Eia Karachi Thatta Dual Carriageway Project

Final Report

January 2016

Ref: EIA/01/02/16

KARACHI THATTA DUAL CARRIAGEWAY PROJECT

ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

EMC PAKISTAN PVT. LTD. 503, Anum Estate, Opp. Duty Free Shop, Main Shahrah-e-Faisal, Karachi.

Phones: 9221-34311466, 34324680, Fax: 9221-34311467.

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

Website: www.emc.com.pk

Disclaimer:

This report has Attorney Client Privilege. EMC Pakistan Pvt. Ltd has prepared this report in

accordance with the information provided by Frontier World Organization (FWO) for their sole and

specific use. Any other person(s) who use any information contained herein do so at their own risk.

This report cannot be used in the court of law for any negotiation or standardization.

EMC Pakistan Pvt. Ltd. 2016

Environmental Impact Assessment (EIA)

Karachi Thatta Dual Carriageway Project

Final Report

EMC Pakistan Pvt. Ltd Executive Summary Page i of xiii

Executive Summary

Presented in this report are the findings of the Environmental Impact Assessment (EIA) study carried out

by EMC Pakistan Pvt. Ltd (EIA Consultant) for proposed Karachi Thatta Dual Carriageway (KTDC)

(The Project). The Project is being undertaken by Frontier Works Organization (FWO) (Project Proponent)

under a concession (PPP) agreement. The Concession (PPP) Agreement was signed on 7th May 2015

between the Works & Services Department, GoS and the Frontier Works Organization (FWO) at the Chief

Minister's House, Karachi.

With professionally qualified and competent staff, efficient work force, flexible organization and a large

pool of modern construction equipment and machinery FWO is capable of undertaking any construction

assignment at short notice anywhere in Pakistan or abroad. FWO, motto Striving for Excellence amply

speaks of the continued efforts to deliver the best.

The Project involves construction of a 49.5 km long two lane dual road between Ghaggar Phattak through

National Highway to the start of Thatta bypass/toll plaza (EX 1). The project scope includes construction

of additional carriageway with wide median between existing and additional carriageways, improvement

and rehabilitation of existing highway with new bridges and culverts. The main objectives of the Project

are to provide new corridor for the development of area, promotion of business activity in the area,

enhancement of operational (Traffic) efficiency due to improved traffic conditions, improve safety and

reliability for commuters and reduce travel time. The improved access envisaged would serve thousands of

commuters living along the Karachi Thatta route and those who are already using this facility up to

Thatta and/or beyond. It is also expected that the improved facility would help open up these areas for

creation of soft infrastructure such as better services for schools and health centres as these areas would

become easy reach through development of this plan.

EMC Pakistan formulated the following team of officials and experts for conducting the EIA study and

preparing the report:

Table 1: EIA Study Team

S.# Name of Expert Position in EIA Team

1 Mr. Syed Nadeem Arif Project Director / Team Leader

2 Mr. Saquib Ejaz Hussain Project Manager / Deputy Team Leader

3 Dr. Mirza Arshad Ali Beg Senior Environmentalist

4 Dr. M. Mansha Air Quality Expert

5 Dr. Syed Ali Ghalib Ecologist

6 Mr. Agha Saood Environmental Scientist

7 Mr. Shahzad H. Rizvi Sociologist

8 Mr. Sultan Mehmood Zaman Soil Scientist

9 Mr. Ashar H. Lodi Senior Traffic Engineer

10 Dr. S.M. Shahid Alam Senior Structural Engineer



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EMC Pakistan Pvt. Ltd Executive Summary

Page ii of xiii

Figure EX 1: Project Location



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EMC Pakistan Pvt. Ltd Executive Summary Page iii of xiii

EMC adopted the following methodology to carry out the EIA study:

Figure EX 2: EIA Methodology

National legislations, international agreements, environmental guidelines, and best industry practices were

reviewed to set environmental standards that the proponent & the concessionaire will be required to follow

during different stages of the project. SEP Act 2014, Sindh EIA/IEE Regulations 2014 and Sectoral

Guidelines for EIA of Major Roads were the basic guiding documents used during the study.

According to the Sindh EPA (Review of EIA/IEE) Regulations 2014, a proponent of a project falling in

any category listed in Schedule II of regulations shall file an Environmental Impact Assessment (EIA) with

the Sindh Environmental Protection Agency, since the listed projects are generally major projects and have

the potential to affect a large number of people. Federal or Provincial Highways or Major Roads

(including rehabilitation or rebuilding or reconstruction of existing roads) are placed in Schedule II thus

requiring an EIA. Accordingly, a detailed Environmental Impact Assessment (EIA) study has been

conducted for proposed KTDC project.

The highway design input will include:

Detailed topographical survey carried out in the field

Detailed geotechnical investigations for bridge foundations

Detailed soil investigation & testing for embankments design

Data from the road Inventory survey

Data from the structural survey

Design criteria development and finalization with the Client

Hydrological investigation along project route for drainage designs

Detailed design of pavement structure

Design Criteria

The road alignment design will be carried out in compliance with the criteria generally applied subject to

prior guidance and approval by Work and Services Department, Government of Sindh. The major design

criteria for improvement are as follows:

(i) Improvement of Geometric Condition

Maximum gradient shall be 3%, while critical gradient for short distance shall be 5%.



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EMC Pakistan Pvt. Ltd Executive Summary Page iv of xiii

Curves radius shall be minimum 30 m, while curve radius at turning area shall be as per AASHTO

standard to allow passage of trailers and trucks.

(ii) Improvement of Traffic Capacity

Design speed shall be 100 km/hour for flat terrain rural and 60 km/h for flat terrain town.

Road cross-section shall be 7.3m + 7.3m of carriageways and 3.0m (outer) + 1.2m (inner) of

shoulder width.

Both way Bridge cross-sections shall be 7.3m of carriageways and 1.2 m of walkway on outer

side and 1.2m of shoulder on the inside.

Construction works can be conducted with minimum obstructions to the present flow of traffic to

assure the improvement of the present traffic capacity.

Emergency stop areas for vehicles shall be provided at adequate locations where sufficient ROW

is available.

The detailed design criteria for the Road & Road Structure are proposed in the Table 2.

Table 3.3: Proposed Design Criteria for Road & Road Structures.

Items Design Features

1. Design Speed

Flat Terrain rural 100 km/hour

Flat Terrain Town 60 km/hour

2. Road Cross-Section

2.1 Width for each Carriage way

Pavement Width in Meters 7.3 m

Shoulder Width in Meters 3.0 m(outer)+1.0 m(inner)

2.2 Cross Slope (Camber)

Pavement 2.0 %

Shoulders 4.0 %

2.3 Embankment Slope (H : V) 2:1 to 3:1

3. Stopping Sight Distance in Meters 200 m

4. Minimum Horizontal Curve Radius

4.1 At Curves Area 100 m

4.2 At Turning Area 50 m

5. Gradient

5.1 Maximum Gradient 4%

5.2 Critical Gradient in a Short Distance 6%

5.3 Minimum Gradient 0.1 %

6. Design Life of Pavement 10 years

Air quality measurements by EMC recorded for a period of 24 hours at critical locations along the route so

as to obtain sufficiently representative data on the status of the ambient air quality of the site and its

macroenvironment. The airshed classification arrived at from the data on ambient air quality places the

microenvironment of proposed KTDC project in the moderately polluted category. The prevalent ambient

air quality as observed at selected field survey points, is within allowable limits in accordance with the

applicable NEQS limits.

SO2 level ranges between 16.8 g/m3 and 62.1 g/m3 which is lower than 120 g/m3 recommended for

the 24-hourly average by the NEQS.



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EMC Pakistan Pvt. Ltd Executive Summary Page v of xiii

NOx level ranges between 24.3 g/m3 and 44.2 g/m3 which is lower than 80 g/m3 recommended for


NO level ranges between 8.9 g/m3 and 21.2 g/m3 which is lower than 40 g/m3 recommended for


CO level ranges between 2.1 mg/m3 and 4.9 mg/m3 which is lower than 5 mg/m3 recommended for the

8-hourly average by the NEQS.

PM10 concentration was between 43.6 g/m3 and 91.5 g/m3 which is lower than 150 mg/m3

recommended for the 24-hourly average by the NEQS.

PM10 concentration was between 18.4 g/m3 and 48.2 g/m3 which is lower than 75 mg/m3

recommended for the 24-hourly average by the NEQS.

Hydrology of the microenvironment is governed by the catchment area Ghaggar Nala, and Dhabeji Nala

which is the most important water course running from the north and across the Railway Line and the

National Highway about 2.5 Km from the Ghaggar Phattak. Ghaggar Nala has an extensive catchment area

in the macroenvironment comprising the Ghaggar Union Council in Bin Qasim Town. This might be the

reason for its flooding with small amount of 5 mm rainfall as was observed during the September 2005,

rains in the area. Another stream known as the Filter Nala, which flows parallel to Ghaggar Nala is about

three Km to the east of Ghaggar Phattak. The two streams flow to the Gharo Creek, which is about 4 Km

to the south of the site. A perennial stream flows just ahead of Dhabeji and is a source of irrigation water

for a large farm adjacent to the spring that is the source of the perennial stream. The water from this stream

as well as the Ghaggar Nala is being extensively excavated by water carriers. The spring related Dhabeji

Nala has a large grove of date palm trees and is also site of the shrine of Baba Jumman Shah Bukhari who

is claimed as the companion of six other Bukharis in the Bhambore area.

The seismic hazard, in view of the historical data, has been estimated for the macroenvironment as

"moderate to major". This suggests the "possibility" of earthquakes of intensity V to VII on (MM) scale

and "probability" of those above VII. The seismic risk factor of g/20 must therefore be incorporated in the

design factor for the construction of road structures.

In order to observe the travel trend of the N-5 Section, the section was divided in two sub sections as

shown in figure EX 3. It was observed that around 5,181 vehicles are passing the bridge of Ghaggar

Phattak on a week day from Karachi to Gharo, similarly on the opposite direction the number of vehicles

was observed to be around 5,297 vehicles. It is necessary to be noted that a considerable number of trucks

and trailers turn to right on the connectivity from Ghaggar Phattak to Port Qasim, which can be easily

understood by the counts observed at Gharo from Ghaggar Phattak. This shows these vehicles are also

expected to use the facility but they will remain non-tolled. Moving further on the track the survey result

shows 4,708 vehicles at Gharo which shows a drop of around 470 vehicles in comparison to the counts

observed at Ghaggar Phattak. It was observed the travel pattern of section 1 is higher than the section 2 as

the total number of vehicles left to be around 3,466 at the end of section 2 which is Thatta Bypass. This

pattern of travelling is because of the more adjacent towns present in the section 1 in comparison to section

2.



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EMC Pakistan Pvt. Ltd Executive Summary Page vi of xiii

Figure EX 3: Schematic Diagram for Traffic Trend

Thatta District is very important due to its wetlands, wildlife protected areas and cultural heritage sites.

Environmental studies were undertaken in the Project Area from Sassi Bridge to Makli by-Pass in Thatta

District. There are three important sites near the Project Area which are discussed below:

Ecology of Haleji Lake: It is located at 067 46 E and 24 47 N with 60m elevation from sea level. The lake

is spread in an area 6.58 km2 (1,704h) with level of water about 1-1.5m and maximum depth about 5-6.

The area is silty, muddy and sandy. The Lake is situated at distance of 21km from Thatta and 88m from

Karachi. It is a perennial freshwater lake with associated marshes and adjacent brackish seepage lagoons,

set in stony desert of limestone and sandstone bedrocks. This Lake was a saline lagoon and in late 1930s, it

was converted into reservoir to provide an additional supply to Karachi. It is a homeland to number of

important fauna especially birds. The area is also important for Marsh Harrier, Pallass Fishing Eagle,

Monitor Lizards and Fishes.

Haleji Lake with its surrounding lagoons provides an important wintering and staging site for a number of

water birds, including Coots and Ducks, and it is also a breeding site for many birds like Egrets and

Herons, Cotton Teal (up to 55), Spotbill Duck (upto 60), Purple Moorhen (upto 1,470) and Pheasant-tailed

Jacana (up to 850). Marshes of the area host as roosting sites to some thousand Night Herons.

The Sindh Wildlife Department maintains a Captive Breeding Centre at the lake in which Hog Deer (Axis

porcinusa), Marsh Crocodile (Crocodylus palustris), Smooth-coated Otter (Lutrogale perspicllata),

Mallard (Anas platyrhnchos) and Pea fowl (Pavo cristatus) are kept.

Based on field surveys during the study, 22 mammalian species, 228 species of birds, 32 reptilian species,

2 species of amphibians and 37 species of fishes were recorded (Khan et al. 2012).1

1 Effects of environmental pollution on aquatic vertebrates and inventories of Haleji and Keenjhar lakes: Ramsar sites (Canadian Journal of Pure & applied Sciences Volume 6, no. 1, pp. 1759-1783, Feb 2012) by: M Zaheer Khan, Darakhshan abbas, syed ali Ghalib, Rehana Yasmeen, Saima Siddique, Nazia Mehmood, Afsheen Zehra, Abeda Begum, Tanveer Jabeen, Ghazala Yasmeen, Tahira A Latif; Department of Zoology, Faculty of Science, University of Karachi, Karachi 75270.



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EMC Pakistan Pvt. Ltd Executive Summary Page vii of xiii

Forests: Ghaggar Forest, Dhabeji Forest and Rann Pathani Forest are the three riverine forests falling in

district Thatta; they are all labeled as protected forests in Sindh out of which Dhabeji Forest is located

about 18 to 20 km away from Ghaggar Phattak and do fall in the macroenvironment of the project area of

49.5 km long KTDC. While the rest of the two forests are much further than Dhabeji forest. These forests

consists of dominant vegetations of Prosopis juliflora, prosopis glandulosa and euphorbia caducifolia.

28 plant species belonging to 20 families were identified sampled in the main locations within the project

Area. Typha angustata and Tamarix indica were common while Prosopis juliflora was abundant and quite

widespread.

10 species of mammals, 42 species of birds and 16 species of reptiles, 02 species of amphibians, 10 species

of fishes and 28 species of plants were recorded form the Project Area.

The people in the project area are engaged in low level occupation, with the members of the nuclear family

engaged in farming, raising livestock, excavating rocks and crushing, collecting sand and gravel. Two or

three persons from each village assume the management responsibility and assign different roles to

different members of the family and to the families in other villages, if necessary. The area does not offer

opportunities for employment and the population is primarily employed as cheap unskilled labour force

either in Dhabeji or Gharo. Cultivation is limited here due to scarcity of water. For similar reasons

livestock herding is not an income generating option, and the limited livestock holdings in the settlements

are kept primarily for household use of livestock products. Skilled labour is scarce, and the categories of

skilled laborers are mostly drivers, welders, plumbers and electricians. Government service is relatively

rare.

In compliance to Sindh Environmental Protection Act, 2014 and Sindh Environmental Protection Agency

(Review of Initial Environmental Examination and Environmental Impact Assessment) Regulations, 2014,

a scoping meeting for the proposed KTDC Project was conducted with the following main objectives:

To inform concerned citizens regarding the KTDC Project and its plans for development.

To consult with stakeholders on environmental scope for the EIA Study of the Project.

To identify concerns/suggestions & solicit feedback regarding the environmental assessment study

A detailed Social survey of the project area was conducted by the team to identify and engage stakeholders

residing or working in the project area. The stakeholders along the KTDC route include villagers, local

restaurants, petrol and CNG pumps, small shops and businesses, and various industries. FGDs were held

with various stakeholders at different locations of the project area.



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EMC Pakistan Pvt. Ltd Executive Summary Page viii of xiii

Environmental aspects identified during the consultation meeting and by the screening process were

assessed for their severity and mitigation measures have been proposed on the basis of assessment. The

screening process has through review of literature, primary as well as secondary baseline data, and expert

judgment made assessment of the potential impacts of said activities on the physical, biological, and

socioeconomic environment of the Project. Mitigation measures have been proposed to reduce, minimize

or compensate for the identified potential negative impacts and their adoption has been recommended.

Continuous environmental monitoring will be exercised to ensure that preventive measures are in place to

sustain environmental integrity. Proponent shall be liable to submit the project performance reports to EPA

Sindh on regular basis.

The following basic design standards and policies will be adopted:

(i) American Association of State Highway and Transportation Officials (AASHTO): A Policy on

Geometric Design of Highways and Streets (2004) for Geometric Design;

(ii) Highway Capacity Manual, by the United States Transportation Research Board for the analysis of

roadway capacity;

(iii) AASHTO: Guide for Design of Pavement Structures (1993) & TRL Overseas Road Note 31 (1993)

for the design of pavements; and

(iv) Pakistan Highway Code of Practice for Bridges & ASTM for the analysis & design of structures.

(v) The criteria for all other features will follow the latest design standards and procedures.

The geometric design of the project road will be reviewed with respect to the latest AASHTO

standards. All road signs shall be set out to accord with the Standard Manual for Highway Signs

(National Transport Research Centre, Pakistan) and shall generally conform to the Manual for

Uniform Traffic Control Devices-UK. All the traffic signs shall be designed & place also conforming

to the Highway Safety Ordinance, September 5, 2000.

Informatory, regulatory and warning signs have been proposed to be fixed at required locations for

proper guidance and information for the road users. All road signs shall be set out to accord with the

Standard Manual for Highway Signs (National Transport Research Centre, Pakistan) and shall

conform to the Manual for Uniform Traffic Control Devices.

All road markings shall be formed using CR paint conforming to AASHTO M249-77 or equivalent

international standard and shall be set out to accord with the Standard Manual for Highway Signs

(National Transport Research Centre, Pakistan) & generally meet the requirements of the United

Kingdom Traffic Signs Manual/other approved international standard.



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EMC Pakistan Pvt. Ltd Executive Summary Page ix of xiii

Electrical connections/wiring associated with road signs shall conform to the requirements of United

Kingdom, Institution of Electrical Engineers Wiring Regulations, 15th Edition, or similarly approved

international standard. In addition, the regulations of the Water and Power Development Authority and

the requirements of the Pakistan Electricity Act shall also be adhered to.

Rigid Pavement will be designed based on AASHTO Guide for Design of Pavements, 1993 (using the

software DNPS 86).

The drainage provisions on the highway shall be in accordance with the requirements of AASHTO

Highway Drainage Guidelines 1989.

The structural elements such as piles, pier pilecaps, pier transoms, abutment pilecaps, sidewalls, wing

walls, abutment transoms and approach slab shall be analyzed and designed accordingly as per

applicable ACI Code.

Design of fencing/barriers shall conform to the A Guide to Standardized Highway Barrier Rail

Hardware by AASHTO-AGC-ARTBA [a report prepared and approved by American Association of

State Highway and Transportation Officials (AASHTO), the Associated General Contractors of

America (AGC) and the American Road & Transportation Builders Association (ARTBA).

Overall Design will be carried out following LRFD 2007.

The project would be sited in the Seismic Zone 2A & Zone 2B. The seismic hazard, in view of the

historical data, has been estimated for the macroenvironment as "moderate to major". This suggests the

"possibility" of earthquakes of intensity V to VII on (MM) scale and "probability" of those above VII.

The seismic risk factor of g/20 must therefore be incorporated in the design factor for the construction

of road structures.

The impact of liquefaction would be offset by appropriate mitigation measures by construction of

bored reinforced concrete piles, which provides protection from major earthquake.

Mitigation of land acquisition impacts will be achieved primarily by modifying the route / design of the

project structures to minimize its effects on nearby properties and land uses. The design of alternative

access to affected properties and the management of temporary works and traffic diversion can also reduce

the magnitude of impacts on property and welfare.

Consultation with affected people and other interested parties can assist planners in mitigating the impacts

of land acquisition and resettlement actions, by providing clear and timely information as well as

opportunities for a complete discussion of options, preferences, and likely outcomes. Thus, by taking full

account of the needs of those affected the design of implementation arrangements would be based on more

solid information. Restoration of access, & provision of safe road crossings & interchanges will be

undertaken in consultation with affected business communities.

In the event that displacement is necessary, or that disruptions to livelihoods will occur, a comprehensive

assistance strategy is required. This should go beyond financial compensation to include social and

commercial rehabilitation or replacement.

Adequate budget will be provided in the Project cost for the compensation to the affected people as per

Land Acquisition Act, 1894 for the lost assets and restoration of their livelihoods.



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The land acquisition process will be undertaken as per LAA 1894 which is primary law for land

acquisition in Pakistan. Irrespective of its name the act ibid is provincial Act and each province has made

amendments into the Act as per its requirements however, the objective and essence of the Act is almost

similar throughout the country. The Land Acquisition Act 1894, as amended from time to time, is the

primary law for the purpose of land acquisition in the Province of Sindh. The Act provides for acquisition

of land for public purpose.

The following mitigation measures will be taken to minimize impact on soil and groundwater:

No untreated effluents will be released to the environment

Effluents from the camp offices and the residential camps will be treated in the septic tank before its

disposal. The treated water will be used for tree plantation or will be disposed off.

Size and capacity of sewage system will be in proportion with wastewater discharged from Camp so

as to minimize the chance of overflowing or flooding.

Waste material will be recycled or reused under appropriate contractual restrictions with the waste

management contractors. Sludge from the septic tank will be disposed of through an EPA certified

contractors.

The areas around the construction camps and the construction site will be periodically inspected to

verify that no project related waste is scattered in these area.

On completion of the construction phase the temporary infrastructure will be decommissioned and the

sites restored. This will involve:

Removing the temporary construction camp

Closing all the temporary waste pits

In areas where vegetation was either removed or damaged to establish temporary facilities, a

vegetative cover will be reinstated.

Spills of minor nature that may arise from leaks from vehicles, equipment, or storage containers at

campsites or work areas outside the campsite or oil or fuel stains produced during handling and

transfer operations such that the area and depth of soil contaminated is less than 1 square meter and 0.3

m respectively, will be removed and burnt in the burn pit.

Moderate Spills of about 200 liters of fuel or oil that may arise from transfer or handling operations

will be removed and burnt in the burn pit in small proportions.

Major Spills of oil exceeding 200 liters of oil or fuel that may occur during their transportation to the

camp sites or from failure of the oil containment arrangement at the camp sites will be subjected to

specialized treatment such as incineration or bioremediation.

The following control measures are proposed to mitigate the impact on soil resources:

Spill prevention trays will be provided and used at refueling locations

During on-site maintenance of construction vehicles & equipment, tarpaulin or other impermeable

material will be spread on the ground to prevent contamination of soil.

Regular inspections will be carried out to detect leakages in construction vehicles & equipment.

Fuels, lubricants, and chemicals will be stored in covered banded areas, underlain with impervious

lining.

Appropriate arrangements, including shovels, plastic bags and absorbent materials, will be

available near fuel and oil storage areas.

Contaminated soil will be collected and disposed safely.

Incident record of all moderate and major spills will be maintained. The record will include the

location of spill; estimated quantity; spill material; restoration measures; photographs; description of

any damage to vegetation, water resource, or community asset; and corrective measures taken.

FWO has devised a Traffic Management Plan for work zone based on the following principle:



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EMC Pakistan Pvt. Ltd Executive Summary Page xi of xiii

Make traffic safety an integral element of project

Avoid inhibiting traffic as much as possible

Guide motorist in a clear and positive way

Develop mechanism to perform routine inspection of traffic control elements & traffic operation

Give constant attention to roadside safety

Borrow/open pits and excavation activities may result in land disputes, soil erosion, loss of cropland, loss

of vegetation, landscape degradation, and damage to road embankments.

Necessary permits must be obtained for any borrow pits from the competent authorities;

No excavations would be allowed within a distance of 100 meters of the ROW;

In borrow pits, the depth of the pits would be regulated so that the sides of the excavation will have a

safe slope.

Soil erosion along the borrow pit would be regularly checked to prevent/mitigate impacts on adjacent

lands;

In case borrow pits are filled with water, measures will be taken to remove the water or prevent the

creation of mosquito-breeding sites.

Currently N-5 is working as a two lane two way highway whereas the bridge sections were upgraded to

multi-lane two way highway during past few years. Thus the highway section of Karachi Thatta N-5

during this project will be upgraded to multi-lane two way highway, which will provide a smooth access to

commuters between Karachi and Thatta.

During construction it is necessary to maintain the existing traffic flow by providing alternative measures

for the commuters. Since the existing traffic is considerably low and currently being catered by a two-lane

two way highway, therefore it is assumed that during construction two lanes must remain through to

provide access to the traffic. The construction period for this section of highway is two years, and it was

observed during the traffic study that during these two years the traffic with growth is still not exceeding

the capacity of this two lane two way highway.

The Transport Management Plan will include consideration of the following:

Lane availability and minimization of traffic flows past the works site.

Establishment of acceptable working hours and constraints.

Agreement on the time scale for the works and establishment of traffic flow/delay requirements.

Programming issues including the time of year and available resources.

Acceptability of diversion routes where necessary.

Need for road closures and the necessary orders.

Co-ordination with other planned road and street works.

Establishment of incident management system for duration of the works.

Potential impacts on the air quality during the construction stage are caused by the fugitive dust emissions

and exhaust gases generated by construction equipment in and around the construction site. Dust is a major

component of air pollution, generated mainly from: (i) Site clearance and use of heavy vehicles and

machinery/equipment etc. at construction site; (ii) Procurement & transport of construction materials such

as sand, cement, etc. to the construction site; (iii) Asphalt heating; and (iv) Other gaseous emissions during

construction result from operating of construction vehicles, plant and equipment.



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A wide variety of options exist to control emissions from construction sites. The most effective means of

reducing the dust emission is wet suppression. Watering exposed surfaces and soil with adequate

frequency to keep soil moist at all times can reduce the total dust emission from the project by as much as

75%. This measure alone can bring down the dust level to less than 100 g/m3.

It is important to preserve and protect the natural native plants for its use for the present generation as well

as for the generations to come. Where trees are to be cut, mitigation is required in the form of reinstatement

and compensatory planting. Proposed mitigation measures include the following:

Incorporate technical design to minimize removal of roadside plantations;

Apply flexibility in the decision regarding which side is to be widened;

Plan for compensatory and compulsory plantation for each felled tree: four plants of similar floral

function/type for each plant or tree removed; and

Disallow introduction of exotic species or species with known environmental setbacks (e.g.

Eucalyptus, Prosopis).

Planting in the adjacent area can help to support local flora and fauna. It may provide additional habitat

and migration routes for local animals while also guarding against erosion.

Native species of plants are likely to require little maintenance and may prove beneficial for

maintaining ecosystem integrity.

Public awareness of the construction activities will be provided using signage, which will indicate that

construction is in progress. These signs will be placed at appropriate intervals along the roadway. The

construction area will be fenced to help prevent unauthorized access by members of the public.

The contractors will be required to have a medical clinic on site within the construction camps, staffed with

a professional doctor and other qualified medical workers. They will carry out regular health checks among

the construction workers and monitor the trends of any epidemic or health diseases among the workers,

particularly HIV/AIDS.

The contractors will be mandated to implement necessary environmental control measures at the

construction sites, including dust control and public safety measures.

Mitigation will be assured by a program of environmental monitoring conducted to ensure that all

measures are provided as intended, and to determine whether the environment is protected as envisaged.

This will include observations on and off site, document checks, and interviews with workers and

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

Social issue will be given due priority and will be resolved at preconstruction stage of project in

consultation with all stakeholders.

The nature of Highway design, its Siting, adoption of adequate measures to minimize waste and control

pollution during construction as well as operation stages of the project will have insignificant residual

impact on the microenvironment and macroenvironment or on Precious ecology.

Construction of KTDC and operation of vehicular traffic afterwards is not expected to have significant

impact on the aesthetics of the microenvironment and macroenvironment. The impact, if identified, will be

mitigated through careful planning, suitable landscaping and adopting appropriate mitigation measures,

besides providing a monitoring and contingency plan.

Construction of KTDC will, on adoption of the suggested mitigation measures, be an environmentally

acceptable proposition. Furthermore the Project will achieve the prime objectives of sustainable



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EMC Pakistan Pvt. Ltd Executive Summary Page xiii of xiii

development in facilitating safe, secure and speedy travel throughout the 49.5 Kms route, besides

upgrading & modernizing the infrastructure facilities by recognizing & removing the existing deficiencies.

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

impacts of the project are successfully mitigated. The Implementing Agency (FWO) shall ensure that:

All mitigation, compensation & enhancement measures proposed in this EIA report are implemented

in full, as described in the document;

The Environmental Management and Monitoring Plan is implemented in letter and spirit.

Environmental Impact Assessment (EIA) Karachi Thatta Dual Carriageway Project

Final Report

EMC Pakistan Pvt. Ltd Table of Contents Page 1 of 6

TABLE OF CONTENTS

Chapter 1 Introduction 1 of 11

1.1 Overview of the Project 1 of 11

1.1.1 Project Location & Salient Features 1 of 11

1.1.2 Scope of the Project 4 of 11

1.1.3 Profile of the Proponent 4 of 11

1.2 Environmental Impact Assessment 5 of 11

1.2.1 Objectives of EIA 5 of 11

1.2.2 Categorization of the Project 5 of 11

1.2.3 Methodology Adopted for EIA 7 of 11

1.2.3.1 Scoping 7 of 11

1.2.3.2 Review of Legislation and Guidelines 8 of 11

1.2.3.3 Baseline Data Collection 8 of 11

1.2.3.4 Identification of Aspects 9 of 11

1.2.3.5 Impact Assessment & EMP 9 of 11

1.2.3.6 Documentation & Review 10 of 11

1.2.4 Organization of the EIA Report 10 of 11

1.3 EIA Study Team 11 of 11

Chapter 2 Policy, Legal & Administrative Framework 1 of 20

2.1 Policy Framework 1 of 20

2.2 Statutory Framework 3 of 20

2.3 Sindh Environmental Protection Act, 2014 3 of 20

2.4 Sindh EPA (Review of IEE and EIA) Regulations 2014 5 of 20

2.5 Pakistan Environmental Assessment Procedures 5 of 20

2.6 Sindh & National Environmental Quality Standards 9 of 20

2.7 The Forest Act, 1927 13 of 20

2.8 Cutting of Trees (Prohibition) Act, 1975 and The Protection of Trees and Bush wood Act, 1949 13 of 20

2.9 Sindh wildlife Protection Ordinance, 1972 13 of 20

2.10 Sindh Public Private Partnership (Amendment) Act, 2014 14 of 20

2.11 Biodiversity Action Plan 14 of 20

2.12 Archaeological Relics 14 of 20

2.13 The Land Acquisition Act, 1894 17 of 20

2.14 Employment of Child Act, 1991 19 of 20

2.15 ILO Conventions 19 of 20

2.16 IFC General EHS Guidelines 19 of 20

Chapter 3 Description of Project 1 of 53

3.1 Project Background 1 of 53

3.2 Alternatives 1 of 53

3.2.1 No Project Option 1 of 53

3.2.2 Alternate Transport Modes 1 of 53

3.2.3 Improvement of the existing Carriageway 1 of 53

3.3 Scope of Works 2 of 53

3.3.1 Detailed Design of Project 2 of 53

3.4 Engineering Design Methodology & Inspection Program of Infrastructure 5 of 53


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3.4.1 Highways 5 of 53

3.4.2 Design Methodology 6 of 53

3.3.2.1 Existing Road Geometrics 6 of 53

3.3.2.2 Vertical Alignment 7 of 53

3.3.2.3 Typical Cross-Sections 7 of 53

3.4.3 Structures 7 of 53

3.4.4 Field Survey 8 of 53

3.4.5 Evaluation 9 of 53

3.4.6 Classification 9 of 53

3.4.7 Design Criteria 9 of 53

3.4.8 Materials 9 of 53

3.4.9 Structural Analysis 10 of 53

3.4.10 Design Methodology 10 of 53

3.3.11.1 Bridge Superstructure 10 of 53

3.3.11.2 Bridge Substructure 11 of 53

3.3.11.3 Culverts 13 of 53

3.3.11.4 River Drainage 14 of 53

3.3.11.5 Highway & Traffic Safety 14 of 53

3.3.11.6 Building Design 14 of 53

3.3.11.7 Road Side Lighting Design 15 of 53

3.3.11.8 Planning and Design of Toll Collection Areas 15 of 53

3.3.11.9 Layout of Project Construction Facilities 15 of 53

3.3.11.10 Signage 16 of 53

3.4.11 Infrastructure Inspection Program 17 of 53

3.3.12.1 General 17 of 53

3.3.12.2 Routine Inspection 19 of 53

3.3.12.3 General Inspection 19 of 53

3.3.12.4 Main Impression of the Structure 20 of 53

3.3.12.5 Special Investigation 21 of 53

3.4.12 Hydrology 21 of 53

3.3.13.1 Field Survey 21 of 53

3.3.13.2 Meteorological Data 21 of 53

3.3.13.3 Flood Records 21 of 53

3.3.13.4 KW&SB Water Canals 21 of 53

3.3.13.5 Catchments 22 of 53

3.3.13.6 Site Plans 22 of 53

3.3.13.7 Field Review 22 of 53

3.3.13.8 Evaluation 22 of 53

3.3.13.9 Embankment Height 22 of 53

3.3.13.10 Protection Works 22 of 53

3.3.13.11 Roadside Drainage 23 of 53

3.3.13.12 Soils and Materials 23 of 53

3.3.13.13 Field Works 23 of 53

3.4.13 Pavements 24 of 53

3.3.14.1 Overlay Thickness 24 of 53

3.3.14.2 New Pavements 24 of 53

3.3.14.3 Alternative Pavements 24 of 53

3.5 Project Management 25 of 53

3.5.1 Site Organization 25 of 53


Final Report


3.5.2 Site Staff 25 of 53

3.5.3 Work Break down Structure 25 of 53

3.5.4 Project Monitoring and Evaluation 26 of 53

3.5.5 Information Management System (IMS) 26 of 53

3.5.6 Quality Control Program 26 of 53

3.5.7 Project Meetings 27 of 53

3.5.8 Provision of Health and Safety Plan 27 of 53

3.6 Site Mobilization & Preliminaries 27 of 53

3.6.1 Strategies for Early Commencement of Work 27 of 53

3.6.2 Identification of Source for Suitable Construction Materials 28 of 53

3.5.2.1 Roadway Investigations 28 of 53

3.5.2.2 Classification and CBR Results of soils in existing carriageway and Additional carriageway alignment 28 of 53

3.5.2.3 Borrow and Construction Materials 28 of 53

3.7 Cement / Asphalt Concrete Mix Design 34 of 53

3.7.1 Cement Concrete Mix Design 34 of 53

3.7.2 Job mix Formula for Asphalt concrete 34 of 53

3.8 Establishment of Site facilities 34 of 53

3.9 Construction Problems and Measures to Overcome 37 of 53

3.9.1 Shifting of Utilities and removal of Encroachments 37 of 53

3.10 Execution of Works 38 of 53

3.10.1 Earthworks 38 of 53

3.9.1.1 Clearing and Grubbing 38 of 53

3.9.1.2 Compaction of Natural Ground 38 of 53

3.9.1.3 Disposing of Unsuitable Soil 38 of 53

3.9.1.4 Formation of Embankment 38 of 53

3.9.1.5 Formation of Sub grade over Embankment 39 of 53

3.10.2 Sub-base and Base Courses 39 of 53

3.9.2.1 Granular Sub-base over Sub grade 39 of 53

3.9.2.2 Aggregate Base Course over Sub-base 39 of 53

3.10.3 Asphaltic Base Course and Asphaltic Wearing Surface 40 of 53

3.9.3.1 Job Mix Formula 40 of 53

3.9.3.2 Bituminous Prime Coat 40 of 53

3.9.3.3 Asphaltic Base Course (First layer) 41 of 53

3.9.3.4 Bituminous Tack Coat for Asphaltic Base Course (Second Layer) 42 of 53

3.9.3.5 Asphaltic Base Course (Second Layer) 42 of 53

3.9.3.6 Removal of Existing Asphaltic Wearing Course 43 of 53

3.9.3.7 Asphaltic Wearing Course 43 of 53

3.10.4 Method of Statement for Construction of Structures 43 of 53

3.9.3.8 Bridge structures 44 of 53

3.9.4.1.1 Type of Foundation 44 of 53

3.10.5 Earth Moving Equipment 45 of 53

3.10.6 Job Safety Analysis 45 of 53

3.9.6.1 Piers and Transoms 48 of 53

3.9.6.2 Pre-stressed Concrete girders 48 of 53

3.9.6.3 Concrete for Culverts and other Structures 50 of 53

3.10.7 Substantial Completion of Project for Operation 50 of 53

3.10.8 Final Inspection 50 of 53

3.10.9 As-Built Documents 50 of 53


Final Report


Chapter 4 Environmental and Social Baseline 1 of 49

4.1 The Physical Environment 1 of 49

4.1.1 Ambient Air Quality 1 of 49

4.1.2 Ambient Noise Quality 5 of 49

4.1.3 Climate & Meteorology 9 of 49

4.1.4 Recent Trend in Monsoon Pattern 12 of 49

4.1.5 Storms 15 of 49

4.1.6 Tsunamis 16 of 49

4.1.7 Water Resources 16 of 49

4.1.8 Geology & Topography 21 of 49

4.1.9 Seismicity 23 of 49

4.1.10 Existing & Future Traffic Profile of KTDC 27 of 49

4.2 Ecological Baseline 30 of 49

4.2.1 Flora 30 of 49

4.2.2 Fauna 36 of 49

4.2.3 Results 36 of 49

4.2.4 Threats 38 of 49

4.2.5 Threatened Species 39 of 49

4.2.6 Protected Areas 39 of 49

4.3 Status of Socio-Economic Environment 40 of 49

4.3.1 Economy 41 of 49

4.3.2 Infrastructure Facilities 43 of 49

4.3.3 Socio-economic Status of the Microenvironment 46 of 49

4.3.4 Archaeological and Historical Record 49 of 49

Chapter 5 Stakeholder Consultation 1 of 9

5.1 General 1 of 9

5.2 Identification of Stakeholders 1 of 9

5.3 Approach and Methodology 2 of 9

5.3.1 Scoping Meeting 2 of 9

5.3.2 Focus Group Discussions (FGDs) 7 of 9

Chapter 6 Screening of Potential Environmental & Social Impacts and Mitigation Measures 1 of 35

6.1 Screening of Environmental Aspects at Designing Stage 3 of 35

6.1.1 Topography 4 of 35

6.1.2 Change of Land Use 4 of 35

6.1.3 Land Acquisition and relocation of Utilities 4 of 35

6.1.4 Cross Drainage and Ancillary Structures 9 of 35

6.1.5 Labor Camps and Construction Base yard 10 of 35

6.1.6 Traffic diversion 11 of 35

6.2 Screening of Environmental Aspects at Construction Stage 19 of 35

6.2.1 Soil Erosion 19 of 35

6.2.2 Borrow/Open Pits 19 of 35

6.2.3 Impact on Air Quality 19 of 35

6.2.4 Noise and Vibration 21 of 35

6.2.5 Impact on Water Resources 24 of 35


Final Report


6.2.6 Solid Waste 25 of 35

6.2.7 Impacts on Ecology 28 of 35

6.2.8 Social Impacts 29 of 35

6.2.9 Impacts Archaeological & Cultural Sites 30 of 35

6.2.10 Employment Conflicts 31 of 35

6.2.11 Public Health and Safety 31 of 35

6.2.12 Natural and Manmade Hazards 32 of 35

6.3 Screening of Environmental Aspects at Operation Stage 32 of 35

6.3.1 Air Quality 32 of 35

6.3.2 Noise 32 of 35

6.3.3 Impacts on Water Resources 33 of 35

6.3.4 Impacts on Soil/land 33 of 35

6.3.5 Biological Environment 33 of 35

6.3.6 Traffic Conditions 34 of 35

6.3.7 Socioeconomic benefits 35 of 35

Chapter 7 Environmental Management Plan 1 of 39

7.1 General 1 of 39

7.2 Project Management Approach 1 of 39

7.3 Functions and Responsibilities 2 of 39

7.4 Key Environmental and Social Components 4 of 39

7.5 Environmental Management System EMS 4 of 39

7.5.1 Functions of Environmental Management System 5 of 39

7.6 Specific Implementation Responsibilities 6 of 39

7.6.1 Design Phase/ Pre-Construction Phase 6 of 39

7.6.2 Construction Phase 6 of 39

7.6.3 Operation Phase 6 of 39

7.7 Environmental Management Programme 6 of 39

7.8 Training, Awareness and Competence 7 of 39

7.8.2 Objectives of Training Programme 7 of 39

7.8.3 Roles and Responsibilities 7 of 39

7.8.4 Training log 7 of 39

7.8.5 Training Needs Assessment 7 of 39

7.8.6 Training Material 8 of 39

7.9 Communication 9 of 39

7.10 EMP Documentation 9 of 39

7.10.2 Meetings and Reports 10 of 39

7.10.3 Social Complaints Register 11 of 39

7.10.4 Change Record Register 11 of 39

7.10.5 Photographic Record 11 of 39

7.10.6 Audit Reports 11 of 39

7.11 Change of Management Plan 11 of 39

7.11.2 Changes to the EMP 11 of 39

7.11.3 Changes to the Operation 12 of 39

7.12 Operational Control 12 of 39

7.13 Environmental Management Procedures 12 of 39

7.13.2 Measures to Improve Environmental Awareness 12 of 39

7.13.3 Specific process to meet environmental requirements 13 of 39

7.13.4 Water Quality Management 13 of 39


Final Report


7.13.5 Refuse management 13 of 39

7.13.6 Water Management Plan 14 of 39

7.13.7 Wastewater Management 14 of 39

7.13.8 Materials Management Plan 15 of 39

7.13.9 Workers Health and Safety 16 of 39

7.13.10 Emergency Preparedness and Response 16 of 39

7.13.11 Grievance Redressal Mechanism 17 of 39

7.14 Description of Mitigation Measures 17 of 39

7.14.2 Site-specific mitigation measures 17 of 39

7.13.1.1 Soil 17 of 39

7.13.1.2 Surface and Ground Water 21 of 39

7.13.1.3 Air Quality 25 of 39

7.13.1.4 Noise 25 of 39

7.13.1.5 Impacts on Cultural Environment 26 of 39

7.13.1.6 Flora, Fauna and Visual Impacts 27 of 39

7.13.1.7 Construction Camps 28 of 39

7.15 Environmental Management Plan 30 of 39

7.16 Environmental Monitoring Plan 36 of 39

7.16.2 Monitoring Parameters 36 of 39

7.17 Environmental Mitigation Cost 38 of 39

7.18 Environmental Technical Assistance and Training Plan 38 of 39

Chapter 8 Conclusion and Recommendations 1 of 1

ANNEXURES

Annex I : KTDC Land Plans

Annex II : Utilities Layout Plans

Annex III : Traffic Study


Final Report

EMC Pakistan Pvt. Ltd Chapter 1: Introduction Page 1 of 11

Chapter 1 Introduction

Presented in this report are the findings of the Environmental Impact Assessment (EIA) study carried

out by EMC Pakistan Pvt. Ltd (EIA Consultant) for proposed Karachi Thatta Dual Carriageway

(KTDC) (The Project). The Project is being undertaken by Frontier Works Organization (FWO)

(Project Proponent) under a concession (PPP) agreement. The Concession (PPP) Agreement was signed

on 7th May 2015 between the Works & Services Department, GoS and the Frontier Works Organization

(FWO) at the Chief Minister's House, Karachi. The Contract term is for 27 years including 02 years of

design and construction; thereafter the Private Partner will retain ownership of the right-of-way and the

structures designed and built by it for the term of the concession. The Project related assets shall be

handed over to GoS at the end of the contract period. Project is to be financed by 70:30 Debt to Equity

ratio, whereby the Government of Sindh (GoS) will inject the minority equity of 14% whilst Developers

Equity will be 16%. The construction activity will start from March 2016 and the commercial operations

are expected to commence in the mid of 2017.

1.1 Overview of the Project

1.1.1 Project Location & Salient Features

The Project involves construction of a 49.5 km long two lane dual road between Ghaggar Phattak

through National Highway to the start of Thatta bypass/toll plaza. The proposed route/ROW (Project

Microenvironment) passes through the rural, sub-urban and industrial areas along the section starting

from the Textile Institute of Pakistan at Ghaggar Phattak in District Malir and further moving along

Dhabeji, Gharo and Gujjo up to Thatta bypass in District Thatta as shown in figure 1.1. The project

scope includes construction of additional carriageway with wide median between existing and additional

carriageways, improvement and rehabilitation of existing highway with new bridges and culverts. The

main objectives of the Project are to provide new corridor for the development of area, promotion of

business activity in the area, enhancement of operational (Traffic) efficiency due to improved traffic

conditions, improve safety and reliability for commuters and reduce travel time. The improved access

envisaged would serve thousands of commuters living along the Karachi Thatta route and those who

are already using this facility up to Thatta and/or beyond. It is also expected that the improved facility

would help open up these areas for creation of soft infrastructure such as better services for schools and

health centres as these areas would become easy reach through development of this plan.

The project team has ambitiously planned believing in quality assurance at all stages of the project cycle

planning, design, construction and operations & maintenance, to complete the construction in 24

months by anticipating the design work and mobilization of major equipment & management staff

(before commencement date), ensuring efficient materials procurement and carrying out independent

parallel activities of construction wherever possible - especially in the construction of embankment,

interchanges and other major structures. In planning and design due priority has been given to mitigate

risks and minimize impacts through innovativeness/improvisation and pre-empting any delaying

circumstances through constant monitoring of progress against the schedule for each activity.


Draft Final Report


Figure 1.1: Karachi Thatta Improvement Section ROW of KTDC


Final Report


Figure 1.2: View of KTDC Project Corridor

The salient features of the KTDC Project are provided in the Table 1.1:

Table 1.1: Salient Features of Project

Item Description

Project Name Karachi Thatta Dual Carriageway [KTDC]

Infrastructure Type Road Network including Bridges, Culverts ,

Toll Plazas, Pedestrian Bridges

Length 49.5 km (As per topographic survey)

No. of Lanes Main Carriageway (2+2 Lanes)

Right of Way Variable

Bridges 17x2, (Both Sides)

Total Interchanges Nil

Drainage Culverts 59

Retaining walls where required

Design speed Rural Section (100km/h)

Urban Areas (60Km/h)


Final Report


1.1.2 Scope of the Project

The detailed scope of work comprises Designing, Financing, Construction & Operation and

Maintenance of Project Facilities. The work scope of Project Facilities include contents below:

Table 1.2: Detailed Scope of Project

S.# Description Sort Scope of works required

1 Project road

Main Road 49.5 Km and 4-Lane dual carriageway including bridges and

culverts.

Service road 3.65m width are to be provided on both sides of the main

carriageway in urban areas

2 Interchange No Interchanges

3 Structure

Bridges 34 bridges

Drainage Culverts 59 culverts

Utility Culverts &

Pipes Utility Culverts shall be provided by GOS/Utility Companies.

Retaining walls As per site conditions

4 Drainage Storm water drainage system, Sub-surface drainage and

Properly designed drainage of surface runoff

5 Traffic signs Temporary & Permanent Traffic and Construction signs

6 Road marking Thermoplastic road markings for lane marking, edge strips,

stripes and curbs

7 Traffic safety

measures

About 3 meters wide raised median is provided between both

carriageways with edge curbs

8 Road

Illuminations

Illumination with suitable high mast pole to be provided in urban

areas

9 Landscaping

Operational

Facilities To be provided

Service Areas No need due to closely spaced urban areas

Maintenance Yards To be provided

Signs and Markings Internal signs and markings should be provided

1.1.3 Profile of the Proponent

Frontier Works Organization (FWO) was established on 31 October 1966 to wrought a miracle and

carve out a modern highway, the Karakoram Highway, across crags and crevices of the highest

mountain ranges of the world. It was towards the completion stage of KKH that the Government

analyzed the tremendous potential of FWO in carrying out civil engineering projects in difficult and

inhospitable areas and decided not only to keep FWO in existence, but also to expand its tentacles

throughout the country.

For the last 48 years FWO has left its imprints, bringing prosperity to utterly backward and forgotten

areas from the sun burnt plateaus of Baluchistan to lush green dales of Swat and Chitral and from the

deserts of Sindh to snowcapped Siachin. Over these years FWO has worked in diversified fields to

include development of communication infrastructure like construction of roads, railway lines and

airfields; irrigation like construction of dams, canals and barrages; power projects like thermal and

hydal; tunneling and mining; telecommunication; construction of residential and industrial infrastructure

and proved its unmatched qualitative and quantitative capabilities.


Final Report


In 1991, FWO was called upon to participate in the reconstruction phase of Kuwait, after the Gulf war,

and given to clear 3000 square kilometers of highly mined area, littered with large quantity of

ammunition left behind by the withdrawing Iraqi Army. FWO cleared the area in a record time of just 16

months, ahead of others construction forms of USA, UK, France, Egypt and Bangladesh. Similarly, in

2006, FWO constructed a road from Torkham to Jalalabad in the most hostile and difficulty security

environment.

With professionally qualified and competent staff, efficient work force, flexible organization and a large

pool of modern construction equipment and machinery FWO is capable of undertaking any construction

assignment at short notice anywhere in Pakistan or abroad. FWO, motto Striving for Excellence amply

speaks of the continued efforts to deliver the best.

1.2 Environmental Impact Assessment

1.2.1 Objectives of EIA

The objective of EIA is to foresee the potential environmental and social problems that would arise out

of the proposed development activity and address them in the planning and design stage of the project.

Following are some of the main objectives of this EIA study:

To determine and document the state of the environment of the project area to establish a baseline in

order to assess the impact of implementation of the proposed project;

To collect and assess existing environmental & social profile of entire project area and incorporate it

in report for future use by client;

To identify all environmental sensitivities including flora, wildlife and avifauna of the project area,

if there is any;

To identify national heritage sites, archaeological sites and ecologically important areas in the

project zone of influence;

To identify and assess all the major and minor environmental & socio-economic aspects and

impacts due to construction and operation of the specifically in the project microenvironment and

generally on its surrounding in accordance with national and international environmental

legislations and guidelines;

To provide assistance to the proponent for planning, designing and implementing the project in a

way that would eliminate or minimize the negative impact on the biophysical & socio-economic

environment and maximizing the benefits to all parties in the most cost effective manner;

To provide opportunity to the public for understanding the project and its impact on the community

and their environment in the context of sustainable development;

To develop a detailed Environmental Management Plan - EMP for the sustainable implementation

mechanism of mitigation measures identified during the study along with monitoring plan.

1.2.2 Categorization of the Project

According to the Sindh EPA (Review of EIA/IEE) Regulations 2014, a proponent of a project falling in

any category listed in Schedule II of regulations shall file an Environmental Impact Assessment (EIA)

with the Sindh Environmental Protection Agency, since the listed projects are generally major projects

and have the potential to affect a large number of people.

Federal or Provincial Highways or Major Roads (including rehabilitation or rebuilding or

reconstruction of existing roads) are placed in Schedule II thus requiring an EIA. Accordingly, a


Final Report


detailed Environmental Impact Assessment (EIA) study has been conducted for proposed KTDC project

and report was submitted to SEPA for review and approval.

Figure 1.3: EIA/IEE Process in Sindh

Source: EIA Study Team


Final Report


1.2.3 Methodology Adopted for EIA

This environmental impact assessment was conducted in the following manner:

Figure 1.4: EIA Methodology


1.2.3.1 Scoping

A scoping exercise was undertaken to identify the potential issues that are to be considered in the

environmental impact assessment. The scoping exercise included the following tasks:

Data Compilation: A generic description of the proposed activities relevant to this environmental

assessment was compiled with the help of the Project proponent.

Review of Published literature: All available published and unpublished information pertaining to

the micro and macro environment of the study area was obtained and reviewed. It included the

earlier studies conducted in the study area, environmental & social baseline and impact assessment

studies conducted by different consultants in past. Secondary data was very helpful in understanding

the issues that were identified by other consultants.

Review of applicable Legislation: Information on relevant legislation, regulations, guidelines, and

standards was reviewed and compiled.

Identification of potential impacts: The information collected in the above procedures was

reviewed and potential environmental issues identified.

Initial site visit: An initial site visit was conducted to get an overview of site conditions and the

surrounding areas.

Stakeholder consultation: A stakeholder consultation was undertaken to document the concerns of

the local community and other stakeholders, and to identify issues that may require additional

assessment in order to address these concerns. Stakeholder consultation was conducted during the

survey with following objectives:

To inform the Stakeholders, Communities and Project Affected Persons about the project

To gather feedback from primary and secondary stakeholders on proposed project

To identify relevant potential issues, including the socioeconomic impact of the project, and

corresponding mitigation measures.


Final Report


During the stakeholder consultation process for the project, following key considerations were focused:

Identification of PAPs in perspective of ROW of the Project

Identification of required land to be acquired for the Project and its location identification on the

project map.

Identification of the affected structures, landmarks, facilities, vegetative cover, etc. removed to be

marked on the project map.

1.2.3.2 Review of Legislation and Guidelines

National legislations, international agreements, environmental guidelines, and best industry practices

were reviewed to set environmental standards that FWO will be required to follow during different

stages of the project. Sindh Environmental Protection Act 2014, Sindh EIA/IEE Regulations 2014 and

Sectoral Guidelines for EIA of Major Roads were the basic guiding documents used during the study.

1.2.3.3 Baseline Data Collection

Detailed environmental baseline surveys were conducted to collect primary data on the Project Area to

help identify sensitive receptors. The primary data were examined and compared with secondary data

available from earlier environmental studies in the region. The scope of survey included collection of

information on following key aspects:

(1) To confirm baseline data including Biophysical of the Project Area including the following items

with their seasonal variability:

Climate and Rainfall

Air Quality

Noise Quality

Topography

Soil

Geomorphology

Geology

Hydrology

Vegetation

Agriculture

Livestock

Fauna

(2) To confirm baseline data including Socio Economic Environment of the Project Area including the

following items with their seasonal variability

Administrative Division

Demography and Settlement

Socio-Economic Activities

Land use and National Resources Management in the Project area

Existing Infrastructure and Social Services

Current Resettlement Issues


Final Report


Figure 1.5: Baseline survey for field data collection


(3) Preliminary Groundwork Investigations: To carry out preliminary groundwork investigations for

having an over view of the project area, existing infrastructure socio-economic activities. Interview

and/or stakeholder meeting will be conducted to confirm the followings:

Use of land along the ROW

Type of infrastructures that would be affected

Ecological conditions

Type of crops grown

Type of socio-economic activities

(4) PAP: Based on 3) above, identification of following:

Identification of ROW for the Project

Identification of required land to be acquired for the Project with identification of its location on

the map.

Identification of PAPs with identification of individuals to be shown its location on the map

Identification of the affected structures and trees, etc. to be shown its location on the map

1.2.3.4 Identification of Aspects

Identification of environmental aspects and their significance is fundamentally important for

determination of severity of incidence of impacts at different stages of the project. This step is aimed at

obtaining an inventory of the aspects. The aspects identified during this step cover all activities during

construction, installation and operation, in order to determine those which have or can have significant

impact on the environment.

1.2.3.5 Impact Assessment & EMP

Environmental experts at EMC analyzed and assessed the anticipated impacts that are likely to arise due

to the identified aspects. Each of the potential impacts identified during the scoping session was

evaluated using the environmental, socioeconomic, and project information collected. Air quality

Modeling was undertaken to forecast the impact of gaseous emissions. In general, the impact assessment

discussion covers the following aspects:

Present baseline conditions


Final Report


Potential change in environmental parameters likely to be affected by Project related activities

Prediction of potential impacts

Evaluation of the likelihood and significance of potential impacts

Defining of mitigation measures to reduce impacts to as low as practicable

Prediction of any residual impacts, including all long- and short-term, direct and indirect, and

beneficial and adverse impacts

Monitoring of residual impacts.

An environmental management plan (EMP) was developed to oversee the environmental performance

of the project and adoption of proposed mitigation measures. A monitoring plan has also been

incorporated in the EMP to monitor impact of all activities and performance of mitigation measures and

to identify the residual impact if any, and also the positive/negative changes in the physical, and

socioeconomic environment.

1.2.3.6 Documentation & Review

This is the final step of the EIA study. The data generated during and for the study are compiled and

examined by experts of the respective field. Sections of this report were prepared as the study

progressed, by EMC office staff in consultation with experts. The report was finally reviewed by Team

Leader, who analyzed the information, assessed the potential environmental impacts in the light of

national and international guidelines, examined the alternatives in the light of observations on the field

as well as meetings with the stakeholders, before organizing the Report in the present form.

1.2.4 Organization of the EIA Report

Chapter 2 (Policy, Legal & Administrative Framework) briefly discusses existing Provincial / National

Policy and resulting legislation for sustainable development and environmental protection, and then

presents the legislative requirements that need to be followed while conducting the EIA.

Chapter 3 (Project Description) describes the Technical details of the proposed project

Chapter 4 (Environmental & Social Baseline) documents in detail the existing physical, biological, and

socioeconomic conditions at the microenvironment and macroenvironment of the Project.

Chapter 5 (Consultation and Information Disclosure) presents the objectives and outcomes of the public

stakeholder consultation that was conducted during the present study.

Chapter 6 (Screening of Potential Environmental Impacts & Proposed Mitigation Measures). It also

presents an assessment of the Potential Environmental Impacts on the physical, biological, and

socioeconomic environment, besides the measures required to mitigate the negative impacts.

Chapter 7 (Environmental Management & Monitoring Plan) presents the measures proposed for

implementation of the environmental mitigation measures, and

Chapter 8 (Conclusion & Recommendations) presents the findings, conclusions and recommendations

of this EIA Study


Final Report


1.3 EIA Study Team

EMC Pakistan Pvt. Ltd has been commissioned by Frontier Works Organization (FWO) to conduct the

Environmental Impact Assessment study of proposed KTDC Project for local regulatory approval from

the Environmental Protection Agency of Sindh Province, & to meet the requirements of the specified

reference framework as follow:

Applicable national laws and regulations in Pakistan;

Sindh Environmental Protection Act, 2014;

Sindh Environmental Protection Agency (SEPA) Review of IEE/EIA regulations 2014;

Sectoral guidelines for Environmental Reports Major Roads;

Other applicable laws, regulations and guidelines for environmental & social safeguard.

Accordingly, EMC Pakistan formulated the following team of officials and experts for conducting the

EIA study and preparing the report:

Table 1.3: EIA Study Team

Sr. Name of Expert Position in EIA Team

1 Mr. Syed Nadeem Arif Project Director / Team Leader

2 Mr. Saquib Ejaz Hussain Project Manager / Deputy Team Leader

3 Dr. Mirza Arshad Ali Beg Senior Environmentalist

4 Dr. M. Mansha Air Quality Expert

5 Dr. Syed Ali Ghalib Ecologist

6 Mr. Agha Saood Environmental Scientist

7 Mr. Shahzad H. Rizvi Sociologist

8 Mr. Sultan Mehmood Zaman Soil Scientist

9 Mr. Ashar H. Lodi Senior Traffic Engineer

10 Dr. S.M. Shahid Alam Senior Structural Engineer


Final Report

EMC Pakistan Pvt. Ltd Chapter 2: Policy, Legal and Administrative Framework Page 1 of 20

Chapter 2 Policy, Legal & Administrative Framework

Presented in this section are the Policy, Legal and Administrative Framework of Project in the context of

sustainable development. All legal provisions relevant to environmental protection applicable to the

planning, construction and operation were identified under the scope of the EIA. The proponent has to

be well aware of these requirements and comply with the provisions as applicable and necessary.

2.1 Policy Framework

The Pakistan National Conservation Strategy (NCS), which was approved by the Federal Cabinet in

March 1992, is the principal policy document for environmental issues in the country. The NCS

signifies the countrys primary approach towards encouraging sustainable development, conserving

natural resources, and improving efficiency in the use and management of resources. The NCS has 68

specific programs in 14 core areas in which policy intervention is considered crucial for the preservation

of Pakistans natural and physical environment. The core areas that are relevant to the proposed project

are biodiversity conservation, restoration of rangelands, pollution prevention and abatement, and the

preservation of cultural heritage.

Pakistan is a signatory to the Convention on Biological Diversity, and is thereby obligated to develop a

national strategy for the conservation of biodiversity. The Government of Pakistan constituted a

Biodiversity Working Group, under the auspices of the Ministry of Environment, to develop a

Biodiversity Action Plan for the country, which was completed after an extensive consultative exercise.

The plan, which has been designed to complement the NCS and the proposed provincial conservation

strategies, identifies the causes of biodiversity loss in Pakistan and suggests a series of proposals for

action to conserve biodiversity in the country. The Pakistan Environmental Protection Council (PEPC)

has approved the action plan and steering committees at the federal and provincial levels have been

formed to implement it.

Mid-term Review of NCS: Key Findings: An overview of the key environmental issues facing Pakistan

is as follows:

Per capita water availability in Pakistan has been decreasing at an alarming rate. In 1951, the per

capita availability was 5300 cubic meter which has now decreased to 1105 cubic meter just touching

water scarcity level of 1000 cubic meter.

Almost all fresh water resources are severely polluted due to discharge of untreated industrial and

municipal wastes. Pollution of coastal waters due to waste discharges and oil spills coupled with

reduced freshwater flows is resulting in declining fish yields.

About 55 percent of population has access to a relatively safe drinking water source. Potable water

quality, assessed against WHO standards, fails to meet all the specified criteria, confirming evidence

of extremely high pollutant loads.

Approximately 35 percent of population has access to adequate sanitation facilities.

Air pollution is on the rise, especially in urban areas. Recent surveys conducted by Pakistan

Environmental Protection Agency revealed presence of very high levels of suspended particulate

matter (about 6 times higher than the World Health Organization's guidelines). 'Smog' also seriously

affects almost entire Punjab during December and January every year.

Noise pollution has become a serious issue in major urban centers.


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Of about 54,850 tons of solid waste generated daily in urban areas, less than 60 per cent is collected.

No city in Pakistan has proper waste collection and disposal system for municipal, hazardous or

healthcare wastes.

The deforestation rate has been estimated at 0.2-0.5 percent per annum. Forest cover, which was 4.8

percent of total land area in 1992, could hardly be increased substantially despite all efforts.

Degradation and encroachment of natural forests, rangelands and freshwater and marine ecosystems

are resulting in loss of biodiversity. At least four mammal species, including tiger, swamp deer, lion

and Indian one-horned rhinoceros, are known to have become extinct from Pakistan while at least

10 ecosystems of particular value for the species richness and uniqueness of their floral and faunal

communities are considered to be critically threatened.

Desertification affects over 43 million hectares of land annually.

Pakistan is a highly energy in-efficient country. It uses approximately same amount of energy to

generate 1 dollar of GNP as the USA.

The situation just mentioned is the result of a number of constraining factors including high population

growth rate, prevailing poverty, unplanned urban and industrial expansion, insufficient emphasis on

environmental protection in the government policies, lack of public awareness and education and above

all the ailing economy which has caused deficiencies in institutional capacity and resources for effective

environmental management.

The mid-term review of the NCS led the Government of Pakistan (GOP) and United Nations

Development Program (UNDP) to jointly initiate an umbrella support program called the National

Environmental Action Plan-Support Program (NEAP-SP) that was signed in October 2001 and

implemented in 2002. The development objective supported by NEAP-SP is environmental

sustainability and poverty reduction in the context of economic growth. The primary objective of NEAP

is to initiate actions and programs for achieving a state of environment that safeguards public health,

promotes sustainable livelihood, and enhances the quality of life of the people in Pakistan. The NEAP

identifies four primary areas, (1) Clean air (2) Clean water (3) Management of solid waste (4)

Ecosystem management. The plan also presents five additional areas of concern (i) Management of

fresh water resources (ii) Marine pollution (iii) Toxic and hazardous substances handling and disposal

(iv) Energy conservation and management (v) Compliance with international treaties and protocol.

Studies conducted by GOP and Donor Agencies in Pakistan have identified a number of environmental

concerns with regard to energy, water and air pollution, waste management, irrigated agriculture, and

biodiversity. These studies suggest an overall degradation in the quality and impoverishment of

renewable natural resources such as water, forests and other flora as well as key biological habitats. The

GOP, private sector and civil society have, with few exceptions, not responded positively to meet the

challenges from these concerns.

The Mid-Term Development Framework: 2005-2010 (MTDF 2005-10) of the Planning Commission

has been developed in line with the National Environment Action Plan (NEAP) objectives, and focuses

on four core areas i.e., clean air, clean water; solid waste management, and Ecosystem management. The

Plan has been prepared keeping in mind Pakistans experience with such initiatives in the last decade;

the current capacity to undertake planning, implementation and oversight and the identified needs for

improvement in such capacity. The MTDF clearly specifies issues in environment which need to be

addressed.


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2.2 Statutory Framework

The constitution of Pakistan contains provision for environmental protection and resource conservation.

The constitution mentions environmental pollution and the ecology as a subject in the concurrent

legislative list, meaning that both the provincial and federal government may initiate and make

legislation for the purpose. Article 9 of the Constitution defines the right to life as a fundamental right

in these words No person shall be deprived of life or liberty save in accordance with law. The

Supreme Court of Pakistan in its judgment in the case Shehla Zia and others vs WAPDA (1994)

declared that the right to a clean environment is part of the fundamental constitutional right to life.

Several laws exist for