Environment Impact Assessment - National Highway Authority

NATIONAL HIGHWAY AUTHORITY

FEASIBILITY STUDY AND DETAILED DESIGN OF DUALIZATION

OF

OLD BANNU ROAD KM 1040+000-1050+000 & KM 1088+000-1167+000

Environment Impact Assessment

Draft Copy

September, 2016

i

Sr. No. TABLE OF CONTENTS Page

Executive Summary E-1

List of Abbreviations Vi

Table of Contents i

SECTION 1: INTRODUCTION

1.0 Project Background 1 -1

1.1 Need of the Project 1-2

1.2 Magnitude of the Project 1-2

1.3 Project Objective 1-3

1.4 Objectives of EIA Study 1-3

1.5 Scope of Study 1-4

1.6 The Proponent and Consultant 1-5

1.7 Project Implementation Schedule 1-5

1.8 Study Approach and Methodology 1-6

1.9 Structure of the Report 1-8

SECTION 2: POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORKS

2.0 Policy Framework 2-1

2.0.1 National Environment Policy, 2005 2-1

2.1 Legal Framework 2-1

2.1.1 Pakistan Environmental Protection Act, 1997 2-1

2.1.2 Pakistan Environmental Protection Agency, Review of IEE/EIA

regulation, 2000

2-2

2.1.3 Environmental Assessment Guidelines 2-3

2.1.4 Pakistan National Conservation Strategy 2-3

2.1.5 Provincial Local Government Ordinance, 2001 2-4

2.1.6 Relevant Laws 2-4

2.1.7 Preservation of Cultural Heritage 2-5

2.1.8 Toxic and Hazardous Waste 2-5

2.1.9 National Environmental Quality Standards 2-6

2.2 Administrative Framework 2-10

2.2.1 National Highway Authority 2-10

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2.2.2 Environmental Protection Agency, Khyper Pakhtunkhwa 2-10

2.2.3 Khyper Pakhtunkhwa Forest Department 2-11

2.2.4 Khyper Pakhtunkhwa Wild Life Department 2-11

2.2.5 Khyper Pakhtunkhwa Revenue Department 2-11

SECTION 3: DESCRIPTION OF THE PROJECT

3.0 General 3-1

3.1 Main Beneficiaries of the Project 3-1

3.2 Scope of Work 3-2

3.3 Location of the Project 3-2

3.4 Identification of Zone of Influence 3-3

3.5 Project Administrative Jurisdiction 3-3

3.6 Period of Implementation 3-4

3.7 Project Cost 3-4

3.8 Components of the Project 3-4

3.9 Geometric Design of the Proposed Road Project 3-5

3.10 Traffic Forecast 3-6

3.10.1 Traffic Count 3-6

3.11 Construction Camps 3-9

3.12 Construction Equipment 3-10

SECTION 4: ENVIRONMENTAL BASELINE PROFILE

4.0. General 4-1

4.1 PHYSICAL ENVIRONMENT 4-1

4.1.1. Geographical Representation of the Area 4-1

4.1.2. Topography 4-2

4.1.3. Seismicity of the Area 4-5

4.1.4. Location of Bannu District with respect to Seismic Zone of Pakistan 4-6

4.1.5. Water Resources 4-7

4.1.6. Climate of the Project Area 4-8

4.1.6.1. Temperature 4-8

4.1.6.2. Rainfall Patterns 4-9

4.1.6.3. Precipitation 4-10

4.1.6.4. Wind Speed 4-11

iii

4.1.7. Geology and Soil 4-11

4.1.8. Solid Waste Management 4-12

4.2. BIOLOGICAL ENVIRONMENT 4-12

4.2.1. Agriculture 4-12

4.2.2. Floristic Composition of the Area 4-13

4.2.3. Fauna 4-16

4.2.3.1. Mammals 4-16

4.2.3.2. Reptiles 4-17

4.2.3.3. Amphibians 4-17

4.2.3.4. Birds 4-17

4.2.3.5. Critical Habitats 4-18

4.2.3.6. Protected Area 4-18

4.2.3.7. Present Status of Ecological Resource and Biodiversity 4-18

4.3. SOCIAL ENVIRONMENT 4-18

4.3.1. Administrative Setup 4-18

4.3.2. Population 4-19

4.3.3. Education 4-19

4.3.4. Religion 4-19

4.3.5. Languages 4-19

4.3.6. Health Facilities 4-19

4.3.7. Source of Drinking Water 4-19

4.3.8. Electricity 4-20

4.3.9. Hygienic Condition 4-20

4.3.10. Irrigation 4-20

4.3.11. Main Occupation 4-20

4.3.12. Public Utilities 4-20

4.3.13 Acquisition of Land 4-20

SECTION 4: ENVIRONMENTAL IMPACT ANALYSIS AND

MITIGATION MEASURES

5.0. Environmental Impact Matrices 5-1

5.1. Potential Impact Sources 5-2

5.2. IMPACT ANALYSIS DURING DESIGN/PRE CONSTRUCTION

PHASE

5-5

5.2.1. Impact on Income/Livelihood 5-5

iv

5.2.2 Impact on Land Uses 5-5

5.2.3. Change in Aesthetics 5-6

5.2.4. Solid Waste Management 5-6

5.2.5. Resource Mobilization 5-6

5.2.6. Changes in Hydraulic Regimes 5-7

5.3. IMPACT ANALYSIS DURING CONSTRUCTION PHASE

5.3.1. Topography 5-7

5.3.2. Air Quality 5-8

5.3.3. Noise and Vibration from Construction Works 5-9

5.3.4. Smoke Burning of Waste Material or Burning Firewood 5-10

5.3.5. Dust Pollution 5-10

5.3.6. Damage to Cross Drainage 5-10

5.3.7. Location of Labour Camps and Equipment Yard 5-11

5.3.8. Solid Waste from Construction Materials 5-11

5.3.9. Solid Waste and Sanitation at Labour Camps 5-12

5.3.10. Flood Condition 5-12

5.3.11. Soil Erosion 5-13

5.3.12. Release of Construction Water and Dumping of Soil 5-14

5.3.13. Traffic Impact 5-14

5.3.14. Impact on Surface Water 5-14

5.3.15. Impact on Ground Water 5-15

5.3.16. Impact on Sourcing of Construction Water 5-15

5.3.17. Impact on Drinking Water Sources 5-15

5.3.18. Obstruction of the Flow of Water for Stream Crossing the Road 5-16

5.3.19. Impact on Roads / Infrastructure Used for Transportation of

Construction Material

5-16

5.3.20. Impacts on Heavy Vehicles on the Existing Road Network 5-16

5.3.21 Health and Safety 5-17

5.3.22 Waste and Hazardous Waste 5-19

5.3.23 Impacts of Waste Disposal at Site 5-19

5.3.24 Impacts of Borrowing Site 5-20

5.3.25 Loss of Agricultural Land 5-21

5.3.26 Impact on Floral Diversity 5-21

5.3.27 Impacts on Fauna 5-22

v

5.3.28 Impact on Protected Areas 5-22

5.3.29 Socio-Economic Impact 5-22

5.3.30. Impact on Public Utilities 5-22

5.3.31 Land Acquisition 5-23

5.4. IMPACT ANALYSIS DURING OPERATION PHASE 5-23

5.4.1. Air Quality and Noise 5-23

5.4.2. Impact on Road Safety 5-24

5.4.3. Impact on Drainage Pattern 5-25

5.4.4. Emergency Management 5-25

5.4.5. Deterioration of Vehicles 5-25

5.4.6. Economic Boost 5-25

5.4.7. Change in Aesthetic Value 5-26

SECTION 6: PUBLIC CONSULTATION 6-1

SECTION 7: ECONOMIC ASSESSMENT 7-1

7.0. General 7-1

7.1. Economic Benefits 7-1

SECTION 8: ENVIRONMENT MANAGEMENT AND MONITORING PLAN

8.0. General 8-1

8.1. Implementation of Mitigation Plan 8-1

8.2. Objective of EMP 8-1

8.3. Roles and Responsibilities 8-2

8.3.1. EMMP Implementation Responsibility 8-2

8.4. Management and Monitoring 8-5

8.4.1. During Construction Phase 8-5

8.4.2. During Operation Phase 8-6

8.5. Checklists of Environmental Monitoring 8-7

8.6.

8.7.

Environmental Monitoring Plan

Affected Trees

8-9

8-21

SECTION 9: CONCLUSION & RECOMMENDATIONS 9-1

vi

LIST OF ABBREVIATIONS & ACRONYMS

AASHTO American Association of State Highway and Transportation Officials

DOW District Officer Wildlife

EALS Environment Afforestation Land and Social

EMMP Environment Management and Monitoring Plan

EIA Environmental Impact Assessment

EPD Environment Protection Department

EMP Environment Management Plan

FHA Frontier Highway Authority

GoP Government of Pakistan

GHG Green House Gas

IEE Initial Environmental Examination

KPK-EPA Khyber Pakhtunkhwa Environmental Protection Agency

LAA Land Acquisition Act

LAC Land Acquisition Collector

MVE Motor Vehicle Examiners

NEQs National Environmental Quality Standards

NOC No Objection Certificate

NCS National Conservation Strategy

NHA National Highway Authority

PEPA Pakistan Environmental Protection Act

PPC Pakistan Panel Code

PEPC Pakistan Environment Protection Council

RE Resident Engineer

ROW Right of Way

PPE Personal Protective Equipment

USEPA United States Environment Protection Agency

WHO World Health Organization

vii

LIST OF TABLES

Table 3-1 Main Components of the Project

Table 3-2 Number of Structures Proposed in the Project

Table 3-3 Total Estimated Traffic Count

Table 3-4 Machinery and Equipment Requirement

Table 4-1 Meteorological Data Pertaining to Project Site and Surroundings

Table 4-2 Major Rabi Crops

Table 4-3 Major Kharif Crops

Table 4-4 Plant Diversity in District Bannu

Table 4-5 Tree Species

Table 4-6 Herbal Species

Table 4-7 Shrubs

Table 4-8 Grass Species

Table 4-9 Common Mammalia

Table 4-10 Avifauna Species

Table 5-1 Environmental Checklist

Table 5-2 Evaluation of Environmental and Social Impacts

Table 8-1 Roles and Responsibilities

Table 8-2 (a) Environmental Management Plan

Table 8-2 (b) Operational Phase

LIST OF FIGURES

Figure 3-1 Location of the Project

Figure 4-1 Location of Water Bodies Traverse the Project Area

Figure 4-2 Western Mountain Ranges

Figure 4-3 Natural Topography Including Drainage Pattern

Figure 4-4 Map Showing the Seismic Characteristics of the Area

Figure 4-5 Geological Map of Pakistan

Figure 4-6 Average Minimum, Maximum and Mean Temperatures over the last 20 years in Distruct Bannu

Figure 4-7 Average rain days, frost days, precipitation and sunshine %over the last 20 years in Bannu

Figure 4-8 Average Rainfall per Month and Rain Days for Bannu, Pakistan

Figure 4-9 Wind Rose Showing the Direction of Wind

Executive Summary

EIA Report on Dualization & Improvement of Old Bannu Road (Km 1040-1050 & Km 1088-1167)

E-1

Executive Summary

General

The old Bannu road was taken under administrative control of federal government in 1988.

Soon after the federalization, the road gained attention and its surrounding road links were

dualized by National Highway Authority, in which one of the major road sections was from DI

Khan to Gaandi Chowk, part of N-55 (Indus Highway).

The existing old Bannu road from Sara-e-Naurang is about 127 Km, out of which 38 Km stretch

has already been dualized by Frontier Highway Authority. Now it is proposed to rehabilitate and

dualize the remaining unattended portion of old Bannu road. The project road starts from

Gaandi Chowk and traverses through Sarai Naurang, Domail ,Latambar, Soor Dag, Totaki ,

Banda Daud Shah and ends at Krapa (on N-55), which leads to Kohat.

The route from Gaandi Chowk to Sarai Naurang connects the heavily populated cities i.e. Sarai

Naurang and Bannu and Waziristan, which contribute considerably to the traffic on project road.

The cross-section of existing road is 5.9m at Gaandi Chowk - Sarai Naurang section, while it is

6.3m from Domail - Krapa. This cross -section is insufficient for heavy vehicles movement and

has geometric issues i.e. steep slopes, sharp curves etc which are ultimately causing accidents

at higher rates.

Objective of the Project

The project‟s objective is to connect two heavily populated cities (Sarai-Naurang and Bannu

city).The project road will also connect huge surrounding area near Bannu and Sarai Naurang

and Waziristan. It will bring more population into the stream of benefits, which in turn will

change the social complexion of people around the area. This route will bring further socio

economic benefits to road transport and time saving journey for passengers. It will also

contribute to ensure smooth and efficient movement of trade, goods and traffic in relatively

shorter time.

Executive Summary


E-2

Project Description

The scope of project is dualization and improvement of existing old Bannu road. The project is

comprised of two road sections i.e. first section starts from Gaandi Chowk and ends at Sarai

Naurang, while second section starts from Domail and ends at Krapa. First section has length of

08Km and length of second section is 75 Km. The project road traverses through Gaandi

Chowk, Sarai Naurang, Domail, Latambar, Soor Dag, Totaki, Banda Daud Shah and ends at

Krapa. The project road is majorly passing through mountainous terrain. There involves high cut

and high fill is involved in major portion of the project road.

Components of the Project

The proposed project is envisaged to be dualized of Old Bannu Road that predominantly

connect with two populated cities (Sara-e-Naurang and Bannu). The Civil work will involve 4

lanes Road Standard with 3.65m width of each Lane. The speed facility is designed for 80 km/hr

for plain terrain and 50 km/hr for mountainous terrain. The main specific roads to be improved

and dualized under this project are based on the following Component:

Sr # Starts Point (KM) End Point (Km) Length (Km) Standard

Lane

Width

(M)

Road Section

1 Gandhi Chowk

1040+000

Sara-e-Naurang

Km 1050+000

8 4 Lanes 3.65

2 Old Bannu Road

1088+000

Old Bannu Road

1167+000

75 4 Lanes 3.65

Baseline Environmental Condition

The existing environment in and around the project area has been studied with respect to the

physical, biological and socio-economic conditions.

Physical Environment

Geographically, project area is located in the heart of the southern region with its boundaries

touching the districts of Karak, Lakki Marwat and the North, South Wazirestan Agencies.

Bannu District is located approximately 192 km, surrounded by the hard and dried mountain

ranges of Koh-e-Safed and Koh-e-Suleiman. This district forms a basin drained by the River

Kurram and River Gambila or Tochi, which are originated in the hills of Waziristan.

Executive Summary


E-3

Geological survey of Pakistan has divided Pakistan into five seismic zones. The Project area, a

part of Bannu in Khyber-Pakhtunkhwa lies in seismic zone 2-B, is a medium hazard zone

corresponding to peak ground acceleration (PGA) value of 0.16 to 0.24g.

As far as the climate of Bannu is concerned it is nearly semi-arid region and in summer season

sometimes there are very heavy rains and afterwards there is a period of drought this leads to a

potential problem of swelling being caused in the soil which may cause cracking of floors,

pavements, boundary walls and similar light structures.

Biological Environment

Flora around the proposed road sections area remained undisturbed at almost all the patches.

In general, flora in the vicinity of Old Bannu road is relatively sparse including trees, herbs and

shrubs. From Banda Daud Shah to Soor Dag, the mountains tops are almost empty, while

vegetation is present in valleys along the roads. Moreover, from Gandhi Chowk to Sare-e-

Naurang, trees are confined within RoW, mainly Eucalyptus and Dilbergia Sisso.

No endangered species exist in the project area.

The trees and shrubs will be removed for road widening those lying under the Right of Way.

Social Environment

Public Utilities

The project mainly passes from mountainous terrain with built up properties at various location

on both sides i.e. road side fuel stations, banks & various food spots. Besides that the utilities

i.e. power transmission lines, gas Supply pipes, water supply pipes, telephone cables,

telecommunication cables, etc. that will come in ROW, will be properly relocated. Similarly the

built up properties i.e. Kilns, Houses, Shops etc., will be timely removed to avoid any disruption

in work and their compensation will be paid to the affected people as per the approved rates of

relevant building department.

Acquisition of land

The available right of way of old Bannu road will be used in most effective manner. For first

section ,from Gaandi Chowk to Sarai Naurang, no additional land is required and four lane

facility will be adjusted in existing right of way, while for second section starts from Bannu

(Domail) and ends at Karapa, there will be requirement of additional land i.e. 15 ~ 40m for

adjustment of four lane facility. Cost has been work out based on average rate taken from

relevant areas and is incorporated under separate head in PC-1 cost.

Executive Summary


E-4

Period of Implementation Schedule

The period of implementation for the project is 30 months and it will commence in January

2017 and will end in June 2019.

Environmental Impacts Analysis and Mitigation Measures

The proposed project will have both positive and negative impacts during the construction and

operational phases, for which proper mitigation measures are necessary. During the field

survey, significant efforts were made to identify the main social, cultural and environmental

issues related to the project.

Major anticipated impacts during construction include increase in air and noise pollution, Health

and safety issues, inconvenience to general public, traffic management issues etc. Physical

relocation of public utilities mainly involved power transmission lines, gas Supply pipes, water

supply pipes, telecommunication cables, and commercial structures (including shops, Khokha

and other encroachments) etc. During operation phase, major issues include, mainly air and

noise quality will be affected due to vehicular movements. Majority of the impacts are not

potentially significant in nature, and can be mitigated by applying appropriate mitigation

measures

The main beneficial aspects concluded of the project are:

Reduce travel time & increase transport efficiency which will lead to increase profits of

the individual producers,

Reduce vehicle operational and maintenance costs while enhancing vehicle and

Pedestrian safety by improving road safety and reducing traffic congestions.

improve connectivity between production centers and market place improve linkage with

other provinces & facilitate to increase mobility by surface improving

Improvements of the road sector will create better environment for trading, services and

economic sectors, which are vital for sustainable development.

Section – 1 Introduction


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Highways &Transportation Division/NESPAK 1-1 Sept, 2016

1. INTRODUCTION

1.0. Background

The old Bannu road was taken under administrative control of federal government in 1988.

Soon after the federalization, the road gained attention and its surrounding road links were

dualized by National Highway Authority, in which one of the major road section was from DI

Khan to Gaandi Chowk, part of N-55 (Indus Highway).

This report presents the finding Environmental Impact Assessment of rehabilitation and

dualization of Old Bannu Road and Gandhi Chowk to Sara-e-Naurang road in the vicinity of the

Bannu Distirct. The existing old Bannu road from Sara-e-Naurang is about 127 Km out of which

38 Km stretch has already been dualized by Frontier Highway Authority (FHA). Now it is

proposal to rehabilitate and dualize the remaining unattended portion of old Bannu road.

National Highway Authority (NHA) is the implementing agency for the rehabilitation of these

considered road sections. National Engineering Services Pakistan (NESPAK) was selected as

project consultant for preparing feasibility study containing Environmental Impact Assessment

Report. The new old Bannu Road will be designed with the aim to rehabilitate and widening of

the existing road section. The proposed rehabilitation and widening in this project includes 4-

Lane on existing NHA roads, the width of each Lane will be 3.65m.

The Old Bannu Road section is located within central province of Khyber Pakhtunkhawa starting

from Km 1040 - Km 1050 in between Gandhi Chowk to Sara-e-Naurang. The other road which

are to be rehabilitated under this project include Old Bannu Road from Km 1088 – Km 1167.

The rehabilitation includes widening and overlaying of existing road sections. In addition, total

number of bridges and culverts fall on Old Bannu need to be constructed for dualization as well.

The EIA Report has been prepared as part of the feasibility study and detailed design of

dualization of old Bannu Road Km 1040+000 to 1050+000 & Km 1088+000 to1167+000.

Further, this EIA document presents the environmental impacts due to construction and

operation of the project and proposes mitigation measures to offset them. The EIA report also

conforms to the Pakistan Environmental Regulation as per Pakistan Environmental Protection

Act 1997 (Amended 2012) and the Initial Environmental Examination/Environmental Impact



______________________________________________________________________________________________________


Assessment Review Regulations, 2000 and the guidelines provided in the Pakistan

Environmental Assessment Procedures, 1997.

1.1. Need of the Project

The route from Gandh Chowk to Sara-E-Naurang is the primary access of densely populated

two cities i.e., Sara-e-Naurang and Bannu and Waziristan. The project road starts from Gaandi

Chowk and traverses through Sarai Naurang ,Domail ,Latambar ,Soor Dag, Totaki , Banda

Daud Shah and ends at Krapa (on N-55), which leads to Kohat. The cross-section of existing

road is 5.9m in Gaandi Chowk ~ Sarai Naurang section, while it is 6.3m from Domail ~ Krapa.

This cross -section is insufficient for heavy vehicles movement and has geometric issues i.e.

steep slopes, sharp curves etc which are ultimately causing accidents at higher rates. This road

serves a variety of road users and vehicles with high vehicular movements. Due to increasing

traffic density, many accidents took place, and probabilities of incidence of accidents becoming

more in this section. Specifically, heavy trailers and heavy load vehicles create trouble for all

type of road users. Since, the rehabilitation works of Gandhi Chowk to Sara-e-Naurang and

unattended Old Bannu Road and dualization of this road will provide shortest way to connect

with other part of the Province. Hence, there is high opportunity to connect huge surrounding

area near Bannu and Sara-e- Naurang and Waziristan which have sufficient traffic capacity.

The proposed project will further greatly benefit the road users by reduction in the vehicle operating

cost due to less traffic congestion, better pavement surface, better communication and enhanced

socio-economic benefits. This will result in higher and stable income for the people in the area

and ultimately contribute to poverty reduction, and economic development of the country.

1.2. Magnitude of the Project

The proposed development is road rehabilitation project comprising the route from route from

Gandhi Chowk to Sara-E-Naurang, which is the primary access of densely populated cities

(Sara-e-Naurang, Bannu and Wazaristan). This considered road section starts form Gandhi

Chowk (KM 1040) and ends at Sara-e-Naurang (KM 1050). The total length of the road section

to be improved and dualized is 8 Km with an average width of only 5.90m standard of Lane

width at this section.

While, Old Bannu Road start from Km 1088 and ends at1167 Km, the average standard of Lane

width is 6.3 meter and length is 75 Km. This road section is surrounded by mountainous terrain,

sharp curves and steep slopes which are ultimately causing incidents at higher rates.

Particularly, this road section caused great inconvenience to the road users, which need to be



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dualized and rehabilitated to facilitate the traffic capacity/movement by improving the Geometry

of vertical and horizontal curves.

The total number of culverts on old Bannu road from Km: 1040+000 to Km: 1050+000 is 53; the

current condition of most of these culverts is not satisfactory which need to be constructed for

dualization. Moreover, single bridge located at 1047+800 on old Bannu road also considered to

be dualized.

In addition to that, total number of old bridges from 1088+000 to 1167+000 located on this road

section is 22, and total number of culverts at this section is 87. The condition of all these

Bridges and Culverts are not satisfactory and need to be improved or repaired to comply with

the new design or reviewed by structural expert.

1.3. Project Objective

The implementation of the Project is envisaged to have the following objectives:

This Old Bannu road connects the heavily populated cities (Sara-e-Naurang, Bannu and

Waziristan) and the nearby surrounding areas which have sufficient traffic capacity

It will help to reduce the traffic volume and also reduce the social complexion of

inhabitants of the nearby surrounded areas

This road rehabilitation and improvement will facilitate the road users and improve the

aesthetics of the area

The positive impacts are mainly on the socio-economic benefits associated with increase

in trade and services along the roadside which create micro economic benefits to local

people. In addition reduced travel time and cost, and efficient transport will directly

contribute to the economic development

Once this road is on operation, trade and business activities will be further promoted.

There is a possibility of increased economic opportunities and significant growth and

extension of the local markets along the road alignment.

Improve linkage with other provinces & facilitate to increase mobility by surface

improving

1.4. Objective of EIA Study

The objective of this Environmental Impact Assessment (EIA) report is to identify possible

environmental impacts associated with the proposed Rehabilitation and widening of 10 km

length of the road section in between portion of Gandhi Chowk (1040km) to Sara-e-Naurang

(1050km), Old Bannu road from Km1088-1167, and propose suitable mitigatory measures at an



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early stage of the project. The project proponent is the National Highway Authority (NHA) of the

Ministry of Communication of the Government of Pakistan.

The main objectives of EIA are:

Legal requirement of EIA and identification of other related laws applicable to the project.

Develop baseline of present state of physical, biological and social environment of the

project area.

Assess potential environmental impacts during construction and operational phases and

propose mitigation measures.

Prepare Environmental Management Plan (EMP) with timelines to be incorporated in the

detail design, contract documents and be actually implemented.

1.5. Scope of Study

The following Terms of Reference have been formulated to conduct the EIA study:

Review of available studies/ reports and data of the project area

Survey and description of the existing physical, ecological & social environment

conditions of proposed sites on its immediate surrounding on both short and long term

basis

Floral and wildlife surveys to be conducted about 100-200m from both side of the road

Consultation with community and concerned organizations

Identify potential impacts related to safety and life and property of population that is

anticipated to be affect by the construction activities (if any)

Study climate change data, trends and assess future climatic impacts

Identify factors that may be incorporated in the design to make the road dualization

resilient to climate change

Study of geology/seismology of the area, natural water flow courses and quality of water

in the project area

Analyze the baseline environmental conditions such as soil, air, noise, surface water,

groundwater, topography, drainage patterns ecology, and social parameters. Identify

project specific short and long-term impacts on the environment during construction and

post construction of the project

Identify the environmental impacts and safety hazards associated with the construction

as well as operation of the project



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Proposed mitigation measures to offset environmental and social impacts, Mitigation

measures to stabilize the spoil material from earth cutting and proper vegetative

measures shall also be proposed

Prepare Environmental Management Plan (EMP) with timeframe for its implementation

and propose Monitoring Plan

1.6. The Proponent and Consultant

The proponent of the project is National Highway Authority while the Consultant is NESPAK; the

details are given as under:

a) Proponent Contact Address

National Highway Authority

27 Mauve Area, G-9/1, Islamabad

Phone: +92-51-9260417

b) Consultant Contact Address

National Engineering Services Pakistan Private Limited (NESPAK)

Highway and Transportation, Division, NESPAK House

2nd Floor, Sector G-5/2, Islamabad

Phone: 051-

1.7. Project Implementation Schedule

This report reviews information on existing environmental attributes of the proposed area.

Geological and ecological features, air quality, noise, water quality, soils, social and economic

aspects included. This EIA also proposes various environmental management measures.

Details of all background environmental quality, environmental impact/pollutant generating

activities and predicted environmental quality and related aspects have been provided in this

report. Following this introduction, the report follows according to EPA guidelines and includes:

Field Work/Data Collection

Description of the Project

Description of Environmental and Social Conditions

Consultation with Community and Concerned Organization

Assessment of Environmental Impacts and proposed mitigation measures

Institutional Requirements of EMP

Conclusions



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1.8. Study Approach and Methodology

Environmental baseline of the area is described in the category of physical, biological and socio-

economic environmental conditions. Identification of possible impacts arising during construction

and operational phase of the proposed project activities along with proposing suitable mitigation

measures and formulation of environment management plan (EMP) for implementation of the

project in an environmental friendly manner is a purpose of the study. A risk based methodology

was adopted to identify the high risk activities and suggest their mitigation measures. The

possible adverse impacts of the project are discussed under heading of physical, biological and

social environment during design phase, construction and operational phase of the project. The

impacts are further assessed as slight, moderate or significant and marked as avoidable,

mitigable and irreversible. Where possible, eliminating the risk by altering the scope or method

of execution of work was preferred rather than minimizing the risk with control measures.

The following typical steps were taken in preparation of this EIA report:

a). Field survey and data collection/samplings

The whole task was carried out under supervision of technical experts. The EIA team

comprising of environmental specialist collected area specific primary data, the secondary data

was also confirmed by the experts for authenticity. After collection of environmental and social

data from both primary and secondary sources, a critical review was made to assess the

existing base line conditions and potential impacts. A detailed account of the baseline

environmental conditions in the project area pertaining to physical, biological and socio-

economic environment has been provided in Chapter 5 of this report. The following

environmental parameters were considered for data collection and assessment:

Physical Environment:

Meteorology and Climate

Geology, Topography and Soil Characteristics

Hydrology and Drainage

Surface, Ground Water and Land use

Seismology, Water, Air and Noise Quality·

Solid waste management, disposal of liquid waste and storm water drainage

Sites susceptible to flooding, Hurricanes and Earthquake

Other infrastructure (Public and Private)



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Ecological Environment:

Floral species, crop and horticultural activities

Fauna/Wild life and Livestock species

Endangered Species (including of flora and fauna)

Social and Cultural Environment

The consultants utilized a combination of desk research, field investigations, census data,

structured interviews, maps, reports to generate the data required for description of the existing

social environment and assessment of the potential impact of the construction of the proposed

project. Data was gathered on the following aspects of the social environment:

Social and Cultural Resources

Social Setup/ Pattern

Existing Structures along the roads

Traffic Study

Demographics

Livelihoods

Poverty

Health & Educational Facilities

Community Facilities

Solid Waste Management

Industrial /Commercial Activities

Protective and Sensitive Areas

Archaeological and Cultural Heritage

b). Identification of environmental impacts

The possible impacts of the construction of dualization of old Bannu Road on the physical,

biological and socio-economic environment prevalent in the project area were visualized at the

design, construction and operational phases.

c). Preparation of mitigation plan

Based on the identification of environmental impacts, mitigation measures have been suggested

to ensure no significant impact or impairment of physical, biological or social environment

caused due to the project.



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d). Compilation of draft Report

Following the completion of the above steps, a draft EIA Report was prepared. The Draft Report

was reviewed internally by the project office and National Highway Authority before submission

to EPA-KPK.

e). Development of Environmental Management Plan

An Environmental Management Plan has been provided for the mitigation of possible

environmental issues arising during construction and operation of the project. The roles and

responsibilities of the project proponent have been identified for the implementation of the EMP

and areas where these roles and responsibilities can be shared with any other organizations

involved in the execution and monitoring of the Project.

1.9. Structure of the Report

Section1 “Introduction” gives the project background, objectives, methodology and need of

the EIA study.

Section 2 “Policy, Legal and Administrative Framework” provides an overview of the policy

framework and national legislation that applies to the proposed project. The project is expected

to comply with all national/provincial legislation relating to environment in Pakistan, and to

obtain all the required regulatory clearances.

.

Section 3 “Description of the Project” furnishes information about the location of the

proposed Project, cost and size of the project, its major components and alternatives

considered for the proposed project to select at the preferred alternative for detailed

environmental assessment.

Section 4 “Environmental Baseline Profile” provides information about environmental and

social setting of the project. It includes flora, fauna, water resources, air and noise quality,

socioeconomic conditions etc.

Section 5 “Public Consultation” identifies the main stakeholders and their concerns raised

through scoping sessions, and deals with the measures to mitigate the social impacts.

Section 6 “Anticipated Environmental Impacts and Mitigation Measures” Identifies the

potential impacts due to dualization of road sections on physical, biological and social of the



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project area. It also highlights the measures proposed to mitigate adverse environmental

impacts on the project area.

Section 7 “Environmental Management and Monitoring Plan” outlines institutional

arrangements for the implementation of the proposed mitigation measures, it further identifies

the roles and responsibilities of the staff members, monitoring requirements and cost etc.

Section 8, “Conclusion and Recommendations” this presents the summarized version of the

report highlighting the major conclusions and recommendations employed for the study.

Section – 2 Policy, Legal and Administrative Framework

EIA Report on Dualization & Improvement of Old Bannu Road (Km 1040-1050 & Km 1088-1167

_______________________________________________________________________________________________________

Highway&Transportation Division/NESPAK 2-1 Sept, 2016

2. ENVIRONMENTAL POLICY, LAW AND ADMINISTRATIVE

FRAMEWORK

This chapter provides an overview of the policy framework, national legislation, regulation and

standards applicable to the project. The proposed dualization of Old Bannu Road Project is

required to comply with the national legislation relating to environment in Pakistan and to obtain

all regulatory clearances in accordance to the environmental law. The relevant Laws and

regulations that are expected to apply in this project are discussed in this chapter.

The proposed project, like other development projects, requires an EIA in accordance with the

Pakistan Environmental Protection Act (PEPA), 1997 and IEE/EIA Regulation, 2000.

The following laws, rules and regulations are applicable for this project:

2.0. Policy Framework

The Ministry of Environment is the responsible authority for policy making on environmental

protection in Pakistan.

2.0.1. National Environment Policy, 2005

In March 2005, Government of Pakistan (GOP) launched its National Environmental Policy,

which provides an overarching framework for addressing the environmental issues. Section 5 of

the policy commits for integration of environment into development planning as instrument for

achieving the objectives of National Environmental Policy. It further states in clause (b) of

subsection 5.1 that EIA related provisions of Environmental Protection Act, 1997, will be

diligently enforced for all development projects. It also provides broad guidelines to the federal

government, provincial governments, federally administered territories and local governments to

address their environmental concerns and to ensure effective management of their

environmental resources.

2.1. Legal Frame Work

2.1.1. Pakistan Environmental Protection Act, 1997

The Act was enacted on December 06, 1997 by repealing the Pakistan Environmental

Protection Ordinance 1983. It provides the framework for implementation of the Pakistan



_______________________________________________________________________________________________________


National Conservation Strategy, 199, establishment of provincial sustainable development

funds, protection and conservation of endangered floral and faunal species, conservation of

renewable resources, and establishment of Environmental Tribunals, appointment of

Environmental Magistrates, Initial Environmental Examination and Environmental Impact

Assessment. Section 12 of the Act provides for environmental assessment study: Initial

Environmental Examination (IEE) and Environmental Impact Assessment (EIA) prior to

commencement of construction or operation of a Project. The key features of the law that have a

direct bearing on the proposed project relate to the requirement for an initial environmental

examination (EIA) and environmental impact assessment (EIA) for development projects.

Section 12(1) requires that:

“No proponent of a project shall commence construction or operation unless he

has filed with the Federal Agency an Initial Environmental Examination (EIA) or,

where the subproject is likely to cause an adverse environmental effect, an

environmental impact assessment (EIA), and has obtained from the Federal

Agency approval in respect thereof”.

Under section 12 of PEPA, no project involving construction activities or any change in the

physical environment can be undertaken unless an EIA report is submitted to the concerned

EPA (EPA-KPK in this case) and an Environmental Approval to be obtained.

2.1.2. Pakistan Environmental Protection Agency (Review of IEE/EIA) Regulations, 2000

These regulations provide lists of the Projects requiring IEE and EIA. They also briefly describe

the preparation and review of environmental reports. In accordance with Regulation 4 of these

Regulations, an EIA for the proposed project satisfying the requirements of the Section 12 of

PEPA Act of 1997 needs to be submitted to concerned EPA, Environmental Protection

Department (EPD), for reviewing environmental approval.

A majority of proposals having less significant impacts or no impacts would be screened out of

EIA study; however, only few having significant impacts would go for further EIA. EIA including

detailed EMP would be carried out by the project proponent and the report would be submitted

to EPA for review and decision for its approval. In case, approval is granted, the implementation

of the EIA and conditions of approval would be followed. For the projects which are not

approved, the project should be redesigned and EIA should be resubmitted for review and

approval. As per IEE/ EIA Regulations, 2000 the review time period required for IEE is 45 days

and for EIA is 90 days.



_______________________________________________________________________________________________________


2.1.2. Environmental Assessment Guidlines

Pak-EPA has also published environmental assessment procedures and guidelines in October,

1997, which contains the following sets of information relevant to the proposed project:

i). Guidelines for Policy and Procedures for Filing, Review and Approval of

Environmental Assessment Reports

It describes environmental policy and administrative procedures to be followed for filing of

environmental assessment reports by the proponents and its review and approval by the

concerned environmental protection agency/department.

ii). Guidelines for the Preparation and Review of Environmental Reports

These guidelines are developed to facilitate both the proponents and decision makers to

prepare reports (inclusive of all the information contained therein) and carry out their review so

as to take informed decisions.

iii). Sectoral Guidelines: Major Roads

These guidelines represent issues/impacts commonly arising due to the road projects, the

mitigations to reduce/eliminate these impacts and the need for environmental management plan

and monitoring plan to protect the environment.

iv). Guidelines for Public Consultation

These guidelines deal with possible approaches to public consultation and techniques for

designing an effective programme of consultation that involves all major stakeholders and

ensures that their concerns are incorporated in any impact assessment study.

2.1.4. Pakistan National Conservation Strategy

The Pakistan National Conservation Strategy (NCS) was approved by federal cabinet in March

1992 and is the principal policy document on environment issues in the country. The Policy

outlines the country's primary approach towards encouraging sustainable development,

conserving natural resources and management of resources. NCS has 68 specific programs in

14 core areas in which policy intervention is considered crucial for preservation of Pakistan's

natural and physical environment. The core areas that are relevant in the context of the

proposed Project are pollution prevention and abatement, conserving biodiversity, protecting the

wildlife sanctuary and preservation of cultural heritage.



_______________________________________________________________________________________________________


2.1.5. Provincial Local Government Ordinance, 2001

This ordinance, issued following the devolution process, establish regulations for land use, the

conservation of natural vegetation, air, water, and land pollution, the disposal of solid waste and

wastewater effluents, as well as matters related to public health and safety.

2.1.6. Relevant Laws

a). Cutting of Trees (Prohibition) Act, 1975

This act prohibits cutting or chopping of trees without permission of the concerned forest

department.

b). The Antiquities Act, 1975

Archaeological sites and monuments are specifically protected under this Act.

c). Pakistan Penal Code, 1860

This defines the penalties for violations concerning pollution of air, water bodies and land.

d). Land Acquisition Act, 1894

At present, the only legislation relating to land acquisition and compensation is the Land

Acquisition Act (LAA) of 1894. The LAA is, however, limited to a cash compensation policy

for the acquisition of land and built-up property, and damage to other assets, such as crops,

trees, and infrastructure. The LAA does not consider the rehabilitation and resettlement of

non-titled populations.

e). Explosives Act, 1884

Under the Explosives Act, 1884, the Project contractors are bound by regulations on

handling, transportation and using explosives during quarrying, blasting, and other

purposes.

f). Provincial Wildlife (Protection, Reservation, Conservation and Management) Act,

Ordinances and Rules

In addition to empowering the Provincial Wildlife Departments to establish game reserves,

parks, and wildlife sanctuaries, these acts regulate the hunting and disturbance of wildlife.

While reviewing an EIA, the Provincial EPD may consult the Provincial Wildlife Department

in case the project has an impact on wildlife. EPD may require IPD to coordinate the

implementation and monitoring of project impacts with the Provincial Wildlife Departments.



_______________________________________________________________________________________________________


As there is no game reserve, parks and wildlife sanctuary in the project area so the project

will not governance by the above Act, ordinance and rules.

Punjab Wildlife Protection Act, 1974

The Punjab Wildlife Protection Act, 1974 was passed by the provincial assembly of Punjab

in 1974. This Act is applicable to the whole of the Punjab province for protection,

conservation, preservation and management of Wildlife. This Act also designated areas of

sanctuaries and protection of rare and endangered species.

g). Highways Safety Ordinance, 2000

This ordinance includes provisions for the licensing and registration of vehicles and

construction equipment; maintenance of road vehicles; traffic control, offences, penalties and

procedures; and the establishment of a police force for motorways and national highways

charged with regulating and controlling traffic on the national highways, and keeping the

highways clear of encroachments.

h). Motor Vehicle Rules, 1969

Motor Vehicle Rules 1969 (MVR 1969) define powers and responsibilities of Motor Vehicle

Examiners (MVEs). The establishment of MVE inspection system is one of the regulatory

measures that can be taken to tackle the ambient air quality problems associated with the

vehicular emissions during operation phase.

2.1.7. Preservation of Cultural Heritage

The Antiquities Act, 1975, administered by the Provincial Government, is aimed at safeguarding

the preservation of cultural heritage, destruction, damage or defacement of antiquities is an

offence under the Act.

2.1.8. Toxic or Hazardous Waste

Protection of the environment with regards to toxic and hazardous waste is covered by the

Pakistan Penal Code (PPC), 1860. Environment Protection Department (EPD), Punjab, is

mandated to monitor the transportation of hazardous materials within the provincial limits.



_______________________________________________________________________________________________________


2.1.9. National Environmental Quality Standards

The National Environmental Quality (Protection and Quality Regulations 1990, 1996 and 2000)

identifies specific industrial sources to control and issue an Environmental Protection License is

required to discharge wastes to the environment under controlled conditions. Where the project

contractors require cement, concrete or granite based products for improvement projects, the

materials must be obtained from facilities having a relevant and current Environmental

Protection License.

The National Environmental Quality Standards (NEQS) specify the following standards:

a) Effluent Discharges

The parameters which will be relevant to the contractor‟s activity and discharges to surface

water or surface water courses and their limits during the proposed project are listed in Table:

Table 2-1: National Environmental Quality Standards for Effluent Discharge

Parameter Limit

Temperature < 40 °C

pH >6 and <10

Biological Oxygen Demand (BOD5) < 80 mg/l

Chemical Oxygen Demand (COD) < 150 mg/l

Total Suspended Solids (TSS) < 150 mg/l

Grease and Oil < 10 mg/l

An-ionic detergents (as MBAS) < 20 mg/l

Ammonia (NH3) < 40 mg/l

Chlorine < 1.0 mg/l

b) Gaseous Emissions

NEQS for the emissions from vehicles is given in Table.

Table 2-2: NEQS for Gaseous Emissions

Vehicle type Maximum Emission Level Conditions

Road vehicles 40% or 2 on the Ringelman During acceleration



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scale

c) Air Quality Standards

In pursuance of the statutory requirement under clause (e) of sub-section (1) of section (6) of

the Pakistan Environmental Protection Act, 1997(XXXIV of 1997), the Pakistan Environmental

Protection Agency with prior approval of the Pakistan Environmental Protection Council, has

revised the NEQS for Ambient Air in 2010. USEPA standards along with NEQS effective from

January, 2013 are given in Table 2-3.

Table 2-3: Ambient Air Quality Standards



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d) Noise Quality Standards

In pursuance of the statutory requirement under clause (c) of sub-section (1) of section (6) of

the Pakistan Environmental Protection Act, 1997 (XXXIV of 1997), the Pakistan Environmental


revised the NEQS for Noise (2010). These standards are established for four different

categories which include residential area, commercial area, industrial area and silent zone.

These standards vary according to the day and night timing, day time hours are 6:00 am to

10:00 pm and night time hours are 10:00 pm to 6:00 am. USEPA standards and World Bank

guidelines along with National Environmental Quality Standards for Noise effective from

January, 2012 are used as bench mark purpose and given in Table 2.2.

Table 2-4: Noise Quality Standards

# Category of

Area

NEQS WB guidelines USEPA Standards

Day

Time

Night

Time

Day

Time

Night

Time Indoor Outdoor

1 Residential

Area 55 45 55 45 45 55

2 Commercial

Area 65 55 70 70 70 70

3 Industrial Area 75 65 70 70 70 70

4 Silence Zone 50 45 - - - -

e) Drinking Water Quality Standards

In pursuance of the statutory requirement under clause (c) of sub-section (1) of section (6) of

the Pakistan Environmental Protection Act, 1997 (XXXIV of 1997), the Pakistan Environmental


published the National Standards for Drinking Water Quality (2010).

WHO Drinking water quality guidelines and USEPA standards will be used for bench marking

purpose along with the National Standards for Drinking water quality effective from January,

2013 given in Table 2-5.



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# Parameters

Concentration Standards

NEQS (mg/l)

WHO (mg/l)

USEPA (mg/l)

Chemical Parameters

1 Aluminium (Al) < 0.2 0.2 0.05-0.02

2 Ammonium (NH3) - 1.5 NS

3 Antimony (Sb) < 0.005 0.005 0.006

4 Arsenic (As) < 0.05 0.01 0.05

5 Barium (Ba) 0.7 0.7 2.0

6 Boron (B) 0.3 0.3 NS

7 Cadmium (Cd) 0.01 0.003 0.005

8 Chloride (Cl) < 250 250 250

9 Chromium (Cr) < 0.05 0.05 0.1

10 Copper (Cu) 2 1-2 1.0

11 Cyanide (CN) < 0.05 0.07 0.2

12 Fluoride (F) < 1.5 1.5 2.0-4.0

13 Iron (Fe) - 0.3 0.3

14 Lead (Pb) < 0.05 0.01 0.015

15 Manganese (Mn) < 0.5 0.1-0.5 0.05

16 Mercury (Hg) < 0.001 0.001 0.002

17 Molybdenum (Mo) - 0.07 NS

18 Nickel (Ni) < 0.02 0.02 0.1

19 Nitrate (NO3) < 50 NS 10.0 as N

20 Nitrite (NO2) < 3 NS 10.0 as N

21 Selenium (Se) 0.01 0.01 0.05

22 Silver (Ag) - NS 0.1

23 Sodium (Na) - 200 20

24 Sulphate (So3) - 250 250

25 Residual Chlorine 0.2-0.5 - -

26 Zinc (Zn) 5.0 3.0 5.0

Physical Parameters

27 Color < 15 TCU 15 cu 15 cu

28 Taste Non

Objectionable/ Acceptable

- -



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# Parameters

Concentration Standards

NEQS (mg/l)

WHO (mg/l)

USEPA (mg/l)

29 Odour Non

Objectionable/ Acceptable

N S 3 TON

30 Turbidity < 5 NTU 5 NTU 0.5-5.0 NTU

31 Total hardness < 500 mg/l - -

32 TDS < 1000 1000 500

33 pH 6.5-8.5 6.5-8.5 6.5-8.5

Biological Parameters

34 E-Coli

Must not be detectable in any 100 ml

sample

0 0

35 Total Coliforms

Must not be detectable in any 100 ml

sample

0 0

2.2. Administrative Framework

2.2.1. National Highway Authority (NHA)

The implementing agency of the proposed project is NHA, therefore, NHA is responsible for

liaising with line departments to ensure that the Project complies with the laws and regulations

controlling the environmental concerns of highway construction and operation, and that all pre-

construction requisites, such as permits and clearances are met. The office of Environment,

Afforestation, Land and Social (EALS) of NHA will be responsible for ensuring that all the

measures proposed in the Environmental Management Plan are effectively implemented by the

contractor during construction phase and by Directorate of Operation & Maintenance of NHA

during operation phase of the proposed Project.

2.2.2. Environmental Protection Agency, Khyber Pakhtunkhwa

Pakistan Environmental Protection Council (PEPC) is the apex inter-ministerial and multi-

stakeholders decision making body, which is headed by the Prime Minster. The Pakistan

Environmental Protection Agency (Pak-EPA) is the regulatory body responsible for enforcement

of Pakistan Environmental Protection Act, 1997. For implementation of PEPA, 1997, the powers

have been delegated to provincial environmental protection agencies for review, approval and



_______________________________________________________________________________________________________


monitoring of environmental assessment of projects. For this proposed project, the Pak-EPA will

be responsible for reviewing the EIA report, issuing environmental approval and post approval

monitoring of the proposed project activities to ensure compliance with the Environmental

Management Plan (EMP) and any other condition of the environmental approval.

2.2.3. Khyber Pakhtunkhwa Forest Department

The Project implementation will involve clearing of vegetation and trees at some patches within

the Right of Way (ROW). The Project contractors will be responsible for acquiring a „No-

Objection Certificate‟ (NOC) from the Khyber Pakhtunkhwa Forest Department on the basis of

the approved EIA. The application for an NOC will need to be endorsed by the NHA. Tree

avenue plantation will be carried out by the NHA itself or through work awarded to Khyber

Pakhtunkhwa Forest Department. NHA will also be responsible for liaising with Khyber

Pakhtunkhwa Forest Department on the types of trees to be planted and other matters

concerning plantation layout as an environmental mitigation measure.

2.2.4. Khyber Pakhtunkhwa Wildlife Department

Khyber-Pakhtunkhwa Wildlife Department controls the district wildlife through District Officers

Wildlife DO (W). According to wildlife department setup, this project comes under the jurisdiction

of DO (W) of Peshawar.

There is no wildlife sanctuary/ Game Reserve present in the project area. Wildlife related issues

if arised during any stage of the Project, the contractor/ proponent will resolve it with the

consultation of respective nearest wildlife office.

2.2.5. Khyber Pakhtunkhwa Revenue Department

Under the national law, matters relating to land use and ownership are Provincial subjects, and

the revenue department of the Province is empowered to carry out the acquisition of private

land or built-up property for public purposes, including on behalf of another Provincial or Federal

Agency. However, Land is expected to acquire in this project at small scale, as major work will

be undertaken within ROW of road sections. For this purpose, the lead department must lodge

an application with the Khyber Pakhtunkhwa Government to depute a Land Acquisition Collector

(LAC) and other revenue staff who will be responsible for handling matters related to land

acquisition and the disbursement of compensation.



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NHA will provide logistical support and assist in preparing the documents necessary for

notification. It will also require to liaison with the Departments of Agriculture, Forestry and

Horticulture Development Board in order to evaluate affected fruit and vegetation resources,

such as trees, crops and orchids, etc., for compensation purposes. Where public

buildings/infrastructure is concerned, NHA will approach those departments that own the

building or infrastructure before removing or relocating the facilities.

Section – 3 Description of Project


________________________________________________________________________________________________ Highways & Transportation Division/NESPAK 3-1 Sept, 2016

3. DESCRIPTION OF THE PROJECT

3.0. General

The scope of project is dualization and improvement of existing old Bannu road. The project is

comprised of two road sections i.e. first section starts from Gaandi Chowk and ends at Sarai

Naurang, while second section starts from Domail and ends at Krapa. First section has length of

08Km and length of second section is 75 Km. The project road traverses through Gaandi

Chowk, Sarai Naurang, Domail, Latambar, Soor Dag, Totaki, Banda Daud Shah and ends at

Krapa. The project road is majorly passing through mountainous terrain. There involves high cut

and high fill is involved in major portion of the project road.

The roads which are to be rehabilitated starts form KM 1040+000 to 1050+000 (10 KM) with the

road width of 5.90 at this section. While, Old Bannu Road starts form Km 1088+000 to

1167+000 (75 Km) with an average width of 6.3m. These roads currently serve a variety of road

users with heavy vehicular movements. Due to increase in traffic load on the existing above

mentioned existing road and its strategic importance, its rehabilitation and other alternatives

were considered to overcome the traffic congestions and provide smooth traffic flow. The

construction of this road sections will be improved by 4 Lanes, and width of each Lane will be

3.65m. The aim of rehabilitation of these routes is to provide socio-economic benefits and time

saving journey for the road users. It will further provide strategic link and efficient movement of

trade, goods and overcome the traffic congestion by providing sufficient traffic capacity.

3.1. Main beneficiaries of the project

The primary beneficiaries of the project are road users who are passing through the Old Bannu

road various places, the business community along the, residential property owners and people

engaged in the agricultural activities in the project area, drivers, school children and teachers,

Public and Private sector employees. The development of the road network will provide better

transport facilities for these people to access markets. The unemployed people living in the

subproject area will have the construction related job opportunities during project

implementation and subsequently they will have employment opportunities in the expanded

commercial and industrial sectors. The land value in the vicinity will also be increased due the

proposed road project.




3.2. Scope of Work

The scope of work and proposed improvements of the selected roads under the Rehabilitation /

dualization of Sara-e-Naurang road & Old Bannu road is described below.

Reconstruction and widening of about 8 km road from Gandhi Chowk (km 1040+000) to

Sara-e-Naurang (km1050+000)

A dualization and improvement of existing road of about 76 km, culverts and drains has

been proposed throughout the length of the section on Old Bannu Road form Km 1088

to 1167.

Improvement of culverts at suitable locations will be made in the design to carry the load

of the mountainous terrain for their outfalls at the valley side.

Road furniture and signage

Intersection of earthen / paved tracks will be improved in this project

3.3. Location of the Project

Bannu district is located in the heart of the southern region with bordering with Karak, Lakki

Marwat districts and the North Waziristan Agency in east and South Waziristan Agency in the

northeast. The proposed road development starting form Km 1088+000 to 1167+000 consists

of mountainous terrain, sharp curves and steep slopes, which caused great inconvenience to

the road users.

Cities, towns and major settlements falling in the vicinity of the Old Bannu road are: Bannu

Township, Domail, Shareef Wala, Latambar and Soor Dag. The main town is Bannu Township

in this road section, has nucleated settlement of Bannu located in the Bizan Khel area.

While, major settlements falling within and nearby the area of Km 1040+000 to 1050+000 are:

Sara-eNaurang, Gandhi Chowk and Nar Qulli Khan, Nar Sardar Midatkhel , Nar Sahib Khan

Village and Nar Sultan Mehmoud Village. This road section connects with two heavily populated

cities (Sara-e- Naurnag and Bannu) and Waziristan. The town is commercially located between

the districts of Bannu, Karak, Frontier Region of Bannu and Lakki Marwat. This road section

serves caters to the needs of adjacent districts for vegetables, fruit, rice, oil, wheat, flour,

household goods and grocery. It is located at 32°49'32N 70°46'55E and has an altitude of 275

meters. Implementation of the proposed project will assist in promoting economic and social

development in the project area of influence as well as in the Northern region of the country and

promote general economic growth at national and sub-regional level.




Figure 3-1: Location of the Project

3.4. Identification of Zone of Influence

The "Zone of Influence" for Environmental study was selected to include commercial structure,

public utilities, barren and agricultural land, wildlife species and vegetative cover within ROW.

Potential impacts in the "Zone of Influence" arising as a result of project activities during the

construction and operating period on physical, biological, socio-economic, environment of the

project area have been assessed. This assessment of impacts has been carried out on the

basis of primary field data, secondary data and expert opinion.

3.5. Project Administrative Jurisdiction

The project is comprised of two road sections i.e. first section starts from Gaandi Chowk and

ends at Sarai Naurang, while second section starts from Domail and ends at Krapa. The project

road traverses through Gaandi Chowk, Sarai Naurang, Domail, Latambar, Soor Dag, Totaki,




Banda Daud Shah and ends at Krapa. However, the proposed falls under the administrative

jurisdiction of Bannu District.

3.6. Period of implementation:

The period of implementation for the project is 30 months and it will commence in January

2017 and will end in June 2019.

3.7. Project Cost

PC-1 cost of the project is amounting to Rs.24,675 Million. Cost estimation is based on NHA

CSR-2014 considering district Bannu and Lakki Marwat.

3.8. Components of the Project

The proposed project is envisaged to be dualized of Old Bannu Road that predominantly

connect with two populated cities (Sara-e-Naurang and Bannu). The Civil work will involve 4

lanes Road Standard with 3.65m width of each Lane. The speed facility is designed for 80 km/hr

for plain terrain and 50 km/hr for mountainous terrain. The main specific roads to be improved

and dualized under this project are based on the following Component:

Table 3-1: Main Components of the Project

Sr # Starts Point (KM) End Point (Km) Length (Km) Standard

Lane

Width

(M)

Road Section

1 Gandhi Chowk

1040+000

Sara-e-Naurang

Km 1050+000

8 4 Lanes 3.65

2 Old Bannu Road

1088+000

Old Bannu Road

1167+000

75 4 Lanes 3.65

Table 3-2: Number of structures proposed in the project:

From Gandhi Chowk to Sara-e-Naurang Km 1040+000-1050+000

Number of Bridges : 1 (at 1047+800)

Number of Culverts : 53

Old Bannu Road from Km 1088+000 to 1167+000

Number of Bridges : 22




Number of Culverts : 87

The total number of culverts which need to be constructed for dualization on old Bannu road

from Km: 1040+000 to Km: 1050+000 is 53, and one single bridge at 1047+800 also considered

to be dualized. In addition to that, total number of old bridges may need to be improved from

1088+000 to 1167+000 located on this road section is 22, and total number of culverts at this

section is 87.

3.9. Geometric Design of the Proposed Road Project

The proposed road sections at N-55 (Indus Highway) from Gaandi Chowk to Sara-e-Naurang

and existing old Bannu Road shall conform to the following specifications:

Design Speed: Plain Terrain : 80Km/hr

Mountainous Terrain : 50km/hr

Road Cross Section: No. of Travel Lanes : 4 Lanes

Lane Width : 3.65m each

Inner Shoulder : 0.5m

Outer Shoulder : 2m

: (1-2) m in built-up Portion

Median : Curb Type

Cross Slope: Pavement : 2.0%

Shoulder : 4.0%

Maximum Super Elevation: : 6%

Horizontal Curves Parameter (Radius): :

Plain/Rolling : 250m

Mountainous : 80m

: 50m (at few places)

Vertical Curves Parameters:

Min. K (at Crest)




Plain/Rolling : 26m

Mountainous : 7m

Min. K (at Sag)

Plain/Rolling : 30m

Mountainous : 13m

3.10. Traffic Forecast

Traffic Impact studies are intended to provide necessary input data for determination of the

magnitude and pattern of the traffic load due to the construction of the proposed building on the

subject road (Gaandi Chowk to Sara-e-Naurang and Old Bannu road). This entails collection,

verification and analysis of the traffic data collected at the project site, the projected traffic is

also determined. In order to assess the vehicle-wise traffic volumes expected to use the subject

road, initial surveys were undertaken by NESPAK to select the road/ route which traffic would

use after the proposed project‟s completion. Traffic forecasts have been made for 30 years (2016-

2046 attached as Annex - B).

3.10.1. Traffic Count

NESPAK thereby undertook classified continuous 24 hours traffic count surveys (in the month of

July 2016, dated 12, 13 & 14) at Gaandi Chowk and Karapa Police Check Post. The detailed

summary is given in table below:

The traffic categories noted during count survey were: Animal-drawn Vehicles; Cycles;

Motorcycles; Rickshaws; Cars/Jeeps/Taxis/Pajeros; Loader Pickups; Hiace, Buses; Mini

Buses/Coasters; Tractors/Tractor Trolleys; Trucks 2–Axles; Trucks 3–Axles; Large

Trucks/Trailers/4-Axles and above.

The traffic forecast for the project is summarized below:




Total Total

ANIMALDRAWN 9 ANIMALDRAWN 11

BICYCLE 44 BICYCLE 40

MOTORCYCLES / SCOOTER 1288 MOTORCYCLES / SCOOTER 1296

RICKSHAW 467 RICKSHAW 529

CAR / TAXI / JEEP 852 CAR / TAXI / JEEP 878

PAJERO / SUZUKI

PASSENGER PICK-UP48

PAJERO / SUZUKI

PASSENGER PICK-UP39

HIACE WAGON / DATSUN 673 HIACE WAGON / DATSUN 577

MEDIUM BUS / FLYING

COACH315

MEDIUM BUS / FLYING

COACH564

BUS 31 BUS 49

LOADER PICK-UP 53 LOADER PICK-UP 26

TRACTOR / TRACTOR

TROLLY83

TRACTOR / TRACTOR

TROLLY70

TRUCK 2 AXLE 177 TRUCK 2 AXLE 281



TRUCK 5 AXLE & ABOVE 29 TRUCK 5 AXLE & ABOVE 20

TOTAL 4218 TOTAL 4542

* from 7 am to 7 pm * from 7 am to 7 pm

** from 7 pm to 7 am-(next date/day) ** from 7 pm to 7 am-(next date/day)

Vehicles Vehicles

PROPOSED OLD BANNU ROAD (Location :GAANDI CHOWK)

TRAFFIC SURVEY (24- HOURS CONTINUOUS MANUAL CLASSIFIED COUNT)

GAANDI CHOWK To SARAI NAURANG SARAI NAURANG TO GANNDI CHOWK




Total numbers of vehicles counted during traffic survey based on 24 hrs continuous manual

classified count are given below:

Total Total

ANIMALDRAWN 0 ANIMALDRAWN 0

BICYCLE 0 BICYCLE 0

MOTORCYCLES / SCOOTER 520 MOTORCYCLES / SCOOTER 555

RICKSHAW 65 RICKSHAW 50

CAR / TAXI / JEEP 1188 CAR / TAXI / JEEP 1283

PAJERO / SUZUKI

PASSENGER PICK-UP103

PAJERO / SUZUKI

PASSENGER PICK-UP85

HIACE WAGON / DATSUN 315 HIACE WAGON / DATSUN 359

MEDIUM BUS / FLYING

COACH9

MEDIUM BUS / FLYING

COACH12

BUS 8 BUS 5

LOADER PICK-UP 96 LOADER PICK-UP 73

TRACTOR / TRACTOR

TROLLY74

TRACTOR / TRACTOR

TROLLY56




TRUCK 5 AXLE & ABOVE 50 TRUCK 5 AXLE & ABOVE 57

TOTAL 2766 TOTAL 2866

* from 7 am to 7 pm * from 7 am to 7 pm

** from 7 pm to 7 am-(next date/day) ** from 7 pm to 7 am-(next date/day)

PROPOSED OLD BANNU ROAD (Location : KARAPA POLICE CHECK POST AT OLD BANNU ROAD)

TRAFFIC SURVEY (24- HOURS CONTINUOUS MANUAL CLASSIFIED COUNT)

Domail To Karapa Karapa To Domail

Vehicles Vehicles




Table 3-3: Total Estimated Traffic Count

3.11. Construction Camps

Camp sites will be selected keeping in view the availability of adequate area for establishing

camp sites, including parking areas for machinery, stores and workshops, access to local

markets, and an appropriate distance from sensitive areas in the vicinity. Final locations will be

selected by the contractor after approval from NHA.

ANIMALDRAWN 20

BICYCLE 84

MOTORCYCLES / SCOOTER 3659

RICKSHAW 1111

CAR / TAXI / JEEP 4201

PAJERO / SUZUKI PASSENGER PICK-UP 275

HIACE WAGON / DATSUN 1924

MEDIUM BUS / FLYING COACH 900

BUS 93

LOADER PICK-UP 248

TRACTOR / TRACTOR TROLLY 283

TRUCK 2 AXLE 753

TRUCK 3 AXLE 508

TRUCK 4 AXLE 177

TRUCK 5 AXLE & ABOVE 156

TOTAL 14,392

Vehicles Total

CUMMULATIVE ADT




The area requirement for construction camps will depend upon the deployed manpower and the

type and quantity of machinery mobilized. In view of the area required, the contractors will have

to acquire land on lease from private landowners, unless the appropriate area would not be

possible to locate camp sites within the ROW.

3.12. Construction Equipment

The list of machinery and equipment required for the proposed project is provided in Table-3-2.

Table 3-4: Machinery and Equipment Requirement

Sr.

No

Type of Machinery and

Equipment

Sr. No Type of Machinery and

Equipment

1. Dump Truck 11. Asphalt Distributor

2. Front End Loader 12. Batching Plant

3. Dozer 13. Concrete Transit Truck

4. Grader 14. Concrete Pump

5. Vibratory Roller 15. Excavator

6. Water Tanker 16. Water Pump

7. Aggregate Spreader 17. Cranes

8. Three Wheel Rollers 18. Vibrator

9. Asphalt Plant 19. Generator

10. Paver 20. Concrete Mixer

Section – 4 Description of Project Environment



4. DESCRIPTION OF PROJECT ENVIRONMENT

4.0. General

This chapter describes the environmental social and biological baseline conditions of the project

area, and includes sections on the physical environment, the biological environment; and the

social, economic and cultural environment. The baseline description is based on data collected

at site, and available data collected during stakeholder and institutional consultation and

previous studies conducted in the area.

The description of the environment is site-specific and includes the information of water quality

(surface water and groundwater), topographic condition, ambient air quality, climate of the area,

description of ecological habitats, located in the overall environmental study area and socio-

economic conditions of the area.

4.1. Physical Environment

The areas covered under physical resources are; climate, water resources, topography,

seismology, geology and soil conditions. The detailed description of physical resources is

discussed as under:

4.1.1. Geographical Representation of the Area

Geographically, project area is located in the heart of the southern region with its boundaries

touching the districts of Karak, Lakki Marwat and the North, South Wazirestan Agencies. The

Bannu city is situated at 32.99° North latitude, 70.61° East longitude and 371 meters elevation

above the sea level. Total population of the district is estimated 677350 with annual growth rate

of 2.81 %.

The District forms a basin drained by two rivers from the hills of Waziristan, the Kurram River

and the Gambila or Tochi, which unite at Lakki and flow into the Indus south of Kalabagh. It is

shut in on every side by mountains: on the north by those in the Teri tahsil of Kohat District; on

the east by the southern extremity of the Maidani Hills or Khattak Niazi range and the northern

area of the Marwat range, which separate the District from the Isa Khel tahsil of Mianwali.

Bannu District is approximately 192 km (119 miles) south of Peshawar and lies within a

sedimentary basin. The valley of Bannu properly stretching to the foot of the frontier hills forms

an irregular oval, measuring 60 miles (100 km) from north to south and about 40 miles (60 km)




from east to west. The total area of the district is 1227 square kilometers. Other nearby areas

are:

On the south-east and south the Marwat and Bhittanni ranges divide it from Dera Ismail

Khan; and on the west and north-west lie Waziristan and independent territory inhabited

by the Bhittanni tribe.

On the south by the Dera Ismail Khan district from which it is separated trans-Indus by

the Bitanni range, while cis-Indus the Thal of the two districts is continuous,

On the east by the southern extremity of the Maidani Pahar or Khattak Niazi range and

the northern spur of the Marwat range, which separate the District from the Isa Khel

tahsil of Mianwali District in the Punjab;

Serai Naurang is Tehsil of Lakki Marwat District in Khyber Pakhtunkhwa province of Pakistan. It

is located at 32°49'32N 70°46'55E and has an altitude of 275 metres (905 feet). It is located at

Bannu - Dera Ismail Khan Road at a distance of 25 kilometers or 15 miles south of Bannu. The

town is commercially located between the districts of Bannu, Karak, Frontier Region of Bannu

and Lakki Marwat.

4.1.2. Topography

Bannu District is located approximately 192 km, surrounded by the hard and dried mountain

ranges of Koh-e-Safed and Koh-e-Suleiman. This district forms a basin drained by the River

Kurram and River Gambila or Tochi, which are originated in the hills of Waziristan. Other area

traverse the Old Bannu Road is Domel. Damai stream flows in tehsil Domel of bannu district.

The valley of Bannu properly stretching to the foot of the frontier hills, forms an irregular oval,

measuring 60 miles (100 km) from north to south and about 40 miles (60 km) from east to west.

The area has deposits of clay and boulders brought down by streams. The Kurram Dam and

Kurram River is the main source of irrigation water of almost central and north central areas. It is

flanked and guarded on all sides by the hard and dried mountain ranges of Koh-e-Safed and

Koh-e-Suleiman. It is a scenic part of the southern region, due to the Kurrum River and its

tributaries.




Figure 4-1: Location of Water Bodies (highlighted in Blue) Traverse the Project Area

Besides of the Old Bannu Road, Waziristan hills are located between Kurram and Gomal

Rivers. They lie in a highly mineralized (rich in mineral zone). Along with the Safed Koh Ranges

(Fig 4-2), these hills form a rampart between Pakistan and Afghanistan. In addition, quite a few

hill torrents which debouch the surrounding hills and carry water during rains traverse the plain

and join the rivers. The sediment of the basin is received from the surrounding mountains and

hills. Different soils are formed in landforms in the sediment brought down from different ranges.

The Kurram River, the larger of the two rivers, enters the district from the northwest, near the

town of Bannu. From there, it runs first south-east, then south into Lakki Marwat. The Gambila

River enters the district about 6 miles (9.7 km) south of the Kurram and flows in the same

direction into Lakki Marwat, where the rivers eventually merge. Between these rivers and on the

left bank of the Kurram in the upper portion of its course, lie the only tracts which are perennially

irrigated.

In the southeast, the Marwat range separates Lakki Marwat from Dera Ismail Khan District while

in the east the Karak Niazi range separates it from Mianwali District. The land beyond these hills

https://en.wikipedia.org/wiki/Lakki_Marwat

https://en.wikipedia.org/wiki/Irrigation




gradually slopes to the central part, which looks like a basin. A large number of streams flow

from the surrounding hills, the Kurram river flows through the district from North West to the

south east and joins the Indus River south of Isa Khel town. One of its important tributary is

Gambila River. The major part of this basin is an alluvial plain. The northern portion of this plain

is situated chiefly in the Kurram Gambila Doaba and irrigated by Kurram River. It is a flat sandy

area. The southern part is made up of undulating dunes of sand, furrowed at regular intervals by

deep torrent beds which carry the drainage of the Marwat and Baittani ranges to the Gambila. It

is good for cultivation; water table is quite deep below the soil surface.

In the western portion of the district, the soil is fairly stiff clay covered by a layer of stones at the

foot of the hills. The whole district is intersected by numerous hill torrents and deep ravines. The

general elevation of the plain area is about 200 to 300 meters above sea level.

Figure 4-2: Western Mountain Ranges




Fig 4-3: Natural Topography including drainage pattern

4.1.3. Seismicity of the Area

Geographically, Pakistan is situated on Eurasian and Indian tectonic plates. The continental

collision between the Eurasian and Indo-Pak palates formed the mighty Himalayas. Its north-

west front is the most active seismic zone in the world. It is noticeable from the seismic events

of Pakistan that seismicity of this area is associated with the both surface and blind faults.

Further, the surface faults events show that fault segments especially in the hinterland zone are

more active. The damping effect of thick Precambrian salt is the reason of lesser seismic activity

in the parts of active deformational front for instance Salt Range and Bannu.

NW Himalayan fold and thrust belt is considered to be seismically one of the active zone in

Pakistan. The detailed seismological study of the area indicates that seismicity (≥ 4.0 Mw)

appears to be associated with both the surface and blind faults. At the same time, clustering of

events in specific parts along the surface faults shows that some fault segments, especially in

the Hinterland zone are more active.




Figure 4-4: Map Showing the Seismic Characteristics of the area

In parts of the active deformational front like Salt Range, southern Potwar and Bannu, lesser

seismic activity (≥4.0 Mw) could be due to the damping effect of the thick Precambrian salt.

Majority of the earthquakes (86%) range in magnitude from 4.0 to 4.9 Mw followed by 107

events (13%) having magnitude ranging from 5.0 to 5.9 Mw, the remaining 1% range from 6.0 to

6.7 Mw. There is a predominance of shallow seismicity (w) events from the adjoining areas; a

deeper level of seismicity (50 to 200 km) prevails especially in the Hindukush Range of

Afghanistan. Considering a number of geological and seismological factors, four seismotectonic

zones were established.

Geological survey of Pakistan has divided Pakistan into five seismic zones. The Project area, a

part of Bannu in Khyber-Pakhtunkhwa lies in seismic zone 2-B (as shown in Fig 4-4), is a

medium hazard zone corresponding to peak ground acceleration (PGA) value of 0.16 to 0.24g.

4.1.4. Location of Bannu District with respect to Seismic Zone of Pakistan

Based on observed and instrumental seismicity, areas of Pakistan have been divided into four

seismic zones shown in the above mentioned map (Fig: 4-4).




Figure 4-5: Geological Map of Pakistan

Zone I with deep red color falls in severe damage category, Zone II with pink color in the

moderate to severe damage, Zone III with orange color in minor to moderate damage and

Zone IV with yellow color falls in minor to no damage category. Project area falls in Zone IV of

seismic risk zones of Pakistan, and impact is consider to be minor to moderate damage as per

maps drawn by Geological Survey of Pakistan (see 4-5).

4.1.5. Water Resources

The list of waterways which have tendency to spill over is as under:

River Kurram

River Gambilla

Both surface water and; groundwater are important for the natural environment, drinking and

irrigation in KPK. Most of the surface and groundwater available in the Province is classified as

sweet with the exception of brackish water zones in D.I. Khan, Bannu and Karak districts.

Bannu district has only 38% of the total area as cultivated. Most of it lies in the Bannu Doab-a

long narrow tract between Tochi and Kurram-forming the garden area of the district. It is a highly

irrigated and intensively cultivated tract. In southern and southwestern parts of the district the

cultivated area is restricted more by the aridity than by its physiography. Daman areas are also

barren because of the alluvial fan structures with coarser material and shifting braided channels.

Such Area intersected by numerous dry stream beds is in no way attractive for the peasants.




4.1.6. Climate

The project falls in District Bannu, KPK. As far as the climate of Bannu is concerned it is nearly

semi-arid region and in summer season sometimes there are very heavy rains and afterwards

there is a period of drought this leads to a potential problem of swelling being caused in the soil

which may cause cracking of floors, pavements, boundary walls and similar light structures. Fig.

4.1 depicts average monthly maximum and minimum temperatures of Bannu and its nearby

surrounding areas.

Table 4-1: Meteorological Data Pertaining to project site and surroundings

Months

Mean

Temperature Humidity % Rainfall

(mm)

Soil Temperature

oC (Average)

Wind Speed

(Km/Hour) Max Min Max Min

January 19.18 4.26 75.80 35.24 27.43 7.03 2.9

February 21.69 7.29 77.39 42.23 37.72 9.14 3.2

March 28.20 12.06 75.38 35.23 37.17 13.89 3.5

April 34.74 17.94 66.12 29.42 36.54 19.02 5.2

May 38.32 22.33 59.66 30.73 31.6 21.87 5.4

June 39.50 25.9 59.96 32.89 74.24 25.78 5.5

July 38.44 25.76 73.33 38.76 121.6 26.77 5.2

August 36.66 25.29 75.68 42.61 108.3 26.37 4.1

September 35.47 21.95 77.21 39.29 61.58 23.49 3.7

October 32.33 16.79 71.55 35.51 15.13 20.09 3.5

November 26.71 10.01 71.56 36.66 5.80 14.10 3.2

December 21.93 5.67 75.20 35.90 15.38 8.96 3.1

Mean 31.1 16.27 71.57 36.21 47.71 18.04 4.04

4.1.6.1. Temperature

In Bannu, the average annual temperature is 23.6 °C. June is warmest with an average

temperature of 40.5 °C at noon. January is coldest with an average temperature of 5 °C at night.

Bannu has distinct cold and warm seasons, like cold winters and warm summers. Temperature

drops sharply at night. Winters have some periods of frost, with the coldest month most often

being January. November is on average the month with most sunshine. Rainfall and other

precipitation have no distinct peak month.




Figure 4-6: Average Minimum, Maximum and Mean Temperatures over the last 20 years in Distruct Bannu

The summer season starts in May and ends by September. June generally is the warmest

month when the mean maximum temperature rises slightly over 30 degrees Celsius.

4.1.6.2. Rainfall Patterns

Except in the northern portion of the Bannu Tehsil, the annual rainfall throughout the district is

under ten inches. The July to September rains are more general than those of any other

season. The southern parts of Marwat seem to get less rain than any other portion of the

district, except perhaps the Mianwali Thal. On the whole the rainfall must be characterized as

scant and uncertain, and when sufficient, it is often unseasonable. The rainfall here averages

327 mm.

Figure 4-7: Average rain days, frost days, precipitation and sunshine %over the

last 20 years in Bannu.




4.1.6.3. Precipitation

There is wide variation in precipitation, both in amounts and in distribution over the year. Rainfall

over KPK mainly occurs in two distinct crop-growing seasons, during Rabi (winter, December to

March) and during Kharif (summer, June to September). Almost no rainfall occurs in lower KPK

and relatively very little in the hills of upper KPK in the intermediate periods, i.e. April to May and

October to November. Figure 4-6 depicts the average precipitation per month and rain days of

Bannu district. The least amount of rainfall occurs in November. The average in this month is 4

mm. Most of the precipitation here falls in July. The average precipitation receives during the

month of July and September with average rain 202.1 and average days of rains estimated of 8

days.

Figure 4-8: Average Rainfall per Month and Rain Days for Bannu, Pakistan

4.1.6.4. Wind

Wind speed usually comes from the northwest to east after the wind has blown strongly and

steadily from those quarters for a day or more. In the cold weather the rain clouds come mostly

from the north or west. The wind rose for Banda Daud Shah shows how many hours per year

the wind blows from the indicated direction.




Figure 4-9: Wind Rose Showing the Direction of Wind

4.1.7. Geology and Soil

The soil in the area is high in leptosols (LP), a weakly developed shallow soil. The alluvial soils

are generally deep, have a sandy to clayey texture and are moderately alkaline and calcareous.

In most regions however the soils are low in organic matter. The alluvial soils have a high

agriculture potential. In many regions they are exposed to frequent floods due to the proximity of

rivers, resulting in water logging and a decline in agricultural productivity.

The North-West Frontier Province can be subdivided into four broad geological units. However,

Upper Tertiary and Quaternary sediments unit occur, D.I. Khan, Bannu and nearby areas. The

basins are filled with deposits, mainly alluvium, consisting of sand, gravel; boulders, silt and

clay. These are the erosion products of the surrounding mountains and have been transported

by the streams and rivers both from the hills and from more distant source areas. Not Only river

water but also wind are an active transport medium and have deposited thick layers of loess,

which is well sorted, fine windblown silt.

4.1.8. Solid Waste Management

In the project area, especially Bannu and the adjoining areas the population density averages

195 persons per square kilometer. High population growth rate and congestion in unserviced

areas are a strain on the natural environment and resources, and the social capacity for its




management. Municipal services in these cities are inadequate, resulting in poor management

of urban wastes.

4.2. Biological Environment

4.2.1. Agriculture

Bannu is predominantly agricultural land. The total area of Bannu is 118958 hectares out of

which 62.3% is cultivated area; most of the area is barani while only 11% is irrigated. About

45% area of district is irrigated mostly through canals and the rest depends upon rains. Table 4-

2 (a) shows that the major Rabi crops in the study area are wheat (Triticum aestivum), gram

(Cicer arietinum), rapeseed and mustard (Brassica spp), barley (Hordeum vulgare), onion

(Allium cepa), shaftal (Triflolium resupinatum) and vegetables. The main agricultural crops

grown extensively in the surrounding area is listed below:

Table 4-2: Major Rabi Crops

Sr. No. Common Name Scientific Name

1. Wheat Triticum aestivum

2. Gram Cicer arietinum

3. Rapeseed Brassica spp

4. Barley Hordeum vulgare

5.. Onion Allium cepa

6. Shaftal Triflolium resupinatum

Table 2(a) showed that major kharif crops sown in the surveyed area were Maize (Zea mays L.),

Sorghum (Sorghum bicolor L.). While, fodder/Grain includes Bajra (Pennisetum typhoides).

Among other at large scale mainly includes Mung bean (Vigna radiata L. Wilczek.) and Sesame

(Sesamum indicum L.).

Table 4-3: Major Kharif Crops


Important Species

1. Maize Eichinochloa crus-gall

2. Sorghum Amaranthus viridis





Important Species

3. Bajra Pennisetum typhoides

4. Mung Been Vigna radiata L. Wilczek

5. Seasamom Amarantus viridis

4.2.2. Floristic Composition of the Area

District Bannu is famous for its indigenous fruits and vegetables, most commonly called it a

vegetable emerald. The People of District Bannu are still enforced floral species to apply

traditional or alternative medicine for their cure. The knowledge of uses of plants transmitted

from one generation to the next. People use plant in many ways such as food, fodder, fuel

wood, timber wood, medicinal, etc. It shows that there is a huge contact of human life with local

flora as well as local flora influence human beings. Table 4-2 (c) indicates the percentage of

floral species confined at different spatial scales.

Flora in the project area is relatively sparse; however large areas of irrigated land are presently

utilized for agricultural activities. Flora around the proposed road sections area remained

undisturbed except occasion grazing of livestock. There are few natural vegetation patches or

portions which are kept as grazing grounds for cattle etc.

Table 4-4: Plant Biodiversity in District Bannu

Plant Group Percentage

Wild Species 73

Cultivated Plants 45

Ornamental Plants 9

Indicator Species 33

Food Value Species 49

Economically Important Flora 48

Amongst trees, the most significant are Kikar (Acacia Arabica), Sreen (Albizia Lebbeek), Kara

(Capparis Deciduas), Bera (Zizphus Mauratiana L.), Loserha (Cordia Obliqua Willd) and Surrma

(Amaranthus Viridis). There is wild growth of spontaneous bushes, herbaceous flora, saplings

and medium sized trees at various sections at Gaandi Chowk and Karapa within the ROW.

Currently, small oasis of plant life (small scrubby bushes and tree species), flourishing at almost




all the road sections from Krapa – Domail and from Gandi Chowk to Sara-e-Naurang. No

protected plant species have been identified in the project area. Table 4-2 (d, e, f and g) shows

the most significant presence of tree, herbs and shrubs and grass land species in the vicinity of

the project area.

Table 4-5: Tree Species


1 Sreen Albizia Lebbeek

2 Surrma Amaranthus Viridis

2 Kikar Acacia Nilotica

3 Paluasa Acacia Modesta Wall

4 Kara Capparis Deciduas (Forsk)

5 Loserha Cordia Obliqua Willd

6 Zara parwathye Cuscuta Reflexa Roxb

7 Tooghoo Fig Ficcus Carica L.

8 Bakanrh Melia Azedarach L.

9 Bera Zizphus Mauratiana L.

10 Karkanrh Zizphus Nummularia Wight and Arn

Table 4-6: Herbal Species


1. Seva Apium Graveolens

2. Woeri Brassica Campestris L.

3. Zair gulai Calendula Arvenis L.

4. Thar surma Chenopodium Murale L.

5. Unknown Chenopodium Ambrosioides L.

6. Thariza Cichorium Intybus L.

7. Parvathye Convolvulus Arvensis L.

8. Diarrhea Coriandrum Sativum L.

9. Barbaka Datura Stramonium Linn

10. Parparay Euphorbia Helioscopia L.

11. Spelaghzai Fagonia Cretica L.

12. Soup Foeniculum Vulgare Miller

13. Murghipal Fumaria Indica (Haussk) Puysley

14. Malkindye Medicago polymorpha L

15. Bobarai Ocimum basilicum L.

16. Tulsi Ocimum sannctum L.





17. Khatti–boti (Urdu), Tarveka (Pashto)

Oxalis corniculata L.

18. Ispaghual. Plantago Ovota L.

19. Woorkhora Portulaca Oleracea L.

20. Aobakhwar Ranunculus Aquatilis L.

21. Zaergulai Ranunculus Arvensis L.

22. Khun–se–bai. Solanum Nigrum L.

23. Zar gull Taraxacum officinal Webber

Table 4-7: Shrubs


1. Batho Chenopodium Album L.

2. Spalmaka Calotropis Procera (Wild)

3. Bhang Cannabis Sativa L.

4. Sanatha Dodonaea Viscosa

5. Seir guli and speen guli Erythraea Ramasissima L.

6. Bushta Lepidium Sativum L.

7. Shanzai Melilotus Alba L.

8. Velana Mentha Royleana L.

9. Gandari. (Kanair in Urdu). Nerium Oleander L.

10. Raned Ricinus Communis Linn

11. Zangley gulap Rosa Moschata J Herrm

12. Zangli woeri Sisymbrium Irio L.

13. Ghaz Tamarix Aphylla (L)

14. Marmandye Vitex Negundo L.

Table 4-8: Grass Species

4.2.3. Fauna

4.2.3.1. Mammals

Table 4-9: Common Mammalia

Order Family Genus Species Common Name Local Status


1. Sheley Oryza sativa L.




Name

Cetartiodactyla Bovidae Bos B. taurus Cow/ Cattle Ghwa L

Artiodactyla Bovidae Bubalus B. Bubalus Water Buffalo Mekha L

Artiodactyla Bovidae Capra C. aegagrus Goat Wzaa L

Artiodactyla Bovidae Ovis O. aries Sheep Gadh L

Carnivora Canidae Canis C. lupus Dog Spye L

Lagomorpha Leporidae Oryctolagus O. cuniculus Domestic Rabbit Soya

4.2.3.2. Reptiles

Snakes such as cobra, kraits etc. were once common in the tract, but now cases of snake bites

are very rare, as these reptiles have been either killed by expanding urbanization or they have

moved away. Lizards such as Spiny tailed lizard (Uromastixhardwickii) and Fringed toed lizard

(Acanthodactylus cantoris) are also reported by the residents of the area.

4.2.3.3. Amphibians

Amphibians frequently seen in and around the project area, especially during rainy season,

include common Frog (Ranatigrina) and Indus valley toad.

4.2.3.4. Birds

House sparrow (Passer domesticus), House crow (Corvussplendens) and Mynah

(Acredotherestristis) are the most common sight in the area and prefer the trees along the road

for suitable habitat. In addition, the certain prevalence of the following birds species are also

common at different location of Bannu and Kohat district, which are widely used for legal and

illegal trading.

Table 4-10: Avifauna Speices

Order Family Genus Species Common

Name

Local

Name

Status

Galliformes Phasianidae Perdix P. perdix Grey partridge Seenzara I

Anseriformes Anatidae Anser A. anser Domestic

goose

Raj Hans L

Galliformes Phasianidae Pavo P. cristatus Indian peafowl Moor L

Galliformes Phasianidae Alectoris A. chukar Chukar Zark I




partridge

Galliformes Numidida Numida N. meleagris Helmeted

guineafowl

Teetara L

Galliformes Phasianidae Meleagris M. gallopavo Wild turkey Piru L

Galliformes Phasianidae Melanoperdix M. niger Black partridge Taru I

Psittaciformes Psittaculidae Melopsittacus M. undulates Budgerigar Australia

n Tooti

L

4.2.3.5. Critical Habitats

No wild life sanctuary or game reserve (Critical Habitats), exists near the project area or the

study area and therefore it can be stated that this project does not affect any critical habitat as,

no critical habitat is located close to the project area.

4.2.3.6. Protected Area

In Pakistan protected areas area classified into three main categories viz, Wild life Sanctuaries,

National Parks and Game Reserves. In the proposed dualization of road sections, there is no

Government notified protected area located within and surrounding of the project area.

4.2.3.7. Present Status of Ecological Resources and Biodiversity

Ecologically, the project area only consists of arable land and there is no species richness of

grass and vegetation and abundance of natural vegetation, shrub lands, and grasslands. The

medium and short saplings occurred consisting of local trees species. The floral biodiversity of

the area is primarily similar to that which occurs in the surrounding areas of N-55 from Gaandi

Chowk to Sara-e-Naurang and old Bannu road. All lands in the project site are private owned,

and some villagers utilize them for cultivation. In some locations small and large dense trees

found along the motorway fence. The most of cropping lands found in the study area are well

managed and adopted by the land owners.

4.3. SOCIAL ENVIRONMENT

4.3.1. Administrative Setup

The Bannu Frontier Region is the federally administered tribal areas and all the financial

liabilities for economic development and general administration, are borne by the federal




government. The district coordination officer (the defunct deputy commissioner office) Bannu is

actively supported by the Frontier Constabulary in addition to Khasadars engaged for political

administration. The affairs of FR Bannu are largely regulated through for essentially involving

Jirga system. Besides FCR, most of the cases of Bannu FR areas are decided by the local laws

(Riwaj) and Shariat.

4.3.2. Population

According to the Government of Khyber Pakhtunkhwa, the total population of the district is

estimated as 361,246 (1998 Census) with annual growth rate of 2.81 per cent. Total area of the

district is 1,227 square kilometers with total 49 Union Councils in two Tehsils.

4.3.3. Education

The literacy rate is 32.11 per cent while economically active population remains at 18.97 per

cent. Secondary data from the Department of Education indicated there are 1,430 schools in

Bannu, of which 48% are girls‟ schools and 1159 are primary schools. In the Year 2014, 2015

Over 80% of schools in Bannu are currently occupied by displaced families. The project will be

having no hindrance for school children to commute to their school.

4.3.4. Religion

Bannu is predominantly mainstream of Muslims. In the project area, several small mosques are

located at around 3-4 km in distance along the road sections, particularly in the populated area.

4.3.5. Language

The most common Pashto language spoken widely is Bannu Pashto (Called Banisee), other

language being spoken or understood is Hindko. Urdu and English are also used among the

more educated segment of the local population.

4.3.6. Health Facilities

There are a number of hospitals and a good amount of private clinics in this area with

reasonable charges; thus many people can afford to go to hospitals and clinics. Also, with the

construction of Khlifa Gul Nawaz Medical Complex, things became even better. There is no

other hospital either run the health department or private, so people usually go to district Bannu

for emergency cases.




4.3.7. Source of Drinking Water

Understanding sources of drinking water is important for its adequate provision and the

identification of unsafe sources for prevention of water borne diseases. 61% identified hand

pump as a primary sources of drinking water; 15% identified public water supply schemes and

tankering, 15% identified protected wells; 5% reported unprotected wells; and 4% as canal/river.

The majority of the population relies on hand pumps as a source of drinking water.

4.3.8. Electricity:

Electricity is available in all part of project area and surroundings. Being low income area,

people mostly use electricity for lighting purposes.

4.3.9. Hygienic Condition

Improvement in the hygienic conditions and hygienic practices play an essential role to prevent

infections and reduce waterborne diseases. In the settlements adjacent to project area, the

population might have failed to achieve better hygienic practices due to Internally Displaced

Persons (IDPs). Due to this, mall children frequently suffer from waterborne diseases such as

diarrhea, typhoid and Malaria. Absence of proper drainage system and untreated drinking water

are responsible for spread of these diseases. Therefore there is a need to strengthen water

filtration system and awareness of hygienic routine practices.

4.3.10. Irrigation

The project area is surrounded by agricultural land, but no effective mode of irrigation is adopted

to channelize for growing of agricultural crops. Arable land surrounding in the project area is

agricultural lands. Local farmers have managed themselves for the irrigation of their land on the

basis of traditional technique, that is, from the irrigation channels by using tractor at sowing

time.

4.3.11. Main Occupation

The main occupation of the rural people residing within or surrounding of area are shopkeepers,

livestock along with labour & porter. The main occupation of women in rural areas of Banda




Duad Shah, Latambar, Soor Dag, Totaki are housekeeping which includes attending to the

cattle, extracting butter and ghee from milk, weaving and sewing of family clothes.

4.3.12. Public Utilities


on both sides i.e. road side fuel stations, banks & various food spots. Other utilities located

within the ROW are power transmission lines, gas supply pipes, water supply pipes, telephone

cables, telecommunication cables and moveable Khokha etc.

4.3.13. Acquisition of land




(Domail) and ends at Krapa, there will be requirement of additional land i.e. 15 ~ 40m for



Section – 5 Impact Analysis and Mitigation Measures


Highways & Transportation Division/NESPAK 5-1 Sept, 2016

5. ENVNIRONMENT IMAPCT ANALYSIS AND MITIGATION

MEASURES

This section identifies the potential environmental impacts during the dualization and up

gradation of Sara-e-Naurang to Gandhi Chowk road and old Bannu road on the project area.

The project is dualization of the existing road and no new road alignment are involved for the

proposed project.

5.0. Environmental Impact Matrices

The environmental impact evaluation matrices have been developed to indicate magnitude of

the impacts on different environmental settings for both construction and operational phases

(Given in Table 5-2). The following scale has been used for the evaluation of potential impacts

on different environmental settings:

O = Negligible/No Impact

LA = Low Adverse

MA= Medium Adverse

HA = High Adverse

B = Beneficial

The criteria used to define the high medium and low adverse impacts are as follows:

Negligible/No Impact: The impact which has unapparent and negligible influence on natural

and socio-economic environment.

Low Adverse Impact: The impact which has a slight influence on the natural and socio-

economic environment.

Medium Adverse Impact: The impact which can be eliminated/ mitigated after applying the

appropriate mitigation measures.

High Adverse Impact: The impact which can be partially/ but not fully mitigated by applying the

mitigation measure.

Positive/Beneficial Impact: The impact which improve/enhance the natural and socio-

economic environment.

5.1. Potential Impact Sources

Environment and social impacts attributable to the project can broadly be classified into those

taking place during construction and those occurring during operational phase. Some of these




impacts can be anticipated and avoided through appropriate adjustments / provisions in the

project design. Some can be mitigated by careful implementation of the project while some

other can be adjusted with by appropriately following the operational manual and an effective

collaboration with communities.

Environmental impacts and social impacts attributed can be broadly classified into three main

groups:

Impacts during design phase

Impacts during construction phase

Impacts during operational/post construction phase

Some of the impacts can be anticipated and avoided at design stage with appropriate

adjustment in the project design some can be mitigated by good implementation technique and

others by following the operational manual.

Operational impacts of the proposed project are associated with the movement of vehicular

traffic on it and allied activities. These include air and noise pollution, safety hazards and other

similar impacts.

For this proposed project, potential impacts are reviewed under construction and operational

phases. The environment has been studied under the following subheads:

Physical Environment

Land Resource

Water Resource

Air Quality

Noise Level

Biological Environment

Flora

Fauna

Endangered Species

Socio–economic Environment

Cultural and Historical Sites

Public Utilities

Population Disturbance




Table 5-1: Environmental Checklist

Sr#

Physical Environment Biological Environment

Socio Economic Environment

Environmental Components

Topogra

phy a

nd D

rain

age

Soil

Qu

alit

y

Geolo

gy / L

andscap

e

Waste

Dis

posa

l

Surf

ace &

Gro

und W

ate

r

Air Q

ualit

y

Tra

ffic

Flo

w

Nois

e &

Vib

ration

Flo

ra

Fauna

Agricu

ltura

l L

and

Health a

nd S

afe

ty

Pub

lic U

tilit

ies

Pop

ula

tion D

istu

rba

nce

Cultura

l/R

elig

ious V

alu

es

Em

plo

ym

ent

1. Excavation Operation at Borrow

and earth cutting areas MA MA MA MA O LA MA MA LA O LA LA LA O O B

2.

Solid Waste

Management/Dumping of

Spoiled Material

LA LA O MA LA O MA O O O LA MA MA LA O B

3. Damage to Cross Drainages LA O LA MA LA O MA O O O O LA LA O O B

4. Earth Work Operation MA MA MA MA LA LA MA LA LA O LA LA O LA O B

5. Construction of Embankments

of Road MA MA MA LA LA LA MA MA LA O LA LA LA LA O B




6. Reconstruction of Culverts and

Bridges LA LA LA MA LA LA MA O O O O LA O O O B

7. Release of Construction Water

and Dumping of Soil LA MA LA MA LA LA LA LA LA O LA LA O O O B

8. Open Storage of Construction

Material, Fuel etc O HA LA MA MA LA LA LA LA LA MA LA LA O O B

9. Location of Labour

Camps/Equipment Yards O MA LA MA LA LA O MA LA LA LA MA LA MA O O

10. Changes in Aesthetics of the

Area O LA LA O LA O O O B B B B B O B O




5.2. IMPACT ANALYSIS DURING DESIGN/PRE CONSTRUCTION PHASE

As the road rehabilitation work confines to existing Right of Way (RoW), the potential negative

environmental impacts will be very limited in magnitude. Except shifting of few public utilities

and few temporary structures located within the existing RoW, but no land acquisition will be

required for the entire road rehabilitation & widening project. Few unauthorized and also

temporary installed establishments by communities along the proposed roads will not become

obstacles to the proposed road improvement project, because of these unauthorized &

temporary structures are located within the RoW.

The anticipated negative environmental impacts are mainly short-term and are arise during

construction period. The anticipated negative impacts on the physical environment during the

period of civil work will be due to change in air, dust and water quality, operation of quarry sites,

crusher plant, asphalt plant, concrete batching plant, spoil disposal and also transportation of

materials and construction waste. It is proposed to remove only roadside trees adjacent to road

within ROW. It is recommended to develop compensatory tree planting program to replant

native species wherever available space beside the proposed road. Socioeconomic impacts

during road construction will be exposure to health and safety problems, in some extent.

Following is the brief description of impacts considered and the recommended mitigation

measures during Pre-construction and Design Phases.

5.2.1. Impact on Income / Livelihood

The project will have slightly adverse impact on the source of livelihood during the construction

period, eapecially in Gandi Chowk and Sara-e-Nauranag area. Because, local inhabitants are

strongly involved in small and large scale business activities in this particular area. Most of the

shops, moveable fruit, and poultry and mechanics shops are located within the ROW. This

ROW area (km 1042-1046) has been extensively used for this purpose. So, physical relocation

of such shops, and shifting of electric and telecommunication poles will be required prior to the

construction phase of this dualization project.

5.2.2. Impacts on Land Uses

Proposed dualization & up gradation work will remain within the existing ROW and impacts will

be limited to the immediate vicinity of the road, and lands that will use for quarry sites, establish

material processing plants, material storage, disposal sites, & also quarry access roads. Hence,

it is more important that selection of temporary lands should be at least 500m away from the

water bodies, natural flow paths, agricultural lands & residential areas to avoid both




environmental impacts and public inconvenience. Selection of suitable locations should be

complying with the local laws and regulations. Removal of fire wood trees and green cover

vegetation should be minimized during the site clearance. Selection of existing quarries, crusher

plants, concrete batching plants and asphalt plant for materials should also be minimized

impacts on land use.

5.2.3. Changes in Aesthetics

The proposed Project is expected to increase the land values, especially in villages where little

or no road infrastructure is present and the seasonal drains with gravels on their beds are used

as access road to their residences. Land owners will have an opportunity to sell their land on

increased prices and start new businesses. This impact will be major positive in nature.

5.2.4. Solid Waste Management

Proper solid waste management system is required during the design stage for the efficient

handling of waste and reduction of waste related impacts. Impacts due to solid waste are

expected to be temporary and minor negative in nature.

Mitigation measures:

Planning for disposal sites with reasonable distance from the human settlements;

Disallow waste dump sites, in a distance closer than one (1) kilometer to any inhabited

areas;

Incorporate technical design features for refuse collection containers at sites that would

minimize burning impacts;

Devise plan(s) for safe handling, storage and disposal of harmful materials

Burning of waste will not be allowed in any case

5.2.5. Resources Mobilization

Spaces are needed for storage of materials, establishment of labour camps, and for

construction equipments. There is need to construct labour camp unless the labour force in the

area is not very high and readily available.

Mitigation Measures:

Temporary lands in which resources are mobilized will cause inconvenience to general public

particularly nearby the ROW. Therefore to mitigate such impacts temporary lands readily

available in the surrounding project area must be selected and it should be at least 500m away

from residential areas, water bodies, cultivated lands. In addition approvals from relevant




authorities must be obtained to use temporary lands in order to comply with National laws and

regulations. Preparation of the temporary lands and access road must be carried out in a way to

minimize disturbances to agricultural practices.

5.2.6. Changes in Hydraulic Regimes

The project has an extensive network of drainage channels/ nullahs falling in to the Rivers

Kurram and Gambila. Particularly, high fluctuation in groundwater table is observed during

monsoon season in both the routes. Wells and hand pumps are the main source for drinking

water, both in Old Bannu Road and in the route from Gandhi Chowk to Sara-e-Naurang of the

project area. Especially, on the old Bannu road there are several culverts located at different

tracks, but the condition of most of these culverts are not satisfactory and need to be

constructed in parallel with dualization of road. In addition, around 22 bridges located from Km

1088+00 to Km 1167, the condition of these bridges also not satisfactory and need to be

upgraded to minimize the anticipated impacts. So, for the crossing of drains and water courses,

small bridges and culverts should be reviewed prior to the construction phase of the project.


Proper design of bridges on nullahs to accommodate design flows;

Small bridges will be reconstructed on drains coming in the ROW, if necessary;

Provision of box culverts to control flood damages and provision of safety of

embankments; and

Provision of sufficient sizes of drains to take design flows.

5.3. IMPACT ANALYSIS DURING CONSTRUCTION PHASE

5.3.1. Topography

Project area does not have plane topography. The topography in the project area will be

changed at some part of the tracks but only to some extent due to the construction of project

related structures such as embankments, up gradation of bridges and culverts and slope cutting

in mountainous areas (particularly from Km 1110 to Km 1118) etc.

This may involve dismantling, earth cutting and filling of land in the ROW, up gradation of

culverts and bridges where necessary. This impact is permanent and minor negative in nature.




In addition to proper landscaping, construction of stone pitching or rip rap across the

embankments will be involved during construction phase, the following mitigation measures will

help to minimize the anticipated impacts of the project.


Low embankments will be protected from erosion by planting indigenous grasses that

can flourish under relatively dry conditions;

High embankments will be protected by constructing stone pitching or a riprap across

the embankment;

Ditches or borrow pits that cannot be fully rehabilitated will be landscaped to minimize

erosion and to avoid creating hazards for people and livestock; and

Landowners will be compensated according to the terms of lease agreements negotiated

with them and the restoration actions agreed upon by the Contractor will be duly carried

out.

5.3.2. Air Quality

The construction activities produce fugitive and point emissions from different sources. In case

of the proposed project, the sources of air emissions would be excavation operations, exhausts

of construction machinery and equipments, continuous operation of machinery and movement of

the construction and public vehicles e.g. cranes, heavy trucks and vehicles etc. The air emissions

may cause health impacts such as dryness and roughness of the throat; eye, nose, throat

irritations and coughing etc to the workers and staff of contractor. These emissions may also

affect the bio-physical environment. Emissions may be carried over longer distances depending

upon the wind speed, direction, temperature of surrounding air and atmospheric stability. These

impacts would be moderate negative, temporary and limited to the project‟s construction phase

only.


All earthmoving machinery, vehicles and engines should comply with the NEQS for

emission and noise. This should be made as pre condition in bidding process for

contractor.

Where necessary, especially on roads, dust emissions must be kept to a minimum level

through regular sprinkling of water (at least twice a day).

All excavation work will be sprinkled with water to control dust;

Unnecessary excavation shall be avoided;




All vehicles, machinery, equipment and generators used during construction activities

should be kept in good working condition and be properly tuned and maintained in order to

minimize the exhaust emissions

Emissions from power generators and construction machinery are important point sources

at the construction sites. Proper maintenance and repair is needed to minimize the

hazardous emissions;

Open burning of solid waste from the Contractor‟s camps should be strictly banned;

5.3.3. Noise and Vibration from Construction Works

Noise generated by the construction machinery during the construction phase is likely to affect

the project area particularly the nearby settlements. Project activities like compaction,

movement of heavy machinery, trucks and trolleys stone crushers, asphalt plants and other

equipments are the major source of noise and vibration. The construction activities will generate

noise, which can potentially affect the communities, wildlife, and also the construction workers. .

This impact is temporary and minor negative in nature.


The contractor will strictly follow the NEQS for ambient noise.

All necessary measures to control the noise such as proper tuning of vehicles and

provision of mufflers/silencers particularly near the communities will be provided during

construction.

The personal protective equipment (PPE) will be provided to the construction workers

and its usage will be made mandatory by the contractor.

All earthmoving machinery, vehicles and engines should comply with the NEQS for

emission and noise. This should be made as pre condition in bidding process for

contractor.

Selection of up-to-date and well maintained plant or equipment with reduced noise levels

ensured by suitable in-built damping techniques or appropriate muffling devices.

Providing the construction workers with suitable hearing protection like ear cap, or

earmuffs and training them in their use;

Preferably, restricting construction vehicles movement during nighttimes;

Vehicles and equipment used should be fitted, as applicable, with silencers and properly

maintained;

Use of low noise machinery, or machinery with noise shielding and absorption;




Contractors should comply with submitted work schedule, keeping noisy operations

away from sensitive points; implement regular maintenance and repairs; and employ

strict implementation of operation procedures;

Noise barriers in sensitive areas in the form of high boundary walls (concrete or wood),

earth berms, etc. in front of school, academy, mosques and church, if located adjacent

to the ROW.

5.3.4. Smoke from Burning of Waste Material or Burning Firewood

A large number of big and small fires in the labor camp and burning of waste can produce

smoke and smog which can reduce visibility and cause suffocation along with causing diseases

of the respiratory tract including cancer.

Cutting and burning trees / shrubs for fuel will be prohibited. Instead gas cylinders should be

used in the labor camp for cooking purposes. Similarly waste burning will not be allowed. The

contractor will prepare waste management plan and have it approved by the RE. The proper

training will be delivered to the workers.

5.3.5. Dust / Pollutions

The material stock piles and material transportation can cause dust emissions, having a

negative impact on the nearby communities, natural vegetation and arable land.


The material being transported or stored at the stockpiles will be kept covered where

necessary to avoid dust emissions.

Preventive measures against dust should be adopted for on-site mixing and unloading

operations. Regular water sprinkling of the site should be carried out to suppress

excessive dust emission(s);

Construction workers should be provided with masks for protection against the inhalation of

dust; and

5.3.6. Damage to Cross Drainages

The project is specially devised for road widening / rehabilitation of existing road network.

Damage cross drainages can arise through carelessness of the heavy machinery drivers or

operators. Such carelessness can cause considerable damage to paths; drainages if the drivers

/ operators are not made aware, trained and bound to be careful.





Contractor will prepare standard operating procedures and impose strict control over operators

and drivers of all types of vehicles to minimize any damage to roads or structures. If any

damage takes place, the contractor will carry out repairs immediately.

5.3.7. Location of Labour Camps and Equipment Yards

The camp site in populated area may cause the social implication including the security and

privacy of local residents, spread of communicable diseases and also environmental problems

due to disposal of solid waste, effluents etc. The final location and number of sites will be

determined by the construction contractors after approval from the concerned authority. However, it

will be a temporary and minor negative impact.


Implement Waste Management Plan to ensure safe handling, storage, collection and

disposal of construction wastes and the training of employees who handle waste.

Provision of the pit latrines, septic tanks for camps to treat the sanitary wastewater

before its discharge to nearby water bodies.

Selection of site for construction map to minimize the removal of existing plant species at

camp sites;

Photographical and botanical inventory of vegetation before clearing the site;

Compensatory plantation to be done when construction work near ends; and

The contractor(s) shall ensure removal & rehabilitation of site upon completion.

5.3.8. Solid Waste from construction materials

If solid waste such as metal, gravel, asphalt etc is accumulated alongside of the road it will

cause public inconvenience by dust dispersion, reduced visual quality, and health hazard. To

avoid these impacts such waste must be removed from the construction site immediately after

the construction work and dumped in an approved site according to the current rules and

regulations. Contractor must identify and select suitable and safest locations for the dumping or

land fill sites with sufficient capacity and approvals should be obtained from relevant Local

Authorities.


Contractor must identify and select suitable and safest locations for the dumping or land fill sites

with sufficient capacity and approvals should be obtained from relevant concerned Authorities.

Proper engineering design (including drainage and erosion control facilities) should be prepared

by the contractor and written approval should be obtained from the authority to dumping at the




each identified site. Dumping should be done only after receiving approvals from the necessary

authorities and obtaining the approval on the proposed engineering design of the site.

5.3.9. Solid Waste and Sanitation at Labour Camps

Impacts from solid waste (such as polythene, papers, perishable items especially food)

accumulated at worker camps is anticipated that could cause environmental pollution such as

contamination of soil and water bodies, out breaks of water born and vector born diseases and

health hazards.

To reduce the above mentioned impact the following measures are proposed:

There should be proper solid waste disposal procedure to enhanced sanitation of

workers in camps. Dust bins in different colors must be provided to separate out food,

glasses and other solid waste at the worker camp.

The contractor must provide Proper sanitary facilities and adequate supply of water to

worker camps

The best option is to hire as many as local people for unskilled as well as skilled works.

If that happens there is no need to establish worker camps. This is a good way to

overcome garbage disposal.

The contractor should provide adequate facilities to manage wastes in accordance with

the guidance given by the CEA

Contractor should remove all the waste from worker camps every day and dumped in

approved site to prevent contamination of soil and water bodies as well as prevent from

disease out breaks.

Monitoring the worker camps regularly in consultation with Public Health Inspector (PHI)

These conditions could be incorporated into the contractor‟s documents for better

sanitation conditions and waste disposal at temporary worker camps.

5.3.10. Flood Condition

During the period of construction, civil works should not lead to flood conditions due to blocking

of drains, drainage paths and culvert openings. The contractor shall take every measure to keep

all drainage paths, drains & openings clear at all times.


If flooding or stagnation of water is caused by civil works, contractor shall provide immediate

means to prevent loss of access to any public or private land/property & to prevent damage to

public or private land/property.




5.3.11. Soil Erosion

Soil erosion will mainly occur during the construction period due to excavation, dredging, cutting

and filling, removal vegetation cover and unplanned temporary storage of gravel and soil along

the roadsides. The top soil is directly exposed to showers when trees and vegetation cover is

removed reducing infiltration and increasing surface runoff. Also, due to unauthorized use of

borrow areas and quarries, soil erosion may occur resulting in degradation of landscape. This

may limit the future use of land for agricultural purposes. Eroded soil can be washed out to

nearby canals, reservoirs and paddy field causing siltation. To minimize these impacts, the

following mitigation measures needs to adopted during construction stage:


Removal vegetation cover should be minimized by considering alternative locations and

paths

The natural drainages in the construction area must not be blocked to facilitate free flow

of water.

Carry out construction works in any erodible area during dry season as much as

possible

If any civil works are to be carried out during rainy days, enough silt traps, sludge pumps

and interceptor drains should be incorporated in the construction site as much as

possible.

Cut areas should be treated against flow acceleration while filled areas should be

carefully designed to avoid obstruction or destruction to natural drainages

Soil contamination by asphalt will be minimized by placing all containers in a bunded

area away from water courses ;

Decanting and or controlled disposal of oil and grease as collected at collection tanks of

maintenance yard and chemical storage areas;

All spoils will be disposed of as desired and the site will be restored back to its original

conditions before handing over;

In areas with strong sheet flow, high embankments will be provided with chutes and

drains/culverts to minimize soil erosion. Stone pitching and retaining walls will be made

at high embankments in critical areas;

As applicable and needed, plantation of grasses and shrubs will be done for slope

protection;




Soil erosion checking measures such as the formation of sediment basins, slope drains,

etc, will be carried out;

Productive land or land adjacent to agricultural / irrigated land may not be preferred for

excavation;

Non-productive, barren lands in broken terrain, nullahs and publicly recognized waste

lands should be given preference for borrowing materials.

5.3.12. Release of Construction Water and Dumping of Soil

Uncontrolled release of construction water or dumping of excess soil / rubbles can destroy /

damage; to the nearby irrigation channels along the ROW, which ultimately leading to significant

impact of blockage of channel, damage to structure and water contamination. If such a situation

does appear, it becomes highly significant though it can be mitigated.

Prevention / Mitigation

The contractor will make adequate arrangements to avoid such leakages, uncontrolled releases,

and dumping of soil / rubbles. Should such leakage develop, the contractor must remain fully

prepared to immediately control the discharge. The contractor will be liable to pay for or repair

such damages.

5.3.13. Traffic Impact

It is anticipated that an overall increase and traffic hindrance would occur as a consequence of

the proposed construction. An increase in traffic will occur to and from the project site

subsequent to construction.


Construction traffic hindrance should be avoided by providing proper diversion and signage.

Also, traffic management plan will be prepared by the contractor after consultation with RE for

its implementation. GRM will be put in place to address community grievances in this regard.

5.3.14. Impacts on Surface Water

Inappropriate waste disposal from camp site and construction activities can potentially

contaminate the water bodies like irrigation channels and hand water pumps in turn affecting the

local communities and aquatic biodiversity.





No untreated effluents will be released to the environment. For the toilet waste, the contractor

will establish / install appropriate waste treatment system (such as septic tanks and soaking pits

– appropriately sized and located) at the site facilities (offices, camps, others). The waste water

from kitchen and toilets can be released in soaking pits or used for plantation/water sprinkling.

5.3.15. Impact on Ground Water

Quality of ground water available in the nearby local communities may get contaminated due to

the construction activities, oil spillage and leakage etc. The labourers work with different

transmittable diseases may cause spread out of those diseases in the local residents.


Use of water should not disturb public water availability and source of water should be

selected carefully

There should be proper control on construction activities and oil spillage leakage of

vehicles.

5.3.16. Impact of Sourcing of Construction Water

The contractor will obtain water for the construction sites and construction camps from the

nearby surface and / or groundwater sources. This however can potentially affect water

resources and the other water users of the area.


The contractor will procure water from a source approved by the RE, and if relevant, after

obtaining the community consent. It will be ensured that this procurement of water does not

negatively affect the communities or other water users.

5.3.17. Impacts on Drinking Water Sources

The construction activities can potentially damage/affect the drinking water sources of the

communities.


It will be ensured that the drinking water sources of the communities are not affected. The

contractor should repair/replace/compensate for any damages caused by the construction

activities.




5.3.18. Obstruction of the Flow of Water for Stream Crossing the Road

At number of points, perennial streams and irrigation channels cross the road. The construction

works can obstruct their normal flow.


The road includes adequately designed bridges and culverts at the appropriate locations

(apparent in Table 3.2 in Chapter 3). The contractor will ensure that these water bodies/water

courses are not blocked during the construction phase.

5.3.19. Impact on Roads / Infrastructure Used for Transport of Construction Materials

Transport of construction machinery, construction material and construction workers will cause

additional wear and tear of the roads / infrastructure. This impact will be a moderately significant

and can be adequately mitigated.


The contractor will be responsible to repair any damage caused to the local infrastructure

private property may be separate by the construction activities. Water sprinkling will be carried

out where necessary to minimize dust emissions.

5.3.20. Impacts of Heavy Vehicles on the Existing Road Network

Due to volume of heavy vehicles on the existing old Bannu road and from Gandhi Chowk –

Sara-e Naurang road network may result in air pollution, noise pollution. The major factor

involved specifically due to tire-road friction especially near sensitive receptors (residential

areas, school, health facility etc.), and damage to roads and traffic congestion. However, the

impacts would be temporary and moderate negative in nature for which the following mitigation

measures are proposed:


Any vehicle with an open load carrying area used for transport of potentially dust

producing materials shall have properly fitted side and tail boards. Materials having

potential to produce dust shall not be loaded to a level higher than the side and tail

boards and shall be covered with clean tarpaulin in good condition

The Contractor shall not use any vehicles either on or off road with grossly excessive

noise pollution. Noise mufflers shall be installed and maintained in good condition on all

motorized equipment under the control of the Contractor.




Haul-trucks carrying sand, aggregate and other loose materials should be covered with

tarpaulin to contain spread of dusty materials

5.3.21. Health and Safety

a) Occupational Health and Safety

During construction activities, if proper safety measures are not taken, it could cause serious

accidents. The contractors usually overlook or ignore provision of safety gadgets for the sake of

saving. This approach should be discouraged while awarding the contract. Workers should not

be exposed to dust for long time. Good hygienic conditions should be maintained at workers‟

living and working sites. Workers should be made aware of consequences of aid kits,

emergency vehicles, etc. at the work place. Training of workers in the construction safety

procedures, environmental awareness, equipping all construction workers with safety boots,

helmets, gloves, and protective masks, and monitoring their proper and sustained usage are to

be provided.


The contractor must ensure compliance of safety precautions during construction work

as per national labour laws and International Labour Organization (ILO) Convention No.

62

During construction activities, contractor should ensure the provision of medicines, first

aid kits, emergency vehicles, etc. at the work place. All workers should wear safety

gadgets like; safety boots, helmets, gloves, and protective masks. Goggles must be

used during welding and grinding.

Ensure strict use of wearing these protective clothing during work activities;

Providing basic medical training to specified work staff and basic medical service and

supplies to workers

Preparing Layout plan for camp site, indicating safety measures taken by the contractor,

e.g. fire fighting equipment, safe storage of hazardous material, first aid, security,

fencing, and contingency measures in case of accidents;

Adequate signage, lightning devices, barriers, yellow tape and persons with flags during

construction to manage traffic at construction sites, haulage and access roads.

Availability of safe drinking water for labour should be made mandatory. For this purpose

filtration plants may be installed at camp site and at working area




Emergency number shall be placed at worksites;

b) Community Health and Safety

The construction activities and vehicular movement at construction sites and access service

roads may also result in road side accidents particularly inflicting local communities who are not

familiar with presence of heavy equipment and machinery. Health of the nearby community may

also be suffered due to dust during the construction. Due to flow of vehicles some of the

traditional business (agriculture and livestock) of the local people may also be influenced due to

the entry of modern tools, equipments and transportation services. Moreover, waste materials

shall be managed properly so as to prevent the attraction or breeding of insects or rodents, and

to eliminate harmful conditions to public health or which create safety hazards, odors,

unsightliness or public nuisance.


The labour works with different transmittable diseases should be restricted within the

construction site.

Efforts will be made to create awareness about road safety among the drivers operating

construction vehicles;

Timely public notification on planned construction works;

Provision of proper safety and diversion signage, particularly at sensitive/accident-prone

spots;

Setting up speed limits in close consultation with the local stakeholders;

The communicable disease of most concern during construction phase, like sexually-

transmitted disease (STDs) such as HIV/AIDS, should be prevented by successful

initiative typically involving health awareness; education initiatives; training heath

workers in disease treatment; immunization program and providing health service;

Reducing the impacts of vector borne diseases on long-term health effect of workers

should be accomplished through implementation of diverse interventions aimed at

eliminating the factors that lead to disease, which includes: Prevention of larval and adult

propagation of vectors through sanitary improvements and elimination of breeding

habitat close to human settlements and by eliminating any unusable impounding of

water;

During construction work, pedestrian and vehicular passages should be provided.




5.3.22. Waste and Hazardous Waste

Due to construction activities waste will be generated at construction and contractors camp

sites. The identified waste during the construction of proposed project may include construction

waste, chemical waste and general refuse. The construction waste will include wastewater, oil

spillage from machinery, domestic waste office waste demolition and excavation waste etc. But

the handling and storage of oil, asphalt/bitumen may be a source of environmental pollution as a

hazardous waste.

This will result in unhygienic conditions, health risk to work force and public at the camp site.

This impact is temporary and minor negative in nature.


Wastewater effluent from contractor‟s workshop and equipment washing yards would be

passed through gravel/ sand beds to remove oil/ grease contaminants before

discharging it into main sewer;

Training of working force in the storage and handling of materials and chemicals that can

potentially cause soil contamination;

Construction waste generated during construction should be covered during heavy

rainfall

A reputable waste collector should be employed by the contractor to remove general

refuse from the site, separately from construction material. An enclosed and covered

area is preferred for storage to reduce the occurrence of windblown light material.

The contractor shall provide a proper waste management plan for disposal of general as

well as construction waste;

Training employees involved in the transportation of hazardous material regarding

emergency procedures;

The sewage system for camps will be properly designed (pit latrines or, as required,

septic tanks) to receive all sanitary wastewaters.

5.3.23. Impacts of Waste Disposal at Site

The major components of waste generated during the construction phase of the project consist

on domestic and construction waste. Inadequate disposal of waste could contaminate the land

in the nearby surrounding of road corridor. If the waste is not handled properly it could be a

nuisance and cause diseases. Domestic waste contains a high percentage of readily

degradable hydrocarbons which releases a bad odor when it undergoes decomposition,




especially in hot and humid conditions. Construction waste classified as inert waste which could

be a problem to dispose off.


All waste from the construction activities should be disposed off on state land with the

approval of The Engineer and should be disposed off according to the Waste

Management Plan, which will be a part of the EMP.

Domestic waste generated at the labor camp and site offices should be collected and

temporarily stored at the designated bonded area within the camp area before being

disposed off at the designated site by the contractor.

The location of construction waste disposal site should be such that no tree cutting, crop

destruction or private land acquisition require.

Construction waste should not be mixed with domestic waste as the construction waste

could be reused as a fill material or disposed off separately.

5.3.24. Impacts of Borrowing Site

Additional soil may require for the strengthening / extension of the road sections and

establishing contractor‟s facilities. The additional soil will be excavated from the designated area

(Borrowing Site). If the contractor desires to excavate the soil from outside the suggested

borrowing area then approval must be obtained from the Supervision Consultant‟s

Environmental Specialist and concerned authority. Erath cutting may also likely to be required at

some part of road section. The excavating activities could have adverse environmental impacts

including soil erosion, drainage problem, land productivity, threaten existing structure stability,

and impact the health and safety of the workers and local population.


The earth required for construction of road embankments and other works would be

preferable used out of the available government land or the land acquired under this

project. If earth is required to be lifted from private own land, then the owner(s) of the

land will be duly compensated. Contractor will be responsible to make an agreement

with land owner to excavate and restore the borrow area.

The contractor will not leave the borrow pits in an unusable condition such that it could

be filled with rain water and cause problems for the community e.g. breeding place for

mosquitoes etc.




The contractor will ensure that the selected borrow areas are clearly demarcated, and

indicate the maximum allowable depth of the pit i.e. 3 feet before the soil is excavated.

No soil will be excavated outside the demarcated ROW area. If unexpected soil or strata

is found during excavation at the site then the excavation must be stopped immediately,

and the environmentalist and construction contractor must be informed as soon as

possible.

5.3.25. Loss of Agricultural Land

Due to the proposed project, mainly agricultural land will be affected and crop yield will be

disturbed located around the ROW. But in the long run, due to the construction of the

Expressway project, better transport facilities and opportunities will be available to the farmers

to enhance the crop yield. This impact is insignificant in nature. No Mitigation measures are

required.

5.3.26. Impact on Floral Diversity

In the areas of Bannu District, from Gandhi Chowk to Sare-e-Naurang, and on old Bannu road

from 1088-1167, the trees are confined with scattered population and major removal will be

involved at different road sections. In general, the nearby surrounding area at almost all the

road section is dominant with scattered densities of saplings, herbs and shrubs. While, from

Mandawa village to Khar Ghaar on Old Bannu road and from Muslim Bagh to Sara-e-Naurang

the scattered densities medium and large sized are dominant across the road sections and

anticipated to be affected during the construction phase. The trees and shrubs will be removed

for road widening those lying under the Right of Way. Mainly, the trees are not privately owned

except the tree species confined at different patches of surrounded agricultural land. In the

absence of final design the exact number of trees to be removed cannot be counted at this

stage. But, it is envisaged that trees/shrubs, especially in Latamber, Khar Ghaar and Soor Dag

areas will be removed during dualization of old Bannu Road will cause moderate negative

impact on environment of the project area. No major fruit orchid is present in the project area.

The scattered fruit trees are present in valleys and along the terraced agriculture lands;

therefore, no major environmental impact on fruit trees is foreseen.




5.3.27. Impacts on Fauna

The main construction activities are carried out within the existing ROW but there may be some

disturbances to terrestrial fauna and flora along the road. Also it was observed that the avifaunal

diversity is quite high even in the area adjacent to the River Kurram, which is particularly

adjacent to the road.

The main impact on terrestrial fauna of the project area is disturbances caused by machinery

and construction equipments. Especially birds, reptiles, amphibians and butterflies are affected

due to increased noise, vibration and human activities. To mitigate the impacts on terrestrial

fauna it is recommended to carry out the construction work during normal working hours (6.00

a.m. to 6.00 p.m.).

5.3.28. Impact on Protected Areas

In Pakistan, the protected areas are classified into three main categories viz., Wildlife

Sanctuaries, National Parks and Game Reserves. In the project corridor, no such site exists and

therefore no impact on protected areas is envisaged due to construction of two road section in

Bannu District.

5.3.29. Socio Economic Impact

Due to the proposed Project, the probability of entry/exit problems and bifurcation of

settlements, agricultural land/fields will be more for the local inhabitants during construction

period. Local inhabitants utilizing their agricultural practices extensively in the surrounding area,

so there may be hindrance in movement of agricultural machinery and transportation of

agricultural products to other areas. This will result in causing inconvenience to the local

inhabitants/farmers and affect their daily activities. This impact is permanent and moderate

negative in nature.


Mitigation measures will include provision of pedestrian underpasses (after every 2 to 3

kilometer) and vehicular underpasses in the design to minimize the impact.

5.3.30. Impact on Public Utilities


on both sides i.e. road side fuel stations, banks & various food spots. Besides that the utilities




i.e. power transmission lines, gas Supply pipes, water supply pipes, telephone cables,

telecommunication cables, etc. that will come in ROW, will be properly relocated. Similarly the

built up properties i.e. Kilns, Houses, Shops etc. will be timely removed to avoid any disruption

in work and their compensation will be paid to the affectees as per the approved rates of

relevant building department.

5.3.31. Land Acquisition




(Domail) and ends at Krapa, there will be requirement of additional land i.e. 15 ~ 40m for



5.4. IMPACT ANALYSIS DURING OPERATION PHASE

There are significant negative as well as positive impacts during the operation period of the

project. Encroachment of the ROW, air and noise pollution and impacts on personal health and

safety are the anticipated long-term negative impacts. The positive impacts are mainly on the

socio-economic benefits associated with increase in trade and services along the roadside

which create micro economic benefits to local people. In addition reduced travel time and cost,

efficient transport from farmlands to markets reducing cost of productions directly contribute to

the economic development.

5.4.1. Air Quality and Noise

Increase vehicle movements will affect air and noise quality. There will be some local air and

noise pollution. Planting of trees along the road and increase the vegetation cover on the

embankments will absorb CO2 emitted from vehicles.

On the other hand the proposed project will create positive impact on air quality by reducing

emissions. Increase of width, proper alignment and even surface of the road will allow smooth

run of vehicles considerably in higher speeds with minimum accelerations and decelerations.

Therefore the emissions will be reduced and consequently the air quality would not adversely

affected by vehicle emissions.

During the operational phase, the noise levels are anticipated to increase due to traffic related

noise pollution; vibrations from engines and tires and mainly use of pressure horns. This impact




is permanent and moderate negative in nature. Clear sign and warning boards should be placed

at sensitive locations such as schools, religious places, hospitals etc.


Setting up of a system to monitor air quality along project area in accordance with the

applicable standards/limits;

Afforestation should be done immediately along the ROW once the construction phase is

completed; plants should be selected in accordance to their ability to absorb emissions;

Regular road maintenance to ensure good surface condition;

Speed limits at sensitive locations;

Monitoring air quality at defined schedule;

Regular vehicle check to control/ensure compliance with NEQS; and

Enforcement and penalties against traffic rules violators.

Signs for sensitive zones (health centers / educational institutions etc.) to disallow the

use of pressure horns.

5.4.2. Impacts on Road Safety

The dualization, rehabilitation of the surface conditions and straight alignment of the road induce

high vehicular speed especially the road section from Km 1040 to 1050 (Gandhi Chowk to Sara-

e-Naurang). As a result, there will be a risk of increased of road accidents. The proposed road

passes small towns, schools, hotels, religious places where students and people gather

frequently. These places are susceptible to accidents. Moreover there are many local

restaurants and shops are located closer to the ROW. Therefore high speed vehicular

movements will cause road accidents easily. To minimize road accidents the following

measures should be taken:


Speed limits, warning and sign boards must be placed near sensitive areas and

identified places, which are susceptible to accidents

Road furniture and road marking should be done immediately after completion

construction work

Kerbed footpaths should be preferred to facilitate local inhabitants




Speed breaker should be considered in the areas where offices, schools are located or

adjacent to the ROW

5.4.3. Impacts on Drainage Pattern

The project will improve the road drainage facilities by constructing proper drains and

rehabilitating culverts to facilitate better water flow especially during the rainy season. Blocking

of drains and culverts due to sediments, improper disposal of debris or disposing garbage into

side drainages by the general public will create overflow of drains and alteration of surface

runoff paths causing soil erosion and health hazards. To minimize the impact it is proposed to

close the side drains especially near towns to avoid blockage and stagnation of water.

5.4.4. Emergency Management

Emergency management in case of natural and man-made disaster is a major concern.

Increased incidents of disasters especially due to security threat, power failure, fire etc.

demands proper planning for these incidents.


Complete equipment control system, and secured access system supplemented with close

circuit surveillance equipment/alarms should be included in the design of the proposed project.

Adequate internal and external water distribution system will be designed, with standby system

for sufficient water from tube well, which could also supply adequate quantity for fire fighting

during emergency. Providing the necessary means for emergency response on call 24

hours/day;

5.4.5. Deterioration of Vehicles

During the operation of the proposed Expressway, lesser wear and tear of the vehicles will

occur and it will also result in lesser fuel consumption and decrease in operating cost. This

impact is permanent and has a major positive impact.

5.4.6. Economic Boost

Increased economic activity with improved transport will ensure easy marketing of agriculture

and livestock produce. With improved economy, there will be further improvement in services in

the area and opportunities for employment, education, healthcare, especially for women and

children, will improve.




5.4.7. Change in Aesthetic Value

Due to widening and rehabilitation of considered road section at existing old Bannu and Road

and Gandi Chowk- Sara-e-Naurang road will enhance the beautification of the area. Proper

landscaping and plantation of trees and ornamental plants will increase the aesthetic value and

will have a positive impact.

Table 5-2: Evaluation of Environmental & Social Impacts

Category Impact Assessment

Impact

Slight Moderate Significant

1*

2**

3***

1*

2**

3***

1*

2**

3***

1. Pre Construction Phase

1.1 Land Use

/

1.2 Soil erosion

/

1.3 Seismic Hazard

/

1.4

Land Acquisition and

Resettlement /

1.5.

Impact on Source of

Income and Livelihood

/

2. Construction Phase

Physical

Environment

2.1

Impacts of location of

labour camp,

equipment & material

yard

/

2.2 Impacts of waste

disposal site /

Land

Resources

2.3 Loss of Arable Land /

2.4

Damage to paths,

access roads and

cross drains

/

2.5 Impacts of Disposal

Site /

2.6 Impact on Water

Resources /





Impact


1*

2**

3***

1*

2**

3***

1*

2**

3***

2.7

Contamination from

diesel and Other spill

e.g. from machinery

/

Hydrology

and Water

Resources

2.9 Use of Local Water

Supplies /

2.10 Soil Erosion /

Air Quality

2.11

Dust, smoke and other

pollutants from plants

& equipment

/

Noise

2.12

Noise pollution from

construction activities /

Biological

Environment

2.13 Disturbance to wildlife /

2.14

Damage to biological

resources (mainly

Arable land)

/

Socio

Economic

2.15 Impacts due to land

acquisition /

2.16

Social impact on local

population due to

migrating labour from

other parts of the City

/

2.17

Impacts on existing

services; education,

health, electricity and

water supply etc.

/

2.18

Impacts of finding

archaeological site,

graveyard etc.

/

2.19

Impact on public health

& safety due to

construction activities

/





Impact


1*

2**

3***

1*

2**

3***

1*

2**

3***

3. Operation Phase

3.1 Access Road Safety /

3.2 Air and Noise Quality /

3.3 Deterioration of

Construction Vehicles /

3.4 Landscape /

Section – 6 Public Consultation


_______________________________________________________________________________________________________

Highway & Transportation Division/NESPAK 6-1 Sept, 2016

6. Public consultation & Information Disclosure

Providing information on planned project activities & project objectives, consultations were

conducted in November 22 and 23, with randomly selected individuals (from Latambar, Gandi

Chowk and Teri Chowk areas) along the considered road section during the field inspection and

requested to express their opinions and concerns freely on the proposed development activities.

The objective of the consultation was to take into consideration of their views & suggestions in

the early stages of the project cycle in order to avoid or minimize conflict situations during the

project implementation phase.

Participants were highly concerned about following impacts:

Easy access to the Government offices, Hospitals, Schools & market places reduced

vehicle operating cost

increase of income of the area during the construction period etc. transport goods for

both sides easily

Awful driving pattern & accidents of the heavy vehicles which are used for road

construction activities (transport of raw materials, debris, spoils ect.) and other vehicles

too during the construction phase

increase of accidents due to vehicle speed after resurfacing

inconvenience due to dust, noise & vibration generated during the construction related

activities

interruption of irrigation cannels due to the culvert, bridge & embankment

negligence of maintenance after surface improvement

Furthermore, major concerns raised by the respondents are related to their business activities

within the ROW area. During the field observation, it was observed that local inhabitants are

strongly involved in small scale business activities (mainly selling fruit, poultry and other

domestic items). Most of the respondents mentioned, large number of people residing in the

surrounding project area, and their source of income will be disturbed during the construction

time.

Following measures can be suggested to minimize negative impacts:

Compensate for any damage of property or/and loss of livelihood



_______________________________________________________________________________________________________


Compensate all businessmen who have to shut down their businesses temporarily

during civil works

Disclosure of information about the proposed project at an early stage of the project

Provide all traffic safety measures (barricades, signs, markings, flags, lights & flagman &

speed limit) during the construction period

Speed limits, warning and sign boards must be placed near sensitive areas and

identified places, which are susceptible to accidents.

Road furniture and road marking should be done immediately after the construction

work.

Bus bays and payments must be constructed properly

Edge delineation should be carried out on wider pavements. Guard railing and chevron

markers should be placed on bends, sealed shoulders should be provided where the

places of cycle and other slow and non- motorized traffic is significant.

Kerbed footpaths should be placed at the town limits and settlement areas,

Strict enforcement of speed limits during the operational stage.

Proper implementation of EMP to minimize dust, noise & vibration during the

construction period.

Grievance redress mechanisms

During the pre-construction & construction phases there might be inconveniences to the public

such as

temporary loss of livelihood & access due to shut down businesses

cutting of medium and large sized trees along the road sides

generation of dust noise & vibration from quarry sites, various plants, construction sites

damages to the boundary walls, live fences etc.

Even though there is an EMP, the Environmental Monitoring Committee (EMC) should be

formulated by the contractor in order to ensure the implementation of EMP & EMoP and look

into grievances from the public.

It is recommended to develop & establish contractor‟s own procedure for receiving,

recording/documenting, acknowledging and addressing complaints that is easily accessible,

culturally appropriate, and understandable to affected communities. Especially a person of the

contractor‟s team should be nominated to receive the public complaints and such person should



_______________________________________________________________________________________________________


maintain a complaint register and action taken to any public complaint should be clearly

recorded. A mechanism must be publicized to those who may wish to access it and provide

adequate assistance for affected party.

The contractor should establish a redress mechanism so those who feel their grievances have

not been adequately addressed have recourse to the formulated Environmental Committee for

reconsideration of their case by considering the judicial and administrative mechanisms

available in the country for resolution of disputes and it should not impede access to these

mechanisms.

Section – 7 Economic Assessment


_______________________________________________________________________________________________________


7. ECONOMIC ASSESSMENT

7.0. General

This section includes the overall economic benefits in relation to environmental cost resulting

due to implementation of the proposed Project.

7.1. Economic Benefits

The economic benefits resulting due to the implementation of the proposed Project will

include;

Improved communication infrastructure will promote new business opportunities;

Increase in value of land in the project area resulting due to gentrification effects;

After the rehabilitation and dualization of Old Bannu Rod, lesser wear and tear of the

vehicles would occur which would significantly decrease the vehicle operating cost due

to better road conditions;

The proposed Expressway will also improve the fuel consumption of the vehicles;

Less time will be required for travelling and reaching the destination;

Economic activity will be accelerated by providing smooth access to nation wide

markets;

As a result of job opportunities, local labour will be accommodated during the

construction phase of the project; and

Decreasing the vehicle operating cost due to better road conditions.

Section – 8 Environment Management and Monitoring Plan


_____________________________________________________________________________________________________


8. ENVIRONMENT MANAGEMENT AND MONITORING PLAN

8.0. General

This chapter provides an overall approach for managing and monitoring environment and social

issues and describes the institutional framework and resource allocations required to implement

the environmental management and monitoring plan (EMMP) for the project. The environmental

management plan and its institutional requirements have been described in tabular form as

Table: 8-1.

EMP basically provides a delivery mechanism to address the potential impacts of the project

activities. It is important to incorporate an EMP to address significant impacts and their

mitigation measures for the effective implementation and management of construction and

operation activities.

National Highway Authority is responsible for implementing the project and the overall

Environmental Management Plan (EMP). Construction Contractor (CC) is responsible under the

direction of Supervision Consultant (SC) and NHA (EALS) for implementation of mitigation

measures provided in this EMP (see Table), as well as for obtaining all construction activities

related permits and agreements. The EMP has been prepared with the following objectives:

8.1. Implementation of Mitigation Plan

For the effective implementation and management of the proposed mitigation measures, it is

necessary to develop an EMP which basically provides a delivery mechanism to address the

potential impacts of the Project activities. Furthermore, monitoring program also develop in

order to minimize the potential impacts during rehabilitation on road network and operational

stages of the Project. The EMP has been prepared with an objective of:

8.2. Objective of EMP

The Environmental Management Plan (EMP) provides a mechanism to address the adverse

environmental impacts of a project during its construction, to accelerate project benefits, and to

introduce standards of good practice to be adopted for all project works.

The specific objectives of the EMP are to:

Facilitate the implementation of the mitigation measures identified in the EA;

Define a monitoring mechanism and identify monitoring parameters;



_____________________________________________________________________________________________________


Provide a procedure for timely action in the face of unanticipated environmental

situation; and

Identify training, requirements at various levels.

Providing an implementation plan for the mitigation of possible environmental issues

arising during construction and operation of the project

Developing a monitoring mechanisms and identifying the requisite monitoring

parameters to conform to mitigation measures recommended in the EIA

Defining roles and responsibilities of the project proponent for the implementation of

EMP and identifying areas where these roles and responsibilities can be shared with

other organizations involved in the execution and monitoring of the Project

Defining the requirements necessary for documenting compliance with the EMP and

communicating it to all the concerned regulatory agencies

If necessary, conduct meeting/training includes provision of some basic environmental

knowledge as well as specific knowledge related to EMP implementation e.g. in

prevention of damages, storage of construction materials and waste (including proper

handling of the hazardous materials like oil, etc.).

Well before start of work on ground, the project contractor will get acquaintance of the

EIA, particularly the EMP and the mitigation measures to be taken in execution of the project.

The proponent will designate or appoint an Environmental Officer (EO) who should supervise

implementation of EMP and liaison with EPA-KPK.

After commissioning of the project, a concerned department will take responsibility of

implementing EMP related to operation of the facility. It is highly recommended to associate

concerned department with the project right from the beginning of the project and training may

be imparted in advance of starting the actual dualization phase of considered road sections.

8.3. Roles and Responsibilities

8.3.1. EMMP Implementation Responsibility

Responsibility for environmental management during the construction phase of the Project will

rest with various agencies under the umbrella of NHA.



_____________________________________________________________________________________________________


Table 8-1: Roles and Responsibilities

Contractor The contractor will be responsible to implement the

mitigation measures and other aspects of the EMMP

as applicable. The contractor through his fulltime

environmentalist and technical staff will be hired for

implementation of EMMP.

Supervision Consultants Supervision Consultant/Environmental Engineer will

oversee the performance of contractor through periodic

monitoring to make sure that the contractor is carrying

out the work in accordance with EMMP. The

Environmental Engineer/Specialist will also provide

assistance to the Contractor‟s Staff to implement

EMMP.

NHA Deputy Director Environment as part of PkHA will

maintain top supervision to ensure effective the

compliance of the EMMP.

General Assistance to all

above agencies in their

respective tasks

Resident Engineer of the Project will facilitate

communications, logistics and data collection as and

when required to the monitoring team

External Monitoring An external independent monitor for Effects Monitoring

will be hired

(a) Construction Contractor

Construction Contractor (CC) is responsible under the direction of Supervision Consultant (SC)

and NHA (EALS) for implementation of mitigation measures provided in this EMP (see Table),

as well as for obtaining all construction activities related permits and agreements. Following

functionaries will be involved in the implementation of EMP:

EALS (NHA)

Environmental Engineer (EE)/Officer of Supervision Consultant (SC)



_____________________________________________________________________________________________________


Environmental Engineer/Officer of Contractor

The duties/responsibilities of the functionaries are discussed below:

(b) Functions of EALS (NHA)

NHA (EALS) will be responsible for the environmental management and supervisory affairs

during the construction phase of the proposed Project. Director Environment (EALS) will

designate the Deputy Director Environment who will look after the environmental related issues

during the construction phase. The responsibilities of DD Environment are as follows:

Coordinating and planning of activities of EALS;

Monitoring progress of the project as per planned schedule of activities;

Exercising oversight over the implementation of environmental mitigation measures by

the contractor;

Assisting the Environmental Specialist by providing appropriate environmental

advise and solutions;

Documenting the experience in the implementation of the environmental process;

Preparing training materials and implementing programs;

Maintaining interfaces with the other lined departments/ stakeholders; and

Reporting to the EPD on status of EMP implementation.

(c) Function Of Environmental Engineer and Supervision Consultant

EMP Implementation at Planning and Design Stage:

Set up system for environmental management

Ensure that the terms of reference for project contractor adequately cover environmental

and social issues

Ensure that the contractor develops and carryout environmental implementation plan

that is in consistent with the EMP

Supervise environmental assessments, and providing substantial inputs and guidance

EMP Implementation at Pre-construction phase:

Identify problems to be faced by community due to access roads during construction and

verifying whether ramps/diversions have been provided where required

Ensure that the contractor has selected suitable sites for worker‟s camps



_____________________________________________________________________________________________________


The contractor should undertake to restore environment of these sites to the original

conditions as before after completed

Establish a grievance readdress committee to deal with public complaints

EMP Implementation at Construction phase:

Liaison with Project staff of different sections, Project Implementation Agencies (NHA)

will furnish fortnight EMP implementation report

Hold and attend project meetings and indicate any violation of EMP, if observed

Supervise and provide technical support to project and operational staff to help ensure

compliance of EMP

EMP Implementation at Operation stage:

Coordinate with the operational staff working under different departments including and

other concerned departments to ensue environmental sustainability of project area

Arrange Post EIA visits and report progress of environmental compliance to the Pak

EPA.

Report to assigned staff of NHA during any environmental issue observed during

operational phase

8.4. Management and Monitoring

8.4.1. During Construction Phase

At the outset of construction, plans will be made by NHA for the conservation of the existing

environmental resources and abatement of the pollution in the area, which will occur due to the

constructional activities. These plans will be implemented during the construction.

Simultaneously, it will be ensured that significant negative and adverse impacts of the

construction are satisfactorily mitigated by monitoring environmental parameters, including

mentioned hereunder.

a. Air Quality

Air quality will be monitored regularly by direct measurement of sensitive air pollution

parameters like particulate matters, NOx and SOx. The particulate matters will be specifically

monitored. Dust will be generated by site cleaning, leveling, grading, excavation, backfilling, and

movement of traffic and handling of construction materials. Whenever the quantity of particulate



_____________________________________________________________________________________________________


matters is found higher than the NEQ limits, it will be controlled by sprinkling of water on open

surfaces and covering of materials, etc.

b. Noise

Incidence of noise will also be monitored, and proper measures will be taken to keep it within

NEQ standard limits. When the noise cannot be avoided or controlled, hearing protection

devices will be provided to the workers exposed to high level of noise exceeding 85 dB(A).

c. Solid Waste

Collection, transportation and disposal of solid waste, generated during construction will be

monitored by NHA to see that the environment is not adversely affected. NHA will also monitor

handling, storage, transportation and disposal of hazardous solid wastes during and

immediately after construction activities.

e. Human Health and Safety

Inexperience coupled with unawareness of mechanical and electrical equipment and waste

products scattered on the site can cause injuries to the workers, NHA will monitor training

program for the workers for emergency situations. Provision of first aid facilities and use of

personal protection devices like helmets and long boots will be ensured. Entry of persons not

wearing the protection devices or of unauthorized person and animals within the construction

site will not be allowed.

The management and monitoring program during construction phase is given in Table 6, which

should be coordinated by NHA with other EPD before start of the construction work.

f. Aesthetics and Natural Environment

The NHA will monitor that the construction activities do not disturb the aesthetics and natural

environment, to the extent avoidable, trees will not be cut, vegetation will not be damaged. Any

activities of the nearly residents, which are likely to affect the environment, will be brought to the

knowledge of competent authority for necessary action.

8.4.2. During Operation Phase

The NHA will compile and maintain the environmental data and records gathered during the

construction phase for reference during the operation phase. The NHA will coordinate with



_____________________________________________________________________________________________________


government departments and agencies like Environmental Protection Agency (EPA) Punjab,

etc. for management and monitoring with respect to air quality, noise and traffic. A

comprehensive record of all the measurements made and actions taken will be compiled and

maintained.

a. Air Quality

The NHA will organize monitoring of air quality and effects of exhaust from vehicles using the

project, in collaboration with the Environmental Protection Agency (EPA), Punjab. Sensitive

parameters including NOx, SOx and particulate matters will be monitored and measures, as

necessary, will be taken to keep them within the limits set by National Environmental Quality

Standards (NEQs).

b. Noise

Noise will be generated due to the vehicular movement and blowing of pressure horns. The

movement of traffic will be monitored at the entering and leaving points of project. Records of

traffic movement will be maintained which will help in correlating the noise and air pollution with

traffic type and intensity.

c. Aesthetics and Natural Environment

The NHA will monitor that aesthetics and natural environment in the area. Tree plantation will be

done as per the directives of the Ministry of Environment and Urban Affairs. Plants and shrubs

with minimum water requirements will be selected. Any activity of the nearby residents, like

disposal of waste in the area, which affects the environment, will be brought to the knowledge of

the competent authority for necessary action.

8.5. Checklists for Environmental Monitoring

For the purpose of conducting environmental monitoring, the following checklists will be

prepared by the contractor and used at the site:

i) Campsite Checklist

Location of labor camps, material dumps, equipment yards and approach roads

will be selected properly.

Pollution from diesel and other oil spills from machinery suitably controlled

Smoke from burning of waste material or burning firewood.

Soil compaction due to labor camps and machinery yards.



_____________________________________________________________________________________________________


Vaccination or preventive measure against HIV/AIDS and infection diseases in

Labor employees.

Borrow Area Quarries Checklist (for each site)

Impact of taking borrow material from earth borrow site

Access to other construction materials

ii) Waste Material Disposal

Site for disposal of waste construction material selected appropriately.

Material and construction waste left behind, after the road construction is

completed.

Diesel and other fluids spilling over to the construction site machinery

iii) Construction Site Checklist

During construction adjustments with work site land i.e. preparation of earth

properly

Earthen embankment or concrete work edge scouring suitably during

rehabilitation of culverts and bridges

Discharge to unstable slopes or leakages on construction

Any discharge spill or dumping on any building or house on the Kurram river

bank

Protection of construction from floods in Main River or stream(s) crossing the

road

Effect on surface flow conditions in case of rain

Dust, smoke and other polluting impacts from construction machinery

Dust or other pollutants from stored material / spoil heaps

Noise from machinery and construction activities

Public safety at construction site

Health and safety of labor and employees at construction site

iv) Water Extraction Point Checklist

Impacts on source of construction water

Impacts on sources of Ground water

Impacts on sources of Drinking water

v) Road Checklist

Damage to drains, paths roads crossed by moving machinery



_____________________________________________________________________________________________________


Impacts on roads used for transport of construction material

Impact of stone quarrying

vi) Operational Checklist

The operational checklist will be prepared by NHA:

Impact on services, education, health, electricity, water supply, communication

Impact on air and noise pollution

Traffic Impact assessment

Annual Environmental Audit

8.6. Environmental Monitoring Plan

Environmental Monitoring is essential part of EMP which is required to assess significant

impacts. The management of Executive Agency may constitute an Environment Monitoring

Committee (EMC) by designated officer of Consultant‟s Team to oversee whether objectives of

EMP are being achieved.

Environmental Monitoring is undertaken during both the construction and operational phases to

ensure the effectiveness of the proposed mitigation measures. In order to respond to the

anticipated environmental concerns at an early stage and to determine the intensity of the

impact, prediction is required. Specific monitoring programmes are outlined below as well as

responsibilities for the collection and analysis of data and the reporting requirements.

The EMC will perform the following functions:

Periodically review EMP Implementation Report of EO to check compliance of EMP

Advise on disposal of construction wastes and excavated soil including development of

landscape

Closely monitor the site during design and construction phase and issue instruction to

EO and concerned department for remedial actions where necessary

Visit project site from time to time to verify actions on ground

Review steps taken to redress public complaints, the salient objectives of the environmental

monitoring plan are:

a) To respond to the anticipated and unanticipated environmental impacts when the

project is under implementation;

b) To evaluate the effectiveness of mitigation measures and if the mitigation fail corrective

action can be taken.



_____________________________________________________________________________________________________


The salient objectives of the environmental monitoring plan are:

a) To respond to the anticipated and unanticipated environmental impacts when the project

is under implementation;

b) To evaluate the effectiveness of mitigation measures and if the mitigation fail corrective

action can be taken.

Construction Phase

Monitoring frequency will be once in a season in the construction phase at the representative

locations for each site. The following parameters shall be monitored.

1. Noise 2. CO 3. HC 4. NMETH-HC 5. NO

X

6. Ozone 7. SO

2

.

Operation Phase

Monitoring frequency will be after every 3 months in the operation phase.

Table 8-2 (a): Environmental Management Plan

Impact

Mitigation Monitoring Responsibility

Mitigation Measure Monitoring Frequency

Supervision Monitoring

1. Land Resource

1.1 Impact of disposal of waste / construction material and debris

Controlled disposal of the waste construction material on agreed site per agreed method. The area to be leveled and contoured after disposing excess material. No waste or debris will be thrown in the river or other water bodies.

Daily The site Environmental Engineer of Construction Contractor

Deputy Director Environment (DDE) or

Supervision Consultant will monitor

1.2 Impacts due to Landslides, or unstable soil

Local readjustments in foundation treatment or any other small changes will be allowed to the contractor with the consultation of Resident Engineer (RE). Alarm activation, stoppage of work etc will be undertaken in case of any such

Weekly The site Environmental Engineer of Construction Contractor



_____________________________________________________________________________________________________


slide. The precautionary measure like construction of side wall and proper warning system may be introduced to avoid the problem.

1.3 Impacts due to the Location of camps, materials, equipment and special approach routes and roads

Explore off-site accommodation for workers. Keep camp size to a minimum;

Avoid as much clearing of vegetation as possible, for example, by creating defined foot paths;

Provide temporary sanitation on site, such as pit latrines (assuming the water table is low enough and soil and geology of appropriate composition);

Use local or regional labor; Source of water should be

carefully selected. Water use should not disturb the existing community water supplies

If the water is stored for drinking purpose, drinking water should meet the WHO standards and if it is used for construction purpose then it should be clearly demarcated.

No domestic pets or livestock are allowed on the site.

At the Beginning of the Project

The site Environmental Engineer of Construction Contractor

DDE of NHA or SC

1.4. Material handling

Material shall be appropriately secured to ensure safe passage between the destinations during transportation. Loads shall have appropriate cover to prevent spillage and contractor is responsible for any clean up resulting from failure;

Monthly in dry season and weekly in wet season


DDE of NHA or SC

1.5. Material

extraction:

quarrying

Identify the most environmentally sound source of materials that is within budget;

On removal of material, the area should be restored and be treated with erosion control measures; Restore area so it is suitable for sustainable use after extraction is completed;

Install drainage structures to direct water away from pit;

Implement safety protocols to minimize risks from falling rock or debris, collapsing quarry walls, or accidental falls

At project commencement At 50% completion At 100 % completion


DDE of NHA or SC



_____________________________________________________________________________________________________


1.6 Impacts due to any natural disasters such as heavy rains, floods and earthquakes

An Emergency response plan will be prepared by the Contractor in consultation with RE and local community.

Components like bridges, retaining walls etc. have been designed as per AASHTO, ASTM. safety design criteria‟s code. More specifically for Seismic Design, UBC 97 and Sarhad Interim Seismic Building Code Building Code 2006 would be followed.

Monthly in dry season and weekly in wet season

DDE of NHA or Sc

1.7. Stabilization of slopes on earth fill works

Appropriate design for protection and minimizing effects of cross flow of streams. Contractor to take all necessary measures for stabilization of slopes during construction.

Monthly DDE of NHA or Sc

1.8. Impact due to agriculture land destruction

Cuts, fills, digging and borrow operations to be controlled. Disposal of waste material in the water channel to be controlled. Damage to the agriculture land and / or crops to be compensated.

Monthly The site Environmental Engineer will ensure these measures

DDE of NHA or Sc

1.9.Contamination from diesel and other spills from construction machinery

Contractor will apply strict rules on his workers and labor to ensure that no spill or leakages are caused. All fuels, oils and bitumen will be stored appropriately, with concrete padding and bonding for containment in case of leakage. The contractor will employ the general criteria for oil and leakage at construction sites, as per standards set forth by “Guide Lines for Oil Spill Waste Minimization and Management” issued by International Petroleum Industry Environmental Conservation Associate

Bi Weekly The site Environmental Engineer of Construction Contractor

DDE of NHA or Sc

1.10 Impact due to damage of Cross Drainages/Irrigation Channels

Contractor will prepare standard operating procedures and impose strict control over operators and drivers of all types of vehicles to minimize any damage to roads or structures. Should any damage take place, the contractor will carry out repairs immediately. An effective sings and a good traffic plan can reinforce the instructions

Bi Weekly The site Environmental Engineer of Construction Contractor

DDE of NHA or Sc



_____________________________________________________________________________________________________


to drivers.

1.11. Release of Construction Water and Dumping of Soil

The contractor will make adequate arrangements to avoid such leakages, uncontrolled releases, and dumping of soil / rubbles. Should such leakage develop, the contractor must remain fully prepared to immediately control the discharge. The contractor will be liable to pay for or repair such damages.

Daily The site Environmental Engineer of Construction Contractor

DDE of NHA or Sc

1.12. Impact due to discharge spill or dumping onto any building or house on the bank of the road

It must be protected by a wall, retaining walls or rip–rap works as the case may be.


DDE of NHA or Sc

1.13. Impact on Roads / Infrastructure like water channel etc

The contractor will be responsible to repair any damage caused to the local infrastructure by the construction activities. Water sprinkling will be carried out where necessary to minimize dust emissions.

Monthly The site Environmental Engineer of Construction Contractor

DDE of NHA or Sc

2. WATER RESOURCES

2.1 Impact of Sourcing of Construction Water

The contractor will procure water from a source approved by the RE, and if necessary, after obtaining the community consent. It will be ensured that this procurement of water does not negatively affect the communities or other water users.

Daily and Weekly Monitoring


DDE of NHA and Sc

2.2 Diesel and other fluids spilling over to water channel from construction machinery

The contractor will make all necessary arrangement to avoid any leakages or spills of fuels, oils and chemicals. In case of any accidental leakages, the procedures presented in Section 7.2.5 will be applied


DDE of NHA and Sc

2.3 Obstruction of flow of water across road

The contractor will ensure that these water bodies / water courses are not blocked during the construction phase

Weekly DDE of NHA and Sc

2.4. Impacts on Surface Water

No untreated effluents will be released to the environment. For the toilet waste, the contractor will establish / install appropriate waste treatment system (such as septic tanks and soaking pits–



DDE of NHA and Sc



_____________________________________________________________________________________________________


appropriately sized and located) at the site facilities (offices, camps, others). The waste water from kitchen and toilets can be released in soaking pits or used for plantation / water sprinkling. Oily water must be passed through a settling tank. The contractor will prepare a waste management plan and have it approved by the RE. The waste water should comply the NEQS.

2.5. Impact on Source of Drinking Water

It will be ensured that the drinking water sources of the communities are not affected. The contractor will repair / replace / compensate for any damages caused by the Construction activities to the drinking water source/s.



DDE of NHA and Sc

2.6 Effect on Surface Flow Conditions

Design Engineer will ensure provision of appropriately sized side drains, to avoid negative impacts on the local drainage pattern. Contractor will follow the design specifications meticulously. During the construction phase, the contractor will make temporary drains and embankments where necessary to channel the runoff appropriately.


DDE of NHA and Sc

3. AIR QUALITY AND NOISE POLLUTION

3.1 Impacts due to dust and smoke and other potential pollutants from construction machinery

The contractor will ensure that its vehicles, machinery, and generators are properly maintained, and comply with the applicable NEQS. The asphalt plant will not be operated without properly functioning dust control system such as wet scrubber. Water will be sprinkled where necessary to control the dust emissions.

Quarterly DDE of NHA and Sc

3.2 Dust or other pollutants from stored materials and spoil heaps

The material being transported or stored at the stockpiles will be kept covered where necessary to avoid dust emissions.



DDE of NHA and Sc

3.3 Smoke from burning of waste materials or burning of

The contractor will use clean and smoke free fuel in the labor camp. Cutting and burning trees / shrubs for fuel will be prohibited. Instead gas cylinders should be used in the

Weekly DDE of NHA and Sc



_____________________________________________________________________________________________________


firewood in the labor camp.

labor camp for cooking purposes. Similarly waste burning will not be allowed. The contractor will prepare waste management plan and have it approved by the concerned authority.

3.4 Noise control from use of old or outdated machinery

The contractor will strictly follow the NEQS for ambient noise. All necessary measures (such as noise barriers) will be taken to reduce the noise particularly near the communities. The personal protective equipment (PPE) will be provided to the construction workers and its usage will be made mandatory. Proper tuning of the vehicles will also be take place.


DDE of NHA and Sc

3.5. Traffic Management

Proper traffic management plan shall be formulated and announced before starting the construction plan to avoid traffic jams/public inconvenience;

Plan the adequate signage, lightning devices, barriers, yellow tape during construction to manage traffic at construction sites; and

Plan the timing for the movement of construction materials carrying vehicles to minimize traffic load and avoid the inconvenience to the local residents.


DDE of NHA and Sc

4. Biological Resources

4.1 Damage to Biological resources during construction

No killing, hunting, or trapping of wild animal will be allowed. Vegetation clearing will be minimized. Compensation will be paid for any tree cutting on the private land. Compensatory tree plantation will be carried out and for each tree removed; five saplings will be planted in case of removal of one tree. The Project will ensure appropriate

Contractor‟s obligation in the contract to respect wildlife, Forest and Fisheries Laws. A special clause incorporated in the contract documents to respect and conserve biodiversity and conserve its terrestrial

Quarterly The site Environmental Engineer of Construction Contractor

DDE of NHA and Sc



_____________________________________________________________________________________________________


care and monitoring of this plantation. Camps and other temporary facilities will be established in a manner that minimizes loss of natural vegetation including trees.

as well as aquatic habitat. To provide necessary Sign Boards to make labor, visitors and all concerned aware of their obligations towards Biota.

5. Socio–economic and cultural issues

5.1 Socio–economic and cultural issues, e.g., existing service facilities like education health, electricity, drinking water supply, public gathering, religious congregation.

Social consultation was done and all impacts influencing the communities were defined, and all those factors were added into and incorporated in the contract document of the contractor and SFA of the communities

Bi Annually The site Environmental Engineer of Construction Contractor

DDE of NHA and Sc

5.3 Public Safety at Construction Sites

Proper temporary signs and marking and manual regulations of traffic and public movement

Bi Annually The site Environmental Engineer of Construction Contractor

DDE of NHA and Sc

5.4 Health and Safety on Construction Sites

Use of proper equipment, proper operation of equipment, minimizing risks to all parties e.g. helmets, masks overall and presence of First Aid.

Daily

5.5 Employment

During construction the employment will be generated and local labor will be preferred, for whichever skill available


DDE of NHA and Sc

5.6 Social disruption

The contractor will ensure that the mobility of the local communities, particularly women and children and their livestock is not hindered by the construction activities

Contractor


DDE of NHA and Sc



_____________________________________________________________________________________________________


6. Gender Issues

6.1 The rural women actively participate in outdoor socio-economic activities such as livestock rearing, bringing of potable water, etc which may also be affected by the project activities.

6.2 The induction of outside labor may create social and gender issues due to the unawareness of local customs and norms

The Contractor will have to select specific timings for the construction activities particularly near the settlements, so as to cause least disturbance to the local population particularly women.

During construction activities, if

privacy of the nearby households is affected, the Contractor will inform the house owner to make some parda arrangements. Similarly, Contractor will have to take care as much as possible that the construction activities should not affect the privacy particularly with reference to women.

Contractor will warn the staff strictly not to involve in any un-ethical activities and to obey the local norms and cultural restrictions particularly with reference to women.

Quarterly


DDE of NHA and Sc

6. Impacts Related with Design

Road Design The road design will include adequately designed existing bridges and culverts at the appropriate Locations. The design engineer will ensure also the provision of appropriately sized side drains. All streams running across the road will have culverts or causeways.

Design Consultant

Design Consultant

7. Workers Health & Safety

During Construction possibility of any work site

Personnel Protective Equipment as per the requirements will

Contract Document

Contractor



_____________________________________________________________________________________________________


At operational stage effective monitoring and evaluation plan is as under :

Table 8-2(b): Operational Phase

EFFECTIVE

PARAMETER ACTION RESPONSIBILITY

RESPONSIBLE

ORGANIZATION

1. Strict application of

prescribed Monitoring &

Engineering plan

Works done through

contractor to

according to strict

specification and in

commutation with

communities

Resident Engineer /

XEN In charge of N-55

Highway

Officer(s), authorized by

NHA and Government of

Khyber Pakhtunkhwa

2. Monitoring of

environmental parameters

for ambient air and noise

Works done through

contractor to

according strict


communication with

communities

Resident Engineer /

XEN In charge of the

N-55

NHA or Government of

Khyber Pakhtunkhwa

3. Continuous evaluation

of design efficiency

Works done through

contractor to

according strict


Resident Engineer /


N-55 Highway


Khyber Pakhtunkhwa

4. Environmental Annual

Audit

Works done through

maintenance

contractor to

according to strict


communication with

communities

Resident Engineer /


N-55


Khyber Pakhtunkhwa

whichever is i/c of the road

accident /impact on worker‟s health

be provided to worker at the work site. A first aid box shall be provided at work site to provide the emergency treatment



_____________________________________________________________________________________________________


EFFECTIVE

PARAMETER ACTION RESPONSIBILITY

RESPONSIBLE

ORGANIZATION

1. Strict application of

prescribed Monitoring &

Engineering plan

Works done through

contractor to

according to strict


commutation with

communities

Resident Engineer /

XEN In charge of N-55

Highway

Officer(s), authorized by

NHA and Government of

Khyber Pakhtunkhwa

5. Regular Maintenance Works done through

maintenance

contractor to

according to strict


Resident Engineer /

XEN In charge dual

Highway with the

assistance of

maintenance


Khyber Pakhtunkhwa

whosever is i/c of the road

6. Staff welfare Works done through

contractor to

according to strict


communication with

communities

Resident Engineer /

XEN In charge with the

assistance of

contractor


Khyber Pakhtunkhwa

whosever takes over as i/c

of the road

7. Continued Public

Consultant

Works done through

contractor to

according to strict


communication with

Resident Engineer /


Highway with the


Khyber Pakhtunkhwa

whosever is i/c of the road

Section – 8 Conclusion and Recommendation


_______________________________________________________________________________________________________


8. CONCLUSION AND RECOMMENDATIONS

The purpose of the EIA is to ensure that environmental issues have been foreseen in its

development and implementation plans. Beneficial environmental effects are maximized while

adverse effects are ameliorated or avoided to the greatest extent possible. EIA will help select

and design projects, programmes or plans with long term viability and therefore improve cost

effectiveness. The EIA report has been prepared as part of the feasibility study and detailed

design of dualization of Old Bannu Road Km 1040+000-1050+000 & Km 1088+000-1167+000.

The old Bannu road has been federalized since 1988. Road from D-I-Khan to Gandhi Chowk

section has been completed by NHA and from Bannu to Sarai Naurang (Old Bannu Road) has

been constructed by FHA.

From Km: 1050+00 to Km 1088+00 the stretch of old Bannu Road has been dualized by FHA

on Directive of Chief Minister KPK. The remaining portion of old Bannu Road from 1088+000 to

1167+000 is still unattended and need to be dulalized and rehabilitated. So, the old Bannu Road

is vital for connection with other cities and widening of old Bannu Road is the utmost

requirement to accommodate the flow of traffic. This road dualization and improvement will

facilitate an optional road section in between Gandhi Chowk to Sara-e-Naurang and old Bannu

road. Therefore this proposed road helps to reduce vehicular operation within the heavily

populated cities which have sufficient traffic capacity.

This Old Bannu road connects the heavily populated cities (Sara-e-Naurang, Bannu and

Waziristan) and the nearby surrounding areas which have sufficient traffic capacity

It will help to reduce the traffic volume and also reduce the social complexion of

inhabitants of the nearby surrounded areas

This road rehabilitation and improvement will facilitate the road users and improve the

aesthetics of the area

The positive impacts are mainly on the socio-economic benefits associated with increase

in trade and services along the roadside which create micro economic benefits to local

people. In addition, reduced travel time and cost, and efficient transport will directly

contribute to the economic development

Once this road is on operation, trade and business activities will be further promoted.

Resultantly, there would be the possibility of increased economic opportunities and

significant growth and extension of the local markets along the road alignment.



_____________________________________________________________________________________________________


Improve linkage with other provinces & facilitate to increase mobility within and other

parts of province

i. Beneficiaries of the Project

The primary beneficiaries of the project are road users who are passing through the Old Bannu

road, predominantly the business community, residential property owners and people engaged

in the agricultural activities in the project area, drivers, school children and teachers, Public and

Private sector employees. The development of the road network will provide better transport

facilities for these people to access markets. The unemployed people living in the subproject

area will have the construction related job opportunities during project implementation and

subsequently they will have employment opportunities in the expanded commercial and

industrial sectors. The land value in the vicinity will also be increased due the proposed road

project.

The proposed Old Bannu road rehabilitation and dualization project will create both positive and

negative environmental impacts on the natural habitat and on the human environment in the

project affected area. Almost all the negative environmental impacts are short-term and

anticipated only during the construction period. Hence, these impacts can be easily mitigated by

implementing the proposed measures and the EMP.

ii. Findings and Recommendations

The EIA has been undertaken concerning the environmental assessment of the road

rehabilitation project. The EIA shows that no major negative impacts were identified for this

project.

The identified moderate negative impacts are mainly associated with the construction activities.

These include loss of trees and/or vegetation cover confined at different patches along the road

sides. Moreover, minimal impacts mainly on soil erosion and siltation hazards, disposal of debris

and solid waste, extraction of construction materials, air pollution due to dust emissions,

increase in accidents to people, health hazards due to poor sanitation and unplanned

settlements attracted to the ROW is anticipated. All these impacts can be mitigated by properly

adopting the appropriate mitigation measures.



_____________________________________________________________________________________________________


There are many positive impacts associated with this development project. These include

reduction of travel time and cost, increase in trade and services with other part of country,

providing income generating opportunities for local people, enhancement of the road safety,

reduction of transport cost, vehicle operation cost, noise and air emissions due to improved

road, soil erosion and water quality due to better drainage facilities etc.

iii. Conclusion

According to the proposed design, the construction activities will be carried out within the limits

of the existing ROW of the road. Apart from shifting public utilities such as power transmission

lines, gas Supply pipes, water supply pipes, telephone cables, telecommunication cables etc.

There are many positive social and economic benefits associated with the proposed project.

People in the project affected area will be benefitted through improved access, increase trade

and services, some micro and macro level economic developments especially due to creating

temporary job and service opportunities during the construction period , increase land value,

reduce travel time, cost and traffic congestion, enhanced safety etc.

The proposed construction activities will not cause significant negative environmental impacts

and most of the anticipated environmental impacts are short-term impacts and will be occurred

only during pre-construction and construction periods. Appropriate measures are identified and

proposed in order to mitigate the anticipated environmental impacts to acceptable levels.

In conclusion, the anticipated environmental factors identified a range of potential negative and

positive impacts due to the implementation of the project and proposed suitable mitigatory

measures to reduce the anticipated impacts along with a detail Environment Management and

Monitoring Plan.

The main beneficial aspects concluded of the project are:

Reduce travel time & increase transport efficiency which will lead to increase profits of

the individual producers,

Reduce vehicle operational and maintenance costs while enhancing vehicle and

Pedestrian safety by improving road safety and reducing traffic congestions.

improve connectivity between production centers and market place improve linkage with

other provinces & facilitate to increase mobility by surface improving



_____________________________________________________________________________________________________


Improvements of the road sector will create better environment for trading, services and

economic sectors, which are vital for sustainable development.

After thorough review of impact analysis and possible solutions, it has been concluded that the

proposed Project is environmentally viable due to its low and controllable negative impacts on

physical, ecological and social environment. The majority of these impacts are temporary in

nature but in the long term, the project will improve overall environment of the area in terms of

reduced travel time and cost, and efficient transport will directly contribute to the economic

development and further increase in trade and services along the road section.

Site Survey Photos (From Domail to Krapa km 1088-1167)

PHYSICAL STRUCTURES LOCATED WITHIN ROW

Single Pump located at km 1164 Boundary of Petrol Pump and water Tank

Shop and Boundary wall Hand pump and Mosque observed in ROW

Trees and semi- Pacca Shops Drainage line, electric pole and shops located

within 10m from road corner

Transformer within the ROW

Drainage Line, encroachment (mainly encroachers are Poultry and fruit sellers )

Commercial structures located within ROW

Bridge under construction Gas Pipe line

Hilly area covered with vegetation

Electric poles, Filing Station Boundary, and shops

Encroachment within ROW

The Designed Pillar at Teri Chowk and other Passenger Lounge

commercial structures

Memorial Grave 220 Kv Transmission line

Bahadur Khel Area Density of trees and shrubs along the road

Electric Poles Existing drainage system along the road

Site Survey (From Gandhi Chowk to Sara-e-Naurang km 1040-1050)

Demarcation of ROW Current activities within ROW by local

inhabitants

Shop with pacca and semi- pacca in structure Current Business Activities within ROW

Drainage System

Filling Station Existing drainage facility

Gandi Chowk Existing structure within ROW

Interview with PAPs Interview with PAPs

Interview with PAPs Interview with PAPs

Environment Impact Assessment - National Highway Authority

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Transcript of Environment Impact Assessment - National Highway Authority