine oil and use of new engines

/ machinery / equipments having good efficiency

and fuel burning characteristics.

n Use of catalytic converters and low Sulphur fuels.

n Training of the technicians and the operators of the

construction machinery and drivers of the vehicles.

n Air quality monitoring in the project site during

construction phase.



SEction 7

7 of 21

Source Control Measures

Earth moving - For any earth moving which are more than 30m from site boundary, conduct watering as

necessary to prevent visible dust emissions.

Disturbed Surface Areas - Apply dust suppression measures frequently to maintain a stabilized surface;

- Areas, which cannot be stabilized, as evidenced by wind driven dust, must have an

application of water at least twice per day.

Inactive Disturbed Surface Areas - Apply dust suppressants in sufficient quantity and frequency to maintain a stabilized surface.

Unpaved Roads - Water all roads used for any vehicular traffic at least twice per day of active operations;

Open Storage Piles - Apply water to at least 80 percent of the surface areas of all open storage piles on a daily basis

when there is evidence of wind driven fugitive dust; OR

- Install an enclosure all along the storage piles.

Track-out Control - Downwash of construction vehicles (especially tyres) prior to departure from site.

Table 7.4- Source wise Fugitive dust control measures

iii. Procedural Changes to

Construction Activities

n Material Production:

The transport of materials such as concrete, asphalt, etc.

to construction sites generate significant amounts of

road dust, especially for sites that are relatively far off

from the material manufacturers. Setting up the

temporary portable concrete plants and/or asphalt

plants at construction sites can eliminate haulage of

these materials.

n Emission from construction machinery:

The emissions from construction machinery would

contain particulates, SOx, NOX, CO. However, the

quantity of these pollutants is expected to be extremely

low due to low fuel requirement and use of cleaner fuel

like diesel.

n Idling Time Reduction:

Construction equipment is generally left idling while the

operators are on break or waiting for the completion of

another task. Emissions from idling equipment tend to

be high, since catalytic converters cool down, thus

reducing the efficiency of hydrocarbon and carbon

monoxide oxidation. Existing idling control

technologies, which automatically shut the engine off

after a preset time can reduce emissions, without

intervention of the operators.

n Improved Maintenance:

Recognizing that significant emission reductions can be

achieved through regular equipment maintenance,

contractors could be asked to provide maintenance

records for their fleet at regular intervals as a part of the

contract awarded to them. A monetary

incentive/disincentive provision could be made to

encourage contractors to comply with the regular

maintenance requirements.

7.3.2- Noise and VibrationNoise and vibration are perceived as one of the most

undesirable consequences of construction activity.

The construction activities will include the excavation

for foundations and grading of the site and the

construction of structures and facilities. Powered

mechanical equipment such as generators, excavators,

bulldozers, piling rigs, stabilizers, drills, stone crushers,

graders, vibratory rollers, concrete-mixing plants, and

screening plants can generate significant noise and

vibration. Whereas various modern machines are

acoustically designed to generate low noise levels there

may not be much acoustically insulated plant available

in Karachi.

The cumulative effects from several machines can be

significant and may cause significant nuisances.

However, these increased noise levels will prevail only

for a short duration during the preconstruction and

construction stage.

The noise and vibration produced by construction

equipment is presented in table 7.5 as reference.

The cumulative impact of the noise caused by

construction equipment will be estimated based on the

following formula;

LAp = 10lg (10LA1/10 + 10LA2/10 + 10LA3/10+ …… +

10LAn/10)

Where: LAp: cumulative noise caused by construction

equipment (dB),

LAi: noise level at forecast point caused by each

construction equipment (dB)

LAi = L AW - 20lgr - 8

LAw: noise caused by construction equipment

r: distance from construction equipment to forecast point

Though the construction method has not been

determined yet, however it is believed that the adopted

method of construction shall produce less noise and

vibration if the suggested mitigation measures are

adopted.


In order to mitigate the impact of noise from



SEction 7

8 of 21

construction equipment, the contractors should require

to

n Provide evidence that all plant and equipment to be

used for construction is fitted with the necessary

noise dampening devices to meet any statutory

requirements that may apply from the NEQS;

n Install acoustic insulation or use portable noise

barriers or install a hoarding where practicable to

limit noise to protect sensitive areas such as schools,

hospitals, relics, residential areas, etc.

n Plants and machinery with high intensity of noise

and vibration such as drilling machines, rollers,

excavators, etc. will be allowed to operate during

specified / designated timings in day hours only

(no operation timings from 0:00 to 5:00 am shall be

observed). In case it is necessary to take construction

activities in night time to catch up with the required



SEction 7

9 of 21

Operation Equipment Noise (dB) Vibration (dB)

Excavation and backfill

Road surface breaker Road surface breaker 105 73

Truck 105 68

Soil stability (Pile driving, retaining wall) Derrick 101 33

Mortar injector 97 50

Pile driving 101 63

Excavation Excavator 101 72

Bulldozer 98 64

Crane 101 40

Truck 105 68

Concrete pumping 104 50

Batching plant 98 50

Bull dozer 98 64

Rammer 106 57

Truck 105 68

Concrete placing Concrete pumping 104 65

Batching plant 98 50

Soil backfill Bulldozer 98 64

Rammer 106 57

Truck 105 68

Roller 98 65

Construction of viaduct

Foundation excavation Boring machine 100 50

Derrick 102 35

Excavator 101 72

Generator 98 68

Truck 105 68

Foundation concreting Concrete pumping 104 50

Mixing plant 95 50

Soil stability( Sheet piling) Sheet piling 98 63

Table 7.5: Noise and Vibration produced by construction equipment

(Source: Construction Ministry of Japan, 1983:Japan Public Works Institute, 1979, Japan Machanism Construction(Association ,1987)

schedule, permissions from local authorities shall be

obtained.

n Plants and machinery with high intensity of noise

and vibration such as drilling machines, rollers,

excavators, etc. will be allowed to operate during

specified / designated timings.

n In urban settlements, construction activities will be

restricted to be carried out between 6 a. m. and 8

p.m. During night time (10 pm to 7 am) the

measured impact noise at the sensitive receiver

(residential or hospital) shall not be more than 3dB

above background noise levels measured at the

nearest sensitive receiver (Leq15minutes) two

weeks prior to the commencement of works.

n Unnecessary use of horn and hooter by the vehicle

operators should be restricted.

n Use of ear muffs and protective gears by the

workers on the construction site would be

mandatory.

n Vibration due to operation of heavy construction

equipment in the sensitive areas may be controlled

by imposing time restrictions.

n In accordance with the Environmental Monitoring

Plan, noise measurements will be carried out at

locations and schedule specified to ensure the

effectiveness of mitigation measures.

7.3.3- Impact on WaterResourcesConstruction activities for the proposed development

can have minor impact on hydrology and ground water

quality of the area. The Malir River, Kathor River, and

River Indus are three surface water bodies through

which the proposed carriage way will cross.

Surface water might get contaminated due to the

disposal of construction waste generated due to the

Project activity, this contamination will not only

endanger the aquatic life but will also result in

threatening the health of natives that use this water for

meeting domestic requirement. In addition to that,

construction waste, if left unattended will result in

forming leachate which will percolate through the soil

strata and will reach underground water table and

hence, will end up contaminating it.

Following are the most susceptible locations for

contamination of surface and water resources during

construction stage

n Waterlogged areas that have water in them during

the period of construction;

n Surface and ground water resources close to

construction material storage yard, concrete mixer

etc

n Workshop and maintenance sites of construction

vehicles; and

n Surface water bodies close to labour camp.


In order to prevent degradation and maintain the quality

of the water, adequate control measures have been

proposed to check the surface run-off, as well as

uncontrolled flow of water into any nearby water body

like small pond, stream, etc. Following management

measures are suggested to protect the water quality

during this phase.

n The drainage designs for motorway should be

cleared with the local drainage and irrigation

authorities before works commence. Crossing

structures should be prefabricated off site to prevent

impacts to sensitive receptors near the river

crossings (if any).

n Any drainage structures, cross road tunnels,

culverts or pipes crossing the carriage way may

need to be modified or protected and the detailed

designs must make provisions to protect all

infrastructure that may be affected by the

constructions works.



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10 of 21

n The solid waste will be disposed of in designated

landfill sites to sustain the water quality for

domestic requirements;

n Avoid excavation during monsoon season.

n Pit latrines and community toilets with temporary

soak pits and septic tanks should be constructed on

the site during construction phase to prevent the

wastewater from entering into the water bodies.

n To prevent surface and ground water

contamination on account of oil/grease, etc. leak

proof containers should be used for storage and

transportation of oil/grease. The floors of oil/grease

handling area should be kept effectively

impervious. Any wash off from the oil/grease

handling area or workshop should be drained

through impervious drains and effluent should be

treated appropriately before releasing it.

n Construction activities generate disturbed soil,

concrete fines, oils and other wastes. On-site

collection and settling of storm water, prohibition of

equipment wash downs, toxic releases from the

construction site, etc. are some of the essential

measures which prove helpful in minimizing water

pollution.

7.3.4- Impacts on LandEnvironment

A. Land Use & Aesthetics

The proposed project will built on existing road and

comes under NHA limit. Land required for proposed

project is in possession with NHA. There is minor

change in land use pattern of the area.

Aesthetic and visual impacts during the construction

phase are limited to the sections which are passing

through the residential areas however the construction

of motorway will have a positive impact on the urban

aesthetics and architectural beauty that they will bring to

the existing national highway.

B. Solid Waste and Land

Contamination

Solid waste mainly generated is from the construction

debris and the packaging material as well as some from

human activity i.e. workers at construction site. The

mean (average) rates of waste for some specific materials

are timber 13% which is the highest percentage of waste

among all materials with sand 9% while other materials

such as reinforcing steel 5%, cement 5%, and concrete

4%. Tiles and Masonry wastes varies according to their

types.

Among non-construction waste i.e. generated from

human / worker activity are; food waste, paper, plastic,

rubber, metals, glass, textile and other waste materials. It

is estimated that the non-construction waste is not likely

to exceed 0.5kg/worker/day. The entire solid waste

generated at the construction site is recyclable except for

the food waste which is perhaps considered to be a

major issue in regard to contamination from non-

construction waste however is negligible in comparison

to the total solid waste generated during construction

phase.

The component of construction waste likely to cause

contamination of soil and other ecological resources are

oil, paints and allied chemicals which require specific

containment, proper handling and storage.

Mitigation Measures

n A proper solid management programme describing

safe disposal mainly through recycling process

would provide a viable solution against land

contamination impact likely to cause by solid waste

generation during the construction phase.

n Excavated soil shall be checked for any harmful

materials / contents before disposal.

n Contracts for services of waste collection / transport

/ dumping / recycling / treatment and reuse shall

be formulated and assigned to reliable companies.

n Monitoring of all the waste management activities



SEction 7

11 of 21

should be carried out by IMC.

C. Topography

As a result of construction, topography of the Project

Area will be changed. One of the important activities

during construction will be the cutting and dismantling

of pavements and borrow areas that will have an

environmental impact on the topography of the Project

Area.

The impact is temporary and minor negative in nature.

Mitigation measure for the impact is the proper

landscaping (construction of stone pitching/riprap

across the embankments).

D. Geology & Soil

E. Soil Erosion and Sedimentation

Since the construction involves earth moving activity

and lot of earth is disturbed and exposed therefore the

impact of construction on erosion is significant.

Soil erosion is one of the major causes for the ecological

degradation. Not only has it led to the loss of fertile

medium of plant growth and organic matter but also

disruption of the ecosystem. Microbial activity is

reduced to minimum level. Soil contamination due to

fuels/oils chemicals spillage and leakage and

inappropriate waste disposal further contaminate the

soil. The scarified/ scraped asphalt and concrete

materials, if not disposed off properly, may cause

serious contamination to soil and even water resources.

Sediments dispersion and associated deposition in and

around the project area will be of little concern as much

is carried out through the aerial rather than hydrological

regime.

F. Staking and Disposal of

Construction Material

Staking of construction materials shall be confined to the

project site only and also suitable enclosure will be

provided, hence no impacts on surrounding area are

envisaged. Improper disposal of construction waste is

likely to adversely affect the aesthetic value of the project

area. The severity of such impact will depend upon the

magnitude and type of construction waste and can be

minimized by exercising proper waste disposal

mechanisms.

G. Borrow/Open Pits

Borrow/Open pits and its excavation activities may

result in land disputes, soil erosion, loss of potential

cropland, loss of vegetation, landscape degradation, and

damage to road embankments.

Borrow/Open pits may also become potential sources of

mosquito breeding and may prove hazardous to human

beings, livestock and wildlife. This will also degrade

hygienic condition of the Project Area.

This impact is permanent and moderately adverse in

nature in nature.

Mitigation Measures

n Necessary permits must be obtained for any borrow

pits from the competent authorities;

n No excavations should be allowed within a distance

of 100 meters of the RoW;

n In borrow pits, the depth of the pits should be

regulated so that the sides of the excavation will

have a save and disposal slope.

n Soil erosion along the borrow pit should be

regularly checked to prevent/mitigate impacts on

adjacent lands;

n In case borrow pits are filled with water, measures

have to be taken to prevent the creation of

mosquito-breeding sites; and

n Borrow pits can be used for sanitary landfills, but

during the excavation, top 20 cm soil cover should

be preserved for vegetation after the filling of the

pits. This is the best way to restore the flora of that

area.



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12 of 21

H. Drainage, paths, roads, Linear

Fixtures crossed/ damaged by

Machinery moving to and from the

construction sites

During the construction, if the Contractor s vehicles’

moving to and from the construction site(s) cause any

damage or disruption of services pertaining to drainage

systems, paths, roads linear fixtures e.g., transmission

lines and fences, the Contractor shall get the damage

repaired and services restored within 24 hours of the

damage clause failing which the RE will get an

assessment of the damage and losses and debit that

amount to Contractors account and the next payment

shall be made to Contractor after deducting the debited

amount.

7.3.5- Biological EnvironmentThe following aspects are of typical consideration while

evaluating ecological impacts of Karachi Hyderabad M-

9 Project:

A. Flora

On either side of the project there is a huge expanse of

land with natural native Vegetation. Their removal is

definitely going to disturb the natural biodiversity of the

area. With the commencement of M9 project natural

biodiversity of the area would be destroyed and

disturbed their natural regeneration would require

hundreds of years.

Mitigating Measures:

In order to solve this problem, it is highly recommended

that two nurseries of natural wild plants should be

established with the suggestion of native population and

Botanist consultants. One such nursery is proposed at

Dumba Goth and other should be somewhere near

Nooriabad. It is very important to preserve and protect

the natural native plants for its use for the present

generation as well as for the generations to come

Where trees have to be felled, mitigation will be required

in the form of reinstatement and compensatory planting.

Proposed mitigation measures include the following:

n Incorporate technical design to minimize removal of

roadside plantation;

n Apply flexibility in decision as which side to be

widened;

n Plan for compensatory and compulsory plantation

for each felled tree, 4 plants of similar floral

function/type; and

n Disallow introduction of exotic species or species

with known environmental setbacks (e.g.

Eucalyptus, Prosopic).

After removing the existing trees and top soil (down to

0.5 m) the topsoil shall be retained for elsewhere in the

project. The cut wood shall not be burned on site. Recent

international practice suggests that replacement at a

minimum rate of 3:1 for trees would be appropriate

given possible difficulties with establishing trees and

low survival rate of young trees. This would probably be

affordable. Therefore it is important to recognize that

some significant part of the replacement ratio should

allow for a high mortality rate among the newly planted

trees based on observation, international expectations,

and advice from the Sindh forest department.

B. Fauna

Most wildlife species were found to be present or

reported quite far away from the project area. The area is

already quite disturbed due to movement of traffic and

human activities in the area. Mammals and reptiles have

already shifted to far sides of the Super Highway. Only

common birds such as doves, crows, sparrows, kites,

and pigeons etc. which are already accustomed to the

disturbed environment are commonly seen along the

road side. Hence there will be minor impacts on the

wildlife due to the developmental activities in the area.

Mitigation Plan:

n Planting in the adjacent area can help to support



SEction 7

13 of 21

local flora and fauna. It may provide additional

habitat and migration routes for local animals while

also guarding against erosion.

n Native species of plants are likely to require little

maintenance and may prove beneficial for

maintaining ecosystem integrity.

n Methods to protect species and their habitats from

accidental damage during construction / operation

may be adopted.

n Training programs for staff for environmentally

sound performances may be taken up.

C. Migratory Birds

The project area does not have wetlands also the sections

passing across rivers and water bodies are not directly

affecting the associated ecosystems particularly the

movement and feeding / breeding grounds of migratory

birds.

7.3.6- Impact on TrafficSince the existing 4 lane carriageway will be converted

into 6 lane carriageway so the traffic congestion during

the construction stage will be only managed by proper

planning. However, suitable temporal segregation of

traffic will be undertaken, in order to ease the load of

traffic in and out of Karachi & Hyderabad especially

during morning and evening time.

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.

Mitigation Measures

The Temporary Transport Management Plan will

include consideration of the following:

n Lane availability and minimization of traffic flows

past the works site.

n Establishment of acceptable working hours and

constraints.

n Agreement on the time scale for the works and

establishment of traffic flow/delay requirements.

n Programming issues including the time of year and

available resources.

n Acceptability of diversion routes where necessary.

n Need for road closures and the necessary orders.

n Co-ordination with other planned road and street

works.

n Discussion of the NHA inspection/monitoring role.

n Establishment of incident management system for

duration of the works.

The plan will be reviewed by NHA and approved, if

found appropriate. Resources from contractor, NHA,

and the traffic police will be provided as per the plan

before construction commences.

Traffic signs and warning instructions are displayed at

sites and along the proposed routes being used by the

construction traffic for the information of other road

traffic as well. Period of construction and area / location

of construction site shall be informed to public in general

and specifically to local residents. Any closure of the

roads and deviations / diversions proposed should be

informed to the riders through standard signs and

displays.

7.3.7- Impacts on Socioeconomicof the AreaThe social impacts during the construction stage could

result due to influx of migrant workers. This will ensure

a rise in the consumption of consumer goods in the local

area, which will tend to boost up the local economy. As

local labor will be hired from the vicinity of the project

area and surrounding areas, so no conflict is expected.

As far as possible local labor within the project area will

be hired an all activities related to construction worker



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14 of 21

shall be confined to the project site only, hence no

adverse social impacts are envisaged due to the project.

The expected social impacts related to the road project

are as follows;

A. Land Acquisition and

Resettlement

The economic impacts of expropriation may include the

loss of houses or businesses, or the loss of business

income, either temporary or permanent. These can be

estimated and costed. However, the actual valuation of

these losses often proves to be difficult and protracted

process.

The social and psychological impacts and associated

costs are more complex, and they are often much more

devastating. Neighborhoods can be disrupted and, in

the worst instances, broken up completely by large

construction projects.

Mitigation Measures

Mitigation of land acquisition impacts is achieved

primarily by modifying the route or design of a road to

minimize its effects on nearby properties and land uses.

The design of alternative access to affected properties

and the management of temporary works and traffic

diversion can also reduce the magnitude of impacts on

property and welfare.

Consultation with affected people and other interested

parties can assist planners in mitigating the impacts of

land acquisition and resettlement actions by providing

clear and timely information as well as opportunities for

a complete discussion of options, preferences, and likely

outcomes. Thus, by taking full account of the needs of

those affected the design of implementation

arrangements should be based on more solid

information.

In the event that displacement is necessary, or that

disruptions to livelihoods will occur, a comprehensive

assistance strategy is required. This should go beyond

financial compensation to include social and commercial

rehabilitation or replacement.

B. Pressure on Local Infrastructure

During the construction stage, demand for basic

amenities such as water and power will increase mainly

due to the contractor’s camp which will put pressure on

the existing local infrastructure. Considering the nature

and magnitude of the project, pressure on local

infrastructure will be short term and limited to

construction stage only.

C. Shifting of Utilities:

The infrastructure like optical fiber cables, gas, 11 KVA

Lines & Poles, Pole Mounted Transformers, Electric

Poles 220V, Telephone Poles, Light Poles, Sign Boards

and other infrastructure etc. will be relocated in

consultation with relevant departments. A proper

relocation plan has already been prepared by the

relevant DCOs consultation with design consultants and

responsible authorities of utilities exist in RoW of the

project. There will be temporary disturbance to local

communities during shifting of utilities.

D. Community and their Economic

Activity Impacts

i) Traditional Lines of Travel

The introduction of faster traffic, access controls, and

median barriers generally have cut traditional lines of

travel or communication. The alternative routes for local

movements are a little longer, directly affecting

businesses, pedestrians, and users of non-motorized

transport. The burden of accommodating the changes is

generally greater for the poor.

The normal links between villagers and their grazing

lands (i.e., their economic space) have been cut. On the

scale of the individual grazing lands, the same

phenomenon may disrupt existing routes of livestock

and connections between grazing fields. The ensuing

impact on economic activity could be a disturbance to

increased travel routes and time duration.



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15 of 21

ii) The By-passed Community

Community may fear a loss of business from the

diversion of traffic and some community activities

may “ migrate “ to the new route, potentially changing

existing land use patterns and possibly undermining the

objective of greater control of access on the new route.

It can also cause changes in vehicle flow on the

secondary network, possibly creating nuisances if traffic

should increase at some locations.

iii) The Reduced Convenience of

Traditional Modes of Transport

Traditional modes of transport have been disrupted by

changes accompanied by M-9 project. The barrier effect

of the project has increased travel time and distance for

short local trips, especially effecting access by foot,

bicycle, and other non-motorized transport up to some

extent. But this impact is not major in the project area.

Traditional modes of transport have been disrupted by

changes accompanied by M-9 project. The barrier effect

of the project has increased travel time and distance for

short local trips, especially effecting access by foot,

bicycle, and other non-motorized transport up to some

extent. But this impact is not major in the project area.

iv) The Gentrification Effect

Gentrification is a term sometimes applied to situations

in which the value of land in a particular area is

increased by infra-structural improvements, leading to

higher rental values, a turnover in occupancy, and a

replacement of lower-income tenants and residents by

those who can afford the higher rents. The gentrification

effect is foreseen on the entrance and exist places (i.e.,

near inter changes etc.).

In fact all the impacts discussed above are not

specifically associated with operation stage. It is always

preferable to identify and discuss these concerns at an

early stage in the road planning process, so that the

magnitude of likely effects can be understood more fully

and designs can be modified accordingly.

Mitigation Measures

i) The splitting of a community can be minimized by

taking account of local movements at the road design

stage and by making provision for improved crossings

or alternative access routes. Almost done during design

phase.

ii) The effects of bypassing local businesses can be

mitigated by providing service areas adjacent to the new

routes and by encouraging local communities to make

use of the new opportunities provided.

iii) Motivation & Mobilization should be started as

people are not convinced to dislocate from the area and

they would be taken in confident to avoid any resistance

in future from community side.

iv) Residential and business areas should be identified

early in project planning and considered as constraints

in the choice of alternative routes, the planning of

temporary traffic diversions, and the location of work

site camps.

E. Archaeological and Heritage Sites

There are no significant sites of archaeological and

heritage value however during the construction phase

there is some exposure to be experienced with cultural

or religious sites which needs attention and should be

carefully handled to minimize the physical impacts. The

socioeconomic and cultural considerations of these sites

are to be given due regards under respective domains.

F. Cultural Heritage

The development of Motorway (M-9) may have the

following impacts on cultural heritage.

i) Damage caused by road construction, related

works such as quarries and borrows sites, and

unregulated access to cultural heritage sites. Such

damage could affect the historic, scientific, social and

amenity values;

ii) Aesthetic impacts on cultural monuments and

archaeological sites; and



SEction 7

16 of 21

iii) Positive impacts on the amenity value arising from

improved access to sites recognized for their cultural

value; and on the scientific, historic, and social values

arising from the addition of interesting sites previously

unknown or overlooked; and the updating of the region

s heritage.

Mitigation Measures

i) Commonly utilized mitigative measures include

excavation, erosion control, restoration of structural

elements, rerouting of traffic, and site mapping. Other

measures that may be required on occasion are

structural stabilization, soil and rock stabilization,

control of groundwater levels, vegetative stabilization,

control of flora and fauna, and site surveillance.

ii) Dialogue between the road department and the

ministry in charge of cultural heritage needs to be

frequent and continuous to avoid situations which either

damage the cultural site or delay the project

development.

G. Job Opportunity

The local people would get the job opportunities closer

to their places of stay. Expenditure incurred by those

employed at the project will boost local economy. Jobs

would be created for unskilled, semiskilled as well as

skilled labor category, for which local population would

be given preference. Thus, the project is expected to

contribute to the overall development of the area.

Construction activity may lead to influx of construction

labors. Though majority of work force would be

recruited locally, labors with specific skills, may be from

outside. However, such labors would be limited in

number. The camp shall be provided with all basic

amenities like water supply, public toilet etc. Therefore

no significant pressure on local infrastructure is

envisaged

7.3.8- Public Health and SafetyAbout 700-800 personnel will be engaged in the

construction activities that would be subject to direct

exposure to dust causing health related potential

impacts. Besides that heavy machinery will be used for

excavation, land leveling and carpeting during the

construction stage. This potential impact will be

minimized by providing suitable Personal Protective

Equipment (PPE) such as nose mask with suitable filters

and Gloves etc. The contractor store will be fenced.

There will be signage indicating that construction is in

progress will be placed at appropriate intervals on the

road.

Communicable diseases such as HIV may be introduced

due to the immigration of workers associated with

project. Communicable diseases prevention program

will be prepared for construction workers or resident

near the construction site and regular checkup and

diagnostic will be done for all construction staff.

7.3.9- Natural and ManmadeHazards These natural disasters include wind storms, floods,

earthquakes which may be experienced during the

construction phase however the likelihood is quite low

and the effect of the project in case of occurrence of

natural calamity on the health and safety of the workers

and affected population can be minimized by adopting

appropriate and adequate mitigation measures.

Fire accidents and terrorist / sabotage activities are something

which cannot be predicted or foreseen but can be prepared for

it by taking precautionary measures such as training of staff

and acquiring extra safety and security measures.

7.4- Identification ofImpacts during OperationPhaseThe impacts in the operation phase are critically

important as most of the impacts are 'long term' and

need sustained mitigation measures as long the project is

in operation or sometimes may continue beyond the

service life of the project. Impacts for operation phase

and mitigation measures are summarized in Table 7.6.



SEction 7

17 of 21



SEction 7

18 of 21

S.N

oC

ompo

nent

sA

ctiv

ities

Pred

icte

d im

pact

sM

itiga

tion

Mea

sure

s

1 2 3 4 5 6 7

Ambie

nt A

ir Qu

ality

Noise

Wate

r qua

lity

Land

cont

amin

ation

Ecolo

gy,

flora

& fa

una

Socio

-econ

omy

Traff

ic pa

ttern

-Par

ticul

ate an

d ga

seou

sem

ission

s fro

m ve

hicle

mov

emen

t

Noise

from

incre

ased

vehi

clem

ovem

ent

-Oil/f

uel a

nd w

aste

spills

.-D

ischa

rge o

f con

tamin

ated

storm

wate

r

- Acc

iden

tal Fu

el an

dm

ateria

l spi

lls

-Lan

d us

e cha

nge

-Incre

ased

job o

ppor

tuni

ty-Im

prov

emen

t of I

nfra

struc

ture

Facil

ities

-Wid

er E

cono

mic

Grow

th

Impr

oved

road

s with

out a

ny ob

struc

tion

Min

or ne

gativ

e im

pact

long t

erm

Shor

t ter

m ne

gativ

e im

pact.

No si

gnifi

cant

adve

rseIm

pact.

No w

astew

ater d

ischa

rge o

utsid

e the

prem

ises t

o the

near

by w

ater s

ource

.

No ne

gativ

e im

pact

No ne

gativ

e im

pact

Over

all p

ositiv

e im

pact.

Socio

-econ

omic

statu

s of t

he re

gion w

ill be

impr

oved

Posit

ive Im

pact

Mon

itorin

g em

ission

s of v

ehicl

e as p

er N

EQS

Cont

rol a

nd G

reen

belt D

evelo

pmen

t

Prov

ision

of ad

equa

te no

ise ba

rrier

s suc

h as

hedg

es an

d in

dige

nous

tree

spec

ies

Prop

er w

aste

man

agem

ent p

lan an

d sp

illre

spon

se p

lan to

be im

plem

ented

- Regu

lar an

d pr

oper

main

tenan

ce of

infra

struc

ture

thro

ugho

ut th

e pro

ject li

fecy

cle.

Tab

le 7

.6:

Su

mm

ary

Mat

rix

of

Pre

dic

ted

Im

pac

ts D

ue

to P

rop

ose

d P

roje

ct (

Op

erat

ion

Ph

ase)

7.4.1- Air QualityImprovement in road condition will help reduce traffic

related emissions in the short term by allowing a

smoother traffic flow. However in the longer, run,

increased traffic levels may lead to higher values of

emissions. The impact is permanent and two-fold. It is

positive in case of improvement of road conditions; and

minor negative, when traffic volume increases.

Mitigation Measures

Following mitigating measures are needed to be

suggested:

n Setting up to system to monitor air quality along the

project area in accordance with acceptable

International Standards;

n Monitoring emissions of vehicle as per NEQS;

n Helping the owners and occupants of the affected

premises to identify and implement special measure

such as hedges and vegetation to reduce air

pollution.

n Greenbelt Development

Increasing vegetation in the form of greenbelt is one of

the preferred methods to mitigate air pollution. Plants

generate oxygen, serve as a sink for pollutants, reduce

the flow of dust and reduce the noise pollution too

alongside the motorway.

7.4.2- Noise and VibrationDue to the increase in traffic volume, noise is expected

to increase. This impact is permanent and minor

negative. Provision of adequate noise barriers such as

hedges and indigenous tree species will reduce the

noise. Further Improvement can be made with the

help of National Highway and motorway Police

(NHMP) by enforcing the lows and getting the

vehicles tested, regularly after a specific time period,

by some reputable vehicle testing laboratory and

obtaining a certificate.

7.4.3- Impacts on WaterResources

A. Wastewater Generation and

Discharge

The operation of the motorway does not directly involve

any discharge of effluents into the surrounding

environment except for the certain locations identified in

the project where physical activities involving excessive

or commercial use of water is involved which may

therefore require proper treatment prior to disposal.

The main sources of wastewater regarding the project

operation include each service areas, maintenance and

operation compounds. The runoff from these areas may

affect the water quality of the surface and ground water,

if the drainage and collection system is not properly

designed and fail to functions.

The water consumption is not estimated yet however thequality of water projected is likely to be contaminatedmostly with oil and grease therefore it is proposed thatwastewater monitoring shall be carried out at specifiedlocations for any possible incident of contamination andnon-compliance to NEQS.

B. Storm Water Management:

Most of the storm water produced along the carriageway will be channeled to the well laid out storm waternetwork and it will recharge in ground water recharge.Surface water may get polluted through storm watercontaining hazardous substances due to drainage orrun-off from roads into water bodies. This impact is anegative permanent impact and minor in magnitude.The mitigation measures will include:

n Water quality monitoring during operation stage

according to the approved schedule.

n If monitored parameters are above the prescribed

limit, suitable control measures should be taken.

7.4.4- Impacts on landEnvironmentDuring the operation phase the routine impacts to soils



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19 of 21

would be limited largely to soil erosion impacts caused

by vehicular traffic. Any excavations required for

maintenance would cause impacts similar to those from

construction phase, but at a lesser spatial and temporal

extent. The accidental spill of product such as accidental

fuel and material spills would likely cause soil

contamination. Except in the case of a large spill, soil

contamination would be localized and limited in extent

and magnitude.

Mitigating Measures:

To minimize the disruption of top soil following

remedial measures should be taken.

n The top soil that will be excavated from the area will

be preserved and reused for the horticulture

purpose.

n Proper solid waste management program is

prepared and executed to ensure and Land waste

containment, collection, transfer and disposal.

n Monitoring is carried out at specific locations for

strict compliance to the developed EMMP in

implementing measures to solid waste

management.

7.4.5- Biological EnvironmentDuring the operation phase there is fewer chance of

habitat disturbance. Hence no major impacts are

envisaged. Following remedial measures should be

taken to reduce the impact.


Extensive plantation and landscaping is proposed to

mitigate any impacts during this phase. Selection of the

plant species to be done on the basis of their adaptability

to the existing geographical conditions and vegetation

composition. During the development of the green belt

within the project area, emphasis shall be given on

selection of plant species like nitrogen fixing species,

species of ornamental values, species of very fast growth

with good canopy cover etc.

7.4.6- Traffic Conditions

A. Driving Safety & Risk

Overall the condition of the road facilities in the vicinity

of Karachi Hyderabad motorway will be enhanced with

the implementation of proposed project. Routine safety

measures, signage and road markings will be introduced

to reduce driving risk further in accident prone areas

and provide enhancements to driving conditions near

the junctions. The overall visibility at the intersections

will meet the local design standards and will be

acceptable under all the foreseeable conditions.

Improvements to sighting angles and improved junction

warning signage and road markings are included in the

detailed design stages.

Therefore improved 6 lane carriageway will improve

safety condition and will reduce accidents and loss of

lives due to better traffic movements. This impact is

permanent and major positive in nature.

B. Reduction in Travel Time and Fuel

Consumption

Due to increase in speed and undisturbed flow of traffic;

travelling time will be saved to reach at destination

which in turn results in savings fuel costs. Trade will

improve due to better transport opportunities. This

impact is permanent and major positive in nature.

7.4.7- SocioeconomicActivities during the operations would contribute to

local economy by providing job opportunity as well as

project will involve few resettlements of encroachers.

These benefits will definitely increase the socioeconomic

status of the region. Hence the overall impact will bring

the positive change.

A. Community

Development/Commercial Activities

The development of project will also create or improve

the amenities / services like power, road,



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communication, health, education, etc. thereby

improving the life of local populace.

Improved road condition will promote better business

opportunities such as new petrol pumps and hotels; In

addition, such an activity will also increase the land

value that will benefit the local residents. This impact is

permanent and major positive in nature.

B. Wider Economic Growth

The proposed project will increase the economic

activities around the area, creating avenues for

direct/indirect employment in the post project period. It

will improve the commercial activity in the project area

resulting in economic uplift of the people of the Project

area. There would be a wider economic impact in terms

of generating opportunities for other business like

transportation, marketing, repair and maintenance

tasks, etc. It will also increase in value of land along the

carriage way resulting due to gentrification effect

Property value especially near interchanges may

increase in future. It is planned by the Government to

develop Industrial Zones near each interchange, which

will enhance the commerce and trade activities.

It gives a speedy as well as safe way for traveling and

trade (as there are minimum chances of accidents due to

controlled speed). Decreasing the vehicle operating cost

and travel time costs due to better/ improved road

facility, reduced traffic congestion, uninterrupted and

smooth traffic flow, and for shorter route between

Karachi and Hyderabad.

Due to better condition of road, the wear and tear

of vehicles/engines of vehicles is very much reduced

resulting in the reduction of maintenance expanses of

vehicles. Free flow conditions throughout M-9 will

reduce traffic congestion and in turn reduce both air and

noise pollution.



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ENVIRONMENTAL ANd SOcIAL IMPAcT ASSESSMENT fOR KARAchI hydERAbAd MOOTORwAy (M-9) PROjEcT

ENVIRONMENTAL MANAGEMENT cONSuLTANTS

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ENVIRONMENTAL MANAGEMENT &MONITORING PLAN

8.1 General

The scope of the present ESIA study includes delineation

of Environmental Management and Monitoring Plan

(EMMP). The aim of an environmental management and

monitoring plan is to provides an approach for

managing and monitoring environment related issues

and describes the institutional framework for

environmental management and resource allocations to

be carried out by the Karachi Metropolitan Corporation

for mitigating the negative impacts during various

project execution and operation phases of

Environmental and Social Impact Assessment Study of

Karachi-Hyderabad Motorway M-9.

EMMP is a dynamic and a live document that is under

constant review having periodic revisions and may be

updated as required. Any amendments in the

procedures, information are notified to the concerned

personnel after the approval from the competent

authority for subsequent implementation.

Before implementation, every road construction project

has to obtain environmental clearance from the

appropriate quarters of the Environmental Protection

Agency (EPA). The letter of environmental Clearance is

a conditional agreement between the project proponent

and the EPA, where in the project proponent declares

that all care would be taken to avoid causing

unnecessary damage to the ambient environment while

implementing the given project and the EPA accepts it

.The environmental management plan is vital so that the

project proponent may provide a concrete and

comprehensive plan and adequate budget for

environmental management. This plan should state the

procedure and the manner in which the proponent of

the project would carry out the management of the

environment in the context of the given project.

8.2 Objectives

The EMMP will serve as a principal execution module of

the project that would help the Binapuri Pakistan Pvt.

Ltd. to address the foreseen adverse environmental and

social impacts of the project and not only mitigate

adverse environmental impacts during the construction

and the operation phase of the project but also ensures

that environmental standards and good in

housekeeping are maintained. Continuous

environmental monitoring is exercised to ensure that

preventive measures are in place and effective to sustain

environmental integrity. Some of the key objectives of

EMMP are to:

n To outline functions and responsibilities of

responsible persons.

n To state and implement standards and guidelines

which are required under environmental

legislations particular in context to the project.

n Facilitates the implementation of the mitigation

measures by providing the technical details of each

project impact, and proposing implementation

schedule of the proposed mitigation measures.

n Define a monitoring mechanism and identify

monitoring parameters to ensure that all proposed

mitigation measures are completely and effectively

implemented.

n Identify training requirements at various levels and

provide a plan for the implementation of training

sessions.

n Identify the resources required to implement the

EMMP and outline corresponding financing

arrangements; and

n Providing a cost estimate for all proposed EMMP

actions.

8.2.1 Key Environmental andSocial Components

The Key environmental and social issues associated with

this project are as follows:

08

n Resettling commercial structures owned by

squatters presently operating within the proposed

construction limit of the project corridor.

n Appropriately locating temporary construction

camps, asphalt plants and waste disposal sites, and

the environmental impact of operating these

facilities.

n Regulating the procurement of borrow material

and topsoil erosion during construction

n Avoid the obstruction of highway drainage system

during the construction and operation

n Enhancing and maintaining the avenue tree

plantation along the entire length of the project

corridor.

n Ensuring that the toll collection issue will be solved

as well as trauma centers, emergency services

should be along the median of the road.

n Minimizing the impact on cultural sites or

structures and community owned assets during the

construction and operation phase.

n Ensuring traffic safety during the construction and

operation

n Problems related to interchanges should be solved

n Ensuring that no farm houses, villages shouldn’t be

within the Row and if present compensation should

be given.

8.3 EnvironmentalManagement System

M/s Binapuri Pakistan Pvt. Ltd. will establish an

Institution by the name: Karachi Hyderabad M-9

Environmental Management System to provide

continuous support and commitment to implementation

of the Environmental Management and Monitoring Plan

along the RoW of proposed project site. The Karachi

Hyderabad Motorway M-9 -EMS should include the

following:

n Environmental Management.

n Environmental Monitoring.

n Personnel Training.

n Regular Environmental Audits & Corrective Action.

n Documentation – Standard operating procedures,

Environmental Management Plans & other records.

8.3.1 Functions ofEnvironmental ManagementSystem

Karachi Hyderabad M-9 EMS within NHA at the project

level will take the overall responsibility for co-ordination

of the actions required for environmental management

and mitigation, and for monitoring the progress of the

proposed management plans and actions to be taken for

the project. The will be headed by a qualified

environmental engineer and the other members of the

cell that will include an environmental field officers,

scientist, chemists and operators. Following

responsibilities will be headed by Karachi Hyderabad

M-9-EMS.

n Overseeing the environmental performance at its



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Figure 8.1: Environmental Management System

different Facilities, Installations, Construction sites,

Activity Centre’s and Institutions along the RoW, at

regular interval to demonstrate compliance with

existing National Environmental Quality Standards

and guidelines.

n Oversee the environmental performance in a

manner that their operation as well as maintenance

will neither degrade the environment of the RoW

nor its macro environment and will provide

continuous support and commitment to

implementation of its Environmental Management

and Monitoring Plan.

n Avail facilities at a designated ISO 9000 certified

Quality Control Laboratory (QCL) for all

environmental sampling and will also arrange for

specialist qualified personnel or laboratories to

perform the work within parameters specified by

NEQS, or as advised by EPA Sindh and required by

World Bank Guidelines 1998. It will thus satisfy the

national as well as international requirements.

n Follow for its governance plan, the environmental

management practices adopted by ISO 14,000

certified organizations and also support in their

endeavors to safeguard the environment.

n Establish and maintain procedures to identify the

environmental issues pertaining to its own

activities, and services that it can control and over

which it can be expected to have an influence, in

order to determine those issues which have or can

have significant impacts on the environment. It will

ensure that the characteristics related to significant

impacts are considered in setting its environmental

objectives, and will keep this information up-to-

date.

n Establish and maintain procedures to identify and

have access to legal and other requirements to

which it subscribes, that are applicable to the

environmental quality of its own activities, and

services.

n Establish and maintain documented environmental

objectives and targets, at each relevant function and

level within its organizational set up.

n Consider, while establishing and reviewing its

objectives, the legal and other requirements, its

significant environmental features, technological

options and its financial, operational and business

requirements, in addition to obtaining the views of

stakeholders. The objectives and targets set by EMS

will be consistent with environmental regulations,

including the commitment to prevention and

control of pollution.

n Maintain a database and its own archives to keep

abreast of modern environmental legislation,

emission norms that are now technology-specific,

and have their own limits and standards. National

legislation or guidelines on specific emission limits

have not been set in many cases in Pakistan, World

Bank Guidelines are widely used as the minimum

norm if the host country does not have its own

specific legislation. It will follow the World Bank

Guidelines till such time that Technology-specific

limits, closely corresponding to National as well as

actual conditions are not available. As will be seen

in the later sections, the limits of most important

specific emissions that it will look for are CO, NOx,

SO2 and Particulate Matter for the air, besides

Dissolved Oxygen (DO), NO3, BOD5, COD, and

trace elements for the effluent.

n Comply with all existing environment related laws

and other requirements, including safety

regulations, applicable to different systems and

products.

8.3.2 Organization Structure

The organogram shown below gives an idea of the

organizational set-up of Environmental and Social

Impact Assessment of Karachi-Hyderabad Motorway

(M-9).

8.3.3 Roles and Responsibilities

Roles, responsibilities and authorities will be defined for

different levels of hierarchy, documented and



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communicated in order to facilitate effective

implementation and operation of the EMMP.

The following organization involved in the

implementation of the project:

n Bina Puri (Pvt.) Ltd, as the project proponent and

the owner of the EMP;

n Project contractor as the executors of the EMP; and

n Environmental Protection Agency (EPA) Sindh will

act as the overall regulatory body. The specific roles

of the key functionaries are described hereafter.

n The organizational setup of the management plan

as shown above.

The main executing agency of the Project will be

National Highway Authority (NHA).

A. General Manager NHA

General Manager NHA will be the overall in charge of

the project. The GM-NHA will delegate the supervisory

responsibilities of the project to the project director who

will have professional staff supported by a team of

consultants including Environmental Monitoring

Specialist/Consultants.

B. Director (Environment and

Social )

The Director (Environment and Social) will be the

overall in charge for handling the NHA’s obligations

with respect to the EMP. The Director (Environment and

Social) will depute one Deputy Directors (Environment

and Social) for the Project, who will be responsible for

ensuring that the provisions of the EMP are

implemented. In addition, the Deputy Director will also

coordinate with the EPA Sindh, provincial Agriculture,

Forest and Wildlife departments, NGOs/CBOs and

other public/ private sector organizations.

Deputy Director will be assisted by Assistant Directors

(Environment & Social) for the execution of

Environmental Management Plan (EMP) for each

section of the project.

Deputy Director (Social) will be responsible for the social

issues.

Executive District Officer (E.D.O Revenue) will be

assisted by D.D.O (Revenue). Assistant Revenue Officer

will assess the award price for land acquisition to the

affectees.

C. Supervision Consultants

Supervision Consultants appointed by the GM (NHA)

will be headed by a “Project Manager”, who will be an

Engineer. He along with his team will supervise the

Project Contractors to ensure quality of work and

fulfillment of contractual obligations. The Supervision

Consultants (SC) will provide one Independent

Monitoring Consultant (IMC) who will:

n Ensure that all the environmental and social

parameters/provisions comply with the applicable

standards;

n Ensure that day-to-day construction activities are

carried out in an environmentally sound and

sustainable manner;

n Organize periodic environmental training

programmes and workshops for the Contractors’

staff and NHA site staff in consultation with the

NHA;

n Develop “good practices’’ following construction

guidelines to assist the Contractors and NHA staff

in implementing the EMP.

D. The EHS Manager:

n Ensure that the contractor is aware of all

specifications, legal constraints, standards and

procedures pertaining to the project specifically

with regards to environment.

n Ensure that all stipulations within the EMMP are

communicated and adhered to by contractor(s).

n Monitor the implementation of the EMMP



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throughout the project by means of sit inspections

and meetings. This will be documented as part of

the minutes of the site meeting documents.

n Be fully conversant with the Environmental Impact

Assessment of the project, the conditions of the

approval of EIA (once issued), and all relevant

environmental legislations.

n Conduct audits to ensure compliance to the EMMP.

n Liaise with the top management and delegate the

EHS Officer, EHS Coordinator and relevant

discipline Engineer on matters concerning the

environment.

n Prevent actions that will harm or may cause harm to

the environment, and take steps to prevent

pollution on the site.

n Confirm activities to the demarcated construction

site.

E. The EHS Officer:


Assessment and conditions of its approval.

n Be fully conversant with the Environmental

Management Plan.

n Be fully conversant with all relevant environmental

legislation, policies and procedures, and ensure

compliance with these.

n Undertake regular and comprehensive inspection of

the site and surrounding areas in order to monitor

compliance with the EMMP.

n Take appropriate action if the specifications

contained in the EMMP are not followed.

n Monitor and verify that environmental impacts are

kept to a minimum, as far as possible.

n Review and approve construction methods, with

input from the Site Manager, where necessary.

n Ensure that activities on site comply with all

relevant environmental legislation.

n Order the removal of person(s) and/or equipment

in contravention of the specifications of the EMMP.

n Compile progress reports on regular basis, with

input from the Site Manager, for submission to the

EHS Manager, including a final post construction

audit.

F. The EHS Coordinator


Assessment and conditions of its approval.

n Be fully conversant with the Environmental

Management Plan.

n Be fully conversant with all relevant environmental

legislation, policies and procedures, and ensure

compliance with these.

n Convey the contents of this document to the

contractor site staff and discuss the contents in detail

with the EHS Manager and Contractor.

n Liaise with the Site Manager regarding the

monitoring of the site.

n Report all environmental problems arising on the

construction area to the EHS officer and reports on

such problems will be submitted to the EHS

Manager.

G. Contractors and Service

Providers:

n Environmental management is part of on-site

quality management. Under the environmental

management plan, the contractor

n Shall propose measures to minimize environmental

impacts during construction process, and submit

them to the EHS Coordinator. In case of having

impacts on the environment, the contractor will

inform them to the EHS Coordinator in time to get

instructions and then take next step.



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n Comply with the environmental management

specifications;

n Submitting an obligatory Methods Statement for

approval by the EHS Officer before any work is

undertaken;

n Adhering to any instructions issued by the

Engineer/Project Manager on the advice of the EHS

Coordinator;

n Submitting a report at each site meeting which will

document all incidents that have occurred during

the period before the site meeting.

n Displaying the list of transgressions issued by the

EHS Officer in the site office.

n Maintaining a public complaints register. Arrange

that all his employees and those of his

subcontractors receive training before the

commencement of construction.

8.3.4 Specific ImplementationResponsibilities

This section describes the implementation and

supervision responsibilities for the different phases of

the project.

(a) Design Phase/ Pre-Construction

Phase

The Director (Environment, Social) NHA and his staff

with the assistance of EIA consultant are responsible for

ensuring that the Project design and specifications

adequately reflect the EMP .He will ensure the Project’s

compliance with environmental regulations and donor

requirements; and ensure stakeholder participation in

the design of the project.

The responsibilities of Director (Environment and

Social) may be briefly described as follows:

n To coordinate with regulatory agencies including

EPAs, EIA consultant, local NGOs, that could assist

the NHA in independent reviews of environmental

and social compliance

n To supervise environmental and social assessment

reports and to provide substantial inputs and

guidance to the EIA consultant

n To get the approval of EIA from the EPA Sindh; and

n To ensure that the design consultant have

incorporated all the mitigation measures proposed

for the design phase in the design and included in

the contract documents.

Specifically, before the start of the Project, the NHA’s

Deputy Director (Social) will ensure that the following

activities are carried out in a transparent manner

according to the acceptable standards:

n Identifying and verifying Project affected persons

(PAPs) on the basis of specified documents;

n Identifying which public facilities and utilities need

to be relocated;

n Carrying out a consultation and dissemination

campaign with regard to compensation procedures,

entitlement packages.

n Preparing individual entitlement files

n Preparing and approving compensation budgets

n Providing shifting assistance to displaced squatters

and to assist squatter owners to salvage their

facilities as per guidelines.

(b) Construction Phase

The NHA will appoint supervision consultants, who

along with the Deputy Director (Environment) will

oversee the working of contractor in accordance with the

EMP.

n The supervision Consultant will liaise with the

project staff to monitor environmental compliance

during the construction

n He will supervise the construction and provide

technical support to help ensure compliance with

the EMP;

n The supervision Consultants will assess the



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environmental impact of highway construction;

n He will monitor the progress of work and

adherence of the contractor to the EMP;

n He will direct the Contractor to work in such a

manner that all project activities are in compliance

with the EMP and NEQs.

(c) Operation Phase

The Deputy Director (Environment) and his staff will be

responsible for the following:

n Coordinating with the operational staff working

under the Regional General Manager to monitor

environmental compliance during highway

operation;

n Advising on, and monitoring tree plantations along

the highways;

n Reporting on the progress of environmental

compliance to the federal and EPA Sindh;

n Assessing the long-term environmental impacts of

highway operation;

n Sustaining a working partnership among the

NHA,EPA Sindh, Agriculture, Forest and Wildlife

departments of Sindh, NGOs and other related

public private sector organizations

n Reporting to Director (Environment) about progress

of the work.

8.4 EnvironmentalManagement Programme:

Karachi Hyderabad Motorway M-9-EMS will establish

and maintain programmes for achieving the

environmental objectives and targets. These

programmes will include:

n Designation of responsibility for achieving

environmental objectives and targets at each

relevant function and level of NHA as the

organization, and

n The means and timeframe by which they are to be

achieved.

n If and when a project related to new developments

and new or modified system of transportation or

material usage is introduced, that may likely alter

the quality of the environment, the EMMP will be

suitably amended to ensure that the System applies

to such development or modification as the case

may be.

8.5 Training, Awareness andCompetence:

Karachi Hyderabad M-9-EMS will identify its own

training needs. It will ensure that all personnel, whose

work may create a significant impact on the

environment, e.g. those who have to handle safety,

security, and emergencies arising out of spill of

hazardous materials or have to work in hazardous

situations, receive appropriate training.

Karachi Hyderabad M-9-EMS will establish and

maintain procedures to make its employees or members

at each relevant function and level aware of:

n Importance of conformance with the environmental

policy and procedures and with the requirements of

EMMP

n Significant environmental impacts, actual or

potential, of their work activities and the

environmental benefits of improved personal

performance

n Their roles and responsibilities in achieving

conformance with environmental commitment and

procedures and with the requirements of the

EMMP, including emergency preparedness and

response requirements

n Potential consequences of departure from specified

operating procedures

n Comprehension that competence of personnel

performing the tasks that can cause significant



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environmental impacts, depends on appropriate

education, training and/or experience.

8.6 Communication

With regard to its environmental considerations and

EMMP, Karachi Hyderabad Motorway M-9-EMS will

establish and maintain procedures for:

n Internal communication between its various levels

and functions

n Receiving, documenting and responding to relevant

communication from external interested parties.

n Karachi Hyderabad M-9 EMS will consider

processes for external communication on its

significant environmental aspects and record its

decision.

8.7 EMMP Documentation

Karachi Hyderabad Motorway-EMS will establish and

maintain information, in paper or electronic form to:

n Describe the core elements of EMMP and their

interaction

n Provide direction to related documentation

n Help its facilities in establishment of their own

Information Documentation Centre’s.

A. Document Control

Karachi Hyderabad Motorway-EMS will establish and

maintain procedures for controlling all documents

required to ensure that:

n They can be located

n They are periodically reviewed, revised as

necessary and approved for adequacy by

authorized personnel

n Current versions of relevant documents are

available at all locations where operations essential

to the effective functioning of EMMP are performed

n Obsolete documents are promptly removed from all

points of issue and points of use, or otherwise

assured against unintended use

n Any obsolete document retained for legal and/or

knowledge preservation purposes are suitably

identified.

Karachi Hyderabad M-9-EMS will ensure that its

documentations are legible, dated (with dates of

revision) and readily identifiable, maintained in an

orderly manner and retained for a specified period.

Procedures and responsibilities will be established and

maintained concerning the creation and modification of

the various types of documents. Typical record keeping

requirements are given below:



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Parameter Particulars

Solid Waste Handling & Disposal • Daily quantity of waste received

• Daily quantity of waste recycled

• Daily quantity sold

Regulatory Licenses (Environmental) • Environmental Permits

Monitoring & Survey • Records of all monitoring carried out as per the finalized

• Monitoring protocol.

Other • Log book of compliance

• Employee environmental, health and safety records

• Equipment inspection & calibration records, where

• applicable

• Vehicle maintenance and inspection records

Record Keeping Requirement

8.8 Operational Control:

Karachi Hyderabad M-9-EMS will identify those

operations and activities on the corridors that are

associated with significant environmental impacts as

well as Health Consequences in line with its

commitments, objectives and targets.

The significant impacts on the environment from

construction activities and operations include emission

of CO, SO2, NOx, particulate matter and noise of

medium to high intensity from the vehicular traffic.

Karachi Hyderabad Motorway M-9-EMS will ensure

that baseline for different environmental parameters,

health, safety and security issues, and MSDS for

chemicals, pharmaceuticals and auxiliaries, relevant to

Karachi Hyderabad Motorway are generated and

recorded, and the database is regularly updated.

Karachi Hyderabad Motorway-EMS will ensure that it is

actively involved in getting

n EIA or IEE carried out for its improvement and

rehabilitation projects,

n Necessary mitigation measures identified in the EIA,

IEE and Environmental Audit by concerned Agency,

n Due approval obtained from Responsible Authority

at the EPA before launching on the project.

Karachi Hyderabad Motorway-EMS will further ensure

Performance monitoring of this project, at its

construction sites and activity centers to verify the

situation in the air shed and watershed of the projects

and to require the Karachi Hyderabad Motorway M-9 or

the concerned Agency to adopt remedial measures to

reduce the residual impact.

8.9 EnvironmentalManagement Procedures

8.9.1 Measures to ImproveEnvironmental Awareness

To improve the awareness of the environment of site

workers and people living around the Project area, the

contractor will take following actions:

n Frequently train the Site staff about the meaning

and the importance of environmental protection.

n Manage and improve conditions at the construction

area to minimize negative impacts.

n Make residents understand the consequences of

environmental degradation.

8.9.2 Specific process to meetenvironmental requirements

To meet legal requirements, the contractor will take the

following steps:

n Comply with the provisions of Pakistan

Environmental Protection Act 1997 and other legal

frameworks.

n Shoulder responsibility for ensuring that no waste

materials and rubbish are left on roads as

consequences of transport during the construction

process.

n Collect and move away all the wastewater

generated during the construction process from the

construction area using the temporary drainage

system designed and arranged at proper locations

so as not to cause environmental pollution.

n Timely clean and move away the waste materials

and debris generated during the land and mud

construction process at the construction area and

surrounding areas to revert the environment to the

original state.

n Specific measures to control air pollution during the

operation of concrete mixing stations include:

n Periodically cleaning and watering the mixing

stations and related areas to control the dust

generation.

n Applying pollution control by the EHS Officer

whenever mixing stations operate.



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n Enclosing with three-sided walls all sand and

materials stockpiles within the location of mixing

stations with volume of more than 50 m3.

n Dust, exhausted gases-minimizing measures shall

be taken as proposed in the Environmental Impact

Assessment Report. Periodically watering the

construction area shall also be implemented.

n The EHS Officer will monitor activities generating

dust on the construction area, and join hands with

the Independent Monitoring Consultant in

minimizing air pollution.

8.9.3 Water QualityManagement:

The water needs of the Karachi Hyderabad Motorway

will be assessed and will make its own arrangement for

procurement if the same is not available from

conventional sources. Quality and quantity of water

used will be recorded and its treatment, if required will

also be noted. Water and energy balance at the Karachi

Hyderabad Motorway M-9 will be recorded and

maintained in the log book to be submitted to the

Karachi Hyderabad Motorway-EMS.

n The EHS Officer is in charge of frequently

monitoring water sources to prevent them from

being polluted. The contractor and the sub-

contractor will supervise such activities.

n The EHS Officer is to propose schemes on arranging

the construction area to limit water pollution. The

contractor and subcontractors are to ensure that the

schemes will not cause pollution.

8.9.4 Refuse management:

The Project owner instructs the contractor to ensure that

no soil, stone or brick debris scatter on roads during the

construction process. The refuse include wastes falling

down during the transport process.

It is necessary to cover and wrap wastes containing

chemicals when discharging them to prevent dangerous

effects on environment and humans. It is also necessary

to strictly conform to relevant criteria when handling

chemical wastes.

Classifying refuse and strictly following commitments

about the location of dumping sites made with local

authorities affected by the project. The contractor will

allocate areas for specific kinds of wastes at the

construction area. However, wood, steel, iron, plastic

materials and raw materials necessary to the

construction area and not affected by weather will be

placed near the consumption area to prevent storage

overload at the site and material squandering.

8.9.5 Wastewater Management:

Generation of wastewater from various activities

and operations will be collected and conveyed to

the point of discharge. The requirement of

treatment prior to discharge and disposal shall be

determined by the quality of effluent meeting the

NEQS criteria.

The EHS Manager in liaison with the Project Manager

shall be responsible for the preparation of the

wastewater management plan which then shall be

executed by the contractor responsible for complying to

the environmental standards as prescribed and

introduced from time to time according to the

requirements of the project operations.

Wastewater generated during construction phase will be

disposed of in the designated channel after obtaining

permission from the KWSB to do so. The quality of this

wastewater will also be tested against NEQS

requirements.

Karachi Hyderabad Motorway M-9 and NHA will

ensure adequate disposal of storm water from the RoW,

roads, and construction sites. It will be ensured that

storm water does not accumulate on the roads.

The Independent Monitoring Consultant (IMC) shall

ensure that wastewater management plan is prepared

before commencement of Project’s construction works.

IMC will also monitor the implementation of this plan

by contractor.



SEcTION 8

11 Of 30

8.9.6 Materials ManagementPlan:

The contractor will comply with conditions stated in the

approval of EIA and the Environmental Protection Law

and other relevant regulations in context to material

procurement, handling, storage, consumption / use,

transportation and disposal.

The materials management plan shall be developed and

formulated by the EHS Manager in consultation with the

Project Manager however contractor and personnel who

shall be in charge / responsible for the execution of the

management plan may also be invited for their technical /

supportive input. The contractor shall remain the key

functionary of the Material Management during the

construction as well as the operation phase of the project.

The Independent Monitoring Consultant (IMC) shall

ensure that materials management plan is prepared before

commencement of Project’s construction works. IMC will

also monitor the implementation of this plan by contractor.

i. Storage and Preservation

The contractor will ensure that all hazardous

materials/wastes are stored and preserved in accordance

with chemical properties of each substance such as

burning, melting and boiling points. To prevent

substances from interacting with one another, each kind of

hazardous material/waste should be isolated in separable

suitable containers.

Specifically, when storing and preserving inflammable

substances and agents prone to explosion, the contractor

should install fire and explosion prevention systems at the

preservation area using thick concrete blocks, mortar or

other fire-proof materials. The contractor is also to supply

and install other fire prevention equipment at preservation

sites.

Training of personnel and assigning of responsibilities to

individuals for managing and control of hazardous

materials and waste shall be included in the

materials/waste management plan of the facility. The

hazardous substance storage and preserving area shall be

protected strictly. Strict control of discharge of liquid

wastes should be maintained which are used as solvents in

the processes of drilling foundations and bridge buttresses

(the location for storing these wastes should be pre-

approved from the local authorities and mentioned in the

plan).

ii. Materials Inventory

The contractor will make an inventory of all the materials

(raw material and waste produced) categorizing them

according to the nature of safety requirements, handling,

storage, transportation and disposal. In case of changes

addition and deletion of materials the inventory will be

updated on a periodic basis.

iii. Handling Procedures

Training is part of the programme provided to the team

designated to materials/waste management. Standard

procedures are to be developed for specific types of

materials and waste for handling and transferring to

receptacles for subsequent disposal. Training for the use of

safety devices and personal protective gears is to be

imparted to the personnel.

iv. Public Hygiene Management:

n Site inspection

The contractor will conduct the site inspection to ensure

that hygienic conditions are maintained in and around the

project area. Cleanliness maintenance according to the

environmental and public health standards would be

carried out in service areas and general public areas will be

maintained accordingly. Solid waste management and

wastewater/sewerage system function along with air and

noise quality monitoring will be undertaken by the

Independent Monitoring Consultant.

n Liquid and Solid Waste disposal

All types of wastes arising should be contained and

disposed of properly without causing a potential threat to

general public and staff.



SEcTION 8

12 Of 30

8.9.7 Worker’s Health and Safety:

During the period of construction at site, EHS Officer will

ensure that the contractor bears the responsibility for

worker’s safety, safe working practices and for providing

adequate and appropriate facilities for fire protection,

medical aid, potable water supply and sanitation.

Emphasis would be on health and safety training of the

personnel. Safety instructions, handbooks, charts,

diagrams etc. will be printed in English as well as Urdu.

The workers would be given appropriate training for

handling hazardous materials and goods. World Bank

guidelines relating to worker’s health and safety would be

incorporated into the Karachi Hyderabad Motorway M-9

Health and Safety Procedures.

For eye and face protection it will be mandatory on the

Construction workers and other personnel in emergency

situations to wear safety glasses, for skin protection to

wear protective gloves, and for respiratory protection,

positive pressure air line with full-face mask and escape

bottle or self-contained breathing apparatus will be made

available for emergency use. For general protection,

wearing of overalls, helmets and safety shoes will be made

obligatory, and provision will be made for safety shower

and eyewash.

Restoration of site: It will be contractor’s responsibility to

restore the sites of excavation for the supporting structures

by removing the debris and construction equipment and

materials No attempt will be made to dispose of residual

waste or unused materials on the Corridors.

Health, Safety & Security Commitment of Karachi

Hyderabad Motorway will have the following

components:

n Monitoring implementation of Health and Safety Plan

to prevent and reduce accidents and occupational

diseases among workers of Karachi Hyderabad

Motorway M-9 as well as facilities affiliated with

operations within its jurisdiction.

n Periodic programme for fire, safety and accident

prevention

n Good housekeeping practices

n Regular and periodic course on general safety, health

and hygiene.

n Providing appropriate signage throughout the

corridors

n Providing a site safety handbook.

n Providing on site publicity on safety instructions

through conventional notice boards.

8.9.8 Emergency Preparednessand Response:

The objectives of Karachi Hyderabad M-9-EMS

Contingency Plan, Disaster Management Plan and

Hazardous Materials & Hazardous Waste Management

Plan will be:

n To protect the life and property of people within the

RoW and public places and people in the RoW of

Impact.

n To limit and control the economic and environmental

damage, and

n To fight the results of an incident.

The Contingency Plan would be a management tool to aid

site personnel and relevant third parties to tackle an

emergency situation. Karachi Hyderabad Motorway-EMS

will formulate its Contingency Plan to integrate it as well

as sharing the responsibility to handle all emergencies at

the place of emergency. Karachi Hyderabad-EMS’s

contingency plan will therefore be a component of

emergency response plan of NHA for maintaining an

efficient and safe facility.

Karachi Hyderabad M-9-EMS will review and revise,

where necessary, its emergency preparedness and

response procedures, in particular, after the occurrence of

accidents or emergency situations.

8.10 EnvironmentalManagement Plan

The Environmental Management Plan based on the

mitigation measures is presented in Table 8.1 below.



SEcTION 8

13 Of 30



SEcTION 8

14 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Form

atio

nw

idth

in b

uilt-

up a

reas

SAFE

TYD

esig

n Ca

rria

gew

ayRo

ad to

stand

ards

with

spec

ial

refe

renc

e to

loca

l dan

gers

STRU

CTU

RES

Cros

s dra

inag

e an

dac

cess

ory

struc

ture

s

Des

ign

and

Pre-

Con

stru

ctio

n ST

AG

EA

LIG

NM

ENT

and

SHO

ULD

ER W

IDTH

OPT

ION

S

Hin

dran

ce o

f Mar

ket

oppo

rtuni

ties,

load

ing

and

vend

ing

activ

ities

Une

asy

traffi

c flo

w,

cong

estio

ns.

Flas

h flo

ws m

ayda

mag

e str

uctu

res o

rca

use

drai

nage

prob

lem

s in

urba

nar

eas

Seism

ic ac

tiviti

es m

ayda

mag

e str

uctu

res

In b

uilt-

up a

reas

, con

sider

wid

enin

g on

one

side

of

carr

iage

way

onl

y In

corp

orat

e te

chni

cal d

esig

n fe

atur

es th

at a

llow

sfle

xibl

e sh

ould

er w

idth

in to

wns

Impr

ove

road

geo

met

ryPr

ovid

e m

arki

ngs f

or ce

nter

and

edg

e lin

es a

nd st

oplin

es a

t jun

ctio

ns a

nd b

us st

ops

All

signs

, mar

king

s and

brid

ge p

late

s mus

t be

refe

ctor

ies.

Impr

ove

junc

tion

layo

uts

In b

uilt-

up a

reas

, con

sider

wid

enin

g on

one

side

of

carr

iage

way

onl

y, an

d ex

plor

e po

ssib

ility

toin

corp

orat

e se

rvice

lane

.

Ade

quat

ely

desig

n cr

oss-

sect

ions

of d

rain

age

struc

ture

s bas

ed o

n hy

drau

lic st

udie

s, ta

king

regi

onal

/loca

l les

sons

lear

ned

into

cons

ider

atio

nPr

otec

tive

mea

sure

s aga

inst

scou

rpr

oble

ms a

t brid

ges a

nd cu

lver

ts(g

abio

ns a

t abu

tmen

ts, w

ing

wal

ls an

dap

rons

for c

ulve

rts);

as a

pplic

able

,ad

ditio

nal p

lant

ing

with

soil-

stabi

lizin

g sh

rubs

and

gras

ses

All

struc

ture

s will

be

cons

truct

ed w

ithre

ason

able

safe

ty a

gain

st se

ismic

acce

lera

tion

Ade

quat

ely

desig

n al

l stru

ctur

es b

ased

on m

ater

ial/

cons

truct

ion

studi

es th

at ta

ke in

toac

coun

t act

iviti

es u

p to

the

seism

ic sc

ales

indi

cate

din

the

seism

ic m

aps.

At j

unct

ion

with

adjo

inin

g ro

ads

Aro

und

com

mer

cial

and

resid

entia

l are

as

At C

ulve

rts

Thro

ugho

utal

ignm

ent

Desig

n Con

sulta

ntNa

tiona

l High

way A

utho

rity

Desig

n Con

sulta

ntNa

tiona

l High

way A

utho

rity

Desig

n Con

sulta

nt &

M/s

Binap

uri P

akist

an Pv

t. Ltd

Natio

nal H

ighwa

y Aut

horit

y

Desig

n Con

sulta

ntNa

tiona

l High

way A

utho

rity

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

15 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Loss

of

Road

side

vege

tatio

ndu

eto

wid

enin

g

WIL

DLI

FE &

AD

JACE

NT

ECO

LOG

ICA

LSE

NSI

TIV

E A

REA

S

Dist

urba

nce

toEc

olog

ical s

ensit

ive

area

s adj

acen

t or t

hene

ar th

e ro

ad.

MA

INTA

ININ

G A

IRQ

UA

LITY

& N

OIS

ELE

VEL

S

Incr

ease

of t

raffi

c int

ensit

y

Crea

tion

and

burn

ing

ofw

aste

s at o

rne

ar ca

mp

site

RO

AD

SID

E V

EGET

ATIO

N &

PLA

NTA

TIO

N

Loss

of p

lant

s in

an a

rea

with

biod

iver

sity,

and

loss

of f

unct

iona

lbe

nefit

s fro

mro

adsid

e pl

ants

Traf

fic a

ccid

ents

with

wild

life

Incr

ease

of a

iran

d no

ise p

ollu

tion

and

asso

ciate

dhe

alth

risk

s for

road

side

resid

ents

Air

pollu

tion

Ass

ocia

ted

with

burn

ing

garb

age

Inco

rpor

ate

tech

nica

l des

ign

to m

inim

ize

rem

oval

of

road

side

plan

tatio

n.A

pply

flex

ibili

ty in

dec

ision

as w

hich

side

to b

ew

iden

ed, o

r in

redu

cing

loca

lly th

e sh

ould

er w

idth

.Pl

an fo

r com

pens

ator

y pl

antin

g pr

ogra

m, i

.e. p

lant

sof

sim

ilar f

lora

l fun

ctio

n, a

t lea

st 1

m h

igh.

Disc

oura

ge th

e in

trodu

ctio

n of

exo

ticsp

ecie

s or s

pecie

s with

kno

wn

Envi

ronm

enta

l set

back

s.

Inco

rpor

ate

caut

iona

ry si

gnag

e to

raise

atte

ntio

n of

road

use

rs fo

r wild

life

cros

sing

in a

rea

at ri

sk.

inco

rpor

ate t

echn

ical d

esig

n fe

atur

es th

at en

able

cont

inua

l tra

ffic f

lux a

nd av

oid

cong

estio

ns (e

.g.

signb

oard

s, sp

eed

limits

, spe

ed b

umpe

rs, b

ays);

Inclu

de d

esig

n m

easu

res t

o pr

even

t blo

ckag

e of b

ussta

nds a

nd ca

rriag

eway

s by

stree

t ven

dors

, par

ticul

arly

near

vill

ages

. Con

sider

noi

se b

arrie

rs in

sens

itive

area

s

Disa

llow

setti

ng fo

r wor

ker c

amp

, inclu

ding

was

tedu

mp

sites

, in d

istan

ces c

lose

r tha

n 5

km to

any

inha

bite

d ar

eas;

Inco

rpor

ate t

echn

ical d

esig

n fe

atur

esfo

r ref

use c

ollec

tion

cont

aine

rs a

t site

s tha

tw

ould

min

imiz

e bur

ning

impa

cts; D

evise

pla

n fo

r saf

eha

ndlin

g, st

orag

e and

disp

osal

of h

arm

ful m

ater

ials.

All

alon

g th

e Ro

adas

exp

lain

ed in

Tre

eCu

tting

and

Re-

Plan

tatio

n Pl

an

Dist

urba

nce

toec

olog

ical s

ensit

ive

area

s adj

acen

t or t

hene

ar th

e ro

ad.

Thro

ugho

utal

ignm

ent

At c

amp

site

Desig

n Con

sulta

ntNa

tiona

l High

way A

utho

rity

Desig

n Con

sulta

ntNa

tiona

l High

way A

utho

rity

Desig

n Con

sulta

ntNa

tiona

l High

way A

utho

rity

Desig

n Con

sulta

ntNa

tiona

l High

way A

utho

rity

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

16 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Exca

vatio

n of

earth

from

borr

ow a

reas

Acq

uisit

ion

ofco

nglo

mer

ate

and

rock

y su

bbas

em

ater

ial

EXIS

TIN

G P

UBL

ICU

TILI

TIES

Publ

ic U

tiliti

es

CON

STRU

CTIO

NST

AG

ECA

MP

SITE

Site

sele

ctio

n

Site

clea

ring

and

prep

arat

ion,

and

rein

stalla

tion

wor

k af

ter

cont

ract

com

plet

ion

RO

AD

SID

E V

EGET

ATIO

N &

PLA

NTA

TIO

N

Chan

ge o

f soi

lch

arac

teris

tics;

loss

of

tops

oil;

impa

ct o

nag

ricul

ture

Deg

rada

tion

ofex

istin

g riv

er b

eds,

alte

ratio

n of

surfa

ce a

ndgr

ound

wat

erre

gim

e, la

nd-u

seco

nflic

ts

Publ

ic ut

ilitie

s to

beaf

fect

ed m

ay cr

eate

disr

uptio

nof p

ublic

serv

ices a

nd e

cono

mics

Acc

epta

bilit

y to

publ

ic/ow

ner;

inte

rfere

nces

Loss

of v

eget

atio

n an

das

sets

on th

e se

lect

edla

nd, a

nd d

issat

isfac

tion

on re

habi

litat

ion

mea

sure

s afte

rco

mpl

etio

n

Agr

icultu

ral a

reas

will

be

avoi

ded

for b

urro

win

g of

mat

eria

ls, co

nfin

ing

to a

lread

y de

fined

bar

row

pits

.Co

ntra

ctor

nee

ds to

obt

ain

appr

oval

from

PPP

Uni

tfo

r exc

avat

ion

and

for p

lan

of re

habi

litat

ing

the

site

afte

r exc

avat

ion.

Exca

vatio

n in

farm

land

s, Ri

verb

ed a

nd e

mba

nkm

ent

vicin

ity w

ill b

e pr

ohib

ited.

Tim

ely

notif

icatio

ns a

nd co

nsul

tatio

ns w

ithre

spec

tive

agen

cies;

All

publ

ic ut

ilitie

s (e.g

. wat

erpi

pes,

pow

er/ t

elep

hone

and

Sui

-gas

line

s) a

relik

ely

to b

e im

pact

ed b

y th

e ca

rria

gew

ay w

iden

ing

need

be

re-lo

cate

d w

ell a

head

wor

k co

mm

ence

men

t.

Cont

ract

or n

eed

obta

in cl

eara

nce

perm

itfo

r siti

ng w

ork

cam

p an

d w

orks

hop,

All e

fforts

dur

ing

the d

esig

n sta

ge sh

ould

be m

ade t

om

inim

ize th

e rem

oval

of ex

istin

g pl

anta

tion

at ca

mp

site.

Cont

racto

r will

pro

vide

plan

for r

emov

al&

reha

bilit

atio

n of

site

upo

n co

mpl

etio

n Ph

otog

raph

ical

and

bota

nica

l inve

ntor

y of

veg

etat

ion

befo

re cl

earin

g th

esit

e Com

pens

ator

y pl

anta

tion

to b

e sch

edul

ed w

hen

cons

tructi

on w

ork

near

to en

d; fo

r eac

h tre

e rem

oved

new

shall

be p

lante

d

Whe

re a

pplic

able

Whe

re a

pplic

able

In a

ll ar

ea o

f the

thre

e di

strict

s

All

thre

e di

strict

s

Thro

ugh

the

cons

truct

ion

site

Desig

n Con

sultan

tNa

tiona

l High

way A

uthori

ty

Desig

n Con

sultan

tNa

tiona

l High

way A

uthori

ty

Natio

nal H

ighwa

y Auth

ority

Gover

nmen

t of S

indh

M/s B

inapu

ri Pak

istan P

vt. Lt

dNa

tiona

l High

way A

uthori

ty

M/s B

inapu

ri Pak

istan P

vt. Lt

dNa

tiona

l High

way A

uthori

ty

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

17 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Sani

tatio

n &

was

tedi

spos

alfa

ciliti

es a

tca

mp

Wor

k sa

fety

and

hygi

enic

cond

ition

s

RO

AD

SID

E V

EGET

ATIO

N &

PLA

NTA

TIO

N

Hea

lth ri

sks t

o w

ork

forc

e an

d pu

blic

if no

tpr

oper

lym

anag

ed

Wor

k sa

fety

and

hygi

enic

cond

ition

s

The

Cont

ract

or w

ill p

rovi

de a

pro

per w

aste

man

agem

ent p

lan.

The

sew

erag

e sy

stem

for t

he ca

mp

will

be p

rope

rly d

esig

ned

(pit

latri

nes)

and

bui

lt so

that

no w

ater

pol

lutio

n ta

kes p

lace

.

Obl

igat

ory

insu

ranc

e ag

ains

t acc

iden

ts to

wor

kla

bore

rs.

Prov

idin

g ba

sic m

edica

l tra

inin

g to

spec

ified

wor

k sta

ff, a

nd b

asic

med

ical

serv

ice a

nd su

pplie

s to

wor

kers

Layo

ut p

lan

for c

amp

site,

to b

e ap

prov

edin

dica

ting

safe

ty m

easu

res

take

n by

the

cont

ract

or, e

.g. f

ire fi

ghtin

geq

uipm

ent,

safe

stor

age

of h

azar

dous

mat

eria

l, fir

st ai

d, se

curit

y, fe

ncin

g, a

ndco

ntin

genc

y m

easu

res i

n ca

se o

fac

ciden

ts;W

ork

safe

ty m

easu

res a

nd g

ood

wor

kman

ship

pra

ctice

s are

to b

e fo

llow

edby

the

cont

ract

or to

ens

ure

no h

ealth

risks

for l

abor

ers;

Prot

ectio

n de

vice

s (ea

r muf

fs) w

ill b

e pr

ovid

ed to

the

wor

kers

in th

e vi

cinity

of h

igh

noise

gen

erat

ing

mac

hine

s.Pr

ovisi

on o

f ade

quat

e sa

nita

tion,

was

hing

, coo

king

and

dor

mito

ry fa

ciliti

es,

inclu

ding

ligh

t up

to th

e sa

tisfa

ctio

n, a

ppro

ved

byN

HA

Uni

t.Pr

oper

mai

nten

ance

of f

acili

ties f

orw

orke

rs w

ill b

e m

onito

red

by th

e I

regu

lar p

est c

ontro

l mea

sure

s in

dorm

itorie

s

At w

aste

colle

ctio

nan

d la

trine

site

s of

cam

p

Valid

for e

ntire

cons

truct

ion

area

Thro

ugho

utop

erat

ion

of w

ork

cam

p

M/s B

inapu

ri Pak

istan P

vt. Lt

dNa

tiona

l High

way A

uthori

ty

M/s B

inapu

ri Pak

istan P

vt. Lt

dInd

epen

dent

Monit

oring

Consu

ltant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

18 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Cam

p sit

e se

curit

y

Crea

tion

ofco

nstru

ctio

nw

aste

mat

eria

l

Mov

emen

t of

vehi

cles i

n th

eco

nstru

ctio

nsit

e an

d al

ong

the

haul

age

rout

es

Mov

emen

t,m

aint

enan

cean

d fu

ellin

g of

cons

truct

ion

vehi

cles

RO

AD

SID

E V

EGET

ATIO

N &

PLA

NTA

TIO

N

Secu

rity

haza

rds

and

rela

ted

conf

licts

Conta

mina

tion o

fso

il fro

m co

nstru

ction

waste

s and

quarr

y mate

rials

Soil c

ompa

ction

and a

lterat

ion of

perco

lation

and

vege

tation

patte

rn; D

amag

e to

prop

erties

and u

tilitie

s

Cont

amin

atio

n of

soil

and

grou

ndw

ater

from

fuel

and

lubr

icant

s

Prop

er sto

rage a

nd fe

ncing

/lock

ing of

stor

age r

ooms

conta

ining

haza

rdou

s mate

rial

Emplo

ymen

t of g

uard

for s

torag

e roo

ms.

Prov

ision

of ad

equa

te sec

urity

again

st sab

otage

and p

etrol

theft.

All sp

oils w

ill be

disp

osed

off a

s desi

red an

d the

site w

ill be

resto

redba

ck to

its or

igina

l con

dition

s befo

re ha

nding

over.

Non-b

itumi

nous

wast

es fro

m co

nstru

ction

activ

ities w

ill be

dump

edin

sites

appr

oved

by th

e NHA

in lin

e with

the l

egal

presc

riptio

ns fo

rdu

mpsit

es, an

d cov

ered w

ith a

layer

of the

cons

erved

tops

oil.

Bitum

inous

wast

es wi

ll firs

t be r

ecycle

difit i

s not

possi

ble th

en be

dispo

sed of

f in an

iden

tified

dump

ing sit

e.

Cons

tructi

on ve

hicles

, mac

hinery

and e

quipm

ent w

ill mo

ve, o

rsta

tione

d in t

he de

signa

ted R

OW, to

avoid

unne

cessar

y com

pacti

onof

soil.

Dama

ges w

ill be

insta

ntly r

epair

ed an

d/or c

ompe

nsate

d at

Contr

actor

’s obli

gatio

n Wate

r and

soil q

uality

will

be m

onito

redas

envis

aged

in th

e Env

ironm

ental

Mon

itorin

g Plan

Slope

s of e

mban

kmen

t lead

ing to

wate

r bod

ies w

ill be

mod

ified a

ndscr

eene

d so t

hat c

ontam

inants

do no

t ente

r the

wate

rbo

dyCo

nstru

ction

vehic

les an

d equ

ipmen

t willb

e pro

perly

main

taine

dan

d refu

eled i

nsuc

h way

that

oil/di

esel sp

illage

does

not

conta

mina

te the

soil.

Fuel

storag

e and

refue

ling s

ites w

ill be

kept

away

from

drain

age

chan

nels.

Oil a

nd gr

ease

traps

will

be pr

ovide

d at fu

elling

loca

tions

, to pr

even

tco

ntami

natio

n of w

ater.

Unus

able

debr

is sha

ll be d

umpe

d in n

eares

t land

fill sit

es.W

aste o

il and

oil so

aked

cotto

n/ clo

th sh

all be

sold

off to

autho

rized

vend

ors

Wate

r qua

lity w

ill be

mon

itored

as en

visag

ed in

the E

nviro

nmen

talM

onito

ring P

lan.

At C

onstr

uctio

nca

mp

All

cons

truct

ion

sites

and

ent

irepr

ojec

t are

a

Thro

ugho

ut th

epr

ojec

t site

Thro

ugho

ut th

epr

ojec

t alig

nmen

t.

M/s B

inapu

ri Paki

stan P

vt. Ltd

Indepe

ndent

Mon

itoring

Consu

ltant

M/s B

inapu

ri Paki

stan P

vt. Ltd

Indepe

ndent

Mon

itoring

Consu

ltant

M/s B

inapu

ri Paki

stan P

vt. Ltd

Indepe

ndent

Mon

itoring

Consu

ltant

M/s B

inapu

ri Paki

stan P

vt. Ltd

Indepe

ndent

Mon

itoring

Consu

ltant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

19 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Emba

nkm

ent

wor

ks: E

xcav

atio

n of

earth

, cut

ting

oper

atio

ns,

emba

nkin

g,cle

arin

g of

vege

tatio

n

Borr

ow p

it la

nd le

ase

agre

emen

t

Borr

ow p

itex

cava

tion

activ

ities

Prov

ision

s for

reha

bilit

atio

nof

bor

row

pit

RO

AD

SID

E V

EGET

ATIO

N &

PLA

NTA

TIO

N

Soil

Eros

ion,

Los

s of

vege

tatio

n an

d ha

bita

t

Land

disp

utes

, Soi

l ero

sion,

loss

of p

oten

tial c

rop

land

,lo

ss o

f veg

etat

iona

ndla

ndsc

aped

egra

datio

n

Soil

Eros

ion,

dam

age

toro

ad e

mba

nkm

ent

and

publ

ic he

alth

risks

Soil

Eros

ion,

der

elict

land

uses

,conf

licts,

visu

al so

res i

n th

ela

ndsc

ape,p

ublic

heal

thris

ks d

ue to

deve

lopm

ent o

fm

osqu

itobr

eedi

ngpi

ts

In are

as wi

th str

ong s

heet

flow,

high

emba

nkme

nts w

ill be

prov

ided

with

chute

s and

drain

s to m

inimi

ze so

il ero

sion.

Stone

pitch

ing an

dret

aining

wall

s will

be m

ade a

t high

emba

nkme

nts in

critic

al are

as (>

40%

grad

ient)

As ap

plica

ble an

d nee

ded,

planta

tion o

f gras

ses an

d shr

ubs w

ill be

carri

ed ou

t for s

lope p

rotec

tion.

Soil e

rosio

n-che

cking

mea

sures

such

as th

e for

matio

n of s

edim

ent

basin

s, slop

e drai

ns, e

tc, w

ill be

carri

ed ou

t.So

il ero

sion a

long t

he ro

ad sh

all be

visu

ally c

heck

ed as

give

n in t

heen

viron

menta

l mon

itorin

g plan

.

The C

ontra

ctor m

ust o

btain

any n

ecessa

ry pe

rmits

for b

orro

w pit

sfro

m the

comp

etent

autho

rities

, inclu

ding N

ation

al Hi

ghwa

yAu

thorit

y.

No ex

cava

tions

are a

llowe

d with

in 10

0 mto

ROW

In bo

rrow

pits t

he de

pth of

the p

it will

be re

gulat

ed so

that

the sid

esof

the ex

cava

tion w

ill ha

ve a

slope

not s

teepe

r tha

n 1: 4

.So

il ero

sion a

long t

he bo

rrow

pit sh

all be

regu

larly

check

ed to

prev

ent /

mitig

ateim

pacts

on ad

jacen

t land

s.In

case

burro

wed p

its fil

l with

wate

r, mea

sures

shall

be ta

ken t

opr

even

t the c

reatio

n of m

osqu

ito-br

eedin

g site

s.

Aban

donin

g bor

row

areas

witho

ut pr

oper

rehab

ilitati

on m

easu

reswi

ll be d

isallo

wed.

The C

ontra

ctor’s

agree

ment

with

the la

ndow

ner m

ust d

eterm

ine th

eop

tions

and a

ppro

priat

e mea

sures

for r

ehab

ilitati

on of

the b

orro

wpit

as ap

prov

ed by

the I

ndep

ende

nt Co

nsult

ant, s

uch a

s resh

aping

the bo

rrow

site i

nto a

desir

ed la

nd-us

e plot

(e.g.

irriga

tion f

ield,

fishp

ond)

, re-pl

antat

ion ai

ming

at do

uble

amou

nt of

trees

remov

edfro

m the

site.

Thro

ugho

utal

ignm

ent

Thro

ugho

ut th

ero

ad

All

borr

ow si

tes i

nen

tire

proj

ect a

rea

All

borr

ow si

tes i

nen

tire

proj

ect a

rea

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

20 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Use

of w

ater

for c

onstr

uctio

nan

d co

nsum

ptio

n

Earth

- and

stone

wor

k an

dot

her

cons

truct

ion

activ

ities

affe

ctin

gw

ater

reso

urce

s

Vehi

cula

rm

ovem

ent a

ndru

nnin

g of

mac

hine

ries

Runn

ing

ofas

phal

t mix

plan

ts, cr

ushe

rs, e

tc.,

WAT

ER

AIR

PO

LLU

TIO

N C

ON

TRO

L

Conf

lict w

ith lo

cal

wat

erde

man

d

Cont

amin

atio

n of

wat

er d

ue to

cons

truct

ionw

aste

Emiss

ion

from

cons

truct

ionv

ehicl

esan

dmac

hine

ry,

caus

ing

publ

ic he

alth

risks

,nui

sanc

e an

dot

her i

mpa

cts o

nth

e bi

o-ph

ysica

len

viro

nmen

t

Dus

t gen

erat

ion

from

cons

truct

ion

mac

hine

ries c

ausin

g he

alth

risks

to o

pera

tingw

orke

rs,

impa

cton

bio

-ph

ysica

lenv

ironm

ent

The c

ontra

ctor w

ill ma

ke ar

range

ments

for w

ater r

equir

ed fo

rco

nstru

ction

in su

ch a

way t

hat th

e wate

r ava

ilabil

ity an

d sup

ply to

nearb

y com

munit

ies re

main

unaff

ected

.Fo

r con

struc

tion p

urpo

ses, w

ater s

hall b

e draw

n fro

m su

rface

water

bodie

s on p

riorit

y and

as av

ailab

le.

Cons

tructi

on w

ork c

lose t

o the

strea

ms or

othe

r wate

r bod

ies w

ill be

avoid

ed, e

speci

ally d

uring

mon

soon

perio

d.Al

l nece

ssary

preca

ution

s will

be ta

ken

to co

nstru

ct tem

porar

y or p

erman

entde

vices

to pr

even

t wate

rpo

llutio

n due

to in

crease

d silta

tion a

nd tu

rbidi

ty.W

astes

must

be co

llecte

d, sto

red an

d tak

en to

an ap

prov

ed di

spos

alsit

e.

Dive

rsion

road

s in bu

ilt-up

area

s will

beest

ablis

hed a

nd sc

hedu

led to

mini

mize

traffic

cong

estion

Dive

rsion

road

s will

be bl

ack-t

oppe

d to

prev

ent e

xcess

ive du

st de

velop

ment

All te

mpor

ary se

rvice

and a

ccess

road

s will

be re

gular

ly wa

ter-

spray

ed to

mini

mize

the d

ust g

enera

tion

All v

ehicl

es, eq

uipme

nt an

d mac

hinery

used

for c

onstr

uctio

n will

bereg

ularly

main

taine

d to e

nsur

e tha

t the p

olluti

on em

ission

leve

lsco

nform

to th

e NEQ

S. Ai

r qua

lity pa

ramete

rs wi

ll be m

onito

redat

deter

mine

d site

s and

sche

dule

deter

mine

d by t

he N

HA or

then

byCo

nsult

ant.

Ensu

re pr

ecauti

ons t

o red

uce t

he le

vel o

f dus

t emi

ssion

s fro

m, ho

tmi

x plan

ts, cr

ushe

rs an

d batc

hing p

lants

will b

e tak

en up

, e.g.

prov

iding

them

, as a

pplic

able,

with

prote

ction

canv

asses

and d

ust

extra

ction

units

. Mixi

ng eq

uipme

nt wi

ll be w

ell se

aled a

ndeq

uippe

das

per e

xistin

g stan

dard

s.Wate

r will

be sp

rayed

on th

e lim

e/cem

ent

and e

arth m

ixing

sites.

Wor

k safe

ty me

asures

like d

ust m

asks s

hall

be pr

ovide

d by t

he co

ntrac

tor to

ensu

re no

healt

h risk

s for

opera

tors.

Thro

ugho

ut th

ePr

ojec

t Are

a

Thro

ugho

ut th

ePr

ojec

t Are

a

Inclu

de a

lldi

vers

ions

inpo

pula

ted

area

sof th

e th

ree

distr

icts

At s

ite o

f hot

mix

plan

t

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

21 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Runn

ing

ofco

nstru

ctio

nm

achi

nery

Acc

ess t

o se

nsiti

vear

eas

and

fragi

leec

osys

tem

Vehi

cula

rm

ovem

ent a

tco

nstru

ctio

nsit

es a

nd a

cces

s/se

rvice

road

s

NO

ISE

CO

NTR

OL

FAU

NA

& F

LOR

A

RO

AD

SA

FETY

& C

OM

MU

NIT

Y LI

FE

Noi

se fr

om v

ehicl

es,

asph

altp

lant

s and

equi

pmen

t

Wild

life

poac

hing

,colle

ctio

n of

wild

plan

ts, d

istur

banc

eof

ecos

yste

m.

Acc

iden

t risk

s,pa

rticu

larly

infli

ctin

glo

calco

mm

uniti

esw

ho a

re n

ot fa

mili

arw

ithpr

esen

ce o

fhe

avy

equi

pmen

t

The p

lant a

nd eq

uipme

nt us

ed fo

r con

struc

tion w

ill str

ictly

confo

rmto

noise

stan

dard

s spe

cified

in th

e NEQ

S.Ve

hicles

and e

quipm

ent u

sed w

ill be

fitted

as ap

plica

ble, w

ithsil

encer

s and

prop

erly m

aintai

ned.

In ur

ban s

ettlem

ents,

cons

tructi

on ac

tivitie

s will

be re

strict

ed to

beca

rried

out b

etwee

n 6 a.

m an

d 8 p.

m.In

acco

rdan

ce wi

th the

Envir

onme

ntal

Mon

itorin

g Plan

, nois

e mea

surem

entsw

ill be

carri

ed ou

t at lo

catio

nsan

d sch

edule

speci

fied t

o ens

ure t

he ef

fectiv

eness

of m

itigati

onme

asures

.

The u

se of

fire w

ood f

or co

oking

and e

xecu

tion o

f wor

ks w

ill be

proh

ibited

No o

pen f

ires w

ill be

allow

edRe

storat

ion of

vege

tated

area

s dam

aged

Stric

t instr

uctio

ns fr

om th

eCo

ntrac

tor to

wor

k staf

f (part

icular

ly the

cook

s) wi

thres

pect

to po

achin

g loc

al wi

ldlife

Patro

lling a

nd en

forcem

ent.

Timely

publi

c noti

ficati

on on

plan

ned c

onstr

uctio

n wor

k.Cl

ose c

onsu

ltatio

n with

loca

l com

munit

ies to

iden

tify op

timal

solut

ions f

or di

versi

ons t

o main

tain c

ommu

nityin

tegrit

y & so

cial

links

Seek

ing co

opera

tion w

ith lo

cal e

duca

tion

facilit

ies (s

choo

l teac

hers)

for r

oad s

afety

camp

aigns

Prov

ision

of pr

oper

safety

signa

ge, p

articu

larly

at ur

ban a

reas a

nd at

sensit

ive/ a

ccide

nt-pr

one a

reas.

Settin

g up s

peed

limits

in cl

ose c

onsu

ltatio

n with

the l

ocal

stake

holde

rsEn

sure

prop

er lig

hting

at au

xiliar

y fac

ilities

such

as bu

s stan

ds, ta

xista

nds, p

assen

gers

waitin

g she

ds et

c.If i

denti

fied,

cons

ider g

uard

rails

at ac

ciden

t-pro

ne st

retch

es an

dsen

sitive

loca

tions

(sch

ools)

.

Dur

ing

cons

truct

ion

Nea

r sen

sitiv

e ar

eas

Thro

ugho

ut P

rojec

tRo

ad, p

artic

ular

lyne

ar th

e se

ttlem

ents

and

sens

itive

loca

tions

(sch

ools,

heal

th ce

ntre

s, et

c)

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

22 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Cultu

ral

diffe

renc

esbe

twee

n co

ntra

ctor

and

loca

ls

Conf

licts

arisi

ng d

ue to

the

mix

of l

ocal

&m

igra

tory

job

seek

ers

Enco

unte

ring

arch

aeol

ogica

lsit

es d

urin

gea

rth w

orks

SOC

IAL

BALA

NC

E &

PU

BLIC

REL

ATIO

NS

AR

CH

AEO

LOG

ICA

L SI

TESLoca

l res

iden

tsm

ay re

sist C

ontra

ctor

attit

udes

; Cul

tura

lcla

shes

parti

cula

rlyw

heni

nter

natio

nal

Cont

ract

or is

eng

aged

Socia

l dist

urba

nce

beca

use

of d

issat

isfac

tion

with

em

ploy

ing

outsi

ders

Impa

cts o

f hist

orica

llyim

porta

nt si

tes a

ndda

mag

e to

foss

ils,

artif

acts,

tom

bs,

struc

ture

etc

., as d

efin

edin

Ant

iqui

ty A

ct,

1975

Timely

and f

ull pu

blic c

onsu

ltatio

n and

anno

uncem

ent o

f mob

ilizing

equip

ment

Estab

lishm

ent o

f form

al lin

ks w

ith af

fected

comm

unitie

s,Pla

n for

socia

l grie

vanc

e red

ressm

echan

isms in

cludin

g the

Naz

iman

d com

munit

y lea

ders.

Seek

assis

tance

from

and c

oope

ration

with

local

NGOs

Aim

at ob

liging

the C

ontra

ctor t

o emp

loyan

agree

d rati

o (>7

5%) lo

cal c

ommu

nity

(unsk

illed)

labo

ur fo

r con

struc

tion

work

s;An

agree

d mini

mum

unsk

illed l

abou

rem

ploym

ent r

ate fo

r wom

en, a

t equ

alpa

y like

men

, will

be ne

gotia

ted at

early

stag

e.

In ca

se of

detec

ting a

ny ar

chae

ologic

alart

ifact,

stru

cture,

tomb

etc.,

and t

heCo

ntrac

tor ne

eds im

media

tely h

alt al

lwo

rks a

t the f

ind sit

e and

brief

with

insh

ortes

t time

possi

ble th

e Arch

aeolo

gical

Depa

rtmen

t in Si

ndh.

In the

even

t of s

uch f

inding

, the

Contr

actor

has t

he du

ty to

secur

e the

site a

gains

t any

intru

sion u

ntil

the ar

chae

ologic

al ex

pert

will d

ecide

on fu

rther

actio

n.

Proj

ect A

rea

Proj

ect S

ite

Thro

ugho

ut/ e

ntire

proj

ect a

rea,

inclu

ding

bor

row

sites

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

23 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Vehi

cula

rm

ovem

ent

Vehi

cula

rm

ovem

ent

Vehi

cula

rm

ovem

ent

OPE

RAT

ION

AL

STA

GE

WAT

ER &

SO

ILS

AM

BIEN

T A

IR Q

UA

LITY

NO

ISE

LEV

EL &

VIB

RAT

ION

S

Cont

amin

atio

n fro

m sp

ills

duet

o tra

ffic a

ndac

ciden

ts

Emiss

ion

from

veh

icula

rtra

fficc

ausin

g pu

blic

heal

th ri

sks,

nuisa

nce

ando

ther

impa

cts o

nth

e bi

o-ph

ysica

len

viro

nmen

t

Traffic

-relat

ed no

ise po

llutio

n and

vibrat

ionsfr

om en

gines,

tires

and

use o

f(pres

sure)

horn

s

The s

pills a

t the a

ccide

nt sit

es wi

ll be c

leared

imme

diatel

y and

dispo

sed of

fpr

operl

y

Road

side t

ree pl

antat

ions a

s app

licab

lean

d fea

sible

unde

r hars

h clim

aticco

nditio

ns; p

lants

shou

ld be

select

ed in

acco

rdan

ce to

their a

bility

to ab

sorb

emiss

ions R

egula

r roa

d main

tenan

ce to

ensu

rego

od su

rface

cond

ition S

peed

limits

in ar

eas s

ensit

iveM

onito

ring a

ir qua

lity at

defin

edsch

edule

Reg

ular v

ehicl

e che

ck to

contr

ol/en

sure

comp

lianc

e with

NEQ

S Enfo

rceme

nt an

d pen

alties

again

st tra

fficru

les vi

olator

s

Noi

se m

easu

rem

ents

will

be

carr

ied

out a

t loc

atio

nsan

d sc

hedu

le sp

ecifi

ed b

y th

e N

HA

to e

nsur

e th

eef

fect

iven

ess o

f miti

gatio

n m

easu

res,

e.g. s

peed

lim

itsan

d no

ise co

ntro

l pla

ntat

ions

at s

ensit

ive

spot

s.A

ccor

ding

to m

onito

ring

resu

lts, a

dditi

onal

soun

dba

rrie

rs in

form

of t

rees

and

hed

ges w

ill b

e di

scus

sed

with

the

affe

cted

pub

lic a

nd p

lant

ed if

agr

eed.

Sign

s for

sens

itive

zon

es (h

ealth

cent

ers

/edu

catio

nal i

nstit

utio

ns e

tc.)

will

be

head

ed to

proh

ibit

the

use

of p

ress

ure

horn

s.En

forc

emen

t and

pen

altie

s aga

inst

traffi

c rul

esvi

olat

ors.

Thro

ugho

ut th

ePr

ojec

t Are

a

Urb

an a

reas

and

at

sens

itive

spot

sal

ong

the

road

As a

pplic

able

at

Sens

itive

spot

sal

ong

the

road

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

24 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Vehi

cula

rm

ovem

ent

Road

side

Plan

tatio

n

Vehi

cula

rm

ovem

ent

Vehi

cula

rm

ovem

ent

FAU

NA

& F

LOR

A

RO

AD

SA

FETY

Acc

iden

ts w

ith w

ildlif

e

Mai

nten

ance

of F

lora

Acc

iden

tsinv

olvi

ngha

zard

ous m

ater

ials

Gen

eral

road

safe

ty is

sues

Settin

g up s

peed

limits

.Pr

ovisi

on of

prop

er saf

ety sig

nage

.Se

tting u

p spe

ed lim

itsPr

oper

lighti

ng ar

range

ments

at pe

trol

statio

ns, b

us tr

uck s

tops

Disp

lay of

signb

oard

s aler

ting d

rivers

’att

entio

n on w

ildlife

and e

nviro

nmen

taliss

ues r

elated

to sa

fe dr

iving

and w

ildlife

enco

unter

s.Sp

ecial

educ

ation

signb

oard

s at ti

mes

when

migr

atory

bird

s ten

d to a

ppro

ach

the hi

ghwa

y; inf

orm

schoo

l mast

ers

Mon

itorin

g of s

urviv

al of

trees

at the

rate

of 75

% sh

ould

be do

ne in

the f

irst y

ear

of the

opera

tion s

tage a

nd su

itable

mitig

ation

mea

sures

shou

ld be

take

n to

prote

ct the

tree

sEf

forts

will b

e mad

e for

prop

erma

inten

ance

of pla

nted t

rees, s

hrub

san

d gras

ses to

main

tain g

reene

ry an

daest

hetic

s.

In ca

se of

spilla

ge, th

e rep

ort to

relev

ant d

epart

ments

will

be m

ade.

Effor

ts wi

ll be m

ade t

o clea

n the

spills

of oi

l, tox

ic ch

emica

ls etc.

asea

rly as

possi

ble.

Traffic

man

agem

ent p

lan w

ill be

deve

loped

, esp

eciall

y alon

gco

ngest

edloc

ation

sTra

ffic co

ntrol

measu

res in

cludin

g spe

edlim

its w

ill be

enfor

ced

Thro

ugho

ut th

epr

ojec

t site

Thro

ugho

ut P

rojec

tRo

ad

At a

ny lo

catio

nw

here

acc

iden

toc

curs

Thro

ugho

ut P

rojec

tro

ad

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

En

vir

on

men

tal

Man

agem

ent

Pla

n



SEcTION 8

25 Of 30

Activ

ities

and

Actio

nsEn

viro

nmen

talIss

ue/C

ompo

nent

Prop

osed

Miti

gatio

n M

easu

res

Appr

oxim

ate L

ocati

onIn

stitu

tiona

l Res

pons

ibili

ties f

or Im

plem

entin

g M

itiga

tion

Mea

sure

sImpl

emen

tatio

n Su

perv

ision

Incr

ease

infa

ciliti

es, m

obili

ty,

acce

ss, a

nd sh

ipm

ent

of g

oods

SOC

IAL

& E

CO

NO

MIC

DEV

ELO

PMEN

T

Impa

cts r

elat

edto

des

ired

and

unde

sired

deve

lopm

ent

follo

win

g ro

ad se

ctor

proj

ects

Contr

ol of

encro

achm

ent a

long

Karac

hi Hy

derab

ad C

arriag

eway

Road

Thro

ugho

ut th

epr

ojec

t site

M/s Bin

apuri P

akistan

Pvt. Lt

dInd

epende

nt Moni

toring

Consult

ant

En

vir

on

men

tal

Man

agem

ent

Pla

n

8.11 EnvironmentalMonitoring

This section provides a monitoring plan that identifies

the roles and responsibilities of the Project staff

involved in environmental and social monitoring and

list the parameters that will be used in the monitoring

process.

8.11.1 Objectives

The main objectives of the pre-construction and

construction phase monitoring plans will be able to:

n Monitor the actual impact of the works on

physical, biological and socioeconomic receptors

within the project corridor for indicating the

adequacy of the ESIA.

n Recommend mitigation measures for any

unexpected impact or where the impact level

exceeds that anticipated in the ESIA.

n Ensure compliance with legal and community

obligations including safety on construction sites.

n Restoration of the construction campsites as

described in the EMP

n Ensure the safe disposal of excess construction

materials.

The main objectives of monitoring during the operation

phase will be to:

n Appraise the adequacy of the ESIA with respect to

the Project’s predicted long-term impact on the

corridors physical, biological and socioeconomic

environment.

n Evaluate the effectiveness of the mitigation

measures proposed in the EMP and recommend

improvements, if and when necessary.

n Compile periodic accident data to support

analyses that will help minimize future risks.

n Monitor the survival rate of avenue plantations

8.11.2 Monitoring Roles,Responsibilities and Schedules

(a) Internal Monitoring

The project staff engaged in social and environmental

monitoring is listed below, followed by descriptions of the

monitoring responsibilities specific to each post:

n DD (Environment)

n Supervision Consultants

Overall monitoring plan is shown in Table 8.2.

(b) Deputy Director (Environment)

The Deputy Director (Environment) will have overall

responsibility for Environmental Monitoring and

Evaluation.This includes the following:

n Ensuring the availability of human and materials

resources required for environmental monitoring.

n Generating periodic monitoring reports and

disseminating these among the management and

appropriate staff members.

n Ensuring that the required environmental training is

provided to the staff concerned;

n Contracting out external monitoring to independent

firms and ensuring that periodic environmental

audits are carried out.

The DD (Environment) and his team will also be

responsible for:

n Carrying out visits to the construction sites to review

the environmental performance of the contractors

n The status of the Project’s consultation strategy.

(c) Supervision Consultant

Supervision consultant will involve the Environmental

Expert/Monitoring Consultant and Resident Engineer.

The Resident Engineer will overlook the performance of

contractor to make sure that the contractor is carrying out



SEcTION 8

26 Of 30

the work in accordance with EMP.The Independent

Monitoring Consultant (IMC) on the other hand will carry

out the environmental monitoring and report to DD

(Environment) for adequacy of the monitoring program as

specified in EMP.The IMC will also induct a Technical

Training Consultant to educate the contractor’s and

NHA’s staff.

8.11.3 Monitoring Parameters

A. Environmental Monitoring

Parameters

The following environmental parameters will be

monitored at locations identified during the construction

phase (e.g. location of asphalt plants, construction camps,

etc).

n Ambient Air Quality (NOx, SOx, CO and PM10)

n Asphalt Plant emissions (smoke, dust, etc)

n Ambient Noise levels

n Water Quality

B. Social Monitoring Parameters

Social monitoring will be carried out based on the

following indicators:

n Record of any problems due to restricted access to the

highway during construction and whether ramps/

diversions have been provided where required.

n Number of grievances recorded and redressed

n Number of public facilities and utilities to be relocated

n Number of mosques/ shrines/ graves to be relocated

(if any)and corresponding contribution of affected

communities and NHA

n Verification of relocation of mosques/shrines/graves.

8.11.4 Reporting Structure andOutcomes

Progress reporting will be the overall responsibility of the

Project Director who will provide inputs to the

Supervision Consultants for submission to GM

(NHA).The supervision Consultants will be responsible

for submitting a monthly environmental/social report for

the Project to GM (NHA).In addition, the DD

(Environment) will prepare a quarterly report

encompassing environmental concerns, and following

review by the Director (Environment, Social) he will

submit the report to the EPA Sindh.



SEcTION 8

27 Of 30



SEcTION 8

28 Of 30

Envi

ronm

ental

Com

pone

ntPa

ram

eters

Loca

tions

Freq

uenc

ysta

ndar

dsIm

plem

entat

ion

Supe

rvisi

on

Air

Qua

lity

Wat

er Q

ualit

y

Noi

se le

vels

Solid

was

te fr

omco

ntra

ctor

’s ca

mp

Land

Con

tam

inat

ion

CO, C

O2,

SO2,

NO

x, d

ust

and

micr

oclim

ate

para

met

ers

At al

l sites

whe

re air

quali

tyan

alysis

is ca

rried

out a

nd at

vario

us In

terch

ange

s

Surfa

ce wa

ter bo

dies /

lago

ons /

pond

s, etc.

in pr

oxim

ity to

cons

tructi

on sit

es

Resid

entia

l & Se

nsitiv

e area

s.

At co

ntrac

tors c

amp s

ite

Expo

sed su

rfaces

in an

d aro

und

areas

in pr

oxim

ity to

cons

tructi

onsit

es pa

rticu

larly

at sta

tions

&de

pot. S

ubsu

rface

sampli

ng in

areas

aroun

d pilin

g, ex

cava

tion,

quarr

ying a

nd ba

tching

plan

ts.

Mea

surin

g tw

ice a

mon

th, 6

sam

ples

at

one

loca

tion.

Onc

e fo

rtnig

htly

for

surfa

ce a

ndgr

ound

wat

er. G

rabs

Sam

plin

g to

be

done

onc

e at

eac

hid

entif

ied

loca

tion.

Mea

surin

g 2

times

per m

onth

, 16

hour

s/ d

ay

Onc

e in

a m

onth

Onc

e fo

rtnig

htly

for

surfa

ce a

nd su

b-su

rface

sam

ples

.Sa

mpl

ing

to b

edo

ne g

rab

once

at

each

iden

tifie

dlo

catio

n

WH

O/U

SEPA

guid

elin

es,N

EQS

WH

O/N

EQS

NEQ

s

N/A

NEQ

s

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Bin

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Tab

le 8

.2:

En

vir

on

men

tal

Mo

nit

ori

ng

Pla

n d

uri

ng

Co

nst

ruct

ion

Ph

ase



SEcTION 8

29 Of 30

Envi

ronm

ental

Com

pone

ntPa

ram

eters

Loca

tions

Freq

uenc

ysta

ndar

dsIm

plem

entat

ion

Supe

rvisi

on

Hea

lth S

afet

y of

Cont

ract

or S

taff

Flor

a an

d Fa

una

Road

side

pla

ntat

ion

Site

Res

tora

tion

Socio

-eco

nom

ic

• Te

mpo

rary

fenc

ing

of th

eco

nstru

ctio

n sit

e fo

r saf

ety

of w

orke

rs a

nd g

ener

alpu

blic

also

chec

king

unau

thor

ized

acc

ess.

• Pr

otec

tive

gear

and

safe

ty e

quip

men

t for

cons

truct

ion

wor

kers

.•

Basic

trai

ning

of

pers

onne

l in

heal

th a

ndsa

fety

and

resp

ondi

ng to

emer

genc

ies

Visu

al ch

ecks

to a

sses

s the

situa

tion

Visu

al in

spec

tion

of p

lant

spec

ies,

surv

ival

rate

and

statu

s of m

aint

enan

ce

Resto

ring

the

sites

tofin

ished

pro

ject s

ites

with

out u

nnec

essa

ryde

lays

.

• Co

mm

unica

ble

Dise

ases

Prev

entio

n Pr

ogra

m w

illbe

prep

ared

for

cons

truct

ionw

orke

rs o

rre

siden

ts ne

arth

econ

struc

tion

sites

• Cu

ltura

l &A

rcha

eolo

gica

l Site

s

M-9

RoW

M-9

RoW

At sit

es wh

ere pl

antat

ion w

asca

rried

out.

At sit

e with

in rig

ht of

the w

ay

Cons

tructi

on Si

tes

M-9

RoW

Cont

inuo

us

Cont

inuo

us

• O

ne m

onth

afte

rpl

anta

tion

• O

ne y

ear a

fter

plan

tatio

n

Afte

r com

plet

ion

ofea

ch se

ctio

n

Cont

inuo

us

Pote

ntia

lm

onito

ring

met

hod

coul

d be

occu

patio

nal s

afet

ytra

inin

g at

the

ince

ptio

n of

the

cons

truct

ion

or e

ach

time

a ne

w w

orke

rsta

rts to

eng

age

inth

e jo

b an

d pe

riodi

che

alth

chec

ks fo

r all

wor

kers

.

- 75 %

surv

ival

rate

N/A

N/A

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Tab

le 8

.2:E

nv

iro

nm

enta

l M

on

ito

rin

g P

lan

du

rin

g C

on

stru

ctio

n P

has

e



SEcTION 8

30 Of 30

Envi

ronm

ental

Com

pone

ntPa

ram

eters

Loca

tions

Freq

uenc

ysta

ndar

dsIm

plem

entat

ion

Supe

rvisi

onD

urati

on

Air

Qua

lity

Wat

er Q

ualit

y

Noi

se L

evel

s

SOx,

NO

x, C

O, P

M10

pH, B

OD

, CO

D, T

DS,

TSS

,D

O, c

olifo

rms,

Har

dnes

s,N

itrat

e, E.

coli

La (d

B)

From

the e

dge o

f the p

avem

ent

down

wind

back

grou

ndco

ncen

tratio

n nea

r a re

siden

tial

area a

t a se

nsitiv

e loc

ation

Comm

unity

grou

nd w

ater

sour

ces n

ear R

oW tw

o sele

cted

locati

ons o

n exis

ting /

prop

osed

highw

ay

From

the e

dge o

f pav

emen

t, at

sensit

ive lo

catio

n and

ares

identi

al/co

mmerc

ial ar

ea.

Mea

surin

g th

e fir

st12

mon

ths,

8sa

mpl

es a

t rin

g on

cea

quar

ter d

urin

gon

e lo

catio

n.

Onc

e a

year

insu

mm

er ,

just

befo

rem

onso

on se

ason

for

thre

e ye

ars

Mea

surin

g 1

time

per q

uarte

r dur

ing

the

first

12 m

onth

s.

WH

O/U

SEPA

guid

elin

es, N

EQS

WH

O D

rinki

ngW

ater

Qua

lity

Gui

delin

es

NEQ

s & W

HO

noise

gui

delin

es

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Bina

Puri

(Pvt

) Ltd

/NH

A

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

Inde

pend

ent M

onito

ring

Cons

ulta

nt

24 h

ours

,rea

ding

sta

ken

at 1

5 se

cin

terv

als,

over

15

min

, eve

ry h

our

and

then

ave

rage

d

- 24 h

ours

, rea

ding

sta

ken

at 1

5 se

c, 15

min

, eve

ry h

our

and

then

ave

rage

d

Tab

le 8

.2:E

nv

iro

nm

enta

l M

on

ito

rin

g P

lan

du

rin

g O

per

atio

n P

has

e

environmental and soCial impaCt assessment for KaraChi hyderabad motorway (m-9) projeCt

environmental management Consultants

seCtion 9

1 of 2

ConClusion

9.1 Findings

The environmental and social assessment process

described in this document have evaluated and assessed

the environmental impacts of the proposed Karachi-

Hyderabad M-9 project. Potential impacts were

identified in relation to planning, design and location for

construction and operation phases of the proposed

Karachi-Hyderabad M-9 Project. Mitigation measures

have been suggested to reduce all negative impacts to

acceptable levels. These were discussed with specialists

responsible for the engineering aspects, and measures

have been included in the designs for the infrastructure.

This means that the number of impacts and their

significance have already been reduced by amending the

design. These include:

n Strengthen the existing road infrastructure without

disturbing the business of the people;

n Design of structures as per seismic zone to eliminate

risk;

n Design of storm water drainage system in

consideration of change in topography;

n Replantation of trees and Compensatory plantation;

n Avoiding complete closure of road by limiting the

construction area to actual M-9 RoW and allowing

the traffic as per the traffic management plan.

n Provide provision of chain link fence and all

necessary arrangement on both sides of defined

RoW;

During the construction phase, impacts mainly arise

from generation of dust from soil excavation and

refilling; and from the disturbance of residents,

businesses, traffic and important buildings by the

construction work. Among these, public and worker

safety due to large scale construction using heavy-duty

construction equipment, traffic disturbance during

construction is considered to be significant.

Important measures suggested include:

n Dust control measures such as water sprinkling and

covering the loose material during transport;

n Proper planning and scheduling of noise generating

activities;

n Providing alternative traffic routes/detours and

informing public about the same;

n Providing public information boards at site (project

details, traffic arrangements, executing agency and

contractor details; safety and contact information);

n Following standard and safe construction practices

(barricading the site properly; avoiding accidental

traffic entry including pedestrians; deployment of

safety and security staff; providing warning/sign

boards; provision of protection equipment; special

precautions during risky works like arranging the

pre-cast elements and equipment safety checks, etc.)

n By considering the above mentioned factors and the

road will now be constructed first on one side and

then on the other side from centerline of the existing

road to a 6 lane carriageway. This will have the

advantage of enhanced safety during construction

and operational stages, and less disruption to the

passing traffic during construction. It will also

minimize resettlement of structures, trees and other

utilities

The construction of the existing road will be in such a

way with minimal land acquired and less disruption to

the traffic hence no major impacts are envisaged.

The main beneficiary of the proposed project is to

provide a future access to the Karachi- Hyderabad

Motorway that would be achievable in the most

appropriate location.

Mitigation will be assured by a program of

environmental monitoring conducted to ensure that all

measures are provided as intended, and to determine

09

whether the environment is protected as envisaged. This

will include observations on and off site, document

checks, and interviews with workers and beneficiaries,

and any requirements for remedial action will be

reported to the EPA.

Stakeholders were involved in developing the ESIA

through face-to-face discussions in meetings at ESIA

preparatory stage and a large public hearing will be

held, after which views expressed will be incorporated

into the ESIA and the planning and development of the

project.

There are two essential recommendations that need to be

followed to ensure that the environmental impacts of the

project are successfully mitigated. The proponent and

NHA shall ensure that:

n All mitigation, compensation and enhancement

measures proposed in this ESIA report are

implemented in full, as described in the document;

n The Environmental Management and Monitoring

Plan proposed is also implemented in letter & spirit.

9.2 Conclusion

The environmental impacts of the proposed Karachi -

Hyderabad M-9 Project have been assessed by the

Environmental Impact Assessment reported in this

document, conducted according to the Pakistan

Environmental Protection Act 1997 and the Rules and

Regulations framed there under. Social issue will be

given due priority and will be resolved at

preconstruction stage of project in consultation with

community.

It is concluded that the construction of Karachi-

Hyderabad M-9 Project will have a great relief to traffic

commuting from Karachi to Hyderabad and Northern

Areas of Pakistan. As it will also help in the reduction of

traffic jams faced due to slow moving heavy traffic.

Generally the project will show positive impacts once

completed but may cause some short term negative

impacts during its construction stage. These negative

impacts however, can be minimized or avoid if

proposed mitigation measures are duly taken into

account.

The overall conclusion is that providing the mitigation,

compensation and enhancement measures are

implemented in full, there should be no significant

adverse environmental impacts as a result of location,

design, construction or operation of the project.

environmental and soCial impaCt assessment for KaraChi hyderabad motorway (m-9) projeCt

environmental management Consultants

seCtion 9

2 of 2

ENVIroNmENtAl ANd soCIAl ImpACt AssEssmENt for KArAChI hydErAbAd motorwAy (m-9)projECt

ENVIroNmENtAl mANAgEmENt CoNsultANts

ANNEX I

I of XXV

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ANNEX I

III of XXV

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ANNEX I

IV of XXV

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ANNEX I

V of XXV

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VI of XXV

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VII of XXV

ANNEX I



ANNEX I

VIII of XXV

ANNEX I



ANNEX I

IX of XXV

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ANNEX I

X of XXV

ANNEX I



ANNEX I

XI of XXV

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XII of XXV

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ANNEX I

XIII of XXV

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XV of XXV

ANNEX I



ANNEX I

XVI of XXV

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ANNEX I

XVIII of XXV

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ANNEX I

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ANNEX I

XXI of XXV

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XXIII of XXV

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ANNEX I

XXIV of XXV

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ANNEX I

XXV of XXV

ANNEX I

ENVIroNmENtAl ANd soCIAl ImpACt AssEssmENt for KArAChI hydErAbAd motorwAy (m-9) projECt


ANNEX II

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ANNEX II



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ANNEX II

III of XXV

ANNEX II



ANNEX II

IV of XXV

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ANNEX II

V of XXV

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ANNEX II

VI of XXV

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ANNEX II

VII of XXV

ANNEX II



ANNEX II

VIII of XXV

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ANNEX II

IX of XXV

ANNEX II



ANNEX II

X of XXV

ANNEX II



ANNEX II

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ANNEX II



ANNEX II

XII of XXV

ANNEX II



ANNEX II

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ANNEX II

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ANNEX II

XV of XXV

ANNEX II



ANNEX II

XVI of XXV

ANNEX II



ANNEX II

XVII of XXV

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ANNEX II

XVIII of XXV

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ANNEX II

XIX of XXV

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ANNEX II

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ANNEX II



ANNEX II

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ANNEX II

XXIV of XXV

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ANNEX II

XXV of XXV

ANNEX II



ANNEX III

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ANNEX III



ANNEX III

II of XVIII

ANNEX III



ANNEX III

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ANNEX III

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ANNEX III

V of XVIII

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ANNEX III

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ANNEX III

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ANNEX III

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ANNEX IV

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ANNEX IV



ANNEX IV

II of VI

ANNEX IV



ANNEX IV

III of VI

ANNEX IV



ANNEX IV

IV of VI

ANNEX IV



ANNEX IV

V of VI

ANNEX IV



ANNEX IV

VI of VI

ANNEX IV



ANNEX V

I of IX

ANNEX V



ANNEX V

II of IX

ANNEX V



ANNEX V

III of IX

ANNEX V



ANNEX V

IV of IX

ANNEX V



ANNEX V

V of IX

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ANNEX V

VI of IX

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ANNEX V

VII of IX

ANNEX V



ANNEX V

VIII of IX

ANNEX V



ANNEX V

IX of IX

ANNEX V



ANNEX VI

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ANNEX VI



ANNEX VI

II of III

ANNEX VI



ANNEX VI

III of III

ANNEX VI

M9-EIA-Draft Final Report

Technology

nagar parkar

mustafa cng

social impact

ltdindependent

huge expanse

avoiding complete

clear vertical

main shahrae