NWFP ROAD DEVELOPMENT SECTOR AND SUBREGIONAL CONNECTIVITY PROJECT IN PAKISTAN · 2014-09-29 · NWFP ROAD DEVELOPMENT SECTOR AND SUBREGIONAL CONNECTIVITY PROJECT IN PAKISTAN June

SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT

NWFP ROAD DEVELOPMENT SECTOR AND SUBREGIONAL

CONNECTIVITY PROJECT

IN

PAKISTAN

June 2004

CURRENCY EQUIVALENTS (as of 14 April 2004)

Currency Unit – Pakistan rupee/s (Pre/PRs)

Pre1.00 = $0.0174 $1.00 = PRs57.475

ABBREVIATIONS

ADB – Asian Development Bank CAR – Central Asian Republic CWD – Communication and Works Department EIA – environmental impact assessment EMP – Environmental Management Plan EPA – Environmental Protection Agency ESL – environment/social/lands FD – Forest Department FHA – Frontier Highways Authority GOP – Government of Pakistan IEE – initial environmental examination km – kilometer NGO – nongovernment organization NOC – nonobjection certificate NPG – North West Frontier Province Provincial Government NHA – National Highway Authority NHAP – National Highway Authority (Peshawar) NHMP – National Highway and Motor Police NWFP – North West Frontier Province PMD – Planning and Monitoring Directorate SPM – suspended particulate matter VOC – vehicle operating cost WD – Wildlife Department WSD – Works and Services Department

NOTE

In this report, “$” refers to US dollars.

CONTENTS Page MAP I. INTRODUCTION 1 II. DESCRIPTION OF THE PROJECT 1 III. DESCRIPTION OF THE ENVIRONMENT 3

A. Physical Environment 3 B. Ecological Environment 4 C. Sociocultural and Economic Development 5

IV. ALTERNATIVES 6 A. No Action 6 B. Alternate Transport Mode 6 C. Alternative Alignment 7 V. ANTICIPATED ENVIRONMENTAL IMPACTS AND

MITIGATION MEASURES 8 A. Physical Environment 8 B. Ecological Environment 11 C. Sociocultural Environment 12 VI. ECONOMIC ASSESSMENT 15 A. Benefits 15 B. Costs 15 C. Economic Analysis of Environmental Impacts 15 VII. ENVIRONMENTAL MANAGEMENT PLAN 16

A. National Highway 16 B. Provincial Highways and Rural Roads 17 C. Environmental Assessment and Review Procedure

for the Follow up Rural Roads 17

VIII. PUBLIC INVOLVEMENT AND DISCLOSURE 18 IX. CONCLUSIONS 19 APPENDIXES 1. Environmental Management Plan for National Highway 20 2. Environmental Management Plan for Provincial Highway and 25 Rural Roads 3. Environmental Impact Mitigation Costs 61

I. INTRODUCTION 1. The summary environmental impact assessment is based on the environmental assessment reports of the proposed North West Frontier Province Road Development Sector and Subregional Connectivity Project. The environmental assessment reports consist of two reports: (i) the environmental impact assessment (EIA) of the proposed rehabilitation and improvement of national highways as part of sub-regional connectivity roads located in the NWFP, which will be implemented by Pakistan’s National Highway Authority (NHA), and (ii) the initial environmental examination (IEE) of the proposed rehabilitation and improvement of the provincial and rural road, which will be implemented by NWFP’s Works and Service Department (WSD). The NHA improvement falls under category A, according to Asian Development Bank’s Environmental Assessment Guidelines, 2003. The improvement of the Peshawar-Torkham national highway involves significant realignment of the existing road, therefore an EIA was prepared covering all project components implemented by NHA. The improvement of provincial highways and rural roads fell under Category B, therefore only an IEE was prepared. 2. The Dainichi Consultant Inc., in association with Pacific Environmental Pte. Ltd. and Associated Consultancy Center (Pvt) Ltd., prepared these IEE and EIA reports on behalf of WSD and NHA. The studies were carried out from December 2003 to March 2004. 3. The environmental assessment reports were prepared according to the relevant laws and regulations of the Islamic Republic of Pakistan —in particular the Environment Assessment Procedure of 1997—and ADB’s Environmental Policy of 2002 and Environmental Assessment Guidelines of 2003.

II. DESCRIPTION OF THE PROJECT 4. The proposed project is located in NWFP, which is only about 74,500 square kilometers in area and the smallest of Pakistan’s four provinces. The population at the 1998 census was 17.7 million. The road network is approximately about 9,100 km, of which only 5,000 km is paved. The rural areas have only 41% paved road and 27% still lack of access by motorized vehicle. 5. The Project objectives are (i) to increase access of the rural population to social services and markets leading, to improved livelihood, (ii) enhance efficiency of the road networks and transport within the province, and (iii) improve sub-regional cooperation and trade by facilitating road transport to Afghanistan and Central Asian Republics. 6. The project will finance construction and improvement of (i) 334 km of national highways, (ii) 210 km of provincial highways and (iii) 700 km of rural roads. The upgrading and improvement of rural roads will be financed through sector loans. In this context, 5 rural roads were selected as a sample project. 7. The national highway component will involve widening one side of the existing road to meet the standard for national highways of 7.3 m pavement in width, 3-m-wide shoulders on each side, and minimum embankment height of 1 m. The rehabilitation of

2

provincial roads will involve a widening the pavement to 7.3 m, and the shoulders to 1 m each, and minimum embankment height of 1 m. Rural roads will be 3.65 m wide with 2-m shoulders and a minimum embankment height of 1 m. The summary of project activities is presented in the Table 1.

Table 1. Project Activities Type of Road

Road Name Length (km)

Project Activities

National Highways

Badabher–Darra Adam Khel 28 Improvement and widening of northbound carriageway from the 6 m to 7.3 m (within the existing Right-of-Way)

Peshawar–Torkham 46 Construction of new 2 lane road (only about 10% of the existing alignment will be utilized)

Malana Junction–Sarai Gambia (D.I. Khan)

118 Widening of the existing road from 2 lanes to 4 lanes

Sarai Gambia–Ghulam Khan 142 Widening and upgrading the existing road

Provincial Highway

Khushal Garh–Kohat 24 Improvement and widening within the RoW

Kohat–Thall 104 Improvement and widening within the RoW

Jehangira-Swabi 34 Improvement and widening within the RoW

Charsadda–Mardan 28 Improvement and widening within the RoW

Timargarha–Munda Qala 20 Improvement and widening within the RoW

Rural Road

Karak–Sabirabad 18 Upgrading by providing blacktop surface and widening

Lahor–Baika–Jehangira 20 Upgrading by providing blacktop surface and widening

Umerzai–Harichand 22 Upgrading by providing blacktop surface and widening

Sar Qala–Martung 23 Upgrading by providing blacktop surface and widening

Chuka Tang–Shringal 20 Upgrading by providing blacktop surface and widening

3

8. The Malana Junction-Sarai Gambia and Badabher-Dara Alam Khel are part of Indus Highway (NH 55). The Indus Highway was conceived in the mid-1970s, but its development has been slow. Once completed, it is expected to be the transit route between Punjab and Afghanistan. This road is planned to be a four–lane dual carriageways; however, at present some stretches, such as Malana Junction to Sarai Gambia are still single carriageways in poor condition. The 28-km stretch from Badabher to Dara Alam Khel is dual carriageway but the northbound carriageway is in the poor condition. Two other national highways — Peshawar–Torkham and Sarai Gambia–Ghulam Khan — link the Indus Highway to the Afghan border. 9. The project is expected to commence implementation in 2005 and the estimated completion date will be 30 June 2010. At present, most of the road projects are at the feasibility stage, and only a few of components have their engineering designs completed.

III. DESCRIPTION OF THE ENVIRONMENT 10. The project components are scattered across NWFP. This SEIA includes a general brief description of the environmental condition of NWFP, whereas, the EIA and IEE describe specific environmental conditions for each project area. A. Physical Environment

1. Meteorology and Climate and Air Quality 11. NWFP covers nearly six degrees of latitude and diverse climactic conditions. In the mountainous north, summers are temperate and winters intensely cold. The project roads are in the central and southern parts of the province, where temperatures typically follow a continental weather pattern (hot summers and cold, brief winters). The air is generally dry and the daily and annual temperature variations are frequently large, ranging from zero to 40 degrees centigrade. 12. The roads pass through three main zones that are rainfall dependant: (i) the arid desert and transitional arid/semiarid desert, which has a mean annual rainfall of around 250 mm and where vegetation depends heavily on soil moisture (open woodlands grass occurs along stream beds and on piedmont slopes); (ii) the moderate productivity semiarid zone, which has more moisture and vegetation and the main land uses are livestock and agriculture; and (iii) the high productivity semiarid zone, which is more productive and it falls in the well-watered valleys, where land there is mostly covered by forests.

13. Baseline studies have shown that the main air quality issue is the high level of suspended particulate matter (SPM); primarily dust. Much of the dust occurs naturally as a consequence of the dry atmosphere and arid conditions. It is nevertheless exacerbated by human activity. Large amount of SPM is generated by vehicles driving on unpaved shoulders or on poorly maintained roads. Many trucks, buses, and passenger vehicles are diesel-fuelled. They are often poorly maintained, and kerosene is sometimes mixed with diesel to save on cost. This mixture results in exhaust smoke and high in SPM. The two-stroke engines of motorized rickshaws are supposed to have

4

lubricating oil, but this is often substituted by used engine sump oil, which is very high in carbon and gives off dense black smoke. Pakistani gasoline contains tetra-alkyl lead, which can result in lead attached to dust particles in the air. 14. The data collected for the EIA confirm data obtained from secondary sources. Previous studies in main cities, including Peshawar have found that pollutants were considerably in excess of international standards and posed a health threat to any persons with prolonged exposure (8 hours per day). Street vendors, traffic control policemen, transport managers, and, to a lesser extent, passengers and drivers were all found to be at risk. The main contributors to air pollution near to roads in Pakistan are: dust from stone crushers and unpaved roads; vehicle emissions; smoke from brick kilns which use wood, coal and even rubber tires doused in gasoline to initiate ignition; and outside food stalls which fry meat in oil, and use wood or charcoal stoves1.

2. Topography, Geology, and Soil Conditions

15. NWFP has three major geographical divisions: (i) the rugged mountainous regions on the north and west, (ii) the comparatively narrow strip of plain and plateau between the Indus River in the east and the hills in the west, and (iii) the Cis-Indus Division of Hazara. Two of the project roads (the Indus Highway sections) lie entirely within the second division. The other two have one end at the Afghan border in the mountainous division and the other in the plains. Descending from the hills are a series of very productive agricultural basins including the Peshawar, Kohat-Bannu, and Derajat basins. Most are fringed by hills, which are steep on the northern sides and with gentle slopes towards the south.

3. Water Resources

16. Rainfall in NWFP generally occurs in two distinct crop-growing seasons: rabbi (winters, December – March) and kharif (summers, June – September). The monsoon arrives in first or second weeks of June, and intermediate periods of April–May and October –November have almost no rain. There are two major river systems in NWFP: (i) the Indus River, which forms the boundary with Punjab and passes from Attock to Dera Ismail Khan in the south; and (ii) mountainous streams that flow down to join the Jhelum River.

B. Ecological Environment

17. NWFP is famous for hill coniferous forests, herbal plants, and large biodiversity. The national highways project road location has very sparse vegetation and mainly in the arid subtropical habitat. These vegetative zones are located around rocky and hilly areas from sea level up to about 900 m elevation. These areas are under slight monsoon influence, with regular winter frosts and dry, hot summers. The area is generally overgrazed, with a degraded vegetation of Acacia modesta, Olea cuspidate, shrubs like Dodonea viscose and Monotheca buxifola. This extends throughout most of lower areas of NWFP. Degraded scrub vegetation is typically Reptonia buxiflia, Olea cuspidate, Pistacia integerrima, Nannorhops ritchieananda and bromus spp.

1 IUCN. 1999. Environmental Profile. NWFP.

5

18. NWFP has a significant wildlife population. Chitral areas also have snow leopards. Some common mammal species are red monkeys (Macaca mulatto), foxes (Vulpes vulpes), jackals (Canus aureus), porcupines (Hystrix indica), and wild boars (Sus scrofa), where the populations are increasing. Some isolated and rare packs of wolves (Canis lupus pallipes) have also been reported in sparsely populated areas. Other mammals are grey gorals (Naemorhedus goral goral), common leopards (Panthera entellus), leopard cats (Felis Bengalensis), Himalayan Lynx (Felic lynx isabellina) and Pallas Cat (Felis manul). During the last few years, Afghan (Ibex) almost became extinct and the straight horn Kabul markhor (Capra falconi megaceros) is notified as highly endangered.

19. Amongst birds, many species of partridges (Franlinus spec) and Chakur (Alectoris chukor chukor) are commonly found in the area. Some transitory birds such as waterfowl, sakar falcons (Falco cherrug), perigrine falcons, and hobara bustards (Chlamydotis undulate macqueenii) are also found in early winter and late spring. The latter three species are highly endangered. Hunting for sport and food is quite common.

C. Sociocultural and Economic Development

20. The province has a population of 17.8 million, 13.4% of the country (1998 census). This provides a density of 238 persons per square km, as compared to 358 for Punjab Province, 216 for Sind Province and national average of 166. The density varies between districts from 21.5 persons per square kilometer in Chitral to 1,606 in Peshawar and 1,026 in Charsada districts. The population growth rate increased from 2.34% per annum during 1951–61 to 3.32% per annum during 1961–1981. It declined to 2.82% during 1981–98. The end-year growth rate works out to 2.5% per annum. Assuming straight-line trend, the growth rate for 2003 would be 2.32% per annum, near the 1951–61 level.

21. Some 83% of the population of the province is rural as compared to 69% in Punjab, 51% in Sind, and a national average of 67%. The rural population is spread across the province in 7,335 villages. The remaining 17% of the urban population is concentrated in 55 towns and cities, including 11 cantonments. The three main cities of Peshawar, Mardan, and Kohat account for more than 45% of the urban population 22. One third of the population are children under 10 years of age, 5% are over 65 and 9% are students. Of the remaining 53%, 33% (mostly women) perform household work. This leaves less than 20% economically active. More than half of those that are economically active are self-employed, nearly 20% is employed by the government or autonomous organizations, 21% work in private sector, and 2% are employers. The remaining 7% are unpaid family helpers. The proportion of self-employment is higher in rural areas for both males and females: 55.9% and 35.1%, as compared to 34.1% and 8.1% for male and female in urban areas respectively. 23. The province is regarded as the western border of the Indian Subcontinent, and has been a traditional route for invaders, merchants, and travelers from Central Asia and Europe to the Indian peninsula. 24. There are many artifacts and historical sites in the province but only two sites are near the roads: the Buddhist remains in the Khyber Pass and the archaeological site at Rehman Dheri. Despite the absence of known sites, it is important that contractors are

6

aware of the potential for finding historical remains and that they follow appropriate procedures. 25. Industrial activity in NWFP is modest. According to a government survey in 2000–01, industry provides employment to 7.3% of the labor force.2 There are 705 factories in the Province. Half are located in Peshawar and Haripur districts and another 38 in Nowshera, Mardan, Swabi, and Swat. The Peshawar-Torkham and Badabher-Darra roads provide access for workers to the industrial areas of Peshawar, but the roads themselves—and the other two project roads—are within the remaining 18 districts that between them have only 12% of the province’s total industrial units.

26. The water supply situation in NWFP is considered reasonable. More than 60% of the rural population has a piped water supply, considerably above the national average of 44%. However, sanitation is poor, with only 2% of the rural population having sanitation facilities compared with a national average of 12%. Men and children use open fields during the day, while women must wait until after dark.

IV. ALTERNATIVES A. No Action 27. Without the project, the existing roads will continue to be the main transportation corridors in project areas. Road conditions will continue to deteriorate because of outdated bridges and culverts, as well as expensive maintenance. Traffic congestion is likely to increase and the people living in the project area will suffer from degraded transportation access. B. Alternate Transport Mode 28. Pakistan Railway has not constructed any new routes since 1982. Although the track still exists, many railway routes have been discontinued because they are unprofitable. The main railway line connecting Karachi and Peshawar has lost its importance and competitiveness because of poor efficiency. Public demand for and confidence in railway services is low. 29. There is a railway line from Peshawar to Landi Kotal that is still functional, and the remaining track stretches as far as the border of Torkham. The line was built to move troops. Regular train services have never been operated, but weekly train was operating on recreational basis till 1980s; however, services discontinued because of Afghan war. The line would require substantial investment before any commercial Afghanistan-bound freight could be realized. The track beyond Landi Kotal is highly dilapidated after 70 years’ closure and requires major rehabilitation. The RoW beyond Landi Kotal has been taken over for market stalls and other activities. Rehabilitation is not a viable option in the near future. 30. Another railway line used to run alongside the Indus highway from Mari Indus Junction to Bannu and Tank. It was closed 25-30 years ago. In the subsequent years, the railway authority has auctioned the track metal and other removable infrastructure, 2 According to the 1998 census, the proportion of employment in industry is only 2.7%.

7

the remaining being salvaged by the local residents. Today some leftover bridges are the only remnants of the railway line. Restoring the railway for alternative transport along the Indus Highway is not feasible during the project life. C. Alternative Alignment 31. Alternative routes have not been considered for Badabher-Darra Adam Khel. The Project involves upgrading one carriageway on the existing dual carriageway. In the case of Sarai Gambia-Ghulam Khan, the option chosen here has been to upgrade the existing road. Similarly for the provincial and rural roads, the option has been to improve and upgrade existing roads. 32. For Malana Junction-Sarai Gambia, three alternative alignments were considered. The D.I. Khan bypass is one of the alignments considered to improve the existing road, which runs through commercial areas. However, substantial widening would be required to provide a satisfactory level of road service. This would require more land acquisition and resettlement. The second alternative is to undertake realignment in the Pezu, primarily for engineering reasons. However, this would also require more land acquisition and resettlement. The alternative selected was to construct a second carriageway next to the current road for most of its length. Some parts of the existing alignment were deficient in terms of curvature and gradient, but this proposed alignment passes through mostly barren land and less land acquisition and resettlement are anticipated. 33. For Peshawar-Thorkam, the existing road has insufficient capacity for even the current traffic volume. An additional lane is highly desirable, particularly in the steeply graded section. The existing road was not constructed to modern geometric standards, and large vehicles have difficulty negotiating some stretches. There are resettlement problems at various locations on the existing alignment, and certain stretches are surrounded by built-up areas. The existing road cannot be widened because of resettlement concerns and poor geometric road conditions. A new alignment will provide an opportunity to improve horizontal and vertical alignments for modern vehicles. It would also avoid the problem of catering to existing traffic during construction.

8

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES A. Physical Environment

1. Topography, Geology, and Soils

a. Construction 34. The main impact-generating activities during construction will be clearing of rights-of-way, cutting and filling, blasting, and dismantling damaged pavements and borrow pits. The topography along the national highways will change to some extent because of filling and cutting of hills, filling and construction of project related structures. This type of impact will not occur in provincial highways because the project will not require extensive widening of its RoW. It might occur along some rural roads, particularly the rural roads in mountainous area. Nonetheless, leveling of road embankments will take place on all project roads. To avoid landslides, land stabilization has been included in the project design. Visual changes to the landscape will have no mitigation measures, but the project design should consider aesthetic concerns. Tree planting along the roadsides should be properly planned. 35. Blasting will occur only between Peshawar and Torkham especially Km 11–30 and Km 35–40. Blasting will generate short-term impacts such as noise and vibration, and long-term impact such as land stabilization. To minimize the short-term impacts, blasting should take place at predetermined times notified to communities and local residents. Blasting should also be conducted in accordance with best international standard practice, in which the explosive charges are controlled to minimize vibration and noise. To minimize the long-term impacts, geological and soil conditions will be carefully assessed to avoid blasting in sensitive locations. 36. The Project will require significant amounts of quarry materials. Although quarry operation is independent and regulated, the overall environmental impacts will be significant because of amount required. To minimize the impact associated with quarrying activities, the Project will re-evaluate to ensure that the design optimizes the net balance of cut and fill. A detailed material plan should be prepared as part of the initial design review. Subsequent to this, quarries areas should be identified, marked on engineering drawings, and specified in the tender/contract document. Only approved quarry areas should be used. Quarrying for filling should only take place at designated sites, and existing quarries should be used where possible. The requirement to rehabilitate borrows and quarry areas, as well as access roads, should be included in the contract.

b. Operation 37. No significant impact is predicted during the operation other than those resulting from neglected mitigation measures in disposing of spoiled materials, erosion and landslide prevention, tree planting along the road alignment, and rehabilitation of borrow and quarry areas. It is, therefore, necessary to undertake regular monitoring to ensure that all require mitigation measures are implemented.

9

1. Air Quality

a. Construction 38. Construction work involves breaking up, digging, crushing, transporting, and dumping large quantities of dry material. It will inevitably lead to an increase in SPM in and around the construction zones. This impact will occur in all project locations and on all types of project roads. 39. Spraying with water is the main way of controlling dust. Water is, in any case, required to be added to fill material during the construction of the road base. Spraying of road surfaces, including haul roads from borrow pits and quarries, should be undertaken regularly during construction, particularly in the vicinity of villages. As an additional precaution, the use of a temporary seal coat should be considered particularly in urban areas. Other precautions include:

(i) Wheel-washing facilities and “cattle grids” should be used to prevent mud carried onto the road.

(ii) Trucks carrying spoil materials should have tarpaulin covers to prevent spills

during haulage.

(iii) Crushers should be fitted with dust suppression equipment.

(iv) SPM should be monitored at the main dust-creating sites such as crushers, and dust masks should be issued on request of workers and wherever SPM exceeds 200-mg/cubic meter.

40. Other sources of air pollution include asphalt plants, crushing plants, and mechanical plant such as trucks, graders, and draglines. Asphalt is made from bitumen, which is a long-chain hydrocarbon that contains solvent. Excessive exposure should be avoided; therefore, the asphalt and crushing plants should not be placed near residential areas or social infrastructure such as schools, clinics, or markets. At least 0.5-1 km should be placed between these facilities and residential areas or social infrastructure. It is also necessary to require the contractor to ensure that all equipment must be kept in good mechanical condition and operated pursuant to manufacturers’ guidelines.

b. Operation

41. SPM raised by passing vehicles will be a problem during operation. This can be reduced by sealing the road shoulders and lay-bys in rural areas, and by sealing the full width of the rights-of-way and using street sweeper/vacuum trucks in urban areas. In urban areas, material collected must be dumped in a controlled manner. This will leave vehicle emissions as the main concern for air quality. 42. Various national initiatives are being taken to reduce vehicle emissions. Fuel-related air pollution abatement measures include vehicle inspection programs, better fuel formulation, availability of unleaded and low sulphur fuels, and promotion/use of alternate fuels such as compressed natural gas (CNG), liquid natural gas (LNG), and liquid petroleum gas (LPG). These measures, if implemented as proposed, will reduce toxic and greenhouse gas emissions. A shift to gas will also reduce sulfur, lead, and

10

SPM from road transport. These national initiatives can be supported by specific enforcement activity on the project roads (and on other roads in the Province). Training and measuring equipment need to be provided to highway police to enable them to enforce smoke emission standards. 43. The new alignments on Peshawar, Torkham and Malana Junction–Sarai Gambila will allow for faster moving and freer flowing traffic. Higher engine speeds lead to more efficient combustion and so less emission of carbon monoxide (CO) and nitrogen oxide (NOx). Higher speeds give more dispersion and so generate lower ambient levels of noxious gasses. The dust problem may increase, however.

3. Ground and Surface Water

a. Construction Period

44. Water is scarce in NWFP, particularly along the project roads. The construction will require water for road base formation. Significant amount of water will be required, and this will have to be tankered in from nearby tubewells. Water will also be required for construction camps. The Project is likely to employ some 20,000 people over a 3-year construction period. Actual numbers will depend on the way contractors manage the project. Assuming 70% of these are non-locals, the additional water requirement will be 1-1.5 million liters per day. This may place a strain on local water availability. To mitigate the impacts, it is necessary to ensure that installment of water supply system follows local government requirements. The contract for construction should indicate the scarcity of water and requirement for the contractor to carefully manage water use.

45. The baseline survey showed that the existing well water contains contaminants. Evidence of bacterial contamination was detected in the locally available water. The Project will need to dispose of approximately 80% of the water as sewerage. This will require the construction of septic tank systems. All sewage wastes will be managed according to controlled discharge standards. Where possible, any new water supply and sewerage systems should be designed for continued use by local residents on completion of the Project. Final payment to the contractor will be subject to decommissioning and clean-up of temporary sewage treatment sites. 46. All roads cross numerous water courses. The locations of these have been identified for the detailed design of the highway sections. Where natural drainage flows are to be impeded, construction may cause localized floods. These can damage crop lands, breed malarial mosquitoes, and damage the road embankment itself. Construction wastes and residues must be removed from water courses and dumped in a controlled area. Adequate drainage and crossing structures, as well as pumping, will be used to avoid flooding during construction. 47. Water is scarce, therefore, water courses have special significance within the tribal structure. Blocking or diverting watercourses, even when appropriate from an engineering viewpoint, may infringe on traditional tribal rights. Both hydrological and social impacts must be taken into account in determining appropriate cross drainage structures. For example, the Peshawar Torkham road alignment along the nullah between Bagyari Road and Shagai Fort lies at the foot of a hill and intersects the

11

village’s rainfall catchments area. The road design should be checked for sufficient drainage. As an offset, provision of a filtered piped water supply to the village should be considered. 48. The construction or rehabilitation of bridges and culverts could affect the flow and siltation in rivers. Rehabilitation and construction of bridges and culverts should be done during dry season as much as possible. Cast-in-place concrete pile should be used in bridge and culvert construction. When boring in the river is needed cofferdams will be installed to prevent silt from mixing with river water. When large amounts of boring slag are produced, this slag will be hauled to spoiled disposal areas.

b. Operation

49. The impact on traffic—which might be expected to show through the presence of oil and grease and heavy metals, including lead—appears minor. Comparative measurements of water quality on the Peshawar Torkham road between wells adjacent to the existing road and away from the road in the new alignment suggest that traffic effects are minimal. This is probably a consequence of the low rainfall. Nevertheless provision of water traps with sand filters could be considered to further reduce the risk of contamination.

50. Drainage is an important part of road maintenance. Unless road drainage is maintained properly, drains and culverts can block, causing localized flooding and damage to the road itself. A commitment to regular monitoring and maintenance will be a requirement under the Project.

4. Noise

51. A significant increase in noise is expected during construction. The main sources are heavy machinery such as bulldozers, excavators, stabilizers, concrete missing plant, drills, and stone crushers. Proper equipment maintenance and restricted operation between 0700 to 2000 hours will reduce noise. Other measures include locating heavy machinery operation at least 1 km from sensitive receptors. 52. During operation, passing vehicles will generate noise. In open areas, traffic noise will disperse and will create a minor impact B. Ecological Environment

1. Sensitive Areas 53. None of the proposed project roads cross protected areas. The Kusnal Gargh– Kohat–Thall provincial highway will increase accessibility to some wildlife game reserves and parks. Some stretches of the Jehanghira–Swabi road are located along wetland areas. While the improvement of rural roads Lahor–Baika, Sar Gala–Martung, and Kalkot–Badgot will increase accessibility to wildlife habitats. With regard to the national highways, the stretch of Malina Junction–Sarai Gambia in Km 65 near Pezu passes the Shaikh Buddin National Park. Its boundary is about 3 km from the road alignment. During construction, there is no impact predicted on these ecologically sensitive areas.

12

However, it is necessary to require the contractors working for Malina Junction–Sarai Gambia to restrict their activities by not allowing worker camps, borrow pits, spoil tips, dumping overburden, haul roads, or laydown areas to the east of road alignment. 54. During road operation, it is likely that indirect impacts to these ecologically sensitive areas will occur. Improved access may lead to increased illegal hunting or traffic collision with wildlife. To minimize the impact, systematic monitoring needs to be carried out about 3 months after the completion of the road construction to observe impacts. If the predicted impacts occur, remedial actions such us underpasses need to be installed. Coordination with the Wildlife Department needs to be strengthened to control illegal hunting provision.

2. Animal Paths 55. The new alignments (Peshawar Torkham and Malana Jn-Sarai Gambila) will cut across routes used by people and animals. Where practicable, underpasses and (to a lesser extent) overpasses should be constructed along the natural line of movement. Where necessary, fences should be constructed to prevent crossing at inappropriate locations.

3. Tree Plantations

56. Tree planting is often used to enhance the appearance of roads and to provide a natural buffer between the road and adjoining land. If trees are selected without due consideration to the special needs of roads, they can generate safety and sustainability problems. Inappropriate species can cause environmental damage. Tree plantations on top of embankments and rights-of-way will serve as small forests and wood-lots for local residents, having tangible benefits in the form of timber, fuel wood, and fodder. Besides soil retention and erosion control, such plantations will also provide aesthetic and visual screens against sound, dust, wind, toxic emissions, night glare, and pollution of waterways. 57. Revegetating the roadsides and centre medians must consider the native species of trees, grasses, and shrubs. Preference must be accorded to indigenous varieties because of their better adaptability to the natural ecosystem. Eucalyptus trees should be avoided because they place a heavy water demand on the aquifer and have little commercial value. Planting should be structured to provide low bushy plants close to the carriageway to reduce impact resistance in the event of a vehicle leaving the carriageway. Verge and median plantings, can become a safety hazard if left untended. The trees need to be managed. A managed plantation will contribute to revenue generation and help meet the fuel needs of local communities. C. Sociocultural Environment

1. Land Acquisition and Resettlement 58. The Project was developed with a view to minimizing the need for land acquisition and involuntary resettlement. However, 470 hectares of land will be required and about 1,650 people are likely to be affected by land acquisition. About 886 roadside vendors are likely to be affected during construction. The widening will affect 239 structures such as shops, businesses, houses, and cultural/community structures. The

13

estimated cost for land acquisition and compensation is $18.1 million. All resettlement will be undertaken in accordance with the ADB’s resettlement policy and guidelines for involuntary resettlement and will be consistent with local customs and practices. A resettlement plan has been prepared, the primary objective of which is to ensure that no one—not even encroachers or squatters on the RoW—are left worse off as a result of the Project.

2. Community Impacts

59. All the Project roads will be major undertakings, and will bring with them construction camps and itinerant workers. The construction process will take 2-3 years, with the result that the camps will take on a semipermanent appearance. The people and the changes they bring can have significant impacts on the local communities and social structures. There are some importance issues to be taken into account:

(i) Construction camps. Construction camps for workers, and storage of plant and materials may intrude on the lives of local residents. The contract must include provisions for safe and considerate construction camps. Education on acquired immune deficiency syndrome (AIDS) and sexually transmitted disease (STD) must be provided. Wherever possible, contractors must involve local communities in decisions on camp locations and resource sharing with construction workers. In this way, a sense of ownership will be inculcated in the locals, who will also protect the roads and their related resources. New workers—particularly foreign workers—may not be aware of local customs and history. Education about the local culture and observances, particularly towards women may be required. Sites of social, religious, or historical significance should be mapped and, if necessary, marked to avoid unwitting damage or desecration. Graveyard sites must be marked with flags, and due care and diligence in the use of construction equipment ensured to show respect.

(ii) Hazardous materials. All hazardous and toxic materials used on site should be stored in locked, well-ventilated premises. Loading and transferring of fuels, solvents, and lubricants should be carried out on paved areas with curbs or bunds to control potential spills. The storage areas should have signs displayed with warnings for its potential fire and other hazards

(iii) Other sociocultural importance. The Peshawar–Torkham road involves the construction of a new alignment that will block existing pathways, separating communities and restricting traditional access to grazing areas etc. Access can be retained by the construction of underpasses at frequent intervals, preferably in the line of natural pathways. In rural areas, underpasses can simply be large culverts that allow access by people and animals.

(iv) The section of the Peshawar–Torkham road between Bagyari Road and Shagai Fort will pass above several villages. The local people in this area are very concerned about the privacy of their women and the safety of their children. Road users will be able to see down into the villages and this may be interpreted as an invasion of privacy. Planting or roadside

14

barriers should be constructed to shield the view of the village from passing vehicles.

(v) Improved roads also increase the incidence of social problems such as drugs, prostitution, and HIV/AIDS. This is a particular problem with long-distance truck drivers. No specific mitigation measures are proposed as another project aimed at this problem is underway.

3. Archeological Sites

60. Construction work has the potential to irreparably damage archeological sites. The Peshawar–Torkham route passes over a historical underground hospital. This hospital was built about a century ago by the British authorities, and while not recorded as being of historical significance, efforts should be made to preserve it. There are no other known sites close enough to the Project roads of direct concern. All the roads pass through areas rich in history, and it is possible that the work will unearth sites of historical interest. An archeological inspection is therefore proposed prior to commencement of earthworks on each road. The construction company will be responsible for advising any findings.

4. Road Safety

61. The contractor is responsible for ensuring that all construction vehicles observe speed limits on the construction sites and on public roads. All vehicles should be fitted with audible warning devices when reversing. The safety of road users during construction shall be of paramount importance. Where road users are required to deviate from the existing road or lane, or face unexpected conditions (e.g. opposing flow on a dual carriageway), adequate warning must be provided, and visual reminders (e.g. cones) should be used to guide the traffic.

62. Badabher–Darra involves rehabilitating the existing northbound lane. This will require northbound vehicles to divert to the southbound carriageway where the northbound carriageway is out of service. Warning signs should be placed at the approach to the two-way sections from both directions. Within the temporary two-lane sections, the centre of the road must be marked with cones (if the diversion is less than one week in duration) or painted yellow lines. “No overtaking” signs should be placed at regular intervals. Temporary paint markings must be painted out once the section reverts to dual carriageway. 63. Malina Jn-Sarai Gambila involves the provision of a new lane west of the existing lane. If this lane is brought into use progressively, and the existing road is not taken out of service, motorists may become confused as to whether they are in a dual carriageway or a two-lane section. Barriers, cones and signs should be used to clearly designate which road or lane is to be used and the potential presence of opposing traffic. 64. The construction of a high-speed road can lead to severance issues. Residents must be able to cross the road safely and particular attention must be given to vulnerable groups such as children, the elderly, and animals. All vehicles should observe speed limits and load restriction. Road discipline should be enforced and extra resources devoted to the traffic police. Traffic signs should be installed in the right place.

15

65. Civic amenities such as foot-bridges and underpasses should be provided. Where possible, these should be located at existing crossing points and their location decided only after local consultations. Past experience has shown that underpasses are preferable to footbridges. If they are adopted, space in the underpass should be utilized for shops and vendors. They will provide a degree of security, lighting, and housekeeping that is normally lacking, making them more attractive to passersby. Ramps should be used instead of stairs, and the slope made gentle for the elderly, handcarts and animals.

VI. ECONOMIC ASSESSMENT A. Benefits 66. The economic analysis carried out for the Project shows that the quantifiable benefits from the Project are saving on vehicle operating costs (VOC), including time saving for existing and generated traffic. The VOCs are made up of fuel savings and reduced repair and maintenance costs. There will also be benefits arising from improved access to markets, such as reduced agricultural input costs because of better transport facilities and improved access to social service facilities. These are expected to improve rural productivity. B. Costs 67. The total environmental costs for improvement, rehabilitation, and construction of national highway—including environmental mitigation and monitoring costs—is Rs1,841 million, of which Rs1,798 million has been included in the design, construction, resettlement, and construction supervision costs (see Appendix 3). Therefore, the Project has allocated a separate environmental costs in the amount of Rs45 million, of which 2 million is for contingency. 68. For provincial and rural roads, the environmental mitigation cost including environmental monitoring and tree planting is about Rs30 million3. C. Economic Analysis of Environmental Impacts 69. The only tangible environmental benefits from the project will be a marginal net reduction in the total vehicle emissions because of improved travel conditions, particularly between Peshawar and Torkham. Emission will drop along the existing alignment but increase along the new alignment, but the net result is a decrease. Noise will also decrease along the old alignment, whereas on the project road, noise will increase. Because noise response is logarithmic, the net effect is an increase in perceived noise area. 70. For the provincial and rural roads, the environmental benefits will come from lower dust levels due to sealing of local roads and from reduced vehicle emissions. Net vehicle emissions will drop and the air quality will improve because of better traffic flow. The investment in strengthening the NWFP’s capacity to address environmental

3 The costs to conduct awareness campaign has been included

16

problems related to road development will have cumulative benefits in raising the environmental management skills of Works and Services Department and local staff. 71. The benefits gained from recommended construction-and operation-related environmental expenditure is not significantly large compared to the overall project cost. However, without such expenditures the Project will generate significant environmental impacts, harming the environment and indirectly depressing the local economies.

VII. ENVIRONMENTAL MANAGEMENT PLAN A. National Highway 72. The Environmental Management Plan (EMP) attached in Appendix 1 will serve as a guideline for incorporating environmental measures to be carried out by the National Highway Authority, contractors, and other parties concerned for mitigating possible impacts associated with the national highway component. The EMP needs to be updated at the beginning of implementation; therefore, detailed locations and frequency of monitoring can be defined in more practical ways. The EMP will also need to be updated if the final engineering design generates significant changes to the project plan. 73. The NHA is responsible for ensuring that (i) all required mitigation measures that need to be incorporated into project design are passed on to the engineering consultant, (ii) the bidding document for contractors contains of all required mitigation measures to be implemented during the construction period and obligation for contractor to implement EMP at construction period, (iii) the NOC is obtained prior to granting any civil works contract, (iv) monitoring EMP implementation is undertaken on a regular basis as required, (v) semiannual reports on EMP implementation should be well documented and submitted routinely to ADB, (v) coordination with other parties and government agencies to effectively implement EMP at all Project stages takes place, (v) remedial actions are undertaken for unpredicted environmental impacts, and (vi) additional environmental assessment is undertaken if any change in alignment or project design takes place. 74. To ensure that contractors comply with the provisions of the EMP, the following specifications should be incorporated in all construction bidding procedures: (i) a set of environmental prequalification conditions for potential bidders, (ii) a list of environmental items budgeted by the bidders in their proposal, (iii) environmental evaluation factors for bid reviewers, (iv) environmental clauses for contract conditions and specifications, and (v) the full EIA report should be made available for potential bidders. 75. The General Manager Environment/Social/Lands (ESL)4 of NHA and particularly the Director Environment/Afforestation and its staff, will be responsible for implementing the EMP. The Regional Deputy Director Environment/Afforestation at the Peshawar Regional Office will be responsible for supervising contractors and consultants in implementing the EMP. The NHA may outsource the implementation of the EMP particularly monitoring of noise, air, and water quality. 4 The World Bank has included long-term development of NHS’s environmental capacity in its Highway Rehabilitation Project, approved November 2003.

17

B. Provincial Highways and Rural Roads 76. The EMP, as part of the environmental assessment report for provincial highway and rural roads attached in Appendix 2 will, serve as a guideline for incorporating environmental measures to be carried out by the WSD, contractors, and other parties concerned for mitigating possible impacts associated with the provincial highway and rural road components.

77. The WSD is responsible for ensuring that (i) all required mitigation measures that need to be incorporated in the project design are passed on to the engineering consultant; (ii) the bidding document for contractors contains all required mitigation measures and obligations for contractors to implement the EMP during construction; (iii) the nonobjection certificate is obtained before granting any civil work contracts; (iv) monitoring of EMP implementation is undertaken on a regular basis, as required, and the annual report on EMP implementation is well documented; (v) coordination with other parties such as NWFP’s EPA, and forest, and wildlife departments takes place to effectively implement EMP at all stages of the Project; (v) remedial actions would be undertaken to handle unforeseen environmental impacts; and (vi) additional environmental assessment will be undertaken if any change in alignment or project design take place. 78. To ensure that contractors will comply with the provision of the EMP, the following specification should be incorporated in all construction bidding procedures: (i) a set of environmental prequalification conditions for potential bidders, (ii) a list of environmental items to be budgeted by the bidders in their proposal, (iii) environmental evaluation factors for bid reviewers, (iv) environmental clauses for contract conditions and specifications, and (v) the environmental assessment (IEE) report should be made available for potential bidders. 79. The WSD should empower its Planning and Monitoring Directorate (PMD) to undertake a key role in implementing the EMP. A special training of PMD staff in environmental mitigation, monitoring, and reporting methods will be essential and is budgeted for in the EMP. Additional funding is also suggested for purchasing a portable equipment to monitor air and water quality as well as noise. 80. Monitoring of noise, air, and water quality could be contracted to NWFP’s EPA. The long-term environmental impacts related to illegal hunting of wildlife should be done in close coordination with the NWFP’s Wildlife Department. Tree planting should be done in close coordination with the NWFP’s Forest Department. The results of the environmental monitoring should be well documented by the NWFP’s WSD. C. Environmental Assessment and Review Procedure for the Follow up Rural Roads 81. The rural road component is the only component of the Project using the sector approach modality. It was planned that the project would fund improvement and rehabilitation of about 700 km of rural roads. At present, only 5 rural roads with approximately 103 km are included at the preparation study as a sample subproject. Therefore, WSD will select another 600 km rural roads to be funded during implementation.

18

82. The selection of the rural roads to be funded by the Project should consider the following environmental criteria: (i) no new rural roads will be funded by the Project; (ii) no funding will be given for improvement or rehabilitation of rural roads that pass through or near protected areas; and (iii) only subprojects that meet the ADB and government environmental requirements will be financed by the Project. 83. The procedure for approving the IEE and its EMP is as follows: (i) the WSD has to prepare IEEs for each follow up subproject; (ii) the WSD has to submit the IEE report to NWFP’s EPA for seeking a NOC; (iii) the WSD has to send the IEE report and the NOC to ADB; (iv) the WSD will only grant civil works contracts after obtaining the NOC from NWFP’s EPA; and (v) the WSD has to ensure that recommendations from the IEE and EMP, as well as the NOC conditions, are fully implemented. The WSD also has to keep all environmental assessment documents as part of the project files and make them available to the public on request.

VIII. PUBLIC INVOLVEMENT AND DISCLOSURE 84. An extensive community consultation exercise was carried out during February and March 2004 as part of project preparation. The process included both semistructured interviews with small groups and more formal consultation meetings. For the national highway component, a public consultation will also be undertaken as part of the process of obtaining a NOC from the EPA. 85. With regard to the national highway component, participants in the small groups and the consultation meeting raised a number of concerns. The majority (81%) of the roadside-affected and beneficiary communities are aware of the upcoming Project. Almost all respondents support the Project, saying that currently traffic flow on the roads demanded speedy improvement. They believe that upgrading the roads will help them join the country’s mainstream socioeconomic development. With regard to the project impacts and resettlement, over one half of the respondents (56%) fear significant resettlement impacts, while rest are not clear whether the project would affect them. 86. The formal consultation meetings provide the following suggestions: (i) utilize the existing RoW as much as possible; (ii) the reduce “formation-width” of the road to its minimum possible in built-up areas, especially in the congested housing-cum-commercial reaches of the villages and towns; (iii) reduce the width of medians in both open and built-up areas; (iv) construct bypasses at congested towns, especially wherever there are frequent and/or prolonged traffic jams; (v) provide sufficient cross-drainage culverts to avoid flooding and ensure natural flow of fresh and wastewater; and (vi) provide 3-m-high louvers/walls wherever the road is higher than that of a village/town, to protect the women’s privacy, to ensure children’s and livestock’s safety, and to reduce noise and smoke pollution. 87. With regard to the environmental concerns, the consultation meetings recommend (i) native species of bushes/trees should be planted along the roads; (ii) excavation and blasting activities should be controlled, especially near populated areas; (iii) contractors must repair/reconstruct the structures damaged by the road construction works/activities; (iv) sites used for labor camps and quarrying of construction materials should be rehabilitated and/or leveled; (v) spoiled dumps should be leveled so that

19

adjacent community/farmers may use them for crops/tree planting; (vi) dust and noise pollution should be minimized during construction work; (vii) labor camps should not be established too close to local villages/towns; (viii) leftover construction materials must be disposed off before leaving; and (ix) underpasses or high-clearance culverts should be constructed near villages/towns so that the people can move easily to other villages, grazing areas, and water, fodder, and firewood collection points. 88. In the context of provincial and rural roads, local communities displayed positive attitudes and a strong desire to see the roads improved. They expressed concern about construction impacts such as loss of roadside trees, disruption of irrigation channels, increase dust and noise, congestion in construction areas, disruption of communication during construction of bridges, loss of land due to road expansion, inconvenience during construction, and potential increase of hunting wildlife. These concerns have been addressed through the project design as well as through environmental management and monitoring plan.

IX. CONCLUSIONS

89. Almost all of the project’s predicted adverse significant impacts occur during construction. The impacts are significant, short-term, and reversible. These impacts are manageable; most of them can be minimized through engineering solutions easily incorporated into project design. However, it is necessary to ensure that the EMP and monitoring plan are well implemented. 90. Since some of the Project roads have yet to be completed by the engineering design, continued monitoring needs to be carried out to examine whether remedial actions are required to deal with unforeseen impacts, if any. In addition, the EIA, IEE, and EMP need to be updated if the final engineering design leads to changes in the existing project plan. In this context, the revised EIA, IEE, and EMP need to be submitted to ADB for concurrence.

ADB =Asian Development Bank, AIDS =Acquired Immune Deficiency Syndrome, CC =Construction Company, DC =design consultant, EPA =Environmental Protection Agency, NHA =National Highway Authority (head office), NHAP =National Highway Authority (Peshawar), NGO =Nongovernment organization, STDS =sexually transmitted diseases, WD =Wildlife Department.

ENVIRONMENTAL MANAGEMENT PLAN FOR NATIONAL HIGHWAY

Responsibility Activity Potential Negative Impacts Mitigation Measure Implementing Supervision

Preconstruction Land acquisition and clearing Land acquisition and

resettlement:

Compensation of those people affected

NHAP NHA

Realignment of road to reduce impact on dwellings

DC NHA

Provide alternate market space

DC/NHAP NHA

If sites of special interest not identified and flagged the contractors may inadvertently cause damage.

Archeological inspection identifying all sensitive areas prior to construction

EPA

–

Planning material balance Avoidable loss of agricultural and forest land for dump sites, borrow areas

Prepare materials plan DC NHA

Avoid dumping spoiled materials on nearby water bodies

–

–

–

P–lanning site activities Construction causes anger to workers, locals

Prepare safety plan DC NHA

Construction Period Establishing construction site Friction with residents Prior consultation with

local people Site construction to be supervised

CC/NHAP NHAP

EPA EPA

Sanitary waste disposal, solid waste (food) disposal, fuel leakage

Provide septic tanks, hard standing areas with berms

20 Appendix 1


Responsibility Activity Potential Negative Impacts Mitigation Measure Implementing Supervision leakage berms

Setting up of complaints office, advertising ways to voice complaints

CC/NHAP

NHA/EPA

Clearing existing RoWs Pollution from discarded asphalt

Recycle or dump controlled fill

CC NHAP/EPA

General construction Dust from construction activities

Water spraying to reduce dust

CC NHAP/EPA

General construction Dust from construction activities

Haul roads to be dust controlled, all vehicles carrying loose friable material to be covered

CC NHAP/EPA

Dust emissions from crusher and screening plant

Crushers to be fitted with dust suppression equipment

CC NHAP/EPA

Crusher plant should not be located near residential areas or social infrastructure (e.g. schools, clinics, markets, etc.)

Emission of dust and fumes from asphalt plant

Plant to have suppression equipment. Ensure workers use appropriate clothing

CC NHAP/EPA

Hot mix plant should not be located near residential areas or social infrastructure (e.g. schools, clinics, markets,

–

–

Appendix 1

21

ADB =Asian Development Bank, AIDS =Acquired Immune Deficiency Syndrome, CC =Construction Company, DC =design consultant, EPA =Environmental Protection Agency, NHA =National Highway Authority, (head office), NHAP =National Highway Authority (Peshawar), NGO =Nongovernment organization, STDS =sexually transmitted disease, WD =Wildlife Department.


etc.) Noise from construction

activities Equipment in good condition, fitted with silencers

CC NHAP/EPA

No work during night CC NHAP Blasting hard rock Noise and vibration from

blasting Use controlled blasting techniques. Advise timing of blasts so as not to alarm locals

CC

NHAP

Damage to buildings from blasting

Use controlled blasting techniques Monitor sensitive sites

CC NHAP EPA

Construction near national park Construction activity such as borrow pits, quarrying could impinge on national park

Require contractor to restrict all activities to the west of the old road in vicinity of the park.

CC WLD

Strictly forbidding workers from collecting firewood

– –

Use of borrow material Borrow pits collect water. Malarial mosquitoes

Use only approved borrowed areas Regular Inspection of sites

CC NHAP

EPA

Sourcing fill material and disposing of excess materials

Excess transporting of materials

Design to optimize cut and fill net balance

DC NHA

Quarrying material Cuts scar natural hillsides Use existing quarry sites CC NHAP Local flooding problems from

fill ensure sufficient drainage flow

DC NHA/EPA

Constructing embankments Interrupting pathways Ensure adequate crossings

22 Appendix 1



Construction of bridges or underpasses where required

DC NHAP

Laying pavement Runoff of hydrocarbons during “curing” period

Lay asphalt during dry periods

DC EPA

Revegetation of RoWs Soil erosion if site not revegetated

Revegetate where necessary

FD NHAP/EPA

Introduction of appropriate species

Use Forest Department to select appropriate plants. Require approved plan to be prepared and used

FD NHA/EPA

Clearing site Damage not restored on departure

Borrow roads made good on completion of the contract

CC NHAP/EPA

Supervise and enforce closure plan; monitor

CC NHAP/EPA

Operating Period Traffic effects Trees create safety hazard Planting scheme to

include shrubs close to road as barrier

FD NHAP

Adverse effects on residents from noise and dust

Vegetative barriers to lessen visual and other impacts

FD NHAP/EPA

Traffic noise Noise protection work for selected critical locations

CC NHAP/EPA

Increased air pollution Traffic enforcement to stop serious offenders

NHP NHA

Drinking water quality deteriorates

Provide check dams and soak pits to filter run -off

CC NHAP/EPA

Appendix 1 23



More accidents due to increased traffic speeds

Provide enhanced signs and markers Traffic enforcement

CC NHAP

Road surface quality declines Incorporate overweight charges in toll regime Install weighbridges

NHA –

Animals crossing Accidents with animals Ensure provision of adequate crossing points, fence boundary

DC/CC NHAP

Activities of private road users Increased poaching and impacts on wildlife

Train locals as voluntary wardens in association with Wildlife Department

WD

–

Activities of truck drivers Social problems arising from drugs, prostitution, STDs

STD /AIDS program being undertaken in parallel

NGO

Inadequate maintenance Localized flooding Adopt performance specified maintenance contracts

NHA ADB

Blocking of drains by accumulated dust; deterioration of shoulders; landslips; road blockages

Adopt performance specified maintenance contracts

NHA

ADB

24 Appendix 1

25A

ppendix 2

ENVIRONMENTAL MANAGEMENT PLAN FOR PROVINCIAL HIGHWAY AND RURAL ROAD

Institutional Responsibility

Environmental Issues and

Components

Remedial Measure

Reference to Contract

Document

Approximate Location Timeframe Mitigation

Cost Implementation Supervision

Design/Pre-construction Stage 1. Alignment Reduced Templates in Settlements

Except Sar Qala – Martung and Kalkote – Badgoi RRs, all other roadways have significant settlements where reduced formation width is advised

To be added in the relevant parts of contract documents for specific roads

Except these two RRs, all others roads have major settlements, indicated in Annex “E”, “Environmental Survey Forms”

During design, contract and tendering stage

To be included in project preparation cost

Design consultants and WSD/FHA

WSD, FHA

Loss to Land and Property

- In areas of mosques and graveyards, centerline may require some readjustments.

- Haulage and safe disposal of spoil and undesired materials have been advised.

To be added in the relevant parts of contract documents for specific roads

Entire project corridor, particularly in mountainous areas


To be included on project preparation cost


WSD, FHA

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers, m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and monitoring directorate, RoW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate matter; SO2 - sulfur dioxide; SPM - suspended particulate matter.

26A

ppendix 2



Components

Remedial Measure

Reference to Contract

Document



- Free rolldown of spoil in hilly areas must be avoided.

- Maximum waste cut to be used in fill.

- Borrow and quarry areas are advised in waste and uninhibited lands.

- Retaining structures have been proposed for limiting excavations.

2. Land Embankment Slopes

For erosion control at critical slopes along all the roadways - bench terracing will

be done. - vegetative turf will be

provided.

Entire project corridor, but more specifically in plain areas and box-shaped cuts




WSD/FHA


27A

ppendix 2



Components

Remedial Measure

Reference to Contract Document



Leveled Roads In plain canal-irrigated areas, 1.0-1.5 m increase in the vertical elevation, with suitable cross drainage structures.

Such situation is prevalent upon; - Kohat –

Thall, up to km 41.

- Jehangira – Swabi

- Lahor-Baika - Charsadda –

Mardan - Umerzai –

Harichand




WSD/FHA

Quarries and Borrow Areas

Maximum use of existing quarries, already in operations. Degraded and barren areas, riverbeds, and wastelands to be used for borrowing materials. Use of productive lands will be prohibited. Lands could be selected through

Borrow materials may be required on the following roads: - Jehangira –

Swabi - Labor-Baika - Charsadda –

Mardan - Umerzai –

Harichand

During design, contract, and tendering stage



WSD, FHA


28

Appendix 2



Components

Remedial Measure




Community consultation, and sites subsequently developed into fishponds or other productive purposes.

3. Water Water Sources The existing courses of

rivers, canals, and streams has been maintained at all locations. Most of the bridges, except Kohat – Thall, have been retained. New bridges will be constructed on additional carriageway of Charsadda – Mardan. Protection of Water Bodies: Perennial community ponds for cattle will be protected with a 1.0-m high embankment.

All water resources are likely to be impacted along the project corridor. Some ponds for cattle exist along Kohat – Thall and Karak – Sabirabad roads.

During design and contract



WSD/FHA


29A

ppendix 2



Components

Remedial Measure




Rain Water Harvesting: Kohat – Thall and Karak – Sabirabad roads do not have enough perennial surface water bodies, where groundwater will be extracted for construction works. To minimize stress on groundwater, recharging through water harvesting structures along the project corridor will be considered.

Drainage All perennial and non-perennial drains will not be obstructed. Provision for cross drainage structures of adequate size and number will be made.

All along the project corridor




WSD/FHA

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers, m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and m onitoring directorate, RoW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate matter; SO2 - sulfur dioxide; SPM - suspended particulate matter.

30

Appendix 2



Components

Remedial Measure




Irrigation canals in the area will not be blocked. Wherever required, suitable alternatives will be provided for smooth flow.

4. Flora and Fauna Roadside Plantations

Widening will be done on one side, having relatively thin trees. No trees will be removed without prior approval of FD. Compensatory and additional plantation will be done under a planned program. Indigenous tree species will be accorded priority over exotic species.





WSD/FHA


31A

ppendix 2



Components

Remedial Measure




Wildlife Cautionary signage will be erected at suitable places in consultation with Wildlife Department. Under passes will be constructed as per advice of Wildlife Department.





WSD/FHA

5. Environmental Quality Air Quality Road widening and

geometric improvements will ensure smooth traffic flow, thereby less toxic emissions. Linear and strip trees will be planted on both sides of the road, which will act as live vegetative screens against air pollutant concentrations and to attenuate noise.





WSD/FHA


32

Appendix 2



Components

Remedial Measure




Solid Waste Solid waste disposal sites for contractors’ camps will be properly designed, disposal being at least 250 m away from the RoW.





WSD, FHA

Noise Levels Removal of slumps and bottlenecks in built-up areas, which will relieve congestions design improvements. Design and improvement of junctions and intersections. Clear delineations between slow and fast moving traffic. Roadside plantations of mixed species will act as sound absorbers.





WSD, FHA


33A

ppendix 2



Components

Remedial Measure




Critical places like schools, hospitals and mosques etc. will be given special considerations where economical sound barriers like mud-bricks walls, along with vegetable buffers, will be erected.

6. Utilities Public Utilities All public utilities likely

to be impacted, such as gas and/or water pipes, power and/or phone lines etc. must be relocated to suitable places, in consultations with respective agencies.

At various locations along the project corridor




WSD,FHA

7. Cultural Heritage Cultural Properties

Road alignments will suitably be re-routed to avoid and/or minimize impacts upon religious and cultural property.

At various locations along the project corridor




WSD,FHA


34

Appendix 2



Components

Remedial Measure




Construction Stage 1. Soil Soil Erosion Steep embankments

will be provided with; - Drains and chutes to

minimize soil erosion.

- Stone pitching - Masonry retaining

structures in critical areas.

- Vegetative turfs at embankments, planting of grasses and shrubs etc.

- Borrow pit depths will be regulated with sides not steeper than 25%.

- Formation of sediment basins and slope drains.

Bench terracing for high cut areas.

At various locations, particularly in mountainous areas

During construction

To be included in bid cost by the contractor

Contractor’s environment engineer

EPA, PMD, WSD, FHA,SC


35A

ppendix 2



Components

Remedial Measure




Loss of Top Soil

Cultivable lands will not be used for borrow materials, unless requested by the landowner.

At various locations, particularly along the plains

During construction



EPA, PMD, WSD, FHA, SC

Borrow Soils No earth will be borrowed from RoW. Borrowing may be done from barren areas, wastelands, and riverbeds. In case of new borrow areas, all measures will be taken so that there will be no loss of productive soil, and all environmental considerations are to be met with.

At various locations, particularly along the plains

During construction



EPA,PMD, WSD, FHA, SC

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers , m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and monitoring directorate, RoW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate matter; SO2 - sulfur dioxide; SPM - suspended particulate matter.

36

Appendix 2



Components

Remedial Measure




Precautionary measures like tarpaulin vehicle coverings will be used to avoid any spilling of borrow materials. All borrow areas will be refilled, re-vegetated and landscaped. In case if it is not done, then such areas will be cordoned with barbed wire fence, with warning signs.

Quarry Areas All quarry materials will be obtained from previously operating sites with proper licenses and environmental clearances. New quarries will only be opened without prior permission from respective authorities.

Various quarrying sites

During construction



EPA,PMD, WSD, FHA,SC

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers , m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and monitoring directorate, RoW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate matter; SO2 - sulfur dioxide; SPM - suspended particulate matter.

37A

ppendix 2

Institutional Responsibility Environmental

Issues and Components

Remedial Measure




Contamination of Soils

Construction equipment will be maintained and refueled ensuring no spillage contaminates the soil. Fuel storage and refueling will be kept away from water bodies and/or channels. All spoils and wastes will be disposed of as per approved disposal plans in wastelands, in consultation with communities. Scarified bituminous wastes will be disposed of at approved sites with impervious linings.

Various construction sites throughout project corridor

During construction



EPA, PMD, WSD,FHA, SC

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers, m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and monitoring directorate, ROW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate matter; SO2 - sulfur dioxide; SPM - suspended particulate matter.

38

Appendix 2



Components

Remedial Measure



Cost Implementation Sueprvision

2. Water Water Bodies and Water Sources

Immediate rehabilitation and compensation of damaged or impacted water sources Advance measures to prevent any damage to water bodies will be avoided at all costs. Any community water source like wells and springs etc. if lost will be replaced with alternate sources.


During construction




Drainage and Run-off

Construction materials at cross drainage structures will be removed in time so as not to block the water flow.


During construction





39A

ppendix 2



Components

Remedial Measure




Water Contamination

Construction work close to streams or other water bodies will be avoided, especially during the monsoon period.


During construction



EPA,PMD, WSD,FHA, SC

Adequate precautions will be taken to construct temporary devices for preventing water pollution due to increased siltation and turbidity. Suitable measures will be taken to prevent earthworks and stone works from impeding rivers, streams, water canals, or drainage system. Wastes materials must be collected, stored, and disposed at approved sites.

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers, m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and monitoring directorate, RoW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate m atter; SO2 - sulfur dioxide; SPM - suspended particulate matter.

40

Appendix 2



Remedial Measure




To avoid contamination from fuels and lubricants, all equipment will be properly maintained and refueled. Traps will be provided at fuelling points to prevent water contamination. Embankment slopes leading to water bodies will be modified and screened so that contaminants do not enter the water body. Side drains in settlement areas will discharge through a primary settling tank.


41A

ppendix 2



Components

Remedial Measure




Waste petroleum products will be collected, stored, and disposed of at the approved sites as per Hazardous Waste Management Act.

Water quality will be monitored regularly at critical locations.

Construction Camps Sanitation and Waste Disposal

All construction camps will be located away from built-in areas, in consultation with locals. Camps will have sewage systems so that no water pollution takes place. Wherever required, temporary effluent treatment plants will be installed and workplaces will have medical and recreational facilities.

Various construction camps throughout project corridor

During construction





42

Appendix 2



Components

Remedial Measure




Water Use for Construction

In water scarcity areas, prior arrangements for construction requirements is done in a manner that communities remain unaffected. Some areas do not have perennial water bodies, so ground water will have to be used for construction. Any over exploitation will be avoided and rain-water harvesting techniques may be employed. Some project sites have brackish water, which will not be used for any construction work.

Various construction sites throughout project corridor, Karak – Sabribad in particular.

During construction





43A

ppendix 2



Components

Remedial Measure




3. Air Emission from Construction Vehicles and Equipments

All static plants will be downwind of human habitats. Emission levels of all construction vehicles and equipment will conform to the prescribed standards. Pollutant parameters will regularly be monitored during construction. Asphalt plants, crushers, and batching plants will be at least 1 km downwind from the nearest human settlement.


During construction





44

Appendix 2



Components

Remedial Measure




Dust All precautions to be taken for reduction in dust emissions from batching and/or hot mix plants and crushers, etc. Batching and/or hot mix plants and crushers, etc. will be at least 1 km downwind from the nearest habitation. All will be fitted with dust extraction and suppression devices. Regular water spraying will be ensured at all mixing sites and temporary service roads.


During construction





45A

ppendix 2



Components

Remedial Measure




During and/or after compacting works, water spraying on all dirt surfaces will be a regular feature to prevent dust. All delivery vehicles will be covered with tarpaulin. Mixing equipment will be sealed and equipped as per existing standards.

4. Noise Levels Noise from Vehicles, Asphalt Plants and Equipment

All construction equipment and plants will strictly conform to NEQS noise standards.


During construction





46

Appendix 2



Components

Remedial Measure




All vehicles and equipment used will be fitted with noise abatement devices. Industrial noise standards will be enforced to protect workers and residents from severe noise impacts. Construction workers will be provided with earplugs. Noise level will be monitored during the construction. Noise barriers/trees will be placed in urban locations.

Blasting Noise All blasting works will be done in accordance with Pakistan Explosives Act.

i. Kohat – Thall, beyond Km 16

During construction





47A

ppendix 2



Remedial Measure




No blasting will be done between dusk and dawn. Residents near blasting sites will be informed well in advance about the blasting times. Workers associated with blasting sites will be provided with earplugs.

ii. Timargarha – Munda, all along the road

iii. Sar Qala – Martung, all along the road

iv. Kalkote – Badgoi, all along the road

Noise Barriers Insulation mud walls and live vegetation screens will be installed at critical locations.

Sensitive locations such as schools, hospitals etc.

During construction




5. Flora Vegetation Losses

All trees removal areas will be replanted according to Roadside Plantation Program.


Just before start of construction work



FD, PMD, WSD, FHA, SC


48

Appendix 2



Components

Remedial Measure




Trees requiring removal will be paint-marked.

Soil Compaction

All construction machinery and equipment will be stationed in designated areas to prevent vegetation compaction outside RoW. Any incidental damages like, soil trampling and damage to herbs, shrubs, and grasses will be kept to a minimum.


During construction



FD, PMD, WSD, FHA, SC

6. Fauna Loss, Damage, or Disruption

Education to construction workers not to disrupt or damage the wildlife.

Various construction sites throughout the project corridor

During construction



EPA, PMD, WSD, FHA, SC, Wildlife Department


49A

ppendix 2



Components

Remedial Measure




Wildlife protection laws will be followed strictly. All construction vehicles will ply specified routes to avoid accidents with cattle and wildlife.

7. Safety & Accident Risks Construction Activities and Accident Risks

Safety signals will be installed on all temporary routes during construction. Strict enforcement of traffic rules and regulations. All blasting sites will have warning and clearance signals. Site will be inspected before and after blasting. Blasting will be done during off-peak hours.


During construction

To be included in the bid cost by the contractor


Police, PMD, WSD, FHA, SC


50

Appendix 2



Components

Remedial Measure




Workers will be provided safety equipment such as helmets, masks, and safety goggles. A readily available first aid unit, dressing materials, ambulance, and nursing staff will be ensured at critical locations. Road safety education will be imparted to drivers of construction vehicles. Traffic management will be ensured during construction periods. Information dissemination through newspaper, radio and/or TV and banners etc. about project


51A

ppendix 2



Remedial Measure




time frame, activities causing disruption and temporary arrangements for public relief must be ensured.

Loss of Access

Alternatives and temporary accesses will be provided at all interchanges, bridges, and culverts, moreso in congested areas. Such diversions will have proper drainage facilities.


During construction



PMD, WSD, FHA, SC

Health Issues Drainage, sanitation, and waste disposal facilities will be provided at work places. Drainage will be maintained to avoid waterlogging, which leads to mosquitoes and disease.


During construction

To be included in bid cost by contractor


PMD, WSD, FHA, SC

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers, m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and monitoring directorate, RoW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate matter; SO2 - sulfur

52

Appendix 2

dioxide; SPM - suspended particulate matter.



Remedial Measure




Suitable sanitation and waste disposal facilities will be provided at camps by means of septic tanks and soakage pits, etc. Sufficient water supply will be maintained at camps to avoid water-related diseases and to secure workers’ health. Health education & preventive medical care will be provided to workers. Routine medical checkup of workers to avoid communicable disease.

Note: EIA = environmental impact assessment, EMP = environmental management plan, EPA = environmental protection agency, FD = forest department, FHA = frontier highways authority, km = kilometers, m = meters, mm = millimeters, NHA = national highways authority, PH = provincial highway, PMD = planning and monitoring directorate, RoW = right of way, RR = rural road, SC = supervision consultant, SPM = suspended particulate matter, WSD = works and services department. Cd -cadmium; CO - carbon monoxide ; Cr - chromium; HC - hydrocarbon; NOx - nitrogen oxide; Pb - plumbum, (lead); RPM - respirable particulate matter; SO2 - sulfur dioxide; SPM - suspended particulate m atter.

53A

ppendix 2



Components

Remedial Measure




8. Cultural Properties Damages to Archeological, Religious, Cultural and Properties

If any valuable articles such as fabrics, coins, artifacts, structures, or other archaeological relics are discovered, the excavation will be stopped and the archaeology departments will be informed. Construction camps, blasting sites, and all allied construction activities will be away from cultural properties so they are not affected.


During construction



PMD, WSD, FHA, SC, Archaeology Department

9. Environmental Enhancements Roadside Landscape Development

Avenue plantation of mixed specie aesthetics trees, shrubs, and aromatic plants will be carried out.


During construction



PMD, WSD, FHA, SC


54

Appendix 2



Components

Remedial Measure




In this context a detailed scheme will be prepared.

Roadside Amenities

Provision of bus shelters, bus bays, petrol pumps, restaurants, recovery areas and truck stops as per detailed design will be carried out. Road furniture including footpaths, railings, traffic signs, speed zone signs, wildlife warning boards, etc. will be erected at suitable places.


During construction



PMD, WSD, FHA, SC

Cultural Properties

All cultural properties will be enhanced and the access roads will be provided, wherever required.


During construction


Contractor, district governments

PMD, WSD, FHA, SC


55A

ppendix 2



Remedial Measure




Operational Stage Contamination from Spills

An accident clearance contingency plan will be prepared and sites will be cleared immediately. The soiled earth will be scraped into small lined, confined pits nearby, with the RoW.


During road operations

To be included in engineering costs

PMD, WSD, FHA, district governments

PMD, WSD, FHA

Dust Generation

Maintenance of roadside plantations to act as live screens. New plantations will be done at all blank sites near the road.





EPA, PMD, WSD, FHA

Air Pollution Emissions at critical places of pollutants like SPM, RSPM, CO, SO2, Nox and Pb will be monitored.

At all PHs, except Timargarha-Munda


Rs.100,000 per year


EPA, PMD, WSD, FHA


56

Appendix 2



Components

Remedial Measure




Maintenance of roadside plantations will be ensured

Noise Pollution

Noise levels will be monitored at critical locations, and use of sound barriers and/or trees considered where warranted. Warning signs will be placed at sensitive zones such as hospitals, and educational institutions, where horns and traffic speeds will be regulated. Public awareness program will be launched.



Rs.50,000 per year

PMD, WAS, FHA, district governments

EPA, PMD, WSD, FHA


57A

ppendix 2



Remedial Measure




Water Regular cleaning of drainage systems will be ensured. Water quality will be monitored as per the monitoring plan.



Rs.50,000 per year


EPA, PMD, WSD, FHA

Flora and Fauna

Roadsides plantations will be strictly monitored and maintained. General education and awareness for wildlife conservation.



As per plantation costs and plans.


EPA, PMD, WSD, FHA, FD & Wildlife Department

Soils Periodic monitoring of soil quality for Pb, Cr, and Cd.

Various sites of PHs throughout project corridor


Rs.50,000 per year


EPA, PMD, WSD, FHA


58

Appendix 2



Components

Remedial Measure




Accidents New roads tempt for high speeds and become more prone to accidents, which must be controlled through: - Enforcement of

traffic laws. - Speed restrictions. - Safety measures

at critical spots. - Under and/or over-

passes and zebra crossings.

- Contingency plans for accident recovery.

Various sites of PHs throughout project corridor




PMD, WSD, FHA, Traffic Police

Transportation of Hazardous Materials

Delivery of hazardous substances must be done under certification by respective departments.

Throughout project corridor






59A

ppendix 2



Remedial Measure




Such vehicles must be marked with appropriate signs in block capitals with red paint, plying during off-peak traffic hours. Any spillage will be reported to respective agency, who will be responsible for the contingency measures of cleaning the spill within shortest possible time.

Safety Measures

Development of a coordinated traffic management plan along congested and critical locations.

Throughout project corridor



PMD, WSD, FHA, district government



60

Appendix 2



Components

Remedial Measure




Traffic control measures, including speed limits, will be enforced strictly. Further growth of encroachments, ribbon developments and squatting within the RoW will be discouraged. No schools, hospitals, mosques, graves, or houses will be allowed within 200 m of the roadways.


61A

ppendix 3

ENVIRONMENTAL IMPACT MITIGATION COSTS

Impact Type Cost (in Pakistani Rs)

Potential Negative Impacts

Mitigation Measure Basis Badabher Torkham Malana Jn Ghulam Khan

Incl. else where

Preconstruction

Land acquisition and resettlement

Compensation of those people affected

As per resettlement plan

90,000

280 million

535 million

32,000

Yes

Realignment of road to reduce impact on dwellings

Design

–

–

–

–

–

Provide alternate market space

1 million per location

1 million

1 million

2 million

2 million

Yes

If sites of special interest not identified and flagged the contractors may inadvertently cause damage.

Carrying archeological inspection identifying all sensitive areas prior to construction

Periodic inspections

50,000

50,000

50,000

50,000

No

Avoidable loss of agricultural land for dump sites, borrow areas

Prepare materials plan Design cost, Rs50,000/contract

50,000

150,000

100,000

100,000

Yes

Danger to workers, locals Prepare safety plan Design cost, Rs100,000/contract

100,000

100,000

200,000

200,000

No

Construction Period

Establishment of construction camps creates problems

Prior consultation with local people

Site construction to be supervised

Time for negotiations

(cost per contract)

20,000

20,000

40,000

40,000

No

62A

ppendix 3




Incl. else where

Sanitary waste disposal, solid waste (food) disposal, fuel leakage.

Provide septic tanks, hard standing areas with berms

Rs3.5M per contract

3.5 million

3.5 million

7 million

7 million

Yes

Setting up of complaints office, advertising ways to voice complaints

Rs10,000 per month per contract

180,000

360,000

480,000

480,000

No

Pollution from discarded asphalt

Recycle or dump in controlled fill

Rs1,000/hr for dump truck

25,000

–

–

54,000

Yes

Dust from construction activities

Water spraying to reduce dust

Rs400/km/day

15,000

50,000

85,000

85,000

Yes

Haul roads to be dust controlled, all vehicles carrying loose friable material to be covered.

10% allowance for haul roads

1,500

5,000

8,500

8,500

Yes

Dust emissions from crusher and screening pant

Crushers to be fitted with dust suppression equipment.

Inspection cost

10,000

10,000

20,000

20,000

No

Emission of dust and fumes from asphalt plant;

Plants to have suppression equipment. Ensure workers use appropriate clothing

Inspection cost

Clothes 1000 pp

10,000

2 million

10,000

6 million

20,000

7 million

20,000

5 million

Yes

Yes

Noise from construction activities

Equipment in good condition, fitted with silencers

Inspection

Rs10,000/m

180,000

360,000

480,000

480,000

No

Note:

pp = per person

63A

ppendix 3




Incl. else where

No work during night hours

Indirect cost Yes

Noise and vibration from blasting

Use controlled blasting techniques. Advising timing of blasts so as not to alarm locals.

Indirect cost only – – – – Yes

Damage to buildings from blasting

Use controlled blasting techniques.

Monitor sensitive sites

Indirect cost only – – – – Yes

Construction activity such as borrow pits, quarrying could impinge on national park

Require contractor to restrict all activities to the west of the old road in vicinity of the park.

Inspection cost

(random infrequent)

–

–

10,000

–

No

Borrow pits collect water and breed malarial mosquitoes

Use only approved borrowed areas.

Regular Inspection of sites

Design cost

Supervision cost

10,000

10,000

20,000

20,000

Yes

No

Excess transporting of materials

Design to optimize cut and fill net balance.

Design cost

(see above)

–

–

–

–

Yes

Cuts scar natural hillsides Use existing quarry sites Indirect cost – – – – No

Local flooding problems from fill

ensure sufficient drainage flow

Design issue – – – – Yes

Runoff of hydrocarbons during “curing” period.

Lay asphalt during dry periods.

No cost – – – – –

-Soil erosion if site not revegetated.

Revegetate where necessary

Rs300/tree

11,000

23,000

46,000

46,000

Yes

64A

ppendix 3




Incl. else where

Introduction of appropriate species

Use Forest Department to select appropriate plants. Require approved plan to be prepared and used

Design

20,000

20,000

40,000

40,000

No

Damage not restored on departure

Borrow roads made good on completion of the contract.

10,000 per road

30,000

40,000

100,000

100,000

Yes

Supervise and enforce closure plan. Monitor.

Supervision cost

10,000

10,000

20,000

20,000

No

Operating Period

Lack of trees along the highway

Planting scheme to include trees close to road as barrier through forest department

Rs50,000 per km

1.5 million

2.3 million

5.9 million

6.0 million

No

Presence of road interrupts pathways

Ensure adequate crossings

Construction of bridges or underpasses where required

1M per bridge

1.5M underpass Included in design

10 million

20 million

90 million

90 million

Yes

Accidents with animals Ensure provision of adequate crossing points, fence boundary

1 million per km Included in design

30 million

90 million

200 million

200 million

Yes

Adverse effects on residents from noise and dust

Vegetative barriers to lessen visual and other impacts

Included above

–

–

–

–

Yes

Traffic noise Noise protection work for selected critical locations

Rs3,500 per location 500,000 3.5 million 1.0 million 1.2 million No

Localized flooding Adopt performance specified maintenance contracts

Indirect cost

–

–

–

–

No

65A

ppendix 3




Incl. else where

contracts

Drinking water quality deteriorates

Provide check dams and soak pits to filter run-off

Rs4,500/km

130,000

200,000

525,000

530,000

No

Increased poaching activity; impacts on wildlife

Train locals as voluntary wardens in association with Wildlife Department

–

–

5 million

5 million

–

No

More accidents due to increased traffic speeds

Provide enhanced signs and markers

Traffic enforcement

Included in design for traffic signs

5 million

25 million

20 million

20 million

Yes

Yes

More social problems: drugs, prostitution, STDs

STDs /AIDS program being undertaken in parallel

Separate

Program

–

–

–

–

–

Blocking of drains by accumulated dust; deterioration of shoulders; landslips; road blockages

Adopt performance specified maintenance contracts

Indirect cost only

–

–

–

–

No

Monitoring of noise levels and air pollution

Check the monitoring of noise and air pollution at intervals

Rs0.1 M per 5 km

500,000

1 million

2 million

2 million

No

Surface quality declines Incorporate overweight charges in toll regime

Install weighbridges

25M/bridge Included in axle load control

25 million

25 million

25 million

50M

Yes

Total Cost All items 78 million 464 million 913 million 386 million 1,841 million

Items included in the construction costs or else where Rs.

75 million 451 million 897 million 375 million 1,798 million

Items required for the Mitigation Rs.

3 million 13 million 16 million 11 million 43 million

Documents

NWFP ROAD DEVELOPMENT SECTOR AND SUBREGIONAL CONNECTIVITY PROJECT IN PAKISTAN · 2014-09-29 · NWFP ROAD DEVELOPMENT SECTOR AND SUBREGIONAL CONNECTIVITY PROJECT IN PAKISTAN June