World Bank · 2 | P a g e CONTENTS CONTENTS ................................................................................................................................2

ENVIRONMENTAL IMPACT

ASSESSMENT

KARACHI MOBILITY PROJECT

YELLOW BRT CORRIDOR

FINAL REPORT

May 09, 2019

Sindh Mass Transit Authority

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CONTENTS

CONTENTS ................................................................................................................................2

ABBREVIATIONS .......................................................................................................................9

EXECUTIVE SUMMARY .......................................................................................................... 10

Background ........................................................................................................................... 10

Yellow BRT Corridor Project .................................................................................................. 10

Zone of Influence ................................................................................................................... 10

Proponent of the Project ........................................................................................................ 11

Project Institutional Arrangement ........................................................................................... 11

Requirement of Environmental Assessment .......................................................................... 11

Importance of the Yellow BRT Corridor ................................................................................. 11

Project Beneficiaries .............................................................................................................. 11

Alignment of Yellow BRT Corridor ......................................................................................... 12

Contracts for BRT System of Yellow BRT Bus Service .......................................................... 12

Yellow BRT Corridor Infrastructure Detail .............................................................................. 12

Yellow BRT Fleet ................................................................................................................... 12

Proposed Vehicle Scrapping Plan ......................................................................................... 13

Relocation of Utilities ............................................................................................................. 13

Financing and Implementation Schedule ............................................................................... 13

Policy Framework .................................................................................................................. 13

Description of the Environmental Baseline............................................................................. 14

Anticipated Environmental Impacts and Mitigation Measures ................................................ 15

Environmental Management Plan .......................................................................................... 24

Consultation, Disclosure & Grievance Redress Mechanism .................................................. 25

Conclusion and Recommendations ....................................................................................... 25

1.0 INTRODUCTION ............................................................................................................ 27

1.1 Background................................................................................................................. 27

1.1.1 The City of Karachi .............................................................................................. 27

1.1.2 Transportation Issues of the Karachi .................................................................... 27

1.1.3 Studies for the Improvement of Karachi Transportation Issue .............................. 28

1.1.4 Transport Administration in Karachi ..................................................................... 29

1.1.5 Yellow BRT Bus Project ....................................................................................... 30

1.1.6 Zone of Influence ................................................................................................. 30

1.2 Proponent of the Project ............................................................................................. 33

1.3 Project Institutional Arrangement ................................................................................ 33

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1.4 Requirements of Environmental Assessment .............................................................. 34

1.4.1 World Bank Requirement ..................................................................................... 34

1.4.2 SEPA’s Requirement ........................................................................................... 35

1.5 Approach and Methodology for EIA ............................................................................. 35

1.6 Organization of the EIA Report ................................................................................... 36

1.7 Status of EIA and Further Additions ............................................................................ 38

2.0 PROJECT DESCRIPTION ............................................................................................. 39

2.1 Proposed Project ........................................................................................................ 39

2.1.1 Project Rationale ................................................................................................. 39

2.1.2 Project Development Objective ............................................................................ 39

2.1.3 Key Results.......................................................................................................... 39

2.2 Component of the Projects .......................................................................................... 40

2.2.1 Component 1: Urban Road Infrastructure along the Yellow BRT Corridor ............ 40

2.2.2 Component 2: Development and Operationalization of a BRT System along the

Yellow Corridor .................................................................................................................. 40

2.2.3 Component 3: Capacity Building and Technical Assistance ................................. 40

2.3 Yellow BRT Corridor Description ................................................................................. 41

2.3.1 Importance of the Yellow BRT Corridor ................................................................ 41

2.3.2 Alignment of Yellow BRT Corridor ........................................................................ 41

2.3.3 Trunk, Direct and Feeder Services ....................................................................... 49

2.3.4 Contracts for BRT System of Yellow BRT Bus Service ........................................ 50

2.4 BRT Yellow Corridor Infrastructure Detail .................................................................... 51

2.4.1 Roads (Dedicated and Mixed) .............................................................................. 51

2.4.2 Bridges ................................................................................................................ 51

2.4.4 Stations ................................................................................................................ 52

2.4.7 Bus Depots .......................................................................................................... 59

2.5 Utilities ........................................................................................................................ 59

2.5.1 Electricity ............................................................................................................. 59

2.5.2 Water ................................................................................................................... 61

2.5.3 Generators ........................................................................................................... 61

2.6 Yellow BRT Buses ...................................................................................................... 61

2.6.1 Bus Type and Dimension ..................................................................................... 64

2.6.2 Bus Fleet ............................................................................................................. 64

2.6.3 Bus Trips ............................................................................................................. 65

2.6.4 Bus Fare .............................................................................................................. 65

2.7 Proposed Vehicle Scrapping Plan ............................................................................... 65

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2.8 Relocation of Utilities .................................................................................................. 65

2.9 Construction Sequence ............................................................................................... 66

2.10 Financing and Implementation Schedule .................................................................... 67

3.0 ANALYSIS OF ALTERNATIVES .................................................................................... 69

3.1 “Do-Nothing” Scenario ................................................................................................ 69

3.2 “Road Development” Scenario .................................................................................... 70

3.3 “Road Development + KCR” Scenario ........................................................................ 71

3.4 “Do-Existing Plan” Scenario ........................................................................................ 71

3.5 Scenario by Network Type .......................................................................................... 72

3.6 Scenario by Marketing Segment ................................................................................. 75

3.7 Mass Rapid Transit Systems Alternatives ................................................................... 75

3.7.1 Infrastructure cost per kilometer (US$ Million/km) ................................................ 76

3.8 Conclusion of Scenario Analysis ................................................................................. 76

4.0 POLICY, LEGAL & ADMINISTRATIVE FRAMEWORK................................................... 77

4.1 Policy Framework ....................................................................................................... 77

4.1.1 Climate Change Policy of Pakistan, 2012 ............................................................ 77

4.1.2 World Bank Safeguard Policies and Procedures .................................................. 78

4.2 Statutory Framework ................................................................................................... 79

4.2.1 Sindh Environmental Protection Act, 2014 ........................................................... 79

4.2.2 Sindh EPA (Review of IEE/EIA) Regulations 2014 ............................................... 80

4.2.3 Sindh Environmental Quality Standards (SEQS), 2014 ........................................ 81

4.2.4 Sindh Cultural Heritage (Preservation) Act, 1994 ................................................. 81

4.2.5 Antiquities Act, 1975 ............................................................................................ 81

4.2.6 Sindh Wildlife Protection (Second Amendment) Ordinance, 2001 ........................ 82

4.2.7 The Sindh Local Government Act 2013 ................................................................ 82

4.2.8 Land Acquisition Act, 1894................................................................................... 83

4.2.9 Employment of Child Act 1991 ............................................................................. 83

4.2.10 Sindh Factories Act 2015 ..................................................................................... 83

4.2.11 Sindh Minimum Wages Act, 2015 ........................................................................ 83

4.3 Environmental and Social Guidelines .......................................................................... 84

4.3.1 Environmental Protection Agency’s Environmental and Social Guidelines ........... 84

4.3.2 World Bank Guidelines on Environment ............................................................... 84

4.3.3 IFC Performance Standards on Social and Environmental Sustainability ............. 85

4.4 International Treaties and Conventions ....................................................................... 87

5.0 DESCRIPTION OF THE ENVIRONMENTAL BASELINE ............................................... 88

5.1 Purpose of the Baseline Study .................................................................................... 88

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5.2 Physical Environment ................................................................................................ 88

5.2.1 Climate ................................................................................................................ 89

5.2.2 Temperature ........................................................................................................ 89

5.2.3 Rainfall................................................................................................................. 90

5.2.4 Humidity ............................................................................................................... 91

5.2.5 Wind .................................................................................................................... 92

5.2.6 Topography ......................................................................................................... 94

5.2.7 Water Resources ................................................................................................. 95

5.2.8 Sewerage System ................................................................................................ 99

5.2.9 Flooding ............................................................................................................. 103

5.2.10 Seismology ........................................................................................................ 103

5.2.11 Ambient Air Quality ............................................................................................ 104

5.2.12 Noise Monitoring ................................................................................................ 107

5.3 Biological Environment ............................................................................................. 108

5.3.1 Flora .................................................................................................................. 108

5.3.2 Fauna ................................................................................................................ 109

5.4 Overview of Socioeconomic Condition ...................................................................... 110

5.4.1 Population .......................................................................................................... 110

5.4.2 Health ................................................................................................................ 111

5.4.3 Education ........................................................................................................... 111

5.4.4 Economy ............................................................................................................ 111

5.4.5 Land Use (City-wide Perspective) ...................................................................... 112

5.6 Physical Infrastructure .............................................................................................. 113

5.6.1 Landmarks at Project Site .................................................................................. 113

6.0 ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES ................ 115

6.1 Project Activities ....................................................................................................... 115

6.2 Potential Environmental Impacts ............................................................................... 117

6.2.1 Construction Phase Potential Environmental Impacts ........................................ 117

6.2.2 Operational Phase Potential Environmental Impacts .......................................... 126

6.3 Mitigation Measures .................................................................................................. 131

6.3.1 Construction Phase Mitigation Measures ........................................................... 131

6.3.2 Operation Phase Mitigation Measures ............................................................... 138

7.0 ENVIRONMENTAL MANAGEMENT PLAN .................................................................. 144

7.1 Institutional Arrangement .......................................................................................... 144

7.1.1 Sindh Mass Transit Authority (SMTA) ................................................................ 144

7.1.2 Party A (Infrastructure Development) ................................................................. 145

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7.1.3 Contractor .......................................................................................................... 148

7.1.4 Party B (Operator Company) ............................................................................. 148

7.1.5 Environmental Consultant .................................................................................. 148

7.1.6 Third Party Validation ......................................................................................... 148

7.1.7 Sindh Environmental Protection Agency (SEPA)................................................ 149

7.1.8 World Bank ........................................................................................................ 151

7.2 No Objection Certificate (NOC) ................................................................................. 151

7.3 Environmental Mitigation Plan ................................................................................... 151

7.4 Environmental Monitoring Plan ................................................................................. 152

7.5 Capacity Building ...................................................................................................... 168

7.6 Tentative Budget ....................................................................................................... 169

8.0 CONSULTATION, DISCLOSURE & GRIEVANCE REDRESS MECHANISM ............... 170

8.1 Introduction ............................................................................................................... 170

8.2 Objective ................................................................................................................... 170

8.3 Process of Stakeholder Consultation ........................................................................ 170

8.4 Requirement of World Bank for Public Consultation .................................................. 171

8.5 Requirements of Public Consultation by Sindh Environmental Protection Agency ..... 171

8.6 Disclosure of Information .......................................................................................... 172

8.7 Identification of Stakeholders .................................................................................... 172

8.8 Public Consultation in the Field ................................................................................. 173

8.9 Consultation with Institutional Stakeholders .............................................................. 174

8.9.1 Sindh Environmental Protection Agency (SEPA), Assistant Director, EIA .......... 174

8.9.2 Department of Antiquities and Cultural Heritage ................................................ 175

8.10 Grievance Redress Mechanism ................................................................................ 176

9.0 CONCLUSION & RECOMMENDATIONS .................................................................... 177

REFERENCES ....................................................................................................................... 178

ANNEXURES ......................................................................................................................... 180

LIST OF FIGURES

Figure 1: Planned Mass Transit Corridors ................................................................................. 29

Figure 2: Project Layout and Station Locations ......................................................................... 31

Figure 3: Land Use along Yellow BRT Corridor ......................................................................... 32

Figure 4: Project Institutional Arrangement................................................................................ 34

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Figure 5: Study Area Corridor and Major Intersections within the Project Area .......................... 43

Figure 6: Segment-1: Dawood Chowrangi to Future Colony ...................................................... 44

Figure 7: Segment-2: Korangi Road along Korangi Industrial Area ........................................... 45

Figure 8: Segment-3: Malir Bridge ............................................................................................. 46

Figure 9: Segment-4: KPT Interchange ..................................................................................... 46

Figure 10: Segment-5: KPT Interchange to FTC Flyover ........................................................... 47

Figure 12: Segment-7: Shahrah-e-Qaideen .............................................................................. 48

Figure 11: Segment-6: Shahrah-e-Faisal .................................................................................. 49

Figure 13: Trunk, Feeder and Direct Services ........................................................................... 50

Figure 14: Typical View of Bus Stop .......................................................................................... 53

Figure 15: Location of Bus Stops .............................................................................................. 53

Figure 16: Type A Station Layout .............................................................................................. 55

Figure 17: Type B Station Layout .............................................................................................. 56

Figure 18: Type C Station Layout .............................................................................................. 57

Figure 19: Type D Station Layout .............................................................................................. 58

Figure 20: East Depot near Dawood Chowrangi ....................................................................... 60

Figure 21: South Depot near Indus Hospital .............................................................................. 60

LIST OF TABLES

Table 1: Detail of Bus Stops ...................................................................................................... 52

Table 2: Concerned Departments for Utilities Relocation .......................................................... 66

Table 3: Indicative Costs (US$ million) ...................................................................................... 67

Table 4: Maximum, Minimum and Average Temperature (Karachi) ........................................... 89

Table 5: Average Rainfall of Karachi (mm) ................................................................................ 90

Table 6: Average Humidity (%) of Karachi (mm) ....................................................................... 91

Table 7: Maximum and Average Wind Speed (kmph) of Karachi) ............................................. 93

Table 8: Detail of Filtration Plants in Karachi ............................................................................. 98

Table 9: Wastewater Quality of Malir and Lyari Rivers ............................................................ 100

Table 10: Wastewater Testing Results .................................................................................... 102

Table 11: Ambient Air Quality at Project Location ................................................................... 105

Table 12: Noise Monitoring at Project Site .............................................................................. 107

Table 13: Estimated Annual Cases of Morbidity from PM Ambient Concentration Karachi-2009

...............................................................................................................................................111

Table 14: Project Activities ...................................................................................................... 115

Table 15: Potential Impacts of Construction Phase ................................................................. 117

Table 16: Detail of the Trees and Plants at Yellow BRT Corridor ............................................ 119

Table 17: Ambient Air Quality Standards as per SEQS ........................................................... 122

Table 18: Typical Noise Levels from Construction Equipment ................................................. 124

Table 19: Noise Standards as per SEQs ................................................................................. 125

Table 20: Potential Impacts of Operational Phase ................................................................... 126

Table 21: Environmental Impacts of Change of Land Use by Yellow BRT Corridor ................. 127

Table 22: Emission Standards for New Vehicles (g/kWh) ........................................................ 128

Table 23: Vehicular Emission and Noise Standard as per SEQS ............................................ 129

Table 24: Environmental Mitigation Plan ................................................................................. 153

Table 25: Environmental Monitoring Plan ................................................................................ 163

Table 26: Training Requirements ............................................................................................ 168

Table 27: Tentative Yearly Budget for Environmental Management ........................................ 169

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ABBREVIATIONS

BRT Bus Rapid Transit

CNG Compressed Natural Gas

DHA Defense Housing Authority

EA Environmental Assessment

EIA Environmental Impact Assessment

EMP Environmental Management Plan

FTC Finance and Trade Centre

GoS Government of Sindh

Hp Horsepower

IEE Initial Environmental Examination

JICA Japan International Cooperation Agency

KSDP Karachi Strategic Development Plan

KTIP Karachi Strategic Development Plan 2020

kWh Kilo Watt Hour

MRT Mass Rapid Transit

MW Megawatt

NOC No Objection Certificate

NOx Oxides of Nitrogen

OBDM Operational Design and Business Model

OP Operational Policy

PCR Project Completion Report

PCRs Physical Cultural Resources

PGA Peak Ground Acceleration

PKR Pak Rupee

PM Particulate Matter

PM10 Particulate Matter of 10 micrometer Diameter Particle Size

PM2.5 Particulate Matter of 2.5 micrometer Diameter Particle Size

PSHA Probabilistic Seismic Hazard Assessment

ROW Right of Way

SEPA Sindh Environmental Protection Agency

SEQS Sindh Environmental Quality Standards

SMTA Sindh Mass Transit Authority

TMTD Transport and Mass Transit Department

TPV Third Party Validation

TSP Total Suspended Particulates

WHO World Health Organization

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EXECUTIVE SUMMARY

Background

Karachi is one of the largest and most populous metropolitan cities in the world with built-up areas comprising about 1,500 km2. Karachi Strategic Development Plan 2020 (KSDP 2020) projected that the population of Karachi will be around 27.6 million by 2020. Karachi Transportation Improvement Project by Japan International Cooperation Agency (JICA KTIP 2030) projected that the population of Karachi is expected to be 31.6 million by 2030. This would rank Karachi as the one of the biggest cities of the world.

One of the major challenges of the city is that it lacks a proper public transport system. The public transport availability in the last decade has not been able to keep pace with increasing population growth. The share of public transport has actually fallen due to insufficient investment in the sector. This has resulted in a shift of demand from public transport towards other modes of transport, such as motorcycles/private vehicles and informal Qingqi Rickshaws. Japan International Cooperation Agency (JICA) Person Trip Study-2005 establishes that in percentage terms Karachi’s public transport represents only 4.5% of the total vehicle fleet. Public transport in Karachi serves about 42% of the passenger demand, and even though it does not have dedicated lanes or any other feasible traffic management solution. Private vehicles are 36% of the total vehicular traffic but carry only 21% of the passengers.

It is assessed by previous studies that the existing public transport system cannot serve the existing and incremental demand in an effective manner. Major problems associated with the system are: unnecessary travel delays, severe traffic congestion, economic and financial losses and environmental problems. Daily commuters face problems due to poor quality of service, sub- standard vehicles and clumsy routes. In addition, environmental degradation due to vehicular air and noise pollutions is touching alarming levels in the city.

JICA carried out a detailed study for Karachi Transportation Improvement Project (KTIP) in 2009- 2012. The study recommended a comprehensive Urban Transport Master Plan that integrates roads and Mass Transit projects. KTIP study recommended two Mass Rapid Transit (MRT) lines (Blue and Brown) and six Bus Rapid Transit (BRT) lines (Green, Red, Yellow, Orange, Aqua, and Purple) besides revitalization of KCR on modern lines. The Yellow BRT corridor is one of the priority corridors identified by KTIP. The Yellow BRT corridor has been selected as the pilot project in Sindh. The general alignment of the Yellow BRT corridor has a generous Right of Way (ROW).

Yellow BRT Corridor Project

The project will have potential impacts on the existing public transport service providers, including owners, drivers and conductors of different type of vehicles, such as large buses, mini buses, and qingqi rickshaws.

Zone of Influence

Yellow BRT corridor passes through Districts of Korangi (Landhi Town, Korangi Town), Karachi East District (Jamshaid Town), Clifton Cantonment and Karachi Cantonment. The Yellow BRT bus will operate from Dawood Chowrangi/Korangi Road intersection (Landhi Town) to Shahrah- e-Qideen Road (Kashmir Road)/Numaish Chowrangi. The corridor will mostly serve employees working in the Korangi Industrial Area.

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Proponent of the Project

The Sindh Mass Transit Authority (SMTA) is the proponent for the Yellow BRT corridor project. SMTA was established in 2016 by SMTA Act 2014. It has a province-wide jurisdiction and is responsible for the management and implementation of the Transport Master Plan 2030, developed with the assistance of JICA.

Project Institutional Arrangement

A Project Director (PD) in the SMTA will be overall responsible for the project management. He/she will lead the Project Management Team (PMT) comprising of different team members from SMTA which will be responsible for various functions of the project regarding procurement, execution, supervision, monitoring, and project management. The World Bank (WB) will provide technical and capacity building assistance to SMTA. Various contractor, Private Operator and Fare Collector companies will participate in the project implementation and operation of the Yellow BRT system.

Requirement of Environmental Assessment

Yellow BRT project lies in Schedule-II of SEPA 2014. Projects lying under Schedule-II are required to prepare Environmental Impact Assessment (EIA) report. As per WB’s Safeguard Policies, the Yellow BRT corridor is a category B project. This EIA report has been prepared to fulfill the requirements of SEPA 2014 and WB’s Safeguard Policies.

Importance of the Yellow BRT Corridor

The Yellow Corridor project, as a fundamental component of Karachi’s Mass Transit Network, contemplates the operational and functional integration with other BRT corridors as follows:

1. Common corridor (considered as the segment from Numaish to Merewether Tower) and Karachi’s CBD at Numaish transit hub,

2. With Red BRT corridor at Kashmir Road intersection along Shahrah-e-Qaideen, 3. With Green, Orange and Blue BRT corridors at Numaish BRT hub, 4. With Brown (MRT) corridor at Singer Chowrangi along 8000 Road, and 5. With KCR at Kala Pull on Korangi Road and Landhi Railway Station nearby Dawood

Chowrangi in Landhi .

Project Beneficiaries

It is estimated that about 700,000 people will benefit from this project, particularly people living and working in Korangi Industrial Area. The project will improve the safe and secure accessibility of women and people with limited mobility to jobs and other economic activities. The project will also focus on climate change adaptation and mitigation measures and other environmental Co- Benefits by shifting road users from polluting transport modes (e.g. old, poorly maintained buses and motorcycles) to lower carbon modes (e.g. cleaner BRT buses and non-motorized transport), and by providing resilient transport infrastructure and increasing the capacity of authorities to deal with disaster situations.

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Alignment of Yellow BRT Corridor

The Yellow BRT services will operate along segregated busways running adjacent to and on either side of the roadway median. In general, the busway will run at-grade, though in few locations, it will be grade separated. The removal of trees and plants will be compensated by planting trees along the corridor and other locations. The BRT lanes will utilize the existing road as much as possible. The existing road section features primarily three lanes of traffic in each direction with median separation and with occasional service road provision. The ROW width of the existing road ranges from 25 meters (corridor’s eastern end at Future Colony) to 70-90 meters (8000 Road and certain sections along Korangi Road). Construction of the BRT lanes and associated facilities, including stations, pedestrian underpasses/bridges, depots and bus bays will not involve any land acquisition. The proposed bus stations and depots will use vacant government land.

Contracts for BRT System of Yellow Corridor

There will be following three separate contracts for the construction and operation of the BRT system of Yellow BRT Corridor:

Infrastructure Development Bus Operation Services Fare Collection & ITS Services

Procure, Finance, Operate Revenue (Fare and Non-Fare) and Maintain Bus Collection Services and to

Construct the Infrastructure of Operation Services of the Design, Build, Finance, Operate,

the Yellow Corridor Project BRT Yellow Corridor under Maintain and Transfer ITS

Public Private Partnership Service of the BRT Yellow

Mode Corridor

Yellow BRT Corridor Infrastructure Detail

The major infrastructure for the Yellow BRT corridor will include i) Roads (Dedicated and mixed), ii) Underpasses, iii) Bridges, iv) Stations, v) Pedestrian facilities (sidewalks, bridges/underpasses), and vi) depots.

Yellow BRT Fleet

Diesel Hybrid Buses will be used for Yellow BRT corridor project. These buses are considered based on their fuel economy, emission reduction and safety purposes and based on the shortage of the CNG supply. Ordinary diesel-based bus travels 1.8 – 2.0 km per liter diesel consumed whereas diesel hybrid covers about 3.5 km per liter of diesel (42% less fuel consumption). The Yellow BRT fleet will consist of about 268 buses. About 8% (24) of the forecasted fleet will be accounted as fleet reserve.

Bus fare structure for the Yellow BRT system is proposed to be in the range of Rs. 15 – 55 per passenger on a distance-based scheme. The minimum fare of Rs. 15 will be for trips of up to 2 km. The value will increase proportionally every additional 2 km travelled by the passenger.

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Proposed Vehicle Scrapping Plan

Karachi’s public transport system operates with a considerably outdated and decaying fleet. Related to the fleet operating along the Yellow BRT corridor, for the most part, vehicles currently in operation would need to be scrapped before Yellow BRT system launch operations. The proposed scrapping plan is underway by the Operational Design and Business Model (ODBM) consultant. As per the scrapping plan, the financial compensation will be provided to the owners of the old buses based upon the type and age of the bus to be scrapped. The Government of Sindh will pay compensation on the basis of 100% of the current market value of the vehicle. It will be a key element of the plan to ensure that the vehicles are scrapped as improper return of these vehicles in the system in competition with the BRT system will reduce the demand of the new system. Given the clear shortage in public transport supply in Karachi, an option can be proposed to transition the vehicles of phased out routes onto external catchment areas to alleviate undeserved communities.

Relocation of Utilities

M/s NESPAK was commissioned to update the preliminary design of the Yellow BRT corridor infrastructure. The update carried out complete topographical, geotechnical and utility surveys supporting the design of all road, NMT and BRT facilities. A complete set of design drawings has been prepared for the Yellow BRT corridor’s ROW including all existing utility lines and shared with all the concerned departments to obtain plans and estimated budget for relocation as per design needs.

Financing and Implementation Schedule

Total financing of the project is US$ 439 million. The contribution of World Bank and the GoS is US$ 382 million and US$ 19 million respectively. The private sector’s financial commitment amounts to US$ 37.5 million. The procurement documents for hiring the detailed design/supervision consultant, and the contractor is under preparation. The request for Expressions of Interest (EOI) for the design consultant will be issued in July 2019 and the consultant firm will be expected to be mobilized by December 31, 2019. The design of the BRT and road rehabilitation is expected to be completed by June 30, 2020, and in parallel shortlisting of civil works contractor will also be completed by June 30, 2020.

Policy Framework

This section documents three sets of laws, policies and strategies i.e. national, provincial, and World Bank Safeguard Policies relevant with the proposed project.

National Laws, Policies and Strategies

The national laws, policies and strategies relevant for the environmental safeguard of the project activities include: Climate Change Policy of Pakistan 2012, The Antiquities Act 1975, and Employment of Child Act 1991.

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Provincial Laws, Policies and Strategies

The provincial laws, policies and strategies relevant for the environmental safeguard of the project activities include: Sindh Environmental Protection Act 2014, Sindh Environmental Protection Agency (Review of IEE and EIA Assessment) Regulations, 2014, The Sindh Local Government Act 2013, The Sindh Wildlife Protection Ordinance, 1972, Sindh Cultural Heritage (Preservation) Act, 1994, and Sindh Factories Act 2015, Sindh Minimum Wages Act, 2015.

World Bank Safeguard Policies

The proposed project triggers the World Bank safeguard policy of Environmental Assessment OP 4.01, and Public Disclosure of Information, BP 17.50

Description of the Environmental Baseline

Karachi is located just above the tropical zone on the coast of the Arabian Sea at 24º45” to 25º15” north, and 66º37” to 67º37” east at about 20 m above sea level (airport weather station). Karachi is bounded by Hub-River (Baluchistan Province) on West, Badin District on East, Dadu District on North and Arabian Sea on South. The weather of Karachi can be characterized by dry, hot and humid conditions and in general terms it is moderate, sunny and humid. There is a minor seasonal intervention of a mild winter from mid-December to mid-February followed by a long hot and humid summer extending from April to September, with monsoon rains from July to mid-September. The level of precipitation is low for most of the year. The humidity levels usually remain high from March to November, while very low in winter as the wind direction in winter is North Easterly.

Karachi covers an area of approximately 3,600 km2, comprised largely of flat or rolling plains, with hills on the western and northern boundaries of the urban sprawl. The city represents quite a variety of habitats such as the sea coast, islands, sand dunes, swamps, semi-arid regions, cultivated fields, dry stream beds, sandy plains, hillocks.

Indus River and Hub Dam on Hub River are the two major sources of surface water for Karachi. Karachi obtains its drinking water from the Indus River about 120 km to the east and the Hub River about 56 km in the west. Some limited groundwater is extracted for private use in the Karachi area, however, groundwater resources in the Karachi area are limited. The aquifers close to the coastal belt are mostly saline and unusable for domestic purposes. Aquifers near the Hub River are well developed and serve as sources of water for agriculture and domestic use.

Four drainage systems are said to encompass Karachi city, the Lyari, the Malir, the Budnai, and small streams referred to collectively as the coastal basin. The Malir River Basin and the Lyari River Basin contribute about 80% of the surface runoff from the city. Thus, the natural drainage system of Karachi city includes mainly the tributaries of the Malir and Lyari Rivers.

Emission of untreated effluents from industries and municipal sources do not meet the Sindh Environmental Quality Standards (SEQS) and result in considerable environmental pollution and degradation. There are about 24 large and small industrial complexes in the province. The main reasons for pollution in coastal waters are indiscriminate discharges of untreated industrial and domestic effluents, shipping traffic, mechanized fishing fleet and oil terminals at Karachi harbor.

Although the weather of Karachi is arid, and rainfall is low and highly variable, whenever torrential rain/heavy rainfall occur within a short duration, and the surface runoff intensifies. Heavy showers take place in the city either due to the effects of tropical storms usually in June, which rarely affect coastal areas but bring heavy showers for short periods and cause flooding. In June 2015,

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Pakistan suffered the deadliest heatwave in over 50 years and Karachi was one of the areas, most severely affected. Karachi is located in a moderate earthquake zone.

World Health Organization (WHO) included Karachi amongst the top 20 most polluted cities in the world with respect to outdoor ambient air pollution levels measured as PM10 and PM2.5. Annual mean concentrations of PM10 and PM2.5 in Karachi are 273 µg/m3 and 117 µg/m3, respectively.

The severe air, water and solid waste pollution in the city constitutes a serious health risk to a large proportion of residents. Large proportion of the city’s population lives in katchi abadis or slums with very poor infrastructure and comparatively less access to basic services.

Karachi is the financial capital of Pakistan and plays a pivotal role in economic and industrial activities. Karachi, as the country’s principal port and official capital until 1959, emerged as the main industrial and commercial center. Until the 1970s, the city’s industrial expansion thrived driven by traditional industries such as food processing and textiles and garments. In the 1980’s a number of modern chemicals, electronic and automotive industries joined into the boom an increasingly important contribution to industrial growth. However, a decline in manufacturing activity has been witnessed over the last 20 years owing to: (i) deteriorating law and order situation resulting in production shutdowns and payment of extortion to various agencies and (ii) the increase in the cost of production through higher energy costs, power outages resulting in loss of output. Hence, a steady migration of small- and medium-scale enterprises has become unstoppable with neighboring provinces like Punjab capitalizing on Sindh’s loss by attracting most of the small-scale manufacturers, while overseas production centers lie Dubai have taken account for medium-scale enterprises due primarily to better security conditions and employer-friendly labor laws.

Anticipated Environmental Impacts and Mitigation Measures

Electric Pylons

Safety hazards for human beings due

to the location of electric pylons at the

corridor

Wastewater overflow causing

nuisance, odor, soil pollution and

outbreak of diseases due to clogging

of wastewater drains at project site

during construction

Flooding at the corridor due to heavy

rainfall

Safety Requirements for the Electric Pylons

Safety distances are required for electric pylons and high- tension lines. BRT must be kept away from high tension lines of each side at least 3 m horizontally for human safety in case of conductor fall. The standard minimum vertical ground clearance from the point of maximum sag is 9.5 meters. In case of pedestrian crossing bridges, keeping a clearance of 4.5 m, an insulation barrier for 145 kV must be provided for health and safety of humans. Therefore, the horizontal and vertical designs have been carefully adjusted to be within the safety offsets requested by the K-Electric company.

Protection of Wastewater Drains It will be very important for the contractor to protect the drainage, particularly at the existing intersections and intersecting roads. These drains convey the industrial and domestic wastewater for disposal. Clogging of these drains will result into environmental, health and traffic problems. Prior to the start of construction activities near the drainage network, contractors should take all precautionary measures to first protect the drains by covering it

and avoiding throwing any construction debris in it.

Storm Water Drainage Design Storm water drainage preliminary design has been completed. The design consultant surveyed the corridor, identified hot spots

Potential Environmental Impacts Mitigation Measure

Construction phase

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Vegetation

Contribute in city’s air pollution and

disturbance to the aesthetic and

landscaping of the area due to cutting

of trees, plants, bushes, green areas

during relocation of utilities,

construction of roads and

establishing construction camps

Physical Cultural Resources

(PCRs)

Chances of the loss of PCRs at the

project sites during excavation

Air Quality

Air pollution resulting in poor visibility,

loss of vegetation, property damages,

and health implications on workers

and nearby community due to fugitive

for flood issue and provided due consideration for the storm water drainage system design. The detailed design of the project infrastructure will ensure it is disaster/climate resilient. The structures will conform to the relevant codes related to earthquake zoning and will also ensure adequate surface and sub-surface drainage is built into the infrastructure design to cater to any potential flooding.

Selection of Campsite

The location and development of the contractor’s facilities will be

approved by SMTA. Locations will be selected so that it does not

interfere with the environment and social well-being of the

surrounding communities in respect to noise, dust, vibration and

other physical impacts. The size of contractor‘s facilities are

limited to absolute minimum to reduce unnecessary clearing of

vegetation. It would be the responsibility of the contractor and

SMTA to select those areas for campsite where there are less

chances of cutting of trees and vegetation and destroying the

green areas

Revegetation and planting of trees

If it is not possible to avoid cutting of trees at campsite, then the

project site would be restored to its original as much as possible

by planting trees, vegetation and crops at the cleared land. All

works will be carried out in a fashion that ensures minimum

damage or disruption to the flora. SMTA will ensure the

restoration of the campsite and ensure planting trees and

improving landscaping of the area. After completing the project,

about 19,000 plants will be planted around Yellow BRT corridor

(if possible) or somewhere else in Karachi. Suitable site for the

plantation will be searched in the city for planting suitable plants

to offset the cutting of trees at project site.

Protection of Physical Cultural Resources (PCRs)

During earth excavation, if any property is unearthed and seems

to be culturally significant or likely to have archaeological

significance, the same will be intimated to the SMTA. Work will

be suspended until further orders from the SMTA. The

Archaeological Department will be intimated of the chance find

and the SMTA will carry out a joint inspection with the

department. Actions as appropriate will be intimated to the

contractor along with the probable date for resuming the work.

The contractor workers will be sensitized and fully informed

about the importance of PCRs before the commencement of the

work as their negligence during excavation and construction

activities could damage these resources. All fossils, coins,

articles of value of antiquity and structures and other remains or

things of geological or archaeological interest discovered on the

site will be the property of the Government of Sindh and will be

dealt with as per provisions of the relevant legislation.

Suppression of Dust Emission

Regular water sprinkling will be the responsibility of the contractor

at the dust generation points, during construction activities. The

water will be also sprinkled at vehicular and machinery movement

routes to avoid dust spreading to the nearby community. In


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emissions of dust (SPM, PM10,

PM2.5), asphalt fumes, stack and

vehicular emissions during

construction activities

Wastewater

soil and water contamination, odor,

health implications on workers and

community (due to breeding of

mosquitos and flies), and nuisance

due to improper treatment and

disposal of sanitary wastewater from

construction camps

Solid Waste

nuisance, health implications on

workers and community (due to

breeding of mosquitos and flies), and

soil contamination due to improper

disposal of garbage, hazardous solid

waste and construction waste from

construction camps and construction

sites

addition, the provision of dust masks and ensuring their use by

the workers will also be the responsibility of the contractor under

Construction Phase Environmental Management Plan (CPEMP).

Protection from Asphalt Fumes

The workers will use appropriate respiratory protection devices to avoid inhalation of the asphalt fumes. The workers, handling the asphalt, will also use safety gloves, apron and shoes to prevent dermal exposure to the workers. The application temperature of the heated asphalt will be kept as low as possible to avoid generation of fumes. The engineering controls and good work practices will be used at all work sites to minimize worker exposure to asphalt fumes. Control of Stack and Vehicular Emissions

The stack emissions from generators, if used as standby source

of power supply and vehicular/machinery movement at the site

can affect the ambient air quality at project site. It will be the

responsibility of the contractor to use well maintained generators

and vehicles/machines to keep ambient air quality within the

desired level. The contractor will be obliged to provide fitness

certificate/maintenance records of the generators, vehicles and

machines before deploying them at the construction sites.

Safe Disposal of Sanitary Wastewater

It will be the responsibility of the contractor to dispose of sanitary

wastewater in a nearby drain after passing it through septic

tanks. The contractor can also plan to include temporary septic

tanks for the construction crew.

Solid Waste Management

The construction contractors will implement a Waste

Management Plan (mentioned in CPEMP). At a minimum, the

plan will address the sources of waste; waste minimization,

reuse, and recycling opportunities; and waste collection,

storage, and disposal procedures. The Waste Management Plan

should distinguish between solid and liquid waste, as applicable,

and include procedures for addressing waste that may be

hazardous to health and the environment. In addition, the Waste

Management Plan will address the following:

• All food waste will be contained in covered bins and disposed

of on a frequent basis to avoid attracting wildlife.

• Trash bins will be accessible at all locations where waste is

generated.

• The project area will be kept clean and free of litter and no

litter will be allowed to disperse to the surrounding area.

• Solid waste will be removed from the site and transported to

a municipal landfill or disposal site.

• Waste will not be dumped or buried in unauthorized areas or

burned.

• Human waste associated with the worker camp and latrines

will be properly contained and disposed.


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The construction contractors will ensure all workers receive

training on proper disposal of all waste prior to working on the

project site.

The debris produced during construction will preferably be

dumped at nearby depressions rather than being thrown away

and left unattended. Leftover material will not be dumped into

storm water drains or watercourses, because such practices can

clog these man-made and natural drainage systems and cause

many other problems for the residents.

Hazardous Solid Waste Management

The construction contractors will implement the Hazardous Solid

Waste Management Plan (mentioned in CPEMP). The

Hazardous Solid Waste Management will identify proper

management procedures for all hazardous materials and wastes

that may be encountered during construction, including handling,

labeling, transporting, and storing procedures. In addition, the

plan will address the following:

• Non-toxic and biodegradable produces will be used whenever

possible.

• Hazardous materials will be transported and stored in

appropriate containers with clearly visible labels. Hazardous

materials will be stored at least 100 feet from any down

gradient drainage or within secondary containment capable

of containing its entire volume.

• Storm water flows will be directed away from hazardous

material storage areas.

• Equipment and work areas will be regularly inspected for

signs of leaks and spills. Spill containment and cleanup kits

will be available wherever hazardous materials are being

used or stored. Any incidental spills or leaks will be contained

and cleaned up as soon as it is safe to do so. Any

contaminated soil will be collected and disposed of in an

appropriate land fill.

• Equipment refueling and maintenance will be limited to

designated areas at least 30 meters (100 feet) from any down

gradient drainage.

Soil

Soil contamination due to storage of

oily parts and oily rags on unpaved

floors, spillage and leakage of

chemicals, fuel, and lubricants on soil

(construction camps/sites)

All workers will receive training on proper handling and storage

of hazardous materials, as well as spill response and cleanup

procedures, prior to working on the project site.

Soil Pollution Control

Storage of fuel, paint, and oil containers, oil filters, oily parts and

oily rags on impervious floor under shade or storing of fuel and

lubricants on a sand flooring of at least 15 cm thick, done on

brick edge flooring lined with polyethylene sheet.

Placement of fuel containers under containment and proper

decantation arrangement to avoid its spillage and leakage on

floor.

Presence of spill kit to remove spills from the floor.


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Noise

Nuisance and health impacts on

workers and nearby community due

to noise from construction

machineries, generators,

construction activities and vehicular

movement

Health and Safety

Health and safety hazards for

workers and community due to

construction activities/sites

Avoid washing the contaminated floors rather dry cleaning the

spills from the floor with saw dust and rags.

Location of fuel storage and refilling areas at least 500 m from

all cross-drainage structures and important water bodies.

Noise Abatement

• Carry out regular inspections and maintenance of the

construction vehicles and equipment.

• Replace worn and noise producing parts of construction

machinery in a timely manner.

• In case of severe noise, sound barriers will be installed to

avoid the dispersion of sound waves into the nearby

community.

• Workers will use noise protection equipment when working in

a noisy area.

• The noise level of 85 dBA for 8 hour working, is considered

safe for the workers. The contractors will ensure keeping

noise levels within safe limits. In case of higher noise levels

(more than 85 dBA), the workers will be rotated. The workers

at higher noise level areas will not be allowed to work for more

than two to three hours and shifted to calm places for rest of

the hours.

• Vehicles and machineries will not be allowed to operate at

project site at night.

• Noisy machines and vehicles will not be allowed to be used

at the project site (noise level should not be more than 85 dBA

at 7.5 m distance).

• Frequent monitoring of vehicular, machines and ambient

noise levels at the project site will be conducted to ensure

compliance with the SEQS.

• It will be ensuring that workers wear noise protection gadgets

at noisy areas.

• Appropriate noise barriers and enclosures will be installed to

attenuate noise levels

Occupational Health and Safety Management

The contractor will be required to take all possible precautionary

measures for the safety of the workforce as per the

national/provincial and World Bank requirements. Contractor

has to ensure that all operators of heavy or dangerous

machinery are properly trained/certified, and also insured. The

contractor will supply all necessary safety appliances such as

safety goggles, helmets, masks, safety shoes etc., to the

workers and staff. The contractor has to comply with all

regulation regarding safe scaffolding, ladders, working

platforms, gangway, stairwells, excavations, trenches and safe

means of entry and egress. Workers, who are engaged in

welding activities, would be provided with welder's protective

eye-shields. Medical facilities will be provided to the labor at the

construction camp. Suitable transport will be provided to take

injured or ill person(s) to the nearest approachable hospital. First

Aid Box will be provided at every construction campsite and

under the charge of a responsible person who will always be

readily available during working hours. The contractor will be


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Traffic

Traffic congestion at or around

construction sites due to construction

activities

responsible for providing safe drinking water and for

implementing appropriate sanitation conditions, and for

supplying hygienic food and a sewerage system for the

construction team at the site.

Fire Safety

The risk of fires will be evaluated for each project site based on

the activities that would occur, environmental conditions, and

presence of ignitable or combustible materials in the area. If the

activities pose a risk of igniting a wildfire, appropriate fire

prevention and response equipment will be available at each

active site such as shovels, axes, fire extinguishers, and

dedicated water tanks. All workers will be trained on proper fire

prevention and response procedures prior to working on the site.

Any smoking on site will be restricted to barren areas away from

ignitable or combustible material. Smoking waste will be fully

extinguished and disposed of appropriately. Workers will be

protected from asphalt fumes during road construction by using

appropriate measures.

Protection of Community from Accidents

The construction activities, particularly the excavation, should

not be carried out during rainy season to avoid any accident. The

excavated areas should be properly cordoned off, and warning

and safety signs should be posted at accident prone areas to

warn the passersby the potential danger at the construction site.

The traffic will be diverted well before the construction area as

per the traffic management plan. The construction contractors

will install temporary signs and fences around all unsafe areas

to prevent members of the public from entering the areas. If

installing fences is not feasible, the area will be clearly identified

as unsafe with signs and flagging.

Traffic Management

At all times, the Contractor will provide safe and convenient

passage for vehicles, pedestrians and livestock. The contractor

will comply the Traffic Management Plan (TMP) as provided in

CPEMP. The traffic control plans will contain details of temporary

diversions at different locations. Temporary diversion for road

traffic will be constructed with the approval of the SMTA. Special

consideration will be given in the preparation of the traffic control

plan to the safety of pedestrians and workers at night. The

temporary traffic detours in settlement areas will be kept free of

dust by frequent application of water. The contractor will take all

necessary measures for the safety of traffic during construction

work and provide, erect and maintain such barricades, including

signs, markings, flags, lights and flagmen as may be required for

the information and protection of traffic approaching or passing

through the construction site. All signs, barricades, pavement

markings will be as per road specification

Informational signs will be posted where lane and road closures

could substantially disrupt traffic circulation at least 7 days prior

to the closure. Proper traffic controls will be in place during

closures to minimize impacts on traffic circulation and for traffic


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Campsite

Damaging of aesthetic and

landscaping of the campsites

safety. Appropriate safety precautions will be taken when

transporting large equipment on public roadways.

Campsites Restoration

After the completion of construction activities at each site, all

construction camp facilities will be dismantled and removed from

the site. The site will be restored to a condition in no way inferior

to the condition prior to commencement of the works. Various

activities to be carried out for site rehabilitation include:

• Oil and fuel contaminated soil will be removed and

transported and buried in waste disposal areas.

• Soak pits, septic tanks will be covered and effectively sealed

off.

• Debris (rejected material) should be disposed of suitably.

• Underground water tank in a barren/non-agricultural land can

be covered. However, in an agricultural land, the tank will be

removed.

• If the construction camp site will be on an agricultural land,

then top soil will be preserved and good earth will be spread

back for a minimum 30 cm for faster rejuvenation of the land.

• In cases, where the construction camps site will be located on

a private land holding, the contractor would still have to

restore the campsite as per this specification. The

rehabilitation is mandatory and will be included in the

agreement with the landowner by the contractor. Also, the

contractor would have to obtain a certificate for satisfaction

from the landowner.

Air Emissions

Greenhouse gas emissions

(Contribute in global warming)

Solid Waste

Nuisance and outbreak of diseases if

garbage is not properly collected and

disposed from bus stops

Stack Emission

Greenhouse gas emissions from

generators (contribution to global

warming)

Air Emission Control

Prepare and implement preventive maintenance plan for the

buses to inspect, maintain and protect before breakdown or

other problems occur. Under maintenance plan, frequent

vehicular emission monitoring, tuning of the engines, and

changing of engine oil and filters will be carried out for each bus.

It will be obligatory to get fitness certificate for each bus as per

the frequency from the Government of Sindh.

Safe Disposal of Garbage from Bus Stops

Proper garbage management will be ensured at each bus stop.

Waste bins, in appropriate size and quantities, will be provided

at each bus stop at appropriate locations to collect proper

collection of waste. These bins will be emptied daily and waste

will be transferred to the municipal waste collection points. Signs

will be posted at bus stops to disseminate messages to the

passengers regarding waste management practices and

providing instructions to use waste bins for waste disposal.

Control of Stack Emissions of Generators

Use of well-maintained generators will be ensured to keep

ambient air quality within the desired level. Preventive

maintenance schedule for the generators will be followed. Under

the plan, frequent monitoring of stack emission, tuning of the

Operational Phase


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Soil

Soil contamination due to spillage/

leakage and spillover of diesel and

lubricants from generators

Noise

Nuisance and health impacts due to

noise from generators

Noise

Nuisance and health impacts due to

noise from bus depot

Solid Waste

Nuisance and outbreak of disease if

garbage is not properly disposed from

bus depots

Soil

Soil contamination at bus depots

Fire

Loss of property and life due to fire

outbreak at bus depots

combustion chamber, and timely changing of lubricant and filters

will be carried out to keep stack emissions within SEQS.

Soil Pollution Control at Generator Site

Placing fuel and lubricant containers at impervious floors under

secondary containment.

Dispensing of fuel and lubricants through dosing pumps with

secondary containment to avoid spillages on floor.

Applying spill kit to clean any spills on the floor.

Proper storage and disposal of used lubricants and oil filters to

the authorized persons.

Noise Abatement at Generator Sites

Enclosure of generator in sound proof canopy. The generator will

be enclosed in the room with silencer installed at its emission

point to avoid dispersion of noise at the bus stop and to the

movers. The generator operator will be protected through use of

sound mufflers while entering in to the generator room during

operation.

Noise Abatement at Bus Depots

Special consideration will be given to the noise control aspect

during bus depot design stage.

Installation of noise barriers at noise prone areas such as

workshop and generator. Enclosure of generator in the room

with silencer installed at its emission point to avoid dispersion of

noise at the bus depots and nearby community. The generator

operator will be protected through use of sound mufflers while

entering in to the generator room during operation.

Safe Disposal of Garbage from Bus Depots

Proper garbage management will be ensured at each bus depot.

Waste bins, in appropriate size and quantities, will be provided

at each bus depot at appropriate locations to collect waste.

These bins will be emptied daily and waste will be transferred to

the municipal waste collection points. Signs will be posted at bus

depots to disseminate messages to the staff regarding waste

management practices and provide instructions to use waste

bins for waste disposal.

Soil Pollution Control at Bus Depots

Storage of hazardous solid waste such as fuel and oil containers,

oil filters, oily parts and oily rags on impervious floor under

shade.

Storage of fuel and oil containers at impervious floor with plug

drains over secondary containment.

Proper decantation arrangement for fuel and oil to avoid its

spillage and leakage on floor.

Presence of spill kit to remove spills from the floor.

Dry washing of contaminated floors saw dust and rags.

Proper collection, storage and disposal of used lubricants.

Lubricants will be handed over to the authorized contractors.

Fire Safety

Installation of fire alarms at fire prone areas.

Placement of fire extinguishers and sand buckets.

Installation fire hydrants.


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Wastewater

Soil and water contamination due to

disposal of untreated wastewater

from washing area

Land Use Impacts

Contribute in additional traffic, traffic

jam, and air pollution due to change

of land uses from residential to

commercial and retail commercial to

large commercial plazas

Availability of trained firefighting staff.

Display of emergency telephone numbers at conspicuous

places.

Restricted access for the fuel and lubricant storage areas.

Designated areas for smoking.

Wastewater Treatment

Treatment of washing area wastewater by passing through

grease trap and sedimentation tank for the removal of oil and

grease and dust particles prior to disposal in the sewerage

system or in the wastewater drain.

Land Use Management

Institutional measures would be required by the Sindh Building

Control Authority (SBCA), SEPA, KMC, DMCs, and SMTA for

controlling land use along the corridor. SBCA in collaboration

with SMTA, KMC, DMCs, and SEPA will prepare a

comprehensive long-term land use plan along the Yellow BRT

Corridor.

KMC and DMCs will ensure that encroachments should not

occur along the corridor.

KMC, and DMCs will do the effective hawkers management at

the bus stations and other hot spots along the corridor.

Roads Damaging of roads due to extreme

weather events (flooding and

heatwave)

Flooding Flooding in underpasses

Health Impacts Health impacts on passengers due to

heat wave

Use of weather resistant material for the road construction. The paving material will be such that it will withstand extreme weather condition of heavy rains and high temperature. The surface material will be specially selected to resist water and prevent it to be washed away. The storm water drainage system will be constructed along the

corridor to avoid flooding at the road. The capacity of the

drainage system will be kept in anticipation with extreme weather

conditions predicted under international climate change models

for Karachi region to cater for maximum storm water runoff

Sophisticated storm water drainage system will be constructed

for the underpasses. The underpass roads will be sloped to

collect water at grates that will lead to the drainage pipe and

collection pits. The submersible pumps will be installed at the

collection pits to discharge storm water to the nearby storm water

drain network. A set of submersible pumps will also be added to

serve as backup pumps. The capacity and the number of

collection pits and submersible pumps will be computed on the

basis of extreme weather conditions predicted under

international climate change models for Karachi region.

Generators will be installed at each underpass as a power

backup for the submersible pumps because of power outage

issue during rainy season.

The bus stops will provide facilities to attenuate heat wave

impacts on passengers such as shades, ventilation, fans,

drinking water, rest area, and power backup (generators)

Climate Change Impacts


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Environmental Management Plan

Institutional Arrangement

Sindh Mass Transit Authority (SMTA): SMTA is the proponent of the Yellow BRT Corridor project. The overall responsibility of the environmental management of project during design, construction and operational phases rests with SMTA. SMTA has designated Project Director to take care of routine matters of the project and take actions and decisions to accomplish the project milestones. There will be a Project Management Team working under PD.

Party A (Infrastructure Development): Party A will be several Infrastructure Development Contractors, responsible for the development of Yellow BRT project infrastructure, including roads, bus stations, and bus depots. Overall responsibility of the EMP implementation and compliance rests with Party A. Party A will be answerable to the Project Management Team for any noncompliance of the construction phase EMP.

Contractor: Party A will execute the infrastructure development through contractors. The Construction Phase Environmental Management Plan (CPEMP) will be prepared and appended with the tender document for the contractors.

Party B (Operator Company): Party B will be the operator company. This company will be responsible for the implementation of operational phase EMP at bus operations, bus stops and bus depots.

Environmental Consultant: The Project Management Team will have the leverage to hire environmental consultant for the preparation of environmental assessment and environmental compliance reports. These reports will be submitted to SEPA and World Bank as per the requirement. Environmental Consultant will also be hired to conduct trainings for all the key stakeholders involved in EMP implementation.

Third Party Monitoring: The Third-Party Validation (TPM) will be carried out through independent environmental consultancy firm. The consultant firm will monitor the environmental parameters and conduct field surveys at the construction sites to evaluate compliance level by the contractors, and the Party A (Infrastructure Development). TPM will also be carried out during operational phase of the project to ensure compliance of EMP by the Party B (Operator Company).

Sindh Environmental Protection Agency (SEPA): The Sindh Environmental Protection Agency will be responsible for granting No Objection Certificate (NOC) to the project proponent to start and operate the project.

World Bank: The World Bank is financing the infrastructure and capacity building components of the Yellow BRT Corridor project. It is the World Bank’s requirement that the funded projects comply with its environmental safeguard policies.

Environmental Mitigation and Monitoring Plans

Environmental Mitigation and Monitoring Plans for the construction and operational phases of the project are prepared, which will be followed by the stakeholders for the compliance of environmental safeguard requirements of the World Bank and SEPA.

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Capacity Building

Capacity building will be required for the stakeholders involved for the implementation, supervision, monitoring, evaluation, and reporting of the mitigation measures during construction and operational phases of the project components. The key stakeholders involved for the accomplishment of the environmental management of the Yellow BRT Corridor project will be trained on EMP such as Project Management Team SMTA, Infrastructure Development Company, Operator Company, Environmental Consultancy Firm, and Contractors.

Tentative Budget

The yearly tentative budget for the environmental management of the project during construction and operational phases is about Rs. 81.9 million.

Consultation, Disclosure & Grievance Redress Mechanism

SMTA will engage the stakeholders, including communities, groups, or individuals affected by proposed projects, and with other interested parties, through information disclosure, consultation, and informed participation in a manner proportionate to the risks to and impacts on affected communities.

SMTA will consults project affected groups and local Non-Governmental Organizations (NGOs) about the project's environmental aspects and takes their views into account. SMTA will consult these groups at least twice: (a) shortly after environmental screening and before the terms of reference for the EA are finalized; and (b) once a draft EA report is prepared. The public consultation or public hearing is also one of the requirements of the SEPA to consult public to get their views on the submitted EIA report to the SEPA before final approval and award of construction phase NOC from SEPA.

SMTA will respond to concerns and grievances of project affected parties related to the environmental and social performance of the project in a timely manner. For this purpose, SMTA will propose and implement a Grievance Redress Mechanism (GRM). SMTA will establish a GRM to facilitate the resolution of community complaints and grievances. Under this mechanism, a Grievance Redress Cell (GRC) will be established in the Project Management Team. There will be one focal person for GRM at each construction sites during construction phase. This member will be directly accessible to the community for the registration of complaints and their resolution. The established GRM will be communicated to the public and particularly the affected community through print and electronic media and during public consultations and community engagement events. This cell will maintain a Community Complaints Management Register (CCMR), at the site, for logging complaints and grievances. All written and oral grievances will be recorded in the Register. For operational phase GRM, the Operator company will be responsible for maintaining community complaints in the CCMR and their resolution. Android based GRM Application (GRM App) will also be established and launched to make GRM effective, easy and accessible to everybody for lodging complaints.

Conclusion and Recommendations

Karachi city is facing transport challenges. The public transport condition is day by day worsening and unable to cope with the fast-growing population of the city. Karachi is in dire need of a modern transport system for fast and convenient travelling. Many transportation improvement studies and master planning have identified these issues and recommended a Bus Rapid and Mass Rapid Transit system for the Karachi city.

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Yellow BRT Corridor project is in line with the need of the Karachi’s present and future public transit requirements. This project will result in significant positive impacts, not only on the city’s urban environment but also making Karachi a livable and prospering city.

Yellow BRT Corridor project is also in compliant with the Government of Sindh and World Bank’s policies and regulations, concerning environment, social impact, resettlement and compensation, and local administration.

The EIA report and Environmental Mitigation and Monitoring Plans provide the means for environmental management at all stages of the project. A clear right of way in the public domain allows the project to be built without any land acquisition. The project provides improved access between residential and business areas. In conjunction with other transport systems, the alignment serves the core of the city.

The deployment of modern hybrid technology-based buses, equipped with EURO III standard compliant engines, besides scrapping of old bus fleet of the city, will significantly contribute in improving urban environmental quality. Yellow BRT project has no long term adverse environmental impact. Once constructed and in operation, it will enhance its local environment and improve mobility for local communities. The project design incorporates measures for reducing the impact or footprint of the project. An extensive ITS and other interlinked systems assure enhanced bus movement and passenger safety.

The project will pose environmental impacts of minor to insignificant nature during construction and operational phases. Operational phase impacts are minor whereas construction phase impacts are insignificant, temporary and reversible, which can be easily managed and controlled.

Major issues arising during construction phase may be the traffic congestion, dust emission and health and safety concerns for the workers and community. Strict vigilance of the contractors for the implementation of CPEMP for traffic management, dust suppression and health and safety of the workers and community, by the SMTA and Infrastructure Development Company, will be the key for the successful completion of the project.

About 2,000 trees and 17,000 small plants trees will be removed from the roadway in preparation for developing the carriageway and stations. These trees will be replanted at specified locations within and outside the project boundaries to offset those removed.

A systematic approach for surveillance and monitoring for the implementation of Environmental Mitigation and Monitoring Plans by Project Management Team will be required. Follow up public consultation is intended to provide future input to the identification of environmental impacts during the construction phase. A GRM will be put into effect for project affected persons. The CPEMP will be incorporated into individual contract bidding documents.

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1.0 INTRODUCTION

This chapter describes the background of the Bus Rapid Transit (BRT)1 system of Yellow BRT project, requirement of the World Bank (WB), and Sindh Environmental Protection Agency (SEPA) for the environmental assessment of the proposed Yellow BRT Corridor project, project proponent, institutional arrangement, project implementation schedule, zone of influence and the organization of the Environmental Impact Assessment (EIA) study report.

1.1 Background

This section provides background for initiating the Yellow BRT Corridor project along with the description of the Karachi city, its transportation problems, and various studies carried out to solve the transportation issue of the city.

1.1.1 The City of Karachi

Karachi is the commercial capital and industrial hub of Pakistan. The city consists of six districts, six cantonments, and areas administered by the federal and provincial governments’ land-holding agencies such as Defense Housing Authority (DHA), Lyari Development Authority (LDA), and Malir Development Authority (MDA) etc. The city covers an area of approximately 3,527 km2, resulting in very high population density in certain parts of the city.

Karachi is one of the largest and most populous metropolitan cities in the world with built-up areas comprising about 1,500 km2. Karachi Strategic Development Plan 2020 (KSDP 2020) projected that the population of will be around 27.6 million by 2020. The study of Karachi Transportation Improvement Project by Japan International Cooperation Agency (JICA KTIP 2030) estimated that the population of Karachi is expected to be 31.6 million by 2030. This would rank Karachi as the one of the biggest cities in the world.

1.1.2 Transportation Issues of the Karachi

The city has approximately 10,000 kilometers of roads, with local roads accounting for 93 percent and highways and arterial roads for less than 5 percent of the total length. Karachi has also six arterial or trunk roads that extend radially from the central area. There is currently no mass transit system per se. There are nearly 13.5 million motorized trips made each day within the city, of which about 42 percent are made by public and 58 percent by private transport. There were 3.6 million registered vehicles in Karachi as of mid-2015 (over 30 percent of the national total), and private vehicles—mainly motorcycles and cars—constitute about 84 percent of total registered vehicles, while public transport accounts for 4.5 percent of the total registered vehicles. With growth rates for private vehicles at over 4 percent, there are now over 1,000 new vehicles added to the streets of the city each day. There were over 12,000 public transport vehicles (including buses, minibuses, and coaches) serving 267 routes in the city. However, the number of buses has been decreasing steadily and has reached less than 5,000 in 2017 serving only about 100

1 Bus Rapid Transit (BRT) is a high-quality bus-based transit system that delivers fast, comfortable, and cost-effective

services at metro-level capacities. It does this through the provision of dedicated lanes, with busways and iconic stations

typically aligned to the center of the road, off-board fare collection, and fast and frequent operations.

Because BRT contains features similar to a light rail or metro system, it is much more reliable, convenient and faster than regular bus services. With the right features, BRT is able to avoid the causes of delay that typically slow regular bus services, like being stuck in traffic and queuing to pay on board.

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routes. A city in the scale of Karachi should have at least 15,000 modern buses.

The major challenge of the city is that it lacks a proper public transport system and commuting around the city. The public transport availability in the last decade has not been able to keep pace with increasing population and the share of public transport has actually fallen due to insufficient investment and interest in this sector.

Significant investments in the development of road infrastructure have also not been able to address the traffic problem in the city adequately. Hence, Transport and Mass Transit Department (TMTD) is aggressively pursuing plans for improving and upgrading the public mass transit system in the city.

The share of public transport has reduced during the last decade due to insufficient investment in the sector. This has resulted in a shift of demand from public transport towards other modes of transport, such as motorcycles/private vehicles and informal Qingqi Rickshaws, despite increase in the petroleum prices. As per JICA’s Person Trip Study, 2005, Karachi’s public transport makes up only 4.5% of the total vehicle fleet but serves about 42% of the passenger demand, and yet it does not have dedicated lanes or any other feasible traffic management solution. However, private vehicles are 36% of the total vehicular traffic but carry only 21% of the passengers.

1.1.3 Studies for the Improvement of Karachi Transportation Issue

It has been established, through a number of studies, that the existing public transport system cannot serve the existing and incremental demand in an effective manner and there are a number of problems associated with the system, including unnecessary travel delays, severe traffic congestion, economic and financial losses and environmental problems. Daily commuters face problems due to poor quality of service, sub-standard vehicles and unplanned routes. In addition, environmental degradation due to noise and air pollution and vehicular exhausts is touching alarming levels in the city.

Karachi Mass Transit Study (KMTS) in 1990 resulted in an adoption of a 20-year Mass Transit Plan for Karachi. It consisted of 87.4 km network of transit ways in six major corridors of Karachi, in addition to the recommendations for immediate reforms in bus transit sector, institutional and training needs.

The first priority corridor was accepted to be developed as a Light Rail Line (LRT). Despite major efforts, the implementation could not be materialized due to various externalities.

Recent efforts have been concentrated more on BRT system planning studies and revitalization of Karachi Circular Railways (KCR). The Karachi Strategic Development Plan (KSDP 2020) adopted by the City District Government of Karachi (CDGK) recommended Rail Mass Transit (RMT) and BRT system to comprise the future network for urban transport mobility.

JICA carried out a detailed study for Karachi Transportation Improvement Project (KTIP) in 2009- 2012 and recommended a comprehensive Urban Transport Master Plan that integrates roads and Mass Transit projects.

KTIP study recommended two Mass Rapid Transit (MRT) lines (Blue and Brown) and six BRT lines (Green, Red, Yellow, Orange, Aqua, and Purple) besides revitalization of KCR on modern lines. The planned Mass Transit Corridors’ alignments are illustrated in Figure 1 as per KTIP Master Plan.

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The Yellow BRT is one of the priority corridors identified by JICA and has been selected as the pilot project in Sindh, as the BRT system route has a wide corridor and, consequently, there is no Right of Way (ROW) bottlenecks within this corridor.

The Mass Transit Cell (MTC), Transport and Mass Transit Department (TMTD), in association with the Public Private Partnership (PPP) Unit, Government of Sindh (GoS), initiated the feasibility study and preliminary design of one of the six BRT corridors, the “Yellow BRT”, in February 2013.

The Government of Pakistan (GoP) is financing the Green BRT Corridor Project which is being

implemented by Karachi Infrastructure Development Company Limited (KIDCL). Its infrastructure

is almost completed and KIDCL is planning to involve the private sector in operating its bus

services. The GoS is financing the Orange BRT Corridor, essentially a feeder to the Green

corridor, which will enhance its ridership. It is 50% completed. SMTA is the implementation

agency for Orange BRT Corridor. For the Red Corridor, the Asian Development Bank (ADB) will

finance it and the preparation is well underway.

Figure 1: Planned Mass Transit Corridors

Source: KTIP Master Plan, JICA

1.1.4 Transport Administration in Karachi

Multiple government departments and authorities are dealing with transport in the city with little coordination among them. Various bodies such as the National Highway Authority, GoS, KMC, KDA, DHA, and cantonments, administer roads in Karachi. KMC is responsible for the administration of over 40 percent of roads in the city. TMTD is the principal planning, regulatory, and implementing body of GoS responsible for dealing with all urban transport matters at the provincial level. Currently, responsibilities for major roads transport and traffic management within the city are shared between KMC and KDA. Fares for public transport are regulated by TMTD under GoS. The District Regional Transport Authority (DRTA) issues route permission for public

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transport in Karachi. However, the decision making for the permission is governed by a board, with representation from the police, city government, and Provincial Transport Authority and DRTA. The public-private partnership (PPP) unit of the GoS is also assisting TMTD in the development of mass transit initiatives in Karachi.

1.1.5 Yellow BRT Bus Project

The BRT system is a public transport system which uses buses to provide faster, more efficient and comfortable service than the ordinary bus service. Buses generally run on segregated lanes with no interference from mixed traffic. BRT is the way forward for urban mobility which offers next level of mass transit after bus transit, reduces emissions, reduces traffic volumes, offers safe, reliable and comfortable transport, provides saving in travel time offers employment opportunities, attracts investment, and creates a new culture of public transport travel and change in land use. However, the project will have potential negative impacts on the existing public transport service providers, including owners, drivers and conductors of different type of vehicles, such as large buses, mini buses, and qingqi, rickshaws.

1.1.6 Zone of Influence

Yellow BRT corridor passes through the districts of Korangi (Landhi Town, Korangi Town), Karachi East (Jamshaid Town), Clifton Cantonment and Karachi Cantonment.

The Yellow BRT services will operate from Dawood Chowrangi/Korangi Road intersection (Landhi Town) to Shahrah-e-Qaideen Road (Kashmir Road) / Numaish Chowrangi – The Yellow BRT will mostly serve employees working in the Korangi Industrial Area.

The description of the land use along the BRT Yellow BRT corridor is as under:

Segment-1 Dawood Chowrangi to Future Colony Commercial and residential

Segment-2 Korangi Road along Korangi Industrial Area Industrial and commercial

Segment-3 Malir Bridge Malir River

Segmnet-4 KPT Interchange Commercial

Segmnet-5 KPT Interchange to FTC Flyover Commercial and residential

Segment-6 FTC Flyover to Shahrah-e-Faisal Commercial

Segment-7 Shahrah-e-Faisal to Shahrah-e Qaideen Commercial and residential

Land use is illustrated in Figure 3.

Figure 2: Project Layout and Station Locations

Figure 3: Land Use along Yellow BRT Corridor

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1.2 Proponent of the Project The Sindh Mass Transit Authority (SMTA) is the proponent for the Yellow BRT bus project. SMTA was established in 2016 by SMTA Act 2014 under the administrative control of the Government of Sindh’s (GoS) Transport and Mass Transit Department (TMTD). SMTA is governed through a board, which is chaired by the Minister (Transport & Mass Transit Department), and co-chaired by the Mayor of respective cities. It has a province wide jurisdiction and is responsible for the management and delivery of the Transport Master Plan 2030, developed by the GoS, with the assistance of JICA.

The Transport Master Plan 2030 incorporates:

- The revival of the Karachi Circular Railway, - The Mass Rapid Transit, or MRT, Brown Line, - The Blue MRT Corridor, and

- Karachi Breeze, which comprises the six BRT Lines (Green, Red, Yellow, Aqua, Purple and Orange)

World Bank is supporting SMTA for road infrastructure, development of BRT system, road safety and capacity building of SMTA and KMC in urban transport planning under Yellow BRT Corridor project.

1.3 Project Institutional Arrangement The project institutional arrangement of the Yellow BRT project is shown in Figure 4. SMTA is the proponent of the project. The Project Director (PD) in the SMTA will be overall responsible for the project management. The Project Management Team (PT), working under the Project Director, comprising of different team members, will be responsible for various functions of the project regarding procurement, execution, supervision, monitoring, and project management. The World Bank will provide technical and capacity building assistance to SMTA.

Figure 4: Project Institutional Arrangement

1.4 Requirements of Environmental Assessment It is the requirement of Sindh Environmental Protection Agency (SEPA) under SEPA 2014, and the World Bank (WB) to conduct Environmental Assessment (EA) of those proposed projects which have potential of environmental impacts prior to their implementation. This section provides requirements of WB and SEPA for the EA of the proposed Yellow BRT project.

1.4.1 World Bank Requirement

The Bank classifies the proposed project into following one of four categories, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts, and so designated in the Initial Executive Project Summary (IEPS).

Category A: A proposed project is classified as Category A if it is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works. EA for a Category A project examines the project's potential negative and positive environmental impacts, compares them with those of feasible alternatives (including the "without project" situation), and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. For a Category A project, the borrower is responsible for preparing a report, normally an EIA (or a suitably comprehensive regional or sectoral EA).

Transport Mass Transit

Department

Sindh Mass Transit

Authority

Project Director

Project Management

Team

Party A

Infrastructure Development

Party B

Operator

Party C

Fare Collector

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Category B: A proposed project is classified as Category B, if its potential adverse environmental impacts, on human populations or environmentally important areas, including wetlands, forests, grasslands, and other natural habitats, are less adverse than those of Category A projects. These impacts are site-specific; few if any of them are irreversible; and in most cases mitigatory measures can be designed more readily than for Category A projects. The scope of EA for a Category B project may vary from project to project, but it is narrower than that of Category A EA. Like Category A EA, it examines the project's potential negative and positive environmental impacts and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. The findings and results of Category B EA are described in the project documentation (Project Appraisal Document and Project Information Document).

Category C: A proposed project is classified as Category C if it is likely to have minimal or no adverse environmental impacts. Beyond screening, no further EA action is required for a Category C project.

Category FI: A proposed project is classified as Category FI if it involves investment of Bank funds through a financial intermediary, in subprojects that may result in adverse environmental impacts.

As per WB requirements, the Yellow BRT Corridor project is listed as Category B.

1.4.2 SEPA’s Requirement

The Sindh Environmental Protection Agency Review of the IEE and EIA Regulations, 2014 categorizes development projects into three schedules, according to their anticipated potential environmental impact. The proponents of the projects with the potential for more adverse environmental impacts (see Schedule II) are required to submit an Environmental Impact Assessment (EIA). While, for the proponents of projects with the potential for less environmental impact (see Schedule I), must submit an Initial Environmental Examination (IEE) with the respective environmental protection agency (EPA). The proponent of the projects falling under Schedule III will conduct screening and file environmental checklist.

As per SEPA’s Schedule II, under transport, bus project or transportation project is not mentioned. However, construction of major roads, flyovers, underpasses and bridges are mentioned under Transport, therefore, Yellow BRT bus project is considered under Schedule II, as the construction of one flyover and renovation of few road stretches will be carried out under the project. EIA is the requirement of SEPA under Schedule II.

1.5 Approach and Methodology for EIA

EIA is conducted under the legal framework of the Provincial Government of Sindh. Under the legal frame, the proposed project is reviewed under Environmental Assessment Procedures of Sindh Environmental Protection Act (SEPA).

Relevant secondary information available with the project on the physical, technical and institutional aspects of the project was collected from STMA, and designers of the project.

Secondary information was also collected from relevant departments to establish physical, socioeconomic and environmental profile of the study area. Information was scrutinized and information

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gaps were identified. On the basis of gap analysis, methodology for primary data collection was developed. The collected data was collated and compiled in an analytical framework. On the basis of secondary and primary data analyses environmental aspects and impacts were determined for the construction and operational phases of the Yellow BRT project.

Meetings and discussions were held with the key officials of the Project Management Team. This activity was aimed at achieving a common ground of understanding of various issues of the study. Subsequent to the concept clarification and understanding obtained in the preceding step, a detailed data acquisition plan was developed for the internal use of the consulting team. The plan identified specific requirements of primary and secondary data and their sources; determined time schedules and responsibilities for their collection; and indicated the logistics and facilitation needs for the execution of the data acquisition plan.

Secondary project relevant information was collected from the available project documents such as feasibility study, preliminary design reports, Initial Environmental Examination (IEE) report, project document and project appraisal document and through different meetings conducted with the project proponent, design consultant (M/s NESPAK) and OBDM consultant (M/s Exponent). The social data was collected from Social Impact Assessment (SIA) study report. The environmental baseline condition data was mainly collected from the secondary sources.

Primary data was collected for ambient air quality, noise and wastewater quality for the project site. These monitoring were carried out by SEPA approved laboratories of SUPARCO and PRD. Also, the reconnaissance surveys were conducted for the Yellow BRT corridor. Tree count survey was also conducted to evaluate the trees to be cut during corridor development.

The meetings were also conducted with SEPA and Cultural Heritage department to get their views on the project.

Review of the project was carried out with the objective to determine the potential impacts of the project on the ecology and socioeconomic conditions of the area. For the review, primary and secondary data was analyzed.

Mitigation measures and implementation mechanism are proposed so that proponent could incorporate them beforehand in the design phase.

1.6 Organization of the EIA Report

The organization of the EIA report is as under.

Executive Summary

Provides general summary of the EIA study contents and

key findings.

1

Introduction

Background of the project and its brief description,

information of the proponent, requirement of

environmental assessment under SEPA and World

Bank’s safeguard requirements, organization of EIA

report

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2 Project Description Detailed description of project and its components

3

Analysis of Alternatives

Description of analysis of alternatives considered for the

Yellow BRT Corridor project during project designing

stage

4

Policy, Legal and

Administrative Framework

Brief description of the national, provincial and World

Bank laws, policies, strategies, guidelines, codes and

procedures and administrative framework for the

categorization, screening, environmental assessment

and compliance of the proposed project. This chapter

establishes that how the various requirements have

been or will be complied with during the planning and

implementation stages of the projects.

5 Description of the

Environmental Baseline

Description of the environmental baseline of the entire

project area.

6

Potential Environmental

Impacts and Mitigation

Measures

Description of potential generic environmental risks and

impacts (direct, indirect/induced and cumulative) to be

caused by the project’s construction and operation

phases on surrounding environment and community.

Description of mitigation measures as per mitigation

hierarchy (avoidance, minimization or reduction,

mitigation, compensate/offset).

7

Environmental Management

Plan

Description of institutional arrangements for the

implementation of environmental management of the

proposed projects, environmental monitoring

requirements, training of the stakeholders involved and

budget for the implementation of environmental

management measures

8

Consultation, Disclosure

and Grievance Redress

Mechanism

Describes the objective, process, and outcome of the

stakeholder consultations carried out during the EIA

preparation and the Grievance Redress Mechanism to

be adopted by the proponent to facilitate resolution of

any community complaints and grievances about the

project’s environmental performance, in line with the

requirements of World Bank, public hearing and

disclosure requirements.

9

Conclusion and

Recommendations

Description of conclusion and recommendations for the

environmental management of the Yellow BRT Corridor

project in line with SEPA and World Bank requirements

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1.7 Status of EIA and Further Additions

This EIA was prepared during the preliminary design of the project. The Environmental Impact Assessment (EIA) report is being prepared during the preliminary design stage of the project. This EIA report has been prepared before bidding commences for any of the detailed design and construction packages. The EIA was submitted to SEPA for the issuance of NOC. This report is strictly adhering to the environmental safeguard requirements of SEPA and the World Bank. The EIA will be revised after incorporating responses to the comments from the public, SEPA, other Government agencies.

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2.0 PROJECT DESCRIPTION

This chapter describes the project and its component in detail regarding its infrastructure development and operational aspects.

2.1 Proposed Project

The proposed project is one of the six Bus Rapid Transit (BRT) lines (Green, Red, Yellow, Orange, Aqua, and Purple) recommended by JICA in its KTIP study to improve the transportation system of the Karachi city. Yellow BRT Corridor project is a BRT system which will deliver fast, comfortable and cost-effective services to the commuters of the city.

2.1.1 Project Rationale

The project will contribute to developing a sustainable urban transport system in Karachi through the delivery of a bus rapid transit (BRT) corridor, focusing on accessibility and people's mobility. It will aim at organizing urban growth and public space along the selected corridor through integration of land use and transport planning, making the city more pleasant to live in and providing a holistic solution for integrated urban mobility.

The project is consistent with the Government of Pakistan's Vision 2030 and Framework for Economic Growth (2011), and supports priorities set out in the Tenth 5-Year People's Plan 2010- 15 for Karachi and in the Karachi Strategic Development Plan 2020. It will contribute to make Karachi more livable and safer through green urban infrastructure and will boost private sector investment.

2.1.2 Project Development Objective

The Project Development Objective is to improve mobility, accessibility and safety along Yellow BRT Corridor in Karachi.

2.1.3 Key Results

The key results, specific to the Project corridor, are:

- Reductions in travel time, particularly for public transport passengers; - Improvement in public transport quality of service; - Increase women ridership in public transport; - Reductions in road traffic fatalities; - Accessibility improvements for jobs and housing;

- Reduction in CO2 gas emissions

2.1.4 Project Beneficiaries

It is estimated that about 700,000 people will benefit from this project, particularly people living and working along Korangi Industrial Area. According to JICA study, Korangi Industrial Area has the highest employment density in Karachi i.e. more than 60,000 persons per sq.km. The project will improve the safe and secure accessibility of women and people with limited mobility to jobs and other economic activities. The project will also focus on climate change adaptation and

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mitigation measures and other environmental Co-Benefits by shifting road users from polluting transport modes (e.g. old, poorly maintained buses and motorcycles) to lower carbon modes (e.g. cleaner BRT buses and non-motorized transport), and by providing resilient transport infrastructure and increasing the capacity of authorities to deal with disaster situations.

2.2 Component of the Projects

The proposed project will follow the Integrated Corridor Management Approach to fulfill the need of all road users along the corridor. Severely deteriorated road sections along the corridors and catchment areas will be improved, traffic management will be upgraded, and parking issues will be addressed.

Following are the three major components of the Yellow BRT Corridor project:

2.2.1 Component 1: Urban Road Infrastructure along the Yellow BRT Corridor

(US$ 172.0 million of which expected IBRD financing in US$ 158.5 million and GoS financing of US$

13.4 million).

This component will finance the rehabilitation or reconstruction of road infrastructure and related utilities improvement and shifting (e.g. street lighting, sewer/water supply, drainage, oil pipeline). This component will also finance non-motorized transport facilities such as motorcycle lanes, footpaths and pedestrian crossing along the Yellow BRT Corridor and its direct and feeder service routes. In addition, it will implement the recommendations and mitigations measures identified by Environmental Management, Social Management and Compensation and Livelihood Rehabilitation Plans prior and during construction. Furthermore, this component will finance detailed designs and construction supervision activities.

2.2.2 Component 2: Development and Operationalization of a BRT System along the

Yellow Corridor

(US$ 259.9 million of which expected IBRD financing in US$ 218.4 million, GoS US$ 4.0 million, and

Private Sector US$ 37.5 million).

This component will finance BRT infrastructure implementation, including segregated busways, interchange facilities, stations, terminal and depots, ITS equipment along the Yellow BRT Corridor. This component will also finance partially the capital cost of the BRT buses under a Concession Agreement with the private sector. A World Bank Guarantee will be explored to support the BRT system operation and maintenance along the Yellow BRT Corridor using a PPP model. This component will support the preparation of TOD strategy along the Yellow BRT corridor. The component will also implement the social management plan including labor redeployment services, for the affected existing bus operators including drivers, conductors, owners along the Yellow Corridor, and a Gender Action Plan, and a program of regular engagement with key stakeholders, and implementation of a public relations and media strategy for generating support and disseminating information on the BRT system.

2.2.3 Component 3: Capacity Building and Technical Assistance

(US$ 6 million of which expected IBRD financing in US$ 5 million and GoS US$ 1 million).

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This component will finance project management cost, TA in road safety and traffic management, support to regional transport authorities in automating the management and monitoring of bus routes permits, and capacity building of SMTA.

2.3 Yellow BRT Corridor Description

2.3.1 Importance of the Yellow BRT Corridor

Yellow BRT can be termed as a key BRT corridor for Karachi. It connects its commuters with all the main arterials and important attraction zones of Karachi by linking them with five major corridors of the Mass Transit System proposed for Karachi by JICA in its report.

The Yellow Corridor project, as a fundamental component of Karachi’s Mass Transit Network, contemplates the operational and functional integration with other BRT corridors as follows:

1. Common corridor (considered as the segment from Numaish to Merewether Tower) and Karachi’s CBD at Numaish transit hub,

2. With Red BRT corridor at Kashmir Road intersection along Shahrah-e-Qaideen, 3. With Green, Orange and Blue BRT corridors at Numaish BRT hub, 4. With Brown (MRT) corridor at Singer Chowrangi along 8000 Road, and

5. With KCR at Kala Pull on Korangi Road and Landhi Railway Station nearby Dawood Chowrangi in Landhi

2.3.2 Alignment of Yellow BRT Corridor

The Yellow BRT services will operate along segregated busways running adjacent to and on either side of the roadway median. In general, the busway will run at-grade, though in few locations, it will travel be grade separated. The removal of trees and plants will be compensated by planting trees along the corridor and other locations. The BRT lanes will utilize the existing road as much as possible. The existing road section features primarily three lanes of traffic in each direction with median separation and with occasional service road provision. The ROW width of the existing road ranges from 25 meters (corridor’s eastern end at Future Colony) to 70-90 meters (8000 Road and certain sections along Korangi Road). Construction of the BRT lanes and associated facilities, including stations, pedestrian underpasses/bridges, depots and bus bays will not involve any land acquisition. The proposed bus stations and depots will use vacant government land.

Generally, the ROW availability is not an issue of concern for BRT implementation along the Yellow Corridor. A 2x3 road layout is ensured for approximately 80% of the alignment with exceptions where complex interchanges (Shahrah-e-Faisal, KPT Interchange and Malir River) or constrained sections (Future Colony into Dawood Chowrangi), actively reduce the available ROW.

Based on traffic surveys and the results of travel demand modelling, conservative projections for 2030 for the corridor in terms of BRT ridership are at approximately 300,000 person trips per day. Based on the feasibility study and the revised alignment, the proposed project will consist of the following:

i) Length – 21 km:

• 20 km with dedicated BRT lanes and

• 1 km under mixed traffic (KPT interchange, FTC Interchange, and Shahrah-e-

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Faisal),

ii) Vertical insertion – 16% underground and 84% at-grade,

iii) Horizontal insertion median-aligned BRT lanes with 26 median aligned “central” stations and 2 bi-lateral “curbside” stations (Shahrah-e-Faisal),

iv) Stations – 28:

• 7 Type A – At-grade with underground pedestrian crossing,

• 1 Type B – At-grade with elevated pedestrian crossing

• 3 Type C – Split median-aligned at-grade with at-grade pedestrian crossing

• 2 Type D – Split curb-aligned at-grade with elevated pedestrian crossing

• 6 Type D – Underpass with at-grade pedestrian crossing

• 9 Type E - At-grade with at grade crossing

Based on existing ROW and BRT operational arrangements, the corridor can be categorized in seven segments:

1. Future Colony – from Dawood Chowrangi terminal to Mansehra Colony 2. Korangi Road along Korangi Industrial Area – from Mansehra Colony to Malir River bridge 3. Malir River bridge 4. KPT interchange – directly underneath the flyover with a station placed within the existing

roundabout 5. Korangi Road – from KPT Interchange to Sharah-e-Faisal Interchange 6. Shahrah-e-Faisal – mixed operations on split stations with left side access

7. Shahrah-e-Qaideen – from Shahrah-e-Faisal Interchange to Kashmir Road Intersection

Figure 5 illustrates study area corridor and major intersections within the project area.

Figure 5: Study Area Corridor and Major Intersections within the Project Area

Segment 1 – Future Colony

The section with the narrowest available ROW varying from 24 to 30 m in width. The area is predominantly residential with active formal and informal commercial activity present directly into the ROW. The cross section proposed by the project will primarily improve pedestrian facilities and rehabilitate the carriageway currently in disastrous state. Land acquisition will not be required, however, there are vendors some of these whom may need to be relocated because of the implementation of the project. In addition, due to the frequency of road encroachments from commercial and illegal parking, special attention and enforcement will be required.

Figure 6: Segment-1: Dawood Chowrangi to Future Colony

Segment 2 – Korangi Road along Korangi Industrial Area

This segment is the widest and most generous ROW extending consistently up to 80 m. It is characterized by a 2x3 carriageway flanked by 2-lane or more service roads used as unofficial parking space, freight cargo load and unload, and/or vehicle maintenance area. These service roads are not continuous and are often interrupted at various locations. Also, the tankers, freight cargos are parked, maintained at the median strip of the road. No land acquisition nor relocation activities are expected. Encroachments related to public space invasion and illegal parking is anticipated.

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Figure 7: Segment-2: Korangi Road along Korangi Industrial Area

Segment 3 – Malir River Bridge

A 2x2 bridge currently connects Korangi industrial area with the DHA/Karachi districts with an overall ROW of 20 m. Expansion of the existing structure is unlikely and capacity increases will only be attainable through the construction of a parallel new structure. Traffic reorganization and flow management is anticipated due to the KPT interchange flyover accesses landing on the river’s west bank.

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Figure 8: Segment-3: Malir Bridge

Segment 4 – KPT Interchange

The section underneath the KPT interchange features a large elliptical rotary with a minor axis of, approximately 130 m. Existing traffic flows, ply 2x3 carriageways, in a generous and undeveloped area. No major ROW encroachments are found for BRT implementation.

Figure 9: Segment-4: KPT Interchange

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Segments 5 and 7 – Korangi Road and Shahrah-e-Qaideen

These segments keep the 2x3 ROW across a more dense, established, and busy area. Mixed uses are found flanking the segment varying from residential to commercial and institutional. The presence of service roads is rare, discontinuous, and only at specific locations, where clear planning initiatives have taken place to improve traffic flow.

Pedestrian and Non-Motorized Transport (NMT) facilities are not enforced despite a considerable number of users and pedestrians on the road. Median width varies from 1m at the Khayaban-e- Ittehad station area to 5 to 6 m at the DHA More Station. Generally, the available ROW can be assumed to be of at least 35 m on the main carriageway components.

Figure 10: Segment-5: KPT Interchange to FTC Flyover

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Figure 111: Segment-7: Shahrah-e-Qaideen

Segment 6 – Shahrah-e-Faisal

Heavy traffic flows, on a well-established, dense, and complex urban setting, make this segment the most challenging for functional design particularly considering BRT services will share ROW with general traffic. Two flyovers provide connectivity between Korangi Road and Shahrah-e- Qaideen using the alignment of Shahrah-e-Faisal for approximately 800 m. At this segment, the ROW has a width of over 60 m allowing for a freeway type of operation with service roads, sidewalks, and on-street parking provisions.

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Figure 122: Segment-6: Shahrah-e-Faisal

The technical specifications detail of the Yellow BRT corridor is the following: :

Speed of the System 50 km/hr

Yellow BRT Corridor Length 21 km

Dedicated 20 km

Mixed Traffic 1 km*

No. of Proposed Stations

28 - 26 median aligned- Central, 02 bi lateral at

Shahrah-e-Faisal - 22 at grade and 06 underground

Vertical Insertion 84% at grade and 16% underground (3.4 km)

Horizontal Insertion Median aligned BRT lanes

Estimated BRT Ridership 300,000 Persons per day * KPT and FTC Interchange, Shahra-e-Faisal

2.3.3 Trunk, Direct and Feeder Services

The Yellow BRT corridor will feature three type of services: trunk, feeder and direct. These three types of services are as under:

Trunk Service: Bus services operating inside the BRT infrastructure.

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Direct Service: Bus services enter and exit the BRT corridor.

Feeder Service: Bus services operating in the mixed traffic and feeding the trunk service stations.

Trunk, direct and feeder services are illustrated in Figure 13.

Figure 13: Trunk, Feeder and Direct Services

As per Operational Design and Business Model (ODBM), the BRT system along the Yellow Corridor bus will consist of Three Trunk Service (Two Express), Five Direct Services and Three Feeder Services.

2.3.4 Contracts for BRT System of Yellow BRT Bus Service

There will be following three separate contracts for the construction and operation of the BRT system of Yellow BRT bus service:

Infrastructure Development Bus Operation Services Fare Collection & ITS Services

Build the Infrastructure of the Yellow BRT project

Procure, Finance, Operate and Maintain Bus Operation Services of the BRT Yellow BRT under Public Private Partnership Mode

Revenue (Fare and Non-Fare) Collection Services and to Design, Build, Finance, Operate, Maintain and Transfer ITS Service of the BRT Yellow BRT

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2.4 BRT Yellow Corridor Infrastructure Detail

Following are the major infrastructure for the Yellow BRT Corridor service:

- Roads (Dedicated and mixed) - Bridges - Underpasses - Bus stops - Pedestrian bridges - Fences and barricades for the dedicated roads - Bus depots

2.4.1 Roads (Dedicated and Mixed)

Yellow BRT corridor comprises of 21 km in which 20 kms comprise dedicated lanes and 1 km mixed traffic (KPT interchange and Shahrah-e-Faisal). The existing roads will be used for the BRT corridor following rehabilitation/reconstruction.

There are about 13 intersections at the Yellow BRT corridor, out of which about six intersections have roundabouts (mainly at 8000 Road). 8 underpasses are being proposed to improve level of service along all intersections as part of the preliminary design.

A 2x3 carriageway is proposed parallel to the BRT. Walkways and cycle/motorcycle tracks will also be provided along the corridor.

2.4.2 Bridges

Three existing bridges will be used by the Yellow BRT Corridor services. These bridges include Jam Sadiq Bridge, Kala Pull, and FTC Flyover. At Jam Sadiq Bridge, complete rehabilitation of existing bridge and bridge widening (a new bridge parallel to the existing one) has been proposed. The geometry after the widening of bridge has been designed in such a way that three (3) lanes for mix traffic are available in addition to dedicated BRT lanes. The southern-side of the Kala-Pull bridge will be reconstructed as proposed.

2.4.3 Underpasses

There will be eight underpasses at intersections. At some intersections, wastewater drains also cross the roads. These drains alignment will not be changed. These drains will flow in the same direction at grade. The underpasses will pass below these drains. The depth of the underpasses will be designed according to the depth of the drains crossing over it. These underpasses will be mostly along 8000 Road. The location of these underpasses is as under:

- Murtaza Chowrangi - Singer Chowrangi - Bilal Chowrangi - Vita Chowrangi - Shan Chowrangi - Brooks Chowrangi - Khayaban-e-Ittehad Road - Sunset Boulevard

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2.4.4 Stations

There will be 28 BRT stations in the Yellow BRT corridor, with an average separation of approximately 700 m. There are five types of station designs as follows:

• 7 Type A – At-grade with underground pedestrian crossing,

• 1 Type B – At-grade with elevated pedestrian crossing

• 3 Type C – Split median-aligned at-grade with at-grade pedestrian crossing

• 2 Type D – Split curb-aligned at-grade with elevated pedestrian crossing

• 6 Type D – Underpass with at-grade pedestrian crossing

• 9 Type E - At-grade with at grade crossing. The detail of the bus stops is given in Table 1.

Table 1: Detail of Bus Stops

# Bus Stop Location Type of Bus Stop

1A Dawood Chowrangi Type C

1B Dawood Chowrangi Type C

2 Mansehra Colony Type F

3 Landhi Graveyard Type F

4 Sector 21 Type F

5 Murtaza Chowrangi Type E

6 Herbion Type A

7 Jamia Darul Uloom Type A

8 Singer Chowrangi Type E

9 Getz Pharma Type A

10 SNA Motors Type A

11 Bilal Chowrangi Type E

12 Vita Chowrangi Type E

13 National Refinery Type A

14 Shan Chowrangi Type E

15 Sector 23 Type A

16 Toyota Southern Type A

17 Brooks Chowrangi Type E

18 KPT Interchange 1 Type C

19 KPT Interchange 2 Type C

20 Khayaban-e-Ittehad Type F

21 Sunset Boulevard Type F

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# Bus Stop Location Type of Bus Stop

22 Circular Avenue Type F

23 National Medical Centre Type B

24 Kala Pull Road Type F

25 Shahrah-e-Faisal East Bound Type D

26 Shahrah-e-Faisal West Bound Type D

27 Tariq Road Type F

28 Khalid Bin Walid Road Type F

Figure 14 and Figure 15 illustrate typical BRT bus stop and their locations respectively.

Figure 14: Typical View of Bus Stop

Figure 15: Location of Bus Stops

Figure 16 to Figure 19 show the layout of all the above-mentioned types of the proposed stations.

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The BRT station infrastructure will provide following amenities for the passengers and for the general operations of the station facility:

- Provision for elevators/escalators for elderly and disabled persons, - Public address system, - Vending machines, - Passenger information display system, - Turnstiles, - Security cameras, - Advertisement / hoardings spaces, - Generator room, - Ticketing room, - Benches, - Toilets, - Drinking water - Fire extinguishers / First-aid box, - Lights, fans, etc.

Overtaking lanes: Stations of the Yellow BRT Corridor will feature overtaking lanes allowing the scheduling of Express Services which will only stop at selected stations of maximum ridership, whereas other services will stop at every station.

Figure 16: Type A Station Layout

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Figure 17: Type B Station Layout

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Figure 18: Type C Station Layout

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Figure 19: Type D Station Layout

2.4.7 Bus Depots

There will be two bus depots i.e. East and South, which will be developed on the existing Government land for the storage and servicing of the busses. Depot areas serves an array of purposes including bus parking areas, refueling facilities, vehicle washing and cleaning, maintenance and repair areas, and administrative offices for operators and employee facilities.

A 12,286.81 m² lot east of the Dawood Chowrangi terminal station (junction between Korangi and Landhi roads) with direct access to Korangi Road. Conveniently, the lot (highlighted in blue in Figure-20 below) is currently operating as a maintenance and parking facility for public transport vehicles under Government of Sindh’s management (Green Metro Bus Services). The total capacity at the depot is for 80 buses (46, 18-m and 34, 12-m).

The south depot, relatively larger, is located at Landhi Road besides Indus Hospital. This depot extends on 37,118.57 m² lot south of 8000 road with total capacity of 186 buses (108 18-m and 78 12-m). This depot can be accessed from Brooks Chowrangi and Shan Chowrangi. Presently the proposed plot for the south depot is a vacant Government land which can be converted into depot.

The locations of the East and South depots are shown in Figure 20 and Figure 21.

2.5 Utilities Major utilities at Yellow BRT corridor, stations and depots are as under:

- Electricity - Water - Generators

2.5.1 Electricity

Electricity will be required to operate above mentioned amenities at stations and at bus depots, including elevators/escalators, public address system, vending machines, passenger information display system, turnstiles, security cameras, generator room, ticketing room, lights, fans, drinking water coolers, and road lights. The power requirement for the Yellow BRT corridor is about 1,000 kW or 1 MW. About 13,000 kWh electricity will be consumed to operate Yellow BRT System in the city.

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Figure 20: East Depot near Dawood Chowrangi

Figure 21: South Depot near Indus Hospital

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Figure 22 and 23 illustrate master plan of both the depots.

2.5.2 Water

Water will be required for drinking purpose and for toilets at bus stops and at bus depots. This water will be supplied through municipal supply system or through water tankers. It is estimated that about 250 – 350 m3 water will be required per day. (350,000 passengers x 25-35% consume water at

bus stops x 5 l/d per person = 438 – 612 m3/d)

2.5.3 Generators

Generators are the standby sources of the electricity, operated at diesel fuel. These generators will be required at each bus stop to continue the bus operation uninterruptedly during power outage. There will be about 28 generators, operating at the bus stops. It is estimated that the diesel consumption will be in the range of 300 – 500 liter per day. (456 kWh generation/hr from generators

x 2.5 – 4 hr/d operation ÷ 3 kWh/liter = 380 – 608 liter/d)

2.6 Yellow BRT Buses This section gives detail of the buses to be operated at the Yellow BRT corridor for Trunk, Direct and Feeder services.

Figure 22: Master Plan of Depot 1 (Dawood Chowrangi)

Figure 23: Master Plan of Depot 2 (Indus Hospital)

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2.6.1 Bus Type and Dimension

The following types of bus engines were analyzed for the Yellow BRT corridor:

- Diesel - Diesel hybrid2 - CNG or LNG - CNG / LNG hybrid - Electrical

The diesel hybrid based engine buses will be considered for the Yellow BRT corridor. Only electricity-based power source buses will not be possible due to its shortage and high price in Pakistan. Consistent supply of CNG and LNG in future is doubtful, therefore, it may be not the choice. Only diesel-based power source buses will cause relatively more environmental pollution than the diesel hybrid buses. Hybrid buses are considered for fuel economy, emission reduction and safety purposes. Ordinary diesel-based bus travels 1.8 – 2.0 km per liter diesel whereas diesel hybrid covers about 3.5 km per liter of diesel (42% less fuel consumption).

It is considered that the length of the buses will be of 18 m for trunk BRT service whereas for direct and feeder BRT services, most probably the 12 m length will be preferred. The width of these buses will be of 2.5 m.

Typical dimension of a BRT Diesel hybrid bus is as under:

Length (mm) 18,610

Width (mm) 2,550

Height (mm) 3,300

Number of Seats 42 + 4 Folding

Boarding Height (mm) 330

Standing Height (mm) 2,280

Wheelbase (mm) 6,600/4,910

Front Overhang (mm) 3,400

Power (hp) 280 Source: Exqui. City 18m Diesel Hybrid

2.6.2 Bus Fleet

2 The hybrid electric buses are powered by fuel and electrical propulsion systems. This system reduces emissions and conserves fuel. Hybrid buses have enhanced acceleration, as they use electric power exclusively until they reach 10

mph. Hybrid buses run smoother and are quieter than conventional buses. Hybrid buses utilize a regenerative braking

system that charges large Nickel Metal Hydride batteries whenever the buses are coasting or braking. Also there is plug in system where batteries can be charged from other electrical sources.

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The Yellow BRT Corridor bus fleet will consist of about 268 buses (117 of 18 m buses and 131 of 12 m buses). About 8% (24) of the buses will be reserve buses in the fleet.

The seating capacity of the buses will be as under:

12 m 131 (capacity 75 passengers)

18 m 117 (Capacity 125 passengers)

Total 248 ( 268 including 8% reserve)

2.6.3 Bus Trips

Each bus of the Yellow BRT bus fleet will complete about 4 -5 round trips daily.

2.6.4 Bus Fare

Bus fare structure for the Yellow BRT system is proposed to be in the range of Rs. 15 – 55 per passenger on a distance-based scheme. The minimum fare of Rs. 15 will be for trips of up to 2 km. The value will increase proportionally every additional 2 km travelled by the passenger.

2.7 Proposed Vehicle Scrapping Plan Karachi’s public transport system operates with a considerably outdated and decaying fleet. Related to the fleet operating along the Yellow BRT corridor, for the most part, vehicles currently in operation would need to be scrapped before Yellow BRT system launch operations. The proposed scrapping plan is underway by the Operational Design and Business Model (ODBM) consultant. As per the scrapping plan, the financial compensation will be provided to the owners of the old buses based upon the type and age of the bus to be scrapped. The Government of Sindh will pay compensation on the basis of 100% of the current market value of the vehicle. It will be a key element of the plan to ensure that the vehicles are scrapped as improper return of these vehicles in the system in competition with the BRT system will reduce the demand of the new system. Given the clear shortage in public transport supply in Karachi, an option can be proposed to transition the vehicles of phased out routes onto external catchment areas to alleviate undeserved communities.

2.8 Relocation of Utilities Following utilities exist at the proposed Yellow BRT corridor:

- Electrical cables/poles - Telephone cables/poles - Wastewater drains (at median and curbside) - Water distribution pipelines - Gas pipelines - PARCO pipelines

The design consultant M/s NESPAK has prepared drawings for different stretches of the corridor on which all the above-mentioned utilities have been marked. These drawings have been shared with all the concerned departments to intimate the existing utilities and to get their utility relocation plan and estimated budget for relocation. The detail of these departments is given in Table 2.

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Table 2: Concerned Departments for Utilities Relocation

# Department/Authority Concerned Utility

1 Cantonment Board Water, electricity, gas and communication lines

2 Karachi Metropolitan Corporation Streetlights, roadside drains, signaling cables

3 Karachi Water and Sewerage Board Water, sewerage and drainage pipelines

4 Karachi Electric Supply Corporation Electric lines

5 Sui Southern Gas Company Gas pipelines

6 National Telecommunication Corporation Telephone lines

7 Pakistan Telecommunication Company Ltd.

Mobile, telephone exchanges and fixed lines network

8 Pak Arab Refinery Ltd. (PARCO) Petroleum refinery

2.9 Construction Sequence

Construction activities will include some or all of the following:

- Construction/relocation of utilities - Roadway rehabilitation work (including demolition, clearing and earthwork) - Construction of station platforms and facilities such as ticket machines and information kiosks - Installation of pedestrian bridge - Traffic signal and street lighting installation - Pavement overlays - Construction of electrical and other utility service lines to stations

- Erection of overhead pedestrian walkways and lifts for access to station areas

Additional work taking place along curb lanes may include:

- Sidewalk, curb and gutter reconstruction - Motorbike track - Storm drainage modifications - Signage and street lighting - Localized lane striping and pavement marking

A Construction Staging Plan will need to be developed in collaboration with the Government Agencies prior to the start of the work. The Construction Staging Plan will describe that i) how the overall construction will be phased, ii) how work zones will be sequenced and iii) how work locations within the zones will be managed. Proposed construction work hours and zone limits will need to be established subject to final confirmation with the relevant departments. The construction staging plan is necessary to minimize construction impact on businesses by providing reasonable access to parking and pedestrian access. Construction staging precedes development of traffic control strategies for minimizing traffic delays and queuing; and provides for development of safe pedestrian access during construction through and around work sites.

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2.10 Financing and Implementation Schedule Total project cost is US$ 438.9 million. The contribution of World Bank and the GoS is US$ 382 million and US$ 19.4 million respectively. The private sector’s financial commitment amounts to US$ 37.5 million. Preparation of the procurement documents for hiring the design/supervision consultant, and the contractor is under preparation. The request for Expressions of Interest (EOI) for the design consultant will be issued in May 2019 and the consultant firm will be expected to be mobilized by December 31, 2019. The detailed design and bidding documents of the BRT infrastructure and road rehabilitation works are is expected to be ready by June 30, 2020

Table 3: Indicative Costs (US$ million)

# Project Components Cost

1 Urban Road Infrastructure - Yellow Corridor 172.0

a Yellow corridor 117.0

b Off corridor improvements 12.1

c Utilities relocation 10.7

d Compensation plan 0.5

e Environmental plan 3.0

F Detailed design, bidding documents and construction supervision 15.0

g Third party monitoring 0.7

h Physical contingencies 6.5

i Price contingencies 6.5

2 Development and Operationalization of a BRT System – Yellow Corridor

259.9

a BRT Infrastructure (busways, stations, terminals, depots) 118.1

b ITS, fare collection and other equipment 42.9

c Rolling stock 75.0

d Social management plan 4.0

e TA for GBV and gender action plan 0.5

f TOD strategy along the Yellow BRT corridor alignment and area of influence 1.0

g TA for PPP transaction advisory services 0.5

h Stakeholder engagement, public relation and media strategy 1.0

i Physical contingencies 8.0

j Price contingencies 8.9

3 Capacity Building and Technical Assistance 6.0

a Project Management 2.0

b TA on traffic management and road safety 1.0

c TA to support Regional Transport Authority 1.0

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# Project Components Cost

d Institutional strengthening of the management of Urban Transport Sector 2.0

Front End Fee (0.25% of the IBRD loan) 1.0

Total Project Cost (1 + 2 + 3 + FEF) 438.9

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3.0 ANALYSIS OF ALTERNATIVES

Alternative analysis is conducted to establish that the project has selected the most effective alternative under technical, economic, social, and environmental criteria. This alternate analysis is based on the alternatives considered while taking decision to have the project. Detailed alternative analyses regarding alignment of all the corridors was done by the Study for Karachi Transport Improvement Project in the Islamic Republic of Pakistan, Final Report Volume-II Feasibility Study 2012, JICA. Based on the comprehensive technical, economic, social, and environmental criteria, the study conducted alternative analyses and finalized the alignments of all the corridors. This EIA considers that the proposed alignment of Yellow BRT corridor was comprehensively analyzed by the JICA study under alternative framework. Accordingly, proposed Environmental Management Plan provides detailed mitigations measures to ensure that this alignment of the corridor should comply the environmental criteria.

Following section describes analysis of the alternatives considered by JICA Master Plan study.

3.1 “Do-Nothing” Scenario

As per JICA Master Plan, traffic situation in Karachi would become worse in the future if no transport project is implemented because of:

- Population growth (1.67 times from 2010 to 2030), - Economic growth, which increases the trip rate, - Increase in car ownership rate, which increases the trip rate and decrease road space, and

- Expansion of urbanized area, which increases the trip length (1.64 times from 2010 to 2030).

Heavier traffic will cause the deterioration of bus services which results in more modal shift to motorcycle and private cars and increase the traffic on roads.

To evaluate the situation without transport investment, a “Do-Nothing” scenario was analyzed in which the following conditions were assumed:

- No mass transit system including KCR would be implemented. - Population growth, economic growth and urban development are the same conditions as

the demand forecast in “with master plan” case. - The number of buses would increase according to passenger demand.

The last assumption is an optimistic case for “Do-Nothing” scenario. The “Do-Nothing” scenario means that no mass transit system will be implemented, but improvement of bus transport services will be taken place. In case that no action about public transport is taken in the future, as has been in the last 20 years, the number of buses would not increase even if traffic demand increases. Figure 24 illustrates the simulation result of “Do-Nothing” scenario. Orange, red, and brown color indicates the road section where traffic volume exceeds the capacity (volume to capacity ratio (V/C) exceeds 1.0). The V/Cs less than 1.5 (orange and red) would be possible but those of 1.5 and more (brown) that the transport network cannot deal with the demand. The result shows that most roads will suffer from traffic saturation in case of “Do-Nothing” scenario.

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Figure 24: Do-Nothing Scenario (2030)

Legend

Volume (PCUs)

150,000

V/C

0 - 0.5

0.5 - 1

1 - 1.3

1.3 - 1.5

1.5 -

Source: KTIP (Preliminary Demand Forecast Model)

3.2 “Road Development” Scenario Karachi has developed road infrastructure such as flyovers and underpasses recently, which has improved traffic situation in Karachi. As per Master Plan, the “Road Development” Scenario was prepared to evaluate the present trend concentrating on road development. The condition of this scenario is the same as that of the “Do-Nothing” Scenario except for the road network used in the traffic assignment. The road network for the “Road Development” Scenario is the same as the road network in KUTMP 2030 in which new roads in total length of 740 km is included. Since the road network in the urbanized area in Karachi has been developed, further development of the road network would be difficult.

Figure 25 shows the result of the traffic assignment for “Road Development” Scenario. It is observed that traffic on some roads is significantly improved compared to “Do-Nothing” Scenario, but congestion will remain in many roads.

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Figure 25: Road Development Scenario (2030)

Legend

Volume (PCUs)

150,000

V/C

0 - 0.5

0.5 - 1

1 - 1.3

1.3 - 1.5

1.5 -


3.3 “Road Development + KCR” Scenario KCR is a committed project by the Government of Pakistan (GOP). It was approved by the GOP on September 3, 2009, although its financial arrangement has not been agreed yet. The “Road Development + KCR” Scenario is the case when only KCR is developed as a mass transit system in addition to road development. Figure 26 shows the result of the traffic assignment for this scenario. Traffic is improved by KCR project although its impact on road traffic is not clear from this figure. Since KCR provides the transport service for the circular direction, roads for radial directions remain congested.

3.4 “Do-Existing Plan” Scenario BRT as mass transit system for Karachi was proposed in “Detailed Study on a Private /Public Partnership based Environmentally-friendly Public Transport System for Karachi”. According to Karachi Mass Transit Corridors (KMTC), this is one of the most important studies about mass transit system in Karachi.

This study proposed 16 bus routes as shown in Figure 27. Out of 16 proposed BRT routes, 3 lines were proposed to use the KCR line Karachi Central Station and NIPA. From this figure, it is clear that the KCR route plays an important role to formulate BRT corridors in the study. The study emphasized the advantage of converting KCR to BRT. In this case City District Government Karachi (CDGK) must purchase the right of way of KCR from Pakistan Railways.

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Figure 26: Road Development + KCR Scenario (2030)

Legend

Volume (PCUs)

150,000

V/C

0 - 0.5

0.5 - 1

1 - 1.3

1.3 - 1.5

1.5 -


As per Master Plan, the existing plan is difficult to be implemented because of the changes in road infrastructure. Development of Corridor-2 is almost impossible within a feasible scheme. Corridor-4 and Corridor-6 are duplicated with KCR alignment. In this study, convertible elevated structure, where the mass transit system can be changing from BRT into Railway, is not considered with following reasons.

Firstly, planning of railway-based system at ground level is unrealistic from the perspective of complete separation between road and rail. Such a plan would worsen the traffic situation in the city more and more. Secondly, if BRT system is originally built on such elevated structure, which has enough strength and width for railway system, it would be uneconomic. Even in such excessive case, it would be impossible to install underground structure after the elevated structure is once constructed. Finally, even if these engineering and resettlement problems are solved, construction of 6 corridors and KCR is not possible scenario in view of budget and schedule.

3.5 Scenario by Network Type The public transport network depends on the type of mass transit system. For example, a low capacity system requires dense network while the dense network is costly in case of a large capacity transit system. To analyze the best mass transit system, the following three scenarios were evaluated.

1) Mass Rapid Transit (MRT) development along high priority corridors 2) Light Rail Transit (LRT) development along major corridors 3) Bus Rapid Transit (BRT) development along major roads

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Figure 27: Do Existing Plan Scenario (2030)

In this analysis, MRT means a large capacity railway system (heavy rail, rail rapid transit) with a number of train cars (typically 6-12 cars). The concept of MRT scenario comes from the idea that it might be more feasible to construct a large capacity transit system along the priority corridor than constructing a lot of parallel LRT routes with short intervals. Although the cost of a MRT line is higher than a LRT line, the total cost of MRT network might be lower than that of LRT network because of the less number of lines. Feeder service is inevitable for this scenario.

The concept of LRT scenario is similar to that of the approved plan of Karachi Mass Transit Corridors. This scenario provides public transport service along major corridors. Construction period of a line in this scenario is shorter than that of MRT scenario.

The concept of BRT scenario is based on the “Study on a Public/ Private Partnership based Environmental-friendly Public Transport System for Karachi” and the BRT study by ADB. It is proposed 14 BRT routes in the study. The service area is largest among three scenarios. Figure 28 shows the concept of network type.

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Figure 28: Concept of Network Type

MRT Network Scenario

Two MRT routes are constructed along the

busiest corridors. Only MRT system of 8-car train

with 40km/h is introduced.

Coverage area of this scenario is very small. The

advantage is that the east-west line (in blue color)

can be constructed as elevated structure, and

the early implementation would be possible. On

the other hand, the north-south line (in red color)

needs underground section.

LRT Network Scenario

Four LRT routes are constructed with a total length of

96 km. Only LRT system of 4-car train with 30km/h

is introduced.

The service area is very large but the

construction cost is highest among the scenarios.

This network requires road widening to avoid

underground construction.

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Source: KTIP

3.6 Scenario by Marketing Segment

Marketing is also an important factor for mass transit scenario. Unlike intercity trains, a mass transit system in urban area does not provide different services such as first class, second class and economy class in most cases. Usually, an urban transport system provides the same level of service to all passengers. If the target of the mass transit system is the same as those who cannot afford to pay the higher fare than existing minibuses, MRT and LRT will be very difficult choice. For example, KCR study by JICA shows that its financial interest rate of return (FIRR) is only 2.3% under the condition of keeping the fare structure similar to that of existing buses. If the target passengers are high income class those who use private cars, the improvement of the road congestion would be very significant. The willingness-to-pay survey implies that people who are using bikes and cars can pay a higher fare for mass transit than that of existing buses, if the mass transit is developed as a world standard level.

3.7 Mass Rapid Transit Systems Alternatives

Following are the mass rapid transit system alternatives:

Monorail: It is a contemporary means of elevated rail transit.

Maglev Trains: These are also elevated rail transit system. Conventional wheels are replaced by magnetic fields with much higher speeds and acceleration.

Light Rail Transit: These trains have articulated rail vehicles powered by electricity from overhead trolley cables at surface level.

Heavy Rail: These are urban passenger transportation service operating on fully grade separated right of ways i.e. underground or elevated structures.

BRT Network Scenario

The network of this scenario is based on the

network proposed in Environment Friendly PPP

Study. The KCR line will be converted to BRT

routes in this scenario.

This scenario requires road widening in the center

of the city. Since BRT system uses a part of lanes

of the road, which reduces the road capacity, the

positive impact on road traffic is not clear.

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Commuter Rail: They are passenger train transit service that operates on the same right of ways used by intercity railway. It carries passengers from corridors of heavy concentrations of suburban and urban locations therefore also known as suburban rail.

Bus Rapid Transit: These are bus-based transit system that operates on segregated right of ways to provide higher quality of service with characteristics similar to modern rail based transit system.

(Source: Suggesting Urban Mass Transit Technology For Pakistan “A Comparative Analysis Of Rail Based Rapid Transit And Bus Rapid Transit)

The infrastructure cost for the above mentioned systems is as under:

3.7.1 Infrastructure cost per kilometer (US$ Million/km)

Bus Rapid Transit 0.5 - 15 Light Rail Transit (At grade) 13 - 40 Metro (Elevated) 30 - 100

Metro (Underground) 45 - 320

Source (GTZ, 2004)

Bus rapid transit systems are the cheapest when compared to the other alternates.

3.8 Conclusion of Scenario Analysis

Master Plan concludes from the above scenario analysis that:

1) Road development will remarkably improve the road traffic along major corridor. However, serious traffic congestion will still remain.

2) KCR will improve the road traffic in Central Business District (CBD) to some extent. However, traffic congestion will still remain especially for radial directions.

3) Construction of a number of LRT will not be efficient in terms of cost performance. A large number of resettlements will be necessary in case of elevated structure in CBD.

4) MRT network with one or two lines is not enough for the future demand. 5) The future mass transit network should be the mixture of MRT and BRT. 6) The target of mass transit development should be middle income people, who are using

motorcycles as transport mode.

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4.0 POLICY, LEGAL & ADMINISTRATIVE FRAMEWORK

This chapter elucidates the current legal framework which is applicable on the proposed project in context of environment and sustainable development. The institutional arrangement that exists in Pakistan and may influence the environmental management of the proposed project is also discussed in this chapter.

4.1 Policy Framework

4.1.1 Climate Change Policy of Pakistan, 2012

Climate Change Policy (CCP) establishes that urban areas in Pakistan are already affected by short-term climate changes. In the long term, it is predicted that urban areas located in the irrigated plains and coastal areas will be significantly affected by climate changes. It is predicted that due to climate changes, changes in hydrological cycle (intensive and erratic monsoon rains, flash floods, increased availability of water due to increased melting of glaciers in the short-term and decrease in water availability in the long term due to decrease in glacier flows) and increase in temperature will affect urban areas. 50 cyclonic storms developed in the northern Arabia Sea. During 1946-2004. Four storms hit the coast of Karachi resulted in heavy downpours, flash-floods, and loss of life and property.

CCP predicts that due to climate change, extreme weather events such as heat and cold waves, heavy or too little precipitation, and strong winds will occur more frequently and will cause health impacts in urban areas, for example, diarrheal diseases because of insufficient clean water availability for drinking and personal hygiene. It is predicted that vector-borne diseases such as malaria and dengue fever may increase. Similarly, extreme weather events will express themselves in the form of natural disasters such as floods, droughts, landslides, and urban flooding. It is assessed that Karachi will be exposed to the above mentioned climate change impacts. CCP suggests various actions to cope with the climate change effects but most of these adaptations are not in practice in Karachi.

The transport sector has shown the highest emission growth rate of all sectors and accounts for about a quarter of carbon dioxide emissions in Pakistan (source: National GHG Inventory, 2008). Managing emissions in the transport sector is therefore crucial for tackling climate change. What makes this task difficult is the fact that the scope for technical improvement is limited, at least, in the short run and that transport volumes are closely linked to economic growth. CCP recommends the following policy measures for road transport and are relevant to the proposed Yellow BRT Corridor project.

- Ensure the provision of a fuel-efficient public transport system in the country; - Set up and strictly enforce vehicle emission standards; - Examine and implement actions required for the use of bio-fuel for local transport; - Plan and develop mass transit systems in metropolitan cities; - Promote the scope of CDM projects in the transport sector;

- Support the private transport sector by providing incentives for reducing emissions and environmentally friendly transport services;

- Promote the development and adoption of environmentally friendly transport technologies and efficient management techniques;

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- Promote greater use of Compressed Natural Gas (CNG) in the transport sector to the extent consistent with the availability of CNG in the market;

- Secure financing for technology innovations for urban planning and the transport sector, specifically to address mitigation issues;

Framework for Implementation of Climate Change Policy 2014-2030: The development of this Framework for Implementation of NCCP is a follow-up of the National Climate Change Policy (NCCP), the parent document providing broader framework concerning how to adapt to the changing impacts of climate and how to play a role in its mitigation. This Framework for Implementation of NCCP is developed keeping in view the current and future anticipated climate change threats to Pakistan’s various sectors. NCCP recommends the following actions on priority basis for developing mass transit system in metropolitan cities.

- Undertake detailed feasibility studies through foreign consultants to develop an efficient mass

transit system in all metropolitan cities of Pakistan. - Explore the possibility to fund the development of these mass transit systems through Green

Climate Fund.

4.1.2 World Bank Safeguard Policies and Procedures

The proposed project triggers the following World Bank safeguard policies and procedures:

- Environmental Assessment OP 4.01 - Public Disclosure of Information, BP 17.50

a) Environmental Assessment OP 4.01 This policy requires environmental assessment (EA) of projects proposed for World Bank financing to help ensure that these are environmentally sound and sustainable, and thus to improve decision making. The EA is a process whose breadth, depth, and type of analysis depend on the nature, scale, and potential environmental impact of the proposed project. EA evaluates a project's potential environmental risks and impacts in its area of influence; examines project alternatives; identifies ways of improving project selection, siting, planning, design, and implementation by preventing, minimizing, mitigating, or compensating for adverse environmental impacts and enhancing positive impacts; and includes the process of mitigating and managing adverse environmental impacts throughout project implementation. The Bank favors preventive measures over mitigatory or compensatory measures, whenever feasible.

The EA takes into account the natural environment (air, water, and land); human health and safety; social aspects (including physical cultural resources) and trans-boundary and global environmental aspects. EA considers natural and social aspects in an integrated way. It also takes into account the variations in project and country conditions; the findings of country environmental studies; national environmental action plans; the country's overall policy framework, national legislation, and institutional capabilities related to the environment and social aspects; and obligations of the country, pertaining to project activities, under relevant international environmental treaties and agreements. The EA is initiated as early as possible in project processing and is integrated closely with the economic, financial, institutional, social, and technical analyses of a proposed project.

As per the policy, the Bank undertakes environmental screening of each proposed project to determine the appropriate extent and type of the environmental assessment. The Bank classifies the proposed projects into one of four categories of A, B, C and FI depending on the type, location,

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sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts.

b) Public Disclosure of Information, BP 17.50

This BP deals with the World Bank policy on disclosure of information. It is a mandatory to supports public access to information on environmental and social aspects of projects.

4.2 Statutory Framework

After devolution of the subject of environment to provincial level under 18th amendment, The Pakistan Environmental Protection Act 1997 (PEPA 1997) is technically no longer applicable to the provinces.

Pak-EPA review of IEE and EIA Regulations, 2000 and Pakistan Environmental Assessment Procedures were published, to provide necessary guidelines for preparation, submission and review of IEE and EIA.

4.2.1 Sindh Environmental Protection Act, 2014

SEPA 2014 is the overriding environmental legislation in the province of Sindh. SEPA 2014, Section 35 states that the provisions of this Act will have effect notwithstanding anything inconsistent therewith contained in any other law in force for the time being.

After the 18th Constitutional Amendment, environmental management has been delegated to the provincial governments. The environmental management of the province is mainly governed under the SEPA 2014, which is a replica of the Pakistan Environmental Protection Act of 1997 with some amendments. The law is comprehensive and provides the basic framework for environmental management of the province. The main focus of the law is on sustainable development, protection, conservation, rehabilitation, and improvement of environment. It instructs the provincial government to establish the Sindh Environmental Protection Council. Under the law, Environmental Impact Assessment/Initial Environmental Examination (EIA/IEE) is essentially required for all the projects before commencing any construction activity. It prohibits specified discharges and emissions. Sindh Environmental Quality Standards are an essential part of the law. The SEPA empowers the provincial government to issue notices and to enforce the Act for the protection of the environment.

Sindh Environmental Protection Council (SEPC): It has been formed consisting of Chief Minister as Chairman with Minister in charge of Environment Protection Department, Additional Chief Secretary, Planning & Development Department, Government of Sindh and Secretaries of Environment, Finance, Public Health Engineering, Irrigation, Health, Agriculture, Local Government, Industries, Livestock & Fisheries Forest & Wildlife, Energy, Education Departments Government of Sindh and Divisional Commissioners of Sindh. Non-official members are also included (i.e. representatives of Chamber of Commerce & Industry and from medical or legal professions etc.) along with DG, EPA & two Members of Provincial Assembly also form part of EPC.

The functions and powers of EPC include coordination & supervision of provisions of Act, approving provincial environmental & sustainable development policies & SEQS, provide

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guidance for protection & conservation, consider annual Sindh Environmental Report, deal with interprovincial and federal provincial issues, provide guidance for bio safety and assist Federal Government in implementation of various provisions of UN Convention on laws on Seas (UNCLOS).

Sindh Environmental Protection Agency (SEPA): SEPA is headed by Director General (DG) with the aim to exercise the powers and perform the functions assigned to it under the provisions of this Act and the rules and regulations made there under. The Agency may form advisory committees.

The Agency will administer and implement the provisions of this Act and rules and regulations. It will also prepare environmental policies, take measures for implementation of environmental policies, prepare Sindh Environment Report and prepare or revise Sindh Environmental Quality Standards. SEPA will also establish systems and procedures for surveys, surveillance, monitoring, measurement, examination, investigation research, inspection and audit to prevent and control pollution and to estimate the costs of cleaning up pollution and rehabilitating the environment and sustainable development. SEPA would also take measures for protection of environment such as to The Agency will administer and implement the provisions of this Act and rules and regulations. It will also prepare environmental policies, take measures for implementation of environmental policies, prepare Sindh Environment Report and prepare or revise Sindh Environmental Quality Standards. SEPA will also establish systems and procedures for surveys, surveillance, monitoring, measurement, examination, investigation research, inspection and audit to prevent and control pollution and to estimate the costs of cleaning up pollution and rehabilitating the environment and sustainable development. SEPA would also take measures for protection of environment such as to etc. This fund is utilized for protection, conservation or improvement of environment.

Salient Features of SEPA, 2014

Section-11: Prohibition of discharge or emit or allow the discharge or emission which is in excess to that specified in SEQS Section-12: Prohibition of import of hazardous waste Section-13: Handling of hazardous substances Section-14: Prohibition of action adversely affecting environment Section-15: Regulation of motor vehicles Section-17: Initial Environmental Examination & Environmental Impact Assessment Section-21: EPO Section-22: Penalties Section-25: Environmental Protection Tribunals

4.2.2 Sindh EPA (Review of IEE/EIA) Regulations 2014

This document sets out the key procedural requirements for conducting an IEE and EIA. The document lists the responsibilities of proponents and duties of responsible authorities and provides schedules of proposals for determining whether the project requires IEE or EIA under Schedules I and II respectively and lays down the procedures for Environmental Approval and for filing the case with the SEPA to receive the NOC.

Schedule I: A project falls in Schedule I if it is likely to have adverse environmental impacts. Such types of projects need IEE report including EMP.

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Schedule II: Projects are categorized in Schedule II if they generate significant adverse environmental impacts that require a comprehensive management plan. All those projects located within or passes through the areas declared by the Government of Pakistan as environmentally sensitive, areas of international significance and areas designated by UNESCO as cultural heritage sites also require EIA.

According to Sindh Environmental Protection Agency Regulation, 2014, the proposed Yellow BRT Corridor project is categorized in the Schedule-II under subsection E of Transport thus requiring an EIA.

4.2.3 Sindh Environmental Quality Standards (SEQS), 2014

SEPA 2014 has established the Sindh Environmental Quality Standards (SEQS). These are discharge standards and are applicable at the point of discharges of emissions. SEQS are relevant for wastewater treatment plants and landfills activities. SEPA 2014 states that noncompliance with SEQS and not paying pollution charges will invoke implementation of punitive sections of the Environmental Protection Order and penalties to every noncomplying person, corporate body, Government agency, local authority, or local councils. Cases challenged by the parties will be settled by the Environmental Magistrates and Tribunals, and if required, the cases can also be appealed in the higher courts. Standards for the following types of effluent and emissions are specified in the SEQS and may be relevant to the specified projects:

1) Municipal and liquid industrial effluent parameters (32) for discharge to inland waters, sewage

treatment facilities, and the sea 2) Industrial gaseous emissions (16) into the atmosphere 3) Motor and vehicle exhaust and noise (3 to 5) 4) Ambient air quality (9) 5) Drinking water quality (33)

6) Noise standards for residential, commercial, industrial, and silence zones

SEQS apply to both discharge and ambient pollutant concentrations: gaseous emissions and liquid effluents discharged by batching plants and construction machinery, and ambient air quality and ambient noise. The standards for motor vehicle exhaust and noise apply during the construction as well as operation phase of the project will need to be accounted for regarding construction equipment/vehicles and buses purchased for the BRT Project.

4.2.4 Sindh Cultural Heritage (Preservation) Act, 1994

This provincial Act empowers the Government of Sindh to preserve and protect any premises or objects of archaeological, architectural, historical, cultural, or national interest in Sindh by declaring them protected. Karachi alone has over 200 buildings declared as “Protected Heritage” by the Government of Sindh. SMTA will get NOC from Department of Culture, Tourism and Antiquities if any protected site is identified along Yellow BRT Corridor.

4.2.5 Antiquities Act, 1975

This Act defines how to repeal and reenact the law relating to the preservation and protection of antiquities. The federal government may, by notification in the official Gazette, declare any antiquity to be a protected antiquity for the purposes of this Act. The law prohibits new construction in the proximity of a protected antiquity and empowers the Government of Pakistan to prohibit

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excavation in any area that may contain such articles of archaeological significance. A contravention of any provision of this Act or the rules will, where no punishment has been specification provided, be punishable with rigorous imprisonment for a term which may extend to six months or with a fine which may extend to PKR 5,000, or with both.

Under the Act, the project proponents is obligated that no activity is undertaken in the proximity of a protected antiquity without getting NOC from relevant department. If an archaeological discovery is made during the course of the project, it should be reported to the Department of Archaeology, Government of Pakistan.

This EIA Study has not found any antiquity artifact in the entire corridor therefore the said Act would not apply to Yellow BRT Project.

4.2.6 Sindh Wildlife Protection (Second Amendment) Ordinance, 2001

Sindh Wildlife Protection Ordinance 1972 requires the protection of wildlife species declared as protected and game animals. Ordinance declares certain areas as national parks and game reserves where hunting and spoiling of its natural landscape and environment is prohibited. The Ordinance also provides for the creation of three classes of special protected areas: National Parks, wildlife Sanctuaries and Game Reserves.

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 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 Yellow BRT corridor does not have any wildlife protected area in its vicinity nor does it fall under the flyway zone of migratory birds therefore no provision of this law would be applicable to it.

4.2.7 The Sindh Local Government Act 2013

Under the Sindh Local Government Act 2013 (SLGA), Chapter VI, land use planning; implementation of building by-laws; management of environmental and health hazards; food adulteration; provision and maintenance of water supply schemes and public sources of drinking water; and mobilization of communities for the upgrade of local infrastructure (transportation, landscaping, and removal of encroachments) are the responsibilities of municipal corporations/committees.

Under Chapter VI, the district council is responsible for the overall welfare of the population (health and safety); improvement and maintenance of district main transportation routes including removal of encroachments and other local infrastructure (such as open spaces, graveyards, public open spaces); assistance to relevant authorities in the provision of relief services in the case of natural calamities (fire, flood, hailstorm, earthquake, and epidemic); control over land use and spatial planning (including agriculture, industry, commerce, residential, and so on); and enforcement of municipal laws.

Under the second and fourth Schedules, both municipal committees and union councils are responsible for the management of dangerous and offensive articles and their trade.

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Under the Sixth Schedule Part-I and Part-II of the Act, it is an offence and the Local Government (LG) can take the offender to court for discharging of chemicals in any drain, public watercourse, and public land that is likely to cause public health hazards; industry and commercial concerns disposing affluent in the water supply and sewerage system; adulteration of eatables and drinkables items; cultivation of agriculture produce or crop by irrigating with sewer water or any such liquid; and dumping of solid waste and refuse in a place other than a landfill or dumping site, establishing a brick kiln, lime kiln, charcoal kiln, or pottery within such distance of the residential area as may be specified by the Council, dyeing or tanning skins within such distance of any commercial or residential areas as may be specified by the local government, and damaging or polluting physical environment, inside or outside private or public premises, in a manner to endanger public health.

This act addresses environmental concerns, transportation, encroachment, roads etc. which are relevant with the Yellow BRT project.

4.2.8 Land Acquisition Act, 1894

This Legislation relates to land acquisition and compensation. The LAA 1894 is, however, is limited to a cash compensation policy for the acquisition of land and built-up property and damage to other owned assets, such as crops, trees and infrastructure. The LAA does not consider the rehabilitation and resettlement of disrupted populations and the restoration of their livelihoods.

The proposed project does not involve any land acquisition therefore no provision of this law would be applicable.

4.2.9 Employment of Child Act 1991

The Employment of Child Act (ECA) 1991 disallows the child labor in the country. The ECA defines a child to mean a person who has not completed his/her fourteenth year of age. The ECA states that no child will be employed or permitted to work in any of the occupation set forth in the ECA (such as transport sector, railways, construction, and ports) or in any workshop wherein any of the processes defined in the Act is carried out. The contractor will be bound by this Act to disallow any child labor at the project sites or camp sites.

4.2.10 Sindh Factories Act 2015

The Sindh Factories Act 2015 deals with regulations related to project area, workers and workplace Environment Health and Safety (EH&S) requirements. Conditions are specified for clean work place, toilets, waste handling, provision of drinking water quality, worker health and hygiene etc. Recent approval of Sindh Occupational Safety and Health Bill (2017) regulates many of the same issues. These laws and regulations apply in any project situation where labor rights and protections are enforced. These laws are applicable to construction contractors and will be included in the bidding documents of the contractors.

4.2.11 Sindh Minimum Wages Act, 2015

This act provides for the regulation of minimum rates of wages and various allowances for different categories of workers employed in certain industrial and commercial undertakings and establishments. The contractors and operators of the project will be bound to pay wages to the labor and employees as per the requirement of this act.

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4.3 Environmental and Social Guidelines

4.3.1 Environmental Protection Agency’s Environmental and Social Guidelines

The Federal EPA has prepared a set of guidelines for conducting environmental and social assessments. The, guidelines which are applicable to the proposed project are listed here:

Guidelines for the Preparation and Review of Environmental Reports, 1997

The guidelines on the preparation and review of environmental reports target project proponents and specify:

- The nature of the information to be included in environmental reports, - The minimum qualifications of the EIA conductors appointed, - The need to incorporate suitable mitigation measures at every stage of project

implementation, - The need to specify monitoring procedures, - The terms of reference for the reports are to be prepared by the project proponents

themselves, and - The report must contain baseline data on the Study Area, detailed assessment thereof, and

mitigation measures.

Policy and Procedures for Filing, Review and Approval of Environmental Assessments, 2000

These policies and procedures define the policy context and the administrative procedures that govern the environmental assessment process, from the project prefeasibility stage to the approval of the environmental report.

Guidelines for Public Consultation, Pakistan Environmental Protection Agency, 1997

These guidelines deal with possible approaches to public consultation and techniques for designing an effective program of consultation that reaches out to all major stakeholders and ensures the incorporation of their concerns in any impact assessment study.

Sectoral Guidelines for Environmental Reports (Major Roads)

The Sectoral Guidelines are part of package of regulations and Guidelines that also include the National Environmental Quality Standards. The Guidelines are concerned with construction of major roads and highways as well as rehabilitation of major routes. Minor works such as maintenance, repair and improvement of existing roads and the construction of small lengths of new roads of limited capacity are not included within the scope of this Guideline.

4.3.2 World Bank Guidelines on Environment

The principal World Bank publications that contain environmental guidelines are listed below:

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Environmental Assessment Sourcebook, Volume I: Policies, Procedures, and Cross Sectoral Issues. World Bank Technical. Paper Number 139, Environment Department, the World Bank, 1991.

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.

Pollution Prevention and Abatement handbook: Towards Cleaner Production, Environment department, World Bank, United Nations Industrial Development Organization and the United Nations Environment Program, 1998.

4.3.3 IFC Performance Standards on Social and Environmental Sustainability

The IFC Performance Standards are an international benchmark for identifying and managing environmental and social risk and has been adopted by many organizations as a key component of their environmental and social risk management. Together, the eight Performance Standards establish standards that the Proponent is to meet throughout the life of an investment by IFC or other relevant financial institution. Following standards are relevant to proposed project:

Performance Standard 1: Assessment and Management of Environmental and Social Risks and Impacts Performance

This Performance Standard seeks to:

- Identify and evaluate environmental and social risks and impacts of the project. - Adopt a mitigation hierarchy to anticipate and avoid, or where avoidance is not possible,

minimize, and where residual impacts remain, compensate/offset for risks and impacts to workers, Affected Communities, and the environment.

- Promote improved environmental and social performance of clients through the effective use of management systems.

- Ensure that grievances from Affected Communities and external communications from other stakeholders are responded to and managed appropriately.

- Promote and provide means for adequate engagement with Affected Communities throughout the project cycle on issues that could potentially affect them and to ensure that relevant environmental and social information is disclosed and disseminated.

Under this Standard, the project is required to establish and maintain a social and environmental management system appropriate to the nature and scale of the project and in accordance with the level of social and environmental risks and impacts. The ESMS will incorporate the following elements: (i) policy; (ii) identification of risks and impacts; (iii) management programs; (iv) organizational capacity and competency; (v) emergency preparedness and response; (vi) stakeholder engagement; and (vii) monitoring and review.

This EIA study has been conducted to respond to requirements of national legislation and international Guidelines and to fulfill the requirements of the IFC Performance Standards-1.

Standard 2: Labor and Working Conditions Performance Standard

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This standard seeks to promote the fair treatment, nondiscrimination, and equal opportunity of workers, establish, maintain, and improve the worker-management relationship, promote compliance with national employment and labor laws, protect workers, including vulnerable categories of workers such as children, migrant workers, workers engaged by third parties, promote safe and healthy working conditions and the health of workers and avoid the use of forced labor.

The contractors of proposed Yellow BRT project will be required to follow this standard with regard to compliance with national labor and employment laws, promoting safe and healthy working conditions for labor and protecting and promoting the health of workers.

Performance Standard-3: Resource Efficiency and Pollution Prevention

This standard seeks to avoid or minimize adverse impacts on human health and the environment by avoiding or minimizing pollution from project activities, promote more sustainable use of resources and reduce project-related emissions that contribute to climate change.

The Standard requires the project to consider ambient conditions and apply technically and financially feasible resource efficiency and pollution prevention principles and techniques that are best suited to avoid, or where avoidance is not possible, minimize adverse impacts on human health and the environment.

PS-3 will be applicable to all stages of Yellow BRT project. Various aspects of pollution prevention and abatement of the proposed project are discussed separately in this report.

Performance Standard-4: Community Health, Safety and Security

PS-4 seeks to anticipate and avoid adverse impacts on the health and safety of the Affected Community during the project life from both routine and non-routine circumstances and to ensure that the safeguarding of personnel and property is carried out in accordance with relevant human rights principles and in a manner that avoids or minimizes risks to the Affected Communities.

This standard requires the project to evaluate the risks and impacts to the health and safety of the Affected Communities during all stages of the project and will establish preventive and control measures that are commensurate with their nature and magnitude.

EIA study addresses the requirement of this standards with regard to Community Health, Safety and Security for the proposed project. EIA study has evaluated the impacts of the project on health, safety and security of the community at all stages of the project. The Environmental Management Plan also addresses community aspects.

Performance Standard-8: Cultural Heritage

Performance Standard-8 recognizes the importance of cultural heritage for current and future generations. The objective of this performance standard is to protect cultural heritage from the adverse impacts of project activities and support its preservation and promote the equitable sharing of benefits from the use of cultural heritage.

SMTA will officially get NOC from relevant department, if any protected site is identified along the entire corridor of Yellow BRT project.

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4.4 International Treaties and Conventions

Pakistan is a signatory to a number of Multilateral Environmental Agreements (MEAs). These MEAs impose requirements and restrictions of varying degrees upon the member countries, in order to meet the objectives of these agreements. However, the implementation mechanism for most of these MEAs is weak in Pakistan. The following are the relevant international treaties and conventions that have been ratified by Pakistan. With the exception of international labor standards and climate protocols, none is likely to have a direct repercussion on the conduct of the Yellow BRT Project.

Name Signing Ratification

Ramsar Convention on Wetlands (Conservation and use of Wetlands through local and national action)

1971

1976

Convention on Migratory Species (Conservation of migratory species)

1971 1987

Convention on International Trade in Endangered Species (Protection of endangered species of wild animals and plants)

1973 1976

Convention on the Law of the Seas (Peaceful uses of the Seas and Oceans)

1982 1997

Vienna Convention for the Protection of the Ozone Layer 1989 1992

Montreal Protocol on Substances that Deplete the Ozone Layer (Reducing emissions of substances that deplete the ozone layer)

1989 1992

Convention on Biological Diversity (Conservation of biological diversity)

1992 1994

Basel Convention on the Control of Trans-Boundary Movement of Hazardous Waste (Controlling the trans-boundary movement of hazardous waste)

1992

1994

United Nations Framework Convention on Climate Change (Stabilization of greenhouse gas concentrations)

1992 1994

United Nations Convention to Combat Desertification in those Countries Experiencing Serious Drought and/or Desertification, Particularly in Africa

(Combat desertification and mitigate the effects of drought)

1994

1997

Kyoto Protocol to the United Nations Framework Convention on Climate Change (Mitigation of climate change and carbon sequestration)

1997

2005

Stockholm Convention on Persistent Organic Pollutants (Protection from persistent organic pollutants)

2001 2008

Paris Agreement (Voluntary accords to mitigate climate change)

2016 2016

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5.0 DESCRIPTION OF THE ENVIRONMENTAL BASELINE

This chapter presents the existing environment around the proposed project which has been studied with respect to physical, ecological and socio-economic resources.

5.1 Purpose of the Baseline Study

An environmental baseline study is intended to identify and establish all the physical, biological and human environmental conditions, prevailing before the execution of the project, in order to use this information as a reference datum to compare future changes and judge them if the conditions have changed for better or worse. As such, it must include all resources, which can reasonably be affected by the project. The baseline description is intended to accomplish the following objectives:

- To provide proponent of the project and stakeholders with sufficient knowledge about socio-

economic set-up, agriculture, ecological features, built-up buildings and infrastructure of the project area; and

- To allow the planners to evaluate the potential efficacy of the actions to mitigate the adverse

impacts and enhance benefits.

5.2 Physical Environment

The map of the Karachi is presented in Figure 29.

Figure 29: Map of Karachi

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5.2.1 Climate

Karachi is located just above the tropical zone on the coast of the Arabian Sea at 24º45” to 25º15” north, and 66º37” to 67º37” east at about 20 m above sea level (airport weather station). Karachi is bounded by Hub-River (Balochistan Province) on west, Badin District on east, Dadu District on north and Arabian Sea on south. The climate of the Karachi can be characterized by dry, hot and humid conditions and in general terms it is moderate, sunny and humid. There is a minor seasonal intervention of a mild winter from mid-December to mid-February followed by a long hot and humid summer extending from April to September, with monsoon rains from July to mid-September. The level of precipitation is low for most of the year. The humidity levels usually remain high from March to November, while very low in winter as the wind direction in winter is northeasterly.

5.2.2 Temperature

Table 4 and Figure 30 show the maximum, minimum and average monthly temperatures of the Karachi for the recent years (2016-2019). The maximum temperature range is 25 – 37 oC. The average temperature range is 21 - 33 oC. The minimum monthly temperature range is 18 – 30 oC. April to November are the hot months whereas cold months are December to March.

Table 4: Maximum, Minimum and Average Temperature (Karachi)

Year Month’s Temperature Co

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

2016

Max 26 29 32 34 35 36 33 33 32 33 32 29

Avg 22 24 27 29 31 31 30 30 28 28 27 24

Min 19 20 24 25 28 28 29 28 26 25 23 21

2017

Max 25 29 32 35 37 35 32 32 32 34 30 27

Avg 21 24 27 30 32 32 30 29 29 30 26 23

Min 18 21 23 26 28 29 28 27 27 27 23 20

2018

Max 26 28 31 35 37 34 32 30 30 35 34 29

Avg 22 24 27 30 33 31 30 28 27 33 32 26

Min 19 21 24 26 29 29 28 27 26 30 28 23

2019

Max 27 27 - - - - - - - - - -

Avg 25 24 - - - - - - - - - -

Min 21 20 - - - - - - - - - -

Source: Extract from Temperature Graph (World Weather Online)

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Figure 30: Maximum, Minimum and Average Temperature (Karachi)

Source: World Weather Online (https://www.worldweatheronline.com/karachi-weather-history/sindh/pk.aspx)

5.2.3 Rainfall

As this region falls in the semi-arid climatic zone, the rainfall in Karachi is extremely low and erratic. Table 5 and Figure 31 show the average monthly rainfall data of Karachi.

Table 5: Average Rainfall of Karachi (mm)

Year Month’s Average Rainfall (mm)


2016 2.63 0.0 3.9 0.11 0.09 9.71 10.23 41.09 1.2 0.01 0.0 0.1

2017 5.61 0.03 0.1 0.01 0.06 3.47 20.4 27.17 16.92 0.0 0.14 0.22

2018 0.01 0.0 0.04 0.53 0.0 5.92 11.86 14.31 2.53 0.0 0.0 0.4

2019 13.7 4.8 - - - - - - - - - -

Source: Extract from Rainfall Graph (World Weather Online)

https://www.worldweatheronline.com/karachi-weather-history/sindh/pk.aspx

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Figure 31: Monthly Average Rainfall (mm) and Number of Rainy Days of Karachi


5.2.4 Humidity

Despite arid conditions, humidity is relatively high throughout the year. Table 6 and Figure 32 present detail of the average monthly humidity of Karachi.

Table 6: Average Humidity (%) of Karachi (mm)

Year Month’s Average Humidity (%)


2016 48 33 49 54 66 67 72 73 71 63 39 44

2017 37 29 49 52 63 68 74 72 69 55 38 25

2018 42 45 50 51 52 69 73 75 72 47 37 35

2019 42 39 - - - - - - - - - -

Source: Extract from Humidity Graph (World Weather Online)


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Figure 32: Average Humidity and Clouds (%) of Karachi


5.2.5 Wind

Karachi weather is considered pleasant and is famous for its breeze from the sea. The onshore winds from the Arabian Sea contribute to humid conditions. The wind speed has highest velocities during the summer months, when the direction is south-west to west. During winter, the wind blows from north to northeast, shifting southwest to west in the evening hours. The wind usually carries sand and salt resulting in severe wind erosion and corrosion. Tropical cyclones are formed in the Arabian Sea in the pre-monsoon season, mostly in the month of June. Table 7 and Figure 33 show the maximum and average monthly wind speed of Karachi. Figure 34 shows the wind rose for Karachi.


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Table 7: Maximum and Average Wind Speed (kmph) of Karachi)

Year Month’s Wind Speed (kmph)


2016

Max 10.1 11,7 16.3 19.1 24.5 24.2 24 21.6 23.7 15.3 10.2 10.1

Avg 10.1 11.7 16.3 19.1 24.5 24.2 24 21.6 23.7 15.3 10.2 10.1

2017

Max 13.3 13.5 16.2 20.4 23.6 23.8 26 23.8 19.4 14.4 10.7 13.3

Avg 13.3 13.5 16.2 20.4 23.6 23.8 26 23.8 19.4 14.4 10.7 13.3

2018

Max 10.3 11.6 16.7 18.9 21.6 25 25.2 24.7 22.1 20.6 17.5 17.8

Avg 10.3 11.6 16.7 18.9 21.6 25 25.2 24.7 22.1 13.9 11.4 12

2019

Max 18.6 23.3 - - - - - - - - - -

Avg 12.3 16.3 - - - - - - - - - -

Source: Extract from Wind Graph (World Weather Online)

Figure 33: Monthly Average and Maximum Wind Speed and Gust (kmph) of Karachi



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Figure 34: Wind Rose of Karachi

Source: Pakistan Meteorological Department

5.2.6 Topography

Karachi is located in the south of Sindh, on the coast of the Arabian Sea. It covers an area of approximately 3,600 km2, comprised largely of flat or rolling plains, with hills on the western and northern boundaries. The city represents quite a variety of habitats such as the sea coast, islands, sand dunes, swamps, semi-arid regions, cultivated fields, dry stream beds, sandy plains, and hillocks. The hills in Karachi are the off-shoots of the Kirthar Range. All these hills are devoid of vegetation and have wide intervening plains, dry river beds and water channels.

Classified according to physiographic features, Karachi City District can be divided into three broad categories: Hilly Region (Mountain Highland), Alluvial Plain (Piedmont Plain) and Coastal Areas (Valley Floor). The greatest height of the region is 76 m that gradually decreases to 1.5 m above mean sea level along the coastline. The Karachi Harbor is a sheltered bay to the south-

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west of the city, protected from storms by the Sandspit Beach, the Manora Island and the Oyster Rocks.

The Arabian Sea beach lines the southern coastline of Karachi. Dense mangroves and creeks of the Indus delta can be found towards the south east side of the city. Towards the west and the north is Cape Monze, an area marked with projecting sea cliffs and rocky sandstone promontories.

Karachi is the part of major synclinorium stretching from Ranpathani River in the east to Cape Monze in the west, Mehar and Mole Jabal (Mountains) in the north. Within the synclinorium, a number of structures such as Pipri, Gulistan-e-Jauhar, Pir Mango and Cape Monze are exposed. The presence of concealed structures under the Malir River valley, Gadap and Maripur plains can fairly be deduced. Rock aggregates, sand, limestone and clay are some of the potentials for gainful utilization. Gulistan-e-Jauhar, member of the Gaj formation, offers groundwater potential for limited use. The area is underlain by rocks of sedimentary origin ranging in age from Eocene to Recent. (Geological Survey, Preparatory Survey (II) on Karachi Circular Railway Revival Project, Final Report, JICA, 2013)

The vacant land accounts for only 7% of all land and housing is the biggest user of land (with about 37% of the total), while roads and open spaces are also significant. Most of the developed areas are concentrated in the inner ring towns of Saddar, Jamshed, Lyari, Liaquatabad, Gulshan- e-Iqbal and Gulberg. These towns contain the most diverse mix of land uses and include most of the governmental and regional-scale industrial and commercial activities. (Karachi Strategic Development Plan 2020)

5.2.7 Water Resources

The map of water resources and bulk water supply system for Karachi is shown in Figure 35. The description of the water resources of Karachi is as under:

a) Surface Water

Indus River and Hub Dam on Hub River are the two major sources of surface water for Karachi.

i) Indus River

The Indus River, the main source of water for Karachi, is severely constrained by dry season demand, but has abundant wet season discharges. Except during the summer flood season, very little water escapes to the sea. Water from the Indus River is distributed over the Sindh Province through three barrage systems, namely, Guddu, Sukkur and Kotri. Urban and industrial water for Karachi is taken from the Kotri Barrage and discharged through the Kalri Baghar Feeder Upper (KB Feeder Upper) to Kinjhar Lake. Kotri Barrage is the lowest barrage on the River Indus. Kinjhar Lake is a natural reservoir, the storage of which has been increased by constructing nearly 20 km of embankments having a maximum height of 9 m. The lake has a catchment area of 910 km. The supply from the River Indus comes via canals from Kinjhar, Haleji, Gharo and through conduits to the Dhabeji pumping station. The water is then distributed via conduits and distribution mains.

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Figure 35: Water Resources & Bulk Water Supply System of Karachi

ii) Hub Dam

The Hub Dam is a multi-purpose dam (municipal, industrial and irrigation purposes) constructed on the Hub River approximately 56 km to the north-west of Karachi city. The construction of the dam started in September 1963 and completed after 18 years in September 1981. The catchment area of the dam extends across two provinces namely Sindh and Balochistan, covering a total area of 8,730 square km. There has been an agreement between the two provinces that, at the Regulator located at the end of the Hub Main Canal, 63.3% of the total flow from the dam will be diverted to the Karachi Water Supply Canal (Sindh) while 36.7% to the Lasbela Canal (Balochistan).

b) Groundwater

As stated above, Karachi obtains its drinking water from the Indus River about 120 km to the east and the Hub River about 56 km in the west. Some limited groundwater is extracted for private use in the Karachi area, but groundwater resources in the Karachi area are limited. The aquifers close to the coastal belt are mostly saline and unusable for domestic purposes. Aquifers near the Hub River are well developed and serve as sources of water for agriculture and domestic use. The aquifers are estimated to lie at depths of 50-100 m.

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i) Groundwater Recharge Sources

Five possible water-sources are contributing to the groundwater recharge in Karachi. The first possible source is the rainfall. As the city of Karachi suffers from deficit of precipitation (only rainfall), the contribution to willow groundwater storage from rain is very little. However, rainfall in the hinterlands and other areas surrounding Karachi may significantly contribute to the groundwater flow-system. The two freshwater sources are the Hub Lake/Hub Dam and the Indus River. Water from Hub Dam and the Indus River is piped to various residential zones in Karachi for drinking and irrigation purposes. The spring water discharges into Malir River and Layari River and the municipal/industrial waste effluents added to these rivers are also contributing to groundwater storage as a fourth recharge source. Seawater intrusion along Karachi coast is the fifth possible source.

During the past several years, a number of pumping wells has been installed to meet requirements for the irrigation-water supply (to raise vegetables, fruits, dairy and poultry) and drinking-water supply for Karachi. Excessive pumping of groundwater and continuous lowering of water-table is likely to result in intrusion of seawater into the Malir Basin under natural seepage conditions and under artificially induced conditions of recharge of saline seawater in the coastal aquifer(s) of Karachi. (Geological Survey, Preparatory Survey (II) on Karachi Circular Railway Revival Project, Final Report, JICA, 2013)

ii) Groundwater Quality

Physico-chemical data of willow groundwater (depth less than 30 meters) shows that the willow wells, located in the vicinity of coast and in the proximity of polluted rivers, have relatively higher values of electrical conductivity, salinity and population of coliform bacteria. The willow groundwater is moderately saline, representing electrical conductivity values in the range of 1.1 to 1.9 mS/cm and salinity in the range of 1 ppt. The pH of willow groundwater varies from mildly acidic (~6.3) to mildly alkaline values (~7.9). Areas with quite poor sanitary conditions have relatively low values of pH (~6.3 to 6.8). Willow groundwater below 20 meters is slightly reducing. The dissolved oxygen is in the range of 1.5 to 7.9 mg/l. Turbidity of willow groundwater varies between 3.6 NTU and 95 NTU. The concentration of HCO3 - (356 – 514 ppm, n=4), Cl- (82 - 169

ppm, n=4) and SO4-2 (38-117 ppm, n=4) in willow groundwater is very reasonable.

In general, deep groundwater is mostly saline and has high electrical conductivity (range: 1.9- 19.1 mS/cm) and salinity (range: 1.7-7.4 ppt), as compared to willow groundwater. Based on hydro-chemical data of water samples collected from pumping wells, it is assumed that the willow mixed deep groundwater discharged by large-scale pumping wells mainly represents the deep groundwater from confined aquifer

The hydro-chemical and stable isotope results indicate that the confined aquifer hosts a mixture of rainwater from hinterlands and surrounding regions around coastal Karachi, as well as sea trapped water / seawater, through intrusion under natural infiltration conditions or under induced recharge conditions.

Source: Geological Survey, Preparatory Survey (II) on Karachi Circular Railway Revival Project, Final Report, JICA

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c) Water Supply System

The city has experienced over the last three decades, the augmentation of the water supply system including water source, bulk conveyance system and distribution network has consistently lagged behind the fast0growing water demand of the city due to the significantly large population growth rates (4 to 5% per annum). Consequently, most of the areas of the city faced serious water shortages. People are obliged to spend money on ground-level tanks, booster pumps, roof-top storage tanks and water filters and even then, water is boiled prior to drinking. Many households are compelled to use secondary sources of water such as willow wells or tanker supplies just to meet their basic needs.

The water supply system of the KWSB supplies bulk water to the citizen of Karachi City from the Indus River, Hub Dam and Dumlottee Wells through the Greater Karachi Bulk Water Supply System, Karachi Water Supply Canal and Dumlottee Conduit respectively. About 33% of the total water supply is without filtration. From filtration plants and reservoirs, water is supplied through the water trunk mains and distribution pipelines. The detail of the water filtration plants is given is Table 8.

Table 8: Detail of Filtration Plants in Karachi

Location Gharo COD Pipri NEK Old

NEK New

Hub

Number of Plants

1 2 1 2 1 2 3 1 1 1

Year of Construction

1943 1953 1962 1971 1971 1978 2006 1978 1998 2006

Rated Capacity MGD

10

10

70

45

25

25

50

25

100

80

Source: KWSB

A total of 139 distribution pumping stations are being operated and managed by the KWSB. Some of the consumers install individual small suction pumps and suck water from distribution pipes forcibly. This is the one of reasons of serious water supply situation which makes low water pressure and water shortage, and also problems of water quality aggravation such as sewerage contamination caused by negative pressure in the pipes. There is no water meter on individual service connection. Consumers pay water tariff on the basis of plot size hence they pay no attention to any wastage. Awareness for the usage and storage of water is very less in many parts of Karachi. In order to complement the Supply to water starved areas and to attend acute and chronic water shortages, six Water Hydrants are operating in Karachi outsourced by KW&SB, which are providing water through tankers on specified / regulated rates to the citizens and at the same time a subsidized supply of tankers is also going on under the instructions of the Chief Minister GoS for the supply of free tankers to the poor and deprived areas mainly in district west, Karachi.

d) Water Supply at Project Site

The water supply sources at project site are KWSB supply, groundwater extraction, and tankers supply. Most of the industries located along Korangi Road have installed their own water turbines

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to extract groundwater and also purchase water from tankers. Mostly the hose holds have also installed small pumps for groundwater extraction and also purchase water from tankers.

5.2.8 Sewerage System

Four drainage systems are said to encompass Karachi city, the Lyari, the Malir, the Budnai, and small streams referred to collectively as the coastal basin. The Malir River Basin and the Lyari River Basin contribute about 80% of the surface runoff from the city. Thus, the natural drainage system of Karachi city includes mainly the tributaries of the Malir and Lyari Rivers. While these are perennial streams, in stream flow is intermittent, and fresh water inflow depends on rainfall and runoff; both rivers also intercept discharges from sewer lines and outfalls and carry sewage to the sea from all parts of the city. The Budnai Basin and the Coastal Basin are minor basins. The Malir River flows from the east towards the south and center, and the Lyari River stretches from north of the city to the southwest ending in the Arabian Sea.

Drainage channels collect surface runoff through hundreds of small/large side channels and lined nullahs (drains) that serve as important components of the drainage network. These are generally dry built channels and streambeds that flow into the main rivers described above. Whenever a heavy rain takes place, the huge amount of runoff that course through these channels may cause the rivers to overflow their banks and spread over adjacent floodplains. In any event, the drainage network of the city is severely stressed due to increased runoff from paved surfaces, and encroachment on drainage channels.

The Lyari River is an ephemeral stream having a substantial catchment area starting from as far back as the Badra range of hills, some 100 km north of the city. Its catchment covers an area of 700 km2, out of which, approximately 150 km2 is in the metropolitan area. The river is the main contributor to an estimated amount of 200 MGD of sewage that enters the Arabian Sea. A large number of industries including leather tanning units, pharmaceuticals, petrochemicals, refineries, chemical, textile, paper and pulp, engineering works and thermal power stations, located along the river, regularly discharge their untreated industrial waste, including the waste flows from the SITE industrial estate in Orangi that flows via the Orangi Nullah to the Lyari and thence to the ocean.

Malir River is shorter with a smaller drainage area. It is ephemeral and is constituted from two major tributaries, the Mol and Khadeji, as well as some minor tributaries. Khadeji is a perennial stream that originates at Khadeji falls and gains flow as it travels across the Malir Basin. The Malir and Khadeji River basins include dry hill torrents and flow depends upon precipitation during rains. Once the Malir enters urban space, it receives large amounts of industrial effluent from the Korangi industrial area, and discharges into the sea.

The wastewater quality of Malir and Lyari river is given in Table 9.

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Table 9: Wastewater Quality of Malir and Lyari Rivers

Parameters (mg/l) except pH

Malir Lyari

(Mean Values)

pH 7.41 - 8.45 7.49

Temperature oC 32 - 33 27

Total Dissolved Solids (TDS) 1,478 – 33,820 2,361

Biochemical Oxygen Demand (BOD) 180 – 320 343

Chemical Oxygen Demand (COD) 506 – 1,413 552

Zinc 0.6 – 1.39 0.32

Lead 2.19 – 6.77 0.23

Cadmium 1.71 – 2.6 0.12

Source: Physico-Chemical Profile of Malir River and Chinna Creek (Sadia Tariq et al.), Impact of Orangi Nala Industrial Effluents on Sewage Water of Lyari River, Karachi, Pakistan (Yasmin Nergis et al.)

The existing coverage of the sewerage system is only about 30% for the Karachi, which has a number of problems. These include low sewage flows received at existing sewage treatment plants, resulting from the inadequate provisions of sewer trunk mains and the malfunctioning of pumping facilities, deterioration of water quality in rivers and canals, and clogging of waterways caused by damping of massive rubbish.

As per KSDP 2020, more than 380 MGD wastewater is discharged daily. Only about 90 MGD is treated at existing wastewater treatment plants. According to KWSB sources, almost 441.32 MGD raw sewage gets into the sea without required level of treatment from Karachi via 11 drains. Existing sewerage facilities for sewage collection and its treatment are far from sufficient in quantity to serve the large population of Karachi city. Additional sewage collection system including branch sewers, trunk sewers and pumping stations need to be constructed to improve living environment of the citizen. In the same manner, existing sewage treatment plants need to be extended and new plant(s) has to be implemented to treat all the generated sewage to improve water qualities of public water bodies, especially of Arabian Sea.

a) Wastewater Pollution

Untreated wastewater is one of the major sources of surface and groundwater contamination. Most of wastewater discharges from municipal and industrial sources do not meet the Sindh Environmental Quality Standards (SEQS). This indiscriminate discharge of untreated wastewater results in considerable environmental pollution and degradation. Major infectious diseases outbreaks were sourced by the contamination of fresh water resources. Most sewage flows into the nullahs and rivers which run as open sewers through the built-up area, causing highly obnoxious, insanitary conditions with serious health risks and unpleasant environment for the residents of adjoining neighborhoods.

There are numerous unauthorized settlements along most of the sewage channels where poor segments of society live. These are vulnerable to being exposed to water borne diseases, especially children. Besides causing health impacts, sewage overflow also damages already dilapidated infrastructure of Karachi, particularly roads.

The heavy metal accumulation (especially Pb) in seafood is linked to anemia, kidney failure and brain damage in humans. Mangroves and other ecological assets of the coast of Karachi are

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under serious threats due to exposure to the seawater contamination. Coastal ecological areas especially mangroves are habitats to invertebrate fish, shrimps, crabs, birds and reptiles.

Other major impacts of marine pollution as seen in Karachi include loss of biodiversity, dislocation of coastal communities, loss of livelihood, loss of fisheries, and degradation of beaches and recreational places.

The industrial estates of Karachi, namely Sindh Industrial Trading Estate (SITE), Landhi Industrial Trading Estate (LITE), Korangi Industrial Area (KIA), and West Wharf Industrial Area, among others, discharge effluents mainly into the Lyari and Malir rivers, which, passing through mangroves of Korangi Creek, finally drain into the Arabian Sea. SITE represents about 50% of the industrial discharges into sea.

Many of the above mentioned industrial estates intend to or are in the process of establishing large scale effluent treatment plants. Due to paucity of land, capital and technical resources, very few industrial units have installed individual wastewater treatment plants. Therefore, almost all of the industrial effluent goes into the sea practically untreated.

b) Drainage System at Project Site

At Korangi Industrial Area, sewers are located at the center of the road and the shoulders of the roads. The industrial and residential wastewater is discharged in these sewers. Also the storm water drains are being utilized as sewers. The major drains also intersect Korangi Road (8000 Road) from chowrangis (intersections). There will be potential threat of choking of these drains during construction of Yellow BRT Corridor at Korangi and 8000 Roads.

Figure 36 shows drains crossing the chowrangi at Korangi Road.

Figure 36: Wastewater Drains Crossing Chowrangi at Korangi Road

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c) Wastewater Monitoring for the Project

The wastewater quality testing was carried out by PRC laboratory for Yellow BRT project at three points of sewage drain flowing in Korangi industrial area on February 20, 2019. The results of these samples are given in Table 10.

Table 10: Wastewater Testing Results

Sr.

Test Method

Parameters

Unit

S-1 Afeef

Packages

S-2 Artistic Fabrics

S-3 Cornpak

Ltd

SEQS

1 Manual Temperature °C 31 21 19.5 ≤3

2 D-1393 pH 25 °C 7.21 7.32 13.57 6-9

3 APHA-507 Biochemical Oxygen Demand (BOD5)

mg/L 83 145 655 80

4 D-1252 Chemical Oxygen Demand (COD)

mg/L 1,445 545 1,675 150

5 APHA-209C Total Suspended Solids (TSS)

mg/L 535 100 140 200

6 PAHA- 209B Total Dissolved Solids (TDS)

mg/L 5,995 3,530 8,550 3,500

7 D-4281 Grease& Oil mg/L 35 22 18 10

8 D-1783 Phenolic Compounds mg/L NIL NIL NIL 0.1

9 D-512 Chlorides (Cl) mg/L 2,220 1,065 530 1,000

10 APHA-413D Fluorides (F) mg/L 2.41 2.46 2.35 10

11 APHA-4500 CNE

Cyanide (CN) mg/L 0.03 0.012 0.02 1.0

12 D-2330 Anionic Detergent mg/L 0.37 0.30 0.23 20

13 D-516 Sulphate (SO4) mg/L 550 365 360 600

14 APHA-427D Sulphide (S) mg/L NIL NIL 78 1.0

15 D-1426 Ammonia (NH3) mg/L 19.52 9.28 7.92 40

16 By A.A Cadmium (Cd) mg/L NIL NIL NIL 0.1

17 By ICP-OES Arsenic (As) mg/L ND ND ND 1.0

18 By A.A Chromium (Cr) mg/L 1.70 NIL NIL 1.0

19 By A.A Copper(Cu) mg/L 0.22 NIL 0.26 1.0

20 By A.A Lead (Pb) mg/L NIL NIL NIL 0.5

21 By ICP-OES Mercury (Hg) mg/L ND ND ND 0.01

22 By ICP-OES Selenium (Se) mg/L ND ND ND 0.5

23 By A.A Nickel (Ni) mg/L 0.97 NIL NIL 1.0

24 By A.A Silver (Ag) mg/L 0.32 0.03 0.45 1.0

25 Calculated Total Toxic Metals mg/L 4.67 2.52 2.19 2.0

26 By A.A Zinc (Zn) mg/L 7.96 0.18 0.15 5.0

27 By A.A Barium(Ba) mg/L 0.70 1.6 0.56 1.5

28 By A.A Iron (Fe) mg/L 23 1 1.0 8.0

29 By A.A Manganese (Mn) mg/L 1.40 0.18 0.10 1.5

30 D-3082 Boron (B) mg/L 0.76 0.89 0.92 6.0

31 In House Chlorine(Cl2) Mg/L NIL NIL NIL 1.0

ND Not Detectable

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Figure 37: Wastewater Sample Collection and Preservation at Site

Wastewater monitoring reports are attached as Annexure-1.

5.2.9 Flooding

Although the climate of Karachi is arid, and rainfall is low and highly variable, whenever there is a torrential rain event, heavy rainfall occurs within a short duration, surface runoff intensifies. Heavy showers take place in the city either due to the effects of tropical storms usually in June, which rarely affect coastal areas but bring heavy showers for short periods and cause flooding. As the result of a tropical storm (6 June 2010) Karachi received 130 mm rain within a day which caused huge surface runoff. During flood in 2017, at least 23 people died in Karachi, mostly from electrocution as monsoon rains lashed the city. Various parts of the city including North Nazimabad, North Karachi, Orangi, Malir, Drigh Road, NIPA, Northern Bypass and Gujjar Nala were submerged because of the heavy rains, while some underpasses were turned into virtual swimming pools. Houses were partially submerged following heavy rainfall in Karachi.

The heavy monsoon rain mostly occurs in July and August and is the main cause of flooding in the city. However, its reoccurrence is estimated to occur at between about 3 to 5-year intervals. Flood affected areas of the city and areas susceptible to flooding include the old city areas such as Kharadar, Mithadar, Bunder Road, Ram-swami and Arambagh.

5.2.10 Seismology

Karachi is located in a moderate earthquake zone. Pakistan falls into three seismic zones. Zone- III is the most severe and Zone-I the least. The Karachi Building Control Authority has placed Karachi in Zone-II. Based on the actual events, past observations of fault movement and other geological activities, Karachi is situated in a region where moderate earthquakes may occur of magnitude 5.0 to 6.0 equivalent to intensity between VII and VIII on Modified Mercallis Scale (M).

The seismic zoning for Karachi was revised after the 2005 earthquake. Probabilistic Seismic Hazard Assessment (PSHA) carried out for revision of seismic provisions of the Building Code of

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Pakistan shows that Karachi falls in Zone 2B. The Zone 2B has Peak Ground Acceleration (PGA) in the range of 0.16 g to 0.24 g for a return period of 475 years and is considered to be at ‘Moderate’ risk of a major earthquake event.

5.2.11 Ambient Air Quality

World Health Organization (WHO) included Karachi amongst the top 20 polluted cities of the world with respect to outdoor ambient air pollution levels measured as PM10 and PM2.5. Annual mean concentrations of PM10 and PM2.5 in Karachi are 273 µg/m3 and 117 µg/m3, respectively.3 WHO revised standard for safe concentration levels for PM10 is 20 µg/m3 and for PM2.5 is 10 µg/m3. In Karachi, PM10 concentration level is about 14 times and PM2.5 concentration level is about 12 times higher than the WHO standards. Highest level of PM2.5 concentration happens during November to February due to reduced wind speed. During this period, PM2.5 concentrations reach in the range of 120–180 µg/m3 (12-18 times the WHO standards).

In 2007, Encyclopedia of Earth, ranked Karachi as the most polluted city in terms of Total Suspended Particulates (TSP), and fourth most polluted mega city according to the multi-pollutant index ranking.4 In Karachi, the concentration levels of carbon monoxide (CO), oxides of nitrogen (NOx), and sulfur dioxide (SO2) are within the permissible limits established by US EPA. The concentrations of hydrocarbons (HC) are higher than the permissible limits (0.25-2.8 as compared to 0.24 permissible limits).5 Higher level of air pollution has resulted in substantial increase in respiratory tract infection. Major contributors towards air pollution in Karachi are vehicular traffic, industry and ambient dust.

a) Ambient air quality monitoring for Yellow BRT Corridor project

Project utilized the services of SUPARCO for ambient air quality assessment. Air quality measurement was conducted by SUPARCO at six locations for 24 hours at each location on weekdays (Monday-Thursday). SUPARCO conducted field survey through their mobile testing stations for air quality measurement. Particulates and lead are measured based on a high-volume sample taken over a 24-hr period. Air quality measurement was carried out on the following locations on Yellow BRT corridor.

Sr. No. Location Coordinates

1 Khudadad Chowrangi 24° 52’ 13.6”N 67° 02’ 53.4”E

2 Khyaban-e- Ittehad 24° 52’ 03.1”N 67° 04’ 23.8”E

3 KPT Interchange near Imtiaz Store 24° 49’ 5.5”N 67° 04’ 51.3”E

4 Brooks Chowrangi 24° 50’ 05.1”N 67° 05’ 56.8”E

5 Murtaza Chowrangi 24° 51’ 03.3”N 67° 10’ 51.2”E

6 Dawood Chowrangi 24° 51’ 02.6”N 67° 12’ 25.5”E

Ambient air data has been collected for the criteria pollutants CO, NO, NO2, SO2, Lead, O3, PM10, PM2.5, as well as SPM with meteorological parameters at the selected points. The sample collection procedures used for air quality assessment are in accordance to the SOP based on the

3 WHO, “Public Health, Environmental and Social Determinants of Health: Ambient (Outdoor) Air Pollution in Cities Database 2014”. 4 Gurjar Bhola R., “Air Quality in Megacities”, The Encyclopedia of Earth”, September 2014 3 ibid 1

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methods of United State Environmental Protection Agency (USEPA). Analytical data for air quality measurement is given in the Table 11.

Table 11: Ambient Air Quality at Project Location

Location Parameters

NO NO2 CO SO2 O3 PM2.5 PM10 SPM Lead

Khudadad Chowk Max 47.3 57.3 1.3 52.7 11.1 41.6 98.4 314.7 0.19

Min 18.4 27.8 1.0 31.0 2.6 - - - -

Ave 32.4 45.3 1.2 39.5 8.5 - - - -

Khyaban-e- Ittehad Max 71.6 83.5 3.7 46.2 12.5 104 145.3 371.2 0.28

Min 20.2 53.1 0.7 28.6 4.1 - - - -

Ave 48.7 67.8 2.1 38.1 9.4 - - - -

KPT Interchange near Imtiaz Store

Max 84.5 73.5 4.7 72.6 24.2 58.2 105.7 355.8 0.3

Min 31.0 48.6 1.0 35.7 5.7 - - - -

Ave 56.0 62.6 2.1 51.0 11.0 - - - -

Brooks Chowrangi Max 98.6 92.1 10.6 69.2 14.2 49.9 95.6 386.3 0.15

Min 29.3 47.8 2.2 25.9 2.2 - - - -

Ave 67.7 65.5 4.6 42.7 8.1 - - - -

Murtaza Chowrangi Max 47.6 69.3 4.1 56.7 17.4 74.9 111.4 333.3 0.16

Min 28.0 46.4 0.8 40.9 3.9 - - - -

Ave 37.5 58.0 2.0 48.7 8.7 - - - -

Dawood Chowrangi Max 61.3 95.3 16.7 75.5 18.1 58.2 137.5 391.4 0.17

Min 20.1 41.4 1.4 36.1 4.9 - - - -

Ave 43.0 65.1 8.7 55.8 9.8 - - - -

- The average prescribed SEQS limit of sulfur dioxide (SO2) is 80 μg/m3. Analysis shows that

24 hourly average value of SO2 at each location is within the permissible limit.

- The recommended average SEQS limit for 24 hours value of nitrogen oxide (NO) at 40 μg/m3. At four locations value is higher than prescribed limits.

- The NO2 emission value is within the permissible limits at each location. Hourly average value of CO is also within the limits except two locations.

- The 24 hours average concentration of SPM/PM10 prescribed by SEQS are 500/150/μg/m3. At all locations of the route value is within permissible limit. 24 hourly average value of PM2.5

at each location is above the permissible limit. - The 24 hours average concentration of Pb prescribed by SEQS is 1.5μg/m3. At all locations

of the route, value is are within permissible limit.

- The average prescribed SEQS limit of O3 is 130 μg/m3. Analysis shows that 24 hourly average value of O3 at each location is within the permissible limit.

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Figure 38: Ambient Air and Noise Monitoring at Site

The instruments used for ambient air quality monitoring includes i) Hivol 3000 Ecotech for PM10, ii) PQ 200 BGI for PM2.5

Ambient air quality monitoring reports are attached as Annexure-2. The ambient air results for

all the six points are illustrated in Figure 39.

Figure 39: Ambient Air Monitoring (µg/m3)

450

400

350

300

250

200

150

100

50

0

NO NO2 CO SO2 O3 PM2.5 PM10 SPM Lead

Khudada Khyaban KPT Brook Murtaza Dawood

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5.2.12 Noise Monitoring

Traffic is a major contributor of noise pollution in all the big cities of the World. Karachi is noted for its high level of noise from improperly maintained vehicles, weak and ineffective noise pollution regulations and lack of enforcement. Noise levels were recorded at the same 06 locations for 24 hours for one location each on weekdays (Monday-Thursday). Noise levels were measured 05 minutes per hour at each location. The data is presented according to SEQS, day time (6:00 am- 10:00pm) and night time (10:00 pm-6:00 am). Table 12 gives the day and time average Leq value as recommended by SEPA.

Table 12: Noise Monitoring at Project Site

# Location Coordinates Daytime

dB (A) Leq Night time dB (A) Leq

1 Khudadad Chowrangi 24° 52’ 13.6”N 67° 02’ 53.4”E 79.1 79.3 2 Khyaban-e- Ittehad 24° 52’ 03.1”N 67° 04’ 23.8”E 83.1 78.3

3 KPT Interchange near Imtiaz store

24° 49’ 5.5”N 67° 04’ 51.3”E 82.4 80.1

4 Brooks Chowrangi 24° 50’ 05.1”N 67° 05’ 56.8”E 84.0 79.9 5 Murtaza Chowrangi 24° 51’ 03.3”N 67° 10’ 51.2”E 82.0 75.7 6 Dawood Chowrangi 24° 51’ 02.6”N 67° 12’ 25.5”E 83.1 77.1

Table indicates that while overall values both at day and night time are higher than the prescribed limits of all categories of SEQS. There is very little fall-off during the night time hours in noise levels at all locations. One hour value, at each location also exceeds when compared with SEQS limits. The noise level data generated from the detailed survey indicate that the vehicular traffic along the corridor is the main source of noise pollution.

Noise Analyzer 407790 Extech was used for the noise monitoring. Noise monitoring reports are attached as Annexure-3. Noise results are illustrated in Figure 40.

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Figure 40: Noise Monitoring Results at Project Site (dBA) Leq

100

90

80

70

60

50

40

30

20

10

0

Dawood Murtaza Brooks KPT Khayaban Khudadad

5.2.13 Heatwave6

In June 2015, Pakistan suffered the deadliest heatwave in over 50 years and Karachi was one of the areas, most severely affected. Weather conditions leading up to the June 2015 heatwave included a persistent air depression over the Arabian Sea that “cut-off the incoming sea breeze to the metropolitan city with clear skies further exacerbating the situation by making the air warmer and stagnant over the region for many days”.

Temperatures in Karachi were not as high during the June 2015 heatwave as they were in other areas of Pakistan and temperatures in Karachi did not break records for that city. Historic maximums in May and June have seen temperatures in Karachi rise as high as 47.8°C in 1938 and 47°C in 1979. In comparison, the highest recorded maximum temperature during the 2015 heatwave occurred on June 20, reaching 44.8°C. It was remarkable during the 2015 event that there was no relief in terms of minimum temperatures during the night time for the period over which the maximum temperatures were also high during the day; this pattern of hot weather continued for number of days resulting in heatwave.

5.3 Biological Environment

5.3.1 Flora

Karachi can be divided into following four sections with respect to flora and fauna of the area:

- Eastern Boundaries - Southern Boundaries

6 Commissioner of Karachi, Karachi Heatwave Management Plan: A Guide to Planning and Response

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- Northern Boundaries - Western Boundaries

Eastern Boundaries: Malir River and its adjoining sites in the east are densely populated with wide variety of vegetation in the form of natural foliage consisting diversity bushes, shrubs, trees including agricultural products such as crops, vegetables and fruits. This section is extended from Memon Goth till Shah Faisal Korangi vicinities besides Malir River. The wild Kekar, Neem and Oak trees are also found here.

Southern Boundaries: Southern boundaries of Karachi city are surrounded by rocky and barren mountains which are very hot in summer and are grown mostly by diversity vegetation characteristic of Sindh region including bushes, shrubs, and wild Kekar trees. Most vegetation is shade less trees which are selectively consumed by domesticated animals such as goats etc. At some areas, commercial vegetables are also grown but large areas are unproductive.

Northern Boundaries: Northern boundaries of Karachi city are surrounded by High Seas of Indian Ocean which starts from Bin Qasim area up to Manora, Keamari and consisting large variety of Mangrove vegetation in the coastal corridor. Mangroves are natural vegetation developed usually besides shoreline in closed seas and are significant sanctuaries and breeding places for wide variety of aquatic organisms.

These mangroves are under stress due to industrialization, decreased freshwater discharges, and urban sprawl. Major functions of mangroves are: protection of inland areas from the effects of climatic stress, breeding and spawning of marine fisheries, and livelihood to the coastal communities. Major issue is the depletion in mangrove cover, which is going down both in quantity and quality. The industrial units propping up along the coast, especially in the Port Qasim Industrial Area, often cut sizable numbers of mangroves. However, very low real effort is visible in alternative and compensatory plantation of mangroves, as promised by proponents during environmental approval process. Furthermore, with declining quality and quantity of fish catch, the fisher-folk is opting to other means of livelihood, thereby reducing their traditional economic reliance on mangroves. This results in cutting of mangroves by the local communities as well, especially during fuel shortage.

Western Boundaries: Western boundaries of Karachi city are surrounded also by High Seas of Indian ocean as well as Stationery sea water referred to as closed sea. It virtually consists of West Wharf and nearby coastal areas including Hawksbay and Mauripur sections. Most of this region consists of large variety of Mangrove vegetation in the coastal corridor.

Ecological risk of high order has been induced by land clearance and removal of natural vegetation from the plains during the urban sprawl to make room for agriculture and urbanization. These zones include extensive flat alluvial plains, covered by relatively similar vegetation, mostly small trees and dwarf shrubs. Tall, clump-forming desert grasses are common. Signs of extensive drought damages done by land clearing activities are apparent and hence the natural vegetation that has survived in these areas has adapted to harsh conditions.

5.3.2 Fauna

Eastern Boundaries: No endangered fauna exist in this section, however, some avian fauna, sparrows of diversity genera, crows, cuckoos, and wild and domesticated pigeons exist. Among creeping fauna, snakes of few types also exist in this section.

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Southern Boundaries: The soil is sandy and rocky in appearance grown by wild Kekar trees and bushes having no valuable significance except cattle grazing for domesticated animals such as goats and cows. Snakes of some variety are encountered in this section. There is no characteristic avian fauna except Collard Dove and Wild pigeon is reported. No significant faunal regime exists in this region.

Northern and Western Boundaries: The high and closed seas of Karachi in the northern and western corridors are enriched with large variation of aquatic organisms in the form of large variety of fishes, shrimps, prawns, lobsters, crabs, turtles etc. Sea snakes are also encountered in closed sea sections. Among avian fauna Egret, Seagulls, and White Storks are most common species. Migratory faunal regimes are encountered in winter in closed sea sections or in isolated islands that mainly consisting of Flying Ducks, Pelicans and Flamingos.

The impoverished as well as degraded environment resulting from non-availability of surface as well as groundwater and discharge of untreated wastewater into Lyari and Malir Rivers has irreversibly reduced the biodiversity of the indigenous as well as introduced vegetation and hence it offers very little chance for the survival/growth of fauna in Karachi.

Water availability is the main constraint for the distribution of many animal species. Large wild mammals are virtually absent in the areas within Karachi. There are a number of characteristic bird species that have adapted to the agricultural environment in the outskirts and suburban areas. These include Indian Roller, Common Mynah, Pigeon, and House Sparrow.

5.4 Overview of Socioeconomic Condition

5.4.1 Population

In terms of population, Karachi is one of the ten largest cities in the world. The population of Karachi is about 16 million (2017) as per Pakistan Bureau of Statistics. It is a very dense city with

population density of about >20,000 people/km2. The increase in population is putting heavy pressures on the physical, infrastructural, financial and institutional systems of the city.

A large segment of Karachi’s population, roughly 40%, is afflicted with poverty. The living conditions of the deprived section and its economic wellbeing are therefore a major concern, as these impact the environment and growth potential of the city.

Karachi is Pakistan’s most diverse city in terms of ethnicity, linguistic identity, and religious affiliation. While most of the population belongs to Islamic sects, the city also houses a sizeable proportion of non-Muslim communities including Christians, Hindus, and Zoroastrians. Mohajirs form the largest ethno-linguistic and political group (almost 50%) followed by Pashtuns (25%).

Apart from in-migrants from Pakistan’s provinces, a large number of migrants from Afghanistan, Bangladesh and other South Asian countries have settled in the city. With an average monthly household income of Rs. 15,000, there is considerable variation in income distribution. Roughly 75% of the households fall in the category of poor and low-income groups and 25% constitute the middle- and high-income groups.

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5.4.2 Health

The severe air, water and solid waste pollution in the city constitutes a serious health risk to a large proportion of residents. Large proportion of the city’s population lives in katchi abadis or slums with very poor infrastructure and access to basic services.

It is estimated by the World Bank study 2015 that in Karachi health cost related to air pollution is in the range of Rs. 30-40 billion every year. It was reported that 23% of the patients admitted in Civil Hospital were infected by respiratory tract infection.7 Table 13 presents estimated annual cases of morbidity from PM ambient concentrations in Karachi in 2009.

Table 13: Estimated Annual Cases of Morbidity from PM Ambient Concentration Karachi-

2009

Activity Number of Incidences

Chronic Bronchitis 145,185

Hospital Admissions 26,686

Emergency Room Visits 523,498

Restricted Activity Days 81,838,293

Lower Respiratory Illness in Children 1,353,000

Respiratory Symptoms 260,459,264

Source: The World Bank, “Sustainability and Poverty Alleviation: Confronting Environmental Threats in Sindh, Pakistan”, 2015

5.4.3 Education

The Pakistan Social & Living Standards Measurement Survey of 2014-15 showed a 76% literacy rate for the urban areas of Sindh. The literacy rate for Karachi is 82%.The overall literacy rate for urban areas in Pakistan was 76% (Literacy for Population above 10 year and older).

5.4.4 Economy

Karachi is the financial capital of Pakistan and plays pivotal role in the nation’s economic and industrial activities. Karachi Strategic Development Plan 2020 (KSDP-2020) describes the Karachi’s economy as follows:

Karachi is the main industrial and commercial center of Pakistan. However, owing to a deteriorating law and order situation resulting in production shutdowns and payment of extortion to various agencies, the increase in the cost of production through higher energy costs, power outages resulting in loss of output, the last 20 years have witnessed the physical shifting of small enterprises to the Punjab (the origin of most of the small-scale manufacturers) and medium-scale enterprises to Dubai (because of a secure location and employer-friendly labor laws), there has been a continuous decline in manufacturing activity. Despite these setbacks, Karachi has witnessed a substantial increase in the trade and services sectors. The financial services sector has seen the induction of a large number of international banks, the emergence of exchange companies, and a boom in the stock market. As the largest city and the transportation, trade and financial gateway to the outside world, Karachi’s economic fate is closely tied to that of the nation.

7 IUCN-Pakistan, “Sindh Strategy for Sustainable Development”, 2007

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It is estimated that city generates about 20% of the national output, creates more than 30% of value added in manufacturing, and accounts for 25% of national tax revenues. More importantly, the city provides jobs for a large population – 40% of national employment in large-scale manufacturing is based in Karachi.

Karachi’s economic underpinnings include industries in seven major concentrations namely the Sindh, Korangi and Landhi Industrial Estates, Federal ‘B’ Area, North Karachi, the Export Processing Zone, and Port Qasim. One of the Karachi’s key comparative advantages is the low cost of labor. The low wage work force lives primarily in Katchi Abadis (squatter settlements) that run along water ways and on government owned land in pockets throughout the urbanized area. Many poor people work near where they live, which reduces commuting costs and helps keep wages low. Inflation in Karachi is the lowest among all of the large cities (population in excess of 500,000) in Pakistan with the exclusion of Faisalabad.

5.4.5 Land Use (City-wide Perspective)

From a city-wide perspective, two aspects of land use predominate. One is the presence of the katchi abadi, or squatter developments that dominate in some areas of the City. According to ADB (2005), rapid and uncontrolled growth of the city has resulted in unregulated development and inappropriate land-use changes, with an estimated 50% of the population living in unplanned, poorly serviced and heavily polluted informal settlements. Karachi has been noted for an extreme level of violence over the last ten years, with one of the highest murder rates of any city in the world. The general discourse holds that violence originates in these closely packed informal settlements. While the abadis may be centers for crime and violence, they also constitute the living space of poor and vulnerable people. According to UN research, most of the migrants who end up living in such vulnerable circumstances tend to be women. (Anwar et.al. 2013) The growth of ‘Abadis' in Karachi has been extensive, increasing from 212 distinct areas in 1958 to more than 500, as identified by Arif and Hamid (2008).

As described in Anwar et.al. (2013) a series of decrees have been passed to regularize and formalize the abadis, which have been more or less successful in achieving some permanence for their inhabitants. The Sindh Katchi Abadis Act (1987) set out criteria for formalizing unplanned settlements, as did the Sindh Gothabad Act (1987) and others. These decrees for land regularization also set out exceptions such as the minimum number of households (40) that as described in Anwar et.al. (2013) a series of decrees have been passed to regularize and formalize the abadis, which have been more or less successful in achieving some permanence for their inhabitants. The Sindh Katchi Abadis Act (1987) set out criteria for formalizing unplanned settlements, as did the Sindh Gothabad Act (1987) and others. These decrees for land regularization also set out exceptions such as the minimum number of households (40) that there are of course many other aspects of city-wide land use, such as the old city areas that are mainly built up with five to six story buildings surrounding MA Jinnah Road. The Central Business District (CBD) is located here and in the direction of the Port. Buildings are older and support mixed use with commercial, shipping offices, and residential space.

The Central Business District (CBD) is formed by Saddar Town and neighboring Keamari and Jamshed Towns and is an area of concentrated commercial and business activities. The main municipal administration buildings are located in the CBD, Keamari and Saddar Town. The next most important area for upscale commercial development is Clifton Cantonment. Otherwise, commercial land use is primarily observed along the main roads. Industrial land use is primarily

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in the hinterland of the Port of Karachi and Port of Bin Qasim, SITE Town, Korangi Town and Landhi Town (EIA of Redline BRT).

a) Localized Aspects

The project lies along a commercial and industrial areas that run for about 21 km from Dawood Chowrangi to Khudadad Chowk. The alignment is built up on both sides with the dominant land use of mixed commercial, institutional and industrial use and some off-ground floor residential space. Areas adjacent to the roadway support schools, colleges, hospitals and offices.

5.6 Physical Infrastructure

Roadway transport infrastructure along the alignment is characterized by a broad ROW, well developed road surfaces from Khudadad Chowk to Shan Chowrangi, divided by a median, but non-delineated lanes for bicycle travel.

Drainage systems provide comprehensive coverage but may not function well due to clogging and disrepair. Street lighting is installed along the median of the roadway.

The Yellow BRT corridor is mostly commercial with some locations mixed residential and commercial buildings are built close to the road ROW.

Electrical power is supplied throughout the Project area from the grid. The distribution network runs on poles adjacent to the alignment.

Karachi Water & Sewerage Board (KWSB) is the sole public water service provider, supplying water for around 90% of the population through pipelines or by tank truck. The remaining 10% of the population depends on groundwater. KWSB pumps water from the Dumlottee Well Field, located on the banks of Malir River about 30 km to the northeast of the city, which is mostly depleted. The Indus River now serves as the main source of water for Karachi. About 550 MGD is taken at the Kotri Barrage through the Kalri Baghar feeder to temporary storage at Kinjhar Lake. Another major source of water for Karachi is Hub Dam. About 100 MGD of water is supplied to Karachi from the dam. The Hub Dam forms a multi-purpose reservoir along the Hub River approximately 50 km to the north-west of Karachi. In the project area, water supply lines run parallel to and sometimes across the Yellow BRT project alignment and will need to be protected during the works. Some lines may need to be relocated before the project works start in order to ensure continuity of the system.

Telecommunications are provided by Pakistan Telecommunications Ltd. (PTCL) and other private companies. Pakistan Telecommunication Authority (PTA) regulates the establishment, operation and maintenance of telecommunication systems and the provision of telecommunication services across the Country. Telecommunications cables run parallel to and sometimes across the BRT Project alignment and will need to be protected during the works. Some poles and lines may need to be relocated before the project works start in order to ensure continuity of the system.

5.6.1 Landmarks at Project Site

The landmarks at or close to the project site includes FTC building, FTC mosque, Cemetery (Gora Kabristan), NICL building, Dar ul Aloom, Shah General Hospital, Jamal Garden, East Side

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Hospital, Landhi Graveyard, National Institute of Oral Diseases, Ministry of Foreign Affairs, CSD Market, Noorani Kabab House, NADARA Executive Regional Office, Shahrah-e-Faisal Police Station, Masjid-e-Tooba, Honeymoon Lodge etc. These buildings will not be affected by the project.

A NOC has already been obtained by the Cultural and Heritage Department stating that the project proposed alignment is not affecting any heritage site.

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This chapter describes potential environmental risks and impacts to be caused by the Yellow BRT bus project’s construction and operation phases on surrounding environment, workers and community. It also describes mitigation measures as per mitigation hierarchy (avoidance, minimization or reduction, mitigation, compensate/offset).

6.1 Project Activities

Table 14 describes type of project activities which could result into potential environmental risks and impacts.

Table 14: Project Activities

# Project Component/Items Activities

Construction Phase

1

Relocation of Utilities

Construction of Wastewater Drains (Sewers) i) Clearing of the area (cutting of trees, bushes, crops etc.) ii) Marking of drain alignment iii) Digging/excavation iv) Concrete blinding at the base v) Reinforcement (iron rods) positioning vi) Laying of concrete base on the blinded surface and positioned reinforcement vii) Positioning side drain wall panels viii) Casting of concrete in the panels ix) Removal of panels after casting, setting and curing of concrete x) Backfilling and compaction

In case of underground pipelines, the steps could also be a) bedding, b) laying of pipelines, c) joining/welding, d) backfilling

xi) Diversion of existing drain to the newly constructed drain Electrical and Telephone Cables/Poles i) Clearing of the area (cutting of trees, bushes, crops etc.) ii) Excavation iii) Making concrete foundation iv) Install poles v) Join cables

2

Construction/Widening of Roads

i) Clearing of the area (cutting of tress, bushes, crops etc.) ii) Demolition and plugging the existing drains iii) demolition and removal of existing surfaces iv) demolition and leveling of median strips of the roads v) Excavation

6.0 ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION

MEASURES

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vi) Grading and sloping vii) Fine grading (leveling the surface)

viii) Laying of aggregate base course (crushed stones) and compaction ix) Asphalt paving x) Construction of curbs, shoulders and foot paths xi) Construction of bicycle track xii) Markings on the road xiii) Installation of road lights, traffic signals, cat eyes etc. xiv) Installation of fences and barricades along the dedicated roads

3

Extension of Existing Malir River Bridge

i) Breaking the ground ii) Compaction of soil iii) Pour abutments iv) Girder placement v) Decking plan vi) Asphalt paving vii) Railings installed

4

Construction of Pedestrian Bridge along Kala Pull

i) Making foundation ii) Installing stairs and railings iii) Installing canopies

iv) Painting

5

Construction of Bus Stations

i) Laying of utilities (electrical and other cables, water supply pipelines) ii) Construction of bus bays (Platforms) and ramps iii) Installation of pedestrian overhead bridges and shelters/canopies iv) Installation of station amenities (drinking water coolers, lights, benches, kiosks) v) Installation of electrical and mechanical equipment (Escalator, stairs, elevator, ticket machines, computers, turnstiles, billboard, public announcement system etc.) vi) Markings, paintings

6

Development of Bus Depots

Development of: i) Bus parking areas ii) Vehicle washing and cleaning area iii) Maintenance and repair areas iv) Administrators offices for operators v) Employee facilities

Operational Phase

1 Yellow BRT Buses i) Operation of buses on Yellow BRT corridor

2 Bus Stations i) Operation of bus stop amenities ii) Passengers boarding and alighting

3

Bus Depots

i) Arrival and departure of buses ii) Parking of buses iii) Washing and cleaning of buses

iv) Maintenance activities

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6.2 Potential Environmental Impacts

This section provides detail of potential environmental impacts of construction and the operational phases of the Yellow BRT project.

6.2.1 Construction Phase Potential Environmental Impacts

This section provides detail of construction phase impacts. The potential impacts of construction phase are given in Table 15:

Table 15: Potential Impacts of Construction Phase

Environmental Aspects Environmental Impacts

Existence of electric pylons at corridor Safety hazards for human beings due to the location of electric pylons at the corridor

Construction campsites Damaging of aesthetic and landscaping of the campsites

Clogging of wastewater drains at project site Wastewater overflow causing nuisance, odor, soil pollution and outbreak of diseases

Heavy rainfall Flooding at the corridor

Cutting of trees, plants, bushes, green areas during relocation of utilities, construction of roads and establishing construction camps

Contribute in city’s air pollution. Disturbance to the aesthetic and landscaping of the area

Stack emission from generators, construction machineries and vehicles at construction sites

Contribute in city’s air pollution

Dust emission from construction activities Health impacts on workers, nearby community and commuters, loss of visibility, damaging of nearby properties and plants

Discharge of untreated sanitary wastewater from construction camps (wastewater discharge on open land, ponding of water and breeding of mosquitoes and flies, mixing with the drinking water supply lines)

Soil and water contamination and outbreak of diseases at the construction sites

Spillage and leakages of fuel, oil, lubricants, paint, and solvents, unsafe placement/disposal of paint/lubricant/fuel containers, oily parts, oily rags etc.

Soil contamination at construction and camp sites

Improper disposal of garbage and construction solid waste at camp and construction sites

Nuisance and outbreak of diseases (breeding of mosquitos and flies at solid waste dumping places)

Construction activities Health and safety hazards for workers and nearby community

Noise from construction activities Health impacts and nuisance for workers and nearby community

Fire at construction camps Loss of property and life

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Excavation at construction sites Chances of the loss of physical cultural resources (PCRs)

Note: PCR includes resources of archaeological, paleontological, historical, architectural, religious (including graveyards and burial sites), aesthetic, or other cultural significance.

Construction activities Traffic congestion at or around construction sites

The description of the above mentioned environmental impacts is as under:

a) Existence of Electric Pylons

After Murtaza Chowrangi to Jam Sadiq Bridge (about 5-6 km), electricity pylons run along the alignment, covering the entire median. These pylons can be potential safety hazards for human beings. Figure 41 shows the location of the electric pylons at the median of the road.

Figure 41: Electric Pylons at Median of the Road

b) Clogging of Wastewater Drains

There are chances of wastewater drains clogging during construction activities, particularly at 8000 Road (Korangi Road) where wastewater drains exist at shoulders and chowrangis intersecting the roads. Clogging of drains will result in overflowing, ponding, outbreak of diseases, and nuisance at the area. This situation will also disturb the traffic of the area and the construction activities and cause chaos.

Electric pylons at the median of the road

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c) Flooding due to Rainfall

Flooding is a serious issue of Karachi during rainy season due to improper storm water drainage system in the city. Flooding can hamper the Yellow BRT project operation. This aspect needs consideration during BRT system designing.

d) Cutting of Trees, Plants, Vegetation and Clearing of Green Areas

The existing trees, plants, bushes, vegetation, decoration plants, grass etc. will be cleared during following activities of the construction phase:

- Relocation of utilities - Establishing construction camps for the workers - Construction of roads/bus stops

The plants, trees, bushes, grass, green patches are located mostly at the medians and curbside of the roads. As the Yellow BRT corridor is planned, mostly at the median of the road, the trees, plants and bushes at the medians will be cut and removed. There are also green patches and plants near the shoulder of the roads which will also be cleared during relocation of utilities and widening of the road. Major population of these plants and trees is at the Korangi Road whereas other road stretches have relatively less amount, mainly the decorative plants at the median of the roads.

There are no protected areas that could be affected by the project. There are rows of trees in the median, as well as isolated trees, and a few trees that form a divider along the service roads on either side of the corridor alignment in the ROW. There is no national park or nature reserve near corridor and none of the land or trees in the ROW is protected.

As per the survey carried out at the Yellow BRT corridor, the detail of the existing trees, plants, bushes etc. which will be cleared during construction activities, is given in Table 16.

Table 16: Detail of the Trees and Plants at Yellow BRT Corridor

Area/Location Type of Trees Estimated Quantity

Dawood Chowrangi to Murtaza (Herbion) Chowrangi

Conocarpus, Acacia Karoo (Kekar), Ficus Religiosa (Peepal), China Berry (Dharek), Eucleptus, Eucalyptus (Safaida)

35

Murtaza Chowrangi to Indus (Singer) Chowrangi

Bismarckia Palm, Palm Trees, Bushes, Conocarpus, Acacia Karoo (Kekar), Eucalyptus (Safaida), Date Palm

40

Indus Chowrangi to Bilal Chowrangi

Conocarpus 135

Bilal Chowrangi to Getz Chowrangi

Conocarpus, Palm Trees 70

Getz Chowrangi to Shan Chowrangi (Chamra Chowrangi)

Conocarpus, Palm Trees

110

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Shan Chowrangi to Brooks Chowrangi

Conocarpus, China Berry (Dharek) 1,400

Khayaban-e- Ittehad to Sunset Boulevard (DHA Area)

Conocarpus

50

DHA Area to Kala Pull Palm Trees 160

Total Estimated Trees 2,000

Area/Location Type of Plants/Bushes Estimated Quantity

Dawood Chowrangi to Murtaza (Herbion) Chowrangi

Conocarpus, Decorative plants 315

Murtaza Chowrangi to Indus (Singer) Chowrangi

Bushes, Conocarpus, Decorative plants

360

Indus Chowrangi to Bilal Chowrangi

Conocarpus, Decorative plants 1,215

Bilal Chowrangi to Getz Chowrangi

Conocarpus, Bushes, Decorative plants

630

Getz Chowrangi to Shan Chowrangi (Chamra Chowrangi)

Conocarpus, Decorative plants

990

Shan Chowrangi to Brooks Chowrangi

Conocarpus, Decorative plants 12,600

Khayaban-e- Ittehad to Sunset Boulevard (DHA Area)


180

DHA Area to Kala Pull Decorative plants, Bushes, Grass, 720

Kala Pull to FTC Flyover Decorative plants 45

Shahra-e- Faisal to Shahra- e-Quadeen (Turning Side)

Conocarpus, Decorative plants 65

Shahra-e-Quadeen Decorative plants 270

Total Estimated Plants 17,390

About 80% of the above mentioned plants are the Conocarpus. Mostly these plants have been cut to a height of about one meter (Conocarpus plants are not considered beneficial for Karachi city as these plant consume substantial amount of ground water; reason being these plants have been cut and being discouraged in Karachi). Also, significant amount of these plants is growing in hedges along the road. Figure 42 illustrates the presence of the trees and plants at Yellow BRT corridor.

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Figure 42: Plants at Yellow BRT Corridor

Trees at Chowrangis Trees at the side of the road

Plants are considered beneficial for the environment, soil stability and shield against spreading dust in the ambience. Plants release oxygen and absorb carbon dioxide and other harmful gases such as sulfur dioxide, and carbon monoxide. Plants and trees also improve aesthetic and landscaping of the area.

Plants at the side and median of the road

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Tree Count Survey report is attached as Annexure-4.

e) Stack Emission from Generators and Construction Vehicles

The stack emission from generators (used as standby source of electricity) and construction vehicles at construction and camp sites will result in emission of combustion gases of concern such as COx, NOx and SOx which can contribute in city’s pollution. The improperly maintained generators and vehicles can also result in air emission of unburnt carbon particles, hydrocarbon etc. which could badly affect the ambient air quality of the city.

Table 17 shows ambient air quality standards as per Sindh Environmental Quality Standards (SEQS).

Table 17: Ambient Air Quality Standards as per SEQS

Pollutant Time Weighted Average Concentration in Ambient Air

(µg/m3)

Sulfur Dioxide (SO2) Annual Average

24 hr 80 120

Oxides of Nitrogen (as NO) Annual Average

24 hr 40 40

Oxides of Nitrogen (as NO2) Annual Average

24 hr 40 80

O3 01 hr 130

Suspended Particulate Matter (SPM)

Annual Average 24 hr

360 500

Respirable Particulate Matter (PM10)


120 150

Respirable Particulate Matter (PM2.5)


40 75

Lead (Pb) Annual Average

24 hr 1.0 1.5

Carbon Monoxide (CO) 8 hr 1 hr

5.0 mg/m3

10 mg/m3

f) Dust Emission

Construction activities (excavation, demolition, surface cleaning, material dumping and mixing), vehicular and machineries movement) generate dust at construction sites.

Airborne dust presents serious risks for human health. Dust particle size is a key determinant of potential hazard to human health. Particles larger than 10 μm are not breathable, thus can only damage external organs, mostly causing skin and eye irritations, conjunctivitis and enhanced susceptibility to ocular infection. Inhalable particles, those smaller than 10 μm, often get trapped in the nose, mouth and upper respiratory tract, thus can be associated with respiratory disorders such as asthma, tracheitis, pneumonia, allergic rhinitis and silicosis. However, finer particles may

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penetrate the lower respiratory tract and enter the bloodstream, where they can affect all internal organs and be responsible for cardiovascular disorders.8

g) Discharge of Sanitary Wastewater from Construction Camps

Sanitary wastewater will be discharged from construction camps. If this wastewater is not properly treated and disposed then it can cause different kind of environmental impacts. These impacts can be the i) soil contamination if wastewater is disposed on open land, ii) breeding of mosquitos and flies and outbreak of diseases for workers and nearby community, if ponding occurs for extended period, iii) water contamination if it is not disposed properly and mixed with the drinking water supply lines.

h) Soil Contamination at Construction and Camp Sites

There are chances of soil contamination at construction and camp sites due to following reasons:

- Placement of containers of fuel, oil, solvent, paint etc. directly on unpaved floor without any

containment and rain protection - Spillage of fuel, oil, solvent, paint etc. during pouring and improper handling - Leakages from the containers placed directly on unpaved floor without any containment - Leakages of oil and fuel from vehicles and generators on unpaved and unprotected floors - Maintenance of machines, vehicles and generators - Placement of oily parts on unpaved floor - Placement of hazardous solid waste on unpaved floors (empty containers of fuel, oil, paint,

oily rags, discarded oily parts etc.)

i) Improper Disposal of Solid Waste at Construction Camps

Following types of solid waste will be generated from construction and camp sites:

- Garbage - Construction waste - Green waste (Cut plants and trees, bushes, grass)

In case the solid waste is not properly collected, stored and disposed at appropriate place, then it can result in i) nuisance at the sites, ii) odor and breeding of mosquitos and flies and outbreak of diseases for perishable waste material, iii) inconvenience for the passersby.

j) Safety Hazards for Workers and Nearby Community

Construction sites and activities pose safety hazards to the workers and nearby community. Construction activities involve heavy machineries, sharp tools, welding, falling of material handling, working at height and in narrow spaces, handling hazardous material etc. There are chances of safety hazards at workplaces if workers are not protected properly and appropriate safety measures are not in place. The construction sites are also safety threat for the nearby community and passersby due to haphazard placement of machineries, sharp tools, and heavy material, and open trenches.

8 World Meteorological Organization: Airborne Dust: A Hazard to Human Health, Environment and Society by Enric Terradellas, Slobodan Nickovic and Xiao-Ye Zhang

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Situation becomes very dangerous during rainy season when passage is slippery and open trenches are filled water.

k) Noise from Construction Activities

Construction activities generate noise from construction machineries, vehicles, material loading and unloading and construction activities. Table 18 gives information about the noise from different construction equipment.

Table 18: Typical Noise Levels from Construction Equipment

Equipment Typical Noise Level (50 m from Source)

Air Compressor 81

Backhoe 80

Ballast Equalizer 82

Ballast Tamper 83

Compactor 82

Concrete Mixer 85

Concrete Pump 82

Concrete Vibrator 76

Crane Derrick 88

Crane Mobile 83

Dozer 85

Generator 81

Grader 85

Impact Wrench 85

Jack Hammer 88

Loader 85

Paver 89

Pile Driver (Impact) 101

Pile Driver (Sonic) 96

Pneumatic Tool 85

Pump 76

Rail Saw 90

Rock Drill 98

Roller 74

Saw 76

Scarifier 83

Scraper 89

Shovel 82

Spike Driver 77

Tie Cutter 84

Tie Handler 80

Tie Inserter 85

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Source: Chapter 12 of the FTA Transit Noise and Vibration Guidance Handbook

As per Sindh Environmental Quality Standards (SEQs), the noise limits are as given in Table 19.

Table 19: Noise Standards as per SEQs

Category of Area/Zone Limit in dB (A) Leq

Day Time 6:00 am to 10:00 pm

Night Time 10:00 pm to 6:00 am

Residential Area (A) 55 45

Commercial Area (B) 65 55

Industrial Area ( C) 75 65

Silence Zone (D) 50 45

Noise is considered as an interference to and imposition upon comfort, health and the quality of life. It can have both physiological as well as psychological effects on human beings. These effects include dizziness, nausea, unusual blood pressure variation, physical fatigue, hearing impairment and, in acute cases, permanent hearing loss. The psychological effects may comprise reduced mental capability and irritations. Chronic exposure of workers to higher noise levels also impairs their efficiency and skill.

l) Impact of Asphalt Emission

Asphalt fumes cause health implications in the workers working at road construction activities. Major sources of asphalt fumes are asphalt plant and spraying of asphalt on the roads.

m) Fire at Construction Camps

There can be chances of fire hazard at construction camps. A number of ignitable material placed at campsites such as fuel, solvent, lubricants, paints, gas cylinders, paper, cloths, wood, plastic, rubber etc. There can be sources of fire outbreak such as cooking, smoking and electrical short circuiting. Fire hazard can result in the loss of property and life.

n) Chances of Loss of Physical Cultural Resources

Physical Cultural Resources (PCRs) include resources of archaeological, paleontological, historical, architectural, religious (including graveyards and burial sites), aesthetic, or other cultural significance. There are chances that construction crew finds some PCRs of archeological significance and damage it mainly because of unawareness and lack of sensitization regarding the importance and preservation of these PCRs.

o) Traffic Congestion

Road side construction activities affect traffic flow at or near construction sites. Traffic congestion is the serious concern for the public at construction sites as it disturbs their daily routine. Major

Equipment Typical Noise Level (50 m from Source)

Truck 88

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reason for traffic congestion and inconvenience for the general public is the poor traffic management planning and enforcement by the local authorities.

6.2.2 Operational Phase Potential Environmental Impacts

This section provides detail of operational phase impacts. The potential impacts of operational phase are given in Table 20:

Table 20: Potential Impacts of Operational Phase


Change of land uses from residential to commercial, and retail commercial to large commercial plazas

Contribute in additional traffic, traffic jam, and air pollution

Air emissions from bus operations Greenhouse gas emissions (contribution to global warming)

Generation of garbage from bus stop operation

Nuisance and outbreak of diseases if garbage is not properly collected and disposed

Stack emission from generators Greenhouse gas emissions (contribution to global warming)

Spillage/ leakage and spillover of diesel and lubricants from generators

Soil contamination

Noise from generators Nuisance and health impacts

Bus depot operations Noise from bus depots due to movement and maintenance of buses

Nuisance and outbreak of disease if garbage is not properly disposed

Soil contamination due to i) improper disposal of contaminated mechanical solid waste from workshop ii) spillage and leakage of lubricants/fuel from containers and from buses on unpaved floor (parking area/workshop area), iii) improper collection, storage and disposal of used lubricants from workshop area

Loss of property and life due to fire outbreak

Soil and water contamination due to disposal of untreated wastewater from washing area

The description of the above mentioned environmental impacts is as under:

a) Change of Land Use

As mentioned in the project description section that Yellow BRT Corridor will pass through seven major segments of Karachi. Existing land use pattern of these segments are different from each other. It is certain that Yellow BRT project will impact land use patterns in these segments differently. Major positive environmental impact linked to Yellow BRT project is the reduction in

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air pollution along the Yellow BRT corridor. Whereas anticipated environmental impacts related to land use change due to Yellow BRT project along the BRT corridor are: increase in air pollution due to increase in traffic flows and intensification of industrial and commercial activities along the Yellow BRT corridor, impact on natural resources, and impact on built heritage. Impacts on natural resources and built heritage are not expected due to the reason that most of the land use change will be happen in the already built up area. Table 6.8 presents the existing land use, expected land use after the Yellow BRT project implementation, and environmental impacts by each segment.

Table 21: Environmental Impacts of Change of Land Use by Yellow BRT Corridor

Segments Major Existing Land Use

Major Future Land Use

Environmental Impacts

Future Colony – from Residential, formal and Residential area along Small amount of air pollution Dawood Chowrangi informal retail BRT Corridor will be increase due to traffic jams terminal to Mansehra commercial converted to retail and increase in flow of traffic Colony (1.3 km) commercial, and

existing commercial areas will be further intensified in the vicinity of proposed bus stations.

Korangi Road along Industrial Intensification of Increase in industrial Korangi Industrial Area industrial areas. Small emissions, and vehicular – from Mansehra number of industrial emissions due to increase in Colony to Malir River plots along the Yellow traffic flow. bridge (10.1 km) BRT corridor are either

vacant or existing industries closed down. Increased access due to Yellow BRT project will attract either new or existing industries presently located in other areas of the city to establish/resettle medium to large industries. Land subdivision is also expected to happen. Small commercial retain activities at the bus stations.

Malir River bridge (1.4 Bridge New bridge Vehicular emission is km) expected to reduce due to

better traffic flows due to the

reduction of traffic off loaded

by Yellow BRT project on

existing bridge.

KPT interchange KPT Interchange KPT Interchange Vehicular emission is expected to reduce due to better traffic flows due to reduction of traffic off loaded by Yellow BRT project.

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Korangi Road – from Residential, Conversion of Increase in vehicular KPT Interchange to commercial, and residential areas to emissions due to increase in Shahrah-e-Faisal institutional commercial use, traffic and expected traffic Interchange (4.2 km) intensification of jams.

existing commercial areas, and increase in retail activities at the bus stations.

Shahrah-e-Faisal – Commercial and No change is expected No impact mixed operations on Institutional owing to well split stations with left established commercial side access (1.3 km) and institutional land

uses

Shahrah-e-Qaideen – Residential, Conversion of Increase in vehicular from Shahrah-e-Faisal commercial, and residential areas to emissions due to increase in Interchange to M.A. institutional commercial use, traffic and expected traffic Jinnah Road (2.7 km) intensification of jams.

existing commercial areas, and increase in retail activities at the bus stations.

b) Air Emission from Buses

Yellow BRT hybrid diesel bus operation will generate air emission. The emissions will contain gases such as carbon dioxide (CO2), carbon monoxide (CO), nitrogen oxides (NOx), total hydrocarbons (THC9), non-methane hydrocarbons (NMHC), particulate matter (PM) and sulfur dioxide (SO2). These buses will be of EURO III standard. However, Pakistan currently produces only EURO II standard diesel (Low sulfur contents i.e. 500 ppm), therefore, the buses will comply EURO II standard or Pak II standard (both have same standard). These standards are given in Table 22.

The CO2, and the Nitrous Oxide (N2O, a small portion of NOx) are the Greenhouse Gases (GHGs).

Table 22: Emission Standards for New Vehicles (g/kWh)

Type of Vehicle Category/Class Tier CO HC NOx PM

Heavy Duty Diesel Engines

Buses Pak-II 4.0 1.1 7.0 0.15

European Standard for Comparison

EURO II Diesel Trucks and Buses

EU-II 4.0 1.1 7.0 0.15

EURO III EU-III 2.1 0.66 5.0 0.10

Table 23 shows motor vehicle exhaust and vehicular noise standard as per SEQS.

9 THC refers to non-methane hydrocarbons plus methane

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Table 23: Vehicular Emission and Noise Standard as per SEQS

Parameter Standard (Maximum Permissible Limit)

Smoke 40% on the Ringelmann scale during engine acceleration mode

Carbon Monoxide 6%

Noise 85 dBA (7.5 m from source)

c) Generation of Garbage from Bus Stations

About 23 bus stops will be located at Yellow BRT corridor. The estimated ridership in the Yellow BRT buses will be 300,000 daily. These 300,000 passengers will use 28 bus stops along the Yellow BRT corridor (and others depending on the level of integration proposed for each BRT service and the BRT network at large) for boarding and alighting. Also there will be staff allocated on these bus stops to provide different services to the passengers and for the maintenance of the bus stops. The garbage will be generated at each bus stop in the form of wrappers, polythene bags, paper, waste organic material etc.

In case of solid waste is not properly collected, stored and disposed at appropriate place, then it can result in i) nuisance at the dumping sites, ii) spreading of waste on streets and roads iii) clogging of drains iv) odor and breeding of mosquitos and flies and outbreak of diseases for perishable waste material.

d) Stack Emission from Generators

There will be at least one diesel-based generator as standby source of power supply at each bus stop. Its operational frequency depends upon the extent of power outage at the specific location of the city. These generators will generate stock emissions and affect ambient air quality of the surrounding. The air emission consists of carbon dioxide, carbon monoxide, NOx, hydrocarbons and particulate matters.

It is estimated that these generators will consume about 300 – 500 liters of diesel per day. The estimated annual load of CO2 emission from these generators will be 288 – 480 ton (Diesel Emission Factor = 2.63 kg CO2/Liter).

e) Soil Contamination at Generator Site

There are chances of soil contamination at generator site due to spillage/leakage and spilling over of diesel and lubricants while storage, handling and dispensing of diesel and lubricants. Also, improper placement and disposal of oil filters and discarded lubricants of generators can be a potential hazard for soil contamination.

f) Noise at Generator Site

Generator operation generates noise in the range of 80 to 90 dBA. As mentioned above that noise is a nuisance and cause of health implications.

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g) Noise from Bus Depot Operations

Noise will be generated from bus depots from different activities such as arrival and departure of buses, maintenance activities, and generator operation. The bus depots are located at commercial and residential areas of the city. The noise from bus depot operation can disturb the comfort of the nearby community.

h) Soil Contamination from Bus Depot Operations

There are chances of soil contamination at bus depot operations due to improper disposal of contaminated mechanical solid waste from workshop, spillage and leakage of lubricants/fuel from containers and from buses on unpaved floor (parking area/workshop area), and improper collection, storage and disposal of used lubricants from workshop area.

i) Garbage from Bus Depots

The garbage will be generated from bus depot operation as these depots will remain operational for about 18 hour a day. The employees will stay there for about 24 hour and their daily activities will generate garbage. In case if this garbage is not properly collected, stored and disposed at appropriate place, then it can result in i) nuisance at the disposal sites, ii) odor and breeding of mosquitos and flies and outbreak of diseases for perishable waste material, iii) inconvenience for the passersby.

j) Fire at Bus Depots

There can be chances of fire hazard at bus depots. There will be many ignitable material placed at bus depots such as fuel, solvent, lubricants, gas cylinders, etc. There can be sources of fire outbreak such as cooking, smoking and electrical short circuiting. Fire hazard can result in the loss of property and life.

k) Wastewater from Washing Area

The washing area of buses will generate contaminated wastewater containing dirt, oil and detergents. If the wastewater is disposed without any treatment, then there are chances that it can contaminated soil and water resources.

6.2.3 Climate Change Impacts

Karachi city is affected by two types of climate change impacts i.e. flooding due to torrential rains and heat wave10. Flooding is due to the fact that the city’s storm water drainage system is either not present or not working effectively. The capacity of the existing storm water drainage is not able to absorb the surface runoff during heavy rainfall events, even for a very short period of time. Heat wave is an extended period of intense heat, often caused by hot air trapped in place by high pressure systems. In Karachi the cause of heat wave is mainly due to atmospheric condition and urban heat island effect11. These climate change impact can also affect Yellow BRT project as under:

10 The World Meteorological Organization (WMO) defines heat-wave as "when the daily maximum temperature of

more than five consecutive days exceeds the average maximum temperature by 5 °C, from the normal temperature

of an area. 11 Government of Pakistan, Ministry of Climate Change, Technical Report on Karachi Heat Wave June 2015

https://scijinks.gov/heat/

https://scijinks.gov/heat/

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a) Damaging of Roads due to Extreme Weather Events (Flooding and Heat Weave)

The roads for the Yellow BRT corridor will be vulnerable to the extreme weather condition of torrential rain and heat weave in the city. The roads will be likely to be damaged due to these events. There are chances that the roads surface material will be washed away and paving material will be damaged.

b) Flooding in Underpasses

There will be eight underpasses of about total 3.4 km, mostly at the chowrangis (intersections). There are chances that these underpasses will be flooded during rainy season. Flooding can hamper the BRT operation and damage the roads and other infrastructure.

c) Health Impacts on Passengers

Heat wave causes certain health impacts such as dizziness, headache, fainting and heat stroke. Heat stroke (dry skin, a body temperature above 103oF, confusion and sometimes unconsciousness) is more severe and requires medical attention. Passengers can be affected due to heat wave at Yellow BRT bus stations.

6.3 Mitigation Measures

Following section describes detail of the mitigation measures for the above identified potential environmental impacts for the construction and operation phases of the project activities.

6.3.1 Construction Phase Mitigation Measures

Following are the construction phase mitigation measures for all the project activities.

- Safety requirements for electric pylons - Campsite management - Protection of wastewater drains - Storm water drainage design - Avoidance of clearing vegetation and restoration of the site by planting trees/crops - Protection of Physical Cultural Resources (PCRs) - Suppression of dust emission - Control of stack and vehicular emissions - Safe disposal of sanitary wastewater - Safe disposal of garbage - Safe disposal of hazardous and construction waste - Soil pollution control - Noise abatement - Protection of workers from health and safety hazards - Protection of community from accidents - Traffic management - Restoration of campsites

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The main responsibilities for implementing mitigation measures during the construction phase rest with the contractors appointed to carry out the projects related to relocation of utilities, construction of roads and bus stops, installation of pedestrian bridges etc. The SMTA will monitor the implementation of mitigation measures by the contractors; therefore, SMTA will implement its own system of internal checks to ensure that these actions are carried out to a satisfactory standard. In exceptional circumstances, if the contractors refuse to adhere to the requirements of the mitigation plan contained in the contract documents, then the SMTA will use its authority to call a halt to a particular construction activity.

To avoid any misunderstandings regarding who is responsible for any particular mitigation activities recommended for the construction phase, the CPEMP will be appended to the tender documents. This will ensure that contractors include in their bids the cost of any mitigation actions and also a reliable mechanism for enforcement. In fact, most of the recommended actions involve little or no capital investment, but they also depend on whether the contractor’s management adopts a responsible attitude toward environmental protection, thereby ensuring that the construction activity is properly planned and that mitigation measures are properly implemented. The recommended mitigation actions for the construction phase are given under:

a) Safety Requirements for Electric Pylons

Safety distances are required from electric pylons and high tension lines. BRT must be kept away from high tension lines of each side at least 3 m horizontally for human safety in case of conductor fall. The standard minimum vertical ground clearance from the point of maximum sag is 9.5 meters. In case of pedestrian crossing bridges, keeping a clearance of 4.5 m, an insulation barrier for 145 kV must be provided for health and safety of humans.

b) Campsite Management

The location and development of the contractor’s facilities (this applies to all types of facilities, storage areas, workshops, and labor camps) will be approved by SMTA. Locations will be selected so that it does not interfere with the environment and social well-being of the surrounding communities in respect to noise, dust, vibration and other physical impacts. The construction labor camps will be located at least 500 m away from the nearest habitation The size of contractor‘s facilities are limited to absolute minimum to reduce unnecessary clearing of vegetation.

c) Water Availability

Water requirement will be very important at the camp and construction sites for construction activities, water sprinkling, drinking, sanitation, cooking etc. Most probability the water will be supplied through tankers. The contractor will have to install temporary water tanks and filters for water storage and for drinking purpose respectively. Water sprinkling will be outsourced to the tankers.

d) Protection of Wastewater Drains

It will be very important for the contractor to protect the drainage, particularly existing at the chowrangis (round-abouts) and intersecting the roads. These drains carry the industrial and domestic wastewater for disposal. Clogging of these drains will result into environmental, health and traffic problems. Prior to start construction activities close to the drainage network, the contractors should take all precautionary measures to first protect the drains by covering it and avoiding throwing any construction debris in it.

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e) Storm Water Drainage Design

Storm water drainage design is underway. The design consultant will survey the corridor, identify hot spots for flood issue and give due consideration for the storm water drainage system designing. The design of the project infrastructure will ensure it is disaster/climate resilient. The structures will conform to the relevant codes related to earthquake zoning and will also ensure adequate surface and sub-surface drainage is built into the infrastructure design to cater to any potential flooding.

f) Avoidance of Clearing Vegetation and Restoration of the Site by Planting Trees/Crops

SMTA will supervise the contractor while selecting sites for campsite. Emphasis will be on less chances of cutting of trees and vegetation and destroying the green areas. In case the camps are required to be installed at those areas where tree cutting and land clearing is unavoidable then it would be the responsibility of the contractor to restore the campsite as much as possible to its original form by leveling the soil and planting trees. SMTA will ensure the restoration of the campsite and ensure planting trees and improving landscaping of the area.

During construction activities, about 19,000 plants (small plants) will be cut, mainly from the median of the roads. After completing the project, about 19,000 plants will be planted around Yellow BRT corridor (if possible) or somewhere else in Karachi. Suitable site for the plantation will be searched in the city for planting suitable plants to offset the cutting of trees at project site.

g) Protection of Physical Cultural Resources (PCRs)

During earth excavation, if any property is unearthed and seems to be culturally significant or likely to have archaeological significance, the same will be intimated to the SMTA. Work will be suspended until further orders from the SMTA. The Archaeological Department will be intimated of the chance find and the SMTA will carry out a join inspection with the department. Actions as appropriate will be intimated to the contractor along with the probable date for resuming the work. The contractor workers will be sensitized and fully informed about the importance of PCRs before the commencement of the work as their negligence during excavation and construction activities could damage these resources. All fossils, coins, articles of value of antiquity and structures and other remains or things of geological or archaeological interest discovered on the site will be the property of the Government of Sindh, and will be dealt with as per provisions of the relevant legislation.

h) Suppression of Dust Emission

Regular water sprinkling will be the responsibility of the contractor at the dust generation points, during construction activities. The water will be also sprinkled at vehicular and machinery movement routes to avoid dust spreading to the nearby community. In addition, the provision of dust masks and ensuring their use by the workers will also be the responsibility of the contractor under CPEMP.

i) Control of Stack and Vehicular Emissions

The stack emissions from generators, if used as standby source of power supply and

vehicular/machinery movement at the site can affect the ambient air quality at project site. It will

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be the responsibility of the contractor to use well maintained generators and vehicles/machines

to keep ambient air quality within the desired level. The contractor will be obliged to provide fitness

certificate/maintenance records of the generators, vehicles and machines before deploying them

at the construction sites. Regular monitoring of vehicular and stack emissions will be carried out

at each site, to ensure the regulatory compliance with SEQS.

j) Safe Disposal of Sanitary Wastewater

Generally proper disposal of sanitary wastewater is not practiced during construction at construction camps. It will be the responsibility of the contractor to dispose sanitary wastewater in a nearby drain after passing it through septic tanks. The contractor can also plan to include temporary septic tanks for the construction crew.

k) Safe Disposal of Garbage

Improper disposal of garbage from construction camps leads to air, water and soil pollution, in case, if it is burnt, thrown in the surface water drains or on open land. The garbage dumping site becomes breeding place for mosquitos and flies which could be the source of outbreak of diseases. The construction contractors will implement a Waste Management Plan (mentioned in CPEMP). At a minimum, the plan will address the sources of waste; waste minimization, reuse, and recycling opportunities; and waste collection, storage, and disposal procedures. The Waste Management Plan will distinguish between solid and liquid waste, as applicable, and include procedures for addressing waste that may be hazardous to health and the environment. In addition, the Waste Management Plan will address the following:

- All food waste will be contained in covered bins and disposed of on a frequent basis to avoid attracting wildlife.

- Trash bins will be accessible at all locations where waste is generated.

- The project area will be kept clean and free of litter and no litter will be allowed to disperse to the surrounding area.

- Solid waste will be removed from the site and transported to a municipal landfill or disposal site.

- Waste will not be dumped or buried in unauthorized areas or burned.

- Human waste associated with the worker camp and latrines will be properly contained and disposed of.

The construction contractors will ensure all workers receive training on proper disposal of all waste prior to working on the project site.

l) Safe Disposal of Hazardous and Construction Waste

During construction activities different types of hazardous solid waste including empty containers of paint, lubricants, grease, fuel etc. oil filters, oily rags and construction waste are generated. The hazardous waste will be properly collected and stored at impervious surface under shade. This waste will be handed over to the authorized waste collectors so that these could be disposed of properly. The construction contractors will implement the Hazardous Solid Waste Management Plan (mentioned in CPEMP). The Hazardous Solid Waste Management will specify the proper management procedures for all hazardous materials and wastes that may be encountered during construction, including handling, labeling, transporting, and storing procedures. In addition, the plan will address the following:

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- Non-toxic and biodegradable produces will be used whenever possible. - Hazardous materials will be transported and stored in appropriate containers with clearly

visible labels. Hazardous materials will be stored at least 30 meters from any down gradient drainage or within secondary containment capable of containing its entire volume.

- Storm water flows will be directed away from hazardous material storage areas. - Equipment and work areas will be regularly inspected for signs of leaks and spills. Spill

containment and cleanup kits will be available wherever hazardous materials are being used or stored. Any incidental spills or leaks will be contained and cleaned up as soon as it is safe to do so. Any contaminated soil will be collected and disposed of in an appropriate land fill.

- Equipment refueling and maintenance will be limited to designated areas at least 30 meters from any down gradient drainage.

All workers will receive training on proper handling and storage of hazardous materials, as well as spill response and cleanup procedures, prior to working on the project site.

The debris produced during construction will preferably be dumped at nearby depressions. Leftover material will not be dumped into storm water drains or watercourses to avoid clogging man-made and natural drainage systems and cause many other problems for the residents.

m) Soil Pollution Control

Soil pollution will be controlled by taking following measures:

- Storage of fuel, paint, and oil containers, oil filters, oily parts and oily rags on impervious floor

under shade or storing of fuel and lubricants on a sand flooring of at least 15 cm thick, done on brick edge flooring lined with polyethylene sheet

- Placement of fuel containers under containment and proper decantation arrangement to avoid its spillage and leakage on floor

- Presence of spill kit to remove spills from the floor

- Washing the contaminated floors through dry cleaning the spills from the floor with saw dust and rags

- Fuel storage and refilling areas will be located at least 500 m from all cross drainage structures and important water bodies

-

n) Noise Abatement

To minimize noise impacts on workers and nearby communities, the following measures will be taken: - Regular inspection and maintenance of the construction vehicles and equipment - Timely replacement of worn and noise producing parts of construction machinery - In case of severe noise, sound barriers will be used to avoid the dispersion of sound waves

into the nearby community - Use of noise protection equipment by the workers while working in a noisy area. - The noise level of 85 dBA for 8 hour working, is considered safe for the workers. The contractors

will ensure that noise levels will be kept within safe limits. In case of higher noise levels (more than 85 dBA), the workers will be rotated. The workers at higher noise level areas will not be allowed to work for more than two to three hours and shifted to calm places for rest of the hours

- Vehicles and machineries will not be allowed to operate at project site at night - Noisy machines and vehicles will not be allowed to be used at the project site (noise level should

not be more than 85 dBA at 7.5 m distance)

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There will be frequent monitoring of vehicular, machines and ambient noise level at the project site to ensure compliance with the SEQS. It will be monitored that the workers wear noise protection gadgets at noisy areas. It will also be ensured that appropriate noise barriers and enclosures installed to attenuate noise levels.

o) Protection of Workers from Health and Safety Hazards

The contractor will be required to take all possible precautionary measures for the safety of the workmen as per the national/provincial and World Bank requirements. Contractor has to ensure that all operators of heavy or dangerous machinery are properly trained/certified, and also insured. The contractor will supply all necessary safety appliances such as safety goggles, helmets, masks, safety shoes etc., to the workers and staff. The contractor has to comply with all regulation regarding safe scaffolding, ladders, working platforms, gangway, stairwells, excavations, trenches and safe means of entry and egress. Workers, who are engaged in welding activities, would be provided with welder's protective eye-shields. Medical facilities will be provided to the labor at the construction camp. Suitable transport will be provided to take injured or ill person(s) to the nearest approachable hospital. First Aid Box will be provided at every construction campsite and under the charge of a responsible person who will always be readily available during working hours. The contractor will be responsible for providing safe drinking water and for implementing appropriate sanitation conditions, and for supplying hygienic food and a sewerage system for the construction team at the site.

The risk of fires will be evaluated for each project site based on the activities that would occur,

environmental conditions, and presence of ignitable or combustible materials in the area. If the

activities pose a risk of igniting a wildfire, appropriate fire prevention and response equipment will

be made available at each active site such as shovels, axes, fire extinguishers, and dedicated

water tanks. All workers will be trained on proper fire prevention and response procedures prior

to working on the site. Any smoking on site will be restricted to barren areas away from ignitable

or combustible material. Smoking waste will be fully extinguished and disposed of appropriately.

The workers will use appropriate respiratory protection devices to avoid inhalation of the asphalt fumes. The workers, handling the asphalt, will also use safety gloves, apron and shoes to prevent dermal exposure to the workers. The application temperature of the heated asphalt will be kept as low as possible to avoid generation of fumes. The engineering controls and good work practices will be used at all work sites to minimize worker exposure to asphalt fumes.

Preliminary health and safety plan and emergency response procedures are given as Annexure- 5 and Annexure-6 respectively for construction phase.

p) Protection of Community from Accidents

The construction activities, particularly the excavation, will not be carried out during rainy season to avoid any accident. The excavated areas will be properly cordoned off, and warning and safety signs will be posted at accident prone areas to warn the passersby the potential danger at the construction site. The traffic will be diverted well before the construction area as per the traffic management plan. The construction contractors will install temporary signs and fences around all unsafe areas to prevent members of the public from entering the areas. If installing fences is not feasible, the area will be clearly identified as unsafe with signs and flagging.

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q) Traffic Management

At all times, the contractor will provide safe and convenient passage for vehicles, pedestrians and livestock. The contractor will comply the Traffic Management Plans (TMP) as provided in CPEMP. The traffic control plans will contain details of temporary diversions at different locations. Temporary diversion for road traffic will be constructed with the approval of the SMTA.

Special consideration will be given in the preparation of the traffic control plan to the safety of pedestrians and workers at night. The temporary traffic detours in settlement areas will be kept free of dust by frequent application of water. The contractor will take all necessary measures for the safety of traffic during construction work and provide, erect and maintain such barricades, including signs, markings, flags, lights and flagmen as may be required for the information and protection of traffic approaching or passing through the construction site. All signs, barricades, pavement markings will be as per road specification.

Informational signs will be posted where lane and road closures could substantially disrupt traffic circulation at least 7 days prior to the closure. Proper traffic controls will be in place during closures to minimize impacts on traffic circulation and for traffic safety. Appropriate safety precautions will be taken when transporting large equipment on public roadways.

Traffic Management Guidelines

Traffic management is very important aspect of the construction phase of the Yellow BRT Corridor project. During detailed designing stage, Traffic Management Plan will be prepared as per Construction Staging Plan. The purpose of the traffic management plan is to allow uninterrupted and safe movement of the traffic and pedestrians at or around the construction sites. As per construction staging, traffic management plan will be prepared to manage the traffic of the specific location of the construction stage. Construction Staging Plan will be prepared in consultation with the utility companies for the relocation of the utility lines. In the construction staging, first the utilities will be relocated/constructed before start of any construction work at site. After relocating or constructing new utilities (sewers), the road construction will be started.

Following measure will be taken during construction for the management of traffic of the specific area:

- Traffic management plan will be prepared in consultation with the local authorities as their

support will be essentially required before or during the construction period. - Encroachment at the shoulders and service roads will first be removed. The local authority

will be informed well before the construction period and require its support.

- At Korangi Road, the median and the side roads are used illegally as parking bay, rest areas and workshop area, mainly by the transport trucks and trailers. All these unauthorized activities will be discouraged and disallowed well before the start of the construction. The support of local authorities will be required for this purpose.

- At each construction site, the side roads will be constructed first, without restricting the flow of the traffic on the main roads.

- After completing the side roads and connecting the new sewer lines, the construction at the median will be started with proper fencing and cordoning off the median.

- Simultaneous construction work on the chowrangi (roundabouts) or intersections and roads will be avoided by developing a construction phasing plan. In case, if in some cases simultaneous construction work at chowrangi and road will be essentially required then it will only be done at alternate chowrangi i.e. construction work at two nearby chowrangies will not

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be started simultaneously. If one chowrangi is under work, then traffic can be moved towards other chowrangi, otherwise if all the chowrangies are under work, then there will be no outlet available for the traffic.

- Road construction work will be executed in stages. Only one site, at a time will be started and completed instead of initiating work at all the locations. Traffic management will be easy at one site as compared with as if the whole corridor is under construction work.

- Construction staging plan will be prepared after consulting other project proponents and local authorities (Green Line/Red Line, KWSB, Local Government) to avoid any haphazard conditions for traffic flow at any specific site.

- The traffic diversion plan will be effectively disclosed and communicated to the public. The public will be intimated well before time through print and electronic media for traffic routes closures and diversions.

- There will be proper arrangement for traffic management such as flagging, detouring signs, flagmen, safety signs, road barriers, road stoppers, diversion signs, lighting, fences etc.

- Well organized placement and parking of construction machines, vehicles and material to avoid traffic flow restriction and any kind of accident at the site.

Preliminary traffic management plan is given as Annexure-7.

r) Restoration of Campsites

After the completion of construction activities at each site, all construction camp facilities will be dismantled and removed from the site. The site will be restored to a condition in no way inferior to the condition prior to commencement of the works. Various activities to be carried out for site rehabilitation include:

- Oil and fuel contaminated soil will be removed and transported and buried in waste disposal

areas. - Soak pits, septic tanks will be covered and effectively sealed off. - Debris (rejected material) will be disposed of suitably. - Underground water tank in a barren/non-agricultural land will be covered. However, in an

agricultural land, the tank will be removed after the completion of work. - If the construction camp site is on an agricultural land, top soil will be preserved and good

earth will be spread back for a minimum 30 cm for faster rejuvenation of the land. - In cases, where the construction camps site is located on a private land holding, the contractor

would still have to restore the campsite as per this specification. The rehabilitation is mandatory and will be included in the agreement with the landowner by the contractor. Also, the contractor would have to obtain a certificate for satisfaction from the landowner.

6.3.2 Operation Phase Mitigation Measures

Following are the operation phase mitigation measures for the project activities.

- Air emission control of buses

- Safe disposal of garbage from bus stops

- Control of stack emission of generators

- Soil pollution control at generator sites

- Noise abatement at generator sites

- Noise abatement at bus depots

- Soil pollution control at bus depots

- Safe disposal of garbage from bus depots

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- Fire safety measures at bus depots

- Wastewater treatment at washing area of bus depots

The detail of the above mention mitigation measures is as under:

a) Air Emission Control of Buses

The operator company will prepare preventive maintenance plan for the buses to inspect, maintain and protect before break down or other problems occur. Under maintenance plan, frequent vehicular emission monitoring, tuning of the engines, and changing of engine oil and filters will be carried out for each bus. It will be obligatory to get fitness certificate for each bus as per the frequency from the Government of Sindh.

All the above mentioned measures will ensure control of air emission and in compliance with the provincial vehicular emission requirement.

Data on the Vehicle Kilometers Travelled (VKT), ridership, and modal split with and without the project were taken from the traffic model and the emissions impacts for various bus alternatives were then evaluated in terms of tons reduced per year. Fuel efficiency and carbon dioxide (CO2) emission factors were updated for Pakistan for a typical vehicle mix in Pakistan. On average, the BRT project reduced 50,000 tons of CO2 per year, well-to-wheel. The average annual economic value of the reduced emissions was $3.3 million, using hybrid buses.

b) Safe Disposal of Garbage from Bus Stops

It will be the responsibility of the operator company to ensure proper garbage management at each bus stop. Waste bins, in appropriate size and quantities, will be provided at each bus stop at appropriate locations to collect proper collection of waste. These bins will be emptied daily and waste will be transferred to the municipal waste collection points. Signs will be posted at bus stops to disseminate messages to the passengers regarding waste management practices and provide instructions to use waste bins for waste disposal.

c) Control of Stack Emission of Generators

The stack emissions from generators, if used as standby source of power supply at bus stops can

affect the ambient air quality. It will be the responsibility of the operator company to use well

maintained generators to keep ambient air quality within the desired level. The operator company

will follow preventive maintenance schedule for the generators. Under the plan, frequent

monitoring of stack emission, tuning of the combustion chamber, and timely changing of lubricant

and filters will be carried out to keep stack emissions within SEQS.

d) Soil Pollution Control at Generator Site

Following measures will be taken to control soil pollution at generator sites of the bus stops. The operator company will be responsible for implementing these measures.

- Placing fuel and lubricant containers at impervious floors under secondary containment

- Dispensing of fuel and lubricants through dosing pumps with secondary containment to avoid spillages on floor

- Applying spill kit to clean any spills on the floor

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- Proper storage and disposal of used lubricants and oil filters to the authorized persons

e) Noise Abatement at Generator Sites

The generator will be enclosed in sound proof canopy. The generator will be enclosed in the room with silencer installed at its emission point to avoid dispersion of noise at the bus stop and movers. The generator operator will be protected through use of sound mufflers while entering into the generator room during operation.

f) Noise Abatement at Bus Depots

Special consideration will be given to the noise control aspect during bus depot design stage. The noise barriers will be installed at noise prone areas such as workshop and generator. The generator will be enclosed in the room with silencer installed at its emission point to avoid dispersion of noise at the bus depots and nearby community. The generator operator will be protected through use of sound mufflers while entering in to the generator room during operation.

g) Soil Pollution Control at Bus Depots

Soil pollution will be controlled at bus depots by taking following measures:

- Storage of hazardous solid waste such as fuel and oil containers, oil filters, oily parts and oily

rags on impervious floor under shade

- Storage of fuel and oil containers at impervious floor with plug drains over secondary containment

- Proper decantation arrangement for fuel and oil to avoid its spillage and leakage on floor - Presence of spill kit to remove spills from the floor - Avoid washing the contaminated floors rather dry cleaning the spills from the floor with saw

dust and rags

- Proper collection, storage and disposal of used lubricants. Lubricants will be handed over to the authorized contractors.

h) Safe Disposal of Garbage from Bus Depots

Similarly, as mentioned above for safe disposal of garbage from bus stops, it will be the responsibility of the operator company to ensure proper garbage management at each bus depot. Waste bins, in appropriate size and quantities, will be provided at each bus depot at appropriate locations to collect waste. These bins will be emptied daily and waste will be transferred to the municipal waste collection points. Signs will be posted at bus depots to disseminate messages to the staff regarding waste management practices and provide instructions to use waste bins for waste disposal.

i) Fire Safety Measures at Bus Depots

It will be the responsibility of the designer of the bus depot to incorporate fire safety measures in the design. The operator company and bus depot management will be responsible to prepare fire safety procedures and implement at each bus depot. Major features of the fire safety measures at bus depots will be as under:

- Installation of fire alarms at fire prone areas

- Placement of fire extinguishers and sand buckets

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- Installation fire hydrants

- Availability of trained firefighting staff - Display of emergency telephone numbers at conspicuous places

- Restricted access for the fuel and lubricant storage areas

- Designated areas for smoking

j) Wastewater Treatment at Washing Area

The wastewater from washing area will be passed through grease trap and sedimentation tank for the removal of oil and grease and dust particles prior to disposal in the sewerage system or in the wastewater drain.

k) Mitigating Change of Land Use Impacts

Conversion of Residential Areas to Commercial Areas

Sindh Building Control Authority (SBCA) is the responsible agency for controlling land use in Karachi. Conversion of residential areas to any other land use needs the approval of the authority. SBCA follows zoning regulations for the conversion of land use. It is expected that after the implementation of Yellow BRT project, more applicants will approach SCBA for the conversion of land use. In addition, all the multi-story commercial buildings need the approval of SEPA by submitting an EIA for such projects. SMTA will coordinate with both the agencies to strategize the conversion of residential use to commercial use in a manner that this change of land use should not happen in a short time. The change of land use should happen under well thought land use and zoning plan for each segment of the Yellow BRT project. SMTA, SBCA, and SEPA will prepare a rational land use and zoning plan to meet the market demands, managing traffic flows, and keeping the vehicular emissions to a level that should not disturb the present level of ambient conditions along the Yellow BRT Corridor.

Managing Retail Commercial Activities at Bus Stations

Karachi Metropolitan Corporation and District Municipal Committees are responsible for the retail commercial areas along the corridor. Retail shops in the already built up area will not cause traffic flow problems. The expected traffic flow problems will occur due to the encroachment by these shops and the hawkers at the bus stations. STMA will coordinate with KMC and DMCs to ensure that encroachments should not happen and hawkers operation should remain in the designated areas.

Intensification of Industrial Areas

Intensification of industrial areas along the Yellow BRT Corridor, if happen, due to the resettlement of existing industries is better for the city. Most of the existing industries located outside the industrial estates are causing much higher level of emissions and environmental impacts. In the Korangi Industrial Area (KIA) the plot sizes are medium to large. It is expected that medium and large industries will be established in KIA. These industries are comparatively more resourceful as compared to small industries. Availability of space and resources, and effective institutional governance will enable industries to install environmental technologies for abating industrial pollution, including air emissions. In case of new industries, it is expected that these industries will be in much better position to adopt better environmental practices under resource efficiency methods. Both industries (resettled and new) need to prepare EIAs and secure NOCs from the SEPA. SMTA will coordinate with SEPA to ensure that no new and resettled industry will

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be established without the approval of SEPA and emissions from these industries should remain with SEQS.

6.3.3 Climate Change Adaptation Measures in Yellow BRT Project

Following climate change adaptation measures will be taken in the Yellow BRT infrastructure to reduce climate change impacts of flooding and heatwave.

a) Use of Weather Resistant Material for Road Construction

The emphasis will be on using weather resistant material for the road construction. The paving material will be such that it will withstand extreme weather condition of heavy rains and high temperature predicted under international climate change models for Karachi region. The surface material will be specially selected to resist water and prevent it to be washed away.

b) Storm Water Drainage System along the Corridor

The storm water drainage system will be constructed along the corridor to avoid flooding at the road. The capacity of the drainage system will be designed based on extreme weather conditions predicted under international climate change models for Karachi region to cater for extreme storm water runoff.

c) Storm Water Drainage System at Underpasses

A very sophisticated storm water drainage system will be constructed for the underpasses which will be highly vulnerable to flooding. The underpass roads will be sloped to collect water at grates that will lead to the drainage pipe and collection pits. The submersible pumps will be installed at the collection pits to discharge storm water to the nearby storm water drain network. The pumping system will be equipped with backup pumps. The capacity and the number of collection pits and submersible pumps will be computed on the basis of extreme weather conditions predicted under international climate change models for Karachi region. Generators will be installed at each underpass as a power backup for the submersible pumps because of power outage issue during rainy season.

d) Facilities at Bus Stop to Attenuate Heatwave Impacts

The bus stops will provide following facilities to attenuate heat wave impacts on passengers:

- Shades - Ventilation - Fans - Drinking water - Rest area - Power backup (generators)

6.3.4 Socioeconomic Impacts

During the detailed scoping and impact assessment study for Yellow BRT project will not require any involuntary land acquisition or resettlement for construction work. The construction will be carried with the median of the existing ROW. However, vendors and few nurseries within the

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ROW will have some livelihood impacts, which were identified through census survey and will be compensated prior to implementation of the project.

The census survey identified that project will impact 120 persons including employees from 95 small businesses operated by informal vendors, skilled labours and plant nurseries owners and employees. A total 13 vendors including three nursery owners have refused to provide information, all of them have temporary moveable structures. Households of the 82 informal vendors will be temporarily impacted economically due to the construction of Yellow BRT corridor.

The affected vendors are running their businesses on public land (ROW) without any legal permission or license. The vendors are scattered along the corridor, with the higher concentration at Kala Pul and in between Dawood Chowrangi and Brooks Chowrangi. The plant nurseries are located close to Jam Sadiq Bridge where in parallel a new four lane bridge will be constructed to accommodate BRT.

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7.0 ENVIRONMENTAL MANAGEMENT PLAN

This chapter describes institutional arrangements and role of different stakeholders in environmental management, mitigation plan, monitoring framework, budget, and capacity building of stakeholders involved in environmental assessment, monitoring and management. The guidelines for environmental compliance and occupational health and safety requirements will also be described.

7.1 Institutional Arrangement

The institutional arrangement for the implementation and monitoring of environmental management plan for the Yellow BRT project is presented in Figure 43 and Figure 44 for design and construction phases and operational phase respectively.

7.1.1 Sindh Mass Transit Authority (SMTA)

The overall responsibility of the environmental management of project during design, construction and operational phases rests with SMTA. SMTA is an evolving organization, constrained by capacity issues, as certain positions within SMTA organogram are still vacant. SMTA has already started the process to hire few key positions, including Environment, Communications, Gender specialists, and Secretary of the SMTA Board. These positions will be filled before project effectiveness. SMTA will also hire a procurement specialist before effectiveness. Additional engineering and technical staff will be hired as per requirement before commencement of civil works.

The maintenance/rehabilitation of the existing road is the responsibility of KMC. For the implementation of Component-I and II, the Government of Sindh will issue necessary directives, handing over the responsibility of the entire corridor from Numaish to Dawood Chowrangi, to SMTA from KMC. SMTA will be responsible for contracting the civil works and managing the supervision consultants. SMTA will also be responsible for managing the implementation of the compensation and livelihood rehabilitation plan.

Component-III involves implementing traffic management and road safety activities. Multiple stakeholders are involved in this component, including KDA (installing and managing the traffic signals and undertaking road safety initiatives), and Traffic Police (for traffic management and enforcement). SMTA will coordinate closely with KDA, KMC and Traffic Police to implement the activities under this component.

The PC-1 of the project, including environmental compliance requirements, will be prepared by SMTA and submitted to Sindh Planning and Development Board (SPDB) for approval and subsequent stages of the project. The Environmental and Climate Section of SPDB will review and approve the environmental requirements of the PC-1.

SMTA institutional arrangement is described in chapter-1.

Project Management Team at SMTA will be responsible for the implementation of environmental management plan (EMP) at field. They will be responsible for the monitoring and evaluation of the status of implementation and progress of the project. Project Management Team will be responsible to submit environmental assessment and environmental compliance documents to

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Sindh Environmental Protection Agency (SEPA) for acquiring NOC and complying regulatory requirements. Project Management Team will also be responsible for the preparation and submission of environmental safeguard documents to World Bank as per their environmental safeguard requirements.

7.1.2 Party A (Infrastructure Development)

Party A will be the several Infrastructure Development contractors, responsible for the development of Yellow BRT Corridor infrastructure, including roads, bus stops, and bus depots. Overall responsibility of the EMP implementation and compliance rests with Party A. Party A will be answerable to the Project Management Team for any noncompliance of the construction phase EMP.

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Figure 43: Institutional Arrangement for Environmental Management (Design & Construction)

SMTA

▲Submit EIA Report

▼

Submitting PC-1 for

Approval

►

Sindh Planning

&

Development

Board

▼

Environment &

Climate

Change

Section

Submitting PC-1 for Review and

Approval of Environmental

Section

Project Director

▼

Project

Management

Submitting EIA for

Approval and NOC

Acquiring ►

Sindh

Environmental

Protection

Agency

Team ►

▲ Preparation and

submission of EIA

Report

Submitting Environmental

Safeguard Documents for

Review and Approval World Bank

▲

Environment

▼ ► ►

Party A

Infrastructure

Development

Consultant ▼ ▼

▲ CPEMP Compliance

Reports to Project

Management Team

Third Party

Validation ► Monitoring,

Evaluation and

Reporting for

CPEMP

Contractor

Implementation of CPEMP at

Construction Sites

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Figure 44: Institutional Arrangement for Environmental Management (Operational Phase)

SMTA

Project Director

Sindh

Environmental

Protection

Agency

Project

Management

Team

World Bank

Party B

Operator Company

Environment

Consultant

Implementation of Operational

Phase EMP at Yellow BRT

Corridor ▼

Third Party

Validation

Yellow BRT Bus

Operations

◄

▼

▼ Submitting EMP

Compliance Reports

►

► Submitting Environmental

Safeguard Documents

(Compliance Reports) for

Review

▼ ► ►

▼

Providing Training to

Stakeholders on EMP ►

▲ EMP Compliance

Reports to Project

Management Team

Monitoring,

Evaluation and

Reporting for

Operational Phase

EMP

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7.1.3 Contractor

Party A will execute the infrastructure development through several contractors. The Construction Phase Environmental Management Plan (CPEMP) will be prepared and appended with the tender document for the contractors. It will be a standard document. The contractors should be required to prepare their own site specific EMPs. These EMPs will contain following plans to eliminate, offset or reduce environmental, health and safety impacts during construction phase:

- Sanitation plan - Soil pollution control plan - Dust control plan - Waste management plan - Health and safety plan - Noise abatement plan - Traffic management plan - Campsite restoration plan - Tree plantation plan

The compliance of CPEMP will be the responsibility of the contractor and compliance cost will be added in the bidding documents. The Project Management Team will have the responsibility to ensure compliance of CPEMP during construction phase through contractors. The compliance would require measurements of environmental parameters and observations at the construction sites to evaluate compliance. Party A will be responsible for the compliance of CPEMP and answerable to the Project Management Team.

7.1.4 Party B (Operator Company)

Party B will be the bus operator company. This company will be responsible for the implementation of operational phase EMP at bus operations, bus stops and bus depots. This company will be responsible for any noncompliance of operational phase EMP and answerable to the Project Management Team. Project Management Team will monitor the EMP progress through Third Party Monitoring.

7.1.5 Environmental Consultant

The Project Management Team will have the leverage to hire environmental consultant for the preparation of environmental assessment and environmental compliance reports. These reports will be submitted to SEPA and World Bank as per the requirement.

Environmental Consultant will also be hired to conduct trainings for all the key stakeholders involved in EMP implementation.

7.1.6 Third Party Monitoring

The Third Party Monitoring (TPM) will be carried out through independent environmental consultancy firm. The consultant firm will monitor the environmental parameters and conduct field surveys at the construction sites to evaluate compliance level by the contractors, and the Party A (Infrastructure Development). The consultant firm will prepare monthly monitoring and evaluation report for each site and submit to Project Management Team. The Project Management Team will review the report, discuss with the consultant firm and finalize the findings. In case of

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noncompliance from the contractors or Party A, the Project Management Team will have the authority to halt the construction activities or impose penalties as per the contract conditions. The Project Management Team will submit the final version of monitoring and evaluation reports to the Project Director. Project Director will submit these reports to World Bank for their review and further action. Also these reports will be submitted to SEPA as per the frequency to be mentioned in the construction phase ‘No Objection Certificate (NOC)’ requirements (Quarterly and yearly).

TPV will also be carried out during operational phase of the project to ensure compliance of EMP by the Party B (Operator Company). In a similar way as mentioned above, the compliance reports for the operational phase will be submitted to Project Management Team.

7.1.7 Sindh Environmental Protection Agency (SEPA)

The Sindh Environmental Protection Agency Review of the IEE and EIA Regulations, 2014 categorizes development projects into three schedules, according to their anticipated potential environmental impact. The proponents of the projects with the potential for more adverse environmental impacts (see Schedule II) are required to submit an Environmental Impact Assessment (EIA). While, for the proponents of projects with the potential for less environmental impact (see Schedule I), must submit an Initial Environmental Examination (IEE) with the respective environmental protection agency (EPA). The proponent of the projects falling under Schedule III will conduct screening and file environmental checklist. Box-A presents Schedule I, II and III.

The Regulations also provide the necessary details on the preparation, submission, and review of IEEs and EIAs. The following is a brief step-by-step description of the approval process:

i) To determine whether a sub-project is categorized as requiring an IEE, EIA or screening,

as per the three schedules attached to the Regulations.

(II) An EIA, IEE or screening is conducted as per the requirements outlined in the SEPA Guidelines.

(III) The Fee (depending on the cost of the sub-project and type of report) is submitted along with the EIA or IEE document.

(IV) The IEE/EIA is also accompanied by an application in the format prescribed in Schedule V of the Regulations.

(V) The EPA conducts a preliminary review of the report and replies within 15 days of the submission. It either a) confirms completeness, or b) asks for additional information, if needed, or c) returns the report and asks for additional studies, if necessary.

(VI) The Agency will make every effort to carry out its review of the environmental checklist within thirty days, IEE within sixty days, and of the EIA within four months of issue of confirmation of completeness under regulation 9.

(VII) The EPA accords their approval, subject to certain conditions:

- Before commencing construction of the sub-project, the proponent is required to submit an undertaking accepting the conditions.

- Before commencing operation of the sub-project, the proponent is required to obtain from the SEPA a written confirmation of compliance with the approval conditions and requirements of the IEE.

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BOX-A- SEPA’s Environmental Assessment Schedules Schedule I (IEE)

A. Agriculture, Livestock and Fisheries 1. Poultry, livestock, stud and fish farms 2. Projects involving packaging, formulation, cold storage and warehouse of agricultural products. B. Energy

1. Hydroelectric power generation less than 50 MW 2. Thermal power generation less than 100MW 3. Coal fired power plants with capacity less than 50 MW 4. Transmission lines less than 11 KV, and grid station 5. Waste-to-energy generation projects including bio-mass less than 25 MW 6. Solar project 7. Wind project C. Oil and Gas Projects 1. Oil and gas 2D/3D Seismic survey and drilling activities 2. Oil and gas extraction projects including exploration and production located outside the environmentally sensitive areas 3. Construction of LPG storage facilities 4. Construction of LPG,CNG filling station and petrol pumps D. Manufacturing and Processing 1. Ceramics and glass units less than 500 million 2. Food processing industries with total cost less than Rs. 200 millions

Schedule II (EIA) A. Energy 1. Hydroelectric power generation over 50 MW 2. Thermal power generation over 100 MW 3. Coal power projects above 50 MW 4. Transmission lines (11 KV and above) and distribution projects. 5. Nuclear power plants 6. Wind energy projects if falls under any sensitive, protected area.

Schedule II (EIA) B. Oil and Gas Projects 1. Petroleum refineries. 2. LPG and LNG Projects(including LNG Terminals, re-gasification units) except LPG filling stations 3. Oil and gas transmission systems 4. Oil and gas gathering system, separation and storage. C. Manufacturing and Processing 1. Cement plants 2. Chemical manufacturing industries 3. Fertilizer plants 4. Steel Mills

5. Sugar Mills and Distilleries 6. Food processing industries including beverages, dairy milk and products, slaughter houses and related activities with total cost more than Rs. 200 Million 7. Industrial estates (including export processing zones) 8. Man-made fibers and resin projects with total cost of Rs 200 M and above 9. Pesticides (manufacture or formulation) 10. Petrochemicals complex 11. Synthetic resins, plastics and man-made fibers, paper and paperboard, paper pulping, plastic products, textiles (except apparel),printing and publishing, paints and dyes, oils and fats and vegetable ghee projects, with total cost more than Rs. 10 million 12. Tanning and leather finishing projects 13. Battery manufacturing plant D. Mining and Mineral Processing 1. Mining and processing of coal, gold, copper, sulfur and precious stones 2. Mining and processing of major non-ferrous metals, iron and steel rolling 3. Smelting plants (total cost of Rs. 100 M and above) E. Transport 1. Airports 2. Federal or Provincial highways or major roads (including rehabilitation or rebuilding or reconstruction of existing roads) 3. Ports and harbor development 4. Railway works

5. Flyovers, underpasses and bridges having total length of more than 500 m F. Water Management, Dams, Irrigation and Flood Protection 1. Dams and reservoirs with storage volume of 25 million cubic meters and above having surface area of 4 square kilometers and above 2. Irrigation and drainage projects serving 15,000 hectares and above 3. Flood Protection G. Water Supply and Filtration Large Water supply schemes and filtration plants.

Schedule III (Checklist) a. Construction of, offices and small commercial buildings (1-6 story),home industrial units, ware houses, marriage / banquet facilities, large scale motor vehicles workshops, restaurants / food outlets ,large baking unit subject to the compliance with existing zoning laws.

b. Reconstruction / rehabilitation of roads (small roads in urban area and farm to market roads more than 2 km).

c. On-farm dams and fish farms. d. Pulses mills. e. Flour Mills f. Projects promoting energy efficiency (small scale). g. Lining of existing minor canals and /or water courses. h. Canal cleaning i. Forest harvesting operations j. Rain harvesting projects

k. Rural schools (Secondary and Higher Secondary) and rural and basic health units having at least ten beds capacity.

l. BTS Towers m. Lime Kilns n. Ice factories and cold storage. o. Cotton oil mill

p. Warehouses for pesticides and pharmaceuticals

Source: SEPA Review of IEE & EIA Regulations, 2014

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(VIII) An Environmental Management Plan ( EMP) is to be submitted with a request for obtaining confirmation of compliance.

(IX) The SEPA is required to issue confirmation of compliance within 20 days of receipt of the request and complete documentation.

(X) The IEE/EIA approval is valid for three years from the date of operational phase NOC.

(XI) After completion of construction, a monitoring report is to be submitted to the SEPA, followed by annual monitoring reports, during operations.

7.1.8 World Bank

The World Bank is financing infrastructure and road safety component of the Yellow BRT project. It is World Bank’s requirement that the funded projects comply with its environmental safeguard policies. World Bank follows following project cycle for environmental review of the project.

Environmental review begins with screening at the time of project identification. Scoping and preparation of the Environmental Assessment (EA) occur in tandem with or as integral parts of the prefeasibility and feasibility studies. The final EA is sent to the Bank by the Borrower prior to appraisal. If the EA is satisfactory to both borrower and the Bank, it forms the basis for the decision of Regional Environmental Division (RED) on environmental clearance and the environmental condition to be negotiated with the borrower, some or all of which are incorporated into the loan agreement. The EA may be adequate for the purposes of appraisal, but the Bank review may reveal needs for additional analyses before clearance can be given and negotiations undertaken. Supervision includes monitoring the project's environmental performance and compliance with relevant conditions agreed on between the Bank and the borrower. After implementation is complete, the Project Completion Report (PCR) includes evaluation of both the impacts that actually occurred and the effectiveness of mitigation measures. The Operations Evaluation Department (OED) again audits selected projects possibly some years after the PCR.

7.2 No Objection Certificate (NOC)

The Sindh EPA Regulations (2014) pursuant to the Act state that when filing an EIA, “no objection certificates from the relevant departments will be the part of reports.” Departments from which NOCs may potentially be required include:

- Sindh Environmental Protection Agency (approval of the EIA) - Karachi Metropolitan Corporation

- Department of Antiquities GOS -NOC was issued on May 6,019.J

No objection certificates (NOCs) are also required from local government units and cantonment authorities where the project alignment is located in their respective jurisdictions.

7.3 Environmental Mitigation Plan

Table 24 presents environmental mitigation plan for the avoiding or mitigating the potential environmental impacts identified in the previous chapter.

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7.4 Environmental Monitoring Plan

Environmental monitoring framework of the EMP is already mentioned in the previous section and illustrated in Figure 7.1 and 7.2. The role of the stakeholders involved in the monitoring of EMP implementation is already mentioned. This section presents detail of the monitoring requirement such as monitoring and evaluation of the environmental parameters, responsibility of monitoring and frequency of monitoring during construction and operational phases of the project.

The environmental monitoring plan is presented in Table 25.

Table 24: Environmental Mitigation Plan

Existence of Electric Pylons Safety hazards due to existence of electric pylons at corridor

Clogging of Wastewater Drains Nuisance, odor, soil pollution, outbreak of diseases due to ponding and breeding of mosquitos and flies

Safety Consideration in Design Safe distance is required from electric pylons

Protection of Wastewater Drains Due consideration will be given during construction activities to protect clogging of drains. Drains will be covered prior to start of activities so that clogging could not take place due waste throwing in it.

Designer Design stage

Contractor Construction stage

Flooding at Corridor Proper Storm Water Drainage at Corridor Proper storm water drainage system is required at corridor to avoid flooding issue

Designer Design stage

Vegetation Contribute in city’s air pollution and disturbance to the aesthetic and landscaping of the area due to Cutting of trees, plants, bushes, green areas during relocation of utilities, construction of roads and establishing construction camps

Selection of Campsite The location and development of the contractor’s facilities will be approved by SMTA. Locations will be selected so that it does not interfere with the environment and social well-being of the surrounding communities in respect to noise, dust, vibration and other physical impacts. The size of contractor‘s facilities are limited to absolute minimum to reduce unnecessary clearing of vegetation. It would be the responsibility of the contractor and SMTA to select those areas for campsite where there are less chances of cutting of trees and vegetation and destroying the green areas Tree Plantation In case if it is not possible to avoid cutting of trees at campsite, then the project site would be restored to its original as much as possible by planting trees, vegetation and crops at the cleared land. All works will be carried out in a fashion that ensures minimum damage or disruption to the flora. SMTA will ensure the restoration of the campsite and ensure planting trees and improving landscaping of the area. After completing the project, about 19,000 plants will be planted around Yellow BRT corridor (if possible) or somewhere else in Karachi. Suitable site for the plantation will be searched in the city for planting suitable plants to offset the cutting of trees at project site.

SMTA

Infrastructure Company

Start of the construction

End of construction

Physical Cultural Resources (PCRs) Protection of Physical Cultural Resources (PCRs) Contractor During construction

Potential Environmental Impacts Mitigation Measure Responsibility Implementation Stage

Construction Phase

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Chances of the loss of PCRs at the During earth excavation, if any property is unearthed and seems project sites during excavation to be culturally significant or likely to have archaeological

significance, the same will be intimated to the SMTA. Work will be suspended until further orders from the SMTA. The Archaeological Department will be intimated of the chance find and the SMTA will carry out a join inspection with the department. Actions as appropriate will be intimated to the contractor along with the probable date for resuming the work. The contractor workers will be sensitized and fully informed about the importance of PCRs before the commencement of the work as their negligence during excavation and construction activities could damage these resources. All fossils, coins, articles of value of antiquity and structures and other remains or things of geological or archaeological interest discovered on the site will be the property of the Government of Sindh, and will be dealt with as per provisions of the relevant legislation.

Air Quality Suppression of Dust Emission Contractor During construction Air pollution resulting in poor visibility, Regular water sprinkling will be the responsibility of the contractor loss of vegetation, property damages, at the dust generation points, during construction activities. The and health implications on workers and water will be also sprinkled at vehicular and machinery movement nearby community due to fugitive routes to avoid dust spreading to the nearby community. In emissions of dust (SPM, PM10, PM2.5), addition, the provision of dust masks and ensuring their use by the stack and vehicular emissions during workers will also be the responsibility of the contractor under construction activities Construction Phase Environmental Management Plan (CPEMP).

Control of Stack and Vehicular Emissions The stack emissions from generators, if used as standby source Contractor During construction

of power supply and vehicular/machinery movement at the site can affect the ambient air quality at project site. It will be the responsibility of the contractor to use well maintained generators and vehicles/machines to keep ambient air quality within the desired level. The contractor will be obliged to provide fitness certificate/maintenance records of the generators, vehicles and machines before deploying them at the construction sites.

Wastewater Wastewater Treatment Contractor During construction Soil and water contamination, odor, It will be the responsibility of the contractor to dispose of sanitary health implications on workers and wastewater in a nearby drain after passing it through septic tanks. community (due to breeding of mosquitos The contractor can also plan to include temporary septic tanks for and flies), and nuisance due to improper the construction crew.

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treatment and disposal of sanitary wastewater from construction camps

Solid Waste Nuisance, health implications on workers and community (due to breeding of mosquitos and flies), and soil contamination due to improper disposal of garbage, hazardous solid waste and construction waste from construction camps and construction sites

Solid Waste Management The construction contractors will implement a Waste Management Plan (mentioned in CPEMP). At a minimum, the plan will address the sources of waste; waste minimization, reuse, and recycling opportunities; and waste collection, storage, and disposal procedures. The Waste Management Plan will distinguish between solid and liquid waste, as applicable, and include procedures for addressing waste that may be hazardous to health and the environment. In addition, the Waste Management Plan will address the following:

• All food waste will be contained in covered bins and disposed of

on a frequent basis to avoid attracting wildlife. • Trash bins will be accessible at all locations where waste is

generated. • The project area will be kept clean and free of litter and no litter

will be allowed to disperse to the surrounding area. • Solid waste will be removed from the site and transported to a

municipal landfill or disposal site. • Waste will not be dumped or buried in unauthorized areas or

burned. • Human waste associated with the worker camp and latrines will

be properly contained and disposed of. • The construction contractors will ensure all workers receive

training on proper disposal of all waste prior to working on the project site.

• The debris produced during construction should preferably be dumped at nearby depressions rather than being thrown away and left unattended. Leftover material will not be dumped into storm water drains or watercourses, because such practices can clog these man-made and natural drainage systems and cause many other problems for the residents.

Hazardous Solid Waste Management The construction contractors will implement the Hazardous Solid Waste Management Plan (mentioned in CPEMP). The Hazardous Solid Waste Management will identify proper management procedures for all hazardous materials and wastes

Contractor During construction


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that may be encountered during construction, including handling, labeling, transporting, and storing procedures. In addition, the plan will address the following:

Soil Soil contamination due to storage of oily parts and oily rags on unpaved floors, spillage and leakage of chemicals, fuel, and lubricants on soil (construction camps/sites)

• Non-toxic and biodegradable produces will be used whenever possible.

• Hazardous materials will be transported and stored in appropriate containers with clearly visible labels. Hazardous materials will be stored at least 100 feet from any down gradient drainage or within secondary containment capable of containing its entire volume.

• Storm water flows will be directed away from hazardous material storage areas.

• Equipment and work areas will be regularly inspected for signs of leaks and spills. Spill containment and cleanup kits will be available wherever hazardous materials are being used or stored. Any incidental spills or leaks will be contained and cleaned up as soon as it is safe to do so. Any contaminated soil will be collected and disposed of in an appropriate land fill.

• Equipment refueling and maintenance will be limited to designated areas at least 30 meters (100 feet) from any down gradient drainage.

• All workers will receive training on proper handling and storage of hazardous materials, as well as spill response and cleanup procedures, prior to working on the project site.

Soil Pollution Control Storage of fuel, paint, and oil containers, oil filters, oily parts and oily rags on impervious floor under shade or storing of fuel and lubricants on a sand flooring of at least 15 cm thick, done on brick edge flooring lined with polyethylene sheet Placement of fuel containers under containment and proper decantation arrangement to avoid its spillage and leakage on floor Presence of spill kit to remove spills from the floor Avoid washing the contaminated floors rather dry cleaning the spills from the floor with saw dust and rags Location of fuel storage and refilling areas at least 500 m from all cross drainage structures and important water bodies



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Noise Nuisance and health impacts on workers and nearby community due to noise from construction machineries, generators, construction activities and vehicular movement

Health and Safety Health and safety hazards for workers and community due to construction activities/sites

Noise Abatement • Carry out regular inspection and maintenance of the

construction vehicles and equipment • Replace worn and noise producing parts of construction

machinery in a timely manner • In case of severe noise, use sound barriers to avoid the

dispersion of sound waves into the nearby community • Workers will use noise protection equipment when working in a

noisy area. • The noise level of 85 dBA for 8 hour working, is considered safe

for the workers. The contractors will ensure keeping noise levels within safe limits. In case of higher noise levels (more than 85 dBA), the workers will be rotated. The workers at higher noise level areas will not be allowed to work for more than two to three hours and shifted to calm places for rest of the hours

• Vehicles and machineries are not allowed to operate at project site at night

• Noisy machines and vehicles are not allowed to be used at the project site (noise level should not be more than 85 dBA at 7.5 m distance)

• Frequent monitoring of vehicular, machines and ambient noise level at the project site to ensure compliance with the SEQS.

• Workers will wear noise protection gadgets at noisy areas

• Appropriate noise barriers and enclosures installed to attenuate noise levels

Occupational Health and Safety Management The contractor will be required to take all possible precautionary measures for the health and safety of the workforce and affected communities as per the national/provincial and the World Bank Group Guidelines for Occupational Health and Safety. Contractor has to ensure that all operators of heavy or dangerous machinery will be properly trained/certified, and also insured. The contractor will supply all necessary safety appliances such as safety goggles, helmets, masks, safety shoes etc., to the workers and staff. The contractor has to comply with all regulation regarding safe scaffolding, ladders, working platforms, gangway, stairwells, excavations, trenches and safe means of entry and egress. Workers, who are engaged in welding activities, would be provided with welder's protective eye-shields. Medical facilities




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Traffic Traffic congestion at or around construction sites due to construction activities

will be provided to the labor at the construction camp. Suitable transport will be provided to take injured or ill person(s) to the nearest approachable hospital. First Aid Box will be provided at every construction campsite and under the charge of a responsible person who will always be readily available during working hours. The contractor will be responsible for providing safe drinking water and for implementing appropriate sanitation conditions, and for supplying hygienic food and a sewerage system for the construction team at the site. Fire Safety The risk of fires will be evaluated for each project site based on the activities that would occur, environmental conditions, and presence of ignitable or combustible materials in the area. If the activities pose a risk of igniting a wildfire, appropriate fire prevention and response equipment will be available at each active site such as shovels, axes, fire extinguishers, and dedicated water tanks. All workers will be trained on proper fire prevention and response procedures prior to working on the site. Any smoking on site will be restricted to barren areas away from ignitable or combustible material. Smoking waste will be fully extinguished and disposed of appropriately. Workers will be protected from asphalt fumes during road construction by using appropriate measures. Protection of Community from Accidents The construction activities, particularly the excavation, will not be carried out during rainy season to avoid any accident. The excavated areas will be properly cordoned off, and warning and safety signs should be posted at accident prone areas to warn the passersby the potential danger at the construction site. The traffic will be diverted well before the construction area as per the traffic management plan. The construction contractors will install temporary signs and fences around all unsafe areas to prevent members of the public from entering the areas. If installing fences is not feasible, the area will be clearly identified as unsafe with signs and flagging.

Traffic Management At all times, the Contractor will provide safe and convenient passage for vehicles, pedestrians and livestock. The contractor will comply the Traffic Management Plan (TMP) as provided in



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CPEMP. The traffic control plans will contain details of temporary diversions at different locations. Temporary diversion for road traffic will be constructed with the approval of the SMTA. Special consideration will be given in the preparation of the traffic control plan to the safety of pedestrians and workers at night. The temporary traffic detours in settlement areas will be kept free of dust by frequent application of water. The contractor will take all necessary measures for the safety of traffic during construction work and provide, erect and maintain such barricades, including signs, markings, flags, lights and flagmen as may be required for the information and protection of traffic approaching or passing through the construction site. All signs, barricades, pavement markings will be as per road specification

Campsite Damaging of aesthetic and landscaping of the campsites

Informational signs will be posted where lane and road closures could substantially disrupt traffic circulation at least 7 days prior to the closure. Proper traffic controls will be in place during closures to minimize impacts on traffic circulation and for traffic safety. Appropriate safety precautions will be taken when transporting large equipment on public roadways.

Campsites Restoration After the completion of construction activities at each site, all construction camp facilities will be dismantled and removed from the site. The site will be restored to a condition in no way inferior to the condition prior to commencement of the works. Various activities to be carried out for site rehabilitation include:

Oil and fuel contaminated soil will be removed and transported and buried in waste disposal areas. Soak pits, septic tanks will be covered and effectively sealed off. Debris (rejected material) will be disposed of suitably. Underground water tank in a barren/non-agricultural land will be covered. However, in an agricultural land, the tank will be removed. If the construction camp site is on an agricultural land, top soild will be preserved and good earth will be spread back for a minimum 30 cm for faster rejuvenation of the land.

Contractor After the completion of construction activities


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In cases, where the construction camps site is located on a private land holding, the contractor would still have to restore the campsite as per this specification. The rehabilitation is mandatory and will be included in the agreement with the landowner by the contractor. Also, the contractor will have to obtain a certificate for satisfaction from the landowner.

Air Emissions Greenhouse gas emissions (Contribute in global warming)

Solid Waste Nuisance and outbreak of diseases if garbage is not properly collected and disposed from bus stops

Stack Emission Greenhouse gas emissions from generators (contribution to global warming)

Soil Soil contamination due to spillage/ leakage and spillover of diesel and lubricants from generators

Air Emission Control Preventive maintenance plan for the buses will be prepared and implemented. The plan will ensure that inspection, maintenance and protection is done before the break down or other problems occur. Under maintenance plan, frequent vehicular emission monitoring, tuning of the engines, and changing of engine oil and filters will be carried out for each bus. It will be obligatory to get fitness certificate for each bus as per the frequency from the Government of Sindh.

Safe Disposal of Garbage from Bus Stops Proper garbage management will be done at each bus stop. Waste bins, in appropriate size and quantities, will be provided at each bus stop at appropriate locations to collect proper collection of waste. These bins will be emptied daily and waste will be transferred to the municipal waste collection points. Signs will be posted at bus stops to disseminate messages to the passengers regarding waste management practices and providing instructions to use waste bins for waste disposal.

Control of Stack Emissions of Generators Well maintained generators will be operated to keep ambient air quality within the desired level. Preventive maintenance schedule will be followed for the generators. Under the plan, frequent monitoring of stack emission, tuning of the combustion chamber, and timely changing of lubricant and filters will be carried out to keep stack emissions within SEQS.

Soil Pollution Control at Generator Site Fuel and lubricant containers at impervious floors will be placed under secondary containment Fuel and lubricants will be dispensed through dosing pumps with secondary containment to avoid spillages on floor Spill kit will be used to clean any spills on the floor

Operator Company Operational phase




Operation Phase


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Storage and disposal of used lubricants and oil filters will be disposed to the authorized persons

Noise Nuisance and health impacts due to noise from generators

Noise Abatement at Generator Sites Enclosure of generator in sound proof canopy. The generator will be enclosed in the room with silencer installed at its emission point to avoid dispersion of noise at the bus stop and to the movers. The generator operator will be protected through use of sound mufflers while entering in to the generator room during operation.


Noise Nuisance and health impacts due to noise

Noise Abatement at Bus Depots Special consideration will be given to the noise control aspect

Designer

Bus depot designing from bus depot during bus depot design stage. stage

Installation of noise barriers at noise prone areas such as workshop and generator. Enclosure of generator in the room with silencer installed at its emission point to avoid dispersion of noise at the bus depots and nearby community. The generator operator will be protected through use of sound mufflers while entering in to the generator room during operation.

Operator Company (Bus Depot Manager)

Operational Stage

Solid Waste Nuisance and outbreak of disease if garbage is not properly disposed from bus depots

Safe Disposal of Garbage from Bus Depots Proper garbage management will be ensured at each bus depot. Waste bins, in appropriate size and quantities, will be provided at each bus depot at appropriate locations to collect waste. These bins will be emptied daily and waste will be transferred to the municipal waste collection points. Signs will be posted at bus depots to disseminate messages to the staff regarding waste management practices and provide instructions to use waste bins for waste disposal.


Operational phase

Soil Soil contamination at bus depots

Soil Pollution Control at Bus Depots Storage of hazardous solid waste such as fuel and oil containers, oil filters, oily parts and oily rags on impervious floor under shade Storage of fuel and oil containers at impervious floor with plug drains over secondary containment Proper decantation arrangement for fuel and oil to avoid its spillage and leakage on floor Presence of spill kit to remove spills from the floor Washing the contaminated floors will be done through dry cleaning the spills from the floor with saw dust and rags


Operational phase

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Proper collection, storage and disposal of used lubricants. Lubricants will be handed over to the authorized contractors.

Fire Fire Safety Operator Company Operational phase Loss of property and life due to fire Installation of fire alarms at fire prone areas (Bus Depot outbreak at bus depots Placement of fire extinguishers and sand buckets Manager)

Installation fire hydrants Availability of trained firefighting staff Display of emergency telephone numbers at conspicuous places Restricted access for the fuel and lubricant storage areas Designated areas for smoking

Wastewater Wastewater Treatment Operator Company Soil and water contamination due to Treatment of washing area wastewater by passing through (Bus Depot disposal of untreated wastewater from grease trap and sedimentation tank for the removal of oil and Manager) washing area grease and dust particles prior to disposal in the sewerage

system or in the wastewater drain.


Roads Damaging of roads due to extreme weather events (flooding and heatwave)

Use of weather resistant material for the road construction. The paving material will be such that it will withstand extreme weather condition of heavy rains and high temperature. The surface material will be specially selected to resist water and prevent it to be washed away.

The storm water drainage system will be constructed along the corridor to avoid flooding at the road. The capacity of the drainage system will be designed based on extreme weather conditions predicted under international climate change models for Karachi region to cater for extreme storm water runoff

Designer/Contractor

Designer

Design/Construction

Design

Flooding Flooding in underpasses

Sophisticated storm water drainage system will be constructed for the underpasses. The underpass roads will be sloped to collect water at grates that will lead to the drainage pipe and collection pits. The submersible pumps will be installed at the collection pits to discharge storm water to the nearby storm water drain network. The pumping system will be equipped with backup pumps. The capacity and the number of collection pits and submersible pumps will be computed based on extreme weather conditions predicted under international climate change models for Karachi region. Generators will be installed at each underpass as a power

Designer Design

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Health Impacts Health impacts on passengers due to heat wave

backup for the submersible pumps because of power outage issue during rainy season.

The bus stops will provide facilities to attenuate heat wave impacts on passengers such as shades, ventilation, fans, drinking water, rest area, and power backup (generators)

Operator Company Operation

Table 25: Environmental Monitoring Plan

Safety consideration in the design for

electric pylons

SMTA Ensuring safety considerations in the design of BRT corridor for

electric pylons

Design stage

Protection of drains at construction

sites

Environmental Consultancy Firm Evaluation for i) drains are properly protected and due measures

are taken by the contractors to cover it and avoiding throwing

construction debris in it

Fortnightly at

each

construction

site

Proper storm water drainage system SMTA Ensuring for i) storm water drainage system is properly designed

as per flooding hot spots at the corridor

Design stage

Restoration of the Construction Sites

Tree Plantation

Environmental Consultancy Firm Evaluation for i) Restoration of the campsites ii) tree plantation

and landscaping as close to the original features of the land at

campsites, iii) tree plantation of about 19,000 in the city

Fortnightly at

each site

Protection of Physical Cultural

Resources (PCRs).

Environmental Consultancy Firm Evaluation for i) the care taken by the contractor for the

protection of PCRs (identification, protection measures taken,

reporting etc.)

-do-

Suppression of Dust Emission Environmental Consultancy Firm Evaluation for i) regular water sprinkling at dust generation

points at construction sites and vehicular and machineries routes

ii) use of dust masks by the workers iii) fitness

certificates/maintenance records of vehicles/machines

Weekly at

each site

Mitigation Measure Monitoring Responsibility Monitoring Parameters Frequency

Construction Phase


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equipment are fitted for silencers/mufflers v) fitness

certificates/maintenance records of vehicles/machines

Monitoring for i) Noise levels (dBA) at construction sites ii)

vehicular noise at about 7.5 m distance iii) noise levels at nearby

community

Noise

monitoring

after every two

hours at each

location (8:00

am to 6:00

pm)

Occupational Health and Safety

Management

Environmental Consultancy Firm Evaluation for i) compliance of health and safety plan ii)

availability and use of PPE by the workers iii) accident records iv)

availability of First Aid Boxes and trained staff for first aid v)

medical facilities vi) safety measures at sites taken while working

Weekly at

each site


Control of Stack and Vehicular

Emissions Monitoring for i) TSPM, PM10, PM2.5 at construction sites,

vehicular routes, nearby community ii) stack monitoring of

generators (CO, NOx, SOx iii) vehicular emissions (CO, NOx,

SOx, Lead)

Wastewater Treatment Environmental Consultancy Firm Evaluation for i) proper treatment and disposal of sanitary

wastewater from campsites i.e. construction of septic tanks and

Weekly at

each site

disposal in the nearby drain through sewers

Monitoring for i) wastewater characteristics i.e. pH, BOD5, COD,

TSS, TDS

Solid Waste Management Environmental Consultancy Firm Evaluation for i) compliance of waste management plan Weekly at

Hazardous Solid Waste Management ii) compliance of hazardous solid waste management plan iii) each site

training of the workers iv) use of PPE during handling of

hazardous solid waste

Soil Pollution Control Environmental Consultancy Firm Evaluation for i) compliance of soil pollution control plan ii)

availability of spill kit iii) spill response procedures iv) training of

Weekly at

each site

the workers

Noise Abatement Environmental Consultancy Firm Evaluation for i) compliance of noise abatement plan ii) use of Weekly at

ear plugs/ear muffs by the workers iii) enclosures for the noisy

equipment iv) erection of noise barriers at appropriate places v)

each site

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and operating machines vii) availability and use of fire control

equipment viii) training of the staff ix) maintenance of hygiene

conditions x) availability of safe drinking water xi) safety measures

taken to avoid community accidents

Monitoring for i) drinking water and food quality

Traffic Management Environmental Consultancy Firm Evaluation for i) compliance of traffic management plan during

construction

Weekly at

each site

Air Emission Control of Buses Environmental Consultancy Firm Evaluation for i) preventive maintenance plan of the busses is

properly followed ii) maintenance record of the buses iii) fitness

certificates

Monitoring for i) vehicular emission monitoring (CO, NOx, SOx,

hydrocarbon, PM)

Quarterly

Safe Disposal of Garbage from Bus

Stops

Environmental Consultancy Firm Evaluation for i) proper placement of waste bins at each bus stop

ii) proper implementation of garbage management plan at each

bus stop iii) effectiveness of the waste collection staff iv)

effectiveness of the waste management signs (Passengers follow

instructions and use waste bins for waste disposal)

Monthly at

each bus stop

Control of Stack Emissions of

Generators

Environmental Consultancy Firm Evaluation for i) preventive maintenance plan of the generators

is properly followed ii) maintenance record of the generators

Monitoring for i) stack emission monitoring (CO, NOx, SOx,

hydrocarbon, PM)

Quarterly

Soil Pollution Control at Generator

Sites

Environmental Consultancy Firm Evaluation for i) soil pollution control measures are followed at

generator sites, ii) the condition of the soil around generators, iii)

availability and use of spill kit, iv) conditions of fuel and oil storage

tanks

Quarterly at

each site

Operational Phase


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Noise Abatement at Generator Sites Environmental Consultancy Firm Evaluation for i) sound proof enclosure of generator

Monitoring for i) Noise levels (dBA) of generator

Quarterly at

each site

Noise Abatement at Bus Depots Environmental Consultancy Firm Evaluation for i) sound proof enclosure of generator, ii) sound

proof walls of the workshop, iii) installation of noise barriers at

noise prone areas

Monitoring for i) Noise levels (dBA) at and around bus depot

Quarterly at

each bus

depot

Safe Disposal of Garbage from Bus

Depot

Environmental Consultancy Firm Evaluation for i) proper placement of waste bins at each bus

depot ii) proper implementation of garbage management plan at

each bus depot iii) effectiveness of the waste collection staff

Monthly at

each bus

depot

Soil Pollution Control at Bus Depot Environmental Consultancy Firm Evaluation for i) soil pollution control measures are followed at

each bus depot, ii) the condition of the soil around generators,

workshop, fuel and oil storage areas, waste yard, iii) availability

and use of spill kit, iv) status of used lube oil

Quarterly at

each bus

depot

Fire Safety at Bus Depot Environmental Consultancy Firm Evaluation for i) availability and use of fire safety equipment at

fire prone areas ii) condition of fire safety b equipment, iii)

assessment of the firefighting staff, iv) fire safety incidence, root

cause and preventive measures taken

Quarterly at

each bus

depot

Wastewater Treatment at Washing

Area

Environmental Consultancy Firm Evaluation for i) availability and use of wastewater treatment

facility, ii) effectiveness of the treatment

Monitoring of i) BOD5, COD, TDS, TSS

Quarterly at

each bus

depot

Use of Weather Resistant Material at Roads Construction

Storm Water Drainage System at Corridor

Environmental Consultancy Firm


Evaluation for i) Use of weather resistant material as per design

Evaluation for i) construction of storm water drainage system along corridor as per design

Monthly

Monthly

Climate Change


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Storm Water Drainage System at Underpasses

Environmental Consultancy Firm Evaluation for i) construction of storm water drainage system at

underpasses as per design and availability of power backup for

the pumps

Monthly

Facilities at Bus Stops to Attenuate Heatwave Impacts

Environmental Consultancy Firm Evaluation for i) provision of facilities and their effectiveness at

bus stops such as shades, ventilation, fans, drinking water, rest

area, and power backup (generators)

Monthly

Environmental Management Plan (EMP) is given as Annexure-8.


7.5 Capacity Building

Capacity building will be required for the stakeholders involved for the implementation, supervision, monitoring, evaluation, and reporting of the mitigation measures during construction and operational phases of the project components in line with the requirements and standards of the World Bank. This section describes the capacity building requirements for the stakeholders involved.

Following are the key stakeholders involved for the accomplishment of the environmental management of the Yellow BRT project:

- Project Management Team SMTA (PMT-SMTA) - Infrastructure Development Company (IDC) - Operator Company (OC) - Environmental Consultancy Firm (ECF) - Contractors (CONTs)

Table 26 presents detail of trainings required for the capacity building of above-mentioned key stakeholders on environmental management requirements. The World Bank environmental experts will offer these trainings as part of their regular supervision mission of the project.

Table 26: Training Requirements

# Trainings

(Resource Person) Key Stakeholders

(Frequency)

PT-SMTA IDC OC ECF CONTs

1 Overview of Project and its Environmental Impacts and Mitigation Measures

(Environment Consultant)

▀ ▀ ▀ ▀ ▀

Once at the start

Once for Every Contractor

2 Construction Phase Environmental Management Plan (CPEMP)


▀ ▀

▀ ▀

Once at the start

Once for Every Contractor

3

Environmental Monitoring and Evaluation Requirements during Construction and Operational Phases


▀

▀

▀

▀

Once at the start

4 Environmental Monitoring, Evaluation and

Compliance Reporting Requirements


▀ ▀ ▀ ▀

Once at the start

5

Public Consultation, Disclosure and Grievance Redress Mechanism Requirements


▀

▀

▀

▀

Once at the start

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7.6 Tentative Budget

The yearly tentative budget under different cost head is mentioned in Table 27. Total tentative budget for the environmental management of the project during construction and operational phases is about Rs. 81.9 million.

Table 27: Tentative Yearly Budget for Environmental Management

All Costs are in Pak Rupee (PKR)

# Cost Head Unit Cost No. of Total Units Amount

A- Environmental Assessment

1 EIA study, public hearing, SEPA fee, baseline environmental monitoring

Lump Sum 5,000,000

Total-A 5,000,000

B- Construction Phase CPEMP Implementation

2

Fixed cost at project site (fire safety equipment, septic tanks, installation of noise barriers, and environmental monitoring equipment)

Lump Sum

2,000,000

3

Monthly operational cost (PPE, first aid, solid waste management, water sprinkling, traffic management, restoration of camp sites etc.) for one year

200,000

12

2,400,000

Total-B 4,400,000

C-Operational Phase EMP Implementation

4

Fixed cost (PPE, fire safety equipment, monitoring equipment, waste bins, spill kits, first aid boxes, waste collection system, storage area, sound proof canopies etc.)

Lump Sum

10,000,000

5

Monthly operational cost (PPE, solid waste management, wastewater treatment, fire safety equipment etc.) for one year

3,000,000

12

36,000,000

Total-C 46,000,000

D-Training

6 Training cost (EMF) for 5 trainings 500,000 5 2,500,000

Total-D 2,500,000

E- Third Party Validation Cost

7 Third party validation cost (For One Year) 1,000,000 12 12,000,000

Total-E 12,000,000

F- Operation of Project Management Team

8

Project Management Team Cost (For One Year) (Salary of Environmental Engineer, Environmental Scientist, and Operational expenses of the team)

1,000,000

12

12,000,000

Total-F 12,000,000

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This chapter describes consultation and disclosure requirement with the stakeholders for the environmental impacts of the project activities. The grievance redress mechanism is also mentioned to resolve the grievances of the affected persons.

8.1 Introduction

The basic purpose of conducting the stakeholder consultation was to involve the important stakeholders and local people into the process of project design and implementation, and to incorporate the appropriate environmental and social concerns of the stakeholders into the project development process. Moreover, SEPA 2014 specifies that the stakeholder consultation process will be an integral part of environmental assessment, and thus makes it mandatory. This section presents the essence of the stakeholder consultation process carried out for the proposed project.

Frequent meetings and consultations were held with the community and other stakeholders, vis- à-vis Department of Antiquities and Cultural Heritage, SMTA and EPA Sindh, Local Welfare Societies (NGOs) and community influential. During the meetings, the project objectives were explained to the participants. Their concerns and suggestions were documented and taken care of to enhance the project acceptability on social grounds, and major concerns related to the environmental impacts and mitigation measures. During field visits, a series of public consultations and scoping sessions were carried out at various locations in the project area.

8.2 Objective

The basic objective of this activity is to have on board the affected persons (Aps), related Governmental institutions and interested non-governmental organizations (NGOs) through:

- Introduction of the project; - Creating awareness about the project including its impacts; - Mustering their support for the project; - Involving stakeholders in the process of determining the right direction for area development; - Assessment of the impacts of sub-project, which may occur and their mitigations; and

- Introduction of SEPA-2014

8.3 Process of Stakeholder Consultation

The SMTA will undertake a process of meaningful consultations in a manner that provides stakeholders with opportunities to express their views on project risks, impacts, and mitigation measures, and allows the SMTA to consider and respond to them. Meaningful consultation will be carried out on an ongoing basis as the nature of issues, impacts and opportunities evolves. Meaningful consultation is a two-way process, that:

Grand Total 81,900,000

8.0 CONSULTATION, DISCLOSURE & GRIEVANCE REDRESS

MECHANISM

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(a) Begins early in the project planning process to gather initial views on the project proposal and inform project design;

(b) Encourages stakeholder feedback, particularly as a way of informing project design and

engagement by stakeholders in the identification and mitigation of environmental and social risks and impacts; continues on an ongoing basis, as risks and impacts arise;

(d) Is based on the prior disclosure and dissemination of relevant, transparent, objective, meaningful and easily accessible information in a timeframe that enables meaningful consultations with stakeholders in a culturally appropriate format, in relevant local language(s) and is understandable to stakeholders;

(e) Considers and responds to feedback;

(f) Supports active and inclusive engagement with project-affected parties;

(g) Is free of external manipulation, interference, coercion, discrimination, and intimidation; and

(h) Is documented and disclosed by the Borrower

8.4 Requirement of World Bank for Public Consultation

World Bank recognizes the importance of early and continuing engagement and meaningful consultation with the public and stakeholders. At first stage, stakeholders are engaged during EIA preparation through information disclosure and consultations. Secondly, stakeholders and general public will be invited in public hearing to address the concerns of APs.

The Bank have the right to participate in consultation activities to understand the concerns of affected people, and how such concerns will be addressed by SMTA in project design and mitigation measures. The Bank will monitor, as part of its due diligence, the implementation of consultation and public engagement by SMTA.

8.5 Requirements of Public Consultation by Sindh Environmental Protection

Agency

The public consultation or public hearing is also one of the requirements of the Sindh Environmental Protection Agency (SEPA) to consult public to get their views on the submitted Environmental Impact Assessment (EIA) report to the SEPA before final approval and award of construction phase NOC from SEPA. Prior to public hearing, advertisement is required to be given in any English or Urdu national newspaper and in a local newspaper of general circulation in the area affected by the project.

The Agency will also ensure the circulation of the EIA report to the concerned Government Agencies and solicit their comments. All comments received by the Agency from the public or any Government Agency will be collated, tabulated and duly considered by it before decision on the EIA. The Agency may issue guidelines indicating the basic techniques and measures to be adopted to ensure effective public consultation, involvement and participation in EIA assessment.

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8.6 Disclosure of Information

Once SMTA officially transmits the EIA report to the Bank, the Bank distributes the summary (in English) to the Executive Directors (EDs) and makes the report available through its Info Shop. SMTA will provide relevant material in a timely manner prior to public hearing to EPA and in a form and language that are understandable and accessible to all the relevant stakeholders.

8.7 Identification of Stakeholders

The stakeholders are those who are directly impacted by the project and those who may be indirectly affected. Examples of directly impacted stakeholders are the Project Management Team members or a customer for whom the project is being done for. Those indirectly affected may include an adjacent organization or members of the local community. Directly affected stakeholders will usually have greater influence and impact of a project than those indirectly affected.

Primary Stakeholders: People, groups or institutions affected positively (beneficiaries) or negatively by the project.

Secondary Stakeholders: People, groups, or institutions that are important intermediaries in the project delivery process e.g. the institutions, research organizations, government line agencies, or NGOs etc. Relevant stakeholders for this project are local community, NGOs, Project affected persons and Government organizations.

Following stakeholders are identified for the Yellow BRT project:

1. Transport and Mass Transit Department 2. Works and Services Department 3. Regional Transport Authority 4. Environment & Alternative Energy Department 5. Planning and Development Department 6. Sindh Building Control Authority 7. Karachi Transport & Communication Department 8. Karachi Mass Transit Cell 9. Sindh Mass Transit Authority 10. Karachi Public Transport Society 11. Karachi Metropolitan Corporation 12. District Municipal Corporations 13. Defense Housing Authority (DHA) 14. Provincial Transport Authority 15. Malir Cantonment Board 16. Karachi Traffic Police Department 17. Sindh Environmental Protection Agency 18. Department of Antiquities 19. Karachi Transport Itehad 20. Parks & Horticulture Department 21. Public Private Partnership Unit 22. Karachi Urban Transport Corporation (KUTC) 23. Karachi Water & Sewerage Board

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24. Southern Sui Gas Company Ltd 25. National Highway Authority 26. K-Electric Limited 27. NED University of Engineering & Technology 28. Karachi Chamber of Commerce & Industry 29. Korangi Industrial Estate Association 30. Transportation & Communication

31. Shehri 32. IUCN Pakistan

33. WWF Pakistan

34. World Bank

35. NESPAK

36. Exponent Engineering

8.8 Public Consultation in the Field

Detailed public consultation with project affected persons is documented in Social Impact Assessment (SIA) report. A summary of the key concerns of the consultations are given below:

- Yellow BRT corridor is essentially needed in the extending populated area. A large number of people have to change several buses to reach their destinations. BRT will ease the life of the local people.

- If anyone is losing their property/assets due to the project activities, adequate compensation should be provided to them.

- There may be dust and noise pollution, and disturbance to the communities and commuters during construction phase of the project. These impacts and disturbances should be minimized.

- Construction activities may increase dust in the area and it can affect the public health along the corridor.

- The public transport problem in the city has aggravated dramatically over the years and has now become the most serious problem for the Karachi residents.

- Stakeholders suspected that the project authorities might not follow mitigation measures proposed in the SIA and EIA for the project.

- The locals should be given employment opportunities in the project wherever possible. - The project management of the project should ensure that the health and livelihoods of the

locals are not be affected by the project. - Fares should be within the affordability of the commuters, especially poor segment of the

communities. - Proper arrangements and system should be adopted to make sure that the BRT should not

be overcrowded. - BRT will block the pedestrian crossings, accordingly required number of pedestrian bridges

and crossing should be made part of the project design. - The BRT stations should be located near the residential areas to enable the commuters easily

reach the stations. - There should be a separate compartment for ladies in BRT buses.

- Existing condition of roads along the corridor is dilapidated. Due to poor condition of roads dust emission is high. Stakeholders expect that the road condition will improve and dust emission will decrease.

174 | P a g e

- The proponent of the project should construct the linked infrastructure and roads first and then start work on the BRT track. This phasing will seriously reduce the inconvenience for the residents and commuters along the corridor.

- The existing buses are uncomfortable and overcrowded. BRT buses should be comfortable and spacious.

Focus group discussions were held at different points along the corridor with: residents (potential future Yellow BRT service users) of low and middle-income neighborhoods located within the corridor of impact; women, youth, and vulnerable groups including persons with disabilities; project affected persons (PAPs) or vendors and hawkers who will be displaced or experience livelihood impacts due to construction of the BRT; NGOs; academics and researchers; and, concerned government departments and institutions. In addition, individual interviews with both men and women were conducted to identify and understand the needs and views of current users of public transport. In general, stakeholders were extremely supportive of the proposed Yellow BRT and stressed that the service will ease and enhance mobility (including for livelihood purposes), and be of significant benefit for women, students, and the elderly. However, people raised concern about construction related impacts including increased noise and pollution (due to dust), and temporary and/or permanent disruption of livelihood activities for project affected persons (including vendors and hawkers) and current transport providers (owners, drivers, and bus conductors). Among other issues, women, men, and representatives of institutions strongly stressed the need for better services on feeder routes; affordability and efficiency of service; separate compartments and enhanced security measures for women; availability of adequate parking facilities near stations; and, proper training programs for service providers to sensitize them on social issues.

8.9 Consultation with Institutional Stakeholders

Besides consulting with the people living in or around the proposed corridor that are potentially affected by the project, the Project Management Team also consulted major institutional stakeholders, including the Government line departments and the NGOs working in the area. Key concerns of stakeholders are given below:

8.9.1 Sindh Environmental Protection Agency (SEPA), Assistant Director, EIA

The EIA team met with the Assistant Director, EIA, in his office on March 4, 2019. Team briefly explained the proposed project to EPA. EPA’s comments are as under:

- EPA appreciates the efforts of the government to introduce the Yellow BRT. However, this will

only cover selected parts of Karachi. - EPA is concerned about the removal of trees along the route. Assistant Director emphasized

that SMTA must submit its tree plantation plan to EPA. - Assistant Director pointed out that, air pollution is the main problem of Karachi. Dust and noise

will negatively impact people who live and work around the project site. In order to control the air pollution, EIA report should have comprehensive baseline conditions and environmental data of the entire route. Ambient air and noise monitoring should be conducted at various points. Moreover, management plan should cover the monitoring protocols during all stages of the project. Buses that will be proposed to use in the system should comply with EURO standards and are therefore environmentally sound.

175 | P a g e

- Assistant Director suggested to study the possible impacts on each aspect of environment and EIA should recommend appropriate and practical mitigation measures.

- There may be cultural heritage sites along the corridor. SMTA should get clearance from the Department of Antiquities and Cultural Heritage prior to submit the report to EPA.

- Based on lesson learned from previous BRT projects, EPA strongly recommended that traffic diversion plan must be submitted to EPA prior to start of any construction activity.

8.9.2 Department of Antiquities and Cultural Heritage

The EIA team met with Abdul Fateh, Director, Department of Antiquities and Cultural Heritage in his office on March 4, 2019. Team briefly explained the proposed project.

Mr. Abdul Fateh suggested that there may be some protected sites along the route. SMTA has already sent an official letter along with route details to the department for clearance. Department officials have visited the route alignment along with SMTA and has already issued a NOC to the SMTA dated 6th May 2019.

8.9.3 Consultation Workshop on EIA Report

A stakeholder consultation workshop was organized on April 18, 2019 at Marriott Hotel, Karachi. The objective of the consultation workshop was to disclose draft version of Environmental Impact Assessment (EIA) report to the stakeholders and get their feedback. The draft EIA report will be finalized in the light of stakeholders’ feedback, suggestions and their concerns. This consultation is required by World Bank as per its stakeholder consultation and disclosure policy.

About 20 participants attended the workshop. They were the representatives of Sindh Mass Transit Authority (SMTA), KMC, Urban Resource Centre, K-Electric, SSGC, NED University, Local Government Departments, NESPAK, Sindh EPA, Karachi Public Transport System (KPTS), PPP Unit, and consultants. The workshop was very interactive and participants posed different questions regarding the project. The proceedings of the workshop is attached as Annexure-9. The summary of the questions is as under:

The participants enquired about the location of the tree plantation in compensation for the cutting of trees along the corridor, construction of storm water drainage system along the corridor for flood control, provision of facilities like parking, pedestrian tunnel, escalators etc. to the passengers at bus stops, provision of the buses (who will provide buses?), project budget and its funding share, issue relating to different utility lines along the corridor and their relocation, justification for the diesel hybrid buses instead of petrol hybrid buses (why petrol buses are not being used?), safe distance for the electric pylons at the corridor, treatment of service roads along the corridor at Korangi Industrial Area (already occupied as vehicular and motorcycle parking by the industries), compliance of environmental safeguard and project time line (how to ensure it?), coordination of different agencies to avoid overlapping of project activities, provision of feeder services for the Yellow BRT corridor, construction of ramps in such a way to avoid blocking of service roads (one of the issues in Green Line corridor), and provision of daily or weekly tickets inclusive of all charges of parking etc. to the passengers.

All the concerns raised by the participants were resolved as these were already addressed in the project design. All the queries were responded positively. The participants were satisfied with the bus fare of Rs. 15 to 55 (the minimum fare will be increased after every additional kilometer travelled by the passenger), and the expansion of the Jam Sadiq Bridge under the project.

176 | P a g e

8.10 Grievance Redress Mechanism

SMTA will respond to concerns and grievances of project affected parties related to the environmental and social performance of the project in a timely manner. For this purpose, SMTA will develop and implement a Grievance Redress Mechanism (GRM).

The SMTA will establish a GRM to facilitate the resolution of public complaints and grievances. Under this mechanism, a Grievance Redress Cell (GRC) will be established within the Project Management Team.

Focal person of GRM will be directly accessible to the community for the registration of complaints and their resolution. The GRM will communicate with the public and particularly the affected community through print and electronic media and during public consultations and community engagement events. This cell will maintain a Public Complaints Management Register (CCMR), at the site, for registering complaints and grievances. All written and oral grievances will be recorded in the Register. The same GRC will work for operational phase for maintaining public complaints in the CCMR and their resolution.

Android based GRM Application (GRM App) can be established and launched to make GRM effective, easy and accessible to everybody for lodging complaints.

Communities and individuals who believe that they are adversely affected by a World Bank (WB)

supported project may also submit complaints to the WB’s Grievance Redress Service (GRS).

The GRS ensures that complaints received are promptly reviewed in order to address project-

related concerns. Project affected communities and individuals may submit their complaint to the

WB’s independent Inspection Panel which determines whether harm occurred, or could occur, as

a result of WB non-compliance with its policies and procedures. Complaints may be submitted at

any time after concerns have been brought directly to the World Bank's attention, and Bank

Management has been given an opportunity to respond. For information on how to submit

complaints to the World Bank’s corporate Grievance Redress Service (GRS), the website

http://www.worldbank.org/en/projects-operations/products-and-services/grievance-redress-

service can be visited.

http://www.worldbank.org/en/projects-operations/products-and-services/grievance-redress-service

http://www.worldbank.org/en/projects-operations/products-and-services/grievance-redress-service

177 | P a g e

9.0 CONCLUSION & RECOMMENDATIONS

Karachi city is facing transport challenges. The public transport condition is day by day worsening and unable to cope with the fast growing population of the city. Karachi is in dire need of a modern transport system for fast and convenient travelling. Many transportation improvement studies and master planning have identified these issues and recommended a Bus Rapid and Mass Rapid Transit system for the Karachi city.

Yellow BRT project is in line with the need of the Karachi’s present and future public transit requirements. This project will result in significant positive impacts, not only on the city’s urban environment but also making Karachi a livable and prospering city.

Yellow BRT project is also in compliant with the Government of Sindh and World Bank’s policies and regulations, concerning environment, social impact, resettlement and compensation, and local administration.

The EIA report and EMP provide a means for environmental management at all stages of the project. A clear right of way in the public domain allows the project to be built without any land acquisition. The project provides improved access between residential and business areas. In conjunction with other transport systems, the alignment serves the core of the city.

The deployment of modern hybrid technology based buses, equipped with EURO III standard compliant engines, besides scrapping of old bus fleet of the city, will significantly contribute in improving urban environmental quality. Yellow BRT project has no long term adverse environmental impacts. Once constructed and in operation, it will enhance its local environment and improve mobility for local communities. The project design incorporates measures for reducing the impact or footprint of the project. An extensive ITS and other interlinked systems assure enhanced bus movement and passenger safety.

The project will pose environmental impacts of minor to insignificant nature during construction and operational phases. Operational phase impacts are minor whereas construction phase impact are insignificant, temporary and reversible, which can be easily managed and controlled.

Major issues arising during construction phase may be the traffic congestion, dust emission and health and safety concerns for the workers and community. Strict vigilance of the contractors for the implementation of CPEMP for traffic management, dust suppression and health and safety of the workers and community, by the SMTA and Infrastructure Development company, will be the key for the successful completion of the project.

About 19,000 plants will be removed from the roadway in preparation for developing the carriageway and stations. These plants will be replanted at specified locations within and outside the project boundaries to offset those removed.

A systematic approach for surveillance and monitoring for the implementation of EMP by Project Management Team will be required. Follow up public consultation is intended to provide future input to the identification of environmental impacts during the construction phase. A grievance redress mechanism (GRM) will be put into effect for project affected persons. The CPEMP will be incorporated into individual contract bidding documents.

178 | P a g e

REFERENCES

1- Appendix 3, The World Bank’s New Operational Manual, January 1999 2- Environmental and Social Management Plan, Saint Lucia Geothermal Resource

Exploration Project, Government of Saint Lucia, February 2018 3- Environmental Assessment Source Book 1999, Chapter 1, The World Bank Group 4- Topic 4 Screening, EA Training Resource Manual, Second Edition 2002 5- Table A1, Environmental and Social Safeguard Policies – Policy Objectives and

Operational principles, The World Bank 6- OP 4.01 – Environmental Assessment, Operational Manual, The World Bank 7- The Sindh Environmental Protection Agency (Review of Initial Environmental

Examination and Environmental Impact Assessment) Regulations 2014 8- Sindh Environmental Quality Standards, 2015 9- Environmental Screening, Environmental Assessment Sourcebook Update,

Environment Department, The World Bank, April 1993 Number 2 10- Environmental Impact Assessment, 132 KV Airport II Hybrid Grid Station and Overhead

Transmission Line to Korangi East Project, Karachi Electric Supply Company, SGS, October 2009

11- Climate Change Act, 2016 12- The Sindh Wildlife Protection Ordinance, 1972 13- The Sindh Environmental Protection Act, 2014 14- The Sindh Local Government Act, 2013 15- Geological Survey, Preparatory Survey (II) on Karachi Circular Railway Revival Project,

Final Report , JICA 16- Flora/fauna Karachi, General Characteristics, KESC Environmental Monitoring, 2nd

Quarter, SGS, 2009 17- Karachi Strategic Development Plan 2020, Master Plan Group of Offices, City District

Government Karachi, December 2007 18- Environmental Impact Assessment, Package1 Detailed Engineering Design,

Procurement and Construction Management (EPCM), Transport and Mass Transit Department, Government of Sindh, Asian Development Bank (ADB), May 2018

19- Environmental Impact Assessment, Grade Separated Traffic Improvement Plan from Park Tower Intersection to A.T. Naqvi Roundabout, Karachi Metropolitan Corporation (KMC), Final Report, Environment Management Consultants, June 2014

20- Environmental Management Framework Document, Road Rehabilitation and Safety Project, Rehabilitation and Maintenance of State Roads of the 1st and 2nd Category in the Republic of Serbia, Public Enterprise, Roads of Serbia, Final Document, Belgrade, February 2013

21- Environmental Management Framework, National Transmission Modernization Project, Government of Pakistan, Ministry of Water and Power, National Transmission and Dispatch Company, Final Report, September 2017

22- The Study on Water Supply and Sewerage System in Karachi in the Islamic Republic of Pakistan, Karachi Water and Sewerage Board, Japan International Cooperation Agency

179 | P a g e

(JICA), Nihon Suido Consultants CO. Ltd. & Tokyo Engineering Consultants CO. Ltd., Draft Final Report, Volume 2, Main Report, May 2008

23- Karachi: Rapid Environmental Diagnostic Report 24- EIA Green Line 25- IEE Report of Yellow BRT 26- Feasibility Study Report Yellow BRT 27- Site Specific Safety Plan, Anchorage Museum Expansion, David Constructors and

Engineers Inc, November 2015 28- Emergency Action Plan (Field), Ghilloti Construction Company 29- Construction Traffic Management Plan, Buckle Street Underpass and National War

Memorial Park, Memorial Park Alliance, June 2014

180 | P a g e

ANNEXURES

Annex 1 Wastewater Monitoring Reports

Annex 2 Ambient Air Monitoring Reports

Annex 3 Ambient Noise Monitoring Reports

Annex 4 Tree Count Survey

Annex 5 Health and Safety Plan

Annex 6 Emergency Response Procedure

Annex 7 Traffic Management Plan

Annex 8 EMP

Annex 9 Proceedings of Consultation Workshop

ANNEXURE-1

Wastewater Monitoring Reports

Website: www.prdlab.com,Email: [email protected],[email protected]

TUY

PERAC RESEARCH & DEVELOPMENT FOUNDATION

Government of Pakistan, Ministry of Energy, Petroleum Division

TEST REPORT Page 1 of 6

Customer 's Name M/s. NEC Consultants (Pvt)

Ltd-(LES)

Test Report No 001417-001

Customer's Ref E-mail - 19-02-19 Reporting Date 20-03-2019

Date 20-02-2019 Sample Code 18001315-01

Sample Description Waste Water

(From Sewage Drain near

Artistic Fabric Mills), (T=21°C)

Receiving Date 20-02-2019

TEST

METHOD PARAMETERS TEST

RESULTS

Manual Temperature, °C

21

D-1293 pH@25 °C 7.32

145 APHA-507 Biochemical Oxygen Demand (BODS), mg/L

D-1252 Chemical Oxygen Demand (COD), mg/L

APHA-209C Total Suspended Solids (TSS), mg/L

APHA-209B Total Dissolved Solids (TDS), mg/L

D-4281 Grease & Oil, mg/L

D-1783 Phenolic Compounds as Phenols, mg/L

D-512 Chloride (Cl), mg/L

APHA-413D Fluoride (F), mg/L

APHA-4500 Cyanide (CN), mg/L

CNE

D-2330 · Anionic Detergent, mg/L

D-516 Sulphate (S0 4), mg/L

APHA-A27D Sulphide ·(S=), mg/L

D-1426 P.,.mmonia (NH3), mg/L

By A.A Cadmium (Cd), mg/L

By ICP-OES Arsenic (As), mg/L

By A.A Chromium (Cr), mg/L

By A.A Copper (Cu), mg/L

545

100

3530

22

Nil

1065

2.46

0.012

0.30

365

Nil

9.28

Nil

* ND ·- .

Nil

Nil

f /( Prep ared By

Section Incharge (E)/(HC)/(ST)

The analyJd based on Sample (s) provided to us by the Client. The interpretation or options expressed represent the best judgment (E_ & Q_E.). We have no responsiblity and warranty or represntation in

con nectio with which s uch report is used.

Rev. No.O Dated: 21-01-2000 I F-10-05 I

7-B, Korangi Industrial Area, Adjacent NRL, Karachi-74900

Ph: +(92-21) 35121857, 35121805, 35054669-72, Fax: +(92 21) 35054745

!S C 9 012 03 CERT !EO

A U S T R I A

mailto:[email protected]

Website: www.prdlab.com,Email: [email protected], [email protected]

TEST PARAMETERS TEST




Customer's Name Mis. NEC Consultants(Pvt)

Ltd-(LES)



Date 20-02-2019 Sample Code 18001315-01


(From Sewage Drain near

Artistic Fabric Mills), (T=21°C)


METHOD RESULTS

By A.A Lead (Pb), mg/L Nil

By ICP-OES Mercury (I-Jg), mg/L * ND

By ICP-OES Selenium (Se), mg/L * ND

By A.A Nickel (Ni), mg/L Nil

By A.A Silver (Ag), mg/L 0.03

Calculated Total Toxic Metals, mg/L 2.52

By A.A Zinc (Zn), mg/L 0.18

By A.A Barium (Ba), mg/L 1.60

By A.A Iron (Fe), mg/L 1.0

By A.A Manganese(Mn), mg/L 0.18

D-3082 Boron (B), mg/L 0.89

In-I-louse Chlorine (Cl2), mg/L Nil

* Limit of Detection is 0.01 mg/L

\ Prepared By

J , Section Incharge (E)/(HC)/(ST)

&ASD

The anal: el fiased on Sample (s) provided to us by the Clie nt. The interpretation or options expressed represent the best judgment (E. & 0 .E.). We have no responsiblity and warranty or represntation in

connecti<ln with which such report is used.

Rev. M>.0 Dated: 21-01-2000 I F-10-05 I


Ph: +(92-21) 35121857, 35121805, 35054669-72, Fax: +(92 21) 35054745

1sc t oou oo, cu1rn,Eo




TUY

•AUSTRIA



A U S T R I A





Customer's Name Mis. NEC Consultants (Pvt)

Ltd-(LES) Test Report No 001417-002


Date 20-02-2019 Sample Code 18001315-02


(From Sewage drain near

Afeef Packages Limited)

(T=31°C)


D-516 . Sulphate (S04), mg/L

The analysed based on Sample(s) provided to us by the Client. The interpretatio n or options expressed represent the best judgment(E. & O.E.). We haveno responsiblity andwarranty or represntation in connection \.I ith which suchrepon isused.

Rev. No.0 Dated: 21-01-2000 I F-10-05 I


Ph: +(92-21) 35121857, 35121805, 35054669-72, Fax: +(92 21) 35054745

!S.Cgoot :2C!08 C€RT1< ED

TiJv

TEST

METHOD PARAMETERS TEST

RESULTS

Manual

Temperature, °C

31

D-1293 pH@25 °C 7.21

APHA-507 Biochemical Oxygen Demand (BODS), mg/L 83

D-1252 Chemical Oxygen Demand (COD), mg/L 1445

APHA-209C Total Suspended Solids (TSS), mg/L 525

APHA-209B Total Dissolved Solids (TDS), mg/L 5995

D-4281 Grease & Oil, mg/L 35

D-1783 Phenolic Compounds as Phenols, mg/L Nil

D-512 Chloride (Cl), mg/L 2220

APHA-413D Fluoride (F), mg/L 2.41

APHA-4500

CNE

Cyanide (CN), mg/L 0.03

D-2330 Anionic Detergent, mg/L 0.37

550

APHA-427D Sulphide (S=), mg/L

D-1426 Ammonia (NH3), mg/L

. By A.A Cadmium (Cd), mg/L

By ICP-OES Arsenic (As), mg/L

By A.A Chromium (Cr), mg/L

By A.A Copper (Cu), mg/L

Nil

19.52

Nil

* ND

1.70

0.22

,,{Prepared By

Section Incharge (E)/(HC}/(ST)



A U S T R I A


I


Government of Pakistan, Ministry of Energy,.Petroleum Division


Customer's Name Mis . NEC Consultants (Pvt)

Ltd-(LES)



Date 20-02-2019 Sample Code 18001315-02

Sample Description Waste Water <


Afeef Packages Limited) 1 T=31°C)


TEST PARAMETERS TEST

METHOD RESULTS

By A.A Lead (Pb), mg/L Nil

ByICP-OES Mercury (1-Ig),mg/L *ND

By ICP-OES Selenium (Se), mg/L *ND

By A.A Nickel (Ni), mg/L 0.97


Calculated Total Toxic Metals, mg/L 4.67


By A.A Barium (Ba), mg/L 0.70

By A.A Iron (Fe), mg/L I 23

By A.A Manganese (Mn), mg/L 1.40

D-3082 Boron (B), mg/L 0.76

In-I-louse · Chlorine (Cl2), mg/L '

Nil

' * Limit of Detection is 0.01 mg/L

, .

;{Prepared By

j Section Incharge (E)/(RC)/(ST)

h HeadR&ASD

The analysed based on Sample (s) provided to us by the Client. The interpretation or options expressed represent the best judgment (E. & 0 .E.). We have no responsiblity and warranty or represntation in connectionv.i iJh which such report is used.

!Re v.No.O Dated: 21-01-2000 IF-10-05

7-8, Korangi Industrial Area, Adjacent NRL, Karachi-74900

Ph: +(92-21) 35121.857, 35121805, 35054669-72, Fax: +(92 21) 35054745



A U S T R I A



Government of Pakistan, Min(stry of Energy, Petroleum Division



Ltd-(LES)



Date 20-02-2019 Sample Code 18001315-03



Compak Ltd.), (T=l 9.5°C)


TEST

METHOD PARAMETERS

TEST

RESULTS

Manual

Temperature, °C

19.5

D-1293 pH@25 °C 13.57

655 APHA-507

D-1252

APHA-209C

APHA-209B

D-4281

D-1783

D-512

APHA-413D

APHA-4500

CNE

D-2330

D-516

APHA-427D

D-1426

By A.A

ByICP-OES

By A.A

By A.A

Biochemical Oxygen Demand (BODS), mg/L

Chemical Oxygen Demand (COD), mg/L

Total Suspended Solids (TSS), mg/L

Total Dissolved Solids (TDS), mg/L

Grease & Oil, mg/L

Phenolic Compounds as Phenols, mg/L

Chloride (Cl), mg/L

Fluoride (F), mg/L

Cyanide (CN), mg/L

Anionic Detergent, mg/L

Sulphate (S04), mg/L

Sulphide (S=), mg/L

Ammonia (NH3), mg/L

Cadmium (Cd), mg/L

Arsenic (As), mg/L

Chromium (Cr), mg/L

Copper (Cu), mg/L

1675

140

8550

18

Nil

530

2.35

0.02

0.23

360

78

7.92

Nil

* Nb

Nil

0.26

f ;1 Prepared By

Section Incharge (E)/(Het, ,., •1

-

The a nalyi d based on Sample (s) provided to us by the Client. The interpretation or optionsexpressed represent the best judgment (E. & O.E.). We have no responsiblityand warranty or represntatio n in

connectioJ with which such report is used.

Rev. No.0 Dated: 21-01-2000 IF-10-05 I


Ph: +(92-21) 35121857, 35121805, 35054669-72, Fax: +(92 21) 35054745

1sc rico1 icogu r 11:D

TUY



AUSTRIA






Ltd-(LES)



Date 20-02-2019 Sample Code 18001315-03



Cornpak Ltd.), (T=l 9.5°C)


TEST

METHOD PARAMETERS

TEST

RESULTS

By A.A

Lead (Pb), mg/L

Nil

By ICP-OES Mercury (Hg), mg/L *ND

By ICP-OES Selenium (Se), mg/L *ND

By A.A Nickel (Ni), mg/L Nil


Calculated Total Toxic Metals, mg/L 2.i9


By A.A

By A.A

By A.A

D-3082

In-House

Barium (Ba), mg/L

Iron (Fe), mg/L

Manganese (Mn), mg/L

Boron (B), mg/L

Chlorine (Cl2), mg/L

* Limit of Detection is 0.01 mg/L

I

0.56

1.0

0.10

0.92

Nil

,A Prepared By

=- J'· '£J

- '

Section lncharge (E)/(lltt

)-

The analyse based on Sample (s) provided to us by the Client. The interpretation or options expressed represent the best Judgment (E. & O. E.). We have no respons1bl ny and warranty or represntatlon m

connection \rith which such report is used.

j Rev. No.O j Dated:21-01-2000 j F -l 0-05 j

7-8, Korangi Industrial Area, Adjacent NRL, Karachi-74900

Ph: +(92-21) 35121857, 35121805, 35054669-72, Fax: +(92 21) 35054745



ANNEXURE-2

Ambient Air Monitoring Reports

ANNEXURE-3

Ambient Noise Monitoring Reports

1

DRAFT

March 2018


ANNEXURE-4

TREE COUNT SURVEY

YELLOW BRT CORRIDOR

2

CONTENTS

Contents 2

List of Tables 2

List of Figures 2

1.0 Introduction 3

1.1 Objective 3

1.2 Methodology 3

2.0 Tree Types and Quantity 3

LIST OF TABLES 1 Detail of the Trees and Plants at Yellow Line Corridor 4

2 Mean Monthly Maximum Temperature 22

LIST OF FIGURES

1 Plants at Yellow Line Corridor 5

3

1.0 Introduction

Yellow BRT Corridor project is proposed for Karachi. The project site starts at Dawood Chowrangi (Korangi Road) and ends at the intersection between Shahrah-e-Qaideen and Kashmir Road. This corridor mainly covers the Korangi Industrial Area Road. Malir Bridge, Kala Pull, KPT and FTC flyover, Shahrah-e-Faisal Road and Shahrah-e-Qaideen Road are other segments of the corridor. Total length of the corridor is about 21 km. An Environmental Impact Assessment (EIA) study of the project was completed as April 2019. One of the requirements of the EIA is the Tree Count Survey. This is the draft report of the Tree Count survey carried out at Yellow BRT corridor.

1.1 Objective

The objective of the Tree Count survey was to identify the types and quantities of the trees, plant

and other vegetation present at the corridor which will be removed during the construction and

development of the corridor.

1.2 Methodology

Consultant conducted an orientation meeting with the proponent of the project and the design consultant to get knowledge about the alignment of the corridor, project site including bus stops, depots etc. so that the plants present at these locations could be accounted for.

After having the clarification of the project site, consultant conducted reconnaissance survey of the corridor and noted down the location where trees and plants exist.

Tree count survey was carried out along the corridor to identify types and the quantity of the trees to be cut during construction activities and corridor development. This information was recorded at each stretch of the road to get an overview that which stretch is densely populated with the vegetation and adversely affected due to construction activities.

2.0 Tree Types and Quantity

The detail of the types and quantities of different types of trees, plants, bushes and other

vegetation is given in Table-1.

4

Table-1: Detail of the Trees and Plants at Yellow Line Corridor


Dawood Chowrangi to Murtaza

(Herbion) Chowrangi

Conocarpus, Acacia Karoo (Kekar),

Ficus Religiosa (Peepal), China Berry

(Dharek), Eucleptus, Eucalyptus

(Safaida)

35

Murtaza Chowrangi to Indus

(Singer) Chowrangi

Bismarckia Palm, Palm Trees, Bushes,

Conocarpus, Acacia Karoo (Kekar),

Eucalyptus (Safaida), Date Palm

40

Indus Chowrangi to Bilal

Chowrangi Conocarpus 135

Bilal Chowrangi to Getz

Chowrangi Conocarpus, Palm Trees 70

Getz Chowrangi to Shan

Chowrangi (Chamra

Chowrangi)

Conocarpus, Palm Trees

110

Shan Chowrangi to Brooks

Chowrangi Conocarpus, China Berry (Dharek) 1,400

Khayaban-e- Ittehad to Sunset

Boulevard

(DHA Area)

Conocarpus

50

DHA Area to Kala Pull Palm Trees 160

Total Estimated Trees 2,000

Area/Location Type of Plants/Bushes Estimated Quantity

Dawood Chowrangi to Murtaza

(Herbion) Chowrangi Conocarpus, Decorative plants 315

Murtaza Chowrangi to Indus

(Singer) Chowrangi

Bushes, Conocarpus, Decorative

plants 360

Indus Chowrangi to Bilal

Chowrangi Conocarpus, Decorative plants 1,215

Bilal Chowrangi to Getz

Chowrangi

Conocarpus, Bushes, Decorative

plants 630

5


Getz Chowrangi to Shan

Chowrangi (Chamra

Chowrangi)


990

Shan Chowrangi to Brooks

Chowrangi Conocarpus, Decorative plants 12,600

Khayaban-e- Ittehad to Sunset

Boulevard

(DHA Area)


180

DHA Area to Kala Pull Decorative plants, Bushes, Grass, 720

Kala Pull to FTC Flyover Decorative plants 45

Shahra-e- Faisal to Shahra-e-

Quadeen (Turning Side) Conocarpus, Decorative plants 65

Shahra-e-Quadeen Decorative plants 270

Total Estimated Plants 17,390

The existing trees, plants, bushes, vegetation, decoration plants, grass etc. will be cleared during following activities of the construction phase:

- Relocation of utilities - Establishing construction camps for the workers - Construction of roads/bus stops

The plants, trees, bushes, grass, green patches are located mostly at the medians and curbside of the roads. As the Yellow BRT corridor is planned, mostly at the median of the road, the trees, plants and bushes at the medians will be cut and removed. There are also green patches and plants near the shoulder of the roads which will also be cleared during relocation of utilities and widening of the road. Major population of these plants and trees is at the Korangi Road whereas other road stretches have relatively less amount, mainly the decorative plants at the median of the roads.

There are no protected areas that could be affected by the project. There are rows of trees in the median, as well as isolated trees, and a few trees that form a divider along the service roads on either side of the corridor alignment in the ROW. There is no national park or nature reserve near corridor and none of the land or trees in the ROW is protected.

About 80% of the above mentioned plants are the Conocarpus. Mostly these plants have been cut to a height of about one meter (Conocarpus plants are not considered beneficial for Karachi city as these plant consume substantial amount of ground water; reason being

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these plants have been cut and being discouraged in Karachi). Also significant amount of these plants is growing in hedges along the road.

Figure 1 illustrates the presence of the trees and plants at Yellow BRT corridor.

Figure-1: Plants at Yellow BRT Corridor

Trees at Chowrangis Trees at the side of the road

Plants at the side and median of the road

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Plants are considered beneficial for the environment, soil stability and shield against spreading dust in the ambience. Plants release oxygen and absorb carbon dioxide and other harmful gases such as sulfur dioxide, and carbon monoxide. Plants and trees also improve aesthetic and landscaping of the area.

1

ANNEXURE-5

PRELIMINARY

HEALTH AND SAFETY PLAN

YELLOW BRT CORRIDOR

DRAFT

March 2018


2

CONTENTS

Contents 2

1.0 Introduction 3

2.0 Scope of Project 3

2.1 Scope of Work 3

2.2 Site Location 3

3.0 Health and Safety Responsibilities 4

3.1 Project Engineer 4

3.2 Foremen/Supervisors 4

3.3 Construction Workers 4

3.4 Subcontractors 4

3.5 Third Party Validation 5

4.0 General Health and Safety Procedures 5

4.1 Personal Protective Equipment (PPE) 5

4.2 Equipment Use and operation 5

4.3 Repair 5

4.4 Conduct 5

5.0 General Jobsite Procedures 6

5.1 New Hire Orientation 6

5.2 Training 6

5.3 Safety Meetings 6

5.4 Safety Inspections 7

5.5 Hazard Communication 7

5.6 Job Hazard Analysis 7

5.7 Housekeeping 7

5.8 Fall Protection 7

5.9 Electrical Safety 8

5.10 Tools 8

5.11 Scaffolds 8

5.12 Excavation and Trenches 9

5.13 Ladders 9

5.14 Illumination 10

5.15 Motor Vehicles and Mechanized Equipment 10

5.16 Severe Weather 10

5.17 Accident 10

5.18 First Aid 10

5.19 Fire Protection 10

5.20 Emergency Action Plan 10

5.21 Environmental Protection Plan 11

5.22 Traffic and Pedestrian Control 11

5.23 Concrete Work 11

6.0 Monitoring and Reporting 11

3

1.0 Introduction

This health and safety plan has been prepared to identify and outline the manner in which construction site health and safety aspects will be managed to ensure the safe and efficient performance of the construction phase activities, to minimize adverse effects on the existing community and workers arising from construction activities. This plan is also the requirement of SMTA that the contractors should perform construction activities in safe manner to avoid any accident at the site.

This plan is designed to identify, evaluate, and control health and safety hazards for the purpose of protecting employees. The plan provides for emergency response activities at the jobsite as well as covering site hazard analysis, training requirements, engineering controls, materials handling, and safe construction operations. This plan is intended to provide guidance and information in dealing with the hazards that may be faced on the construction site by the contractor and its workers.

The consultant as a third party validator will monitor the compliance of the plan by the contractor and its workers on each construction site.

The purpose of this plan is to illustrate safety issues specific to the Yellow Line bus project. This plan is intended to maintain a safe work environment and effectively reduce the number of accidents resulting in personal injury, property damage, and damage to construction equipment.

2.0 Scope of Project

2.1 Scope of Work

The scope of the construction work is to construct Yellow BRT corridor at the following seven segments, 28 bus stations, Malir Bridge and road site utilities.

Segment-1 Dawood Chowrangi to Future Colony

Segment-2 Korangi Road along Korangi Industrial Area

Segment-3 Malir Bridge

Segmnet-4 KPT Interchange

Segmnet-5 KPT Interchange to FTC Flyover

Segment-6 FTC Flyover to Shahrah-e-Faisal

Segment-7 Shahrah-e-Faisal to Shahrah-e Qaideen

2.2 Site Location

Yellow BRT corridor is about 21 km long corridor, including at grade roads, bridge and flyovers. The corridor is divided in above seven segments. Construction work will be carried out along this corridor, starting from Dawood Chowrangi and ending at Shahrah-e-Qaideen.

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3.0 Health and Safety Responsibilities

The effectiveness and success of the safety plan implementation depends upon the active participation and cooperation of all employees. Duties and responsibilities of all employees under this policy are the following:

3.1 Project Engineer

- Prepare the Site-Specific Safety Plan. - Direct and coordinate health and safety regulations related to the construction site. - Participate in post-accident investigations. - Assist in formulating policy matters.

- Implement contractor Safety Program and Policy

3.2 Foremen/Supervisors

- Be familiar with, explain, and enforce health and safety plan under his jurisdiction. - Direct and coordinate health and safety activities within area or responsibility - Ensure safety devices and proper PPE are used by employees under supervision. - Instruct and train all employees within area of responsibility in job health and safety

requirements, including (but, not limited to) hazard recognition and avoidance. Also, foreman/front line supervisors must require compliance by employees with the established safety rules.

- Direct the correction of unsafe conditions. - Ensure safety equipment is available, maintained, used, and stored correctly. - Ensure injuries are treated promptly and reported properly. - Participate in post-accident investigations. - Coordinate daily jobsite inspection. - Implement health and safety plan at each site as per required.

3.3 Construction Workers

The main responsibility of every worker at the construction site will be to follow the health and safety instructions and procedures.

- Be familiar with and comply with proper health and safety practices. - Use the required safety devices and proper PPE. - Notify the supervisor immediately of unsafe conditions/- acts, accidents, and injuries. - Implement the health and safety plan

3.4 Subcontractors

By the contract, the subcontractors will have to comply with and ensure the compliance of their employees with the provisions of health and safety policy as well as their own safety program. Failure to fulfill this requirement is a failure to meet the conditions of the subcontract.

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3.5 Third Party Validation

Environment consult will be appointed for third party validation for the effective implementation of the health and safety plan at site. He will be appointed by Party A. SMTA will be overall responsible for the safe construction work at each site.

4.0 General Health and Safety Procedures

4.1 Personal Protective Equipment (PPE)

Contractor provides Personal Protective Equipment (PPE) to all employees. Hard hats, safety glasses, and safety work boots are required to be worn at all times when on the jobsite. Reflective vests are required when working outside around equipment or traffic. Exceptions may be made to this PPE requirement only under an approved contractor work plan. Employees learn where to get PPE during their new-hire orientation and are responsible for wearing and maintaining the required PPE. Additional PPE may be required depending on the task and if there is a potential for exposure to hazardous conditions. PPE requirements are reviewed by the foreman. Employees are expected to use reasonable judgment regarding whether additional PPE (beyond the required) are necessary for certain tasks. If employees are unsure of the type of PPE required for a specific task or job, they should ask the supervisor.

4.2 Equipment Use and Operation

Equipment is used only for its intended use and as recommended by the manufacturer. Using equipment for purposes other than what it is designed for is prohibited. Employees are prohibited from operating a vehicle in a reckless manner or at a speed greater than is reasonable and proper, with due regard for weather, traffic, character of roadway, load, type of vehicle, and any other conditions which may affect the safe operation of the vehicle. The vehicle must be kept under control at all times and special care is exercised when transporting personnel.

Employees may only ride equipment if there are seats or equal protection available for each person. Seatbelts are worn at all times while operating equipment with seats. No cell phone or ear bud use while operating equipment.

4.3 Repair

Employees are prohibited from making repairs, alterations, or attachments to equipment in the field except by the permission of the superintendent, foreman, or equipment mechanic. Only qualified personnel will perform repairs on equipment. Such repairs, alterations, or attachments are documented on the appropriate shop forms.

Employees are prohibited from removing a guard, safety device, or appliance from equipment or machinery except to make repairs. While making repairs, employees use appropriate lockout/ tag out procedures. When repairs are complete, the guard, safety device, or appliance is replaced immediately.

4.4 Conduct

The following conduct is prohibited and may result in discipline up to and including termination:

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- Horseplay and scuffling on the job. - Making a false report or misrepresentation. - Fighting. - Use of alcohol or any other drugs

- Dishonesty and theft of the property. - Deliberate misuse of the equipment. - Unnecessary risk taking. - Violating or disobeying any instruction given by a supervisor

5.0 General Jobsite Procedures

5.1 New Hire Orientation

New-hire orientation may consist of, but is not limited to, the following:

- Have the employee read the health and safety plan and other safety requirements, guidelines etc. Answer any questions the new hire may have about these policies and request a signature on the Statement of Understanding.

- Orient the employee to the jobsite indicating the location of the, emergency facilities, portable fire extinguishers, first-aid station, emergency phone numbers, public notices, and any jobsite specific information.

- Explain the injury and accident policy. - Review the written hazard communication program. Discuss hazards, container labeling, and

the use of protective equipment. - Explain the emergency response plan for catastrophic events such as fire, explosion, etc. - Issue PPE as required for the job

5.2 Training

Training and education are necessary for the success of this policy. Employees are trained to recognize jobsite hazards and the procedures to follow to minimize these hazards. Training may consist of (but is not limited to) the following:

- Weekly jobsite safety meetings. - Orientation training for new hires. - Individual job/task training, including the applicable regulations/standards for the specific

job/task.

Supervisors and management receive ongoing safety training throughout the year.

5.3 Safety Meetings

Weekly safety meetings are held on the jobsite. All employees and subcontractors are required to attend. The meetings may cover a range of safety-related topics. The format and content of the meeting is up to the discretion of the superintendent. Monthly safety meetings are held for all foremen, superintendents, project managers, project engineers, contractor, and other management personnel. These meetings are for the purpose of discussing companywide safety issues and providing continued safety training and education.

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5.4 Safety Inspections

The superintendent and foreman conduct an initial safety inspection at the beginning of each project. In addition, a daily safety inspection of the jobsite is conducted by the contractor employees, employees of a subcontractor, or some combination thereof. The inspection is rotated between all workers on the jobsite. Any safety concern found during the inspection is reported. If a worker is unclear about any safety aspect, foreman or project Engineer helps. If the area being inspected requires a competent person1, the employee conducts the inspection with the competent person. Also, if time allows, the foreman for the worker conducting the inspection is encouraged to walk through it with them.

5.5 Hazard Communication

Contractor needs to develop a written hazard communication plan. It will be explained to each employee during the new-hire orientation. The purpose of the hazard communication plan is to provide employees information on the chemical and physical hazards that may be present at the jobsite. Safety Data Sheets for all chemicals will be kept on site.

5.6 Job Hazard Analysis

A job hazard analysis may be developed covering the major activities of construction, the hazards associated with these activities, and ways to mitigate these hazards.

5.7 Housekeeping

Housekeeping is one of the most important factors for a safe jobsite. Form material should be scraped and all protruding nails pounded down. All other debris is cleared from work areas, passage ways, and stairs. Excess materials are stacked neatly out of the way. Tools should be stored in the tool box so these are available for all employees to use.

Combustible scrap and debris are removed at regular intervals during the course of construction. Containers with covers are provided for the collection and separation of waste, trash, oily and used rags, and other such refuse, which is removed safely and on a regular basis.

Foreign object and debris (FOD) is a significant concern in nearby occupied space and construction areas. It is extremely important to keep all trash and debris contained at this site. Housekeeping will be strictly enforced

5.8 Fall Protection

Contractor provides fall protection when employees are exposed to fall hazards. Fall protection may consist of, but is not limited to, the following:

1 Areas requiring a competent person are hearing protection, rigging, hot work on preservative coatings, scaffolds, fall

protection, cranes, hoists, excavations, concrete work requiring lift-slab operations, steel erection, underground

construction, demolition, blasting, stairways and ladders, accident prevention responsibility, ionizing radiation, welding

and cutting, tunnels and shafts, cassions, cofferdams, compressed air, bolting, riveting, fitting up and planking, lead,

mechanical demolition, respiratory protection, slings, electrical, and asbestos.

8

- A stairway or ladder is provided at any point of access where there is a break in elevation of 19 inches or more.

- Guardrails are installed for all leading edge work. For loading bay locations fall-arrest system or fall-restraint systems are used.

- All stairways of four or more risers or greater than 30 inches high are guarded by a handrail or stair rails.

- A hole cover or safety guardrail is immediately installed for all floor holes or openings (greater than two inches in its least dimension).

- Safety harnesses with approved lanyards and tie-off points are used for all other fall protection unless an appropriate procedure or device was approved in advance by a competent person.

- Stilts may be used on jobsites but work area floors must be clean/clear of all debris, materials, and equipment.

5.9 Electrical Safety

Electrical safety may consist of, but is not limited to, the following:

- Live electrical parts are guarded against accidental contact by cabinets, enclosure, location, or guarding.

- Extension cords are kept in safe, working condition. - All lamps for general illumination have the bulbs protected against breakage. All light sockets

are filled with a working bulb. - Employees will not work in such close (able to contact) proximity to any part of an electric

power circuit unless the circuit is de-energized, grounded, or guarded by insulation. - De-energized equipment or circuits are locked out and tagged out. The tags identify the

equipment or circuits being worked on. - When transferring flammable liquids from one storage container to another, proper grounding

and bonding shall be utilized. All generators used for temporary power shall be grounded according to manufacturers’ specifications.

- Equipment shall not be operated closer than 10 feet from power lines less than 50kV. Safe distance will increase near higher voltage power lines, (over 50kV)

5.10 Tools

Contractor provides tools for employees to use. Only trained employees are allowed to use such tools. The safe use of tools may consist of, but is not limited to the following:

- Unsafe or defective tools are removed from service and tagged out. - Power tools are turned off and motion stopped before setting down. - Tools are disconnected from the power source before changing drills, blades, or bits and

before any repair or adjustment is made. Running tools are not left unattended. - Power saws, table saws, and radial arm saws have operational blade guards installed and

used. - Portable abrasive grinders have guards installed covering the upper and back portions of the

abrasive wheel.

5.11 Scaffolds

Scaffolds are erected, moved, dismantled, or altered under the supervision of a competent person for scaffolding. Scaffold use consists of, but is not limited to, the following procedures:

9

- Standard guardrails are installed on all open sides and ends of scaffold platforms and/or work levels more than ten feet above the ground, floor, or lower level.

- Scaffolds four to ten feet in height with a minimum horizontal dimension in any direction less than 45 inches have standard railings installed on all open sides/ends.

- Platforms at all working levels are fully planked. Planking is laid tight with no more than one inch space between them, overlap at least 12 inches, and extends over end supports 6-12 inches unless cleats are used.

- The front edge of all platforms is no more than 14 inches from the face of the work, except plastering/lathing may be 18 inches.

- Mobile scaffolds are erected no more than a maximum height of four times their minimum base dimension.

- Scaffold casters/wheels are locked whenever platform is occupied. - Scaffolds are not overloaded beyond their design loadings. - Scaffold components are not used as tie-off/anchor points for fall-protection devices. - Portable ladders, hook-on ladders, attachable ladders, integral prefabricated scaffold frames,

walkways, or direct access from another scaffold or structure are used for access when platforms are more than two feet above or below a point of access.

- Cross braces are not used as a means of access to scaffolds. - Scaffolds are not erected, used, dismantled, altered, or moved such that they or any

conductive material handled on them might come close to exposed and energized power lines than the following:

- Three feet from insulated lines of less than 300 volts; - Ten feet plus for any other insulated or uninsulated Lines

5.12 Excavation and Trenches

Excavation and trenching are done in the presence of a competent person and in compliance with, but not limited to, the following procedures:

- Any excavation or trench five feet or more in depth is provided cave-in protection through shoring, sloping, benching, or the use of hydraulic shoring, trench shields, or trench boxes. Trenches less than five feet in depth and showing potential of cave-in are also provided cave- in protection. Specific requirements of each system are dependent upon the soil classification as determined by a competent person.

- A competent person inspects each excavation/trench daily prior to the start of work, after every rainstorm or other hazard increasing occurrence, and as needed throughout the shift.

- An exit is provided in trenches four feet or more. The exit (s) is/are within 25 feet of any employee in the trench.

- Spoil piles and other equipment are kept at least two feet from the edge of the trench or excavation.

5.13 Ladders

Ladders are inspected during the weekly inspections to identify any unsafe conditions. Any ladders found to be unsafe are taken out of service. Extension ladders extend three feet above the work surface and are 100 percent tied off. Step ladders are only used in the open position. Ladders are stored lying down. No standing on the top step or first rung below the top of a step ladder.

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5.14 Illumination

Construction areas, aisles, stairs, ramps, runways, corridors, offices, shops, and storage areas where work is in progress are lighted with either natural or artificial illumination.

5.15 Motor Vehicles and Mechanized Equipment

Vehicles and equipment are only operated by qualified persons (training or experience). All equipment operators are responsible for checking, on a daily basis, all fluid levels, drive components, and hydraulics. In addition, operators visually inspect the engine and look for structural breaks and cracks on the machine. Any and all deficiencies must be reported to a supervisor immediately.

When equipment is stopped or parked, parking brakes are set and other safety precautions are taken as required for the type of equipment such as placing the forks flat on the ground. Keys shall be removed from equipment at the end of each shift.

5.16 Severe Weather

Outside construction operations including, but not limited to, steel erection, site work, and concrete work are suspended if severe wind or rain conditions present safety hazards at the worksite. Rain and wind storm hazards are evaluated and appropriate measures taken to abate potential hazards.

5.17 Accident

All accidents and near misses must be reported immediately to the foreman or superintendent. An accident report is then filled out by the employee and the supervisor. Filling out an accident report does not require the delay of medical attention. Any injury is treated first. Employees file such reports without fear of reprisal by management. The accident or incident may be discussed at weekly safety meetings to avoid that sort of accident in the future.

5.18 First Aid

First-aid kits are available in the project office, at the appropriate and accessible locations as indicated during orientation. In addition, foremen and superintendents maintain current first aid boxes at site.

5.19 Fire Protection

Contractor maintains appropriate fire extinguishers at the fire prone areas of the construction site. All hot work activities shall have a fire extinguisher at the task location. All trucks and equipment are fitted with portable fire extinguishers. Employees are instructed on the location and usage of these fire extinguishers. Emergency telephone numbers for fire protection and emergency medical services are posted on the field office bulletin board.

5.20 Emergency Action Plan

Each jobsite develops an emergency action plan that is reviewed with each employee during orientation. The emergency action plan covers emergency escape procedures, procedures

11

followed by employees remaining to operate critical operations before they evacuate, procedures to account for all employees, rescue and medical duties, and how to report emergencies.

5.21 Environmental Protection Plan

This health and safety plan also contains an Environmental Protection Plan for the control, prevention, management, containment, cleanup, and disposal of petroleum products or other hazardous substances which may be generated on each project site. The Project Engineer directs measure to control and prevent accidental discharge of petroleum products or other hazardous substances during storage and transfer on all jobsites. Any onsite storage is in approved containers. Absorbent pads and other recovery equipment shall available to contain and recover any fuel accidentally spilled. Any spills and contaminated soils are cleaned and disposed of in accordance with applicable requirements.

5.22 Traffic and Pedestrian Control

A traffic control plan will be developed and put in place prior to beginning work on the project for the protection of workers and the general public. Barricades and signage must place around job site areas to reroute vehicle traffic and keep pedestrians out of the jobsite.

Project Engineers and Superintendents will evaluate the site before work starts to plan site control. Fencing, signage, and barricades shall be erected and secured as to keep pedestrians out.

Any time while performing work near or on a road way and a worker has a sense of traffic patterns not being controlled properly or speeds to extreme for conditions, the worker should remove them self from the area and notify Supervisor. Project Engineer shall stress and discuss, at weekly meetings, for all workers to be aware of traffic hazards and pedestrians.

5.23 Steel Erection and Crane Operation

Steel erection and crane operation will be performed by a qualified subcontractor selected by Project Engineer.

5.24 Concrete Work

The project involves extensive concrete removal and placement. There are many hazard associated with this work including but not limited to; Slips Trips, Falls, Strains and Sprains, Eye Injuries, Chemical Burns, and Silica Exposure. Risk assessment shall be performed for all concrete work to minimize the associated hazards

6.0 Monitoring and Reporting

Monitoring of the implementation of the health and safety plan and progress reporting will be very important for the effective enforcement of the plan. SMTA project team will hire consultant for third party validation. The consultant will frequently visit the construction sites and monitor the effectiveness of the plan implementation. The status of implementation will be reported to the project team on fortnightly.

1

ANNEXURE-6

PRELIMINARY

EMERGENCY RESPONSE

PROCEDURES

YELLOW BRT CORRIDOR

DRAFT

March 2018


2

CONTENTS

Contents 2

1.0 Emergency Posting Notice 3

2.0 First Aid / Emergency Medical Services 3

3.0 Alarm system 3

4.0 Designated Employees – Training Procedures 3

5.0 Employee Notification and Training 4

6.0 Emergency Escape and Evacuation Procedures 4

7.0 Fire and Explosion 5

8.0 Earthquake 5

9.0 Natural Disasters 5

10.0 Chemical Leaks, Spill or Threatened Release 5

11.0 Bomb Threat 6

12.0 Civil Disturbance 6

3

1.0 Emergency Posting Notice

A posting notice will be displayed at all job sites, which will identify the following:

- Fire & Rescue – Phone Number - Police Department – Phone Number - Ambulance – Phone Number - Nearest Hospital – Phone Number - Map of job site that identifies the location of the area to assemble in the event of an emergency

requiring evacuation

2.0 First Aid / Emergency Medical Services

Outside services will be the primary source of Emergency Medical Treatment (i.e., ambulance, medics, and fire department).

First Aid kits will be maintained and accessible at all job sites. Contents of the First Aid kit will adhere to requirements consistent with the number of employees working at the job site, and will be kept in a weatherproof container. The lead employee will be responsible for performing weekly inventory checks to make sure used contents are replaced. The lead employee will be allowed to perform First Aid / Emergency Medical Services. Action taken will only be to the extent deemed necessary to preserve life.

3.0 Alarm System

In the event of an emergency requiring evacuation of all employees, several warning systems may be utilized, depending on the work site conditions or emergency involved, including:

- Verbal Communication - Vehicle Horn - Air Horns

The lead, or designated, employee, will be responsible for sounding the alarm and locating any hearing impaired employees to ensure proper evacuation.

4.0 Designated Employees – Training Procedures

Lead employees will be responsible for the job site coordination and assignment of tasks to designated employee(s) that will assist with emergency procedures.

Designated employees will be provided with the proper training to assist with the following functions:

- First Aid / Emergency Medical Services - Fire Suppression - Crisis Response Procedures - Evacuation Procedures

4

No employee will be permitted to perform any action that might endanger his/her life or the life of others.

5.0 Employee Notification and Training

All employees, permanent and intermittent, to include Project Engineer and supervisors, will be provided necessary training on all elements of the emergency procedures. Employee notification and training will occur when:

- Work begins at a new job site (Group Training) - A new hire is assigned to a specific job site (Individual Training) - An employee is transferred to a new job site (Individual Training)

When an evacuation occurs:

- Employees must proceed directly to the designated assembly area - Employees are not to stop and pick up personal belongings when exiting the job site/structure - Employees are not to block areas that would be considered access for emergency vehicles

- Employees will not be allowed to re-enter the job site/structure without clear indication that it is safe

- Employees cannot leave the job site (assembly area) unless advised to do so by a designated employee or Supervisor

- Employees will be instructed not to respond to news media. Contact with the media is limited to designated Supervisors or Management

The most important focus of an emergency is the protection of human life.

6.0 Emergency Escape and Evacuation Procedures

Lead employees will be responsible for evaluating new job sites in order to identify emergency evacuation routes and a safe location for employees to assemble. This information will be documented and posted on the safety bulletin board. Identified exit routes will be checked periodically to ensure they remain unobstructed.

The following tasks will be carried out in the event of an emergency requiring evacuation:

- The lead, or designated, employee will sound the evacuation alarm - The lead employee will instruct a designated employee to contact the necessary emergency

facilities and Management, and proceed to the identified assembly area to perform the necessary head-count

- The lead employee and designated employee(s) will be responsible for making sure the job site / structure is clear of all employees that have not been assigned with specific duties to assist with the evacuation

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7.0 Fire and Explosion

- All employees will be trained on how to properly use fire suppression equipment - All employees will be instructed on the following: - Assess the situation:

- Any employee discovering a fire should quickly and carefully remove any person who is

injured or in immediate danger, unless doing so will create the possibility of personal injury - Employees in the immediate vicinity of the fire, as well as those in surrounding areas, who

may be threatened by the fire, must be notified of the existence of the fire - Only properly trained and authorized employees may attempt to extinguish a small fire, which - does not involve electrical components or hazardous substance. - If the fire appears to be too large, involves toxic substances, or is electrical based, all

employees are to leave the area immediately and notify management

When the fire cannot be extinguished using a portable fire extinguisher:

- The lead employee will initiate the evacuation procedures - The fire will be reported to the appropriate agency(s) - The emergency evacuation alarm will be sounded - Without creating exposure to personal injury, attempts should be made to contain the fire, by

properly trained and designated employees only (i.e. closing doors and windows in the immediate vicinity and removing any flammable materials)

8.0 Earthquake

All employees will be instructed to:

- Move away from windows, temporary walls, partitions, freestanding and heavy objects - Duck or drop down to the ground - Attempt to take cover under fixed objects, or interior framing, that may provide safety from - falling objects

- Avoid being near any electrical units, flammable or combustible materials - STAY PUT until the ground / structure stops shaking and it is safe to move

9.0 Natural Disasters

Natural disasters include but not limited to, Floods, Tornadoes, and Severe Thunderstorms. Most natural disasters are usually forecast sufficiently in advance for emergency action to be initiated before the exposure becomes serious. In most cases, advising employees of the approaching danger and seeing to it that they are in a safe location will be sufficient, should the incident occur during normal working hours.

10.0 Chemical Leak, Spill or Threatened Release

The following procedures will be carried out in the event of a hazardous substance spill:

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- Notify the lead employee immediately

- All employees, not trained to deal with the exposure, will be instructed to leave the immediate area

- The lead and/or designated employee(s) will:

- Determine the nature and source of the spill/release. MSDS will be used to determine the characteristics of the material and identify necessary precautions for dealing with the material

- Depending on the classification and amount of the spill, if warranted, the local fire department and appropriate local environmental agency will be notified

- Clean-up procedures will be performed by qualified personnel

11.0 Bomb Threat

If a bomb threat is received, the following procedures will be carried out:


- Notify the lead employee immediately

The lead employee and/or designated employee(s) will:

- Notify the Police and Fire Department - The emergency evacuation procedure will be initiated, unless the threat includes instructions

not to do so (proper law/emergency enforcement agencies should determine proper course of action in this situation)

- The individual who received the threat should be instructed to document every word of the conversation immediately, if applicable

- A search of the area will be performed by the appropriate law enforcement personnel only

- Access to the building/job site will not be permitted until clearance is given by the appropriate personnel (i.e. police, fire department)

12.0 Civil Disturbance

Civil disorders, usually in the form of large unruly crowds, can interfere with business operations and could cause damage to property and employees. The lead or designated employee will notify the appropriate authorities for assistance. Steps will be taken to assure the safety of all employees, business property and equipment, without creating exposure to personal injury.

1

ANNEXURE-7

PRELIMINARY

TRAFFIC MANAGEMENT PLAN

YELLOW BRT CORRIDOR

DRAFT

March 2018


2

CONTENTS

Contents 2

1.0 Introduction 3

1.1 Scope of Construction Traffic Management Plan 3

1.2 Legislative Requirements of Construction Traffic Management Plan 3

1.3 Construction Traffic Management Plan Objectives 3

2.0 Traffic Management Roles and Responsibilities 4

3.0 Consultation 4

4.0 Traffic Management 4

4.1.1 Segement-1: Dawood Chowrangi to Future Colony 5

4.1.2 Segment-2: Korangi Road along Korangi Industrial Area 5

4.1.3 Segment-3: Malir Bridge 5

4.1.4 Segment-4: KPT Interchange 5

4.1.5 Segment-5: KPT Interchange to FTC Flyover 5

4.1.6 Segment-6: FTC Flyover to Shahrah-e-Faisal 5

4.1.7 Segment-7: Shahra-e-Faisal to Shahrah-e-Qaideen 5

4.2 Minimizing Construction Traffic 5

4.3 Signage 6

4.4 Temporary Traffic Management Plans 6

4.5 Construction Schedule and Construction Vehicle Volume 8

4.6 Alternative Vehicle Routes 8

4.7 Special Events and Emergencies 8

4.8 Existing Property Access 8

4.9 Cyclist, Pedestrian and Mobility Impaired Accessibility 9

4.10 Parking 9

4.11 Site Security 9

4.12 Communication 9

4.13 Clean Roads 10

4.14 Dust 10

4.15 Noise 11

5.0 Monitoring and Reporting 11

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1.0 Introduction

This Construction Traffic Management Plan (CTMP) has been prepared to identify and outline the manner in which construction traffic will be managed to ensure the safe and efficient performance of the road network, to minimize adverse effects on the existing community arising from construction traffic, and to provide the community with information about specific management methods to be employed during construction of the Yellow BRT Corridor.

1.1 Scope of Construction Traffic Management Plan

This CTMP covers the various parts of the Yellow Line corridor, phases of construction, levels of construction activity, traffic impacts and the traffic management requirements associated with construction and widening of the roads and bridge at the corridor, and diversion section of public road.

1.2 Legislative Requirements of Construction Traffic Management Plan

There is no legislative requirement for the preparation of CTMP in Pakistan. This CTMP is being prepared for the purpose of manage traffic at Yellow BRT corridor during construction activities to avoid traffic congestion at the site and adverse environmental impacts to the nearby communities. This CTMP will be implemented by the contractors and traffic authorities of the Karachi city to manage traffic during construction.

There are following three traffic related laws in Pakistan:

- National Highway Safety Ordinance 2000 - Motor Vehicle Ordinance 1965 - Motor Vehicle Rules 1969

1.3 Construction Traffic Management Plan Objectives

The objectives of this CTMP are to:

- Ensure the specific requirements of the traffic laws in relation to construction traffic are adhered to;

- Detail the location, nature and duration of traffic associated with the Yellow Line corridor; - Outline methods to provide clear and timely communication with the community and any

directly affected property owners over planned construction activities and associated traffic effects;

- Outline methods to ensure the effects on the level of service of general road users and restrictions on on-street parking are minimized, and safe and clearly defined pedestrian, cyclist and vehicle routes are maintained;

- Outline methods to ensure that potential impacts upon the physical conditions of any public roads are minimized and are in accordance with the Road Controlling Authority (RCA) and community expectations;

- Outline methods to ensure that any potential nuisance effects (traffic delays, dust, noise etc.) of construction traffic are minimized;

- Outline methods to ensure that any potential health and safety/security effects of construction traffic upon both the public and site staff are minimized;

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- Outline methods to ensure that construction staff are aware of all potential traffic effects and that traffic management requirements are successfully implemented; and

- Outline recording and monitoring procedures to ensure that any potential additional construction traffic effects are identified and responded to accordingly.

2.0 Traffic Management Roles and Responsibilities

Implementation of the traffic management requirements outlined within this plan will be the responsibility of all site staff, Party A, SMTA, KMC and traffic police. All these parties require close coordination and understanding of roles and responsibilities of each one.

SMTA will be overall responsible to ensure that the CTMP is completely implemented at each construction site as per the requirement mentioned for each site. Party A will be overall responsible for the implementation of traffic management plan in coordination with traffic police and the city authorities such as KMC at each construction site, through contractor. Contractor staff will follow the plan and provide support to the local authorities and traffic police to enforce and maintain traffic management protocols. SMTA will be in close liaison with the Party A and city authorities to abridge communication gap among the implementers and to provide all sort of support needed for the effective implementation of the plan and smooth operation of the traffic.

3.0 Consultation

This is a preliminary plan which will be finalized in consultation with design consultant, SMTA and KMC. After detailed designing and construction phasing planning, this preliminary plan will be finalized. If it is desired then the affected communities and the stakeholders will also be consulted to add value in the plan and to avoid any unforeseen problem while implementing it. After finalization, this plan will be shared with the concerned authorities for approval and further actions.

Consultation between the project team and the above parties will continue throughout the construction phase of the project and include advance notice of any potential major traffic disruptions or effects on access routes (pedestrian, cyclist and vehicular). This will include direct contact by phone, email or meeting, as well as more general letter drops. In addition, newspaper advertising and signage will continue to be used.

4.0 Traffic Management

4.1 Site Access

The Yellow BRT corridor is divided in following seven segments:

Segment-1 Dawood Chowrangi to Future Colony

Segment-2 Korangi Road along Korangi Industrial Area

Segment-3 Malir Bridge

Segmnet-4 KPT Interchange

Segmnet-5 KPT Interchange to FTC Flyover

Segment-6 FTC Flyover to Shahrah-e-Faisal

Segment-7 Shahrah-e-Faisal to Shahrah-e Qaideen

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4.1.1 Segement-1: Dawood Chowrangi to Future Colony

This road segment is about 1.3 km. This is the most difficult and congested segment of the corridor dominated by residential and commercial activities. The road width is relatively narrow and heavy traffic in the form of trailers, tankers, trucks and buses frequently move because of adjoining Korangi Industrial Area. This site can be accessed from both sides of Korangi Road from east and west side and from Landhi Road.

4.1.2 Segment-2: Korangi Road along Korangi Industrial Area

This road segment is about 10 km and is the longest segment of the corridor. This segment is wide along the industrial area. Industries are located at both sides of the road. This segment is accessible from main Korangi road from different sides without any issues.

4.1.3 Segment-3: Malir Bridge

The Malir Bridge is on the Malir River. It is about 1.4 km long. This bridge can be accessed from both sides of the Korangi Road i.e. east and west.

4.1.4 Segment-4: KPT Interchange

This segment is the KPT flyover of about 0.8 km in length. This segment can be accessed from Korangi Road from both sides of east and west.

4.1.5 Segment-5: KPT Interchange to FTC Flyover

This segment is about 2 km. This segment is very crowded. Land use is predominantly the commercial and residential. This segment can be accessed from Korangi Road from both sides, DHA and cantonment.

4.1.6 Segment-6: FTC Flyover to Shahrah-e-Faisal

This segment is about 2 km and road is very crowded with traffic. Main access of this segment is the Shahrah-e-Faisal Road and Shahrah-e-Qaideen Road.

4.1.7 Segment-7: Shahra-e-Faisal to Shahra-e-Qaideen

This road segment is about 2.7 km. The turning from Shahrah-e-Faisal to Shahra-e-Qaideen is very narrow. Shahra-e-Quadeen is a wide road and crowded with traffic. This segment can be accessed from Shahrah-e-Faisal, Kashmir Road and New MA Jinnah Road.

4.2 Minimizing Construction Traffic

The construction methods and site access protocols to be employed on site are critical for minimizing potential traffic impacts on the surrounding road network. Measures proposed on site to minimize construction traffic are described as follows:

- On-site parking will be reserved only for those vehicles that need to travel to and from the site daily, with other staff encouraged to use public transport, walk or cycle. Travel arrangements will be monitored to minimize single staff vehicle trips to site;

- Excavated waste material will predominately be transported on truck and trailer units;

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- At segment-1, which is very narrow and congested road, the construction vehicles will only be allowed to come to the site only late at night to avoid disturbance in the traffic flow.

4.3 Signage

A comprehensive on-road signage scheme is to assist the control of traffic flows around the construction area. Four types of signage are proposed:

- Regulatory signage (i.e. give-way, one-way); - Guide signs (i.e. intersection direction signs);

- Permanent warning signs (i.e. school crossing); and - Temporary traffic management signage (i.e. trucks crossing, new road layout,

pedestrian/cyclist signage)

All the above mentioned signs will be erected at construction site as per requirement. Upon completion of construction of each segment and starting new segment, the on road signage scheme will be amended to reflect the new travel routes. This will involve removal of temporary traffic management signage, and repositioning and removal of some of the guide and regulatory signage which related to the previous diversion road.

Mostly signage will be placed at the chowrangis (intersections) to guide the incoming traffic to the construction segments, particularly during Korangi Industrial Area Road segment construction.

4.4 Temporary Traffic Management Plans

On the basis of the duration and scale of the construction site, Temporary Traffic Management Plans (TTMPs) may be implemented for periods ranging from a few minutes to the full duration of the construction program. Site specific TTMPs are the documents that outline TTM procedures to be implemented to ensure safety of both the public and site staff is maintained throughout the duration of each construction activity. Each site specific TTMP will be prepared to ensure construction activities are efficiently conducted using an approved methodology, with approved mitigation measures in place.

The longest road stretch in the corridor is the Korangi Industrial Area Road (also called 8000 Road). There will be extended period of construction at this stretch. The construction phase for this road stretch will require a long term TTMP.

Where appropriate, generic TTMP can be used. A generic TTMP can be issued for long term repetitive activities at similar locations on the road network. For example, a generic site access TTMP is to be prepared for this project, specifying how construction vehicles are to access the site. For all proposed work requiring site specific TTMPs, applications will be submitted by SMTA to the appropriate authority for approval prior to the works commencing.

Each TTMP will describe the nature and extent of temporary traffic management at the work site, access provisions, types of vehicles, and how road users (including pedestrians and cyclists) will be managed by the use of temporary traffic management measures.

The signs and traffic control are temporary in nature and will be managed by the Traffic police and specific contractor staff. The specific contractor staff for traffic management will be on-site at all times when traffic management is in place and will undertake daily inspections and random audits of temporary traffic signage to ensure it is safe and complies with the approved traffic

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management plans. An independent traffic management auditor (Third Party Validation) will undertake monthly random audits of active traffic management installations and report back to the SMTA.

Temporary traffic management signs are generally black text on orange background and are intended to convey information with respect to the construction sites and state the main requirements with respect to traffic controls and diversions in place. These signs will be removed at the end of construction of each road stretch.

A 30km/h temporary speed limit will be in place during road stretch construction at each site to encourage lower traffic speeds.

Following are the considerations for the traffic management plan of the Yellow BRT corridor project:

- Traffic management plan should be prepared in consultation with the local authorities as their support will be required before or during the construction period.

- Encroachment at the shoulders and service roads will first be removed. The local authority will be informed well before the construction period and require its support.

- At Korangi Road, the median and the side roads are used illegally as parking bay, rest areas and workshop area, mainly by the transport trucks and trailers. All these unauthorized activities will be discouraged and disallowed well before the start of the construction. The support of local authorities will be required for this purpose.

- At each construction site, the side roads will be constructed first, without restricting the flow of the traffic on the main roads.

- After completing the side roads and connecting the new sewer lines, the construction at the median should be started with proper fencing and cordoning off the median.

- Avoid working on the chowrangi (roundabouts) or intersections along with another road construction works. In case, if it is required then, alternate chowrangi should be selected for the construction work to avoid traffic congestion. If one chowrangi is under work, then traffic can be moved towards other chowrangi, otherwise if all the chowrangi are under work, then there will be no outlet available for the traffic.

- It is better to start and complete road construction work in stages. Only one site, at a time should be started and completed instead of initiating work at all the locations. Traffic management will be easy at one site as compared with as if the whole corridor is under construction work.

- Construction staging plan should be prepared after consulting other project proponents and local authorities (Green Line/Red Line, KWSB, Local Government) to avoid any haphazard at any specific site i.e. everyone is working at a same time at some specific location.

- There should be proper communication to the local public for the traffic diversion plan. The public should be intimated well before time through print and electronic media for traffic routes closures and diversions.

- There should be proper arrangement for traffic management such as flagging, detouring signs, flagmen, safety signs, road barriers, road stoppers, diversion signs, lighting, fences etc.

- Well organized placement and parking of construction machines, vehicles and material to avoid traffic flow restriction and any kind of accident at the site.

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4.5 Construction Schedule and Construction Vehicle Volume

Construction staging plan will be prepared. The traffic management plan will be aligned with the staging plan. Mostly the construction machinery will remain at construction site for the specified period. Therefore, the typical daily traffic generated to and from site on public roads is related to the delivery of materials or labor (such as delivery of people, construction materials and removal of excavated material). Various sections of the road network will experience more construction traffic than others. The Korangi Industrial Area Road will experience more construction traffic than other areas due to extended period of construction at this area. It will be preferred for those material hauling vehicles, which will only come to the site once a day, that these could come late at night at the site to avoid traffic congestion during day time. It will be strictly followed at Dawood Chowrangi road stretch which is very congested.

The daily traffic volumes will fluctuate depending on the phase of the construction activities and weather conditions. The management of vehicle trips to and from site come under the control of the site specific traffic controller, following the procedures set out in the generic traffic management plan for site access.

Standard hours of work will be 7:00am to 5:30 pm. Night works will not be encouraged at those road stretches closer to residential areas.

4.6 Alternative Vehicle Routes

It is presumed that the alternative routes will not be required if construction site is well managed. There will be sufficient space available for the management of traffic flow at each construction site.

4.7 Special Events and Emergencies

Consultation with the local authorities will identify any planned events such as parades, sports events, including those outside the immediate project area that will have an effect on the project works, particularly the temporary traffic management. SMTA, Party A and contractor will react and respond as necessary to such events, and implement or remove temporary traffic management as necessary in co-ordination with the local authorities. In the event of a crash or significant incident, site staff will provide immediate assistance and where necessary, contact the relevant emergency services. Full support to those organizations will be provided to manage traffic whilst the incident is being brought under control. Any new detour route required as a result of any temporal effects will be analyzed in advance.

4.8 Existing Property Access

The road construction activities will be planned in such a way that the existing vehicle access to adjacent properties and businesses will be maintained throughout the construction period. There will be no need to construct any alternative route for providing access to all the private vehicles.

Any temporary changes in property access will be discussed with the occupant prior to the start of any works which may affect their access. The traffic management plan will be altered as per the requirement.

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4.9 Cyclist, Pedestrian and Mobility Impaired Accessibility

Footpaths will be maintained on the far side of each road surrounding the construction site. About 2 – 3 m wide shared path along each side of the road will accommodate both pedestrians and off- road cyclists. Construction works will require temporary changes in the position of the footpath. The pedestrian routes will be actively managed by traffic management personnel to ensure temporary footpaths have sufficient width and fencing is continuously provided along the site construction perimeter.

Signage will clearly define identified pedestrian and cyclist access routes on the roads and footpaths adjacent to the construction works.

Traffic management personnel will be located at key locations around the construction site to direct pedestrians. Temporary ramps will bridge any changes in surface level to prevent tripping, and pedestrian bridges and/or steel plates will provide direct access over any trenches to ensure the safest and most direct routes for users are promoted and maintained.

Pedestrian paths and crossings will be provided in accordance with the standard for ease of use by the mobility impaired. Prior to any changes in the footpath network, information will be disseminated to the community.

The standard of access will be monitored throughout construction with regular inspections involving walking, cycling and navigating a wheelchair through the area. Random monthly surveys of pedestrians and cyclists travelling around site will also deliver feedback on the public perception of the paths and identify areas for improvement.

Construction activities may require temporary changes to the footpath routes and their width, however the pedestrian connections will remain open and with a desirable minimum width of 2m. The pedestrian routes will be signed and active traffic management provided where footpaths interface with construction vehicle accesses.

4.10 Parking

Proper parking places will be identified at each construction site to park construction vehicles and machineries in a manner that it will not hinder flow of routine traffic at the site.

At some areas which are congested such as segment-1 (Dawood Chowrangi), the parking place will be far from the site at Landhi Road. At other places such as Korangi Industrial Area Road, availability of sufficient parking place will not be an issue as sides of the roads and shoulders will be available to safely park the vehicles.

4.11 Site Security

Each construction site will be secured with a wire mesh boundary fence. Access points will be controlled. Outside of working hours, the site will be patrolled by security guards, who will monitor and report any traffic safety issues.

4.12 Communication

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There will be a communication relationship between all the concerned stakeholders for traffic management. This will ensure that any public enquiries relating to this project received by anyone are promptly directed to SMTA. The project team of SMTA will also be contactable at all times on mobile phone.

Any comments, complaints or compliments will be quickly communicated to the relevant project staff. Also the GRM established for the project will be used by the community to register their complaints. . Regular communications with the community and any directly affected property owners over planned construction activities and associated traffic effects will comprise a key management technique throughout the Project. As the works proceed regular contact will be maintained with the residents and stakeholders by the project liaison person to ensure they are aware of the nature and duration of the works occurring.

In addition, communications activities proposed include:

- Newspaper advertising; - Focused notification with parties; - Notification to emergency services of traffic management that may affect access or travel

through or around site; - Notification and consultation with individual property owners and occupiers within 200m of

construction activities; and - The SMTA project website.

Prior to the commencement of construction activities, signage will be erected on the surrounding road network to advise motorists, pedestrians and cyclists of the works being undertaken and direct them to alternative routes for travel in the vicinity of the construction site.

Information boards along the construction site perimeter fence will also inform commuters about the project works as well as a broad range of relevant information.

4.13 Clean Roads

Procedures to prevent the deposition of slurry, clay or other materials on roads by vehicles leaving the site will include:

- Use of asphalt millings to surface the internal site haul road; - Provision of wheel cleaning facilities including hoses, brooms and shovels; - Twice daily monitoring, and education of all construction staff/drivers to monitor for any

material which may be accidently spilt onto public roads from construction traffic;

Adherence to this plan will be included within site induction and weekly toolbox meetings as required to ensure all site staff are aware and practice the required clean roads protocols.

4.14 Dust

Regular use of water sprinkling at construction sites to suppress dust will be the responsibility of contractor.

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4.15 Noise

Noise abatement measures will be taken to reduce noise impact on workers and community. These measures will include enclosing noise producing machines, maintaining and repairing the noise producing parts of the machines and use of PPE by the workers.

5.0 Monitoring and Reporting

Monitoring of the implementation of the traffic management plan and progress reporting will be very important for the effective enforcement of the plan. SMTA project team will hire consultant for third party validation. The consultant will frequently visit the construction sites and monitor the effectiveness of the plan implementation. The status of implementation will be reported to the project team on fortnightly.

ANNEXURE-8

ENVIRONMENTAL MANAGEMENT PLAN

Yellow BRT Corridor Project

Karachi

Mitigation Measure

Responsibility Implementation

Stage Monitoring Parameters

Monitoring Responsibility

Monitoring Frequency

Construction Phase

Safety consideration in the design for

Designer Design Ensuring for safety considerations in the design of BRT corridor for electric pylons

SMTA Design stage

electric pylons

Protection of drains at construction sites

Contractor

Construction

Evaluation for i) drains are properly protected and due measures are taken by the contractors to cover it and avoiding throwing construction debris in it

Environmental Consultancy

Firm

Fortnightly at each construction site

Proper storm water drainage system

Designer

Design Ensuring for i) storm water drainage system is properly designed as per flooding hot spots at the corridor

SMTA

Design stage

Restoration of the SMTA Construction

Evaluation for i) Restoration of the campsites ii) Environmental

Construction tree plantation and landscaping as close to the Consultancy Fortnightly at each Sites Tree Plantation

Infrastructure Company

End of Construction

original features of the land at campsites, iii) tree plantation of about 19,000 in the city

Firm site

Evaluation for i) the compliance of World Bank

Protection of Physical Cultural Resources (PCRs).

Contractor

During Construction

OP 4.11 (Physical and Cultural Resources)

policy, Pakistan Antiquities Act 1975, and Sindh Cultural Heritage (Preservation) Act 1994 for the protection of PCRs (identification, protection measures taken, reporting etc.)


-do-

Note: Chance Find Procedure is given below.

Suppression of Dust Emission

Contractor

Construction Evaluation for i) regular water sprinkling at dust generation points at construction sites and vehicular and machineries routes ii) use of dust


Weekly at each site

Mitigation Measure





Control of Stack and Vehicular Emissions

masks by the workers iii) fitness certificates/maintenance records of vehicles/machines

Monitoring for i) TSPM, PM10, PM2.5 at construction sites, vehicular routes, nearby community ii) stack monitoring of generators (CO, NOx, SOx iii) vehicular emissions (CO, NOx, SOx, Lead)

Wastewater Treatment

Contractor

Construction

Evaluation for i) proper treatment and disposal of sanitary wastewater from campsites i.e. construction of septic tanks and disposal in the nearby drain through sewers Monitoring for i) wastewater characteristics i.e. pH, BOD5, COD, TSS, TDS


Weekly at each site

Solid Waste Management Hazardous Solid Waste Management

Contractor

Construction

Evaluation for i) compliance of waste management plan ii) compliance of hazardous solid waste management plan iii) training of the workers iv) use of PPE during handling of hazardous solid waste


Weekly at each site

Soil Pollution Control

Contractor

Construction

Evaluation for i) compliance of soil pollution control plan ii) availability of spill kit iii) spill response procedures iv) training of the workers


Weekly at each site

Noise Abatement

Contractor

Construction

Evaluation for i) compliance of noise abatement plan ii) use of ear plugs/ear muffs by the workers iii) enclosures for the noisy equipment iv) erection of noise barriers at appropriate places v) equipment are fitted for silencers/mufflers v) fitness certificates/maintenance records of vehicles/machines Monitoring for i) Noise levels (dBA) at construction sites ii) vehicular noise at about 7.5 m distance iii) noise levels at nearby community


Weekly at each site Noise monitoring after every two hours at each location (8:00 am to 6:00 pm)

Mitigation Measure





Occupational Health and Safety Management

Contractor

Construction

Evaluation for i) compliance of health and safety plan ii) availability and use of PPE by the workers iii) accident records iv) availability of First Aid Boxes and trained staff for first aid v) medical facilities vi) safety measures at sites taken while working and operating machines vii) availability and use of fire control equipment viii) training of the staff ix) maintenance of hygiene conditions x) availability of safe drinking water xi) safety measures taken to avoid community accidents Monitoring for i) drinking water and food quality


Weekly at each site

Traffic Management

Contractor

Construction Evaluation for i) compliance of traffic management plan during construction


Weekly at each site

Operational Phase

Air Emission Control of Buses

Operator Company

Operation

Evaluation for i) preventive maintenance plan of the busses is properly followed ii) maintenance record of the buses iii) fitness certificates Monitoring for i) vehicular emission monitoring (CO, NOx, SOx, hydrocarbon, PM)


Quarterly

Safe Disposal of Garbage from Bus Stops

Operator Company

Operation

Evaluation for i) proper placement of waste bins at each bus stop ii) proper implementation of garbage management plan at each bus stop iii) effectiveness of the waste collection staff iv) effectiveness of the waste management signs (Passengers follow instructions and use waste bins for waste disposal)


Monthly at each bus stop

Control of Stack Emissions of Generators

Operator Company

Operation

Evaluation for i) preventive maintenance plan of the generators is properly followed ii) maintenance record of the generators Monitoring for i) stack emission monitoring (CO, NOx, SOx, hydrocarbon, PM)


Quarterly

Soil Pollution Control at Generator Sites

Operator Company

Operation

Evaluation for i) soil pollution control measures are followed at generator sites, ii) the condition of the soil around generators, iii) availability and use


Quarterly at each site

Mitigation Measure





of spill kit, iv) conditions of fuel and oil storage tanks

Noise Abatement at Generator Sites

Operator Company

Operation

Evaluation for i) sound proof enclosure of generator Monitoring for i) Noise levels (dBA) of generator


Quarterly at each site

Evaluation for i) sound proof enclosure of

Noise Abatement Designer

Design generator, ii) sound proof walls of the workshop, iii) installation of noise barriers at noise prone

Environmental Consultancy

Quarterly at each at Bus Depots Operator

Company Operation

areas Monitoring for i) Noise levels (dBA) at and

Firm bus depot

around bus depot

Safe Disposal of Garbage from Bus Depot


Operation

Evaluation for i) proper placement of waste bins at each bus depot ii) proper implementation of garbage management plan at each bus depot iii) effectiveness of the waste collection staff


Monthly at each bus depot

Soil Pollution Control at Bus Depot


Operation

Evaluation for i) soil pollution control measures are followed at each bus depot, ii) the condition of the soil around generators, workshop, fuel and oil storage areas, waste yard, iii) availability and use of spill kit, iv) status of used lube oil


Quarterly at each bus depot

Fire Safety at Bus Depot


Operation

Evaluation for i) availability and use of fire safety equipment at fire prone areas ii) condition of fire safety b equipment, iii) assessment of the firefighting staff, iv) fire safety incidence, root cause and preventive measures taken



Wastewater Treatment at Washing Area


Operation

Evaluation for i) availability and use of wastewater treatment facility, ii) effectiveness of the treatment Monitoring of i) BOD5, COD, TDS, TSS




Use of Weather Resistant Material for the Road Construction

Designer/ Contractor

Design/ Construction

Evaluation for i) Use of weather resistant material as per design


Monthly

Mitigation Measure





Storm Water Drainage System along the Corridor

Evaluation for i) construction of storm water drainage system along corridor as per design

Sophisticated Storm Water Drainage System at Underpasses

Designer

Design

Evaluation for i) construction of storm water

drainage system at underpasses as per design

and availability of power backup for the pumps


Monthly

Facilities at Bus Stops to Attenuate Heatwave Impacts on Passengers

Operator Company

Operation

Evaluation for i) provision of facilities and their

effectiveness at bus stops such as shades,

ventilation, fans, drinking water, rest area, and

power backup (generators)


Monthly

Chance Find Procedure for PCRs

- The Contractor and its workers will be sensitized and fully informed about the importance of PCRs before the commencement of the work as their negligence during excavation and construction activities could damage the PCRs

- During earth excavation, if any property is unearthed and seems to be culturally significant or likely to have archaeological significance, Contractor will be responsible to stop the construction activities in the area of the chance find

- He will delineate the discovered site or area - He will secure the site to prevent any damage or loss of removable objects. In cases of removable antiquities or sensitive

remains, a night guard will be present until the responsible local authorities take over. The Department of Culture, Tourism and Antiquities shall be responsible for significant movable and immovable cultural property that pertains to history, heroes and the conservation of historical artifacts

- Contractor will intimate SMTA immediately. Construction work will be suspended until further orders from the SMTA. - SMTA will inform Department of Culture, Tourism and Antiquities of the chance find. SMTA will carry out a join inspection with

the department - All fossils, coins, articles of value of antiquity and structures and other remains or things of geological or archaeological interest

discovered on the site will be the property of the Government of Sindh, and will be dealt with as per provisions of the relevant legislation

- Actions as appropriate will be intimated to the contractor along with the probable date for resuming the work. Construction work will resume only after authorization is given by the responsible local authorities and SMTA

- The Department of Culture, Tourism and Antiquities will require a preliminary evaluation of the findings. The significance and importance of the findings will be assessed according to the various criteria relevant to cultural heritage, including the aesthetic, historic, scientific or research, social and economic values

- The Department of Culture, Tourism and Antiquities can also recommend changes in the layout (such as when the finding is an irremovable remain of cultural or archaeological importance), conservation, preservation, restoration and salvage

- SMTA will act as per the instruction of the Department and make changes in the project design and instruct the Contractor accordingly.

ANNEXURE-9

PROCEEDINGS

A stakeholder consultation workshop was organized on April 18, 2019 at Marriott Hotel, Karachi. The objective of the consultation workshop was to disclose draft version of Environmental Impact Assessment (EIA) report to the stakeholders and get their feedback. The draft EIA report will be finalized in the light of stakeholders’ feedback, suggestions and their concerns. This consultation is required by World Bank as per its stakeholder consultation and disclosure policy.

About 20 participants attended the workshop. They were the representatives of Sindh Mass Transit Authority (SMTA), KMC, Urban Resource Centre, K-Electric, SSGC, NED University, Local Government Departments, NESPAK, Sindh EPA, Karachi Public Transport System (KPTS), PPP Unit, and consultants.

The representative of SMTA started the proceedings, welcomed all the participants, explained the objective of the consultation workshop and presented the Yellow BRT Corridor project. After project description, Mr. Shafqat Ullah, Consultant World Bank, presented the anticipated environmental impacts of the project. After the environmental impacts presentation, Mr. Hafeez Buzdar, Consultant World Bank, presented the key findings of the Social Impact Assessment (SIA) of the project.

After the presentation session, participants were requested to pose questions regarding the project, and anticipated environmental and social impacts of the project. Following are the key questions and their answers regarding EIA of the project.

Q: Where will the trees be planted in compensation for the cut trees from the Yellow BRT corridor? It will be better to plant these trees along the corridor instead of at other places.

A: It will be preferred to plant maximum of 2,000 trees along the corridor. The left over trees will be planted at best suitable locations.

Q: What about the storm water drainage along the corridor? A: Storm water drainage system will be the part of the BRT corridor design. Storm water drains

will be designed and constructed to avoid flooding at the corridor. Q: What about the parking facilities along the corridor? These facilities will be very important for

the daily commuters on the corridor. A: There will be no provision of parking facilities as a standard design feature in the Yellow BRT

Corridor. Q: Local Tanzeem (Organization) should have been invited in this consultative workshop. A: All the local organizations will be invited at public hearing of the EIA.

Q: Pedestrian bridges are not convenient for the old and disabled people. Pedestrian tunnel is a better option.

A: Design team will consider this aspect and incorporate maximum possible facilities for the old and disable people following universal access design principles.

Q: Elevators at bus stops is not a feasible option as it increases rush. The escalators are better than elevators.

A: As above Q: Who will provide buses for Yellow BRT Corridor project? A: The buses will be provided through Public Private Partnership (PPP).

Q: Utilities line at the corridor should be known prior to start of construction for the corridor,

otherwise there are chances of utility lines damages. A: Mapping of utilities have been prepared in which all the utilities have been marked on the

drawings. These drawings have been shared with all the relevant agencies for utility relocation planning and budgeting. Design team is in liaison with these agencies.

Q: Why petrol hybrid buses are not used in the project? A: Petrol hybrid buses production is limited in the world. Mostly diesel buses are in the market.

The fuel efficiency of diesel buses is better than petrol busses. The petrol buses are also very expensive as compared to diesel buses.

Q: Different agencies have also plans to start renovation work (roads, drains etc.) on the proposed

BRT corridor. The overlapping of these projects should be avoided to save resources of the city.

A: These agencies need close coordination and plan accordingly to avoid overlapping of project activities and wastage of city’s budget.

Q: Safety distance should be maintained for the corridor from the electric pylons A: Safety distance has been incorporated in the design. At those stretches of the corridor where

electric pylons are present, the bus corridor alignment is at a safe distance as suggested by K- Electric.

Q: Project timeline should be followed otherwise this project will get delayed as other projects like

Green Line. A: The project timeline will be strictly followed to avoid delays. Delays also increase project cost.

Q: Who will ensure compliance of environmental and social safeguards during construction and operation of the project?

A: There will be project team in SMTA which will be overall responsible for the implementation of the project activities. Under project team, there will be Environmental and Social Cell (ESC) which will particularly be responsible for the compliance of environmental and social safeguards.

Q: There can be daily or weekly ticket, inclusive of all charges of bus travel and parking. It will be

convenient for the daily commuters. A: The operational design of the product is underway. In this operational design, all these aspects

related with fare are being considered. Q: It has been observed at Green Line that when ramps were constructed, the service roads were

blocked due to poor designing of the ramps. A: Definitely, all such design factors will be considered during the detailed designing.

Q: There should be feeder service in Yellow Line project to serve those people living around the corridor, especially for the workers of Korangi Industrial Area.

A: Yellow BRT System will be inclusive of trunk, direct, and feeder services to facilitate maximum passengers to avail BRT system.

Q: The Yellow Line project will not be feasible without feeder service. A: Feeder services are included in Yellow BRT Corridor project

Q: What about the funding? Is it 100% by the World Bank? A: Total project cost is about US$ 438.9 million. The contributions from the World Bank and Government of Sindh (GoS) is US$ 381.9 million and US$ 19.4 million respectively.

Q: The industries located around the Korangi Road discharge their wastewater without any

treatment. Will this project also provide treatment to this wastewater? A: Wastewater treatment is not under this project. Wastewater treatment will be considered in

other World Bank funded projects. The participants were satisfied with the bus fare of Rs. 15 to 55 (The minimum fare will be increased after every additional kilometer travelled by the passenger), and the expansion of the Jam Sadiq Bridge under the project.

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